Aftermath Prospects of the Development Program for Railway Transport and Transport Engineering in Ukraine

Based on the history of the creation and operation experience of the diesel trains of the DPKr-2 and DPKr-3 series produced by PJSC ‘KRCBW’

National Experience in the Development of Rail Transport in Ukraine

On July 29, 2024, President of Ukraine Volodymyr Zelenskyy visited Poltava region on a working trip and met with representatives of business in Poltava within the framework of the economic platform ‘Made in Ukraine.’ Among the meeting participants were also the leaders of PJSC ‘Kryukov Railway Car Building Works.’

The President thanked entrepreneurs and workers for staying in Ukraine and contributing to the economy of our state: ‘It is important for us to preserve everything that is being done and everything that has been done in Ukraine. Thank you for your work, for your ideas, and most importantly – for keeping the enterprises alive, which means keeping people and their wages,’ said Volodymyr Zelenskyy.”

The conversation is more relevant today than ever, especially concerning the restoration and development of Ukraine’s economy, particularly in the railway transport sector, after the end of the war. These efforts should be based on a government program, national production capabilities, and our existing experience.

PJSC “KRCBW” and our partners have been key manufacturers since the early days of Ukraine’s independence in the 1990s, initiating the creation of new sectors in machine engineering that previously did not exist in the country. We advocated for placing orders for complex machinery with domestic enterprises and emphasized deep localization of production for foreign purchases.

On October 20, 2021, my article “The Thirty-Year Odyssey of Transport Engineering and Ukrzaliznytsia” was published on the BusinessCensor portal. It analyzed the invaluable experience of collaboration with leading engineering companies and highlighted its significant results. Recognizing the strategic importance of political and economic independence in railway transportation, several government programs and resolutions were adopted in the early 1990s.

In 1992, the State Program for the “Development of Railway Transport in Ukraine (freight and passenger cars, diesel and electric locomotives, urban electric transport)” was approved. We (KRCBW) actively lobbied for this document and received support. I remember visiting the Cabinet of Ministers on Saturdays, where I met with the Prime Minister of independent Ukraine and Cabinet officials.

By August 10, 1992, the Ministry of Machine Engineering, the Military-Industrial Complex, and Conversion had prepared a letter to foreign manufacturers announcing the start of the State Program for the Development of Passenger Car Manufacturing in Ukraine. Consultations and negotiations continued with financial and industrial companies. On August 20 of the same year, the Ministry signed an agreement with KRCBW titled “Creation of Mainline Passenger Cars for the Needs of Ukraine’s Economy and Development of Necessary Materials and Components for Their Production.”

This was followed by the Cabinet of Ministers Resolution No. 480 on June 20, 1993, “On the Development and Production of Mainline Freight and Passenger Electric Locomotives from 1993 to 2000,” and Resolution No. 364 on June 4, 1994, “On Organizing the Production of Diesel and Electric Train Cars.”

Resolution No. 703 of October 11, 1994, “On Organizing the Production of Passenger Cars,” and Resolution No. 769 of June 2, 1998, introducing the State Program for “Development of Rail Rolling Stock for Social Purposes for Railway Transport and Municipal Services,” followed.

The sheer number of documents of national significance highlights the attention given to this issue, illustrating Ukraine’s commitment to independence in the production and operation of rolling stock. Despite various challenges, progress was made at a commendable pace, with many factories initially involved. However, only three major plants remained: Dniprovsky Electric Locomotive Building Plant, Kryukovsky Railway Car Building Works, and Luhanskteplovoz. Their areas of influence were divided as follows: Dniprovsky for electric locomotives, KVSZ for passenger railcars, and Luhanskteplovoz for electric and diesel trains. We could not have foreseen that we would successfully engage in all these areas.

Examples of the implementation of the aforementioned programs and resolutions include the wide range of social-purpose transport produced at Kryukovsky Railway Car Building Works. This includes locomotive-hauled passenger cars, subway trains, traction vehicles (in a joint project with General Electric), high-speed electric trains, and suburban and regional diesel trains. Today, we will focus on the latter.

Luhansk Diesel Trains

The history of Ukrainian diesel trains can be traced back to June 4, 1994, when the Cabinet of Ministers of Ukraine issued Resolution No. 364 “On the Organization and Production of Diesel and Electric Train Cars.” This document is significant as it identifies the Ministry of Transport as the customer and the Ministry of Machine Engineering, the Military-Industrial Complex, and Conversion as the executor.

