Ukraine

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Passenger trains

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Much of Ukrainian railways still in 2017 looks like if it were a Soviet Russian railroad, with the exeption of some extremely modern new trains. The Ukrainian state railways, Ukrzaliznytsia, has a total track length of over 21 600 km and serving 1447 stations, making it the 14th largest railroad system of the world. It is also the world's 6th largest passenger transporter. Yet very little of Ukrainian railroads is known in the western world.

This brand new train has nothing to do with the old socialist times. This is a class DPKr 2 brand new train of the manufacturer KVSZ. This is a prototype diesel multiple unit first shown in 2014, intended for commuter or regional services. This three car train has 269 seats and a top speed of 140 km/h. There is also a two car version. This is the prototype train no. 001. These are now offered not only to Ukrainian railways, but also to other states in far east and ex-Soviet Union. This picture is an absolute rarity. Picture at Pidzamche by Lviv by Juha Mannila in May 2017.

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This is the other one of the most modern trains of Ukraine, the HRCS2. These trains are built by Huyndai Rotem. They are referred to in Ukraine as Intercity and Intercity+. They were ordered by Ukrainian Railways in preparation for the football championship UEFA Euro 2012 to transport passengers between cities that would host sporting events. There was such a hurry that there was no possibility to test the trains during the very cold Ukrainian winters and in December 2012 the trains broke down on a daily basis. Finally Hyundai Rotem had to apologise to the Ukrainian president and Hyundai set up a permanent task force until 2018 to service the trains and fix the problems. Now the manufacturer guarantees continuous operation of the trains.
Hyundai Rotem calls these ICR trains. There are 9 coaches per train set. They are used on the Kiev – Dnipropetrovsk – Zaporizhia, Kiev – Kharkiv and Kiev – Lviv – Truskavets services. Top speed is 176 km/h and they can operate both on the old fashioned 3kV DC as well as the more modern 25 kV AC tracks.
Picture at Pidzamche by Lviv by Juha Mannila in May 2017. Here again the lucky photographer has managed to picture the train no. 001.

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This regional train of the class ER9M is a product of the that time Soviet Latvia, built by RVR, Rīgas Vagonbūves Rūpnīca in Riga, Latvia since 1976. It is a further modification of a 1960s design with some better features such as soft instead of wooden chairs for the passengers. It is built for the 25kV AC electric system. Picture from the Dvoretskaya train stop near Rivne in May 2017 by Juha Mannila.

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A class DR9T regional electric multiple unit. Also these units are products of RVR in Riga, Latvia. This is a further developed train based on the Baltic railways ER2, but created for 25 kV AC services. The ER9T model was produced since 1988 till the end of ER9 manufacturing by the plant in Riga. This modification has modernized bogies, traction engines and rheostatic brakes.
In western Europe "low floor" is such a "must" nowadays, but apparently in Ukraine it is still not much of an issue as long as the trains otherwise are OK. Picture at the Pidzamche by Lviv in May 2017 by Juha Mannila.

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This is something that since 2010 would not be in service in the Baltic area any more. It is an old Soviet Union style diesel multiple unit of the type D1. It is a product of the Hungarian company Ganz-MAVAG and it was built 1960s through 1980s. In most of the still operating trains the original diesel engines have now been swapped to Swedish Volvo Penta ship engines, but in those cases the modernised units are designated as D1M. This one is still one of the original ones without any modernisation. Picture from the Dvoretskaya train stop near Rivne in May 2017 by Juha Mannila.

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Another class D1 unit at the station of Rivne. Picture in May 2017 by Juha Mannila.

Children's railroad "Partisanska" in Rivne

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During socialist times not only the Soviet Union, but also many of the other socialist countries were full of so called pioneer camps and pioneer railroads. The pioneer railroads were typically short narrow gauge railroads, where children of various ages would operate the trains. The original reasoning was that it was these countries preparation for war: While all the adults would be on the front fighting, the youngsters would have the necessary skills to operate trains. Now after the socialist times are long gone, the word pioneer railways is typically not anymore used, but many of these small training railroads still operate and are called children's railroads. And the children love to operate trains.

This picture is from the children's railroad "Partisanska" in Rivne. The locomotive is a class TU2 750 mm narrow gauge diesel engine from the early 1960s. The TU2's were very common machines throughout the former Soviet Union's narrow gauge railroads and some of them are still in use. For more pictures of TU2 locomotives, see for example the section Latvia -> Aluksne-Gulbene narrow gauge railway in this same picture archive.
Picture in Rivne in May 2017 by Juha Mannila.

Station of Rivne

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A typical large Ukrainian station, the station of Rivne. Picture in Rivne in May 2017 by Juha Mannila.

Ukrainian cargo trains and locomotives

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The class ChME3 heavy shunter locomotives are a common sight throughout the former Soviet Union. This one is in particularly good condition. They were built by the company ČKD (Českomoravská Kolben-Daněk) in Czechoslovakia. The design is a modified copy of a pre-WW II US design. They were built during a long period, 1963-1984 in a stunning 8200 copies. The machine weighs 126 tons and it has a maximum speed of 95 km/h. Picture in Rivne in May 2017 by Juha Mannila.

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Another class ChME3 shunter just passing the train stop of Pidzamche by Lviv. Picture in May 2017 by Juha Mannila.

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A class 2M62 double diesel locomotive. The model M62 was a product of the locomotive works of Luhansk, eastern Ukraine, of the early 1960s. It was intended as an export model to those socialist block countries with western loading gauge trains. Technically it was based on the 1950s design TE10. They were exported to many countries from Eastern Germany in the west to China and North Korea in the east. The name M62 (model 62) actually comes from the Hungarian railways naming system. In addition to the normal M62's, also double locomotive versions 2M62 (two units with just one driver's cab each) and 3M62 (three units, with the middle one without cabs) were produced. The M62s have been notorious for their thirst of diesel fuel and they have always been very smokey. But this individual seems to smoke more than an average steam engine. Picture in Rivne in May 2017 by Juha Mannila.

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A class 2M62U double locomotive passing the train stop Dvoretskaya by Lviv. The version U is a bit more modern than the basic 2M62. The U versions were built 1989-1990. Picture at Dvoretskaya in May 2017 by Juha Mannila.

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A class VL80T double electric locomotive. (VL stands for Vladimir Lenin.) The type was designed by the "All-Russian scientific research and design-engineering institute of electric locomotive construction ВЭлНИИ" and was in production in different variants 1961-1999, a stunning 33 years. They were built by the Novocherkassk Electric Locomotive Plant NEVZ. It operates under 25 kV AC and has a power rating of 6400 kW and a top speed of 110 km/h. The model is in use in Russia, Kazahstan, Ukraine, Belarus and Uzbekistan and has been in use both for cargo and passenger traffic. Picture at Pidzamche by Lviv in May 2017 by Juha Mannila.

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Another class VL80T double electric locomotive with a heavy crude oil train passing the train stop of Dvoretskaya close to Rivne. Picture in May 2017 by Juha Mannila.

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A VL80 subtype K locomotive pulling a heavy cargo train passing the train stop Dvoretskaya by Lviv. This type VL80K is older than the subtype T pictured above. The VL80T (ru: ВЛ80T) introduced a markedly different electrical system, as well as an improved lateral support system which improved the locomotive's stability. Originally, the series used spring suspension similar to that found in the older VL80K, but all models built since 1971 have cradle suspension. Picture of a VL80K at Dvoretskaya in May 2017 by Juha Mannila.
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