High-speed train "Sapsan": description, maximum speed.
On domestic railways New high-speed electric trains run between St. Petersburg and Moscow. The speed of the Sapsan train is relatively high. This feature makes it possible to cover long distances in much less time. Gradually, their work is being launched in new directions. The production was carried out by the German company Siemens.
What is the speed of the Sapsan train?
The Falcon, after which this machine is named, is capable of accelerating in flight up to 320 kilometers per hour. limit the ability to accelerate to 250 km/h. Sapsan trains can reach 350 kilometers per hour.
Boarding begins 45 minutes before the train departs. After the doors are locked, the automation checks the functionality of the entire system. Only after this does the movement begin. "Sapsan" is the first by Russian train, where the possibility of smoking is completely excluded. Today you can watch a whole series of several animated films “The Peregrine Falcon and Friends”. The train also has a Twitter account and its own online blog.
Sapsanov drivers
Train drivers of this class are assigned responsibilities comparable to the work of real pilots. Their responsibilities include solving numerous problems quite high level difficulties. The speed characteristics are comparable to the operating modes of airliners during takeoff. Only the best candidates are selected for the position of driver of such a train. Specialists who have undergone special training are allowed to operate Sapsan. All driver skills must be developed to perfection.
Wi-Fi in Sapsan
In 2012, attempts began to equip the train technical support, facilitating the possibility of obtaining wireless Internet access. Routers are installed in each Sapsanov carriage. Business class passengers can use the Internet absolutely free. Citizens traveling in economy mode are forced to pay for access.
Bistro car
The speed of the Sapsan train, as well as its streamlined shapes, are not all that makes it unusual. Each passenger can use a comfortable bistro car. Here you can not just have a snack, but even order a full lunch. Drinks, hot dishes, and snacks are available for train passengers to choose from.
Transportation of small animals
The speed of the Sapsan train is quite high, but this does not affect the possibility of equipping premises for transporting animals. Transportation is allowed in cages, baskets or boxes not exceeding 180 cm when adding length, width and height. In this case, you must have documents from the veterinarian with you. Registration will cost 400 rubles. This is a fixed mandatory fee for registration electronic ticket or travel document.
Baggage inspection
Starting from the first start of the train, each passenger must undergo scanning of the transported items. Increased safety during travel is guaranteed to passengers, despite the short duration of the entire screening procedure.
Hand luggage
Passengers have the opportunity to travel on one ticket. The weight of the cargo should not exceed 36 kilograms, and the sum of all measurements - 180 cm. Above the established norm, you can carry fishing rods, cameras, binoculars, handbags, briefcases, umbrellas and other small things, the size of which is no more than a meter when the overall dimensions are measured.
Large equipment cannot be loaded as carry-on luggage. Other people's things, explosives, flammable, poisonous, flammable, and foul-smelling substances are not accepted for transportation. The firearm must be in a holster, case or case separate from the ammunition when unloaded. Only after complying with all the above rules, passengers can use the Sapsan high-speed train to transport small-sized cargo (the speed it can reach is indicated above).
Group travel
There is a group fare for travel by schoolchildren from 10 to 18 years old, consisting of at least 10 people traveling on the same date, on the same route, on the same train. Registration takes place upon prior request. A group fare is provided for travel of at least 10 children under 10 years old traveling on the same train, on the same date, on the same route. It is also available upon prior request.
Conclusion
The possibilities of using rail as a travel option are rapidly evolving. One example of this is the magnificent machines developed by the German manufacturer Siemens. Each passenger will definitely be pleased with the comfortable travel conditions and high speed of the Sapsan train. The developers proposed a solution to almost all possible problems that arise in the process of overcoming distances, and combined them in one design solution. The new ones offered to Russian citizens leave the best travel impressions.
The Sapsan or Velaro Rus trains are designed on the basis of the Velaro platform of the German concern Siemens. The trains designed for the Russian Railway have structural differences - the air intakes are placed on the roof, the interior is 30 cm wider due to the wider railway gauge, and the ability to operate at air temperatures down to minus 50 degrees. The maximum design speed is 350 km/h. Travel speed Russian roads- up to 250 km/h.
This train is designed to run on the route Moscow - St. Petersburg. He covers this distance in 3 hours 45 minutes.
The contract between Russian Railways OJSC and the Siemens concern was signed in May 2006. According to the terms of the contract, the Siemens concern must supply 8 Sapsan electric trains by the end of 2010.
