Luganskteplovoz:Stake on Rapid Development page 4

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Tram for Our Cities page 10Interview with Henri Poupart-Lafarge, President of Alstom Transport page 16

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cover storyLuganskteplovoz –

115 Years of Company History

introduction 2ТЭ116У Locomotive:

Hero of Railways

innovationsDream Tram by

Transmashholding

Magazine for partnersCJSC Transmashholding

Senior EditorKonstantin Dorokhin

k.dorokhin@tmholding.ru

Editorial Office AddressBld.1, 26 Butyrsky Val St.,

Moscow, 127055Telephone: (495) 660-89-50

Magazine prepared due to involvement ofMediaLine Publishing House

www.medialine-pressa.ruDirector General

Larissa Rudakova

Design LayoutIlya Malov

Editorial DirectorDmitry Dorofeyev

News EditorMaria Frolova

Design and MakeupYelizaveta Krasnova

Yelena KhoroshiltsevaAleksey Kuznetzov

Sergey Khvatov

CorrectionNatalya KonnovaYelena Savelyeva

Larissa Nikolina

PrepressAndrey Klochkov

Maksim KupermanOleg Mashkin

Oleg Nikitin

Passed for printing on June 28, 2012Printed in Viva-Star Printing House

999 copies printedpersonality

Interview with Henri Poupart-Lafarge,

President of Alstom Transport

corporatenews

10 technologiesAir Conditioning in Electric Train

Compartments: New Trends

timesLugansk – Capital of Locomotives

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№ 2 0 7 / 2 0 1 2№ 2 0 7 / 2 0 12 M A G A Z I N E F O R P A R T N E R S O F Conten t s

News

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JSCo Russian Railways, CJSC Transmashholding and Caterpillar, an American manufacturing company, intend to implement a joint project for development of rolling stock that is new for the Russian railways – shunting gas turbine locomotives.The agreement was signed in the context of Business Forum “1520 Strategic Partnership” held in Sochi. Vladimir Yakunin, President of JSC RZD, Andrey Andreyev, Director General of Transmashholding, and Gerard Vittecoq, the Group President of Caterpillar, signed their names on the document.

The aim of the partners is to set up manufacturing of cost-effective shunting gas turbine locomotives meeting the up-to-date and challenging environm ental standards in Russia.

The main distinctive feature of the gas turbine locomotive is utilization of natural gas as engine fuel.

It is expected that the advanced locomotive will be developed based on the undercarriage of the TEM18DM shunting locomotive, with the 1000 kW Caterpillar gas reciprocating engine used as a power unit. Completion of design development, prototype manufacture and testing is set for late 2013.

According to the contracts signed, Transmashholding will supply 16 modular TEM-TMH shunting locomotives to the Lithuanian railways and the port of Sillamae (Estonia) by the end of the first quarter of 2013.Transmashholding delivers TEM-TMH locomotive sets to its partner, Vilnius Locomotive Repair Depot, where final assembly and adjust-ment are performed; after that the locomotives are supplied to customers. All locomotives will be equipped with Caterpillar diesel units meeting the Euro IIIA environmental standard.

TEM-TMH is the first hood-type shunting locomotive for Trans-mashholding. It was developed based on the TEM 18 locomotive jointly with Vilnius Locomotive Repair Depot and the Czech company CZ LOKO. The locomo-tive car body is of the hood type; the locomotive consists of six functional modules: electrical equipment module, driver’s cabin, diesel generator module, auxiliary drive module, cooling unit, and pneumatics module. The modular design allows adjusting locomotive perform-

ance characteristics and cost, if required.

The driver’s cab ensures a comfortable operating environ-ment for the locomotive driver. It is equipped with two easy chairs, air conditioning, a microwave oven, and refrigerator. The design allows installing remote control systems, video surveillance systems, etc. Large glassed-in area ensures good visibility for the locomotive driver.

The TEM-TMH locomotive can significantly increase shunting operation efficiency both for railways and at production plants. The experience has shown that the TEM-TMH locomotive allows fuel savings up to 37% for shunting operation and up to 45% for main-line operation as compared to mass market locomotives. The reliable design and innovative engineering solutions ensure reduction of maintenance and repair costs.

TEM-TMH locomotives have been supplied to the Baltic States since 2010. Today, 17 locomotives of this type operate on Lithuanian railways and one locomotive – at the port of Sillamae.

RZD, Transmashholding and Caterpillar Signed Cooperation Agreement on Gas Turbine Locomotive Development

16 TEM-TMH LOCOMOTIvES TO bE SuPPLIED by TRANSMASHHOLDING TO THE bALTIC

STATES IN 2012 – EARLy 201

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Metrowagonmash Started Serial Production of Advanced Metro Cars

New metro cars are being supplied to the Moscow Metro. According to the contract signed, the capital’s subway will receive 632 new 81-760/761 series cars by late 2013.When developing new cars, the latest achievements of the global subway car building industry were taken into account. The 81-760/761 cars are equipped with the HVAC system for the passenger compartment, and video surveillance system that ensures image transmission to the situational center. An air decontami-nation system is applied in the new car design for the first time. Cars of this series are equipped with bogies that ensure smooth running, reduc-tion of noise and track load. Using such cars provides for reduction of operational costs and energy saving. Thereby the time of acceleration of up to 80 km/h for 81-760/761 train is only 27 seconds as compared to 40 seconds for the discontinued cars.

