Where is the locomotive factory located? Machine-building complex of Russia

Total by types of mainline electric locomotives for 2012:

The latest 2 system machine.
EP20 - 7 pcs. (a total of 10 pieces have already been released)

2ES4K - 45 pcs.

3ES5K - 111 pcs. (3 sections each!)

EP1M - 50 pcs.

2ES6 - 9 0 pcs

2ES10 - 30pcs

EP2K - 41 pcs.

In general, the production of electric locomotives in Russia since 2008
2008 - 261 units
2009 - 232 units
2010 - 233 units
2011 - 266 units
2012 - 374 units

Small digression:

Russian locomotive at the station Nizhyn.
But such junk comes to us, to Ukraine. It seems that RZD concentrates old locomotives on the roads, from which locomotives enter neighboring Ukraine, due to the lack of a certificate for new cars at UZ. And even this VL80S locomotive is almost 20 years younger than the old VL80K rubbish that the South-Western Road operates.

And what about Ukraine?
Starting from 1991 to this day, for the needs of Ukrainian railways, with their 97% worn-out locomotive fleet, Luganskteplovoz produced:

1. Passenger diesel locomotive TEP150 - 4 pieces. They write: As of September 2012, no further release is planned. This is due to the electrification of new sections of railways, as well as the lack of targeted funding. There is no demand for this locomotive in Russia. The native TEP70BS is quite enough. The Kolomna plant has already riveted almost 200 of them. Slippers (locomotives of the TEP series) have been produced in Kolomna since the 60s. So only Ukraine could become the only customer for TEP150. I could, but I couldn't, I didn't want to. Although there is a need for passenger diesel locomotives in Ukraine. They are needed on the lines Dzhankoy - Kerch (Feodosia), Dzhankoy - Kherson - Nikolaev - Odessa, Dnepropetrovsk - Krasnograd, Kremenchug - Bakhmach - Gomel, in many places they are needed. Now in Ukraine there are almost no diesel locomotives for passenger traffic. The last TEP70s are wearing out on the South Railway, in some places the ancient 2TE10Us are walking around, in Nikolaev, it seems.

2. Diesel trains DEL-01 (1 piece) and DEL-02 (6 pieces). These are small three-car trains, rail buses. Only Ukraine needs these diesel trains. And oh, how necessary. Russia also has enough of its rail buses RA-1, RA-2. There is also a diesel-electric train DT-1 on Russian Railways. And it can be powered from the contact network, and from its own diesel generator. But, Ukrzaliznytsia prefers to overpay the Koreans for Yuhdai many times over, rather than supporting its own manufacturer, providing jobs for the residents of Lugansk.

3. EPL2T DC electric train (35 pieces), EPL9T AC electric train (15 pieces). Since 2001, only 50 electric trains have been produced, and only for Ukrainian railways. UZ is the only potential customer for these trains. UZ commuter train fleet requires almost 100% replacement. However, to date, the production of EPL has been suspended. Ukraine does not order, and they are not needed anywhere else. In Russia, there are enough factories in Torzhok and Demikhovo, which, after the destruction of the USSR, after the loss of the Riga Carriage Works, were created out of the blue, and in 22 years they riveted about one and a half thousand trains of electric trains. And they continue to riveted on. Demikhov Machine Building Plant: ED4M, ED4MK, ED4MKu, ED4MKM-AERO, ED4E. Torzhok Carriage Works: ET2, ET2L, ET2M, ET2ML, ET2MRL, ET2EM, ET2A. Plus, the purchase of Siemens Desiro ES1 Lastochka and the start of their construction, in the near future, at the Ural Railway Engineering Plant in Verkhnyaya Pyshma.

4. Cargo-passenger DC electric locomotive 2EL4. Already 4 pieces! And 18 pieces 2EL5(freight-passenger electric locomotive of alternating current).

That's the whole Ukrainian order for 22 years of independence: 4 TEP150 diesel locomotives, 7 DEL diesel trains, 50 electric trains and 22 electric locomotives.