Single-system DC electric trains of the EVS1 series are designed for operation on the Moscow – St. Petersburg line with a maximum speed of 250 km/h. For operation on the Moscow – Nizhny Novgorod It is planned to supply 4 electric trains in a two-system version of the EVS2 series.
For Russian conditions, the concept of the Velaro train was seriously modified, taking into account the recommendations of Russian experts based on 20 years of experience in operating the ER200 electric trains and Nevsky Express trains with ChS200 electric locomotives.
When choosing the components used, the layout and configuration of the system, the operating temperature range had a significant influence: -40...+40°C. All body fastening materials, steel grades, rubber and plastic components are designed for temperatures up to -50°C.
To protect against snow and ice, deflectors are installed in the undercar space. To tear off the frozen pantograph runner in the lowered state, short-stroke pneumatic cylinders are installed. Air intake for cooling the traction units is carried out from the side of the car roof.
The electric train is equipped with SA-3 automatic couplers.
Ensuring the requirements for electromagnetic compatibility with signaling devices and communication with Russian standards was also not an easy task. Therefore, from a technical point of view, the Sapsan electric trains have little in common with the ICE3/Velaro electric trains
Main parameters of electric trains of the ICE3/Velaro family
| Project | ICE3 | Velaro E | Velaro CN | EVS1, EVS2 |
|---|---|---|---|---|
| Country of operation | Germany | Spain | China | Russia |
| Start of operation | 2000 | 2007 | 2008 | 2009 |
| Number of trains (beginning of 2010) | 63 | 16+10 | 60+100 | 4+4 |
| Type of current | 15 kV 16.7 Hz | 25 kV 50 Hz | 25 kV 50 Hz | 3kV 3kV / 25kV 50Hz |
| Design speed, km/h | 330 | 350 | 300 | 250 |
| Operating temperature range, C | -20..+50 | -20..+50 | -20..+50 | -40..+40 |
| Track width, mm | 1435 | 1435 | 1435 | 1520 |
| Number of carriages on the train | 8 | 8 | 8 | 10 |
| Controlling connected trains | 2 | 2 | 2 | No |
| Number of places | 415 | 404 | 601 | 604 |
| Body width, mm | 2950 | 2950 | 3265 | 3265 |
| Traction power at the wheel rim, kW | 8000 | 8800 | 8800 | 8000 |
| Train length, m | 200 | 200 | 200 | 250 |
| Standard platform height, mm | 550 | 550 | 600 | 1300 |
On May 2, 2009, a speed of 280 km/h was reached. The electric trains completed a test run of 5,000 km. The minimum travel time for the route Moscow - St. Petersburg is 3 hours 18 minutes.
Sea trials were carried out with the participation of the centers VNIIZhT, VNIIZhG, VNIKTI, NIIAS and VELNII. All Russian tests were duplicated by the German side, which confirmed the data obtained. All detected deficiencies were eliminated by Siemens specialists.
At the end of the roof of each car there is an air conditioning unit. Cool air comes from the ceiling and floor, and heated air comes from the side walls and floor. The heating system can operate directly from the contact network.
Intercoms are available in each carriage, as well as in the driver's cabin and the train chief's compartment. Passengers have the opportunity to call the conductor from their seat.
The train is integrated with the KLUB-U traffic safety system and a technological tri-band radio communication system at frequencies of 2 MHz, 160 MHz and 460 MHz. In the train master's compartment - on 160 MHz and 460 MHz.
In cars with converters there are oil-free pneumatic compressors designed to supply air to brake systems, pneumatic suspension of bogies, control of doors, microclimate, pantographs, typhon, windshield wipers and other systems.
All traction components of the electric train are distributed across all ten cars. The traction unit includes a traction converter, with a drive control unit, an output for auxiliary converters and four traction electric motors connected in parallel, mounted on the supporting beams of motor carts. The estimated power of a four-pole three-phase asynchronous traction electric motor with a squirrel-cage rotor is 510 kW.
A rheostatic brake with a wheel rim power of 3600 kW is used. Braking resistors are located on the roof of the car with batteries. For each traction converter there is a braking resistor. Auxiliary electrical equipment is powered from the intermediate circuits of the traction converter.
Each PSN has an output power of 160 kVA. The total power of the train is 960 kVA.
Car layout diagram
- Verkhniy - single-system 3 kV DC train (version B1)
- Nizhny - two-system train running on direct current with a voltage of 3 kV and on alternating current with a voltage of 25-27 kV with a frequency of 50 Hz (version B2)
- GBt - Head car, business class, traction.