Bryansk Engineering Plant (an enterprise of Transmashholding) obtained a Certifi-cate of Compliance from the Federal Railway Transport Certification Register (FRTCR) that entitles the company to produce and supply a pilot batch of TEM18V locomotives to the Russian railways.The certificate covers the locomotive (pilot) batch of 25 pieces and is valid until November 1, 2014. The TEM18V locomotive was developed based on the TEM 18DM locomotive. A number of changes made in the basic design of the locomotive resulted in new consumer characteristics. TEM18V is equipped with an advanced and reliable diesel engine, and a driver’s vigilance tele-mechanic control system, which ensures more stable operation of the fleet, reduction of locomotive idle time, and improvement of operational safety. At average operating load, the TEM18V locomotive is 30% more cost-effective as compared to the ČME3 locomotives. TEM18V-001 uses the Vartsila diesel

generator for 882 kW at 1000 rev/min.The locomotive has a new compres-

sor, with a variable fill fluid coupling mounted on the fan shaft of the refrigerator compartment. This combi-nation allows smooth changing of rotating speed of the main fan, which improves reliability of the reduction gear operation. For the first time BMZ used a plastic impeller in the main fan of the shunting locomotive; a heating system for heat carrying agents of the Gulf-stream diesel unit, which allows maintaining optimal temperature of heat carrying agents when the diesel engine is not running. This ensures fuel economy during winter parking of the locomotive. A self-contained heating system is used for the driver’s cab, which provides for a comfortable operating environment for the locomo-tive crew.

Specific fuel consumption during the typical load cycle is 288 g/kW/h. It is expected that when implementation of the joint Russian and Finnish project

(Transmashholding – Wärtsilä) of manufacturing of modern diesel engines in Penza for railway and marine transport starts, new diesel generators will be used on other domesti-cally manufactured locomo-tives, which will ensure higher reliability of power units and

better performance charac-teristics of the locomotive.

Production of a pilot batch of new equipment under a special certifi-cate is a common practice for the Russian railway transport.

Generally, after the manufacturer completes production, it obtains

a certificate for serial production.

bMZ obtained certificate of conformance for TEM18v Locomotive

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LuGANSKTEPLOvOZ: stake on rapid development

DMORE EFFICIENT, IF DONE TOGETHER

espite whatever great success a might have, it cannot be used as a measure of success in today’s

rapidly changing world. The company’s current capabilities should comply with the market requirements and it must have enough potential for further development.

This is true for Luganskteplovoz.Ever since the era of the Russian

Empire, the plant has been one of the largest representatives of the industry not in the Ukraine alone, but in the entire former Soviet Union. However, at the end of the last century the company found itself at a turning point due to the

extended privatization process. There were no prospects for further development and no prepaid orders from customers. Its major manufacturing facilities were deteriorating. According to Viktor Bykadorov, Chairman of the Supervisory Board of Luganskteplovoz PJSC, according to some parameters, the deterioration value reached 70 to 85%. The company was in need of a new efficient owner, that could guarantee full utilization of its manufacturing facilities. Transmashholding and its member, the management company Bryansk Engineering Plant took on this challenge. The deal for acquisition of 76% share of Luganskteplovoz by Transmashholding

was completed in March 2011. Prior to that, the plant received an order for manufacture of 66 locomotive units from JSCo Russian Railways and Ulaanbaatar Railway (Mongolia). Production value in 2010 reached 956 million UAH. The following year it increased to 1,595 million UAH (about 8 billion RUB). At that time, the company received an order for 102 locomotive units (including 42 for the Russian railways, 60 – for Ulaanbaatar Railway) and eight locomotive units for Ukrainian Railways, associated parts, assembly units and many other elements.

Currently, the order quantity for RZD in the total production structure totals over

WITHIN THE POST-SOVIET TERRITORY THERE ARE NOT MANY COMPANIES WITH A LONG HISTORY THAT MANAGED TO MAINTAIN THEIR LEADING POSITION WITHIN THE INDUSTRY. Among them is Luganskteplovoz Public Joint-Stock Company founded in the end of the XIXth century by Gustav Hartmann, a German manufacturer, with the assistance of Nicholas II, which celebrated its 115th anniversary last May.

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90%. Due to the new shareholder and investments, the company managed to ensure a stable and positive future, it also upgraded its equipment and developed manufacturing of new products.

LOCOMOTIVE OF UKRAINIAN ECONOMYLuganskteplovoz is actively developing relations with the Ukrainian railways. The enterprise’s specialists developed ten new models of railway equipment, including suburban diesel and electric trains. A new industry in the country, i.e. production of multiple-unit rolling stock, was established; the high-tech level of this industry was marked by the Ukrainian State Prize in science and technology.

Due to the increased order quantity, the company provides work for itself and also for hundreds of related plants. More than 300 companies in the Ukraine and Russia are involved in the orders received by Luganskteplovoz from the Russian and Ukrainian railways.

In addition to production of the modernized suburban trains, Luganskteplovoz’s mechanical engineers set up production of the first Ukrainian TEP 150 high-speed passenger diesel locomotive and TEM 103 shunting locomotive. 2EL4 and 2EL5 electric freight AC and DC locomotives designed with the specialists of the Novocherkassky Electric Locomotive Building Plant were put into operation in Lugansk for the first time. The previously manufactured locomotives are under modernization, and performance characteristics are brought up to the level of the modern requirements.

The company’s innovative designs include locomotives, with engines produced by General Electric (GE). Further development of production will allow expansion of the product portfolio and provide customers with the choice: to equip new locomotives with traditional D49 diesel

engines from Kolomna or American engines. Currently, complete modernization of previously manufactured 2TE10L and 2TE116 locomotives with power units based on the GEVO diesel engine line by General Electric is under consideration.

In 2012, the company started development of design documentation for the TEM 103A four-axle shunting locomotive with a traction AC power transmission and a Caterpillar 900 kW diesel engine. In 2013, it is set to work on development of design documentation for the TEP6 mainline locomotive intended for export to the Southeast Asian countries.

Another future endeavor of Luganskteplovoz is development of a two-compartment single unit diesel locomotive with the locomotive underframe of 22.5m, traction AC power transmission and the GEVO V12 diesel engine upgraded to 3500 kW (4760 h.p.). This locomotive might be of interest to RZD. In addition, the 02 VM version of the locomotive could be considered for export to non-CIS countries and become a competitor for the TE33 locomotives produced at the GE plant in Kazakhstan.