The resolution outlines a program for 1994-1998, detailing production volumes, nomenclature, and project participants. It discusses the development of designs, components, and the creation of necessary capacities for production, funded by the State Fund for Conversion and other sources. Notably, it approves the establishment of a targeted fund for purchasing certain components and assemblies from abroad until domestic production is established, as well as technological equipment for organizing the production of diesel and electric trains. This approach exemplifies the standard government support for national producers and the localization of products in Ukraine, which remains a model for us today.

The plan projected the production of 120 diesel train cars per year starting in 1995, with specified funding for research, design, and project works. The creation of diesel and electric trains was entrusted to the Production Association “Luhanskteplovoz,” along with a list of partner enterprises.

On June 2, 1998, the Cabinet of Ministers issued Resolution No. 769, which introduced the State Program for “Development of Rail Rolling Stock for Social Purposes for Railway Transport and Municipal Services.”

Under these documents, between 1997 and 2003, Luhanskteplovoz developed new types of passenger rolling stock for the railways, including suburban passenger cars, the DP1 and DP2 diesel trains with modernized locomotive sections, and the DEL-01 and DEL-02 diesel trains.

In 1998, Luhanskteplovoz designed and assembled the first suburban train with the 2M62U locomotive, which was 97% localized in Ukraine. By September 2000, the factory produced the first electric locomotive entirely manufactured in Ukraine.

The experimental DEL-01 diesel train with electric transmission and asynchronous traction motors was produced as a single unit in 1996 but was never put into regular service and was retired in 2007. The DEL-02 series saw the construction of six diesel trains between 2004 and 2012, but their operational lifespan was short.

Unfortunately, in 2007, the enterprise was sold to the Russian company “Transmashholding” and began to decline. By 2015, the factory produced its last locomotives and effectively ceased operations. This marks a tragic end for a renowned collective of Ukrainian locomotive builders who supplied their products not only to all the republics of the former USSR but also to 11 countries worldwide.

Stages of Creating Diesel Trains at KRCBW

In August 2001, the first Ukrainian passenger car was produced at KRCBW. Less than a year later, in May 2002, the company reviewed a proposal from Ukrzaliznytsia to establish a joint venture with the Polish firm PESA for the production of rail buses. This proposal was appealing, as collaboration with companies experienced in manufacturing railcars offered a direct path to mastering this technology through localization and subsequent deepening of production capabilities.

Shortly thereafter, the Minister of Transport and General Director of Ukrzaliznytsia, Georgiy Kirpa, designated KRCBW as the lead enterprise for organizing rail bus production. A cooperation agreement was signed among KRCBW, Ukrzaliznytsia, and PESA regarding the development and organization of autonomous passenger rolling stock production. These events unfolded between October and December 2002.

However, in 2004, the unexpected passing of Georgiy Kirpa caused plans to shift. Instead of developing rail bus production in Ukraine, the decision was made to procure them from Poland. From January 2005 to May 2011, Ukrzaliznytsia acquired 14 units of models 610M, 620M, and 630M from PESA Bydgoszcz SA.

Among these were one single-car service rail bus 610M for the Chairman of the Board of Ukrzaliznytsia at the Southwestern Railway, 11 single-car rail buses 620M, and two double-car rail buses 630M. The single-car models are intended for use on low-traffic lines, with eight assigned to the Southern Railway, two to the Lviv Railway, and one to the Dnipropetrovsk Railway. These self-propelled cars have 95 seating places, equipped with two driver’s cabins and a maximum speed of 120 km/h. They can operate as both rail buses and trains using a multiple unit system.

The double-car models 630M are designed for passenger transport on suburban routes and have been assigned to the Lviv Railway. These articulated rail buses feature 192 seating places and include heating and air conditioning systems, restrooms, and video surveillance. This article will discuss the operational efficiency of these vehicles.

Returning to the development of domestic diesel trains, in January 2006, Viktor Ostapchuk, the head of the Southern Railway, approved technical requirements for a rail bus for passenger transport. A meeting involving specialists from Ukrzaliznytsia, PESA, and KRCBW resulted in a trilateral protocol to organize rail bus production at KRCBW, commencing in 2006.

In January 2007, an agreement was signed between KRCBW and the Southern Railway for the production and delivery of a prototype rail bus. However, this agreement was annulled in March 2007 due to a lack of funding from Ukrzaliznytsia.

Nonetheless, the team at Kryukovsky Railway Car Building Works was not deterred by these challenges. In July 2010, company specialists held negotiations with the Romanian firm Remar regarding potential collaboration in creating a modern diesel train for Ukrainian railways. A delegation from Remar also visited KRCBW, leading to the establishment of a plan for joint actions.

