E5K

Not to be confused with EP20.

E5K
E5K-001 electric locomotive in 2007
Type and origin Power type Electric Builder Transmashholding Build date E5K: 2007–2009 2ES5K: from 2004 3ES5K: from 2007 4ES5K: from 2014 2ES5S: 2018 3ES5S: from 2018 2EL5: 2005–2011 Total produced 2,579 E5K: 32 2ES5K: 789 3ES5K: 1648 4ES5K: 85 2ES5S: 5 3ES5S: 2 2EL5: 18
Specifications Configuration: ​  • UIC Bo'Bo' Gauge 1,520 mm (4 ft 11+27⁄32 in) Wheel diameter 1,250–1,160 mm (4 ft 1 in – 3 ft 10 in) Minimum curve 125 m (410 ft 1 in) Wheelbase E5K: 13,200 mm (43 ft 4 in) ES5K: 11,400 mm (37 ft 5 in) ​  • Bogie 2,900 mm (9 ft 6 in) Length E5K: 19,302 mm (63 ft 3.9 in) 2ES5K: 35,004 mm (114 ft 10.1 in) 3ES5K: 52,506 mm (172 ft 3.2 in) 4ES5K: 70,008 mm (229 ft 8.2 in) Width 3,200 mm (10 ft 6 in) (frame) 3,140 mm (10 ft 4 in) (on side walls) 3,500–3,565 mm (11 ft 5.8 in – 11 ft 8.4 in) (mirrors) Height 5,050 mm (16 ft 7 in) Axle load E5K: 245.2 kN (55,100 lbf), 25 tonnes (25 long tons; 28 short tons) 2/3ES5K: 235.4 kN (52,900 lbf), 24 tonnes (24 long tons; 26 short tons) 4ES5K: 235.8 kN (53,000 lbf), 24.5 tonnes (24.1 long tons; 27.0 short tons) Service weight E5K: 100 tonnes (98 long tons; 110 short tons) 2ES5K with slip MOP: 2 by 96 tonnes (2.0 by 94.5 long tons; 2.2 by 105.8 short tons) with rolling MOP: 2 by 98 tonnes (2.0 by 96.5 long tons; 2.2 by 108.0 short tons) with rolling MOP and axial adjustment: 2 by 100 tonnes (2.0 by 98.4 long tons; 2.2 by 110.2 short tons) 3ES5K with slip MOP: 2 by 96 tonnes (2.0 by 94.5 long tons; 2.2 by 105.8 short tons) with rolling MOP: 2 by 98 tonnes (2.0 by 96.5 long tons; 2.2 by 108.0 short tons) with rolling MOP and axial adjustment: 2 by 100 tonnes (2.0 by 98.4 long tons; 2.2 by 110.2 short tons) 4ES5K: 2 by 98 tonnes (2.0 by 96.5 long tons; 2.2 by 108.0 short tons) Electric system/s 25 kV 50 Hz AC Current pickup Pantograph Traction motors "Ermak": NB-514B or NB-514E "Ataman": asynchronous DTA-1100 Gear ratio 88:21=4,19 Loco brake Regenerative Safety systems KLUB, TSKBM, SAUT-CM/485 Couplers SA-3 coupler
Performance figures Maximum speed 110 km/h (68 mph) Power output: ​  • 1 hour 3,280 kW (4,400 hp)  • Continuous 3,060 kW (4,100 hp) Tractive effort 339 kN (76,000 lbf), 75 kN (17,000 lbf) at maximum speed Brakeforce 225 kN (51,000 lbf) at 50 km/h (31 mph) 150 kN (34,000 lbf) at 80 km/h (50 mph) 125 kN (28,000 lbf) at 90 km/h (56 mph)
Career Operators Russian Railways Ukrainian Railways Uzbekistan Railways Official name Ермак (Ermak), Атаман (Ataman) Locale Russia Far Eastern Railway East Siberian Railway Transbaikal Railway Krasnoyarsk Railway October Railway Gorky Railway Privolzhskaya Railway North Caucasus Railway South Urals Railway Ukraine Odesa Railways

