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EP20
EP20-001 (delivered in 2011)
Type and origin
Power typeElectric
DesignerTRTrans (Transmashholding / Alstom / VELNII)
BuilderNovocherkassk Electric Locomotive Plant
Total produced80 (December 2021)
Specifications
Configuration:
​
 • UICBo'Bo'Bo'
Gauge1,520 mm (4 ft 11+27⁄32 in) Russian gauge
Wheel diameter1,280 to 1,200 mm (50.4 to 47.2 in) (new/worn)
Minimum curve125 m (410 ft)
Length22.532 m (73 ft 11.1 in)
Width3.100 m (10 ft 2.0 in)
Height5.100 m (16 ft 8.8 in) (pantograph down)
Loco weight135 t (133 long tons; 149 short tons)
Electric system/s25 kV 50 Hz AC / 3 kV DC
Current pickupPantograph
Traction motorsBogie suspended six pole 1.2 MW (1,600 hp) asynchronous[1] DTA-1200A[citation needed]
TransmissionSix IGBT traction converters[2]
Bogie mounted traction motors, via gear to hollow shaft drive, with flexible couplings[3]
Train heating1200 kW [citation needed]
Loco brakeRheostatic 4500 kW (DC)/ 3200 kW (AC), regenerative 6000 kW, electropneumatic wheel disc
Performance figures
Maximum speed200 km/h (124 mph)
Power outputhourly : 7,200 kW (9,655 hp)[1]
continuous : 6,600 kW (8,900 hp)[1]
Tractive effort350 kN (0-74 km/h) 115 kN at 200 km/h
Career
Official nameОЛИМП (Olympus)[4]
Source: (Parkhomenko, Beregovaya & Pernička 2012, p. 85), except where noted

The EP20 (ЭП20) is a type of 6 axle Bo'Bo'Bo' electric passenger locomotive being built for Russian Railways by Transmashholding's Novocherkassk Electric Locomotive Plant. The locomotive was designed by TRTrans, a joint venture between Transmashholding and Alstom.

An order for 200 locomotives was placed in 2010, and the first production unit formally presented in 2012.

Design

[edit]

The EP20 was developed by an Alstom/Transmashholdingjoint venture TRTrans, established in Novocherkassk, by French, Belgian, and Russia based engineers.[5][6][7]

One specification for the design was the ability to haul 24 coaches at 160 km/h or 17 coaches at 200 km/h on straight level track.[1]

The EP20 has a modular design. The locomotive body consisted of an underframe and sidewalls, with removable roof segments, and separately manufactured cab units.[8] The driving cab modules were sourced from PKPP MDC (Ukraine);[9] the cab design included a progressive deformation steel cage for impact absorption, and incorporated heating and air-conditioning. Access was via side doors in the main bodyshell, accessed via cab unit rear doors.[10] PKPP MDC also supplied washrooms (2 per unit), incorporating a retention toilet system supplied by EVAC.[11]

The locomotive body had a central corridor connecting the end cabs, with equipment located on either side.[12] The electrical system included four pantographs (2 for DC, 2 for AC). For AC drive a body mounted 9.3 MW transformer outputs 6 separate traction outputs at 1650 V, and a separate heating winding. The 1650V output is rectified to 3000 V DC; under 3 kV operation the input is connected directly through an intermediate diode four quadrant chopper. DC smoothing is via 8.550 MW rated inductances located under the locomotive.[2] The DC link supplies six IGBT three phase inverters (grouped in three sets of two, one set per bogie), each driving a traction motor. The system allows individual axle control including anti-slip, as well as electrical dynamic braking.[13]

The traction motors are three phase asynchronous machines (DTA-1200 model, developed by NEVZ).[14] They are suspended in the bogies and decoupled from the non-rotational motions of the driving wheels.[note 1] The connection between motor and reduction gear is via a diaphragm coupling, and the gearbox output drives a hollow shaft connected to the axle via a flexible coupling.[16]