On August 17-18, 2011, a commission from the Cabinet of Ministers of Ukraine visited KRCBW, where members familiarized themselves with the organization of production for social-purpose transportation and positively assessed the technical capabilities for manufacturing passenger railcars, interregional electric trains, and diesel trains.

In 2012, while testing the dual-system interregional high-speed electric trains EKr1 ‘Tarpan’ continued, the creation of a diesel train began at the Kryukov Railway Car Building Works.

By September, we had already made certain advancements. We learned that a tender for supplying diesel trains for Kazakhstan Railways was planned in Astana. We met with specialists from the suburban transport department of that country to discuss their expectations and requirements. Subsequently, a technical task was agreed upon.

To expedite the process, a contract was signed with the Polish company EC-Engineering for the joint execution of certain parts of the project. Based on this model, working drawings were developed at KRCBW. A three-car diesel train was planned, where all cars would be powered.

The work progressed, and meetings were held to discuss all current issues. The diesel train was assigned the designation DPKr-2, indicating it was the diesel train from the Kryukov Railway Car Building Works, the second project in the motorcar lineup for railways.

We engaged our already proven partners in Ukraine for this project—’Ekavator’ factory from Mykolaiv, which produced microclimate systems, Kharkiv’s ‘Kharktron-Express,’ and others. The Dnipro National University of Railway Transport and UkrNIIV assisted with testing. The testing of the metal structures of the body at KRCBW’s testing station confirmed that all strength indicators meet regulatory documentation.

Based on the principle of modular design

Specialists at the Kryukov Railway Car Building Works studied the designs of similar products from well-known global companies such as Siemens, Pesa, Newag, Stadler, and Hyundai before beginning the design of suburban transport vehicles. They realized that many of these companies develop modular elements that can be assembled into electric trains for both direct current and alternating current, diesel trains, and railcars.

What is a modular element? Primarily, it refers to the metal structure of the body of a suburban transport vehicle. Suburban transport typically occurs at distances of 100-150 km from large cities and has several characteristics: suburban trains have standing areas for passengers, make frequent stops, and passengers usually do not remove their outer clothing during the journey. All these factors shape the layout requirements for passenger compartments, which are similar for both electric and diesel trains.

In suburban passenger cars, the necessary number of seats is installed, while ensuring there are free zones for passenger movement within the cabin and toward the doors. Modern suburban trains feature intercar transitions without doors, creating a ‘tube train’ effect. Instead of vestibules with internal partitions and sliding doors, only open vestibule platforms are designed. Typically, no equipment is installed in the internal spaces, as the entire floor area is used for passenger seating.

At the front and rear of the train, the main cars with control cabins are installed. The design of these main cars includes so-called ‘crash zones’—areas that collapse upon collision with an obstacle, absorbing the impact energy. This design preserves the integrity of the control cabin and significantly reduces the force of the impact throughout the train.

It is very important to use stainless steels to increase the service life of train cars. All other elements of suburban train bodies are also standardized: windows, doors, seating blocks, toilets, side interior walls, vestibule walls, ceilings, floor elements, thermal insulation, lighting fixtures, microclimate control systems, braking equipment, electrical equipment, control systems, radio devices, inter-car information transmission systems, and means of information and communication. The crew compartment—both powered and non-powered bogies—is also standardized.

Suburban trains of different types only differ in the equipment located on the roof and in the under-carriage space, as well as in the design of elements for securing individual boxes and blocks.

Based on this structural foundation, specialists from PJSC “KRCBW” began developing a family of modern suburban trains. The first in this series was the three-car diesel train DPKR-2. By March 2014, it was ready as a variant of the modular standardized suburban train. It was time to conduct a series of preliminary and acceptance tests to confirm compliance with all technical requirements and design parameters, as well as its suitability for passenger transport on suburban routes.

The diesel train is primarily intended for passenger transport on non-electrified sections of railways; therefore, its traction and power unit is a diesel engine that ensures the train’s movement along the tracks. Additionally, it generates the electrical and thermal energy necessary for the operation of the cars and the comfort of passengers in any climatic conditions.

Today, specially designed modules known as PowerPack are used as diesel units in railway transport. This translates from English as “power module,” “power supply module,” “power block,” or “power unit.” Such a module includes the diesel engine itself, as well as fuel supply systems, engine cooling, lubrication of its components, air supply, and harmful exhaust gas component disposal, noise reduction, and electronic systems for controlling the operation of the unit and diagnosing its systems.