Amused by some comments http://trainpix.org/photo/52829/ “... There is one more aspect - now the plant is overloaded, and if you sharply saturate the order of one country (how it is done), then there will be a social explosion in this Lugansk, people will immediately and abruptly be left without work, and the plant without orders (others countries do not buy). But no one seems to think about it…”

The fact that LTZ, prior to its acquisition by Transmashholding, prior to receiving orders from Russian Railways, was actually out of work, is that nothing? Like, he (the plant) went through grubs, drowned in a pile of proposals from European countries and his native Ukrzaliznytsia.))) With the destruction of the USSR and the destruction of the common economic space, the plant was already out of work. Nobody wanted his products. Not from a good life at LTZ they began to make trams.))) Now the plant, thanks to Russia, has found a customer - Russian Railways. Its products are sold in the vastness of Russia. Lugansk locomotives have already reached Yakutsk and Mongolia. There will be a social explosion at the plant only when another Svidomo Ukrainian fool, following the order of the invaders (Pindos), begins to put up all sorts of obstacles to the development of this enterprise. Do not forget that there are uncles and aunts over the hill for whom the integration of Russia and Ukraine, oh how, is not beneficial.

"... They will do it to any "RIDam" ... but as for themselves, repair it in Zaporozhye and Lviv ... "
- For the needs of Ukraine, absolutely nothing prevents us from doing, figuratively speaking, at least 5TE116. Where are orders from UZ?

Luganskteplovoz on the space of the Russian gauge 1520 mm. firmly occupies a niche in the production of freight main diesel locomotives. In Russia, there are few freight locomotives produced so far. Kolomna plant - 2TE70 (12 pieces). Bryansk Engineering Plant - 2TE25A "Vityaz" (17 units) and 2TE25K "Peresvet" (15 units). Ukraine does not buy trains and electric locomotives from LTZ. Russia will not buy them, there are enough of their own manufacturers. Lugansk freight diesel locomotive building needs to be developed. Its development is possible only in conditions of close cooperation with Russia. In the conditions of the Customs Union. In the event of the formation of a new union state, Luganskteplovoz will generally occupy a dominant position on 1/6 of the land.
Even in the worst nightmare it is difficult to imagine the separation of this enterprise from the Russian market. Russia can do without LTZ. But what will Lugansk locomotives do without orders from Russian Railways?

This is a comment from

The main enterprises of the locomotive building industry in the USSR were large locomotive plants: Lugansk, Kolomna, Novocherkassk, Bryansk, Lyudinovsky, as well as various enterprises in Kharkov (Malyshev Plant, which produced diesel locomotives and diesel locomotives, and the Electrotyazhmash plant - diesel traction electric machines and devices), Tbilisi (Tbilisi Electric Locomotive Plant), Riga (Riga Carriage Building Plant, which produced motor-carriage electric and diesel trains, and the Riga Electrotechnical Plant - electrical equipment for them), Dnepropetrovsk (Dnepropetrovsk Electric Locomotive Plant, which produced industrial electric locomotives and traction units) , Murom ("Muromteplovoz" - 3-axle industrial diesel locomotives), Kaluga (Kaluga Machine-Building Plant - 2-axle industrial diesel locomotives with hydraulic transmission), Kambarki (narrow-gauge diesel locomotives). In the 90s. Russia's ability to build locomotives were significantly weakened. The country did not have a base for the production of freight diesel locomotives due to the separation of Ukraine (Lugansk) and DC electric locomotives, which were produced by a plant in Tbilisi. Passenger electric locomotives were not built in the USSR at all, they were received from Czechoslovakia. All production of traction electric machines and D100 type diesel engines for diesel locomotives was concentrated in Kharkov. Since the construction of suburban electric rolling stock was previously carried out in Latvia, at two Riga plants, a new base was created by specializing the Demikhov plant, where the production of electric trains was organized, including increased comfort for passengers. Federal programs for the development of locomotive building in Russia have been developed.