STAKE ON PROMISING SPECIALISTSToday, Luganskteplovos Public Company is a unique production complex, including a locomotive building plant with its production structure, as well as subsidiary companies and joint stock companies. These companies apply the same technological processes for transportation equipment production and have an integrated engineering and social infrastructure.

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Yakov VOLKOV,Acting Director General

of Luganskteplovoz PJSC:

“To have such an owner as Transmashholding is a very good start for dynamic development of

the plant and product manufactur-ing for both the Ukrainian railways

and foreign customers. The main reference point of our further

development is the Program for post-privatization development of

the company within the Transmash-holding network. The program

provides for production increase and modernization, development of

design and process base, cost reduction and maximum efficient

use of human resources. I can state with confidence that today the plant

employs specialists that can solve the most difficult and critical tasks.

The key task is manufacturing of competitive equipment, profitable

performance and being on par with the peers.”

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LuGANSKTEPLOvOZ:

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company historyin pictures

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I n t roduc t i on

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he task to develop a project involving modernization of the 2TE116 production locomotive in a

relatively short time was set forth by the company in 2007. JSCo Russian Railways was the company’s customer in this project. Luganskteplovoz designers and engineers had to develop the project

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2TE116u Locomotive: Hero of Railways

in accordance with strict technical standards, as well as manufacture a modernized locomotive, have it tested and certified. In October 2007, the locomotive was manufactured and presented to the acceptance board headed by David Kirzhner, Deputy Director of the Russian Railways Technical Policy Department.

Extensive studies and R&D work related to verification of 102 parameters and characteristics of the locomotive were performed in accordance with the certification program. In addition to 69 operation and other tests, 31 expert opinions and two engineering design reports were prepared. Several organizations, such as Transsert (Lugansk), VNIIZhT (Russian Scientific Research Institute of Railway Transport), VNIKTI (Research and Engineering Institute of Rolling Stock), VNIIAS (Russian Research and Engineering Institute of Informatization, Automatization and Communication) (Moscow, Kolomna), participated in the tests and examinations. The preliminary review of test results showed that Luganskteplovoz had managed to maintain its engineering and manufacturing potential of the previous years and was qualified to provide the

The 2TE116 locomotive has been one of the most mass produced locomotives at Luganskteplovoz for about forty years. WITH TIME, REQUIREMENTS TO THESE MACHINES CHANGED, RESULTING IN DEVELOPMENT OF SEVERAL VERSIONS OF THE PRODUCTION LOCOMOTIVE THAT MEET THE REQUIREMENTS OF THE MOST DEMANDING CUSTOMERS.

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customers with improved locomotives in Russia, the Ukraine, and in other countries.

There arose a need for modernization, when JSCo RZD implemented stricter requirements for locomotives of a new generation. They relate to the increase in weight of the rolling stock up to 6 thou tons, introduction of stringent safety standards regarding movement and operational conditions of locomotive crews, as well as more stringent requirements in terms of locomotive life cycle costs.

In order to solve the set tasks, the

locomotive was equipped with modern assemblies and units with application of advanced elements and technologies.

The 2TE116U model has a 3600 h.p. diesel generator with an electronic speed regulator and improved fuel and oil consumption parameters (for example: the rating of another widely-used 2TE116U production locomotive is 3060 h.p. – Editor’s note).

Improved and more reliable traction motors and an automatic power transmission control system based on the microprocessor control system improving locomotive economic parameters are used. The driver’s cab and control panel are characterized by a unique design and improved ergonomic parameters; they are equipped with the KLUB-U integrated locomotive safety control system and the driver’s vigilance telemechanical system.

The modernization resulted in increase of locomotive unit tractive power in continuous mode up to 33 tons, improvement of operating conditions for locomotive crews and better safety in operation. Stable operation at ambient temperature from +40º to -40ºC was ensured in different operational modes.

When developing production of the 2TE116U locomotive, hundreds of fixture elements, equipment and tools were designed and manufactured; production and manufacturing processes for about 20 basic assembly units, including main frames and undercarriages, driver’s cabs, cooling compartments, wheel and motor units, fan engines and other assemblies, were implemented.

power unit 18-9DGGEVO

V12+A723MU2

Number of diesel cylinders 16 12

Diesel unit power, realized in the locomotive, kW (h.p.)

2650 (3600) 3100 (4200)

Revolutions in maximum position, rev/min

1000 1050

Average annual repair costs per life cycle, thou. UAH

1478,7 1126,3

LOCOMOTIVE PARAMETERS 2TE116U 2TE116UD

The project also allowed comprehensive modernization of the company’s production facilities. Ten production sites and a number of assembly stands for locomotive manufacturing were redesigned, more than 40 units of welding equipment were replaced.

In 2011, 102 units of the 2TE116U locomotive were built for the Russian railways. The order for 2012 amounted to more than 150 units of this locomotive. Together with the colleagues from Transmashholding, Luganskteplovoz specialists plan to participate in new designs and supply assembly components for the electric locomotive truck.

The next step for modernization of this model consisted in development of the 2TE116UD locomotive with the General Electric diesel generator based on the GEVO V12 diesel unit.

The new locomotive employs the A723MU2 traction unit produced by GP Electrotyazhmash Plant with an inverter start from a standard battery instead of a traction generator, starter and auxiliary generator.

Considering the fact that the American diesel generator is mounted on the ready-made and assembled locomotive, and based on the power of employed

traction motors and traction unit, as well as the heat-dissipating property of a standard cooling unit, diesel power was forcibly limited to 3100 kW (4200 h.p.). (The maximum power of the GEVO V12 production diesel unit is 3350 kW or 4560 h.p.).

Using 2TE116U as a platform for the 2TE116UD locomotive allowed to implement the project in a very short time and to avoid long-term and expensive testing of the new undercarriage and traction equipment. The new diesel generator required significant changes in the electric circuit, wiring and high-voltage cabinet design, complete redesign of water, oil and fuel systems, changes in locomotive configuration and roof design. The new locomotive model has TCR-10 air brake cylinders with automatic rod control.