The PowerPack also includes a hydraulic transmission, which is an equivalent to a traditional mechanical gearbox. Moreover, the module is equipped with a powerful AC generator (70 kVA, 50 Hz) that produces a stable voltage of three-phase industrial current at 380 V, 50 Hz to power the systems (in particular, heating) and numerous consumers in the diesel train cars.

The task of the PowerPack developers was to ensure it was compact, had minimal weight, and allowed for the placement of all components of the power unit on a single frame. Most importantly, it should be located outside the passenger and service compartments of the cars in the under-carriage space.

The design of the DPKR-2 diesel train incorporates the “PowerPack” from the well-known German company “MTU.” The power of the PowerPack diesel engine is 390 kW. This unit is installed on each of the three cars of the DPKR-2 train, ensuring greater reliability in operation, high speed parameters, and comfort for passengers.

One after another, all three PowerPack units were successfully launched, marking the first stage of testing for the DPKr-2. The second stage involved the movement of the train under various operating modes on the tracks of Ukrzaliznytsia. Consequently, in 2014, the trial runs of the DPKr-2 began on the routes Novomoskovsk-Dniprovskiy – Balovka and Novomoskovsk-Dniprovskiy – Hubyniha. The trips were successful and operated smoothly. In the future, it is planned to establish the production of PowerPack units at KVBK.

Presentation, Testing in the Mountains, and Start of Operation of the DPKr-2

On June 24, 2024, as we sent the electric train EKr1-001 “Tarpan” on its maiden journey, a brand-new diesel train from Kryukovsky Railway Car Building Works was already stationed next to it at the Darnița station in Kyiv. Naturally, it garnered significant attention from the attendees, including ministry officials, Ukrzaliznytsia representatives, and journalists.

Remarkable photos from that day show KVSZ leaders surrounded by people, cameras, and microphones as they present the railcar technology. In particular, I, along with Oleh Shkabrov, head of the design department, and Georgiy Hryshko, chief designer for railcar rolling stock, explained that all three cars of the diesel train are equipped with traction units, enabling high speeds of up to 140 kilometers per hour and necessary acceleration when starting. The power unit is modern, featuring a diesel engine with a capacity of 390 kW, along with the required systems and hydrodynamic transmission, and a three-phase AC generator with a voltage of 380 V and a power output of 70 kW, which produces electricity to power all onboard equipment while the diesel engine is operating.

At KRCBW’s suggestion, additional operational and energy tests of the DPKr-2 diesel train took place on the Lviv Railway from September 9 to 14, 2014. The chief of the railway, Bohdan Pikh, along with other leaders and specialists, participated in these tests. Over the testing period, the diesel train covered 1,500 kilometers, traveling through cities such as Ivano-Frankivsk, Chernivtsi, Ternopil, Kolomyia, Lviv, and others. Unique results were obtained regarding the train’s performance in mountainous terrain.

On October 9, 2014, an interdepartmental commission approved the design documentation for the three-car DPKr-2 diesel train and granted permission for the production of a batch of 20 units.

However, a whole year passed before, on October 3, 2015, the first Ukrainian diesel train DPKr2-001 produced by Kryukovsky Railway Car Building Works embarked on its inaugural passenger journey. It was sent off by Prime Minister of Ukraine Arseniy Yatsenyuk, Minister of Infrastructure Andriy Pyvovarsky, myself, leaders of Ukrzaliznytsia and Lviv Railway, as well as residents of Chernivtsi. This joyful event took place on the Day of the City of Chernivtsi. The train was designated as a daytime high-speed train in the “Regional Express” category, operating on the Lviv – Chernivtsi route, covering a distance of 267 km one way.

It was hailed as a symbol of positive change and a significant step forward in the history of Ukrainian engineering. An interesting fact: on May 24, 2018, the Beskid Tunnel was opened on the Lviv Railway. The DPKR-2 diesel train was used to transport participants of the opening ceremony and journalists.

Technical Specifications of the DPKR-2

The DPKr2 diesel train produced by PJSC “KRCBW” consists of three cars, with a design that allows for configurations ranging from two to five cars. Its operational speed is 140 km/h, while the design speed reaches 154 km/h. The bodies are made of stainless steel, featuring rigid coupling devices and hermetic inter-car transitions.

The running gear comprises bogies manufactured by PJSC “KRCBW,” equipped with pneumatic springs, automatic axle temperature monitoring systems, and anti-roll devices, ensuring smooth and comfortable travel for passengers.

The diesel train includes two driving cars with control cabins and technical compartments. The front section of the cars is equipped with a crash system designed to protect the drivers, passengers, crew, and the train itself in the event of a collision with any obstacles.

