Mastering and development of industrial production of rolling stock in Ukraine (1991-2022)

The design of the motor car of the DEL-02 diesel train was determined by the futuristic cab of the driver, designed by the RDE “Rost” presented in figure 4. The main component of a diesel train was 3 cars (2 motor, 1 trailer). The control scheme provided the possibility of operating 2 articulated diesel trains from one control post. The number of seats was 336, including 100 in the motor car, and 136 - in the trailer car. The hourly power o f the main diesel engines was 2x748 hp. Design speed - 130 km/h. The transmission of the diesel train was electric of alternating current, which consists of a traction synchronous generator, a rectifier-inverter frequency converter, and 2 asynchronous traction electric motors of the AD-906 type. Traction motors were powered by autonomous voltage inverters. The microprocessor control unit ensured the optimal operation of the power transmission in various driving modes. The connection of the microprocessor unit with the control panel, the diesel engine, and the main transmission elements was digital. The diesel engine of the train was V-shaped twelve-cylinder four-stroke with gas turbine inflation and liquid cooling. The power of each of the 2 diesel engines was 550 kW (Basov, 2004, p. 134).

In December 2002, after acceptance tests, the DEL-01 diesel train began running tests at the Rodakove depot. On December 18, at a joint meeting with representatives of Ukrzaliznytsia, a decision was made to build a new DEL-02 diesel train, and on July 29, 2003, its ceremonial presentation took place (Buyanov, 2005, p. 249). In October 2004, HC “Luhanskteplovoz” built an experimental motor car EPL2T with trolleys designed for a speed of up to 160 km/h. There were plans for equipping future electric trains with these trolleys and converting all existing electric trains (Basov, 2005, p. 146; Tsygankov-Serebryakov, 2006, p. 310, 312, 317, 324). Further production of rolling stock was accompanied by an increase in the share of equipment of Ukrainian enterprises, hence the high degree of localization of production.

HC “Luhanskteplovoz” also carried out work on the creation and mastery of the production of motor and non-motor rolling stock bogies with radial wheels, a design speed of 160-200 km/h and an axial load of 19 tons (Kirpa, 2004, p. 35).

In December 2004, motor-car rolling stock produced by HC “Luhanskteplovoz” was awarded the State Prize of Ukraine in the field of science and technology “For the creation, mastery ofproduction and introduction of domestic motor-car rolling stock of social purpose for suburban passenger transportation ” (Stohniy, 2009, p. 200).

Figure 4 Diesel train DEL-02 with managers of HC “Luhanskteplovoz” (DEL-02, 2002)

In 2006, the EPL2T-017 electric train was first equipped with a new plastic streamlined cabin, and in 2008, the first EPL9T-015 electric train was also equipped with a streamlined cabin. In 2008, the production facilities of HC “Luhanskteplovoz” allowed to ensure the production of up to 140 cars of suburban trains per month. In 2008, the plant team produced 56 cars of direct and alternating current suburban electric trains. Together with the Donetsk Railway, the team of HC «Luhanskteplovoz» carried out a large amount of work on the proofing of the design of the crew and running parts of electric trains, which was foreseen by the decision of the interdepartmental commission. An improved trolley of its own design was developed, tested, and put into production. According to the results of 11 months of work in 2008, the volume of production amounted to 1 000 000 000 UAH which became a record economic indicator for 17 years. The increase in production rates was almost 200% (Spektor, February 5, 2009). However, soon the global economic crisis of 2008 significantly complicated the Company's situation. In particular, the construction of the EPL2T-036 electric train was interrupted already in November 2008 (all 8 cars were built entirely of metal, with the exception of the trolleys) and at the time of publication of the article, for 14 years, the unfinished electric train has been standing in one of the non-working workshops.

In 2009, the financial plan of “Ukrzaliznytsia” provided for the purchase of 4 electric trains from HC “Luhanskteplovoz”. At that time, work on restructuring and optimization of the number of employees was carried out on the basis of the order of Ukrzaliznytsia (Osobova, April 28, 2009). At the beginning of November 2009, the results of the auction for the privatization of the Luhansk plant were canceled by the decision of the commercial court of the Luhansk region. However, already on June 15, 2010, CJSC “Transmashholding” repurchased the controlling stake of HC “Luhanskteplovoz” for 51 000 000 USD (Pavlyuk, June 22, 2010).