The bogie suspension system consisted of coil primary suspension, and flexicoil secondary suspension with anti-hunting and anti-rocking dampers. Tractive forces from bogie to locomotive were transferred via traction rods connected to a low lying connection at the bogie pivot centre. Mechanical braking was by wheel mounted disc brakes.[17] Electric braking is either up to 4.5MW rheostatic braking via roof mounted resistors, or up to 7.2MW regenerative braking.[18]

The locomotives are designed to operate in winter conditions down to −50 °C (−58 °F), and incorporates underframe snowplows.[19]

The locomotive design was proposed as the base for a number of design variants: a single unit dual voltage freight variant E20, and dual unit dual voltage freight variant 2ES20, as well as single voltage DC and AC machines. Additional variants with a design derived from the EP20 are freight and passenger 4 axle Bo'Bo' based machines.[1][20]

History

[edit]

By 2007 Russian Railways had identified a need for 230 units of a series of new electric locomotive, designated EP20; at that time Transmashholding was seeking a foreign partner to form a joint venture for the production of the locomotives.[21] In late 2007 TMH entered into a joint venture with Alstom; the cooperation between the two companies was later extended, leading to Alstom taking a 25% stake in TMH in 2009.[22]

In May 2010, RZD placed an order for 200 EP20 locomotives, to be supplied in the period 2011 to 2020.[23] The first locomotive was presented at Expo 1520 in Moscow in September 2011.[24]

In February 2013, Transmashholding and Russian Railways signed a 40-year contract for maintenance of the EP20.[25]

Production

[edit]

The first of the production series of the EP20 was official handed over in late 2012, at a ceremony attended by Dmitry Medvedev, and high officials of Alstom, Transmashholding, RZD and V. Golubev, Governor of the Rostov region.[6] The delivery rate to Russian Railways is expected to be of the order of 3 per month. The locomotives were expected to be used on for the 2014 Winter Olympics on Moscow-Sochi trains.[26]

The first 36 units had much of the electrical equipment (some auxiliary units, circuit breakers, transformer, and electronic control for the traction system) supplied by Alstom from, and integrated into new standardized locomotive platform developed by Transmashholding, the remainder also will be supplied by TMH, and the locomotives assembled at TMH's Novocherkassk plant.[5] The initial batch of locomotives had pantographs from Faiveley, transformer and DC inductors from ABB, disc brakes from Knorr Bremse, and mechanical drive (gear, hollow shaft) from Henschel Antriebstechnik.[27]

A joint venture between Alstom and TMH, "RailComp" will establish a production site at Novocherkassk to supply traction drives for the remaining 164 units of the order.[5]

In 2013 Voith was awarded a contract to supply the mechanical part of the traction drives (SEH-525 single stage helical gear to hollow shaft drive) for 164 units (804 drives).[28]

Testing

[edit]

EP20-001 began testing at VELNII's test track at Novocherkassk in April 2011 and later at the Shcherbinka test track. In April 2012 certification testing began on the Belorechenskaya to Maykop line (see North Caucasus Railway). A second prototype EP20-002 began testing in October 2011.[29] Test runs at 200 to 220 km/h (120 to 140 mph) took place on the October Railway in mid-late 2012.[30]