The cars feature seating blocks arranged in a 3×3 configuration, along with corridor zones. One of the driving cars is equipped with spaces for wheelchair users and a special entrance/exit. The diesel train has sliding doors, both double and single.

The length of the three-car diesel train is 73,560 mm, and the body width is 3,500 mm. There are three powered bogies (one in each car). The seating capacity is 283, plus 2 spaces for wheelchair users or 6 folding seats if the wheelchair spaces are not occupied.

The diesel train is equipped with a climate control system, vacuum toilets of a closed type, video surveillance, and automatic diagnostics for all systems.

During the journey, passengers in all cars receive information via electronic displays regarding speed, date, air temperature, travel time, and destination.

Series of Diesel Trains DPKR-3

This year marks the fifth anniversary of the first diesel train in the DPKR-3 series starting operations on the railway, providing a great opportunity to discuss the DPKR-3 in detail.

Since December 2016, there had been anticipation for Ukrzaliznytsia to announce a tender for the supply of six three-car diesel trains. This provision was included in UZ’s financial plan for 2017. However, it became clear that the tender conditions were discriminatory towards domestic manufacturers, specifying particular technical characteristics of Polish diesel trains. On March 7, 2017, UZ published a tender in the ProZorro system under these discriminatory conditions.

The delivery deadline for the diesel trains was unrealistic—set for December 2017. Meanwhile, the technical specifications of the domestic DPKr-2 train, which had been in operation for a year and a half by that time, having traveled 182,000 km, were no worse than those stated in the tender conditions. The train adhered strictly to the schedule, receiving positive feedback from staff and passengers.

For comparison, the average annual mileage of rail buses produced by PESA, model 620M, was less than 80,000 km, with 5 out of 11 units not in operation. The 630M model operated 100,000 km in a year, but 1 out of 2 units was entirely non-operational, meaning 46% were idle due to lack of service.

KRCBW filed a complaint with the Antimonopoly Committee. The tender organizers were required to amend its conditions, but the requirement for two powered and one unpowered car remained. Consequently, KRCBW rapidly developed the DPKR-3 diesel train to meet these specifications. On August 10, 2018, a contract (No. 76/2018-CY) was signed between KRCBW and UZ for the supply of six regional three-car DPKR-3 diesel trains, initiating the meticulous work of their creation.

Initially, a technical assignment was developed and approved with the client, followed by the prompt preparation of documentation, production setup, and assembly of the first DPKR-3 diesel train. All our project partners and KVBK divisions actively worked on this task.

By October 2019, the assembly of the first regional train was nearing completion. From October 31 to December 5, a comprehensive testing program was conducted, and the new diesel train and its creators successfully completed it. On December 17, the train was presented to the interdepartmental acceptance committee and received permission for operation.

Finally, on December 27, 2019, it embarked on its first passenger journey, traveling the route from Kyiv-Passenger to Boryspil Airport as the “Kyiv-Boryspil Express.” An accompanying group of journalists from various Ukrainian media traveled with the passengers, conducting interviews, capturing their impressions, and filming the event.

We were rooting for our creation and closely monitored its progress—its kilometers. As of January 2, 2020, the DPKR-3 diesel train had completed its first 10,000 km. This mileage included 6,000 km during testing, a trial run to Ternopil and back, as well as operations on the Kyiv-Passenger to Boryspil Airport line during its first seven days. The train’s systems functioned normally, and it covered approximately 415 km daily.

In October 2021, Ukrzaliznytsia received the DPKR-3-002 and DPKR-3-003 diesel trains from KVBK. On November 20, the third train began operating as the “Dniester Express” on the Izmail to Odesa route. By the end of November, the DPKR-3-004 diesel train was recommended for operation by the interdepartmental commission. It embarked on its inaugural journey as the “Slobozhansky Express” on December 19, 2021.

Testing and Operation During Martial Law

The full-scale invasion of Ukraine by the aggressor on February 24, 2022, divided the lives of Ukrainians into “before” and “after.” Difficult challenges awaited not only the people but also the equipment. In March and April 2022, the DPKR-3-002 and DPKR-3-004 diesel trains operated in multiple-unit configuration, performing evacuation passenger services on the Lviv–Przemyśl (Poland) route without interruption for over a month and a half. The number of passengers exceeded the planned capacity threefold, accommodating more than 1,000 people instead of the intended 340. This once again confirmed the reliability of domestic equipment in extreme conditions. We take pride in having assisted the citizens of Ukraine and Ukrzaliznytsia during such a difficult time.

In November 2022, the DPKR-3 gained recognition as the “Marmaros Express” for beginning operations on the restored section from Rakhiv to Văleanu, Romania.