The E5K and ES5K (Russian: Э5К, ЭС5Кcode: rus promoted to code: ru , named "Ermak", Russian: Ермакcode: rus promoted to code: ru ) are a family of Russian mainline freight AC electric locomotives with a voltage of 25 kV, featuring four-axle units equipped with collector traction motors. Different versions: E5K, 2ES5K, 3ES5K, 4ES5K — are distinguished by the number of units according to the prefix (2, 3, 4 — number of units, E — electric locomotive, S — sectional, 5 — model number (5th series), K — collector traction electric motors). These locomotives are the next evolutionary step in the development of the VL80 family of freight electric locomotives and are positioned as their main replacement.

The electric locomotives were developed by the All-Union Scientific and Research, Planning and Design Technological Institute on Electric Locomotives (VElNII) in Novocherkassk and have been produced since 2004 at the Novocherkassk Electric Locomotive Plant, which is part of the Transmashholding group. They are the most widely produced family of Russian electric locomotives currently in service. One of the variants: the 2ES5K and the 2EL5 locomotives — were produced at the Luhansk Locomotive Plant. As of December 2022, a total of 2,561 ES5K locomotives of various modifications had been produced, and including 18 units of the 2EL5 modification made at the Luhansk plant, the total comes to 2,579. The vast majority of them are operated in Russia, mainly in Siberia and the Far East, with a few 2ES5K locomotives and all 2EL5 units also operating in Ukraine. Additionally, a new line, the ES5S "Ataman" (Russian: Атаманcode: rus promoted to code: ru ) featuring asynchronous traction motors instead of collector motors, was developed based on the ES5K family, resulting in 4 units of the 2ES5S and 2 units of the 3ES5S locomotives being built.

History

Origins

In the early 2000s, Russia faced the need to replace its fleet of freight electric locomotives. The main manufacturer of electric locomotives in the USSR and Russia for a long time was the Novocherkassk Electric Locomotive Plant (NEVZ), which until 1994 built 12-axle VL85 series electric locomotives and 8-axle VL80^S series locomotives, developed back in the Soviet era. However, starting from 1995, the production of freight locomotives was stopped due to the need to begin manufacturing domestic passenger electric locomotives in Russia, because the basis of passenger electric locomotives consisted of the ChS locomotives from the Czech Republic, and simultaneous production of freight and passenger locomotives was impossible due to the economic crisis.

By the early 2000s, the plant had mastered the production of EP1 AC passenger locomotives with a microprocessor control system, and it was tasked with organizing mass production of eight-axle freight locomotives to replace the VL10/VL11 DC electric locomotives and the VL80 AC electric locomotives. Restarting production of these series was out of the question since they were outdated and did not meet the modern requirements for comfort, energy efficiency, and safety. Considering the urgent need to replace the locomotive fleet in the eastern regions of Russia along the Trans-Siberian Railway, where AC locomotives of the VL60 and VL80 series operating at 25 kV were run under tough conditions and many were heavily worn out, the first thing decided was to create a two-unit AC freight locomotive to quickly modernize the railway’s fleet with modern locomotives. At the same time, unlike the VL11 and VL80, it was decided to standardize the mechanical parts of the new DC and AC locomotives as much as possible.

EP1-300 electric locomotive (left) and 2ES5K-001 (right) on the NEVZ area

The design of the electric locomotive took over a year under the guidance of VElNII. Considering the need to quickly develop a new series for mass production, the mechanical part of the future locomotives was based on the mechanical part of the VL80 locomotives, which was slightly modified. A new driver's cab was developed for the new locomotive, featuring a streamlined front and a modern control panel with a microprocessor control system based on the one used in the EP1 series locomotives. The electrical equipment for the new locomotives was largely standardized with that used on the VL85, but it was more energy-efficient. Designing the electric locomotive took more than a year, and at the beginning of 2004 the plant began building a prototype.