Bryansk Machine Building Plant

The Bryansk Machine-Building Plant (BMZ) is one of Russia's largest enterprises in the transport engineering industry. Founded in 1873 near the railway. station Bezhitsa (Bezhitsa district of Bryansk) as a metallurgical station (at the end of the 19th century it carried out one third of steel smelting in Russia) and later - rail rolling, produced metal-intensive products for transport purposes: cars (since 1884), tanks, steam locomotives ( since 1892), cranes, steamboats, barges, agricultural implements were built at the plant. In the 30s. the plant was reconstructed and expanded. In 1941, he was evacuated to Krasnoyarsk, after the liberation of Bryansk from occupation (1943), the plant was restored as a locomotive building plant. In 1946, the production of steam locomotives of the L series was started on it according to the design of the Kolomna Plant. In 1958, the production of steam locomotives was discontinued, the plant received the name of a machine-building plant, and produced three types of main products: shunting diesel locomotives with electric transmission (TEM2, TEM18), refrigerated cars and sections, and marine diesel engines for the merchant marine fleet. In addition, the plant produces diesel locomotives designed to replace those that have exhausted their service life on operating locomotives.

Kolomna plant

The Kolomna plant was founded in 1863 on the basis of workshops for the manufacture of metal structures for the railway. bridge over the Oka, not far from the city of Kolomna. Since 1864 - the Mechanical and Foundry Plant of engineer A.E. Struve, since 1866 - the Plant of Military Engineers of the Struve Brothers, since 1871 - the joint-stock company "Kolomensky Machine-Building Plant". In 1865, the production of wagons began, in 1869 - steam locomotives for the Kursk-Kharkov-Azov railway. The plant acquired a machine-building profile: in 1879, steamship building was started (the first river tug was built), diesel production developed in 1903, and the first diesel river tug was built in 1909. The plant produced structures for bridges, platforms and covered wagons, locomotives, tractors. Steam locomotives remained the main product: from 1869 to 1956, more than 10 thousand steam locomotives were built. In 1891, the first tram car for Kyiv was produced, since 1907 cars were produced for Moscow and other cities. In 1930-1937. together with the Moscow plant "Dynamo" participated in the creation of experimental and then serial diesel locomotives. In 1932, the first freight electric locomotive VL19 was built. In 1941, the plant was evacuated to the city of Kirov, where the production of tanks, self-propelled mortars ("Katyusha") and artillery installations and shells for them was organized. Since 1945, the production of steam locomotives has been resumed: freight locomotives type 1-5-0 series L (after the name of the chief designer L. S. Lebedyansky), passenger types 2-4-2 (series P36). Since 1956, the Teshyuvozostroitelny plant has mass-produced diesel locomotives TEZ (in cooperation with the Lugansk and Kharkov plants) and diesel engines for them. He specialized in the creation of passenger diesel locomotives (TEP60, 2TEP60, TEP70) and diesel locomotives of the D49 type. The passenger 8-axle diesel locomotive TEP80 with a capacity of 4400 kW (1993) developed at the plant was awarded the State Prize of the Russian Federation in the field of science and technology for 1995. In the same years, the plant created samples of high-speed 8-axle passenger electric locomotives (based on the TEP80 undercarriage) . In 1955-1965 several experimental gas turbine locomotives were developed and built at the plant.