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

EP20

View on Grokipedia
from Grokipedia
The EP20 (ЭП20) is a six-axle, dual-voltage electric locomotive designed for high-speed operations on the (RZD) network, capable of running on both 25 kV 50 Hz AC and 3 kV DC systems with a maximum speed of 200 km/h. It features a Bo'Bo'Bo' across three bogies, an asynchronous traction drive for energy efficiency, and , enabling it to haul up to 24 coaches at 160 km/h or 17 vehicles at its top speed while providing 1,200 kW of train heating. Produced at the (NEVZ) by (TMH), the EP20 represents Russia's first domestically built dual-system locomotive, incorporating modular components for easier maintenance and a one-hour of 7,200 kW. Development of the EP20 began as a collaboration between TMH and , formalized through a May 2010 contract for 200 units to modernize RZD's passenger fleet for routes like – and –. Although the contract was for 200 units, only 80 were produced by the end of 2021, with production ceasing due to following Russia's invasion of . The prototype rolled out in , with the first series-production unit delivered in November 2012 following testing at the TRTrans engineering center established by the partners in December . A total of 80 EP20 locomotives entered service by the end of 2021, forming the complete fleet as of 2025, primarily operating long-distance routes in , , and , with service intervals of 25,000 km and overhauls every 150,000 km. The fleet collectively covered 100 million kilometers by May 2020, averaging 852 km per day per unit in 2019, and played a key role in transporting passengers during the in . Key design elements include an ergonomic, crashworthy driver's cab with LED lighting and heated mirrors, four pantographs (two per voltage system), and a central walkway distributing electrical equipment for balanced weight at 129 tonnes. The locomotive's helical coil and flexicoil bogie suspensions support high-speed stability, while its starting tractive effort reaches 450 kN under AC, allowing efficient acceleration for heavy trains up to 1,800 km in a single trip. Originally incorporating Alstom technologies for traction converters and control systems, production shifted toward import substitution for critical components amid geopolitical changes, with Alstom divesting its Russian stake in 2023–2024. As of 2024, TMH continues to support the EP20 fleet under life-cycle contracts, with plans to revive compatible high-speed passenger coaches.

Design

Electrical and Propulsion Systems

The EP20 features a dual-voltage design, enabling seamless operation on both 25 kV 50 Hz AC and 3 kV DC electrification systems, with dedicated pantographs for each mode to facilitate transitions across Russia's mixed-voltage network. This capability is supported by an integrated power supply system that automatically adjusts to the incoming voltage, minimizing downtime during system changes. At the heart of the propulsion system are six asynchronous AC traction motors, each rated at 1.2 MW and mounted on the bogies via a hollow-shaft drive with flexible couplings for efficient transmission. These motors are powered by a main rated at 9,300 kW, which steps down the overhead line voltage and provides six separate traction windings to distribute power evenly across the motors, ensuring high efficiency and reliability under varying loads. The control systems employ IGBT-based voltage inverters, one per , utilizing technology to precisely regulate motor speed and for smooth from standstill to high speeds. Each inverter incorporates a four-quadrant input converter and a dedicated , allowing for bidirectional power flow that supports both motoring and modes while optimizing energy use. Braking integration combines regenerative and rheostatic mechanisms for comprehensive deceleration control, with serving as the primary mode and capable of up to the locomotive's continuous rating of 6,000 kW by converting back into electrical power and feeding it to the overhead contact line, thereby reducing overall . When regenerative capacity is insufficient—such as during low-line voltage or full contact wire loading—the system shifts to rheostatic braking at up to 4,500 kW, dissipating excess energy as heat in onboard resistors to maintain safe stopping performance. This hybrid approach enhances , particularly on long descents or in urban sections with frequent stops.

Structural and Safety Features

The EP20 locomotive employs a , featuring three two-axle s to distribute weight evenly and enhance stability during high-speed operations up to 200 km/h. Each incorporates helical coil primary suspensions for guidance, flexicoil secondary suspensions for vertical damping, and hydraulic dampers to mitigate oscillations and ensure smooth tracking on curved and straight sections. This design per contributes to the locomotive's ability to maintain precise control and reduce wear at elevated speeds. The 's body adopts a modular , allowing for efficient assembly and through standardized components and sub-assemblies shared across Transmashholding's locomotive family. The twin-cabbed includes a steel-framed safety cage enclosing the driver's compartment, providing structural integrity against impacts. Aerodynamic profiling of the body, including streamlined cab ends, minimizes air resistance to support efficient high-speed performance while reducing . Crashworthy elements integrated into the body design enable absorption of up to 4 MJ of collision energy, aligning with ' passive safety requirements derived from international standards such as EN 15227. Safety is further enhanced by the integration of a computerized cab system with driving aids, including vigilance monitoring to prevent operator fatigue-related incidents. Additional protective features include rotary shields on side windows and LED lighting for improved visibility in adverse conditions. The design incorporates preheating systems for critical components, enabling reliable operation in severe winter environments down to -50 °C. Electrically heated rear-view mirrors and an electrically powered main vacuum facilitate quick startups in cold weather, while the overall supports functionality across Russia's diverse climate without reliance on systems prone to freezing.