For the new family of AC electric locomotives with four-axle sections, according to the new system for assigning series names, the designation ES5K was chosen, which meant "sectional electric locomotive of the 5th series with commutator motors". Series number 5 was chosen due to series numbers 2 and 3 were reserved for prospective six-axle DC and AC electric locomotives EP2/EP3 for passenger service and E2/E3 for freight service, while E4/E5 were allocated for four-axle electric locomotives. The locomotive also received a prefix to the main series designation indicating the number of sections, so the two-section version was named 2ES5K. Since the locomotives were produced in the capital of the Don Cossacks and were primarily planned to be delivered to Siberia, the series was named "Ermak" after the famous Cossack ataman who conquered Siberia, by analogy with the series name "Donchak" for similar DC electric locomotives 2ES4K.

Issue

The first two 2ES5K electric locomotives were built at the end of 2004 and 2005, and then mass production started in 2006. In 2006, two booster sections were also created to form three-unit electric locomotives, which began serial production in 2007, the same year a single-unit double cab locomotive E5K was also created. In 2014, booster sections with compartments began to be produced to form four-unit locomotives. As of December 2025, a total of 32 E5K locomotives, 789 2ES5K locomotives, 1,648 3ES5K locomotives, 85 4ES5K locomotives, and 18 2EL5 locomotives have been produced, that is 32 double cab E5K locomotives, 5,044 single cab leading sections of ES5K, 36 single cab leading sections of EL5, 1,818 intermediate sections of ES5K, 85 of which are equipped with compartments instead of toilets. Additionally, 5 2ES5S locomotives and 2 3ES5S locomotives were produced, which includes 14 single cab leading sections of ES5S and 2 intermediate sections of ES5S.

Locomotive production figures by year

Build date	Locomotive model	Number of locomotives	Number of units			Locomotive fleet numbers
			Double cab	Single cab	Intermediate
2004	2ES5K	1	–	2	–	001
2005	2ES5K	1	–	2	–	002
	2EL5	1	–	2	–	001
2006	2ES5K	41	–	82	–	003–043
	3ES5K	–	–	–	2	–
	2EL5	1	–	2	–	002
2007	E5K	10	10	–	–	001–010
	2ES5K	20	–	40	–	044, 045, 046–064
	3ES5K	22	–	44	20	001–022
	2EL5	1	–	2	–	003
2008	E5K	14	14	–	–	011–024
	2ES5K	67	–	134	–	065–131
	3ES5K	24	–	48	24	023–046
	2EL5	9	–	18	–	004–012
2009	E5K	8	8	–	–	025–032
	2ES5K	17	–	34	–	132–148
	3ES5K	51	–	102	51	047–097
	2EL5	1	–	2	–	013
2010	2ES5K	11	–	10	–	149–153
	3ES5K	88	–	148	74	098–171
	2EL5	2	–	6	–	014–016
2011	2ES5K	11	–	22	–	154–164
	3ES5K	88	–	176	88	172–259
	2EL5	2	–	4	–	017, 018
2012	3ES5K	107	–	214	107	260–356, 701–710
2013	2ES5K	41	–	82	–	165–205
	3ES5K	128	–	256	128	357–484
2014	2ES5K	17	–	34	–	206–222
	3ES5K	155	–	310	155	485–594, 605–650
	4ES5K	3	–	6	6	001–003
2015	3ES5K	113	–	226	113	595–604, 651–700, 711–743
2016	2ES5K	22	–	–	–	223–244
	3ES5K	70	–	140	70	744–813
2017	2ES5K	49	–	98	–	245–293
	3ES5K	45	–	90	45	814–858
	4ES5K	5	–	10	10	004–008
2018	2ES5K	121	–	242	–	294–414
	3ES5K	46	–	92	46	859–904
	4ES5K	10	–	20	20	009–018
	2ES5S	1	–	2	–	001
	3ES5S	1	–	2	1	001
2019	2ES5K	84	–	168	–	415–498
	3ES5K	96	–	192	96	905–1000
	4ES5K	4	–	8	8	019–022
2020	2ES5K	15	–	30	–	499–513
	3ES5K	137	–	274	137	1001–1137
	4ES5K	15	–	30	30	023–037
2021	2ES5K	11	–	22	–	514–524
	3ES5K	144	–	288	144	1138–1281
	4ES5K	5	–	10	10	038–042
2022	2ES5K	28	–	56	–	525–554
	3ES5K	130	–	260	130	1282–1411
	4ES5K	6	–	12	12	042–048
	3ES5S	1	–	2	1	002
2023	2ES5K	35	–	70	–	555–590
	3ES5K	113	–	226	113	1412–1524
	4ES5K	19	–	38	38	049–067
	2ES5S	4	–	8	–	002–005
2024	2ES5K	108	–	216	–	591–698
	3ES5K	69	–	136	69	1525–1593
	4ES5K	15	–	30	30	068–082
2025	2ES5K	92	–	184	–	699–790
	3ES5K	55	–	110	55	1594–1643, 1647–1651
	4ES5K	3	–	6	6	083–085
Total	E5K	32	32	–	–	001–032
	2ES5K	789	–	1578	–	001–044, 045, 046–780
	3ES5K	1648	–	3296	1648	001–1643, 1647–1651
	4ES5K	85	–	170	170	001–085
	2EL5	18	–	36	–	001–018
	2ES5S	5	–	10	–	001–005
	3ES5S	2	–	4	2	001, 002

