Modernization Hub

Modernization and Improvement
Документальный фильм: Электропоезд ЭР2 часть 2 / ER2 EMU train documentary part2 (with eng subs)

Документальный фильм: Электропоезд ЭР2 часть 2 / ER2 EMU train documentary part2 (with eng subs)

ER2 EMU train documentary ER2 EMU train documentary part2 We are in 1962, and will do a short review By 1962 in RWF had produced ER1electric trains for DC and its alternative ER7 for AC In addition to them, one ER6 train and ER10 trains with longer cars were built But, they were all designed for high platforms Many freight lines had low passenger platforms, and to increase the technical speeds in these sections, it was necessary to replace the obsolete electric trains made up of various modifications of the S-series electrical sections Then, in 1962, a modernization of the ER1 electric train, the ER2 electric train, was created in RWF By design, the ER2 basically repeats the ER1 and the electric circuit of the ER2 is based on the late ER1 trains circuit The difference between late ER1 and early ER2 is mainly in the design of the exits, which on ER1 allow access to only high platforms, but on ER2 – both to high and low platforms The composition of the ER2 electric train is the same as that of the ER1 – 10-car composition is made of the two-car sections True, there were also non-standard, for example, 12-car configurations In terms of technical parameters, ER2 was exactly the same as ER1, but the cars of ER2 train were several tons heavier But lets take a closer look to the ER2 electric train The driver’s cab is designed to be serviced by a locomotive crew of two people – the driver and the assistant The control console is located on the right side of the cab, the assistant’s seat and an additional console with a number of switches are on the left The throttle is located to the left of the driver, and on the right are brake valve, speedometer and radio station In front of the driver’s chair is the main dashboard with indicator lights, measuring instruments and most of the switches The throttle has two handles: a reverser and the main handle Reverser, has three positions – “forward”, “0” and “back” The main handle – eight positions: “0”, “shunting”, and from “1” to “4” for traction and “2A”, “3A” for manual control of the traction of the electric train In 1974, the shape of the cab was changed from round to rectangular, starting with the train number 1028 The design of the control panel for electric trains with a round and flat cab is different: on flat ones, the control console occupies the entire width of the cab and consists of two planes – horizontal, immediately in front of the locomotive crew and inclined closer to the windshields, while on the driver’s side the alarm lamps and measuring instruments are located on the inclined, and the switches and the throttle handle are on a horizontal plane In round ER2 that is until the no. 1027, the front of the head car was the same as that of ER1 From the number 1028, that is on the flat ones, the toilet was moved to the other side of the passage, to the passenger compartment and the radio room was eliminated The new plan was driver’s cabin – service passage – passenger passage. Further in the salon, the difference between ER1 and ER2 was that if ER1 had toilets only in head cars, meaning 2 toilets per 10 cars, then ER2 had a toilet in the head and in each intermediate trailer car meaning 5 toilets for 10 cars Under the trailer and head cars of the electric train, are installed converters aka dynamotors The converter combines two machines at once: a voltage divider and a control current generator set with it on one axis Also on each trailer car is a motor compressor, the drive of which is a DC electric motor Under the motor cars, from the electrical devices are installed high-voltage contactors, high-speed main breakers; starting rheostats, main controller and resistances for field attenuation Pantograph type current collectors are installed on the roofs of motor cars The pantograph has a pneumatic drive, so when the air pressure in the main line is below a certain level, it breaks away from the contact wire and falls down with the action of special springs One pantograph is installed on the roof of each motor car As already mentioned, the electric circuit of ER2 is based on the circuit of late ER1 Each motor car has 4 traction motors Voltage regulation at the terminals of electric motors is carried out using starting rheostats, as well as ways to turn on the motors and changing the magnitude of their magnetic field To ensure protection of the motors against overvoltage and inrush currents, a number of protection devices are installed on the electric train The electric train has 18 starting positions, of which only 4 are running – they allow the continuos movement of the electric train Acceleration is carried out mainly with the help of rheostats, which are initially connected into the circuit of traction electric motors, after which, as the electric train accelerates, they are gradually removed from the circuit by bypassing with special contactors These contactors are combined into one group switch, which is called a main controller The control system of the electric train is indirect, i.e., the driver only sets the handle of the throttle in a certain position, and the control system automatically brings the main controller to the appropriate position When moving the handle of the throttle to the next position, the main controller gradually moves from position to position, as a result of which the starting rheostats are gradually bypassed It is worth noting that, unlike electric locomotives, where the selection of starting positions is carried out by the driver, on an electric train, the transition from one intermediate position to another is carried out automatically under the influence of the so-called acceleration relay, which controls the acceleration of the electric train On the ordinary ER2 are throttle positsions “2A” and “3A”? – It is manual acceleration control, meaning… You can do it from the cab… See how it works? You give the feed to one valve, it moves one position you feed the other one, it moves again and the whole time you have to do it in turns, to one and to the other – Oh yes yes yes yes yes – And with the “2A and “3A” you give the feed to one and to the other, to one and to the other If the automatic acceleration system is stuck somewhere or not working then with the help of “2A” and “3A” you can little by little… Switching between the positions results in rotating the main controller Electric trains ER2 are equipped with electro-pneumatic brakes with two brake pads pressing on one wheel Compared with ER1, the braking equipment of motor cars was changed – instead of one brake cylinder, 4 were installed – 2 per bogie This arrangement of brake equipment was used for unification with the AC electric trains of the ER9 series, which were produced at RWF in parallel with ER2 But about ER9, a bit later In 1962, the Riga and Kalinin wagon-building factories produced the last ER1 electric trains with numbers 218 to 259 and in the same year they immediately released 48 ER2 series electric trains with numbers 300 to 347 As in the production of ER1, the Riga Wagon Factory manufactured bodies and bogies for motor cars, Kalinin Car-Building Factory – for trailers and head cars, Riga Electric Machine-Building Factory – electric equipment and traction motors, and final installation of electric equipment and assembly of electric trains was made in Riga Wagon Factory In 1968, the Kalinin Factory ceased to produce the car bodies, and produced only bogies for trailer cars In order to form from 10-car trainsets electric trains with a smaller number of cars, the Kalinin Factory from 1964 to 1970 produced individual head cars, the number range of which began from 801 In addition, in 1967-1968, RWF produced 52 separate motor cars, which received numbers from 701 to 752 If, in parallel with the ER1 trains, some ER7 AC trains were produced, then in parallel with the ER2 trains the ER9 trains were produced As already mentioned, the ER9 series arose as a development of the ER7 series At the end of 1961, the Riga Wagon Factory and the Riga Electric Machine Building Factories produced a two-car section of the ER9 series, which was slightly different from the cars of the ER7K electric trains, in fact being a variety of them It would be fairer for the new electric cars to assign the series ER7M, that is modernized At the beginning of 1962, the new section was tested on the experimental track of the Central Research Institute of the Ministry of Railways, and in the second half of the same year began the construction of ten-car ER9 electric trains A large number of factories participated in the production of ER9 – ER9 motor cars were built by the Riga Wagon Factory, head and intermediate trailer cars – by the Kalinin Wagon Factory, traction motors and a number of devices – by the Riga Electric Machine Building Factory, transformer equipment – by the Tallinn Mercury Rectifier Factory, rectifiers – by the Saransk Electrical Factory and the Tallinn Mercury Rectifier Factory, the main air circuit breakers – the „Uralelectroapparat“ factory and later by Nalchik high-voltage equipment factory Compared to ER2, the electric circuit of trains ER9 is more complex and with additional equipment Each motor car has 4 DC traction motors The motors are powered from the overhead catenary via: pantograph, power transformer, pneumatic main controller, rectifier, smoothing reactor and main contactors The main controller serves for voltage regulation, rectifier and smoothing reactor – for converting AC into DC and main contactors – for on and off switching the current Also the auxiliary circuits are different from ER2 The structural elements of the ER9 bodies are basically the same as on the bodies of the ER2 electric train Only the elements for the placement and installation of electrical equipment specific to an AC electric train are different For example, for the suspension of the traction transformer, the rectifier and the smoothing reactor, more powerful transverse beams are installed in the frame of a motor car The interior equipment and layout of the wagons is basically the same as that of the ER2 cars However, in the motor cars of the later issues of the ER9M, ER9E, and ER9T trains high-voltage shafts are installed in the center of the salons The main parameters of the ten-car ER9 train were, in principle, the same as those of ER2 The biggest differences were in the weight of the cars – the motor cars of the ER9 trains were heavier than those of the ER2, but trailer cars were vice versa, lighter than the ER2 In the process of production of electric trains ER2 and ER9, on some trains, various design changes were applied as an experiment, and many modifications were created that received their own alphabetic indices In addition to improvements and changes to ER2 and ER9, RWF continued to develop and release new series Since some of them are further developments of the ER2 or ER9 and, therefore, are connected with each other, then for a better overview we will take a look what RWF has built over the years and what modifications have been carried out on already built trains The relative simplicity of the ER2 design and its massiveness led to the fact that quite a lot of experiments were conducted on electric trains of this series First of all, they concerned its launch-starting system, which was uneconomical Also various automatic driving systems – autopilots – were developed In 1963, was launched with such an autopilot system the ER2-413 electric train, which received the designation of ER2A, but the designation according to the project for this train was ER3 The system had many design flaws, and after several years of trial operation it was dismantled A year later, in 1964, the ER9 train was modernized and the ER9 train began to be produced with the index P meaning with Forced (Prinuditelnoj) cooling of the rectifier Unlike the ER9, the rectifier units on the ER9P are located under the wagon body, as a result of which the motor car scheme was modernized – some of the cooling devices of this unit were removed In the production process, the design of the cars significantly changed twice Also, starting with electric trains ER9P RWF started the production of the trailer cars In total, 330 ER9P electric trains were built If you remember, we talked about the ER10 trains, which were produced in the 1960 and 1961 The power of the ER10 traction motors was considered insufficient, and in 1964 RWF produced two new four-car sections, which received the designation of ER22 Electric trains of the ER22 family are a further development of the ER10 electric trains and are intended for suburban and urban passenger traffic in the most loaded electrified areas with a catenary voltage of 3 kV DC For trains ER22, a new design of the frontal part was created with two frontal walls converging in the center at a small angle The body of ER22 had a length of 24.5 m The weight of the motor car was 66.5 tons, trailer car – 40.7 tons New bogies without horn cheeks were installed under the motor cars, and new bogies developed by the Kalinin Factory were rolled under the trailer cars with the option of disc brakes Traction motors had a power of 230 kW, train acceleration was up to 0.72 m/s2 and design speed – 130 km/h Passenger salons had plastic lining and soft seats The number of seats in motor cars was 116, in trailer – 131 Experimental four-car ER22 trains were released in 1964 in the amount of two units, subsequently combined into one eight-car train In 1965, RWF began mass production of the ER22 electric trains During which, RWF manufactured motor cars, and Kalinin Factory – trailer cars; electrical equipment for ER22 was manufactured by the Riga Electric Machine Building Factory Trains of the base model ER22, like the predecessors of the ER10, had electrical braking and the exits were designed exclusively for high platforms During the production process, changes were constantly made to the design of the train In particular, starting from the second train – ER22-02 – tyre wheels were started to be installed of motorized bogies, and starting from ER22-03 some of the electrical equipment underwent changes, the driver’s cab windows were enlarged and a new livery started to be used On the ER22-09 train, the trailer cars were equipped with experimental bogies with pneumatic suspension, and the ER22-15 train had motor bogies with air-suspension During the tests, the ER22-15 trainset developed a speed of up to 160 km/h In 1968 there was an exchange of trailer cars between the ER22-15 and ER22-09 And so was made the full composition with air suspension In the future, many other changes were made to the design of individual nodes carried out both in the experiment on separate trains and with the transition to a new design on all trains produced in the