History

Development and Collaboration

The development of the EP20 electric passenger locomotive originated from ' (RZD) strategic need to modernize its fleet, particularly to replace the aging EP10 series with a high-speed, dual-voltage model capable of supporting increased passenger traffic for the in . Conceptual work began in 2008 following the formation of a between (TMH) and , aimed at leveraging combined expertise to address RZD's requirements for reliable, efficient locomotives on electrified lines operating at 3 kV DC and 25 kV AC. The project involved close collaboration among key partners: TMH, Russia's leading manufacturer, provided overall project leadership and local production capabilities; contributed advanced French electrical and traction technologies, including asynchronous derived from its Prima platform; and the All-Russian Institute of Electric Locomotive (VELNII), a TMH affiliate, supported and . In June 2010, TMH and established a 50/50 , Tekhnologii Relsovogo Transporta (TRTrans), to manage the EP20's and development at the site, enabling rapid integration of modular architecture for future upgrades and maintenance flexibility. The phase progressed swiftly, with specifications finalized by mid- to incorporate asynchronous for improved and a modular structure allowing easy component replacement. Key milestones included RZD awarding the tender to TMH-Alstom in May for an initial order, followed by the presentation of the first full-scale mock-up at InnoTrans in , showcasing the locomotive's aerodynamic and dual-voltage capabilities tailored for inter-city services.

Production

In May 2010, Russian Railways (RZD) placed an order with Transmashholding (TMH) and Alstom for 200 EP20 dual-system electric passenger locomotives, valued at approximately €1 billion. This contract aimed to modernize RZD's fleet for high-speed inter-city services, with deliveries scheduled to commence in 2012. In February 2013, TMH and RZD signed a 40-year lifecycle maintenance agreement covering the entire fleet, ensuring long-term support including repairs, spare parts, and upgrades. The EP20 locomotives are manufactured exclusively at the Novocherkassk Electric Locomotive Plant (NEVZ), a TMH subsidiary located in southern Russia. The first prototype was assembled at NEVZ on December 27, 2010, incorporating initial designs from the TMH-Alstom joint venture. Series production began in 2012 following the prototype's completion, with the first production unit delivered to RZD in November of that year. The initial batch of 36 locomotives utilized key Alstom-sourced components, such as transformers and inverters, to meet early performance requirements while establishing the production line. As production progressed, NEVZ shifted toward greater localization, sourcing components from over 20 domestic suppliers across Russian regions. By 2015, the localization rate had reached approximately 59%, reducing reliance on foreign imports for critical systems like traction converters and control electronics. The modular assembly process at NEVZ, designed for efficiency, enabled an annual output of around 9-10 units, supporting steady fulfillment of the contract. By December 2021, a total of 80 EP20 locomotives had been produced and delivered to RZD. Production continued into the early 2020s but was fully ceased by 2023 due to sanctions limiting access to components, with the final units completing the initial order phase amid a focus on successor models.

Testing and Certification

The prototype testing of the EP20 locomotive commenced in April 2011 at the test track, where the first unit underwent static load tests and voltage switching to verify structural integrity and electrical system compatibility under both 3 kV DC and 25 kV AC conditions. First dynamic runs on lines followed in July 2011, marking the initial evaluation of the locomotive's traction and control systems in operational environments. The comprehensive trial program, spanning 2011 to 2012, included evaluations of acceleration performance, braking efficiency, and high-speed stability reaching up to 200 km/h on the Moscow-St. Petersburg line to assess comfort and track interaction, with a 5,000 km test run for the second prototype. Certification was granted by the Russian Federal Railway Transport Agency (Rostransnadzor) in April 2012, confirming compliance with national safety, interoperability, and environmental standards following the trial outcomes. The locomotive is designed to operate in extreme sub-zero temperatures down to -50°C, with winterised components for Siberian conditions.

