Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)
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Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)

November 19, 2019

This, this is a selfmade toy of a D1 DMU train But this, this is a museum piece D1 DMU train But this is a functional D1 DMU train And this is a decommissioned D1 DMU train As you already understood, this time the movie will be about D1 DMU trains Documentary
D1 DMU train D1 trains were preceded by 3-car D trains, that were preceded by 6-car DP trains which in turn were preceded by the 3-car DP trains So before we can start to talk about the history of the D1 trains, we have to go back to the year 1940, to the creation of 3-car trains DP Before the Second World War started, railway wagon factory Ganz got another order from Estado railways in Argetine to supply 10 „Rosario“ type motor trains to be used on the railway lines with the gauge of 1000 mm Released in 1940, the trains could not be sent to Argentine due to the outbreak of the Second World War During the war the trains were hidden in a forest to spare them from the air-raids so the trains survived the war without any damage The connection between Ganz factory and the Ministry of Railways started after the war, as Hungary had to pay war reparations to the Soviet Union During the negotiations between Hungary and Soviet Union Hungary offered Soviet Union the same Argentine trains with modification to the gauge 1520 mm Soviet Union took the offer and the trains were modified according to the requirements of Ministry of Railways and were delivered in 1946 These were the 10 three-car trains DP1 to DP10 The three-car diesel train consisted of two head motor carriages and one intermediate trailer car The width of the cars was altogether 2800 mm as the train was built to run on a 1000 mm gauge track This width made it difficult to use the trains on lines with high platforms In the engine compartment of the motor car was located Ganz-Jendrassik diesel engine with the total power of 320 hp Mechanical transmission from the engine to the wheelsets was four-speed Gear and direction changes were done manually using the main controller Acceleration from 0 was up to 0,3 m/s2 Maximum speed of the train was up to 121 km/h Motor cars had from the engine compartment end triaxial bogies, from the intermediate car end two-axle bogies The bogie frames were made out of chrome steel The first and last wheelsets of the triaxial bogies were tractive and 920 mm in diameter the middle wheelset was 760 mm in diameter and was supportive The posts for driving the diesel train were located in the head carriages On the DP trains, the driver’s assistant had a folding chair The driver sat in the middle and the assistant was adjacent A telephone was foreseen for communication between the control posts 3-car DP trains did not have a wall between the engine room and the driver’s cab and the driver sat basically on the engine cover In one of the head car of the trainset was the drivers cab, the engine room, room for mail, buffet with a kitchen, a toilet and a passenger salon with 44 seats In the other head car in addition to the driver’s cab and engine compartment, was a luggage compartment, four six-seated coupes, and a toilet In the trailer car were two passenger salons one for 40 passengers, the other for 48 The total number of seats in the train was 156 In the trailer cars of trains DP-4, DP-6 and DP-7, instead of the passenger cabin with 48 seats, there were five six-seat coupes Total number of seats in these three trains was 138 All the trains had bolstered passenger seats All the cars were equipped with water heating and air conditioning The climate control system also included a cooling system of the drinking water The cars were coupled with Ganz system couplers In case of necessity, SA-3 automatic couplers were installed In the Soviet Union, these 10 trains initially serviced the lines along the coast of the Black Sea in the Crimea and the Caucasus Later, in 1949, they were given to Vilnius-diesel depot and started to service several intercity lines, including the line Vilnius-Riga-Tallinn At some point, one DP train was remade in Vilnius into a commuter train The head of the depot consulted the factory about the train suspension as the weight of the train changed The diesel trains „Rosario“ were decommissioned in 1964 after the start of series production of commuter diesel trains D1 and after giving them into service Today, none of the 3-car DP trains have preserved Before the D diesel trains there were diesel trains DP01 to DP08 with electrical transmission They were the next demand of the Ministry of Railways so 6-car trains with a higher level of comfort were built for the Moscow-Leningrad line After the 3-car DP trains, the factory got another order from the Soviet Union in 1948 The order foresaw a supply of diesel trains that had to be fast, economical and comfortable for travelling At first, MashinoImport ordered 20 trains, but 8 were built Ganz factory chose a 600 hp diesel engine and electrical transmission as the driving unit for the 6-car diesel train Development of a new type of diesel train put the designers and workers of the factory in front a new great task: For the first time the factory used electrical transmission on diesel trains For the first time the factory had to create a train with such high capacity And again for the first time the factory had to create a diesel train consisting of six cars From 1949 to 1952, 8 „Hargita“-based trains were built for the Soviet Union and they got the designation DP01 – 08 Zero became the sign for distinguishing the six-car trains from the three-car trains, which had a similar designation The trains consisted of two head motor cars and 4 intermediate trailer cars The streamlined frontal parts of the head carriages visually resembled