The above mentioned 2TE116 UM locomotive model is also being produced by the company; last year, this model was ordered by the Ulan-Bator Railway (Mongolia). It was designed with regard to weather conditions characterized by significant temperature fluctuations, high-dust content and altitude (up to 1,700 m). It proved its effectiveness, while being operated on Mongolian main lines.

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AT THE END OF FEBRUARY, SERGEY SOBYANIN, THE MAYOR OF MOSCOW, ATTENDED A PRESENTATION OF THE TRAM OF A NEXT GENERATION AT THE TRAMWAY DEPOT NAMED AFTER BAUMAN. CODEVELOPERS ARE ALSTOM, A FRENCH COMPANY, AND CJSC TRANSMASHHOLDING. According to specialists, use of this mode of transport offers great opportunities for cities dealing with the problem of transport and passenger flow control which is increasing from year to year.

TRAM FOR OuRCITIES

THROW-BACK ORSTEP INTO THE FUTURE?

ecently, the tram has become one of the urban transport modes of high-demand in Moscow and other

Russian cities. If one goes back in history, since 1899 for several decades it has been the only public mode of transportation in both of Russia’s capitals. Over the past 20-30 years, the length of street tramways and the number of trams have been reducing steadily: as an example, only 4.5 km of street tramway is left within the Garden Ring Road of Moscow.

The number of cars in the city is increasing on a continuous basis, and trams have become an obstacle to car drivers. Traffic jams have forced city

residents to use trams, allowing them to get to their destination on time.

Today, attention is being paid to development of tram transport and relevant tramway infrastructure in Moscow and other cities. New tracks are being laid, the old ones are being rebuilt, and the existing tram fleet will be renewed in the nearest future.

At the end of the previous year, a memorandum was signed between the administration of Saint Petersburg , CJSC Transmashholding and Alstom Transport. The document sets forth the partners’ intention to provide the city residents with comfortable, safe and modern urban transport. A compe-tence center will be established on the basis of Oktyabrsky Electric Railway

Car Repair Plant (OEVRZ) and develop-ment and production of low-floor express trams will be arranged. Moreover, within the framework of the project the city will obtain an integrated transport product, including mainte-nance, repair and equipment moderni-zation.

Transmashholding and Alstom Transport confirmed their willingness to consult the administration of Russia’s northern capital on the issues related to organization of the city transport system, including power supply, construction of new infrastruc-ture, and passenger traffic optimiza-tion.

According to Sergey Sobyanin, the Mayor of Moscow, the main advantage

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of the new tram lies in the fact that its operation on existing tracks in Moscow will not require any additional moderni-zation of the infrastructure, otherwise it would be impracticable in terms of the municipal budget.

“Alstom jointly with Transmashhold-ing created a tram prototype, which is competitively priced and comfortable for passengers. It is a modern, com-fortable, low-floor and energy-efficient tram,” the Mayor of Moscow stated, “Now we can start actual work and hold a competitive tender for real produc-tion of the new Moscow tram.”

TRAM AS HIGH TECHNOLOGYSECTORWhat would this innovation be like?

In a nutshell, a distinguishing feature of the new tram introduced to the mayors of Moscow and Saint Peters-burg is the fact that it is designed with regard to the megacity specifics. The tram has a streamline shape, consist-ing of three to five sections, which allows transportation of several hundred passengers at once. The low-floor level provides better access for the handicapped. The tram is also equipped with air conditioning.

Yevgeniy Golubev, Director of the Municipal Transport Department of Transmashholding, says, “Use of trams as one of the main modes of municipal transport offers a lot of advantages. It is environmentally friendly and does not depend on the traffic situation; it is quite spacious, although, undoubtedly, it is inferior to the subway. These advantages refer to trams in general, but they are more noticeable in the model developed by our company jointly with Alstom. We used a number of engineering solutions not applied in Russia before, - the domestic manu-facturers simply did not have any adequate technologies.”

The tram was designed to ensure maximum comfort for passengers, and its every element is made to leave a good impression after the ride. The above mentioned low-floor level contributes thereto; it is more conven-ient for the handicapped, speeds up passenger boarding, and it also provides access to municipal transport for passengers with baby carriages (the distance between the road level to

the first and only step does not exceed 36 cm).

Low-floor trams have not gained acceptance in Moscow until recently. In order to operate this type of trams, their design must have appropriate swivel trucks that require particular rail features. Europe had a different approach in this matter: high-grade tracks were laid, where trams with non-swiveling trucks could operate.

In Russia, the tramway condition is imperfect, to say the least, and its redesign is very costly.

The design engineers had to work under the existing conditions and to develop special low-floor swivel trucks suitable not only for the actual track state, but also for our climate.

In terms of design, they managed to develop a tram of European standard, which complies with the operational conditions existing in Russia. The efficiency of these trams will increase even more as the infrastructure is renewed and modernized.

The tram has a distinctive feature - modular design. Based on customer

Alstom is one of the largest global engineering companies, partici-pating in other joint projects in the Russian Federation. In 2007, a joint French and Russian venture was established with participa-tion of JSC Atomenergomash for supply of machine room equip-ment for Russian reactors. A project for production of power-generating equipment for hydroelectric power plants is being implemented jointly with JSC RusHydro. The French partner of Transmashholding has a vast experience in manufactur-ing of tram systems. Currently, 1,500 Alstom trams operate in 40 countries on the rails with the total length of 245,000 km.

Moscow State Program “Transport System Development for 2012-2016” provides for development of systems for both standard and express trams. Currently, 41 tram routes with the length of 442.3 km are available in the city, the tram fleet consists of about 1,000 tram cars.

In 2012-2016, 300 new tram cars are to be purchased, tram traffic on isolated tracks will be organized – up to 30% of the total length of tracks, two new tram depots will be constructed.