Perspective developments of high-speed rolling stock.

In October 2008, the Ministry of Transport of Ukraine approved the “Comprehensive program for the renewal of railway rolling stock of Ukraine for 20082020”. The program determined that in order to organize high-speed traffic by 2020, it is necessary to replenish the railway fleet of Ukraine with interregional electric trains at a speed of 160 km/h with 40 units, two-system electric trains with a tilting body at a speed of 200-220 km/h - 17 units. Planning the creation of high-speed electric trains, the management of HC “Luhanskteplovoz” held negotiations with the Siemens company. The main technical issues were resolved, and preliminary volumes of deliveries and prices for equipment sets were agreed upon. In addition, in August 2007, protocols were signed between HC “Luhanskteplovoz” and Ukrzaliznytsia for the creation, manufacture and purchase of 58 direct current electric trains with an asynchronous drive with a design speed of 160 km/h EPL5T and 85 modernized electric trains of interregional direct and alternating current connections EPL2TM and EPL9TM (Spektor, February 1, 2011).

On the eve of the 2012 European Football Championship, the Cabinet of Ministers of Ukraine decided on the purchase of high-speed rolling stock. HC “Luhanskteplovoz” proposed to create new models of high-speed interregional electric trains with a speed of over 200 km/h. 3 The deputy technical director of HC “Luhanskteplovoz” N. Naysh noted that the production of electric trains at a speed of 160-200 km/h at the enterprise was possible if the experience of one of the international foreign companies was involved in the creation of a joint venture with the gradual localization of production in Ukraine (Spektor, February 1, 2011). However, during the visit to South Korea, an agreement was signed on the purchase by Ukrzaliznytsia of 10 Hyundai Rotem HRCS2 interregional electric trains and 4 diesel trains in the amount of more than 1 billion USD (Spektor & Masyuchenko, August 4, 2009).

Despite this, the specialists of HC “Luhanskteplovoz” continued to search for technical solutions that would allow the introduction of high-speed passenger transportation with minimal costs. The project of the EPL20T interregional electric train with a maximum operating speed of 140 km/h was developed. Calculations showed that with a race length of more than 18 km, the technical speed of such a train will be at least 120 km/h. In addition, at the current stage of track reconstruction under the current restrictions, it would not be possible to fully utilize the high-speed qualities of trains designed for a maximum speed of 160 km/h. The first samples of the EPL20T electric train could be released within a year after the conclusion of the supply contract. With an eight-car design, the electric train had a capacity of about 580 passengers, and its cost did not exceed UAH 95 million. (less than 9 000 000 euros). For a price comparison, the cost of the Hyundai Rotem HRCS2 electric train is 30 000 000 euros with a capacity of 580 passengers (Spektor, February 1, 2011). In the spring of 2010, Ukrzaliznytsia had plans to order the construction of two-system high-speed interregional trains with an asynchronous traction drive at the facilities of HC “Luhanskteplovoz”. According to preliminary data, it was supposed to be an allwheel drive train without locomotive traction with improved dynamics and the highest level of comfort (Transport, March 30, 2010). In 2011, HC “Luhanskteplovoz” took part in a tender for the supply of 2 EPL20T interregional electric trains with a speed of 140 km/h (Yurova & Spektor, May 31, 2011). Due to the lack of funding from Ukrzaliznytsia, all work in this direction was canceled.

At the same time, before the 2012 European Football Championship, the team of PJSC “Kriukiv Railway Car Building Works” developed its own project of a highspeed two-system electric train with an estimated speed of 200-220 km/h. For comparison: as early as 1991, a rental company was created at the facilities of the Kremenchuk production association of wagon-building, and already on December 22, 1993, its property was privatized by a newly created joint-stock company (Kudiyarova, 2019, p. 21; The Cabinet of Ministers of Ukraine (December 17, 1994).