future The main goal of the changes introduced was to increase the reliability of operation of different nodes and to reduce the mass of motor cars of electric trains The construction of ER22 electric trains was stopped in 1968 due to the large axial load of motor cars and the unsatisfactory operation of the electric braking circuit To that time, 66 eight-car trains had been built One interesting fact: in 1968, when it was decided to stop the production of the ER22 trains, motor cars for the ER22-67 train were already partially made As a result, it was decided to complete the two cars and send them for special tests One of the cars, designated as ER22-OP1, was sent for a crash test During the test, it was destroyed and decommissioned Another car on temporary bogies was sent to the Kalinin Wagon-Building Factory, where it was upgraded to an experimental turbojet SVL laboratory car with two aircraft engines and was soon sent for speed tests We will talk about this turbo car a bit later A year after the start of the production of ER22 trains, in 1965, a constructive analogue of the ER22 train was made for AC lines – the ER11 series An experimental eight-car train was released in a single unit and it did not go into the series production The main parameters of the ER11 electric train, as well as the body, were generally identical to the ER22, with the exception of a number of differences in the location and design of the doors ER11 motor cars had two pairs of pneumatic sliding doors on each side, equipped with combined exits to low and high platforms; but the trailer cars had three doors If the ER22 electric trains provided an option with disc brakes, then the ER11 trains had the disc brakes Each bogie has two brake cylinders that drive the disc brake pads Brake discs were placed on two wheels The ER11 was in operation from 1965 to 1971 in the Minsk depot of the Belarusian Railway At the end of 1971, the train was disbanded: motor cars were decommissioned and sent to RWF, and the trailer cars were converted for use in ER22 series trains Most likely, ER11 cars no longer exist In the early 1960s, the Riga factory was given the task of constructing an ER200 train, and for this it was necessary to build a very light and durable car body In 1964, the technical task was developed and in 1965-1966 a prototype of the ER23 train was manufactured, which body weighed 33% less than the body of the ER22, since the ER23 body was made of aluminum In 1964 there was an article in an economic newspaper where they wrote that in the future, ER23 should become a train of cosmic speeds – 240-250 km/h For this, various tests were carried out in Shcherbinka, after which the car was scrapped and the test results were used to create the ER200 bodies We won’t talk about ER200, since a separate film could be made about them Along with the production of ER22 trains, in 1966 the ER2B-596 electric train was released, which was equipped with a contactless control system with the electro-pneumatic valves of main controllers, and electronic acceleration and wheelspin relays were installed, which are more accurate than electromagnetic relays like on serial ER2 Due to the complexity of the design of these electronic devices, this electric train remained as experimental As already mentioned, the method of starting the electric train ER2 is relatively simple, but not economical, because a significant amount of electricity is lost in the rheostats This problem actually arose already during the experimental work on the development of contact-battery electric trains of the first version, when questions arose about the energy consumption of batteries and economical operation Meanwhile, the prospects of using static converters on electric trains with pulse voltage regulation on semiconductor devices became clearer Since at that time in the Soviet Union there was still no experience of using powerful converters on semiconductor devices on electric trains and electric locomotives, it was decided to start testing a system with pulse interstage regulation With this control scheme, the start of electric motors is carried out by starting rheostats, but they are not bypassed using the contactors of the main controller, but by means of controlled semiconductor devices – thyristors According to this scheme, in 1967 the Zasulauks depot together with the Moscow Locomotive Repair Plant re-equipped an ER2-448-08 motor car A head car no. 837 was attached to this motor car, after which the section were assigned the designation ER2I meaning with Impulse regulation In 1971, this principle of operation of the converter was once again tested on one of the electric trains of the ER22 series, and then it began to be used on high-speed ER200 trains Despite the cessation of the production of ER22 electric trains in 1968 and its structural analogue for AC ER11 for Ministry of Railways, RWF continued to manufacture electric trains with a similar car layout and similar length for export From 1969 to 1979, ER25 trains for the Bulgarian State Railways for 25 kV AC were built According to the rules of the Bulgarian Railways of those years, in Bulgaria the entire train received the designation of 32 The electric train was created on the basis of the existing electric trains ER9 and ER2, but the layout of the train was like on trains ER22 Capacity of the four-car train was 294 people Electric train ER25, except for European gauge 1435 mm, had some differences from the Soviet counterparts Although the train cars were 25 meters long, each car had two passages with access to both sides, with single-wing doors The head carriage had a third pair of doors for a baggage compartment, which were double-winged The shape of the cab was new, rectangular In total, 79 ER25 trains were produced from 1969 to 1979 By 2019, of all trains, only 9 trains have remained in operation, but the abandoned trains began to be renovated But back to the ER2 train modifications A further development of the pulse-controlled circuit was the complete replacement of the contactor-rheostatic start by a pulsating contactless With such a scheme, it was possible to apply regenerative braking As the main converter system, a pulse-frequency control was chosen, which combined a pulse-width and a pulse-frequency control system Such a solution was used from 1967 to 1970 on modernized Sr3A6M battery trains Now they will try to introduce this system on the ER2 series trains In 1970, in the Zasulauks depot in an 8-car electric train on two motor cars, the contactor-rheostatic equipment was replaced by pulse semiconductor converters After the conversion, the electric train first went into trial operation In 1971, the remaining 2 motor cars of the electric train were also converted to pulse start, and the electric train was assigned the designation of ER2I Later, until 1974, several more 8-car electric trains were converted, which were assigned the designation of the ER2I series In 1973, tests were conducted comparing the traction and energy characteristics of electric trains of the ER2 and ER2I series The test results showed that with a significant complication of the design, the energy consumption of the ER2I electric train on a 3 km section at speeds of 56–68 km/h is only 9.8–12.8% lower than that of the ER2 electric train We asked the worker of the Riga Depot, Aivar Neiaks, what are his memories with the ER2I electric trains? ER2I had a much smoother start, with better take off characteristics compared to ER2 due to the lack of gradual rheostat regulation There was a smooth current For example, if the driver gives 120 or 160 amps, the current was constant, not fluctuating And as long as the bypass did not take place, , the given current remained The efficiency was higher, so to speak Typical faults was the burnout of thyristor diodes in the traction circuit In the last years, things got much better with them, there were made scientifical studies and was found out what the cause of the problem is Particularly critical was the switch-over time of the electronic components They had to have milliseconds of precision, 6 or 12, how many thyristors were there, all of them had to switch on at the same time Otherwise, all the load went to those who switched on earlier and consequently burned out The drivers liked the ER2I because they had lower electricity consumption and consequently higher energy savings and were paid extra They were more economical always They liked these machines, they took care of them The power savings were not great, but 10-20% was always saved Although when tested and calculated, 20% savings were considered Unfortunately, that didn’t work out that way But why weren’t more trains converted to ER2I? The price of thyristor diodes increased According to rumors, one thyristor had cost 400 rubles and as a result, it was expensive to maintain and operate By that time when there started to be less and less faulty ones, the developments were stopped and institutes closed and they lived out their time It is a pity of these thyristortrains, in the sense that when we were studying to be electric train driver assistants at the technical school, it was written in the textbooks that, in the future, in the course of overhaul, all electric trains will be converted to ER2I All electric trains ER1, ER2 But unfortunately, because things didn’t go that way in the Soviet Union, nothing worked out and nothing was preserved and everything went as it went Remember, we said that in 1968 motor cars for the ER22-67 train were made? One of them was sent to a crash test, and the other was modernized by the Kalinin Factory in 1970 to the High-Speed Wagon Laboratory or abbreviated as SWL for research in the field of constructing high-speed trains In the course of modernization, bogies with pneumatic suspension were installed under it, mounted fairings on the frontal part and shields on the sides of the car at the level of bogies and undercarriage equipment, equipment was mounted in the body to ensure the operation of the engines, and on the roof above the driver’s cab were installed two aircraft turbojet engines AI-25, borrowed from the airplane Yak-40 During the tests, the car showed a record speed for that time on the 1520 mm track at 249 km/h In 1975, after the launch of the high-speed electric train ER200, the need for SWL with its voracious and demanding jet engines disappeared, and the car was returned to the manufacturer There it stood for some time at various dead ends, decayed and plundered, and gradually turned into a shed on wheels There were plans to make a cafe out of it or send it to a museum in St. Petersburg, but in 2008 a unique car was scrapped For history, only its frontal part with jet engines was preserved, which was installed as a memorial stele in honor of the 110th anniversary of the Tver (Kalinin) Factory In 1970, in addition to the jet car of the Tver Factory, a single modification of the ER9 train was made in RWF It was an eight-car train ER9A, on which the collector traction electric motors were replaced by three-phase asynchronous traction electric motors of VNIIEM and converting units were installed that were manufactured by the Tallinn Electrotechnical Factory In literature, the train was listed as ER9A-306, but in fact from the factory it had the designation ER9P-306 A part of the power equipment of motor cars was placed in the passenger compartment However, the complexity of the converters, the need for parallel operation of many traction motors did not allow the electric train to be put into regular operation In 1972, in Leningrad, at the October Electric Car Repair Plant, the contact-accumulator electric train ER2A6 was created The electric train was made by remodeling 6 out of 10 cars of the ER2B-596 electric train, while all high-voltage auxiliary machines and control circuit batteries were transferred to motor cars The vacant place under each trailer car was taken by a traction battery weighing 40 tons with the capacity of 806.4 kAh meaning 2016 elements The electric train used thyristor converters for starting Also, these converters allowed the electric braking and charging the traction batteries In 1973, the electric train arrived for testing to the Baltic railway The electric train was not operated in the general schedule, it was constantly at the reserve base in Janavarti and was an experimental electric train for introducing and testing the technical developments of LIIZhT and the October Electric Car Repair Plant, departing to the line exclusively for test runs For several decades it stood besides the fence, and in 1992 it was decommissioned But what memories does Aivar Neizaks has with the ER2A6? The ER2AB-596, an experimental train that was never in service with passengers But it had all the different electrical schematics of the thyristor trains Each motor car had its own separate and different schemes All updates and modifications were tested on board this train The train stoodd all the time in Janavarti base, occasionally left to a line or to the depot for repairs It was such an interesting train It was even a battery powered train, there were batteries under the trailer cars, and it even ran on battery power to somewhere far, but it never worked with passengers Four years after the end of the production of ER22 trains, in 1972 the Riga Wagon Factory produced two modernized eight-car electric trains, which received the designation ER22M with the assignment of numbers 67 and 68 Unlike their predecessors, the form of the driver’s cab, was similar in form to the cab of the ER25 electric trains, but different in some details New bogies and electrical equipment were also installed, and some of the equipent was transferred from motor cars to trailer ones Whereas, the weight of the motor car of ER22 trains was 66.5 tons and trailer 40.7 tons, then the ER22M the motor car was 1.5 tons lighter, but trailer was 5 tons heavier Also, if the ER22 exits were only for high platforms, then the ER22M cars began to be equipped with combined exits to low and high platforms After ER22M, a similar cab with minor changes will be used on all serial RWF commuter electric trains from 1974 The serial electric trains ER2 received a new cab from number 1028 and trains ER9P from number 345 But how would the crews compare the cabs? Well, of course, when comparing the round ones and square ER2’s, then being in the cab was very different for the driver Much more spacious, it didn’t get so hot for you The ER1’s got such a stupid problem that the cabs got so hot that when we drove to Klooga-Rand directly towards the sun… Sr3 had the same thing We placed a newspaper in our lap So that you didn’t fry your balls The Sr3, in particular, was especially bad, when we drowe there right at the sun And the ER’s were too. On both sides, we opened the two side leaf windows opened, opened the doors fully, into the passage, but still it was hot The only thing that saved it was that somebody had come up with