the three-car DP trains that arrived in the Soviet Union in 1946 The width of the 6-car diesel train cars was increased to 3010 mm The first 4 six-car DP trains differed from the rest They were sent for testing in the Soviet Union and after that the height of the train’s car body was increased the roof was cut off and the car walls were hightened Also the layout of the cars was changed Two Ganz-Jendrassik diesel engines were placed in the engine compartment of the motor car: a 16-cylinder main diesel engine with 600 hp for the traction generator and a 6-cylinder auxiliary diesel engine with the capacity of 220 hp for powering the auxiliary machines The diesel engines had a similar design to the three-car DP diesel trains Many parts were interchangeable And also on the six-car DP train, the motor bogie was triaxial First wheelset from the front end was supportive and the second and third were tractive and driven by electric traction motors A traction motor had the capacity of 180 kW which enabled the train to reach speeds of up to 104 km/h with the acceleration of 0,4 m/s2 All the wheels had the diameter of 1050 mm The drivers’ cabs were located in the head cars The set of gauges, located on the console was the same as in a three-car DP train, but their placement had undergone significant changes Locomotive crew consisted of a driver and two assistants, who were located in the rear car In the head cars of the train behind the driver’s cab were located the engine room, baggage compartment, 4 passenger compartments and a service compartment In three middle cars were 9 four-place and 1 two-place passenger compartments and a compartment for conductors In the fourth middle car were located a kitchen and a restaurant for 12 people, 5 four-place, 1 two-place compartments for passengers and a four-place service compartment In all the cars were toilets, boilers for heating and climate control systems with automatic operation For the night, the passengers were provided with beds with linen Total number or places for passengers in the train was 164, for crew 14 The salon walls were covered with polished walnut plywood The walls in the kitchen, engine room and in the driver’s cab were paneled with aluminium sheets The berths in the compartments were soft springed Trains differed with high comfort and gained popularity among the passengers On the 28th June, 1950, the 6-car diesel train DP-01 departed from the Moscow-Leningrad station for a test run The track from Moscow to Leningrad was covered in 7,5 hours with an average speed of 93 km/h After the tests all the 6-car DP diesel trains were assigned to Pererva depot and started to run between Moscow and Leningrad At first, the trains were painted in a standard livery for flagship trains for that time – a dark blue colour In 1956 the trains were repainted green in the same pattern In 1957 the trains were painted in the scheme of bottom red – creamy-yellow top as was a standard for flagship trains In 1958 the trains were transferred to Leningrad-Warsawsky depot and started to service the Leningrad-Tallinn line Later, some of the trains were given to Vilnius-diesel depot, where they started to work on a number of intercity lines, including Vilnius-Riga-Tallinn Most of the 6-car diesel trains stopped their service in 1961 In 1969 4 cars of DP-06 were transferred from Riga to Shchekino loading and transport management for organizing local traffic on the departmental branch The train worked under the Industrial transport office until the beginning of the 1980s, after that it was taken out of service and lifted from the bogies Until 2010 one of the head cars was used as an outhouse in Shchyokino station, after that it was scrapped for metal One middle car of the 6-car DP diesel train was used as stationmanager’s building and as a locomotive crew break room at Ruijena station, but the car was scrapped approximately in 2006 In the Budapest railway museum one Hargita-type diesel train, that was built in 1944 is preserved This specific train was a 3-car one and it serviced the head of Hungarian railways The grilles in front of the windows were not for protection from apes, as many people thought, but from birds Since the second half of the 1950’s on the Soviet Union railway steam locomotive traction became superseded by diesel and electric At the same time multiple unit trains began to receive increasing popularity in the field of passenger traffic Soviet Railways decided that in the areas of large cities on non-electrified railway lines the passenger traffic on short lines will be carried out with the help of diesel trains By that time, the production of similar electric multiple unit trains had already been launced at the Riga Wagon Factory, but there was no experience among the Soviet designers for creating multiple unit trains with diesel engines Therefore, the order for the design of suburban and local traffic diesel trains was transferred to the Hungarian factory Ganz-Mavag that had built the DP diesel trains for the Soviet Union before In the end of 1960, the first D diesel multiple unit train was created which was dark green at the bottom and light green at the top It was with the number 021, because according to the numbering, the first 10 were the DP Rosario trains, then different reparation trains from Germany and with the number 021 was the 3-car diesel train D Train consisted of two motor cars and one trailer car between them The first train, had a slightly different front view as it did not have a pilot In December 1960, before transferring the train to the Soviet Union, the train was tested on the 1435mm gauge track As a result, it was found that the train accelerated 9 km from 0 to 120 km/h and it took 6 minutes and 26 seconds In December 1960 the D 021 was given over to the Soviet Union in Zahony In February 1961, the train was sent under the orders