The first trams were designated with letters. In 1911, the legendary tram “A” or “Annushka,” the pet name given by the Muscovites, was put into operation. It is the most famous tram in Moscow running along the Circular Boulevard. The route of tram “B” was along the Garden Ring Road, it was called “Bukashka”; today this name is given to trolleybus “B” that replaced it. In Taganka district, there was also tram “V” named “Verochka”. In the past, the tram was regarded by Vladimir Mayakovsky as a symbol of engineering progress. According to the poet, it “… lifted its eyes in the darkening dust storm’, and he was willing to cover “the intelligent face of the tram” with “a hundred kisses.”

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request, it can be either three-section or five-section and equipped with one or two driver’s cabs. If required, two additional sections can be added to the short version without any losses in performance. The number of passen-gers can be increased from 178 to almost 300 people.

Yevgeniy Golubev says, “We paid much attention to the unique design of both the interior and exterior of the tram. In fact, it is not just a mode of transportation, it is one of the compo-nents of Moscow’s image in the eyes of visitors. We wish it were associated with the capital of Russia as the famous red double-decker is associated with London. Alstom Transport has been using this approach for a long time: each of the trams manufactured for this or that city is unique. Customer requirements are also taken into consideration. For example, in Moscow it is possible to choose several options of interior and exterior finishing, includ-ing not only the color, but the cabin shape as well.

ORIENTATION TO DOMESTIC PRODUCTIONThe decision to involve Alstom Trans-port in the project as a partner was made at the very first stage of project development.

There are a few Russian plants that manufacture trams, but they are high-floor models with an obsolete swivel truck, except for several designs with variable floor level, but still do not meet European standards.

Asynchronous motors or permanent-magnet motors are used in low-floor trucks. Use of these motors and trucks presents a new approach for the Russian manufacturers, but these technologies are not absolutely unfeasible for them: Transmashholding plans to produce about 80% of all components at the Russian manufac-turing plants.

The final decision on this issue will be made after the tender for tram pur-chase for Moscow is over; it will give an impetus to expansion of production capabilities of the company and creation of new jobs, particularly, on

Alstom Transport tram assembly line

New tram for Russian cities

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the basis of Oktyabrsky EVRZ in Saint Petersburg. In this case the first trams may be put into operation in the capital as early as in the middle of 2013. In total, the demand for trams of such megacity as Moscow can be estimated in the amount of 100 new trams per year – i.e. the volumes which are quite feasible for Transmashholding. There are about a hundred cities in Russia where trams are operated, and the sales market for this product appears to be quite large.

“An in-house design office will be established with due course, and its tasks will include tram modernization,” Golubev adds. “The company pos-sesses facilities for production of both metro cars and railway rolling stock of all types. There are no crucial problems that would prevent us from manufactur-ing tram parts and devices.”

PRICE TAGAs the tram offered by Transmashhold-ing and Alstom Transport provides great opportunities in terms of various additional options, its final price will depend on customer preferences.

As an example, trams can be equipped with additional equipment for audio- and video-information commu-nication (transmission of visual route maps, TFT-media systems, LCD displays and even Wi-Fi access to the Internet), as well as modern self-contained systems of air conditioning

and passenger compartment heating, and a driver’s cab with automatic temperature control. Spacious multi-functional passenger platforms can be equipped for hand baggage, bicycles, and luggage.

The standard version of the tram meets the requirements for the modern

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European trams, therefore, its price exceeds the price of the domestically manufactured trams. One should bear in mind that operational costs and economical efficiency eventually narrow down these differences. The price level will be reduced as produc-tion expands and switches to manufac-turing of home-made components.

There are also a number of nuances that are not expressed directly in monetary terms but they are important in calculation of costs for operation of this tram type. Thus, its life cycle is twice as long (the designed life cycle is 30 years) as compared to the trams of the previous generation, and it requires by far less costs related to maintenance, repair and power supply.

The new swivel low-floor truck used in tram design will allow reducing track load by half as compared to the non-swivel truck.

The engineers looked at the environ-mental aspects as well: the tram was designed in such a way that it could be almost completely disposed after its life cycle expiry. Steel, aluminium and copper, as well as various composite materials, which are suitable for recycling, are used extensively in the tram frame.

Transmashholding offers a technical support and maintenance program that can be an additional advantage. Maintenance service may cover the period equal to the entire life cycle or any other period or service life depend-ing on customer preferences.

Yevgeniy GOLuBEV, Director of the Municipal Transport Department, Transmashholding

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• Life cycle costHigh economic indicators of the modern tram are achieved due to life cycle cost reduction. The latest engineering solutions provide for maintenance and repair cost reduction, decrease in specific energy consumption and increase in rolling stock service life up to 30 years as compared to the standard service life of 18 years for the currently operating trams.

Tram maintenance is facilitated by the use of built-in control.

• Composite materials Application of composite materials provides for reduction of tram weight and power consumption by 10%.

• Modular designModular design allows choosing various options of tram length depending on the city demand, and removable modular elements of the tram body ensure easier and faster repair.

Tram length may vary from 25 to 35 meters, and passenger capacity – from 120 to 300 people.

A customer can renew the tram fleet at any time. In case of increased passenger traffic, additional modules

can be mounted on the operating trams to increase passenger capacity.

• Traction driveA tram is operated through flexible modular, reliable asynchronous traction drive.

The tram high-efficiency engine ensures power cost reduction, and high design reliability provides for reduction of maintenance and spare parts costs.

• Track load Track load is reduced by half due to the use of new swivel low-floor trucks instead of common non-swivel trucks. It allows to increase track service life significantly.

Axle load reduction up to 10 tons allows tram operation using the existing infrastructure and extends its service life.

• Passenger turnoverWhen designing a tram, there is a

possibility to place the doors at each tram side. In this case, boarding can be performed from both sides, which reduces stop time and increases passenger turnover by 27%. Traffic volume is increased by more than 40% due to increased passenger boarding

rate and increased average running speed of the tram on route.

Free movement inside the tram is also provided for: there is a large gangway in tram cars as compared to other tram cars offered on the market, - 900 mm.