a nasty good hack Look, the round ER1’s and ER2’s have tiny holes in front, and you know, when you unscrewed the plugs out of the holes, then as we started to move, it was blowing the cool air in the cab with force Now that was a good thing, it saved her But otherwise it was, otherwise it tended to get hot So that it was a good hole. ER2 was significantly better in this The square one Well, the round ones had minimal amenities, very little space, the cab was narrow In the summer it was hot, the side windows were uncomfortable, not sliding ones as the square one has, the round one had them on the hinges, rotatable Meaning while driving it was basically impossible to open them If you wanted to open them, you just had to remove them In hot weather we did just that We took it off and put it somewhere aside The round ones had an interesting ventilation system Two penetrating pipes were placed on the front wall there were two pipes and covered from the inside with a lid or a nut And if you wanted ventilation, you had to unscrew that lid And while driving, air came through that tube into the cab, meaning there was a ventilation in that way, a relatively primitive solution The round cabin also had its pros The advantage was that the round cabs had parallel cab heating Meaning if you turned on the cab heating in the front cab, the rear cab heating was on at the same time And then in the colder season, you reach the end station, change the cab, go to the rear cab and it’s warm Another advantage of round cabs is that they have the main and brake line end valves protected behing the pilot And, for example, if there is a collision with a larger wild animal elk or wild boar, the end valves are significantly less likely to be broken Unfortunately, this is what happens with flat cabs Quite often we end up damaging the end valves after a collision with a wild animal and all the air leaks out of the lines and we have to start inventing something to eliminate the leak and plug the holes We did not have that problem with the round ones In order to increase the number of cars in previously released trains of the ER2 series, RWF began to manufacture in 1973 separate intermediate two-car sections, which received numbers from 2000 and higher and separate head sections with numbers 3000 and higher In 1959, a report was published which stated that the transfer of DC lines from a 3000V to 6000 V allowed to reduce electrical losses in the catenary For the experimental verification of this theory, the re-equipment of electric locomotives and motor trains began The first electric train for 6000 V was formed in 1973 at the Moscow Locomotive Repair Plant This train was also equipped with pulse-frequency converters The electric train received the initial designation of the ER2I series, but in August 1974 – ER2V as high Voltage In total 4 electric trains for 6000 V were converted: three 4-car and one 8-car In 1977-1978 all four electric trains were transferred to the Gori-Tskhinvali section of the Transcaucasian Railway, electrified to a voltage of 6000 V But the ER2V electric trains did not work for very long, since already one year later, in 1979, it was decided to stop work on creating electric rolling stock designed for work at 6000 V As a result, in 1979-1980, almost the entire electric rolling stock converted to an operating voltage of 6000 V was excluded from the inventory of the Ministry of Railways In 1975-1976, RWF produced two eight-car modernized ER22 electric trains – trains ER22V, with assignment of numbers 69 and 70, with exits to high platforms, which reflected in the index “V” (Vysokij) The cabins of these trains were almost completely identical in shape with ER2 from number 1028 and were somewhat different from ER22M Around the intercar bridges, rubber elements were used instead of metal ones Trains received different bogies than those of the ER22M, and several other electrical equipment The weight and capacity of the cars did not change Using the experience of ER2I trains in operation during 1970-1973, in September 1976 the Riga Wagon Factory manufactured a 10-car ER12-6001 electric train By design, this ER12 is an electric train ER2 with a smooth pulse start. Basically it was the same ER2, however, under the motor cars were no resistors and main controller Instead, two-phase thyristor-pulse converters were installed In 1981, RWF manufactured two more ER12 trains – a 6-car ER12-6002 and a 4-car ER12-6003 The veteran driver of the Tallinn Depot, Lembit Adamson, was a senior driver on the train ER12-6002 We asked, what are his memories about receiving the train from the RWF? And we went after the 6002 like this, there came 6 cars of 6002 and 4 cars of 6003 And there were in total 10 wagons that the Riga factory built So we went to the Riga factory … Of course, then I demanded that I want to go and get it. Well, okay, take it Go and get it then So I went to retrieve it and who will be the assistant… And then we started to think about who to put And it turned out that train driver Ervin Sulger, wanted to get the 6003 Ok, we went together then, but my name was put on the papers and so we went to the Riga factory And then the depot chief Kotov gave us the command, saying that: “boys, before they test there there, you don’t sign them off…” And in Soviet time it was the fact that when the factory completed the train, by the end of the month, on the last day, they had to get it, and… And the signature of the driver who received it turned out that it was still such a valuable thing that it caused such scandals Because I didn’t sign it. I said I wouldn’t sign before testing And then the scandal began. But when I left, Kotov gave me his home phone and work number Said that any time, in other words, night or day, if you have a problem, you call me And then there was the last end in the factory It went quite mad there They started to pressure me that you will sign it I said I will not sign before. Then I realized that… Kotov told me not to sign before they have tested them And then Sulger and I agreed that I will get out of there And I didn’t leave through the gate where we were most checked, I went through the… The factory in Riga is maybe about a kilometer long It was very big while the production of electric trains And I exited the factory out of the other end through the gate And I don’t remember if I took anything out of my uniform, or not, I don’t remember. Anyway, I got out of there and to the first payphone in the city from where I could call Kotov He said, that damn, they haven’t invited you there for some reason The whole time, I insisted them to invite you there They say and complain that you don’t sign. I said of course I wouldn’t sign And Borka (Boris Kotov) told me to sign these bastards That they will fill with that their plans on the last day of the month It was November 30th. They will get…. Before the midnight, sign it We have an agreement that they will couple you 6 cars of 6002, 4 cars of 6003, and at the end I think they will put two cars – one was a passenger car and the other was this boxcar with their equipment and stuff, laboratories and everything they need “They said, they would come and finish the tests at Pääsküla You put the signature down when the wheels are on the rail and it can be towed.” I said: “Heard you loud and clear, comrade chief” I went back, but then I was quite mad You damn monkeys… Okay, I have to sign it And in the evening comes the last one who was responsible for sending out the new trains, well the tough guy He came arrogantly and asked, “well, are you going to sign it?” I said yes, I was told They looked at me like how the hell you knew, there were no cell phones or anything And then the usual thing is, the people who go and take the trains from the repairs… We had a case where the guys went to Riga to get the train out of repair and the driver was so drunk that he could barely stand up The assistant was the same But it was told in the factory – the 3 cars of Sr3 are so expensive that we wouldn’t give it to these drunks They wrote, or called to Tallinn to send a new crew But imagine getting new men… trains are needed And of course from here (from Tallinn) was asked that we will punish them ourselves, but please, let them sleep it off and then give the train to them And I remembered that The first thing that was used to catch a man was alcohol The other thing is women, right. With which to catch a man And now it was, and the tough guy came and probably though, I’m going to get you now, damn old man And made such a joke that, came like this, „I congratulate you on getting a new train,“ and comes up to me like that Instead of putting my hand like this, I put mine like this here Now he came here like this, we had noses facing each other And then we congratulated each other Of course, I confronted him, what crappy engineers you are, where did you put that damn pane I was angry with the fact that they made such a nonsense with the panels,the panel that is behind the driver, it would make sense that when you come in through the door… Where do you have the light switch now? You got behind your back, right? But why couldn’t it be there? You think how good it would be, if you come from there, and you turn it on from there What the hell, can’t you do it, or what? And these damn idiots, forgive me, I don’t know if they had that panel on the other way around… They put that panel here behind the driver The door is here, from here you enter, and if they had put the switch here as first, which is the cab light No, it was there, second from the back And now to reach the switch, you came in the door, you had the cab dark You had to climb onto the driver’s chair and then reach out from under the window to that cab light switch. Well god dammit shit For example, if we now compare with Sr3, Sr3 had one of the most talented You came in the door, that “KU” panel was hanging there and the bottom switch was the cab light It cannot be more logical Round ER1 and ER2 again, you had to start counting one-two-three-four and then flipped the switch, then the cab went lit But if you flipped one before or after, you were sitting in the dark Well hell, I don’t know how… like… Mhhh Right. Why do I have to climb? I also argued about it Then he looked and thought he would catch me But there was no alcohol smell. I principally didn’t take a drop, hell I avoided all of this After all, it was known that it will be checked And as a result, he says, switch the places of the switches I said, “I can switch them, I can do it, but what good is it? The other trains you release, the others we have in the depot, are the same.” Right? Then he couldn’t say anything Anyway, he left me alone with that. We got out of there But it wasn’t over yet We got out, the locomotive was pulling us out Suddenly, I loud noise came along the train, Security guards came. Damn I don’t remember how many there were This armed railroad security All the cabinets were opened, all places were looked at Now, it was thought that usually when people get the train from the repairs or from the factory… After all, there are all the aluminum trinkets and stuff… lying on the floor they are driven over them. Damn at home, after all, you need also everything at that time It was the end of 1981, yes That’s logical, after all. And… I really wanted to take something for myself. But we agreed with Ervin We don’t take a single stick, just in case, God knows what And so it was. They searched all over this train And then they demanded from me to give them the keys, we’ll open this lab or these last cars I said, “Well, men. that there is not my business My business is here. what you found here There I don’t know, it’s attached to me. It’s not my business, look for it where you want it.” They even came to Skirotava, or what the station is there… yes, we were towed to Skirotava station. They were there for so long And then he took his radio station and shouted “We didn’t find shit, we looked everywhere, all is clear, there is nothing” And they went away angrily During the operation of the ER12 electric trains, due to pulse start, they turned out to be by an average of 8% more economical than ER2 To a large-scale production, as originally planned, ER12 was not put The perestroika began and the following difficult economic situation in the country led to the abandoment of factories to produce electric trains with expensive starting converters, which, moreover, did not stand out with sufficient reliability In addition, the repair of ER12 electric trains soon became very costly For this reason, it was also given up to upgrade the ER2 electric trains for pulse start In the mid-1990s, all three ER12 electric trains were sent to undergo major repairs, during which all ER12 were converted to conventional ER2 In the new documentation, they began to be called as ER2S But maybe Lembit Adamson has some interesting memories associated with the work on ER12 trains? According to Soviet law, the train or the locomotive or any electric locomotive on which even one of the motors does not work was not allowed to leave the depot But we had two traction motors in one group out of service all the time One group from here, one group from there… They switched them like that… Okay. We drove with these five groups and suddenly another group fell out Right. I only had four groups left Then another bang and after Klooga … The group what failed, I didn’t restore it right away, I knew that I had to let it rest, I had five groups in total To let it rest, I get one more group, a rested one, two motors back Then I lost a whole car And finally, I pulled to the damn Niitvälja stop, from Klooga to Niitvälja with two motors only But of course it went around 30 or 35 km/h After all, it has two motors, instead of… as far as 3 times 4 is 12… 2 motors instead of 12! Well, damn, the percentage is a little too crappy This is logical. And now I knew that what I had in that whole car that blew out, I just need to find out … When I find out which of the motor groups is capable of working… which is able to work and which is not And that could be ascertained with a very simple trick, it was a logical thing to do A person had to go and look, there were 3 ammeters underneath, it was necessary to look at the first and second group He looked at them – either left or right And now, when I opened the throttle while stationary, there is no counter-electromotive force, no obstacles ahead, the traction motors are directly connected to the catenary And now who has to block that? The electronic block has to block it, the thyristors are in the way, the thyristors immidaiately… after all, they switch 400 times a second, They immediately recognize that this is getting too much Now, the thing was, whose thyristors were not controlling it, was letting this current to rise And otherwise the ammeter came in, the current surge was so steep up to the limit, and then switched it off And the ammeter made a small