The first prototype of the new 2ES9 mainline freight electric locomotive, which is intended to transport trains weighing up to 7,100 tons across the challenging routes of Siberia and the Russian Far East, has been assembled and painted by Russia. Developed by Transmashholding (TMH) at the Novocherkassk Electric Locomotive Plant (NEVZ), the 12-axle locomotive boasts a continuous power rating of 12,600 kW and an asynchronous traction drive. The prototype has begun commissioning tests, which is a significant advancement in the development of a new generation of high-power locomotives for the Eastern Railroad Polygon of Russia.
2ES9 Enters Testing After Assembly at Novocherkassk
In October 2026, the first 2ES9 prototype was declared complete, and a comprehensive inspection and commissioning program was initiated by specialists. The locomotive’s electrical and pneumatic installations, electrical circuits, and microprocessor-based control system are the primary objectives of the initial phase.
Testing will be conducted in phases. At first, engineers will perform stationary checks without applying high voltage, and subsequently, tests will be conducted with the locomotive connected to the overhead contact network. The prototype will be subjected to dynamic testing on the factory test track following the completion of these procedures. The purpose of these procedures is to detect technical issues prior to the locomotive’s progression to more extensive trials.
The program is the result of years of development that were designed to satisfy the freight operations needs of Russian Railroads on the Eastern Railroad Polygon, which encompasses the Trans-Siberian Railroad and the Baikal-Amur Mainline (BAM). The locomotive was previously announced as being intended for testing prior to the scheduled introduction of series production. The start of serial manufacturing was set for 2027.
12,600 kW of Power for Heavy Freight Operations
The 2ES9 is a 12-axle AC electric locomotive that is divided into two sections. Each section is equipped with a 3o-3o axle arrangement. Its maximum design speed is 120 km/h, and its continuous power rating is 12,600 kW, which is equivalent to 12.6 MW. Under the operational conditions that are encountered in eastern Russia, the locomotive has been designed to transport freight trains weighing up to 7,100 tons.
The 7,100-tonne target is especially relevant for routes that require freight traffic to navigate challenging operating conditions, gradients, and lengthy distances. Heavy trains enable rail operators to transport huge quantities of coal, minerals, industrial materials, and other bulk commodities; however, they also impose significant demands on operational reliability, braking performance, and traction power.
The 2ES9 is designed to provide the necessary power for these operations without necessitating the routine coupling of multiple locomotives in conventional multiple-unit arrangements. With a continuous rating of 12.6 MW, the locomotive is engineered to provide heavy-haul performance while sustaining a maximum speed of 120 km/h. This combination of line speed and pulling capacity is well-suited for mainline freight services.
The manufacturer also specifies a service life of four million kilometers before to a major overhaul. Validation during testing and subsequent service experience will determine the actual maintenance intervals and operational performance.
A New Successor to the VL80, VL85 and Yermak
The 2ES9 is the next phase in the development of Russia’s AC freight locomotive fleet. The VL80, which was introduced in 1980, the VL85, which was introduced in 1986, and the 2ES5K Yermak family, which was introduced in 2004, are among its predecessors.
The VL85 was a significant milestone in the development of Russian locomotives. It was recognized for its exceptional power output among 12-axle AC locomotives after being developed with the assistance of the All-Russian Research Institute of Electric Locomotive Building. Its continuous power rating was 9,360 kW, which was significantly lower than the 12,600 kW that was specified for the new 2ES9.
The Yermak family subsequently became a major part of the Eastern Railroad Polygon’s freight operations. The 2ES5K and its three-section and four-section derivatives, the 3ES5K and 4ES5K, have assisted in the replacement of the aging VL80 and VL85 locomotives. The eastern sectors of the Trans-Siberian Railroad and the BAM were reported to be operating over 1,800 locomotives from the Yermak family.
The 2ES9’s main feature is its asynchronous traction system, which is complemented by an improved power per section. This is designed to enable a two-section locomotive to accommodate heavier trains that would otherwise necessitate additional traction units. The design has the potential to enhance locomotive utilization and decrease the necessity for multiple locomotives on appropriate routes if it is successfully implemented in service.
Russian Asynchronous Traction and Digital Control
The 2ES9 is equipped with a new control system that is built from Russian electronic components. The system is designed to enhance reliability by minimizing the impact of individual component failures, as indicated by the published specifications, which include redundant control channels and duplicated major components.
Its capabilities exceed those of conventional traction control. The locomotive facilitates the transmission of information regarding the technical condition of its equipment to a remote server, distributed braking, and virtual coupling. These functions could assist in the coordination of locomotives that are operating in tandem, the management of braking across large freight trains, and the support of condition-based maintenance.
Virtual coupling is especially applicable to heavy-haul railroad operations, as it enables the coordinated control of locomotives without relying only on conventional mechanical coupling arrangements between traction units.. While distributed braking can assist in the coordination of braking commands across a train or a group of locomotives, the practical advantages will be contingent upon the configuration and validation of the entire system.
Additionally, the locomotive is equipped with anti-skid protection during electric and pneumatic braking, as well as wheel-slip protection during traction. Traction motors are automatically disconnected by an energy-efficiency function in the event of partial load, and the selected speed is maintained by an automatic speed regulator. A traction-force reserve of at least 20% is also identified in published technical information.
The Next Stage of the Eastern Railroad Polygon
The first 2ES9 prototype’s completion is a manufacturing milestone, not yet evidence of full operational readiness. The locomotive’s performance, safety, and reliability requirements will be assessed through commissioning, dynamic testing, and the ensuing acceptance and certification process. The locomotive was previously intended to be tested on the electrified BAM network, including at the Severobaikalsk locomotive depot in 2027, and Russian Railroads has designated the Eastern Railroad Polygon as the intended operating environment.
In conclusion,
The 2ES9 program in Russia is indicative of the increasing demand for freight locomotives that are digitally controlled and capable of sustaining heavy-haul transport across the BAM and Trans-Siberian Railroad. The locomotive is designed to surpass the capabilities of the current Yermak fleet, with a design capacity for trains weighing up to 7,100 tons, a maximum speed of 120 km/h, and 12,600 kW of continuous power. The first prototype represents a tangible stride toward the modernization of traction capacity on some of Russia’s most strategically significant freight corridors, although its ultimate impact will be contingent upon successful testing, certification, and series production.