- DT - Throttle, tourist class, trailed.
- T - Tourist class, trailed.
- TTr - Tourist class, with a transformer for alternating current, trailed.
- TT - Tourist class, traction
- Ta - Tourist class, battery-powered, trailed.
- TaB - Tourist class, battery-powered, with bistro (restaurant), towed.
The Sapsan electric train has 554 seats and consists of 10 cars:
- 2 business class carriages (car 1 and carriage 2);
- 7 economy class carriages (cars 3,4,6,7,8,9,10);
- 1 bistro car (car 5).
Car 6 of the Sapsan train is equipped with special equipment for disabled people (space for a wheelchair and a special toilet).
Car layouts and seat locations of the Sapsan train
Car 1 (business class)
Car 2 (business class)
Car 3 (economy class)
Car 4 (economy class)
Car 6 (economy class with seats for disabled people)
Car 7 (economy class)
Car 8 (economy class)
Car 9 (economy class)
Car 10 (economy class)
On November 21, 2008, the first Sapsan arrived at the St. Petersburg Moskovskoe (TCH-10) multiple unit depot.
Since December 2009, the first Sapsan trains began running on the routes Moscow - St. Petersburg and St. Petersburg - Moscow three times a day.
Sapsan trains are manufactured by Siemens. Official name"Peregrine" - Velaro RUS.
average speed
average speed: 200 km/h.
The Sapsan reaches its maximum speed on the Okulovka - Malaya Vishera section (230-240 km/h).
Maximum speed
The Sapsan is capable of reaching speeds of up to 350 km/h, but on Russian railways the speed is limited to 250 km/h.
Train dimensions
Number of cars: 10 cars - standard train, 20 cars - double train.
Train length: 250 or 500 m
Car width: 3.26 m
Why is Sapsan so quiet?
The Sapsan manufacturing technology is similar to aviation technology, so the Sapsan weighs less than regular trains. Speed and low weight ensure quiet running.
The silence in the cabin is ensured by sound insulation of windows and doors, as well as special carpet flooring.
Since what year has Sapsan been running?
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A trip on the Sapsan is an excellent alternative for those who value their time and comfort while traveling to their destination. After all, if you use the services of an airline, you can experience all the force majeure circumstances: traffic jams on the roads to the airport, a long check-in process, or dependence on the weather. All this is not scary for this type of transport - and in a very short time, literally in a couple of hours, you will rush from St. Petersburg to Moscow and back with comfort and convenience.
The real name of "Sapsan" is Velaro RUS. This is a version of the reliable high-speed trains in Europe. A close relative is Intercity-Express, produced by Siemens Corporation.
Where did the name come from?
There is a fast and amazing bird on earth - the peregrine falcon. When it hunts, it can reach speeds of up to 300 km/h. The Sapsan train route Moscow - St. Petersburg - Moscow was launched in 2009. The length of the train is 250 m, it has 10 cars (1 first class, 1 business, 7 economy cars and a bistro car). The technology of its creation and assembly is similar to that of aviation, so it weighs much less than conventional trains that we are used to. As for the cost, Russian Railways purchased eight trains for 276 million euros.
What is the speed of the Sapsan train: technical characteristics
On the train only seat place, each carriage has toilets, the air is well air-conditioned, and in the transport itself the temperature is more than comfortable, up to +22 degrees. The aisles between the seats are quite wide, so no one will push the passengers who sit on the edge. And most importantly for a great trip, the cabin is incredibly quiet thanks to sound insulation. The train moves very smoothly: you will have to look out the window to make sure you are moving.
Generally maximum speed The speed of the Sapsan train is 400 km/h, but on railways and when transporting passengers across Russia it is limited to 250 km/h. On the run Okulovka - Malaya Vishera, the highest speed can reach 240 km/h. On the route Moscow - Nizhny Novgorod, the speed is reduced to 160 km/h. Speed data is displayed on an electronic display located in each carriage. The average speed of the Sapsan train Moscow - St. Petersburg is 200 km/h. Every day the train makes approximately 5-6 flights in one direction and the same number in the other. IN holidays They are opening additional flights to have time to transport everyone.
How many hours is the journey?
The train travels the distance between Moscow and St. Petersburg at this moment in 3 hours and 40 minutes, depending on the number and frequency of stops. The train travels to Nizhny Novgorod in 3 hours and 55 minutes.