Lugansk Diesel Locomotive Plant

Lugansk diesel locomotive building plant (“Luganskteplovoz”, Lugansk, Ukraine) - founded in 1896 as a plant of the Russian Society of Hartmann Engineering Plants, the first steam locomotive was built in 1900. Until 1917, the plant produced more than 2000 locomotives. In the 30s. The Lugansk locomotive building plant (from 1935 to 1958 - Voroshilov-gradsky) was reconstructed, produced powerful steam locomotives of the FD, IS, SO series; in the postwar years - the LV series. Since 1956 it has been transferred to the production of mainline freight diesel locomotives. Until 1974, diesel locomotives of the TEZ series were produced, since 1965 - diesel locomotives of the TE10 type of various modifications with D100 diesel engines of the Kharkov Plant named after V. A. Malyshev”, as well as train diesel locomotives of the M62 type and shunting TEM2; diesel locomotives 2TE116 were produced with 4-stroke diesel engines D49 of the Kolomna plant; powerful freight locomotives with diesel engines of this type - 2TE121 (produced in 1977-1992), 2TE136 (prototypes were built) were developed. In the 60s. several designs of experimental and serial diesel locomotives with hydraulic transmissions have been created. In 1961-1964. diesel locomotives of the TG102 series were built in series at the former Leningrad Diesel Locomotive Plant.

Lyudinovsky Diesel Locomotive Plant

The Lyudinovsky Locomotive Building Plant (Lyudinovo, Kaluga Region) is the oldest transport engineering enterprise in Russia. Founded by N. Demidov in 1745 as an iron foundry (iron-making). In 1841, the first railways in Russia were manufactured in large numbers. rails for the construction of the St. Petersburg-Moscow railway. Steam engines were built at the plant, since 1859 - steamships, in 1870-1881. - steam locomotives, including narrow-gauge ones for their own needs. In 1882-1963. the plant was the leading enterprise in the country for the production of mobile and stationary locomotives, steam power plants and power plants. In 1941, he was evacuated to the city of Syzran, where a locomobile plant was created on its basis. Since 1957, the plant has become a diesel locomotive building plant. In 1959, the serial production of industrial and shunting diesel locomotives of various series with hydraulic transmissions (TGMZ, TGMZA, TGM4, etc.) began. At the plant in 1967-1974. a large batch of train 2-section diesel locomotives TG16 for 1067 mm gauge was built on Sakhalin. In the 80s. the production of shunting and export 8-axle diesel locomotives of the TEM7 and TEM7A series with a capacity of 1470 kW with electric transmission was mastered. New diesel locomotives with hydraulic transmissions were created for the Sakhalin Railway (main lines - two-section TG21 and single-section TG22, as well as shunting TGM11). The Lyudinovsky plant, together with the General Motors Corporation (USA), built two experimental single-section diesel locomotives of the TERA1 series (RA - Russian-American) with a power plant (diesel type 710, AC-DC electric transmission and auxiliary equipment) of American production, which are being tested with the purpose of assessing the performance of foreign equipment in operating conditions on the railway. d. Russia.

Novocherkassk Electric Locomotive Plant

The Novocherkassk Electric Locomotive Plant (NEVZ, Novocherkassk, Rostov Region) was established in 1932 as a locomotive building plant; Since 1936, the plant has begun producing steam locomotives. During the Great Patriotic War, the plant was evacuated to the city of Votkinsk, where the plant's equipment was used to produce aircraft, guns, and repair tanks. In 1947, the plant mastered the production of electric locomotives and then - almost a full cycle of production of electric locomotives. By 1992, the plant had developed and launched production of more than 20 types of mainline and 14 industrial electric locomotives. The production is specialized in the production of AC/DC freight locomotives. At the end of the 20th century produced mainly cargo 8-axle electric locomotives - modifications VL80S and VL80R with a capacity of 6500 kW and 12-axle VL85 with a capacity of 10,000 kW. The plant exported batches of electric locomotives to Finland and China.