Meanwhile, the factory continued to work on fulfilling the contract for the production of the remaining two of the six diesel trains. On November 21-22, 2022, the acceptance of the DPKR-3-005 diesel train was conducted, despite the challenges posed by martial law. The relentless chairman of the acceptance commission was Serhiy Khrapaty, deputy head of the suburban transport department of Ukrzaliznytsia. Commission members included leaders and specialists from the Lviv Railway and the Kolomyia railcar depot.

The commission concluded positively regarding the train’s suitability for operation. The very next day, on November 23, DPKR-3-005 left the factory for its first major journey along the route from Kremenchuk to Kyiv to Kolomyia, its home station. By November 25, DPKR-3-005 was already in operation. However, the three days from departure to arrival in Kolomyia were filled with challenges.

The journey included specialists from UZ and a support team from Kryukovsky Railway Car Building Works. The plan was to arrive at the Darnița station in the capital. But air raid sirens sounded, and a massive missile attack began. The chief designer of railcar rolling stock at PJSC “KRCBW,” Ivan Kutumov, shared the details of this journey:

“In Kyiv, there were explosions, and the train shook. We lost power and couldn’t move forward as electric trains stopped, blocking the tracks. Diesel locomotives were used to pull the electric trains. We spent about 4-5 hours in constant alarm and uncertainty. Finally, we received the green light…

The diesel train continued its journey to the destination. Representatives from Ukrzaliznytsia suggested conducting additional tests on the mountainous section between Ternopil and Kolomyia. The conditions were that the train would come to a complete stop on a gradient of about 30 permille. Then, without rolling back, it was required to start moving uphill.

Similar tests had been conducted with the DPKr-2 on the Lviv Railway. However, that was in dry and sunny September 2013. In late November 2022, snow was already lying in the mountains, and the tracks were covered with a layer of ice.

The diesel train came to a halt. Then, in complete silence, the diesel engines began to rev up, and DPKR-3-005 confidently ascended, gaining speed. Soon, the destination was reached. This journey lasted 36 hours instead of the planned 14. Such were the conditions of the first journey of our “five.” The diesel train endured, as did the people who created it and cared for it. Because they—people and trains from KRCBW—are just like that: smart, strong, and reliable!

Meanwhile, at the factory, despite air raid alerts and intense missile attacks, the assembly of the DPKR-3-006 diesel train continued. On December 26, 2022, the customer received the last train from this contract, the sixth diesel train. Thus, Kryukovsky Railway Car Building Works once again proved that they always fulfill their contractual obligations.

The DPKR-3-002, -003, and -004 diesel trains were assigned to the Kolomyia, Liubotyn, and Odesa-Zastava railcar depots, operating on routes such as Lviv-Ternopil-Chernivtsi, Lviv-Striy-Kolomyia, Kolomyia-Kyivertsy, Kharkiv-Popasna-Kharkiv-Vorozhba, and Odesa-Izmail. The DPKR-3-005 and -006 trains were assigned to the Kolomyia railcar depot and are used on routes including Kolomyia-Lviv-Chernivtsi-Rakhiv, Kolomyia-Rava-Ruska, and Kolomyia-Rava-Ruska-Lviv-Chernivtsi.

Technical Specifications of the DPKR-3

The DPKR-3 consists of three cars, two of which are powered driving cars of the second class, while the third is a non-powered intermediate car of the first class. The powered cars are equipped with power units rated at 588 kW, meeting enhanced environmental standards. The total seating capacity across the three cars is 170, with 61 seats in the first class and 109 in the second class.

To facilitate quick boarding and alighting, there are 12 double-leaf automatic entrance doors—four on each car. A special retractable ramp is available for passengers with mobility impairments.

The driving cars are equipped with two-axle bogies, consisting of one powered and one non-powered bogie. The operational speed of the DPKR-3 is the same as that of the DPKR-2, reaching 140 km/h.

Key Design Advantages:

• Complete compliance of the base design with the regulatory framework of Ukraine.
• Ability to operate on all types of platforms (high—1100 mm and low—200 mm).
• Presence of an entrance door to the driver’s cabin, eliminating the need to enter the passenger area and disturb passengers.
• Body width of 3,500 mm, allowing for comfortable conditions for passengers and maximizing the number of seats.
• Inclusion of two sanitary modules.
• Adaptation to the climatic and infrastructure conditions of the Ukrainian railway, confirmed by years of operation of railcar rolling stock produced by PJSC “KRCBW.