Modifications

E5K

E5K-16 with a track geometry car

The single unit version of the locomotive, E5K, is designed for freight and light mainline service. The locomotive is also used for running mixed freight and suburban passenger trains on routes where using a separate locomotive series (electric locomotives) isn’t practical, and train speeds are low, while the power of a six-axle passenger electric locomotive would be excessive.

In terms of design, the locomotive is largely similar to the 2ES5K, but it has a second driver's cab with a vestibule instead of an inter-car gangway while keeping the same engine compartment length. Due to this, the locomotive is 1.8 meters longer and 4 tons heavier than a 2ES5K unit. The electric locomotive also has two pantographs compared to the 2ES5K.

The first locomotive of this series was built in 2007, which is later than the 2ES5K. A total of 32 electric locomotives were built. The locomotive became one of the few four-axle NEVZ AC locomotives originally released as a single- unit, double cab locomotive, rather than being upgraded from sections of mass-produced two-unit freight locomotives.

2ES5K

2ES5K-059

The 2ES5K electric locomotive is the basic and historically first model of the "Ermak" family. The "S" in the designation comes from the word "sectional" which indicates the locomotive can operate in a multiple-unit control, while the number 2 refers to the number of units. The locomotive is made up of two identical units, each with a driver's cab on the front end and an inter-car gangway on the rear. The units differ only in that one of them has a small restroom. The locomotive weighs 192 t (423,000 lb) and is 35,004 millimetres (114 ft 10.1 in) long over the couplers.

In terms of its characteristics, the electric locomotive is comparable to the standard two-unit VL80S electric locomotive and is designed for hauling standard freight trains on flat sections and shorter distances on mountainous sections. It can also be used for hauling passenger trains on mountainous routes where a six-axle passenger electric locomotive might not provide enough traction and power. For hauling heavy and extra-heavy trains, two locomotives can be operated together under a multiple-unit control.

The first 2ES5K electric locomotive was built at the end of 2004, the second at the end of 2005, by the end of which assembly of locomotive numbered 003 had started and their mass production was organized. As of February 2022, 529 locomotives had been produced. Over time, locomotive 2ES5K-045 was upgraded with a booster unit to become a 3ES5K locomotive and was redesignated, in which the number 045 ceased to exist as a 2ES5K.