Technical Specifications

Powertrain and Performance

The EP20 electric locomotive delivers a one-hour power rating of 7,200 kW and a continuous rating of 6,000 kW, enabling robust performance for passenger services across dual-voltage networks. This output is achieved at the traction motors, which consist of six asynchronous units rated at 1,200 kW each, mounted on three bogies. The locomotive supports maximum operating speeds of 200 km/h for high-speed variants hauling up to 17 coaches and 160 km/h for standard variants with up to 24 coaches on level track. Starting stands at 450 kN under 3 kV DC electrification and 350 kN under 25 kV 50 Hz AC, with maximum continuous of 325 kN (DC) and 250 kN (AC). Primary braking relies on regenerative systems capable of recovering , supplemented by rheostatic braking up to 4,500 kW when regeneration is unavailable. The overall traction design emphasizes , contributing to reduced consumption compared to prior models in Russian service.

Dimensions and Capacities

The electric locomotive is designed with dimensions that ensure compatibility with the Russian , facilitating efficient operation in mixed traffic environments. Its overall length over the coupler axes measures 22.550 m, providing a balanced profile for high-speed passenger service. The body width is 3.100 m, and the height from the rail level to the lowered is 5.100 m, allowing clearance under standard overhead lines and structures. The locomotive's service weight is 129 tonnes, distributed across its six powered axles to achieve an of 21.5 tonnes, which optimizes while minimizing track wear. This weight configuration supports reliable performance on the 1,520 mm Russian broad gauge without exceeding infrastructure limits. In terms of load-handling capacities, the EP20 can haul up to 24 coaches at speeds of 160 km/h or 17 coaches at 200 km/h on straight and level track, demonstrating its suitability for long-distance passenger trains. These capabilities are achieved through its modular , which briefly references body materials for enhanced efficiency, though primary focus remains on static load metrics.
ParameterValue
Length over buffers22.550 m
Width3.100 m
Height (pantograph down)5.100 m
Service weight129 tonnes
Axle load (max)21.5 tonnes
Gauge1,520 mm

Operations

Entry into Service

The EP20 electric locomotives entered in December 2012, with the first unit successfully hauling the Nevsky Express from St. Petersburg to on December 14, reaching speeds of up to 195 km/h. This marked the initial commercial operation following the handover of the first series-produced locomotive to (RZD) on November 30, 2012, at the . Designed specifically for high-speed passenger services, the EP20's dual-voltage capability (3 kV DC and 25 kV AC) allowed seamless operations across electrified networks without locomotive changes, addressing key needs for long-distance routes. In preparation for the 2014 Winter Olympics in Sochi, the locomotives were initially deployed on the Moscow-Sochi (Adler) route, with deliveries ramping up to three units per month through 2013 to support enhanced passenger services. Assigned to RZD's passenger directorate, the EP20 began replacing older models like the EP10 on major electrified lines, enabling faster and more efficient inter-city travel. By early 2014, 36 units were in operation, providing up to six daily services on the Moscow-Sochi line, reducing journey times and accommodating increased demand during the Olympic period. Early operations highlighted the EP20's high reliability, with its asynchronous traction drive and ensuring performance in extreme temperatures ranging from -50°C to +40°C, and round-the-clock diagnostics supporting minimal downtime. While initial feedback praised the locomotive's ability to maintain speeds of up to 200 km/h, some adjustments were required for optimal transition efficiency, though overall availability remained strong in the debut year.