High security level is ensured in tram cars due to tram-mounted and station video surveillance systems. The integrated security system allows the dispatcher service to monitor tram location in a real-time mode.

Standard functions• Built-in on-line video surveillance and

video data storage.• Internal emergency communication

system for passengers.• Passenger warning system with

digital information displays and public address system.

• Computer-based monitoring of technical condition of the tram with sensors mounted in vital tram systems and immediate driver warning in case of emergency situations.

• Noise level. Noise exposure inside and outside the tram is reduced due to sound insulation materials and improved wheel-rail contact through shock absorbers. It results in very silent tram motion.

• Environmental properties.

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Pe r sona l i t y

Henri Poupart-Lafarge:HuMAN RESOuRCES REPRESENT EX-CELLENCE AND STRATEGIC ASSETS OF TRANSMASHHOLDING

hat was the situation when the idea of the joint Alstom-TMH project was

born? Who was the initiator?– Six years ago, Transmashholding addressed Alstom and a couple of other major companies in the industry: the company was seeking a strategic partner. The Russian transport market was new to Alstom, and TMH was a young company with large industrial facilities inherited from the Soviet era. This offered us new challenges and

opportunities, and we took the idea of partnership with the Russian railway transport manufacturer enthusiastically. From the very beginning, we were ready for a long-term cooperation and tried to find points of contact, which would make it possible to secure a synergic effect for both Alstom and TMH. In my opinion, this serious and comprehen-sive approach was appreciated by TMH and we got down to work. In 2007, we signed our first memorandum for establishment of joint ventures in

Russia. In 2008, the Alstom group performed a thorough analysis of three manufacturing plants of TMH Holding – detailed data were vital for discussion of future cooperation and development strategy. Then, we assessed another nine manufacturing plants. Only then we could clearly see what we had to strive for, and we have never regretted our decision.

– What goals did Alstom set for itself when making a decision on the alliance

HENRI POUPART-LAFARGE, PRESIDENT OF ALSTOM TRANSPORT, TALKS ABOUT THE ALLIANCE WITH TRANSMASHHOLDING, GOALS, AND OPPORTUNITIES

Henri POuPART-LAFARGE, President of Alstom Transport:

42 years old, graduate of Polytechnic School and State School of Bridges

and Roads, graduate of Massachusetts Institute of

Technology. He has been working for Alstom since 1998. On July 4, 2011 he

took the office of the President of Alstom Transport. Before that he was

acting Vice-President of Alstom and President of Alstom Grid division.

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establishment? Have you achieved them?– It is no secret that Alstom as a multibusiness company that delivers complex solutions, rolling stock, infrastructure, equipment and services is interested in entering new markets, where its products and technologies will be in demand. The Russian market has a great potential for growth and devel-opment. In answer to your question, our first goal was the market, but we also set some other goals: introduction of Alstom’s global industrial and commer-cial platforms by TMH to ensure new product development, production of components and articles for the global market in Russia. Alstom came here as a guest; we intend to meet the demand of the country that welcomed us here and obtain the status of its friend or even relative, as we appreciate long-term partnership and mutually beneficial cooperation. Alstom can give much in return – advanced technologies that have an impeccable reputation and provide benefits for us, our partners and customers; teams of real professionals that manage large-scale projects and introduce advanced management methods, as well as a wide-ranging presence in all parts of the world. One may say that we have achieved more than we planned. Currently, we are implementing a few large projects, such as high-speed trains, passenger and freight locomotives; we have future plans concerning development of local trains, trams, metro cars, locomotives and other products for 1520 rail gauge.

Our partnership with TMH has been developing very successfully for about five years, and new joint projects are implemented without problems.

– Alstom employees learned much about Transmashholding’s opera-tions and the Russian industry after having worked in close contact with the Russian specialists for several years. To what extent did the reality meet your expectations? What are the strongest and weakest points of Transmashholding?– I am convinced that the main advan-tage and strategic asset of TMH are

Persona l i t y

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human resources. We were surprised by the enthusiasm and willingness to change that we observed in our partners and employees of manufactur-ing plants. People are willing to learn, and that is great. Another advantage lies in the fact that the plants were originally designed in such a way that they could become a reliable foundation for our future joint manufacturing “house”.

Weak points have to do rather with the industry in general – obsolete equip-ment and technologies. However, alliances, similar to the one we have, help overcome these difficulties owing to progressive improvement and introduction of new solutions related to equipment, management facilities and methods, and manufacturing proc-esses.

– In your view, what is the most important success that the alliance has achieved in recent years?– You know, I like to assess success through tangible results. In my view, it is our locomotives – we can already see them at the Novocherkassk Plant, where they are produced. The locomotives were designed by an international team of TMH and Alstom specialists, and soon we will see them carrying passen-gers to the Winter Olympic Games.

– What goals will the alliance set forth in the nearest future? What large projects are expected to be implemented, what does Alstom offer?– As for the nearest future, I would like to mention a new low-floor tram with a truck developed by our engineers specifically for the Russian rail gauge. We would like to supply these trams to Moscow and other Russian cities. In case Alstom succeeds, we intend to localize this production. We are also considering local trains, metro cars and other alternatives. We have some ace up our sleeve.

– How promising does cooperation with Transmashholding in a long-term perspective appear to you?– It will be very efficient. Please remem-ber to ask me this question in a couple of years – I am sure, the answer will be the same.

Techno log i e s

�0

espite the extensive nature of this problem, its individual aspects relate primarily to the technical

fitting of railway cars and the possibility to ensure comfortable temperatures in a car in any weather conditions. Lack of adequate climate systems in trains in hot weather conditions can result in adverse effects on passenger health. Stagnant air in cars, which is especially

noticeable at outdoor temperature above 28ºC, may cause various problems, from passengers seeking urgent medical attention to acts of vandalism (window glass breaking, car equipment damage, etc.). It may result in disruption of the train time schedule, necessary repair and, finally, unreason-able financial loss for the rolling stock owner.