Modern Technical Innovations in the DPKR-3 Diesel Train

The development of the DPKR-3 diesel train incorporates several modern technical innovations:

• Cooling Unit Placement: The power unit’s cooling block is located on the roof, reducing the risk of radiator clogging with dust and fluff during the spring and summer months.
• Inverter Air Conditioning: The use of inverter-type air conditioners provides smooth (multi-step) control of compressor speed and lower power consumption from electrical sources, thereby reducing the load on the power unit and saving fuel.
• Internal Automatic Doors: The presence of internal automatic cabin doors with corridor partitions separates passenger lounges from the corridor area, enhancing passenger comfort.
• Retractable Ramp: A user-friendly retractable ramp facilitates the boarding and alighting of passengers in wheelchairs.
• Automatic Folding Step: The automatic folding step with a recess in the entrance area minimizes ice formation and snow accumulation on the stairs during winter, ensuring passenger safety when boarding and alighting.
• Service Area: A dedicated compartment for the train conductor and crew allows for the execution of duties during the journey.
• Passenger Monitors: The inclusion of cabin monitors enables passengers to watch videos during travel.
• Cabin Heating: Electric heaters connected to an external 380V power source warm the cabin when the power units are off, and liquid heaters operate during stops, saving diesel fuel and warming the cabin prior to passenger boarding in winter.
• Dual Liquid Heaters: Each car is equipped with two liquid heaters in the heating system, enhancing the reliability of the heating system for each diesel train car.

Advantages of the DPKR-3 Compared to Existing Outdated Diesel Trains in UZ’s Fleet

The DPKR-3 offers several advantages over older diesel trains in the Ukrzaliznytsia fleet:

• USB Charging and Power Outlets: All passenger seats are equipped with USB charging ports, and first-class seats feature 220V outlets.
• Vacuum Toilets and Sanitary Facilities: The train includes vacuum toilets and provides access to sanitary facilities during stops in designated areas, as well as heating for domestic water for passenger needs.
• Passenger Information System: The train’s design incorporates visual and audio passenger information systems.
• Passive Safety System: The driving cars are equipped with a passive safety system—a “crash system” designed to protect the locomotive crew and passengers in case of emergencies.
• Improved Ride Quality: Enhanced dynamics and ride smoothness are achieved through rigid coupling, pneumatic spring suspension, and modern electro-pneumatic brakes on the bogies.
• Modern Design: The contemporary design of the trains aligns with their functional purpose and speed characteristics, positively impacting their popularity among the public.

The Ukrainian DPKR-3 diesel trains, developed by PJSC “KRCBW,” are successfully operating on the railway. They serve as a platform for creating a whole family of electric and diesel trains for the railways of Ukraine and other countries.

Warranty and Maintenance Service

When delivering another diesel train to Ukrzaliznytsia, we understand that it now has a new life and a new owner. However, we do not say goodbye to our equipment, as we organize warranty and maintenance services throughout its entire lifecycle. Only such a maintenance schedule can ensure reliable, long-term, and successful operation of complex rail equipment, particularly diesel trains.

Currently, six DPKR-3 diesel trains are successfully operating on the Lviv Railway. As of now, the mileage of the DPKR-3-001 diesel train exceeds 500,000 km, while the DPKR-3-002, -003, and -004 trains have each surpassed 350,000 km. The DPKR-3-005 and -006 have each traveled over 200,000 km. To maintain these diesel trains in good condition, PJSC “KRCBW” has organized warranty and post-warranty maintenance services for this rolling stock.

Advantages of Service Maintenance Organization

The organization of service maintenance involving the resources and personnel of the manufacturing enterprise offers several advantages:

• Comprehensive Service Cycle: The availability of a continuously operating service center and contractors ensures a complete service cycle.
• Reserve Fund: A reserve fund allows for scheduled repairs with minimal downtime, achieving the maximum readiness coefficient.
• Local Production of Spare Parts: Efforts are made to source and manufacture spare parts for foreign equipment from domestic producers.
• Domestic Supply of Parts: An increasing number of spare parts and consumables are produced in Ukraine and purchased in national currency, unlike foreign counterparts, with quick delivery times.

For the technical maintenance of the diesel trains, representatives from the KRCBW service center are involved at the depot. Specialized representatives from the manufacturer and subcontracting organizations in Ukraine are called upon for repairs when necessary.

Throughout the entire service life, diesel trains receive various types of service, including technical maintenance, ongoing repairs, and capital repairs. All services are performed in accordance with the technical documentation from the manufacturer and the documentation provided by the producers of components and equipment. Maintenance of all systems in the diesel trains is conducted based on mileage, while the power units are serviced according to engine operating hours.