Plant named after Malyshev

The Malyshev plant (Kharkov, Ukraine) was founded and began to be built in 1895 by the Russian Steam Locomotive and Mechanical Joint Stock Company (RP and MO), which received a government order for the construction of 480 steam locomotives within 6 years. In 1897, the construction of the Kharkov Locomotive Plant (KhPZ) was completed and the first steam locomotive was produced. In 1903, the 1000th steam locomotive was built. In 1915, the production of powerful marine diesel engines was mastered, since 1921 - the serial production of steam locomotives of the E series, since 1925 - the Su series. In 1928, the plant took the first place in the USSR in the production of steam locomotives. Since 1929, the plant has been organizing
tank production. From 1935 to 1941, serial production of CO steam locomotives was carried out. Since 1936, in connection with the increase in military production, KhPZ was referred to as "Plant No. 183"; in 1941 he was evacuated to Nizhny Tagil, and his motor production ("Plant No. 75") - to Chelyabinsk. In 1943 (after the liberation of Kharkov), military equipment was being repaired on the basis of the plant simultaneously with its restoration. "Plant No. 75" was named the Kharkov Transport Engineering Plant (KhZTM), which, in parallel with the production of tanks since 1946, began to master the production of diesel locomotives (TE1, TE2, TEZ, TE7, TE10, TEP10) and diesel locomotives (D50, 2D100, 10D100, D70). In 1957, the 1000th diesel locomotive was produced, the plant became known as the “Plant im. V. A. Malyshev. Since 1968, diesel locomotive building at the plant was discontinued due to an increase in the production of defense equipment. The improvement of diesel locomotives of the types D100 and D70 continued, new models were developed - D80 and D90.

Tbilisi Electric Locomotive Plant

Tbilisi Electric Locomotive Plant is the main enterprise of the Electric Locomotive Building Association (Tbilisi, Georgia). Founded in 1949 as a locomotive repair plant. In 1957, the first mainline electric locomotive was built at the plant, since 1958, mass production (in cooperation with NEVZ) of 8-axle VL8 DC freight electric locomotives has begun (1292 locomotives were produced by 1967). Later, 8-axle electric locomotives VL10 were produced (826 locomotives were built in 1961-1975), since 1975 - VL11. In 1984-1985. the production of powerful 12-axle DC electric locomotives VL15 was started, the project of which was developed by the Special Design Bureau of the association. The production capacity of the plant did not exceed 150 locomotives per year. In the early 90s. the plant significantly reduced the production of electric locomotives.

The railway is the most important infrastructure sector of the economy, in its own way its “circulatory system”, without which it is impossible to imagine a modern economy. A good railway network and the presence of own rolling stock production make any economy in the world stronger. However, after the collapse of the Soviet Union, Russia did not have a very rich legacy. For example, the Lugansk Diesel Locomotive Plant is now located in Ukraine, and there was no production of locomotives for passenger trains in the USSR at all, and Czechoslovak emergency situations of various models drove the trains along our roads. And about high-speed locomotives, it’s not worth mentioning at all. By the middle of the 2000s, two holdings had formed in Russia: Transmashholding and the Sinara Group, which were able to launch the production of new models, and they were able to supply almost the entire range of necessary equipment for Russian Railways. Also, the First Locomotive Company has recently appeared on the Russian market, which is also able to occupy its niche for certain types of products. Our review will show all electric locomotives that are planned or have gone into production over the past 10-15 years.

The first Russian passenger DC electric locomotive. It went into serial production in 2008 and more than 350 copies have already been produced. Produced at the Kolomna plant. The electric locomotive is mainly used on the West Siberian Railway and Oktyabrskaya (St. Petersburg). Previously, such machines were not produced either in Russia or in the USSR, but were bought abroad, mainly in Czechoslovakia. In the early 90s, purchases ceased, and the plant that produced locomotives for the USSR and the socialist. the camp stopped producing such products, and analogues have already appeared in Russia.

• Maximum speed - 160 km / h
• Long mode speed - 91 km / h
• Long-term traction force - 161 kN
• Traction force at maximum speed - 91 kN

Despite the fact that the main workhorse of Russian Railways are EP1 and EP1M, which have been produced since 1998, it was already clear at the creation stage that they would not be able to completely replace the ChS series of locomotives, and were created primarily to quickly replace old electric locomotives, many of which have almost exhausted their resources. After the renewal of the fleet, it became necessary to create a modern and faster locomotive. Also, this locomotive had to be two-system and with an asynchronous motor, which greatly simplified its operation. The first one rolled off the assembly line of the Novocherkassk Electric Locomotive Plant in 2011. The locomotive is used primarily on the fastest routes and therefore a total of 60 pieces have been produced so far.