In order to purchase tickets, you can go to the railway station ticket office, but a more convenient option would be to buy them online. You can buy a ticket while sitting in your chair at home and not have to travel around the city, wasting extra time in line. You can also check the ticket price on the Russian Railways website. Today the price varies from 2,406 to 3,600 rubles for travel in economy class. If you want to travel in a business carriage, you will have to pay from 4,750 to 6,680 thousand rubles. In addition, there are reduced auction prices for tickets, which you can find out about by visiting the official website.
What services does the Sapsan train provide?
- Wi-Fi: in business class it is completely free, but in economy you have to pay for it. You can pay it directly on the way ( by bank card, with a mobile phone or a special card, which is sold from the conductors of the bistro car).
- There are 13 bathrooms in total. Where they are located can be seen on the carriage diagram.
- Sockets. In the business car they are built under each seat, in the economy car there are two sockets for everyone.
- In business class, the ticket price includes: fresh press; hygiene kit; hot lunch; one serving of alcohol; tea, coffee, various drinks freely available; children - toys, coloring books, board games;
- There are no such services in economy class carriages.
Incidents during transport operation
Everyone knows that the high-speed train "Sapsan", the speed of which is quite high, does not exceed it more than 240-250 km/h due to the lack ideal conditions to comply with all speed limits. In this regard, during the operation of the train, a number of incidents occurred that were associated with collisions with people crossing the tracks. The reason is the lack of convenient passages across the border of the Oktyabrskaya Railway, which leads to settlements. This is also due to the number of trains, as well as their noiselessness, which does not allow one to correctly determine the distance. Due to the fact that the speed of the Sapsan train is high, the causes of accidents can be generalized. This:
- High speed.
- Silence.
- Strong air currents.
- Lack of transitions.
- There is no light or sound warning.
- Timetable.
- Violation of the rules for crossing paths.
According to official data, in the first year of commissioning high speed train More than 20 people died. Despite the fact that security measures were taken in 2010-2011 (fences were built along the railway line, a moving train was equipped with an alarm system, guards were placed on duty at the crossings), the number of collisions with people still remains high.
Drivers' work
Train drivers of this class have a huge responsibility, which can be compared to the working conditions of pilots. Their responsibilities include many tasks of a high level of complexity that require careful attention and diligence. The speed characteristics of this type of transport can be compared with the operating mode of the aircraft at the time of takeoff. Only the most worthy candidates who have undergone full training and examination are selected for the position of driver of this transport. The speed of the Sapsan train Moscow - St. Petersburg allows you to quickly and comfortably arrive at your destination, without any delays along the way. All the skills and abilities of train drivers have been developed to the point of automaticity and perfection, since the driver is responsible for the lives of the passengers being transported and those who are near the moving train.
The problem of developing high-speed environmentally friendly ground transport is of a national character. Its solution would significantly improve the situation with the organization of passenger transportation on the main routes of the railway network, ensure an increase in passenger turnover, reduce the need for rolling stock and, as a result, raise the prestige of domestic railways and the state in the international aspect. Therefore, the topic of developing high-speed traffic has always been a priority.
The concept of organizing high-speed and high-speed traffic, developed in 2000 passenger trains provided for a gradual increase in speeds to 160-250 km/h on the existing lines Moscow - St. Petersburg, St. Petersburg - Buslovskaya, Moscow - Krasnoe, Moscow - Nizhny Novgorod, Moscow - Otrozhka - Rostov) and the creation of corresponding rolling stock.
By order of the Ministry of Railways of Russia dated March 17, 2003 No. 278r, “Types and main parameters of multi-unit rolling stock” were approved. In addition to suburban electric trains, this type also includes local electric trains with a design speed of 160 km/h and high-speed trains with a design speed of 250 km/h (type ES9). In the Technical Requirements for high-speed electric trains approved in 2003, taking into account the experience of creating the Sokol electric train, special attention is paid to the crew part, fundamentally new types of braking equipment, pneumatic suspension systems for cars, the problem of current collection and reducing aerodynamic resistance to movement.
The approved requirements served as the basis for negotiations between Russian Railways and electric train suppliers. Various options were considered, from domestic developers proposals were received from Central Design Bureau MT Rubin, Spetsremont CJSC, incl. on organizing joint production with foreign companies.