bounce up The other, which was fine, it didn’t move at all Because, okay, he couldn’t move He couldn’t move because he gave that first impulse to get the wheels going, but no more, the whole car was switched off Right, and it needed to be looked at Usually it was like when the machine was faulty, the old ones, both ER1, ER2 and Sr3, when all had a malfunction and when they were switched on, the ammeter made a small jump Now I had an assistant who was a jerk who had graduated from the Riga School of Train Drivers, but he was not put on the line because, well, they saw that although he still had his licence in his pocket, but he was not quite in order And I said to him with utter calmness, “it is okay, we will fix it soon, go and look,” that I will try to take off and you just look at which ammeter does the jump and tell me that ammeter Either left or right The yokel goes there and looks and I turn the traction on and the push goes and of course the car blew out I lowered the pantographs quickly down, because I knew we had that group now Saarma was again … again Saarma, there is nothing to do, Harri taught us where to look If the case is that you want to get the electronic train (ER12) to work, but you can’t go through electronical blocks anymore because it blows out With the electronics it no longer manages, then at the bottom it can be connected so that this one group does will not work at all And you get these two motors from the different group to work But you have to take the right wires because that’s what you have to connect And the boxes… of course the pantographs down, the high-voltage switch to zero to keep it from killing us Everything was done quickly, the wires were in my bag, they were always with us. I had the lamp, we knew everything, I had the paper from my pocket book that I had written. Everything was clear, we needed to open it quickly, then the assistant helped and everything was nicely done There we attached the wires together, now quickly back on the train, the pantographs up and away And just as I turned the throttle, bang… and it blew out again And again only two motors And then I sent him there to look again and what he saw from there… And then he tells me the other way around I said good god help me, if only… why did you tell me the wrong one? “Oh, I thought that it was not working because it jumped.“ I told him that it is jumping in your pants, you idiot And you, I said, you damn, man with a driver’s license, assistant, you’re coming… you want to be smarter than the driver of the electronical train and start explaining to me, how it works? But the time had passed, I couldn’t go down for a second time And most of all I was ashamed of the fact that a lot of Russian people from Paldiski went to the Riga train They came early and we would have had time and everything… And I pulled out to Keila, and when the next train came, it was let through I was just ashamed. But the interesting thing is, otherwise the passengers usually start complaining, what the hell it is… But the people saw what it was After all, we were not allowed to speak our own texts to the speakers I was an exception to this, I wished them a good day and stuff And then I had the same thing at that time – grabbed the microphone and “look for the blue, look for the blue” All the while the guy was rattling along the train and looking for the blue one where it had switched off And the electronical trains had one stupid thing, they put it on… another has the control lamps … all ER’s have three Sr had also a fourth, Sr showed you group A or group B But there was only one lamp instead of three So only one lamp was put up there And that lamp showed everything – do you have anything wrong under the car, do you have the ladders open, is it no longer hauling, or you have something wrong with the auxiliary compressor, meaning something happened to the compressor, to the generator … All the problems were his, the blue light went on, Whenever something happened, the blue was on The blue light went on, and you didn’t understand anything And that’s why, the electronics taught and Saarma taught as well, look at that ammeter flick Because it loses control, as you put turn on the traction, there is no counter-electromotive force, the current grows so high that this first faulty ammeter can make that jump And I have seen for myself how he managed to do this, he jumped at least as much And the other absolutely not And there was one more interesting thing about them. It worked at 400 hertz per second And you know, when one ER12 driver was home, two ER12 trains were on the line He took a regular landline phone from home, put it next to his ear, listened for a while Sounds start coming Grunting grows Rises and finally does… All is right Listens some mores One time you hear there… He came to work from home, came from the other side of the town to work, and said there was something wrong with one of the ER12 trains on the line Like that. And now, when I told this to my Riga acquaintance, he did not believe at first, thinking that the old man wanted to make himself important, wanted to be wise, that old fool Then he asked the train drivers in Riga, and the trains in Riga also had some higher frequency And they said yes, they heard the same thing with a regular landline phones Then he says to me, “You were right, I did not believe you.” Electric trains ER12 that is ER2S were operated in the Tallinn depot, with the subsequent transfer of all trains to the Pääsküla depot, from receiving them from the factory until 2013 After conversion to the thyristor start-up circuit of the ER2I-302, in 1976 it was also experimentally equipped with pulse braking and given the index ER2IT About the ER2IT will tell us more Aivars Neizaks All I can say is that we had the ER2IT-302 train, which was good as it also had pulse braking True, it was not used as a recuperation, all … The advantage was that not like ER2T, it braked the with the traction motors to a complete standstill Not like we have now that up to 15km/h and less, the air braking is applied The mechanics liked the train very much, as there was practically no need to replace the brake pads When the train came to the repairs, all the mechanics were happy At the same time, it was more difficult for electricians as there were a lot of burnouts of the thyristors and diodes as there were a lot of them There were a lot of equipment, the cars were heavy The roofs of the cars were all under ice during the winter It was very interesting in the winter to see how the 302 motor cars were completely covered with ice In the middle of the car, all the windows were covered with ice as the brake resistors on the roof heated up, the snow melted, flowed onto the windows and froze again And it looked like the passengers were sitting like in an aquarium That’s how I remember it I also remember the sound of the motors well was that during braking, the frequency of the motors’ sound the sound like goes down and the tone drops But the sound of the current converters, the tone increased at the same time The result was such a strange, fantastic music that could not be transmitted in any way, The following modification of the ER9, the ER9M series, meaning Modernized, was produced since 1976 Unlike ER9 and ER9P, for electric trains ER9M, the high-voltage cable in motor cars is replaced by a busbar input located in a high-voltage shaft i.e. in a closet in the middle of the motor car A new rectifier installation was also used and semi-soft sofas were installed in the salons, instead of wooden seats, by analogy with the ER2 from number 1112 Subsequently, a high-voltage busbar was also installed on most ER9Ps A total of 111 ER9M trains were built, and we asked the veteran driver of the Vilnius depot, Eimantas Mazetis what are his memories with the ER9M electric trains? At that time, compared to the Hungarian D1 diesel trains, it was like night and day It was already electric, quietly going, the diesel engine exhaust fumes did not smell or when the driver opened the window there was no smoke coming in with the draft Also no smoke for the assistant in the rear cab. Here it was… Back in that time when we operated with them it was… a good train The train also accelerated not bad, not like a diesel train The acceleration… The acceleration from 0 km/h to 100 km/h… in almost any station, starting from the platform, we were already going 100 km/h in the station Faults… Well they were brand new. were new… But faults still happened. So what happened? For example, the grounding relay, named RZ, is working Meaning if on one car it started to work, we turned that car off. And with three motor cars we drove perfectly calmly, keeping the schedule without any hassle Because there were quite a few 200kW traction motors Every car has four traction motors and there were a total of four cars Another car blew out on line, with two remaining And the two of them kept the schedule. And what schedules we had back then… Going with stops, and lots of stops, 80km/h and we were according to the schedule When on a high-speed train, 100 km/h and you are according the the schedule Afterwards people started complaining that we drive too long, should make the schedule faster. And plans were made faster And when the schedule was made faster, we started to force the trains That we took off with the shunting position from the station, and just as we did started to move, we put it into the 4th Automatic start In dry weather there were no problems, but for that we have sanders Each wagon had two sand bunkers at each end, you know the sand yourself, dry screened fine sand, spreads well Flipped and held it, then it did not have wheel spin and did well BUT The wheels spin and the RZ works immediately From wheelspin, when, for example, a single traction motor spinned or a whole car spinned, a ground relay RZ came into operation. To prevent the collectors of traction motors from having arcing flames For that, it’s the RZ grounding relay Well, that’s what happened and we will not stop on the line Because there is a protocol for the driver to leave the cab If the drivers leaves the cab with the assistant there are procedures to be followed You stopped, placed the brake shoes under the wheels, put on the handbrake on, took the reverser handle with you and you leave the cab Then before that you tell the other trains via the radio that the train had stopped at this and that kilometer between that and that station to eliminate a malfunction And then you go, and two of you, because whatever work involved in eliminating a failure has to be done by two people. Under no circumstances should it be done alone One works and the other protects and controls his work Under no circumstances should it be done alone. And let’s just say that the RZ was working in one of the cars, assistant goes to the RUM cabinet Turned off all traction motors and continue with the rest Another car blew out, you turned off another RUM But when we had already six-car trains, it became more difficult to drive As soon as we switched off one car… the load went to the other traction motors And when there was some weakness in the motors, the rectifier, or the smoothing reactor, different fuses started to work. And it will take extra time to restore the fuses – you stopped, losed time, started again And then these faults end up with that, that the person starts… the dispatcher calls and asks you to drive according to after the plan, and then they start to force the train and the weak points reveal themselves As already mentioned, the large axial load of ER22 motor cars led to the abandonment of the design of ER22 In 1979, it was decided to preserve the electric part of the ER22 train as much as possible with the possibility of regenerative-rheostatic braking using the proven design of a shorter car Initially, it was even planned to design a new train as the next version of the same series – ER22K Index “K” indicated short cars, as well as continue numbering However, the prototype created, instead of the ER22K-71 was designed as an ER2R meaning with Regenerative-rheostatic braking The design and dimensions of the bodies of the ER2R were the same as that of the ER2, but due to the increase in the weight of the train, other bogies were installed under the motor cars, which were slightly different from the bogies of the electric trains ER22V Under the trailer cars were placed similar bogies as on the ordinary ER2 trains On the electric train, regenerative-rheostatic braking was applied, which allows at speeds of 130-55 km/h to generate power back to the catenary network From 55 to 10 km/h, the braking is rheostatic meaning the excess energy is absorbed by brake resistors, and from 10 km/h and less – electro-pneumatic meaning with brake pads The first ER2R train with number 7001 was produced in June 1979, and in 1982 RWF produced two more ER2R electric trains In September 1984, the Riga Wagon Factory released the last ER2 electric train, numbered as 1348, and started mass production of electric trains ER2R Their construction continued until September 1987 In total, 89 ER2R electric trains were produced, of which 57 10-car trains and 32 12-car trains Having gained experience in implementing the ER25 electric trains, RWF in 1980 created the ER31 series The new series was intended for operation in Yugoslavia, where it received a series of 412/416 The design of the ER31 is based on the design of the electric train ER25 The main difference in the body design of the ER31 from the ER25 is the presence of an middle passenger passage in each car Also the difference lies in the design of the bogies In total, 51 four-car electric trains ER31 were built until 1989 After the collapse of Yugoslavia, the trains went to three independent states: Serbia, Macedonia and Montenegro By 2019, of all 51 ER31 trains built, approximately 30 trains remain in operation In 1981, RWF resumed the production of individual head cars, the numbering of which began with 8001 If additional head cars that were produced from 1964 to 1970 with numbers 801 and higher were with round cabs, then cars with numbers 8001 and higher stali with flat cabs As already mentioned, in 1979 RWF began to produce ER2R trains As constructive analogue of the ER2R but for AC lines was launched the series ER9E ER9E index E meant „Natural cooling of power equipment“, by that also differs from ER9M The ER9E series was produced from 1981 to 1987, with a total of 79 electric trains On November 15, 1983, the Riga Wagon Factory solemnly celebrated the release of the 20,000th electric car “The keys of the 20,000th electric car!” The anniversary car was included in the electric train ER9E-600 In the 1980s, RWF was to create new trains with a thyristor-pulse control system – ER30 for DC lines and ER29 for AC lines As of 1985, was developed and built a prototype of the ER29 electric train with regenerative-rheostatic braking and in December 1985 the ER30 technical