• Maximum speed - 200 km / h
• Long mode speed - 100 km / h
• Long-term traction force - 147.1 kN
• Traction force at maximum speed - 115 kN

The most massive modern locomotive in Russia. A total of 1200 copies have been released since 2004. Produced at the NEVZ plant in Novocherkassk. ES5K is an AC freight electric locomotive, which is available in four versions from one to four sections at once. It is thanks to various modifications and great capabilities that it is the most in demand on Russian Railways, for example, one of the most powerful electric locomotives in the world, and despite 4 sections at once and a length of 64 meters, it is indispensable in some difficult areas.

• Characteristics 2ES5K
• Maximum speed - 110 km / h
• Long-term traction force - 423 kN

3ES4K

ES4K freight electric locomotive of direct current. It has been produced since 2008, however, at the moment, Russian Railways orders only 3ES4K locomotives in a three-section design, and the rest of the options lost in terms of characteristics to other locomotives. It is also produced at NEVZ.

• Speed ​​​​long mode - 53.4 km / h
• Long-term traction force - 586.5 kN

2ES5 "Skif"

This locomotive is only planned to be launched into series, and the first copies went for a run-in in 2014. 2ES5 is the first Russian AC freight locomotive, where six-pole asynchronous traction motors are used. Also, its distinctive feature is the maximum unification with the EP20 electric locomotive, which reduces the cost of production and maintenance of the electric locomotive. At the moment, 5 copies have been built, which are being tested on the East Siberian Railway.

• Maximum speed - 120 km / h
• Long mode speed - 50 km / h
• Long-term traction force - 536 kN

2ES6 "Sinara"

The most massive Russian DC freight locomotive is 2ES6, produced at the Ural Railway Engineering Plant since 2009. It was created in close cooperation with the German company Siemens. Locomotives are produced only in a two-section version, and at the moment 750 copies have already been produced. One of the main features of 2ES6 is its high localization, which reaches almost 100%, this was one of the main conditions for signing a contract with Russian Railways, which was even overfulfilled, because it was necessary to increase localization to 80%.

• Maximum speed - 120 km / h
• Long mode speed - 51 km / h
• Long-term traction force - 418 kN

2ES10 "Granit"

In 2010, the first DC electric locomotive with asynchronous traction motors rolled off the assembly line of the Ural Railway Engineering Plant. The 2ES10 locomotive entered the series in 2012. However, it did not become as massive as its predecessor, but despite this, 150 copies have already been released. The locomotive was also developed in close cooperation with Siemens and thanks to modern technologies, it is capable of carrying 1.5 times larger trains than its predecessor VL-11.

• Maximum speed - 120 km / h
• Long mode speed - 55 km / h
• Long-term traction force - 538 kN

2EV120 "Prince Vladimir"

2EV120 Modern electric locomotive with high performance, but its fate has not yet been determined. Only in the current 2017, he passed all the tests and was recommended for launch in a series. It was developed in collaboration with the Canadian company Bombardier. The electric locomotive is designed to drive freight trains weighing 7000-9000 on road sections up to 4000 km, and its main feature is a two-system, i.e. it can be used both on roads with direct and alternating current, and due to this factor, it should take its small niche in the Russian market, and is also perfect for export.

• Maximum speed - 120 km / h
• Speed ​​​​long mode - 52.8 km / h
• Long-term traction force - 600 kN

At our request, colleagues from the Kolomna plant prepared a report on how the production of modern locomotives is organized at their enterprise.

Kolomna Plant is one of the oldest locomotive-building enterprises in Russia. The first steam locomotive left its gates in 1869.

Here is such a handsome man

It was here, in Kolomna, that the first Soviet diesel locomotive (in 1931) and an electric locomotive (in 1932) were built.