2EL5

Main article: 2EL5

2EL5-010

2EL5 panel with Ukrainian markings and ALS-MU

From 2005 to 2011, the holding company "Luhanskteplovoz" produced 2EL5 series electric locomotives, the design of which is a copy of the 2ES5K electric locomotive produced by NEVZ. A distinctive feature of the 2EL5 locomotive is the modified driver's cab with slanted buffer lights in an elongated trapezoidal shape that are combined into a single headlight block, the placement and shape of the windows on the side walls (rectangular windows are used instead of round ones), and a slightly different control panel. The 2EL5 locomotive was equipped with Ukrainian safety devices — ALS-MU. The 2EL5-001 locomotive was assembled at NEVZ together with specialists from HK "Luhanskteplovoz", while the second unit was assembled at "Luhanskteplovoz" from Russian components and parts under the supervision of NEVZ representatives. Locomotives numbered 003 and 004 were made entirely at the Luhansk plant, except for the bogies. Luhansk-made bogies were installed starting with locomotive numbered 008. A total of 18 locomotives were built.

3ES5K

3ES5K-448

Restroom in the 3ES5K booster unit

The locomotive consists of two leading units and one intermediate booster unit without control cabs but with a gangway. This setup allows the standard 2ES5K locomotive to increase its power by one and a half times, making it suitable for hauling heavy freight trains or operating on routes with significant gradients. The booster unit is technically no different from a regular unit, except in which instead of a control cab, it has a second end wall with an inter-car gangway. This makes working with it more convenient compared to VL80^S and VL80^R locomotives, which operate in three-unit setups with three leading units, allowing the crew to move between all units while running. This way, they can inspect all the equipment and spot any potential issues without having to stop the train. In the intermediate unit, where the cab would normally be in a standard 2ES5K locomotive, there’s a spacious restroom. The booster unit has the same length and weight as a leading unit.

The first two prototype intermediate units were produced by the Novocherkassk plant in 2006 and were temporarily included in the locomotives 2ES5K-001 and 011 for testing. Next in 2007, one of them was permanently included in a new locomotive, 2ES5K-045, which had its class designation changed to 2ES5KB (B for booster unit) and assigned the number 001, making the number 045 to disappear from the 2ES5K series and remain unused. After that, serial production of three-unit locomotives began, and starting with 2ES5KB-002, which included another previously produced booster unit, the locomotives were originally built as three-unit. After the first 13 locomotives were built, the series was redesignated 3ES5K, and all earlier 2ES5KB units were also redesignated 3ES5K. The 3ES5K locomotive series became the most mass-produced in the "Ermak" family, surpassing the 2ES5K series by several times — as of August 2020, 1,074 units had been built.

In 2013, an experimental 3ES5K-434 locomotive was built on order from Russian Railways, which had a number of technical improvements compared to the standard models:

• The weight of each unit was increased from 96 to 98 tons to boost the locomotive's adhesive weight and make traction modes more efficient.
• a more modern microprocessor control system MSUD-015 was installed;
• new rectifier-inverter converters with an axle-by-axle traction control function were applied, allowing the locomotive to start and accelerate or brake more smoothly, and in some cases, to do without adding sand;
• Alongside the series mode, an independent excitation mode of the traction motors appeared, allowing for improved locomotive performance when slipping.

The locomotive was later temporarily tested as a four-unit locomotive together with the booster unit from the new 4ES5K-001 locomotive, which was completed later.

In 2018, the locomotive 3ES5K-879 was released, equipped with improved thyristor converters compared to the standard models.

At the beginning of 2021, the 3ES5K-1147 was built and sent for testing, equipped with new gear — a locomotive friction activation device (LFAD) and a wheelset flange lubrication device (WFLD). These upgrades allow locomotives to travel longer distances between sand refills (LFAD improves the locomotive's traction, effectively eliminating or reducing the need for sand). Using the WFLD helps reduce wear on wheel flanges (increasing the lifespan of locomotive wheelsets) and lowers resistance on curves, while also making it possible to reduce the number of stations needed to refill sand for locomotives.