project was completed The main difference between the ER29 and ER30 electric trains from the serial modifications of the ER2 and ER9 series is the increased body length to 21.5 m instead of the previous 19.6 m, due to the wider passages, which makes exiting and boarding with greater passenger flow more convenient The use of a new type of control circuits on the ER29 train increased the reliability of the equipment and smoothing operation and reduced heat losses in starting resistors The equipment of the passenger compartment of ER29 is in many respects similar to other trains built in RWF, but it was supposed to have an air conditioning system in the driver’s cab The design of the ER30 cars is as unified as possible with the nodes of the ER29, with the exception of the electrical equipment of the train In 1989, the next stage of testing the prototype ER29 electric train was completed, after which it was finalized in the same year The following year, traction and energy tests were carried out, and in mid-1991 the electric train was put into trial operation Having gained operational experience, they decided to modernize the train – replace the converters This would make it possible to traditionally place all traction electrical equipment only on a motor car, which would improve coupling properties, reduce the weight of the train and increase its reliability It was decided to work out this issue for the serial train The serial production of electric trains ER29M was supposed to begin in 1995 However, the difficult economic situation in the former soviet republics due to the collapse of the USSR led to the fact that the experimental ER29 remained as a single copy, and the ER30 project was never put into production Eimantas Mazetis will tell us more about the electric train ER29-001 Well, what can I say. I brought it from Riga, received it from the factory. Here in the Baltics, only we, Lithuania, had AC That’s why it was sent here after releasing it from Riga Factory It was brought here for the purpose of set up and prepare for operation… It was prepared, set up for operating, but we did not carry any passengers with it We only set it up and it was taken to Moscow for an exhibition of new technology There were other chairs in the cab… comfortable, after all, it was the newer model of this train, The seats were new. The windows also looked like different to me… It was looking like something we had in Vilnius, Paneriai… the trains that were made for Yugoslavia, something like that The console was soft If you touched it like this, it was not metal, it was like those for Yugoslavia… There was in the cab… well they were made very decent and nice for Yugoslavia And there also the working conditions for the drivers were like… completely different First of all … you see what’s going on with all this interior finishing… there was totally another… done extremely well It was nice to be in the cab The throttle was for traction and braking But the braking was recuperative We tried it a little bit, adjusted it… I figured it out… I wasn’t the only one who drove it, but I drove it a lot. Then they always said that let Mazetis drive with us, he had driven before, he retrieved it and we were used to each other… We accelerated and braked. It braked with recuperation, but what do we brake… we have very few trains, no electric locomotives… we had a lot of electricity We just tried it and put it into working order It was an interesting train, very sad that it… We thought it would be brought back to us and given to us, but instead that ER29 went to Ukraine Durning the operation, due to the uniqueness of the equipment of the ER29 train, difficulties arose in maintenance It was operated in tandem with the ChS4 electric locomotives, after which it was removed from operation According of 2019, the cars 03 and 04 are scrapped, the fate of the rest is unknown In 1979, the ER2R electric train was created, but it was not certified due to lack of reliability, which caused many complaints from the operating depots Due to the growth in the volume of suburban passenger traffic, RWF developed an ER30 electric train in the 80s It was assumed that their serial construction will begin by 1987-1988 and that they will be generally identical to the ER2R But the production of ER30 trains was postponed, and RWF decided before the start of their production to master the “transitional” ER2T model, which had the dimensions of ER2 But at the same time, ER2T cars could not be operated in the same train with ER2 The mechanical part is almost completely borrowed from the ER2R, since the ER2T differed from it only in more advanced electrical equipment and a reduced number of seats for passengers The construction of the ER2T, which replaced the ER2R, began in the fall of 1987 In 1990, 6 trains were produced as an experiment with a record length of 14 wagons and air conditioners in the driver’s cabs We asked the driver of the Riga Depot, Andrei Pudulis, what were the differences between ER2T and ER2? The main difference between ER2T and ER2 is the presence of an electrodynamic brake This is the braking, in which the traction motors are put into generator mode and the traction motors produce current, which is then consumed in resistors or returned to the catenary That’s the key difference Another difference between ER2T and ER2 is that ER2T has better acceleration For example, if you work longer on ER2, then sit on ER2T, drive in the same style as you did on ER2, you will quietly start getting ahead of the schedule Therefore, you should always keep track of which machine you drive, whether ER2 or ER2T Another advantage of ER2T is that the ER2T has traction motors connected continuously at all times It means that when starting, it does not change their connection scheme At some point in time, the ER2 changes the motors connection from continuos to parallel And one of the typical flaws in ER2 is the implementation of traction protection at that very moment ER2T has traction motors continuosly all the time… and it’s very rare that traction protection comes into play What more about ER2T… For example, blocking the wheels on slippery rails… For example, in autumn, when leaves fall on rails, ER2T behaves significantly better Let’s just say it has better handling, it’s easier to interrupt the wheelspin And ER2T is more reliable, higher survivability Significantly less power equipment failures, higher traction engine power, which allows even in case of if one car has a failure and we have only on car working, it is possible to keep on schedule with one car more easily compared to ER2 Reservation ability is also a huge plus What does it mean For example, if in some sections the generator went out of order, it is not producing 220V for auxiliary machines, then it is possible to take the 220V from a neighboring section This is standard on ER2T ER2 hasn’t got such option, you should have invent something, or attach wires to it These are the main differences between ER2T and ER2 Do the ER2T trains have any typical faults? The main problem of ER2T is the icing of pneumatic systems during the winter The pipe between the compressor and the dehumidifier or the dehumidifier itself freezes leading either to a significant reduction in compressor productivity or to a complete shutdown But also quite often the pressure relay freezes, which controls the release of the brakes after the braking is complete In this case, you have to climb under the car, open the relay, release the air from the bogie’s brake cylinders, but that all takes time… the train is somewhere between stations or stops But this is ER2T’s main drawback or minus And another moment on ER2T, which is not really a problem, but rather a structural feature The thing is, the ER2T electrical circuit has many more components There are many relays, repeater relays, very many diodes used in the ER2T circuit And every component sooner or later wil brake down And if there are more of them, then there is a much greater likelyhood of small circuitry errors in ER2T compared to ER2 Moreover, these failures contain the unexpected factor, they are more interesting and not predictable ones I remember, not long time ago, when I was working on 7117, I was driving from somewhere Saulkrasti or Skulte I stopped at a stop with electrodynamic braking. I stopped, the passengers got off and on. I closed the doors, and I needed to continue driving I took off, gave the taction, put it in the shuting position and the train started to go But the most interesting thing was that the train started to brake at the same time Meaning the traction circuit was working and at the same time air was given into the brake cylinders So ER2T can make such surprises If the ER2R train had an AC analogue ER9E, then the ER2T has the analogue of ER9T The modification ER9T had modernized bogies, traction motors and rheostatic brake Externally, the ER9T is easily distinguished from other modifications by the brake rheostats installed on the roofs of the motor cars Electric trains ER9T began to be produced at RWF since 1988 During the operation of electric trains ER2R and ER2T, it was found that these types of electric trains consume 20…30% more electricity than ER2 To solve the problem of energy consumption and energy efficiency of electric trains, it was proposed to use electrical circuits with grouping of traction motors This was supposed to reduce energy losses during acceleration and increase the amount of energy recovered during braking At the end of the 1980s, a project for the electric train ER24 was developed at RWF, in which they planned to implement the idea of rearrangement of motors It was planned to carry out these regroupings, combining two motor cars in one power circuit ecause of this, the composition of the electric train was assumed to be sectional, moreover, from four-car sections – 8 or 12 cars Each section would consist of two trailer and two motor cars Work on the ER24 project was ceased in 1991, when the current political situation in the USSR did not allow the project to be completed However, it should be noted that the ER24 project was finalized, but not a single ER24 was built But this project after the simplification of its electrical circuit, the ED2T electric train was created at the Demihovo Wagon Factory (DMZ) A few years after the appearance of ED2T in the DMZ, the ED4 electric train was developed, which differs from ED2T only in electrical equipment that was Russian-made instead of Latvian one There is a theory according to which at RWF, in parallel with the DC electric train ER24, a project was developed for a similar electric train for AC – ER27 According to another part of this theory, the ER27 project was also implemented at the DMZ – with the designation ED9T However, reliable sources capable of confirming at least one part of these theories have not yet been discovered In the late 1980s, the leadership of the Bulgarian Railway decided to purchase another batch of RWF electric trains However, at that time, the production of ER25 was ended, and on its basis the ER31 electric train was created for Yugoslavia Therefore, to replenish the BR roster, the next model, ER33 was created, which was produced from 1990 to 1992 Initially, it was assumed that Bulgaria would acquire about 30 or even 40 ER33 consists However, due to financial difficulties, a total of six consists were manufactured and delivered i.e. 6 four-car electric trains In fact, the ER33 is a simplified and cheaper version of the electric train ER31 In Bulgaria, the ER33 received the designation of the BR – 33 series As of the end of 2018, at least five of the six ER33 trains were decommissioned After the collapse of the USSR, RWF prepared another series for export – to supply the Republic of Yugoslavia with an updated model of the electric train ER31, which received the series ER35 In fact, the ER35 is a variant of the electric train ER31 with more powerful traction motors The new motors made it possible to provide satisfactory electrical braking performance as the brake pads of ER31 on prolonged descents could overheat The composition of the train compared to the ER31 has not changed In total, in 1995 and 1996, two four-car trains ER35 were built Electric trains ER35 received in Yugoslavia series 412/416 as the trains ER31 Only the numbering was on trains ER35 from 103 to 106 The implementation of this project had problems, as these trains were built and delivered under international sanctions against Yugoslavia Therefore, they were waiting for a long time for shipment both from the RWF and on the way to Belgrade After the final separation of Serbia, both trains remained on the Serbia’s Railways As of the beginning of 2019, both trains were operated on long-distance traffic In the end of the 1980s, the Ministry of Railways had a plan to transfer the production of head and intermittent trailer cars of the electric trains to the Demihovo Wagon Building Factory and to leave to RWF only the production of motor cars of the electric-trains, diesel trains and turn the RWF into an experimental factory that will develop new, experimental series of trains For this, a double track test section was foreseen i.e. 1520 mm and 1435 mm on the Riga-Ergli line with the base here, at Kangari station But, these plans were not destined to come true – the Soviet Union collapsed, and all the engineers returned to Russia, to the Demihovo and Torzhok factories, where the production of electric trains was continued Thus, the production of trains of the ER-family was stopped in 1996 Later, several separate consists were produced at RWF, modernizations were carried out, but there was no longer mass production of electric trains at the Riga factory In total, 151 ER2T trains were produced with numbers 7090 to 7242, as well as 33 additional two-car sections and seven additional head cars were produced Motor cars ER2T-7240 and 7242 were used to build the first electric trains of the ED2T series The ER2T-7240 was subsequently rebuilt to full train, but the remaining ER2T-7242 cars went to the Torzhok Wagon Building Factory and were used to build the ET2-017 electric train A total of 81 ER9T trains were produced with the numbers from 667 to 745 The production of ER2 and ER9 of the latest modifications was discontinued in RWF in 1996 But, as already mentioned, the production of trains ER2 and ER9 still continued But not in Riga, but in Demikhovo and in Torzhok The mechanical part of the ED2T electric trains of the Demikhovo factory was borrowed from the ER24 project with virtually no changes The new train was even assigned the same factory designation 62-233, inherited from the ER24 The electric equipment of ED2T trains continued to be manufactured in Riga and was almost identical to the electric equipment of ER2T, with the exception of slight differences To solve the issue of import substitution, it was decided to create a Russian analogue of the electric equipment of the ED2T