Locomotive O EL

Electric locomotive VL19

Today, the Kolomna Plant is the only Russian manufacturer of modern mainline passenger diesel locomotives, the developer and manufacturer of a new generation of passenger electric locomotives and freight diesel locomotives for the railways of Russia, the CIS and the Baltic countries. The enterprise carries out full technical preparation of production, including pre-project research, design, manufacture, testing, experimental fine-tuning of prototypes, technological and organizational and material preparation of production.

The Kolomna plant has a modern design and technological and experimental research base. The enterprise includes large design divisions for diesel and locomotive building. In the process of developing new products, fine-tuning manufactured products and pre-production, designers and technologists actively use CAD at all levels and engineering analysis packages.

In the photographs - employees of the factory department of the chief designer for locomotive building

The production complex consists of metallurgical, procurement, welding and assembly, mechanical assembly industries. The technological cycle of manufacturing a serial locomotive is five months, while several production facilities are involved in parallel.

The enterprise management system is certified for compliance with the requirements of Russian and international standards: IRIS, ISO, GOST ISO, GOST RV.

The procurement section of the Procurement-Frame-Body Shop provides the production of flame-retardant blanks, as well as high-precision, high-quality laser cutting and cold stamping from a sheet.

Metal is cut here...

... and here they bend in the right way.

Warehousing and storage of the workpiece also takes place on the territory of the workshop.

Assembly and welding of the main parts and assemblies of the body and frame of the bogie is carried out at a specialized section of the Procurement and Frame-Body Shop equipped with assembly stands.

This is how the transportation of the body in the workshop looks like.

The high quality of welding and manufacturing of all assembly units of the locomotive is ensured by continuous technical control at each stage of the production process.

In the photographs - welding of body parts and roof.

The foundry shops of the metallurgical complex produce a diverse range of castings, complex in configuration and responsible for their functional purpose, used for the manufacture of locomotives and diesel engines, from cast iron, steel, aluminum, bronze.

Cast iron is being poured in this photo.

And this is a non-ferrous foundry.

In forging and pressing production, stamping is carried out on crank hot stamping presses, hammers with a mass of falling parts from 1 tf to 20 tf, unique presses of 2000 tf and 4000 tf are used.

This is how it looks in practice.

The assembly of wheel pairs and the locomotive bogie as a whole takes place in the Locomotive Mechanical Shop No. 2.

Trolley assembly.

In parallel with the manufacture of the body and the crew of the locomotive, the production of parts and assemblies of the diesel engine is underway.

Processing parts of the future engine.

In the total production of the plant, machining of parts, assembly of products, and their testing account for 60-65%. More than 2,000 metal-cutting machines have been installed at the enterprise only in the main production. The workshops operate automatic and production lines using special machine tools, CNC machines, including the “machining center” type, mainly of foreign production.

Machining of the piston barrel.

At the enterprise, special attention is paid to the implementation of the TMH production system using Lean production tools.

This helps to increase the efficiency of all areas of the plant's activities by reducing costs, improving the quality of products, optimizing logistics, improving working conditions, changing attitudes towards equipment and its operation, and reducing labor protection risks.

Kolomna plant produces diesel engines not only for the needs of its own locomotive production. The engines of the Kolomna Plant are designed for use in various areas: locomotive building (including for the modernization of locomotives), shipbuilding (as main and auxiliary power plants), small and nuclear power.

Assembly of the engine in the diesel-experimental shop

Engine test bench

All large assembly units of the locomotive (including the diesel engine) are transported to the locomotive assembly shop.

Corps being transported

At the assembly site of the workshop, the final assembly of the locomotive takes place.

General view of the assembly area

Experienced electricians carry out the installation of electrical equipment in the driver's cab.

They also carry out all installation work on the installation of a high-voltage chamber of an electric locomotive.

Immediately, at the assembly site, a diesel engine is installed in a diesel locomotive.