Order ¹ 1120-r “On granting permission for the privatization of the property of the leased enterprise “Kriukiv Railway Car Building Works ”). On October 11, 1994, by a resolution of the CMU, JSC “Kriukiv Railway Car Building Works ” (hereinafter - KRCBW) was designated as the main developer of design documentation and a manufacturer of new competitive passenger cars of innovative design for Ukrzaliznytsia (The Cabinet of Ministers of Ukraine (October 11, 1994) Resolution ¹ 703 “On the organization of the production of passenger cars”). In the early 2000s,

JSC “KRCBW” gained practical experience in the creation of subway cars, innovative freight cars, as well as locomotive-hauled passenger cars with a speed of 160 km/h (Kirpa, 2004, p. 178; Kudiyarova, 2019, p. 58). Until then, the Company had managed to stabilize its financial position due to the expansion of the product range, update the fixed assets with the most modern equipment, preserve the design and technological potential, having mastered the industrial production of n ew types of rail rolling stock (Danylyshyn, 2007, p. 187).

Figure 5 Electric train EKr1-001 “Tarpan”, 2012 (Kudiyarova, 2019)

Since 2012, PJSC “KRCBW” on its own initiative and with its own funds has started designing a new family of suburban, regional and interregional railcar trains of a new generation, in particular diesel trains, electric trains of various current systems with bodies of a similar design. The total amount of own investments in the project of creating a two-system high-speed interregional electric train with asynchronous traction electric motors amounted to more than 400 000 000 UAH (50 000 000 USD), and already at the beginning of 2012, the first 2 samples of the experimental electric train EKr1 (Kryukiv electric train, 1st type), which was named “Tarpan” presented in figure 5, were built and tested at PJSC “KRCBW” (Kudiyarova, 2019, pp. 290-291).

Electric train EKr1 consisted of 7 trailer and 2 main motor cars. Passenger capacity - 612 people. The design speed was 200 km/h. Brake - electric, electropneumatic, pneumatic (Kudiyarova, 2019, p. 290-291). The cars of the electric train were equipped with cradleless trolleys with a central pneumatic suspension of modifications 68-7072 (main car) and 69-7049 (intermediate car). The electrical equipment of these cars had a backup power supply system in case of failure of the main static converter. For the first time in Ukraine, the main cars of an electric train were also equipped with an energy absorption system in frontal collisions up to 2 MJ. The price of the ECr1 electric train was 20 850 000 USD). However, the company was unable to fully certify its train in time before the start of the championship, and only on January 31, 2013, the interdepartmental commission put it into operation with a maximum speed of 160 km/h (Kudiyarova, 2019, p. 337).

The creation of the DPKr2 diesel train began as a result of the victory of PJSC “KRCBW” in the tender announced by Kazakhstan Railways. During the development, the designers also took into account the regulatory technical requirements in force in Ukraine. In the summer of 2014, a prototype of the DPKr2001 diesel train presented in figure 6, was assembled and was named “Obriy” The DPKr2 diesel train was intended for the transportation of passengers in suburban and interregional traffic on non-electrified sections of railways, equipped with both high and low platforms. The design speed of the DPKr2 diesel train was 154 km/h. The mask of the main car contained a “crash system”, which, in the event of a head-on collision, absorbed the main impact. The carriages are equipped with lifting equipment and places for people with disabilities. The undercarriage of each car was equipped with 2 two-axle bogies with pneumatic springs manufactured by PJSC “KRCBW”, 1 drive (model 68-7085), and one non-drive (model 68-7090). The trolleys were equipped with an electronic system of sensors: an anti-lock device, monitoring the heating of the axle assemblies, as well as speed. For more effective coupling of the train with the rails on the carts, a sand supply system was installed in the area of contact between the wheel and the rail. Each car was equipped with a power unit located in the undercarriage space. A diesel engine with a capacity of 390 kW drives a hydraulic transmission of the hydrodynamic type, which drives the wheel pairs, as well as an electric generator of its own needs of three-phase alternating current with a voltage of 380 V and a capacity of 70 kVA, which serves to power all the equipment of the car. The total number of seats in a three-car train was 283 ordinary and 6 folding, and the maximum capacity of the train including standing places was 637 people. A feature of this diesel train is the possibility of its operation at temperatures fro m -50 to - 50 degrees (Kudiyarova, 2019, p. 315-317).