4ES5K

4ES5K-003 on the VNIIZhT ring in Shcherbinka

The locomotive consists of two leading and two intermediate booster units and is used for hauling very heavy long freight trains on flat terrain or heavy trains in mountainous areas on units with a complex profile, where the power of the 3ES5K is not enough, replacing a system of two two-unit locomotives. Using two booster units instead of two leading units improves the working conditions for the locomotive crew by allowing them to move through all units while the train is in motion and reduces the overall cost of the locomotives due to the absence of unnecessary cabs. By increasing the number of units to four, the locomotive achieved an hourly power of 13,120 kW (with continuous power of 12,240 kW), matching the system of two 2ES5K locomotives. Before the introduction of the six-unit Chinese Shen-24 electric locomotive in 2020, it held the title of the largest and most powerful electric locomotive in the world. Almost at the same time as the 4ES5K in Russia, there was a combination created of the 2ES10 locomotive with an additional (third) 2ES10S unit (the total continuous power of the units — 12,600 kW — exceeds that of the 4ES5K), but this combination is not considered a single unit. In terms of specific power and section power, the 4ES5K also falls far behind many electric locomotives with asynchronous traction drives, only gaining an advantage by having more sections.

A feature of the locomotive compared to the serial 2ES5K and 3ES5K models is the increased weight of each unit up to 98 tons, the use of an advanced microprocessor control system, and rectifier-inverter converters, the same as on the experimental 3ES5K-434 locomotive. Adittionaly, while one of the booster units still has a spacious restroom instead of a cab, the other unit has a compartment with two sleeping bunks for the shift crew or accompanying personnel and features a side window. Starting from number 004, on all units of the 4ES5K locomotives, busbar wiring is used instead of power cable installation, and in the second booster unit with the compartment, the motor-compressor unit and main roof reservoirs are also absent.

Originally, in July 2014, only the booster unit of the ES5K with a cab for locomotive crew rest was built, with increased weight and improved equipment. Just like with the first unit of the 3ES5K, the first experimental unit was initially included in the previously released, smaller locomotive for testing. This was the experimental 3ES5K-434 locomotive built in 2013, which also had similar converters, independent traction motor excitation, and increased unit weight. After the tests, the unit was uncoupled from the locomotive, and two more leading units plus one booster unit with a restroom were added, after which the completed locomotive was designated 4ES5K-001. A total of three locomotives of the series were produced by the end of 2014. In 2017, series production resumed, and by the end of 2018, another 15 locomotives had been built.

2ES5S "Ataman"

2ES5S-001 at the Bryansk Machine-Building Plant

The 2ES5S locomotive was designed based on the 2ES5K and is distinguished by using more powerful asynchronous traction motors instead of traditional collector ones, as well as the corresponding traction converters. Initially, the 2ES5S project was being developed from 2015 based on the 2ES5 "Skif" locomotives, which despite having a similar design to ES5K locomotives, have a fundamentally different body design, developed in collaboration with the French company Alstom. The 2ES5S electric locomotive, in its original version, was a new member of the "Skif" lineup and was supposed to have a similar mechanical design, only differing from 2ES5 in the use of domestic converter and traction electrical equipment instead of the more expensive imported equipment while maintaining all technical specifications.

However, later on, to cut production costs, the project was radically changed, and instead of the more modern "Skif" locomotive, the body of the "Ermak" electric locomotive was used as the basis for the design, with a number of minor modifications, such as a slightly recessed front and no side windows in the machine compartment. The locomotive uses traction motors, a traction converter, a traction transformer, an auxiliary drive, compressor equipment, and control system equipment made in Russia. The cab interior and the control panel countertop of the 2ES5S locomotive are similar to the control panel of the 2ES5K locomotives, but the controls themselves are more similar in design and layout to the 2ES5 locomotive.

At the end of 2017, the Novocherkassk plant built the first locomotive of the series under the (new) design, numbered 001, which stayed at the plant during the first half of 2018 for adjustments. In June the same year, the locomotive left the plant and was sent to a private presentation at the Bryansk Machine-Building Plant.

As of early 2019, the locomotive was undergoing tests on the experimental track of JSC 'VNIIZhT' (EK VNIIZhT, in the Shcherbinka urban district).