In 2004, VNIIZhT conducted a feasibility study of options for organizing high-speed transportation on the Moscow-St. Petersburg route. The most effective option was determined to increase the speed on the existing line to 250 km/h and use DC rolling stock. This allows you to preserve the existing infrastructure of the route as much as possible, minimize the amount of funding for its modernization and avoid the cost of replacing existing rolling stock. As the main option for detailed study by design organizations, a modernization option was proposed with the preservation of four barrier locations (Bologoye and Tver stations, bridges over the Volkhov and Msta rivers). With an estimated travel time of 3 hours and investment costs of about 27 billion rubles. The payback period for the option was estimated at 19 years. To accommodate the forecast passenger flow of 4.2 million passengers per year with a train capacity of 650 passengers and an average population of 90%, the need for daily service of up to 10 pairs was determined high speed trains.
Based on a technical and economic comparison of the proposed options for the supply of electric trains, Russian Railways OJSC decided on the need for a detailed study of the Technical Requirements together with the Siemens company.
About 200 Russian specialists from specialized research institutes, the central office of Russian Railways, design bureaus and operational enterprises of Russian Railways took part in the work on the new Technical Requirements. The key condition was full compatibility of the new high-speed electric trains with the existing Russian railway infrastructure. However, when developing the requirements, the world experience of high-speed traffic was also studied in detail, with great support from railway companies and research organizations in Germany, Spain and France. This made it possible to take into account both positive and negative experiences accumulated in these countries in the field of high-speed transport. Technical requirements for electric trains were approved by Russian Railways on May 31, 2005.
One of the first design options for a high-speed electric train for the St. Petersburg - Moscow line.
Source: press release of Russian Railways, Siemens. 2005
Contracts for the supply of electric trains
Russian Railways and Siemens have entered into agreements for the design, supply and maintenance of 8 high-speed electric trains, the design of which is based on the serial Velaro platform. Single-system DC electric trains of the EVS1 series are designed for operation on the Moscow – St. Petersburg line with a maximum speed of 250 km/h. For operation on the Moscow – Nizhny Novgorod line, it is planned to supply 4 electric trains in a two-system version of the EVS2 series.
The contract (signed in May 2006) stipulated that the design, design work and the production of electric trains will be carried out by Siemens in Erlangen and Krefeld in close cooperation with Russian specialists. The electric train must be equipped with Russian traffic safety devices integrated into the train control system. In accordance with the contract, Siemens is responsible for obtaining all necessary certificates and approvals. During 2008-2009, it was planned to carry out a set of tests; bench tests of components should be partially carried out at manufacturing plants in European countries with the participation of experts from Russia, partly in Russia by Russian testing centers. Climatic tests must be carried out in a specialized climatic chamber of the Arsenal company in Vienna (Austria).
Responsibility for carrying out routine maintenance of trains at existing depots in St. Petersburg, Moscow and Nizhny Novgorod and ensuring the necessary operational readiness of electric trains in accordance with the additional contract (signed in April 2007) is also assigned to Siemens. Participation in the maintenance and repair process is provided for by Russian Railways personnel trained by Siemens. JSC Russian Railways is ensuring a comprehensive modernization of the Metallostroy multiple unit depot in St. Petersburg, in which special equipment must be installed and the latest technologies must be applied.
Design option for the EMU high-speed electric train.
Source: JSC Russian Railways, Siemens. 2007
Creation of a regulatory framework for high-speed traffic
Russian regulatory documents (laws, standards, safety norms) did not provide for special safety requirements for rolling stock with a design speed of more than 200 km/h; it was decided to make maximum use of foreign experience. During 2006-2008, special scientific research and tests were carried out, the purpose of which was to compare Russian and European standards and justify the selected design parameters. The main problem with the application of European regulations is the significant differences in the methods of measuring and assessing indicators. The purpose of the research carried out at VNIIZhT was to compare test results obtained using Russian and European methods. VNIIZhT specialists conducted or took part in two dozen joint tests in various European countries and in Russia in almost all areas of research.
The work carried out has made it possible to make significant progress in the development of domestic regulatory documents for high-speed and high-speed traffic. Relevant safety standards and norms for rolling stock and infrastructure have been developed or adjusted. By 2009, the Ministry of Transport had approved more than 20 safety standards for electric trains and other railway technical equipment, containing special requirements for certification, as well as regulatory documents governing the operation of high-speed trains at speeds of up to 250 km/h.
By the end of 2010, Russia had developed a package of regulatory and technical documents regulating all aspects of regulatory support for high-speed traffic.
Infrastructure modernization
After developing a project for modernizing the infrastructure of the St. Petersburg - Moscow and Moscow - Nizhny Novgorod lines, the scope of the necessary work was finally determined. The limiting factor was the investment opportunities of Russian Railways.