Maintenance of diesel trains is carried out directly at the depot, including inspection and functionality checks of all systems, replacement of scheduled consumables (filters, lubricants, etc.), and addressing any issues.

Current repairs last 4-5 days, during which similar work is performed as in maintenance but in greater volume, resolving complex issues, and, if necessary, modernization of certain systems is carried out.

During long-term current and capital repairs, trains are taken out of service. Work is performed either on the depot’s premises or the train is sent to PJSC ‘KRCBW.’ This includes complete defect diagnostics, diagnostic checks, dismantling and disassembly of individual units and systems, and replacement of worn and damaged parts and consumables.

Service for individual units of diesel trains, such as power units, air conditioning systems, brake system elements, and control systems, etc., is performed with the involvement of representatives from manufacturing companies or specialized service centers in Ukraine. For example, servicing of the power units of the DPKr-2 and DPKr-3 diesel trains during the warranty period was carried out by service center representatives from LLC ‘ELENG’ in Chornomorsk and LLC ‘VOITH TURBO’ in Kyiv. After the warranty period, servicing of the power units of the diesel trains is conducted by LLC ‘ELENG.’

As of today, all types of maintenance and current repairs have been completed for the DPKr-2 diesel train according to the regulations, as well as the first capital repair. The DPKr-3 diesel trains, which have been in operation for a shorter time, are undergoing maintenance and current repairs, but further servicing will be carried out to maintain this equipment in working condition.

Flag in the Hands of KRCBW

Ukraine has a developed railway network, with an operational length of main tracks totaling 22,300 km, of which 9,978 km (44.7%) are electrified. Thus, less than half of the Ukrzaliznytsia routes are electrified. The conclusion is clear: providing the country’s main carrier with diesel trains capable of operating on both electrified and non-electrified sections remains relevant.

The experience of operating KRCBW diesel trains during martial law has shown that this rolling stock must be included in the nomenclature of Ukraine’s railway transport. Diesels serve as a “lifeline” in times of energy shortages. Furthermore, electrifying some routes is impractical due to a lack of funding.

Attempts to purchase imported rolling stock in this area have not been entirely successful, as evidenced by the statistics and facts presented in the article, and beyond.

The efforts of “Luhansk Teplovoz” to create a domestic diesel train deserve respect. However, the fate of this team has been dramatic due to unsuccessful privatization and military aggression. Their efforts would have faded into history if not for a manufacturer in Ukraine who took up the flag and moved forward, creating modern railcars on their own initiative and funding—PJSC “Kryukov Railway Car Building Works,” along with our numerous Ukrainian and foreign partners.

In the creation, supply, and even operation of Ukrainian diesel trains, KRCBW faces a lot of politics and many challenges. The leadership of Ukrzaliznytsia often changes, and successors do not always continue the good initiatives and work of their predecessors. In this article, we have only briefly mentioned some of the problems encountered, but there are many more. The main issue is the lack of a systematic, programmatic approach, and the experience of the 1990s collaboration between the state and national producers has not been utilized. The National Transport Strategy of Ukraine until 2030, developed under Minister of Infrastructure Volodymyr Omelyan, has also failed to transform into a State Program for the Development of Railway Transport in Ukraine.

Kryukov Railway Car Building Works and our partners have experience successfully implementing state programs, particularly the State Program for the Development of Railway Transport of Ukraine from 1992 and the State Program for the Construction and Development of Metro Networks for 2006-2010, which we led.

It is necessary to implement a State Program for the Development of Railway Transport in Ukraine and Transport Engineering for the period 2025-2035, which, based on the domestic experience of the early years of independence and the practices of developed countries, would provide for financing, timelines, and guarantee the procurement of new railway equipment from national producers or its production with localization from 40 to 80 percent. This should become an integral part of the national Renewal Plan for Ukraine.

Since 2020, we have been accumulating important experience in procuring passenger cars with budget funds from a national manufacturer. This successful experience has led to the acquisition of 100 cars, with another 66 currently being assembled. It is time to transfer this experience to the assembly of locomotives, high-speed electric and diesel trains, and to practice state orders more broadly. Moreover, we need to advance further by developing the rolling stock fleet using hydrogen and other modern types of traction.

Yes, we understand that the heavy and exhausting war with the aggressor sometimes forces us to postpone plans. However, Ukraine cannot halt its development. To do so would be equivalent to defeat.

Vladimir Prykhodko, Chairman of the Supervisory Board of PJSC “Kryukov Railcar Building Works” laureate of the State Prize of Ukraine, member of the Presidium of the Federation of Employers of Ukraine, candidate of technical sciences.

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