Figure 6 Diesel train DPKr2-001 on the Lviv Railway (Kudiyarova, 2019)

In 2014, PJSC “KRCBW” also developed technical tasks for suburban electric trains of AC EKr3 (Kryukiv electric train, 3rd type) and direct current EKr4 (Kryukiv electric train, 4th type). Localization of rolling stock production of PJSC “KRCBW” amounted to 70%, which made it possible to create more than 5,000 new jobs PJSK “Kriukiv Railway Car Building Works” (February 1, 2019). KRCBW is ready to participate in the reform of suburban railway communication as a partner). In 2014, as a result of Russia's aggression and its declaration of the organization “Luhansk People's Republic”, Ukraine completely lost the HC “Luhanskteplovoz” Consequently, competition among domestic manufacturers of railway rolling stock has ceased since 2015. The only manufacturer of this type of product remained PJSC «KRCBW». In the spring of 2017, JSC “Ukrzaliznytsia” announced another tender for the supply of 6 three-car regional diesel trains for the amount of 1,062,000,000 UAH (over 41,000,000 USD), in which PJSC “KRCBW”, the Polish company Pesa and LLC “Kharkiv Wagon Building Plant” participated. However, soon JSC “Ukrzaliznytsia” canceled the bidding, rejecting all submitted applications due to the inconsistency of the tender documentation (Center for Transport Strategies (November 17, 2017).

JSC “Ukrzaliznytsia” again announced a tender for the purchase of 6 regional diesel trains).

In the end, following the results of the victory in the next tender, PJSC `KRCBW' developed and manufactured a regional diesel train DPKr3 (Kryukiv Diesel Train, 3rd type) presented in figure 7, with a capacity of 170 seats and a maximum speed of 140 km/h. Its concept was based on the design of the cars of the DPKr2 diesel train, taking into account the experience of its operation, the manufacturer made a number of changes that were the most acceptable for the rolling stock operating in the suburban service of JSC “Ukrzaliznytsia”. The diesel train consisted of 3 cars - intermediate non-motor 63-7084A, main motor 63-7083A and main motor 63-7083A-01, equipped for transporting passengers in wheelchairs. The motor cars are equipped with power plants with a capacity of 588 kW, which in total will not be inferior in power to 3 units installed in each of the DPKr2 cars. A modular diesel-hydraulic power plant Voith RailPack 600 DH produced by the company “Voith” (Germany) is installed on the main motor cars in the underbody space. The intermediate, non-motor car was powered by 2 power plant generators located on the main cars. One of the main cars had 58 second-class seats, the other main car had 51 second-class seats, this car had an enlarged sanitary module for passengers with disabilities, and there was room for wheelchairs. In the intermediate carriage, 61 first-class seats and a sanitary module were provided. The cost of one DPKr3 diesel train was 176 970 000 UAH (about 6 300 000 USD) (PJSK “Kriukiv Railway Car Building Works” (August 20, 2019.) KRCBW presents the DPKr-3 regional diesel train).

Despite the successful construction as part of the tender of the first four sampl es of the DPKr3 diesel train and the possibility of production of electric trains by PJSC “KRCBW”, JSC “Ukrzaliznytsia” persistently attempts to hold a tender with the involvement of the Swiss company Stadler Rail AG or the supply of 80 electric trains with localization of production in Ukraine in the amount of 31 462 000,000 UAH (over 1 153 300 000 USD) (International exhibition Rail Expo (2022). Ukrzaliznytsia cancels the tender for the purchase of electric trains). However, with the start of military operations on the territory of Ukraine on February 24, 2022, the prospects for this cooperation remain uncertain.