Deployment and Fleet Status

As of December 2021, the EP20 fleet operated by (RZD) comprised 80 units in active service, with production halted after this number out of the original 200 ordered due to geopolitical changes and Alstom's divestment of its Russian stake in 2023–2024; no units have been exported to other operators. These locomotives are managed by RZD for passenger operations, including long-distance domestic routes and cross-border services into and . The EP20 units are primarily deployed on major high-density corridors, including the –St. Petersburg line, the –Adler route serving southern destinations, and key segments of the , as well as international routes to and Brest in and Vainikkala in . Each locomotive averages 850–1,000 km of daily mileage, supporting efficient long-haul passenger traffic on these electrified networks. By May , the collective fleet mileage had reached 100 million km, with continued intensive utilization since then. Maintenance for the EP20 fleet is governed by a life-cycle contract with the (NEVZ), which includes routine service intervals every 25,000 km and major overhauls at 150,000 km to ensure sustained performance. No major accidents involving the EP20 have been reported. Post-2020 efforts to localize key components have reduced reliance on foreign supplier , enabling continued operations amid supply challenges. RZD continues to monitor the fleet for potential integration into emerging high-speed expansions, prioritizing reliability and efficiency on existing routes.

References

  1. https://www.alstom.com/press-releases-news/2012/11/transmashholding-and-alstom-deliver-the-first-series-production-ep20-passenger-locomotive-to-the-russian-railways
  2. https://www.railwaygazette.com/business/ep20-launches-a-new-locomotive-family/35685.article
  3. https://www.railwaypro.com/wp/the-ep20-locomotives-reach-100-million-kilometers/
  4. http://www.rusrailmodel.ru/art/promgal/?id=1083
  5. https://all-andorra.com/ep20-olymp/
  6. https://www.alstom.com/press-releases-news/2014/2/ep20-locomotives-are-transporting-sportsmen-and-their-fans-to-the-winter-olympics
  7. https://www.trains.com/pro/mechanical/passenger-cars/alstom-sells-russian-stake-and-seeks-cash-injection/
  8. https://rollingstockworld.com/passenger-cars/tmh-to-revive-production-of-passenger-coaches-for-speeds-of-200-km-h/
  9. https://www.loco-info.com/view.aspx?id=9387&t=
  10. http://transportproblems.polsl.pl/pl/Archiwum/2017/zeszyt1/2017t12z1_05.pdf
  11. https://www.alstom.com/press-releases-news/2011/9/Alstom-and-Transmashholding-present-the-EP20-locomotive
  12. https://www.alstom.com/press-releases-news/2010/6/press-releases-xn-6
  13. https://www.railwaygazette.com/business/alstom-completes-purchase-of-25-stake-in-transmashholding/35974.article
  14. https://rollingstockworld.com/production/tmh-20-years-of-growing-to-the-global-rolling-stock-market-leader/
  15. https://www.railwaygazette.com/news/alstom-tmh-signs-1bn-ep20-locomotive-contract/35035.article
  16. https://www.railwaypro.com/wp/innotrans-2010-alstom-plans-to-take-over-new-product-markets/
  17. https://www.railwaygazette.com/news/world-rolling-stock-market-april-2013/37906.article
  18. https://swedsoft.se/wp-content/uploads/sites/5/2015/04/Rail-Metro-and-Tram-Networks-in-Russia-2012.pdf
  19. http://expo1520.ru/2015/expo_daily.pdf
  20. https://ria.ru/20230724/elektrovozy-1885859910.html
  21. https://www.alstom.com/press-releases-news/2012/4/the-second-ep20-electric-locomotive-to-set-off-on-a-5000-km-run
  22. http://ar2012.rzd.ru/en/performance-overview/innovation-and-technological-development/locomotives/
  23. https://sdo.pgups.ru/mod/page/view.php?id=458914
  24. https://tmholding.ru/upload/pdf-products/%D0%AD%D0%BB%D0%B5%D0%BA%D1%82%D1%80%D0%BE%D0%B2%D0%BE%D0%B7%20%D0%AD%D0%9F20.pdf
  25. https://www.alstom.com/press-releases-news/2012/12/ep20-locomotive-made-its-first-run
  26. https://www.railwaygazette.com/handover-marks-start-of-ep20-series-production/37547.article
  27. https://railway-news.com/ep20-electric-locomotive-won-rzd-competition/
  28. https://en.cfts.org.ua/news/alstom_remains_russian_based_transmashholding_shareholder
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