It was decided at this stage of reconstruction to limit the maximum speed of traffic in the suburban areas of Moscow and St. Petersburg to 140 km/h, to modernize the Borovenka-Spirovo section to implement a speed of 250 km/h, and to bring the infrastructure of the remaining sections to a speed of 200 km/h. As high-speed transportation was developed, it was planned to expand the range of traffic at speeds above 200 km/h.
In 2007-2009, the superstructure of the track, turnouts, bridges, contact networks, traction substations, stations, signaling and communication systems were modernized. Almost all high-speed sections were fenced off, most passenger platforms were rebuilt and equipped with protective barriers. In some curves, the radii and elevations of the outer rail have been changed. VNIIZhT has developed a new switch that allows trains to travel along a straight track at a speed of 250 km/h. Tests of a prototype switch were carried out on an experimental ring at speeds of up to 120 km/h and at Borovenka station (275 km/h).
To solve the problems of ensuring current collection on the direct current line on the Likhoslavl - Kalashnikovo section of the Oktyabrskaya road, in 2005-2007, tests were carried out at speeds of up to 264 km/h on the interaction of several variants of contact suspension designs with Russian and German pantographs installed on an electric locomotive adapted for testing ChS200. The studies carried out made it possible to substantiate the requirements for the developed structures of the contact network and pantographs for high speeds. Various catenary designs have been designed and tested, using new elements, and in particular a specially manufactured bronze catenary wire. Methods have been created to evaluate the dynamic parameters of the current collection system for high-speed movement, as well as the possibility of simultaneous application on the line different systems current collection for high-speed and normal traffic.
When upgrading the line, the contact network was brought into compliance with the requirements for operation at speeds of 200 and 250 km/h.
Based on the results of theoretical and experimental studies of the impact of unsuppressed acceleration on passengers and locomotive crew carried out by VNIIZhT and VNIIZhG, it was decided to establish a standard value of 1.0 m/s2 for high-speed traffic sections. This made it possible to reduce capital costs for the reconstruction of curves by approximately 30% while ensuring sanitary and hygienic standards.
Unfortunately, the necessary funding was not allocated for the construction of overpasses at the intersections with highways Instead of moving at one level, central and regional government authorities took on the role of observers. Russian Railways was forced to limit itself to modernizing safety systems at crossings.
Adaptation of electric train design
The concept of the Velaro Rus electric train is based on the Velaro concept developed by Siemens for the Spanish Railways and also used in the development of electric trains for China. For Russian conditions, the concept was seriously modified, taking into account the recommendations of Russian specialists based on 20 years of experience in operating electric trains ER200 and Nevsky Express trains with electric locomotives ChS200.
Structural changes were made to the bogies for a track width of 1520 mm and adaptation to the design features of the superstructure of the track. The operating temperature range of the electric train from -40 to +40°C is significantly different from the Spanish and Chinese design and has become the most significant factor that influenced the overall configuration and layout of equipment and systems, as well as the components used. The use of special grades of steel and materials is provided that meet the requirements for temperature ranges down to -50°C. This applies to all components used outside the body, in particular fasteners, rubber gaskets and plastic elements. Low temperatures and special conditions in Russia in winter, they require the use of a higher level of sealing of the undercar space from snow penetration, as well as the installation of deflectors in the undercar space to protect against snow and ice. The pantographs are equipped with short-stroke pneumatic cylinders that ensure the detachment of the frozen pantograph skid in the lowered state. To prevent snow from entering the space under the car, an air intake is provided through the air cooling system to cool the traction components from the side of the car roof. The air ducts, which occupy significant space in the car interiors, were designed in the form of a wardrobe.
The design of the head car of the electric train has an aerodynamic shape optimized for high speed, which is especially important for reducing the pressure drop in the cabins when entering tunnels at high speed. On the German and Spanish Railways, the driver's cabin is designed for one driver, while the compromise between the comfort of passengers and the driver was decided in favor of passengers; the opportunity for the driver to stand up at the workplace was not provided, despite the requirements of the UIC 651 standard. On the Moscow - St. Petersburg there are no tunnels, therefore, taking into account Russian standards, there is a place for an assistant in the driver’s cabin, as well as the ability to control the driver in a standing position. The corresponding change in the design of the head car and the shape of the windshield was quite a difficult task.
From Velaro E to Velaro Rus - Changing the shape of the head car.