Another aspect of this problem relates to the increased demand for travel comfort on the part of consum-ers. Under equal conditions, passen-gers more often choose carriers that provide maximum comfortable condi-tions for both long and short travel. From this point of view, application of systems that provide for maximum comfortable conditions is justified in all respects.

Passenger cars have to be fitted with modern air conditioning systems that meet all requirements to reliability and operational safety in various climate conditions. Currently, these particular systems are being installed in trains manufactured by JSC DMZ; they ensure maintenance of set tempera-ture parameters within the outdoor temperature range from -50 to +400ºC

and optimal air distribution through the passenger compartment.

DMZ has been installing these systems for almost five years. Initially, they were installed by the order placed by Aeroexpress, LLL. It involved ED4MKM-AERO electric trains de-signed for passenger transportation to Moscow airports. When designing ED4MKM-AERO, we followed the requirements of Sanitary Rules SP 2.5.1198-03, which are also included in the Railway Transport Safety Stand-ards.

The rules include the mandatory requirement concerning installation of air conditioning systems in electric trains. From December 2009, JSCo RZD started purchasing trains equipped with air conditioning sys-tems. THE ED4M trains No. 298, 352 and 353 were the first trains of this type.

Starting from July 2011, all trains produced by DMZ are equipped with various air conditioning systems (including ED9M(E) trains). Electric train versions were designed with due account for the fact that they should be unitized with the trains equipped with HVAC systems without significant

D

One of the main trends in railway service is improvement of passenger rolling stock performance. CREATING COMFORTABLE CONDITIONS FOR PASSENEGERS IS VERY IMPORTANT ALONG WITH EQUIPMENT RELIABILITY, TRAIN TRAFFIC TIMING AND SPEED.

Introduction of Air Conditioning Systems in Electric Train Compartments

Andrey SAVCHuK, Head of Suburban Transport Department

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changes in the train standard body structure and internal car equipment. It makes it possible to have various series in production, and supply cheaper trains equipped only with ventilation and heating systems depending on customer preferences.

The system consists of a ventilation and heating unit (including a high-voltage air heater), a set of conduits and valves ensuring outside and recirculation air intake and flow changeover depending on the mode (winter/summer), a set of air conduits for air delivery to the passenger compartment, a set of fire-prevention valves, a conditioning unit and system control units. An installation diagram for two mutually spaced units placed on car ends was accepted in connec-tion with the requirement to unification. Ventilation and heating system units are installed in the area over the vestibule, and air conditioning units are installed over them. The units are connected either by coolant supply pipes in case of a split system, or an air conduit supplying cooled air. The design depends on train series (ED4 or ED9) and a system supplier.

From the customer standpoint, the fact that the company has several

suppliers of cooling equipment allows both delivery of various options of air conditioning system configuration and improved reliability of fulfillment of contractual obligations by the manu-facturer.

Currently, FMZ has three suppliers of climate control systems. OSTROV and TRANSKON supply systems with spaced HVAC units, which are unified in terms of connection and connecting and mounting dimensions, for ED4 electric trains. StigrVagrem supplies air conditioning systems designed as a split system, which were installed on the first production ED4 trains equipped with a climate control system and are currently being installed on ED9 alternate current trains.

Supply diversification is an important operating principle of our holding. The main requirement is equipment unification in terms of connecting dimensions and electric connections with car circuits. This approach ensures competition between the suppliers and encourages them to improve quality and maintain a com-petitive product price.

When designing and installing our systems, special attention is given to

their reliability because climate control system failure in a car may result in very serious problems. One of such incidents occurred in ICE trains in Germany in 2010: several trains had to be halted due to climate control systems failure, and passengers were urgently evacuated: moreover, a lot of passengers sought medical assist-ance.

In order to avoid such situations, a number of construction solutions are used in electric trains produced by DMZ; they allow almost complete prevention of both system failure and adverse effects in case of mechanical damage.

The system is equipped with a backup safety loop including two independently controlled assemblies. It decreases the possibility of com-plete system failure and ensures additional durability. Secondly, as compared to ED4MKM-AERO trains, electric trains of serial production have windows with vent lights, which ensures additional ventilation of the passenger compartments in case of emergency. Thirdly, in case of failure in air conditioning unit operation, the emergency ventilation system opera-tion is still possible.

AIR FLOW DISTRIBUTION PATTERN IN COMPARTMENT OF HEAD CARIN COOLING AND HEATING MODES

Supply air in Cooling and Ventilation modeSupply air in Heating modeRecirculation air

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Fig.1.A. Configuration of the monoblock unit(air flow distribution in cooling mode)

Fig.1.B. Configuration of the monoblock unit(air flow distribution in heating mode)

Techno log i e s

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ITEM NO. PARAMETER DESCRIPTION PARAMETER VALUE

1 Nominal cooling power, minimum, kW 36

2 Nominal heating power, minimum, kW 48

3 Supply air flow rate at the output of air conditioning system, minimum, m3/h 5000

4 Outdoor air flow rate, minimum, m3/h 3480

5 Total consumed power of equipment, kW, maximum

in cooling mode 20

in ventilation mode 4–5

in heating mode 50

6 Weight of system equipment set, maximum, kg 1500

MAIN SYSTEM CHARACTERISTICS:

Temperature sensor № 2 (А5) (851410600)

Bypass valve № 2 (right) (А11) (851511101)

УКВ-18 (№ 2) (А7)(851510100)

Car end (Top 2)

БУК-36 (А1) (851510200)

Recirculation valve № 1 (А14) (851511200)

Bypass valve № 1 (left) (А10) (851511102)

Cable3–4 (851520500.00.34.00)

Intermediate terminal bar 2 (851510500.00.10.00)

Recirculation valve № 1 (А12) (851511200)

Bypass valve № 1 (left) (А8) (851511102)

(А6) (№ 1) УКВ-18 (851510100)

Car front (Top 1)

Cable 1–2 (851510500.00.12.00)

Intermediate terminal bar 2 (851510500.00.12.00)

Bypass valve № 2 (right) (А9) (851511101)

AIR CONDITIONING DEVELOPMENT PROSPECTS1. In the near-term it is planned to implement an air

decontamination system, which has already been tested and is installed on passenger cars produced by TVZ, and to introduce an air humidity control system.