All stages of the assembly and life of the locomotive in the future are not without the attention of developers - designers of the Department for locomotive building and power engineering. The joint work of highly qualified specialists of the plant divisions contributes to the timely implementation of structural improvements, improving the performance of locomotives.

Designers in the cab of the locomotive.

All locomotives are painted in a special box - a spray booth.

Finished locomotives undergo factory acceptance and acceptance by Russian Railways JSC, "receive" a personal brand. Now they are ready for use.

The Kolomna Plant produces EP2K passenger DC electric locomotives and TEP70BS passenger diesel locomotives.

The EP2K electric locomotive is the first direct current passenger electric locomotive in Russia, designed to replace Czech electric locomotives ChS2 and ChS2T on the railways of the Russian Federation. The first sample was made at the end of 2005, and since 2011 the serial production of EP2K electric locomotives has been mastered. EP2K are operated on the West Siberian and Oktyabrskaya railways of Russia.

Diesel locomotive TEP70BS is a modern passenger diesel locomotive with power supply for train cars. Designed and built in 2002, serial production of diesel locomotives TEP70BS has been carried out since 2006. The diesel locomotive is equipped with an economical D49 diesel engine, a modern microprocessor control and diagnostic system, and air purification units. Diesel locomotives TEP70BS carry out passenger transportation on the main railways of Russia, Lithuania, Belarus, Uzbekistan.

02.03.2004 |15:51

The program for the creation and mastering of the production of new locomotives for 2004-2010 was approved on March 2 at a meeting held in Moscow under the chairmanship of Gennady Fadeev, president of Russian Railways.

In due time, the working group will prepare the necessary documents for submitting the Program for approval to the government.
The meeting was attended by heads and representatives of the Ministry of Railways, Ministry of Economic Development and Trade, VNIIZhT, VNIKTI, VEI, MPEI, MGUPS, PGUPS, South Russian State Technical University, Rostov State University, Russian Engineering Academy, Zheldormash, Transmashholding, NEVZ, BMZ, Kolomensky Zavod, ZAO Spetsremont ", Lyudinovsky plant and many other enterprises and organizations, a total of 120 people.
As noted, the issue of updating traction rolling stock has moved off the ground. The main type of the locomotive fleet for Russian railways has been determined, the terms for the development, testing and start of industrial production of new equipment have been established.
The main passenger electric locomotive for lines electrified at direct current will be EP2K, which will replace the outdated Czechoslovak-made electric locomotives of the ChS2 series. It will be a fundamentally new machine, the prototype of which will be produced in the 4th quarter of 2005.
A year earlier, an AC electric locomotive 2ES5 will be built, designed to drive heavy trains, in particular on the Trans-Siberian.
The shortage of freight diesel locomotives will be filled by a new diesel locomotive of the Kolomna Plant 2TE70, and in the future, diesel locomotives of the Bryansk Machine-Building Plant type 2 TE25 will replace the retired locomotives of the TE10 and 2TE116 series. Prototypes of such equipment will appear in the 3rd quarter of 2005.
The worn-out Czechoslovak shunting locomotives will be replaced by diesel locomotives of the TEM10 series.
At the third stage of the Program, it is planned to master the production of electric locomotives and diesel locomotives equipped with an asynchronous drive.
On the whole, the Program for the Creation and Mastering of the Production of New Locomotives for 2004-2010 provides for the construction of 2,106 fundamentally new locomotives to the amount of 94 billion rubles. In addition, a rehabilitation repair will be carried out with the modernization of 7240 locomotives that are in operation today.
The transition to a new generation of locomotives will reduce current costs for the repair and maintenance of rolling stock, increase revenues due to additional traffic volumes. In turn, for the country as a whole, this will reduce the transport component in the cost of production, increase the availability of markets, and increase national and economic security.
The economic effect from the implementation of the Program will be accompanied by a great social effect, since the development of the production of new equipment will allow the Russian industry to get 300 thousand additional jobs, and this will reduce the payment of state unemployment benefits, increase revenues to budget and extra-budgetary funds.

Head of Public Relations Department