In September 2019, at the same time as the three-unit version (3ES5C), the locomotive completed its testing cycle.

Operational tests with freight trains weighing 7,100 t (15,700,000 lb) were carried out on the Artyshta-II — Altayskaya section of the West Siberian Railway. During the tests, they checked the energy-efficient operation mode of the train by switching off some traction motors when the locomotive had excess power and studied algorithms for choosing the optimal mode. The operational tests were completed in early December 2019. In March 2020, certificates of compliance with the technical regulations of the Customs Union were issued for the 2ES5S and 3ES5S locomotives.

In autumn 2020, a vote was held at NEVZ to choose a name for its locomotives with asynchronous drives. A total of 123 NEVZ employees participated in the vote, selecting from 184 suggested options. As a result of the vote, the 2ES5S locomotive and its three-section version, the 3ES5S, received a state certificate for the trademark "Ataman".

3ES5S "Ataman"

3ES5S-001 (prototype) at the VNIIZhT EK

The three-unit version of the 2ES5S locomotive (an additional middle booster unit was added, designed to handle trains with a set mass of 7,100 t (15,700,000 lb) or more). Just like the two-unit version, it carries the trademark “Ataman”. The maximum speed is 120 km/h (75 mph). In May 2019, a prototype of the 3ES5S was sent to the EC of VNIIZhT in Shcherbinka for a test run of about 5,000 km (3,100 mi) and certification trials. During the tests, it was planned to check traction and energy performance, climate control, and electromagnetic compatibility. In June the same year, the test run was completed successfully. The run was conducted at speeds from 0 to 120 km/h (0 to 75 mph) with a load of a train weighing 5,400 t (11,900,000 lb). Two months later in August, new tests began at the high-speed test track of the Belorechenskaya depot on the North Caucasus Railway. The dynamic-strength tests are conducted to determine the loads transmitted to the railway tracks from the locomotive, as well as the allowable speeds when going around curves of different radius.

In September 2019, at the same time as the two-unit version, the 3ES5S completed its testing cycle, and in March 2020, certificates of compliance with the technical regulations of the Customs Union for the 2ES5S and 3ES5S locomotives were issued.

About two months before receiving the certificate, the controlled operation of the 3ES5S was successfully completed. The energy-efficient train operation mode was being tested; in this mode, savings are achieved by turning off some of the traction motors when there is excess power. For the tests, lines with fairly complex profiles were chosen (sections Likaya — Novorossiysk — Likaya and Krymskaya — Grushevaya). Nine trial runs were made to determine the technology for handling freight trains weighing 7,100 t (15,700,000 lb).

General information

The E5K/ES5K "Ermak" family of electric locomotives are designed to haul freight, passenger, and empty trains on Russian gauge railways, electrified with single-phase AC at a nominal voltage of 25 kV and a frequency of 50 Hz. The locomotive is designed to operate at a contact line voltage from 19 to 29 kV and an outside air temperature from −50 to +50 °C (maximum working value), and at altitudes up to 1,200 m (3,900 ft) above sea level. The electrical equipment installed in the locomotive body is designed to operate at temperatures from −50 to +60 °C.

The E5K/ES5K family of electric locomotives is basically the next evolutionary step in the development of the VL80 family of electric locomotives with a 2₀-2₀ (Bo'Bo') axle formula per section and is positioned as their main replacement. The ES5K is similar to the VL80 in design, size, and equipment layout, but it differs with more modern electrical equipment, much of it inherited from the VL85 locomotives, a new streamlined front end, a modern driver’s cab, and a microprocessor control system. Also while all VL80 locomotives were produced only as single cab unit, some of which were later modernized into booster units or double cab single unit locomotives, the ES5K was originally produced at the factory as both single E5K locomotives and booster unit.