train The new series received the designation ED4 Two years after the creation of ED2T-0001, an analogue of the ED2T electric train for AC lines, the ED9T series, was created at the Demikhovo factory The electric equipment of this train was a modification of the Riga train ER9T Torzhok Car Building Factory contributed to the construction of electric trains with the electric train ET2 i.e. Electric train built in Torzhok, which was created in 1993 In fact, ET2 is the Russian version of the ER2T electric train, although it received a new factory designation The car body has been slightly changed, as well as new anti-vandal seats were installed In addition to the series that we already reviewed, there were a number of additional ones, such as ER4, ER8, ER16, ER17, and ER26 Every one of them was given a factory index, but there is no more information about them Only in the literature it is said that the successful operation of the ER9 electric trains made it possible to stop the work on creating the ER8 motor cars with multi-pole traction motors and the project did not go into development Based on this, it can be said that the ER4, ER16, ER17 and ER26 series were only projects for the further development of the series that already existed, but they did not reach the level of production But lets take a look at where and when the main series of electric trains in operation Electric trains of the ER22 series were sent initially for work on the Moscow Railway In the period from 1989 to 1996, there was a massive exclusion from the inventory Some of the trains from 1989 to 1991 were transferred to the departmental branch in Stepnogorsk in Kazakhstan, where five ER22 trains are still in operation in 2019 – with numbers 19, 34, 50, 51 and 64, serving the city of Stepnogorsk Electric trains ER22M and ER22V initially arrived at the Nahabino depot, from where in 1988 they were transferred to the Novomoskovsk depot, where they worked until 1994, and then were excluded from inventory, since the time for the next major overhaul had come to that time, but at the Moscow Locomotive Repair The plant, which was the only one that carried out overhaul of all ER22 electric trains, did not have spare parts The ER1 electric trains were sent from the factory to the Moscow and Leningrad railway junctions At first, the first ER2 were also sent there However, due to the fact that ER2, in contrast to ER1, due to constructive differences was with exits on both high and low platforms, almost simultaneously they began to be sent to a number of secondary lines, where they mainly replaced the three-car electrical sections of series S So over time, ER2 trains began to operate on all DC railway lines, and ER9 trains on AC lines At the beginning of 2009 on the railways of the post-Soviet countries, at least 2,834 registry units of ER2 electric sections were still registered For comparison, at that time there were still approximately 2,290 sections of ER9 trains of all indexes By 2019, on all the railways of the former Soviet Union, ER trains are no longer operated only in Estonia and Lithuania But maybe the drivers and the veteran drivers have some interesting memories of working on the ER2 or ER9 trains? I remember one such interesting incident with the ER2-447 train It was relatively long ago, somewhere in the early 2000s I remember I had just become a driver, the first summer I worked as a driver And I drove to Jelgava I arrived at Zukurfabirka stop, the penultimate stop before Jelgava, the next was Jelgava The passengers boarded the train, I closed the doors and needed to depart I took off and looked at the console, half of the light on the condole were lit – the wheelspin relay, line contactor, fast acting breaker were working… I looked in the mirror and saw smoke From underneath the second car came such smoke that I almost did not see the train behind it I immediately stopped and went to see what had happened I went into the car, and there is also smoke It was summer time, the windows were open There was less smoke than outside, but it was still significant smoke And like a howling sound in the car Even though there is no traction, everything is off, it’s still howling like an airplane propeller That comes to mind immediately The passengers all ran out of the car, some outside, some into the next car I started to open the hatches, there are special hatches on the floor to look what happened It turned out that where the traction motor is connected to the gear unit, there is a round rubber sleeve and it was ripped apart at the moment of starting off and it turns out that the traction motor was left without obstacles and reached high rotation speed and that started to grind the sleeve and started to howl and smoke heavily And the traction motor itself gave a lot of howling noise Then we waited for everything to calm down and stop and then switched off the car We drove out to Jelgava, there we looked at it again and returned calmly with one car, it was a four-car train, we drove to Riga with one car And we got there successfully, I was a little late, but I got there successfully but overall the situation ended well It is often the case that after leaving the train somewhere at the end station, you go to sleep or for a rest in an end station In the morning you return, and when it was raining wet snow at night, for example, and it is cold in the morning, the wet snow has freezed on the pantograph skis And when lifting the pantograph, this ice shell acts as an insulator between the catenary and the pantograph ski And there is no current coming through this ice crust insulator and it is not possible to start the train So what do we do in such cases? Usually the driver gets people together, the more the better The driver with assistant if there is an assistant, if not, we ask the conductor And then, with the people, the more the better, we start to rock the car from side to side with the pantograph raised so that the ski is against the catenary cable and the wire scrapes off the ice crust that has formed there This method sometimes succeeds in getting the train to work But when it’s already thick ice, there’s nothing more than waiting for another train that could move back and forth on the track to get rid of that ice A protection fuse was engaged and the car heating did not work The voltage transformer is not working and the fuse is working And even if it … it is categorically forbidden to bypass the system and turn off the protective systems, because when the voltage is 27,000 volts and you go past the fuses and you wedge the relays… it leads to a fire because very large currents are generated Well, one of the drivers… wanted to get out without a locomotive, meaning an auxiliary locomotive… That is very bad And it happened, an explosion, and not a small explosion… Thank god the car was cold and the passengers themselves had left the car The assistant went and said please go to the other cars And so we did. If there was a malfunction, the car does not heat up, it is cold, how would a person sit in the cold… it was empty And there it happened And there was an unpleasant incident like… The high-voltage input cable cabinet blew out, the electric meter cabinet doors blew away, the sliding doors became tight… such a force But there was nothing severe about it, the car was quickly restored and put in service again The time came when it was necessary to make major repairs for electric trains During overhauls, the series designations sometimes changed Electric trains ER2, overhauled with an extension of the service life (KRP) at the Moscow Locomotive Repair Plant received the abbreviation EM i.e. Electric train from Moscow Initially, from 2001 to 2005, these were EM2 electric trains, and from 2003 to 2006, the plant produced EM4 electric trains In 2006, in Georgia, at the Tbilisi Electric Car Repair Plant, ER2 trains began to undergo overhaul repairs (KVR), or overhaul with extension of the service life, with assignment of designation of a series of ES Along with the new series, a new numbering was introduced, starting from 001 At least nine ES electric trains were built The electric trains that passed the KRP and KVR in the Altai locomotive depot received the designation of the ES2 series i.e. Electric train, Siberian With this modernization, a new cabin was often installed on electric trains In total, at the beginning of 2009, 19 ES2 were assembled KVR, or KRP for electric trains of the ER9 series of various modifications were carried out in Russia – at the Krasnoyarsk Electric Car Repair Plant; in Latvia – at the Daugavpils Locomotive Repair Plant and in Kazakhstan After carrying out the KVR or KRP at the Krasnoyarsk plant, the electric trains of the ER9 series are assigned an additional index K, while the serial number does not change, for example, ER9P-K After carrying out overhauls of ER9P electric trains at the Daugavpils plant, the trains received a new designation EM9, as well as new numbers starting from 001 which created the appearance of a new series of electric trains After overhauls of ER9M electric trains in Kazakhstan the letter R was added, for example, ER9MR Some ER2T trailer cars in Latvia, during major repairs, were converted into head cars In this case, a cab was used that is in similar design to the cabs of DR1B diesel trains for Belarus Numerous cases are known of altering ER2 motor cars into electric railcars for official use, among which the most famous are the DER, MV, and SV series Also, in Estonia, one motor car of the ER2 train was turned into a shunting electric car, short as MEV-1 for the needs of the Pääsküla depot In addition, at the request of Estonia in 2000, two motor cars were converted into motor head cars in order to assemble two-car trains for use in the winter, when passenger traffic was low New motor head cars also received a new series – ER2M as a motor one However, two-car trains were not used for long, and new motor cars began to be used in a four-car train with intermediate trailer cars Since almost 2000 electric trains of the ER family were produced, various accidents occurred during operation It is impossible to count all incidents and collisions involving ER-series electric trains, but we would bring out some particularly serious ones On October 4, 1980 in Tallinn at the Baltic Station, a head-on collision occurred between the departing ER2-1032 and the arriving ER1-122 As a result, more than 25 were killed and 46 people were injured On February 2, 2005, in Riga, the electric train ER2-1317 crashed into a Moscow train, which, after disembarking passengers, was slowly heading to the depot The electric train driver ignored the red signal and occupied the route intended for the Moscow train heading to the depot From a strong blow, the first car of the electric train broke in half and rose several meters above the railway embankment The collision killed three passengers and the drivers’ assistant, 29 people were injured of varying severity On the 23rd of December 2010 in Estonia from Aegviidu station departed to the open line to the opposite track with a red signal without a permit the electric train ER12-6002 towards a freight train As a result was a head-on collision with the American locomotive C36-7 as a result of which the head car 6002-09 and the second motor car 6002-02 were completely destroyed One man was killed, the driver of the electric train As is the case with all series of rolling stock, it is also with the ER series electric trains, some trains, after taking them out of service, they end up in a museum or are converted into training simulators Preserved are in total of 5 cars or sections of the ER1 series, 9 cars or sections of the ER2 series, 13 cars or sections of the ER9 series, one car of the ER10 electric train and at least four ER22 electric trains are known, the cars of which are saved for history With this film we looked at the history of all trains of the ER family and we can summarize the serial production of the most popular trains ER2, ER9 and ER22 Electric trains of the ER22 series were produced with various modifications from 1964 to 1976, a total of 560 cars + one car No. OP1 for crash test and one car for the high speed laboratory From all cars were assembled 70 trains, including: 66 ER22, 2 ER22M and 2 ER22V A total of 1,048 ER2 trains were built Also many separate head and intermediate electrical sections and cars were produced Thus, a total of 4511 electric sections and 189 individual electric cars were built If we add the ER2R and ER2T modifications, a total of 1301 compositions of ER2 was launched In total 648 trains of various modifications of ER9 series were built: 45 ER9, 330 ER9P, 111 ER9M, 79 ER9E and 81 ER9T The ER9 and ER2 trains were produced from 1962 until the very end of mass production, i.e. until 1996 As a result, the ER9 series among other series of RWF series was second only to ER2 and, together with ER2, became the main one on the railways of the USSR These electric trains became massive on the railways of the Soviet Union and transported passengers on almost all electrified railway lines, winning the hearts of the Soviet people By 2019, the number of trains of the ER family in operation has decreased, but they still remain in regular operation, except for Estonia and Lithuania But maybe the drivers and veteran drivers have something to add about the electric trains of the ER series? They were good back in their era Only, of course, their design is older and they don’t use that energy anywhere, it doesn’t use the brake energy anywhere. These are the disadvantages they have But there was nothing else or better back in that time Well, what more could I add, what more could I say… Basically, I think the designers came up with ER2 and ER2T as good and reliable trains The strength of these trains is the simplicity of their construction and electrical circuits The simpler the machine, the easier its maintenance and operate The age of our many trains, especially the ER2, is approaching 40 years We have one train that is over 50 years old and still operating on the lines But they are all in good condition and will continue to serve Here, of course, the repair and maintenance staff plays a major role in their strengths, with keeping our trains in good working order The trains are, of course, morally obsolete They are no longer modern, comfortable or economical as well as modern trains, but they are reliable They are reliable Even if there are malfunctions or breakdowns on these trains on the line, any faults can be quickly identified and corrected But as each series have their own shortcomings and drawbacks, also ER2 and ER2T have their own But they are on every machine, every technique As whole, it is a pleasure to say that the ER2 and ER2T are good, reliable and safe trains And the fact that they are still in use intensively and daily, with tight schedules without any speed restrictions and serious incidents, is the best proof of this