Figure 7 Diesel train DPKr3-001, 2019 (PJSK “Kriukiv Railway Car Building Works” (August 20, 2019.) KRCBW presents the DPKr-3 regional diesel train)

Conclusions

So, analyzing the dynamics of the development process of the industrial production of rolling stock, its following stages can be distinguished. The first stage was associated with the establishment of a production monopoly of HC “Luhanskteplovoz” (1991-2008). For a long time OJSC “Voroshilovgradteplovoz”, having a powerful research and production potential, carried out the development and created unique projects of railway equipment, which were exported to many countries of the world. In the early 1990s, in the absence of convertible currency in the country for the import of rolling stock, the Association had the opportunity to carry out conversion and diversification of production against the background of a gradual decrease in demand for main-line diesel locomotives and an aggravation of the economic crisis. In the conditions of falling demand for diesel locomotives, HC “Luhanskteplovoz” was forced to work in a research and experimental mode, when serial production - the main source of profit was practically stopped, and the pace of development of new equipment did not allow to compensate objective costs. According to the technical director of HC “Luhanskteplovoz” G. Basov (Basov, Naysh, Mishchenko, Gundar, & Lozovoy, 2002) the company acted in fact as a research and production association, which carried out the entire cycle of product creation from design to implementation into serial production without the presence of specialized research institutes, design bureaus and a minimal scientific department in the field of production of motor-carriage rolling stock of social recognition (Basov, 2000, p. 18). In addition, the parasitic approaches of the state monopoly were manifested during economic activity. The calculation made for the development of the production of new equipment exclusively on the budgetary basis of financing turned out to be wrong in the new conditions. The company's management failed to refocus on resources that could be provided by customers and consumers of products. The preparation of new types of equipment urgently needed own funds, which were not enough for such a scale of investments (Tsygankov-Serebryakov, 2006, p. 266).

In order to implement a number of state programs in the period from 1996 to 2003, HC “Luhanskteplovoz” mastered the industrial production of rolling stock and created: a unified passenger trailer car for suburban transportation, DPL1 locomotive traction diesel train, DPL2 locomotive traction diesel train, DEL-01 and DEL-02 asynchronous traction diesel trains, EPL2T direct current and EPL9T alternating current electric trains. Designers of HC “Luhanskteplovoz” also started the development of promising high-speed electric trains of interregional connection EPL5T and EPL20T. However, in view of the protracted process of the corporatization of the enterprise, the low level of the company's management culture during the period of market transformation of the Ukrainian economy, as well as the uncertainty of further orders and the solvency of Ukrzaliznytsia HC “Luhanskteplovoz” was forced to curtail the diversification process and focus on the production of locomotives and their components under the contracts of the Russian Federation.

In parallel with this, the development of own projects of new generation rolling stock was carried out by the designers of PJSC “Kriukiv Railway Car Building Works” with the diversification of its production and the related second stage of development of MU in Ukraine. Unlike HC “Luhanskteplovoz”, having a more effective management model due to its own investments, PJSC “KRCBW” presented successful prototypes of the high-speed interregional electric train EKr1 “Tarpan”, DPKr2 and DPKr3, which technologically and cost-wise surpassed the products of HC “Luhanskteplovoz” and are now successfully operated on the tracks of JSC “Ukrzaliznytsia”. Today, PJSC “KRCBW”, having its own powerful design and technological basis and production facilities, has actually occupied a monopoly position as a supplier of rolling stock for JSC “Ukrzaliznytsia” among domestic manufacturers of railway equipment. The third stage of the development of MU in Ukraine is connected with persistent attempts of JSC “Ukrzaliznytsia” to advance the monopoly of PJSC “KRCBW” by localizing the production of one of the European manufacturers on the territory of our country.

The principal conclusion we reached during the research is that the main reason for the financial problems of HC “Luhanskteplovoz” was the lack of clear business processes in subsidiary units and excessive management costs for long-term maintenance of non-core social infrastructure, which is generally unthinkable in a market economy and healthy economic competition. This management model was not only a mistake of the company, but in general, it was a consequence of the social state policy of those years. If the Eastern European countries during the reforms of the 1990s resorted to strict restrictions on social spending, then Ukraine, like most of the CIS countries, continued to live with populismas, as a result, having received an uncompetitive industry of the state sector of the economy. On the other hand, the success of the diversification of PJSC “KRCBW”, which, moreover, was connected with the development of highly knowledge-intensive products practically from scratch, is due to rapid corporatization and more effective management of the company, which together made it possible to attract large investments and carry out the large-scale renewal of production assets and increase energy saving of production as a whole. Our next studies will be dedicated to proving this hypothesis.

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