The ES5K locomotives have a design counterpart for 3 kV DC lines — the ES4K '"Donchak" locomotive, which is standardized in terms of mechanical parts, driver's cab, pneumatic, and braking equipment, and comes in two (2ES4K) and three (3ES4K) unit versions. A single double cab ES4K locomotive isn’t produced due to low demand on DC lines, although its creation is technically possible. In terms of power, an ES4K unit is slightly weaker than an ES5K unit (3200 kW and 3280 kW in hourly mode), but its mechanical design is identical, except for the gearbox ratio. Unlike the ES5K, the ES4K can use not only regenerative braking but also rheostatic braking. Although the ES4K electric locomotive does not have the heavy electrical equipment for converting AC to DC like the ES5K, it has starting and braking resistors instead, which makes the weight of an ES4K section the same as that of the ES5K — 9 t (20,000 lb).

Compositeness

3ES5K-823 and 2ES5K-257 locomotives

Booster unit in the 3ES5K locomotive

The E5K locomotives are single, double cab locomotives, while the ES5K models are made up of several units: the 2ES5K has two leading units, the 3ES5K has two leading units and one intermediate booster between them, and the 4ES5K has two leading units and two intermediate boosters between them. The leading units of the ES5K have a single driver's cab on one side and an inter-car gangway on the other, while the boosters have two inter-car gangways at both ends. Since the ES5K units contain the full set of equipment, they can also operate as single locomotives. However, unlike the double cab E5K locomotives, their operation in this mode is limited due of the poor visibility for the driver when heading backwards and the need to turn around at terminal stations.

Two two-unit 2ES5K locomotives can be coupled together using the multiple-unit system, controlled from a single cab; it is also possible to couple the front unit of one locomotive backward to a two-unit locomotive to form a three-unit consist. At the same time, in the case of coupling booster units between the front units (for 3ES5K and 4ES5K), operation in the multiple-unit system from a single cab is not provided, but two locomotives can still work together. However, the units of 3ES5K and 4ES5K locomotives are standardized with 2ES5K and have sockets on the front, which allows them to be operated in a multiple-unit system if the booster unit is uncoupled.

The following composition options are possible:

• Single locomotive ES5K;

• Single ES5K unit;

• Two-unit locomotive 2ES5K (two leading units coupled tail-to-tail);

• Two two-unit locomotives 2ES5K+2ES5K (locomotives coupled head-to-head);

• Three leading units ES5K+2ES5K (the third leading unit coupled tail-to-head with the 2ES5K);

• Three-unit locomotive 3ES5K (two leading units ES5K and one booster in between);

• Four-unit electric locomotive 4ES5K (two leading units ES5K and two boosters in between).

Numbering and labeling

Locomotives of the E5K/ES5K family of all series received three-digit numbers in ascending order according to the sequence of their production, starting from 001. Each series of locomotives has its own separate numbering.

The markings indicating the series and number of the locomotive are placed on the front in the form of raised metal letters. For early-model locomotives with horizontal buffer lights, the markings were applied similarly to VL85 locomotives: the series is placed in the center above the coupler, and the three-digit number is above the right buffer headlight under the windshield. For the vast majority of locomotives with slanted buffer headlights, the number is placed in the center above the series marking, at the level between the lower buffer lights. On some locomotives with slanted headlights, like the 3ES5K-340 and nearby numbers, the series was indicated just under the windshield above the logo in the center, and the number was above the right buffer headlight. In the center of the cab, slightly below the windshield, many early-model locomotives had the Novocherkassk Plant logo, which looked like a slanted 'H' inside an oval, while later-model locomotives had the operator's logo (for Russian Railways, the logo is styled as 'p/d').

On many locomotives, the series number or fleet number is also painted on the front sections on the side with white paint under the right-hand side window of the driver's cab. On early models, usually only the fleet number was indicated, positioned in the middle between the bottom of the window and the bottom of the body, while on later models, the series number is shown directly under the window, and the fleet number below that. In the space between the driver's cab window and the entrance door on the right side, some locomotives also have the assigned depot marked.

External links

• Electric locomotives E5K-002, 3ES5K-838, 4ES5K-001 at the railway equipment parade in Vladivostok in 2017. on YouTube