100 comments on “Документальный фильм: Электропоезд ЭР2 часть 2 / ER2 EMU train documentary part2 (with eng subs)

  1. Забыли упомянуть об ЕР9Т- 746 и 747), фильмы просто шикарные, большое спасибо.

  2. Огромное спасибо за фильм!!!!!!!!!!!! Просто смотрел и умилялся)))))))

  3. Que gente tan hermosa y profesional existe en éstos países ,y si no es por éstos vídeos no sabríamos nada, gracias .

  4. А я думаю что так быстро разгоняются латвийские эр2 сразу в 4 положение

  5. На Эр2 ещё хорошо полуфланцы кордовой муфты в салон залетают! Было два раза, но обошлось без жертв! Ещё хорошо редукторы клинят, шестерни на ТЭД проворачиваются, много ещё чего! Но эти поезда целая эпоха, которая ещё не ушла!😜Автору респект и уважуха за проделанную работу и хороший русский язык! 👍

  6. Спасибо, отличный фильм! И ну её нафиг эту политику, можно и без неё жить дружно в разных государствах и уважать друг друга.

  7. Автору респект!!!!!!!!!!!!!Потрясающий фильм, смотрел с удовольствием!!!!!!!!!Хочу нечто подобное про паровозы!!!!!!!!!!)))))

  8. Огромное спасибо за фильм. Но у меня один вопрос: неуж-то эта вся колоссальная работа проделана в одно лицо???

  9. Спасибо за видео!!! Я из детства помню что в конце 70-х и начале 80-х годов, в Санкт-Питербурге (Ленинграде) пригородные электрички были именно ЭРки, тогда это было круто)) и даже в вагонах электрички в пассажирском салоне была синяя подсветка на полу , единственное неудобство, это – деревянные скамейки

  10. Отличный фильм. Хотелось бы только отметить, что приведённый в конце фильма список крупных крушений электропоездов слишком мал. Не указаны:
    1. 04/09/1975 года станция Купавна Московской ЖД – столкновение электропоезда ЭР1-219, следовавшего поездом 835 Захарово – Москва-Курская, с грузовым поездом 2322 под электровозом ВЛ8-328. До степени исключения из инвентаря разрушен сцеп 21910-21907-21908 с гибелью десятков (по свидетельствам очевидцев сотен) людей.
    2. 02/05/1977 года станция Крыжовка Белорусской ЖД – наезд скорого поезда 280 Гродно – Орша под тепловозом ТЭП60-0390 на хвост электропоезда ЭР9П-354, следовавшего поездом 548 Олехновичи – Минск-Пассажирский. До степени исключения из инвентаря разрушен сцеп 35409-35410 с гибелью десятков (по свидетельству очевидцев сотен) людей.
    3. Август 1978 года станция Казатин-2 Юго-Западной ЖД – лобовое столкновение электропоезда ЭР9П-221, следовавшего сообщением Казатин-1 – Шепетовка, с грузовым поездом под электровозом ВЛ60К. До степени исключения из инвентаря разрушен сцеп 22107-22108-22105-22106 с гибелью 65 человек.
    4. Март 1980 года перегон Раменское – Бронницы Московской ЖД – столкновение полувагона, следовавшевого в составе грузового поезда,попавшего в габарит встречного пути из-за схода первой по направлению движения тележки, со встречным электропоездом ЭР2-1115, следовавшим поздно вечером сообщением Москва-Пассажирская-Рязанская – Голутвин. До степени исключения из инвентаря повреждён сцеп 111501-111502-111503 с гибелью локомотивной бригады и трёх пассажиров.
    5. Ноябрь 1981 года перегон Михановичи – Асеевка Белорусской ЖД – столкновение электропоезда ЭР9П-303, следовавшего сообщением Осиповичи – Минск-Пассажирский, с хвостом грузового поезда с цистернами со сжиженным газом. До степени исключения из инвентаря повреждён сцеп 30307-30308-30305 с гибелью локомотивной бригады и десятков пассажиров (после столкновения возник пожар, в результате которого несколько цистерн и три вагона полностью сгорели, от высокой температуры расплавилось верхнее строение пути и конструкции подвешивания контактной сети. Данный участок пути не восстанавливался и был отстсроен заново в стороне от места крушения, на котором ещё очень длительное время, постепенно зарастая кустарником и деревьями, лежали остатки сгоревших вагонов электрички и грузового поезда).
    6. 03/10/1985 года перегон Амбарная – Алыкель Норильской ЖД – столкновение самопроизвольно ушедших на перегон вагонов-думпкаров с электропоездом ЭР2-1287. До степени исключения из инвентаря повреждён головной вагон 128705 с гибелью локомотивной бригады и нескольких пассажиров.
    7. 03/10/1991 года перегон Ордовка – пост 4 км однопутного участка Красноград – Мерефа Южной ЖД – столкновение неуправляемого грузового поезда с электропоездом ЭР2Т-7110. До степени исключения из инвентаря повреждён головной вагон 711009 с гибелью машиниста электропоезда Николая Бабака.
    8. 11/08/1994 года перегон Тополи – Уразово Юго-Восточной ЖД – столкновение цистерны, следовавшей в составе грузового поезда,попавшей в габарит встречного пути из-за схода первой по направлению движения тележки, со встречным электропоездом ЭР9П-175, следовавшим поездом 6605 Валуйки-Пассажирские – Купянск-Южный. До степени исключения из инвентаря повреждён головной вагон 17509 с гибелью локомотивной бригады и 24 пассажиров.
    9. 31/05/1996 года 3526 км перегона Тальменка – Литвиново Кемеровской (ныне Западно-Сибирской) ЖД – столкновение самопроизвольно ушедших на перегон вагонов-хопперов с электропоездом ЭР2-663. До степени исключения из инвентаря повреждён сцеп 66307-66308-66305 с гибелью 17 пассажиров (бригада издали увидела двигавшиеся вагоны, применила экстренное торможение и, покинув кабину, предупреждая пассажиров, успела уйти в следующий вагон (66308), погибли из числа пассажиров все оставшиеся в головном вагоне 66307 и некоторые в вагоне 66305 из-за их предельного разрушения).
    И это ещё не полный список, а лишь то, что пришло на ум по памяти.