2. Use of air conditioning systems for vestibule cooling. Currently, an exhaust ventilation system is installed in vestibules.

3. When implementing projects for production of new local electric trains for 160 km/h, a unified monoblock unit of a ventilation and air conditioning system is set to

be implemented, which should have a positive effect on the final cost of this product and the train.

4. When introducing a concept of city design, the system will be additionally equipped with air heat shields in the context of no-vestibule design.

5. The main criteria characterizing development of these systems are weight and dimension parameters and energy efficiency achieved due to some aspects, including better car heat-insulation parameters (reduced heat transfer coefficient), as well as reduction of maintenance costs due to self-cleaning filters and other structural solutions.

АОВ-24-ЭДА (№ 2) (А3)

Recirculation valve № 2(А5) (851511200)

Recirculation valve № 2 (А13) (851511200)

(А2) (№ 1) АОВ-24-ЭДМ (851410100)

Temperature sensor № 1 (А4) (851410600)

T imes

onstruction of the plant on the Lugan river bank started after a ceremonial prayer service. People

were rejoicing, as they knew that a new plant meant new employment opportuni-ties and hope for a better life. The construction proceeded quickly: a year later a power plant was launched, and two years later an open-hearth plant, iron foundry, boiler shop, pipe shop, and, finally, the main locomotive and machine workshop became operational. Almost all equipment installed in the workshops was used, being brought from the German plant in Hemnitze, where it had been employed for several years and had grown outdated against many parameters. In 1900, Mr. Hartmann was

informed that the construc-tion was finished and the plant could produce locomotives. In the morning of July 29, the first Lugansk-teplovoz locomotive of the OD type designed by

Lopushinsky came out of the plant gates inaugurating a new stage of the Lugansk history. The provincial town was destined to become a capital of locomotive building in the Russian Empire.

Four years after the production start, the Lugansky plant took the leading position in the country, having produced 196 locomotives and 245 locomotives in the revolutionary year of 1905!

In 1906, production volumes of the plant equaled those of the largest locomotive building plants of that time –

the Putilovsky Plant and the Bryansk Plant. It started with production of OD-type locomotives designed by Lopushinsky and then switched to production of Shch-type locomotives designed by Rayevsky and the famous OV-type locomotives (OV and a number of later modifications) designed by Schukin.

In due time, this particular locomotive became the main type in the locomotive fleet of the Russian railways. Within the period from 1890 to 1915, more than 9 thousand locomotives of this series were produced at 12 locomotive building plants: about one thousand of them were produced by Lugansk manufacturers.

The most advanced S-type locomo-tives for those times with power of 1200 h.p. were developed there. In addition, an initial design project for the most powerful 0-5-0 locomotive (1250 h.p.) (E-type) of the time was developed at Hartmann’s plant. It had been ordered by the Vladikavkaz railway, and produc-tion of those locomotives started. By 1917 the design office of the plant was the main documentation developer for all versions of the 0-5-0 locomotive and performed major work related to its improvement. Other plants that started manufacturing of the E-type locomo-tives (Kharkov, Kolomna, Bryansk and Nevsky plants) used Luganskteplovoz drawings. Nevertheless, Hartmann’s

plant manufactured the largest number of locomotives of that type from 1912 to 1924.

They operated almost on all main tracks of the Russian Empire – from Vladikavkaz and Azerbaijan to Siberia and the Far East.

From 1915, extensive production of the E-type locomotives for private and state railways started at Hartmann’s plant. WWI required new and powerful locomotives. The government order for the Shch-type locomotives for the second half of 1915 was replaced with the order for the E-type locomotives. The plant was at peak production of locomotives of that type to satisfy the frontline demand and produced 12-15 locomotives every month…

In January 1918, after almost bloodless shifting of the power in Lugansk, the plant was nationalized. In 1922, Hartmann’s plant was named after the October Revolution at the suggestion of its workers. Since then the “OR plant” abbreviation has become traditional for the Lugansk population…

LOCOMOTIVE BUILDING CAPITALLUGANSKTEPLOVOZ – ONE OF THE OLDEST PRODUCTION PLANTS IN THE UKRAINE. Its history dates back to 1896, when Gustav Hartmann from Germany and Ivan Goldshtand from Russia founded the Russian Association of Hartmann’s Machine Works in Lugansk.

С

Plant workers near OV-type locomotive

Gustav Hartmann

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3,000

• Transmashholding is № 1 IN CIS COUNTRIES in terms of the volume of rolling stock production and sales

• Transmashholding is among WORLD’S TOP TEN LEADING MANUFACTURERS of railway equipment

• Transmashholding is THE ONLY RUSSIAN COMPANY to have experience in creation and manufacture of the machinery, designed specially for operation in arctic conditions

• Transmashholding machinery is operated IN ALL CLIMATIC REGIONS OF THE EARTH

• mainline and industrial electric locomotives;

• mainline and shunting diesel locomotives;• freight and passenger cars; • electric train and subway cars;• railbuses and diesel trains;• car casting;

• diesel locomotive engines and marine diesels;

• diesel generators and turbine compressors;

• transport components;• spare parts;• repair and service maintenance

PRODUCTS AND SERVICES OF THE HOLDING:

OVER THE LAST FIVE YEARS, THE COMPANY HAS PRODUCED:

locomotives

Over

4,000passenger cars

Over

3,000electric train cars

Over

230railbus cars

Over

1,500subway cars

Over

2,700diesels

Over

POSTAL ADDRESS: Russia, 127055, Moscow,

Butyrsky Val, 26, bld. 1 TELEPHONE: +7 (495) 744-70-93; FAX: +7 (495) 744-70-94; E-MAiL: info@tmholding.ru

www.tmholding.ru