  11. Мартиииин!!!! Святые угодники!!!! Да это ж снова документалочка в твоём фирменном стиле, не смотрел ещё но лайк держи, на работе я пока, некогда но дома заценю! Уверен что снова все на высоте! Спасибо дружище

  12. Мартин молодец : огромная и качественная работа документальные фильмы интересные, человек явно старался. Между прочем, у нас есть такая модель автомобилей, очень популярная – Mitsubishi RVR – они везде, и каждый раз когда их вижу, вспоминаю о советских электричках.

  13. Фильм шедевр. Я уж насколько далёк от темы поездов-смотрел на одном дыхании. Сделано профессионально и можно показывать как учебное пособие.

  14. Кстати, особенно интересно было узнать подробности про первые поезда переменного тока. После вашего детального разбора я стал сомневаться, что нашел фото именно ЭР7, ведь это вполне мог быть опытный состав ЭР9 с выходами только на высокие платформы

  15. Спасибо за документальный фильм! Очень интересно, супер. Хотелось бы посмотреть ещё про парк железнодорожного транспорта. Много ещё не охвачено из подвижного состава ,который требует внимания. Жду следующих выпусков с нетерпением. Автору 👍👏🤝

  16. Я понимаю, выделять по отдельности каждый состав неразумно, однако хочется добавить свои 5 копеек: На каждой дороге наверняка имеется свой особый электропоезд, выделяющийся чем-то на фоне остальных (Питерская "Юность" ЭР2к-901, Московский ретро-поезд ЭР2к-980 и др.) На Западно-Сибирской ЖД также имелся уникальный подвижной состав – ЭР2к-304. А выделялся он тем, что был Самым Старым, из серии ЭР2, Действующим электропоездом на Российской ЖД. С 1962 по 2019 машина трудилась с начала в Харькове, затем в Новосибирске, и под конец в Новокузнецке. Увы, в мае 2019 электропоезд был списан и отправлен в утиль. Эх, немного не дотянули, в июле ему исполнилось бы 57 лет.

  17. Вот мне интересно кто эти неадекваты,ставящие дизлайки?
    Да как вы,падлы,смеете?человек проделал такую ОГРОМНУЮ работу,затратил столько сил!!
    Мартин,спасибо тебе огромное!не хватает слов описать восторг…ты лучший!)

  18. Очень интересный фильм, познавательный, с отличной подачей, с вниманием к деталям) Посмотрел с удовольствием. Спасибо)

  19. Замечательный Документальный Фильм (именно с Большой Буквы), спасибо автору!

  20. Отличный канал. Отличный фильм. Но все портят вставки с машинистом ветераном на иностранном языке с субтитрами. Канал ориентирован на русскоязычную аудиторию. Более того, судя по вставкам, он прекрасно говорит по русски. Это не удобно слушать. И неуважение к аудитории. Уж если ветерану так сложно говорить по русски – рекомендую делать закадровый перевод. Совсем не сложно, но существенно повышает смотрибельность. Спасибо за понимание.

  21. Интересно,а сколько сейчас лет эстонскому ветерану машинисту и с какой по какой год приблизительно работал?

  22. А ещё ЭР 2Р форточку в кабине имела как в ЭР2, временами заливала вода во время дождя

  23. Отличная большая и сложная работа! Ведь нужно всё это собрать, разложить по полочкам, все рассказать, связать все интервью с общим повествованием. Жаль, что рабочих ЭР2 уже практически не найти.

  24. Очень мало документальных фильмов об Ж/Д техники которая стала уже символом наших железных дорог. Спасибо вам за этот фильм! Очень много сил и души вложено в этот фильм, которий ещё и на 2 части поделён. Я считаю что Мартин заслуживает уважения и премии! Браво! Вы очень большой молодец!

  25. спасибо Мартин, за такой позитивный фильм))) прямо в детстве оказался))) катался на них, когда маленьким был)))

  26. Спасибо Мартин! Отличная серия фильмов о поездах Рижского завода.

  27. ЭР2Т-7222 и 7241 ходят на Приднепровской жд, депо Днепр
    В Запорожье ЭР2 и даже ЭР1 есть

  28. Профессионально, информативно, интересно – СПАСИБО! Ностальгия по союзу.

  29. Восхитительный фильм, как будто на два часа вернулся в страну, в которой никогда не был. Прекраснейшая работа, очень интересные интервью.

  30. Знаете, о чём мечтаю? Увидеть такой же фильм от Вас про электропоезд "Ласточка". Или про "Сапсан". Или про обычную, но современную электричку ЭП3Д. Про тепловоз ТЭП70БС было бы тоже интересно. И про электровоз ЭП20…
    Видео про эту современную ЖД технику есть, но причина желания такова: Вы – истинный мастер жанра. Найти равных Вам трудно. Респект и за кино, и за канал в целом.

  31. Мартин, огромное спасибо за ваш труд! Отличное кино, всеобъемлющее – даже о российских наследниках ЭР2 рассказали. Как регулярный пользователь электричек могу добавить, что у ЭД2Т отменные широкие тамбуры. Ну а торжокские «собаки» – это нечто: додуматься использовать на перегруженном ленинградском направлении (а это Клин, Конаково, Солнечногорск, Зеленоград, Химки, которые утром в Москву на работу, а вечером обратно, домой) вагоны с узкими тамбурами могли только полные идиоты. Ну а версии ЭД4МК и её осовремененный вариант ЭП2Д на данный момент самые комфортабельные для пассажиров, по мне так наравне с «Ласточками» Siemens Desiro.

  32. Фильм отличный. Огромное спасибо автору за работу.
    Только интересно когда показывают съёмку из кабины в движении, почему кнопка безопасности зажата принудительно?

  33. Нет слов. Браво! С каждым годом всё больший обьём съёмок, всё больший обьём работы проделывается! Спасибо, Мартин!

  34. Уважаемые зрители! Всем нравятся замечательные фильмы Мартина. Давайте поможем парню финансово и впереди нас будут ждать ещё более интересные фильмы! Если каждый отправит ему пусть даже по 10 евро, то для вас это будет небольшая сумма. Но сложенные вместе они станут бюджетом нового шедевра. И вас будет греть соучастие в нём!

  35. Отличный фильм. Отличный канал. Объём работы – колоссальный.
    Удачи тебе и твоим коллегам, Мартин !

  36. У кого рука поднимается дизлайки ставить? Не понимаю. Отличный фильм! Про отличную технику и отличных людей! И создан отличными людьми )

  37. Всё супер,отличный фильм,недавно подписался,теперь каждый вечер пересматриваю,спасибо Вам за труд и подачу видео,всё подробно и доступно.С ув.

  38. самая любимая с детства электричка)))с деревянными сидениями

  39. Большое спасибо за очередное качественное душевное видео! Почему у электропоезда с моторным головным вагоном первые двери не имеют выход на низкие платформы. Их можно отдельно открывать?

  40. Легендарная серия электропоездов. Титаническая работа что-бы собрать в кучу их историю и интересно рассказать. Спасибо большое!

  41. Стосовно електропоїзда ЭР29 то він уже більше 5 років стоїть на території заводу КЕВРЗ. Чув що ЭР29 збиралися переробити під ЭР9М.

    Дякую Мартін за цікавий документальний фільм!

  42. Бля, какой колоритный эстонский дед интервью даёт)) не могу не улыбаться) Красавец))

  43. Увы, РВЗ в итоге убили, а ведь таких опытных специалистов попробуй найди

  44. Прекрасный фильм, вся история по сути, рассказы людей, которые непосредственно занимались эксплуатацией. Очень интересно, большое спасибо.

  45. Фильм супер.Хотелось бы увидеть подобный фильм по луганским тепловозам.

  46. Отличная работа! Спасибо тебе большое! Очень интересно. Вроде кино про какие-то еликтрички, а саундтрэк периодически предаёт ощущение драмы и ностальгии.

  47. Буквально вчера еще работал на ЭР2к-930)) Очень хороший фильм, спасибо!

  48. Автор молодец! Просто супер работа особенно для блогера. Очень понравился текст, грамотный и без всяких мусорных слов. Смотрю с удовольствием.

  49. Не видео,а отличная работа !
    Спасибо тебе большое за неё !..
    (не знаю можно ли сделать что-то ещё лучше чем ЭТО)

  50. Спасибо) , хотел отметить, что есть ещё регионы, которые до сих пор используют рижские составы, конечно с изменениями, но ни чуть не уступая по комфорту например серии эд4

  51. Как Эстония и Литва??!!А Украина!!!Здесь ЭРки уже пятую или десятую жизнь обретают!!Только на Приднепровской ж.д.порядка 15 действующих составов!!

  52. Большое спасибо за фильм. Я каждую поездку встречаю ЭР-1, ЭР-2 и ЭР-2т. Было сопровождал ЭР1-20 на выставку после кап. ремонта.

  53. В Московской области ходил недавно, видел ЭР2Р полностью откапиталенный со светодиодными светильниками.

  54. Сразу видно – автор любит эти поезда! Неплохо бы посмотреть про поезда Демиховские. В России конструктивно нового в пригородных электропоездах со времен СССР ничего нет. Все на основе Рижских разработок времен СССР.

  55. Спасибо вам огромное за этот фильм!!! За долгую, кропотливую работу!!!

  56. Отличный репортаж, отличный фильм, очень объемный и живой. 👍👍👍
    Удачи Вам и новых успехов!!!

  57. Отличный фильм, огромная работа проделана. И я много интересного узнал. Спасибо!

Leave a Reply

Your email address will not be published. Required fields are marked *