of the Ministry of Railways to the Baltic railway, to Riga, depot Zasulauks where they had experience with Ganz-Mavag locomotives, class VME1 The train was also tested on the test track in Shcherbinka where the maximum speed of 128,7 km/h was reached During the testing, attention was paid to the acceleration, braking and to the overall dynamics of the train The acceleration of the train was 0,4 m/s2 After the tests, the train was sent back to Riga from where it was later transferred to Vilnius The motor cars had a Ganz-Jendrassik engine with 500 hp and a five-speed mechanical transmission Gear change was automatical During the design, working temperature range from +35 C to -40 C was considered Train length was 73,6 m, constructional speed 120 km/h During the building process, some changes were made to the train construction Diesel train D 021 differed from others externally – passenger compartment windows were with air vents, as well as in other details – placement of the gauges on the drivers console, coal-fired heating boiler and it did not have a button for shunting under the driver’s side window The trains 024, 025, 026, 027, 030, 032 were fitted with semi-soft seats in the passenger salons And starting from the train no. 080, upper white lights were installed to the front of the train, accordingly to the signalling instructions during that time In 1963 more capacious production to fulfil the orders from Ministry of Railways was started Besides the 45 three-car diesel trains, also 5 four-car trains were ordered About them a bit later Considering export and production for Hungary, Ganz-Mavag did not have enough factory capacity to fulfill the orders As a result it was decided that the trailer cars will be built in Pieck Machinebuilding factory, in Györ, and it lasted for almost 20 years From 1960 until 1964 Ganz-Mavag delivered 89 three-car diesel trains to the Soviet Railways The last train was with the number 109 One of the main drawbacks of the 3-car D trains was small capacity and low acceleration, not allowing the trains to operate on the suburban lines with sufficient speeds As of January 1, 1976 86 D diesel trains were operational on the Soviet Railways, the rest were damaged in accidents and crashes As the film is about the D1 diesel trains, we asked from a train driver in Chisinau depot, Vladimir Strelets, how the 3-car trains differed from the 4-car D1 trains The bodies did not differ, but the transmission was 5-speed mechanical, abruptly changed gears Here is the first gear hydraulic, smoothly changes Over time, the D diesel-trains were replaced on the main lines by the D1 trains This largely explains their rather fast „retirement“ According to some sources, the D trains worked until the year 1987, according to other sources, the last trains worked on October and Odessa railways even until the year 1991 The last working motor car was D 025-3, which was rebuilt into a railcar for inspectional runs on Odessa railway approximately in the beginning of 1980s In 1993 the car was no longer in use and was left standing in the Odessa-Freight depot The car was scrapped for metal in approximately 2003 in Hristinovka depot Today, in 2016, some of the cars of D trains are still remaining Motor car from 031 in Tbilisi and some trailer cars And now, after the 3- and 6-car DP trains and the 3-car D train we have reached the 4-car D1 train The Soviet Railways were fully satisfied with the operating results of the 3-car D diesel trains, but requested to increase the passenger capacity In 1961, the factory developed draft versions of 4-car diesel trains Factory assured that the diesel engine of the 3-car train will also manage with the fourth car but the Ministry of Railways demanded a more powerful engine The factory fulfilled the order and the 4-car train was fitted with a 730hp engine and a hydromechanical transmission As always, Ganz-Mavag offered different train designs but the familiar design of the D train was chosen Diesel train D1 consists of 2 head motor cars and two trailer cars in the middle Operating with 4 trailer cars or as a double unit train was foreseen The first 4-car diesel train D 201 was tested on 1435 mm gauge in July 1963 Technical parameters were examined for 3 weeks Maximum speed of 126,7 km/h was reached Despite the fact that the last 3-car D train was numbered 109, the first D1 got the number 201 It’s because it was a new train series and it was decided to start from the next hundred In addition, the first 4-car trains were built in parallel with the three-car trains and as it was not known how many 3-car trains will be built it was impossible to continue with the numbering In September 1964, the second train D-202 was tested in Shcherbinka According to the technician, who was overseeing the tests, the tests were carried out in a formation, where half of the train was the D-202 and the other half was from DR1 This combination, of course, was never used in service The width of the car body is 3076 mm Weight of the motor car is 68,5 tons, but the trailer cars 36,5 tons Total train weight was 210 tons and the axle load to the track 17 tons Maximum service speed of the train is 120 km/h The design of cars, bogies and arrangement of the four-car diesel trains was identical to the three-car D diesel trains All the passenger passages are equipped with automatic double doors with electro-pneumatic control from the driver’s cab Entering through the first passage, you can enter the passenger salon or the engine room, where the passengers of course, had no entry So, for now let’s proceed further into the salon The main passenger salon area is occupied by 2- and 3-seater sofas, located on the either side of the central aisle In the passenger salons there were a total of 410 wooden seats Factory offered soft seats to the Ministry of Railways, already during the production of three-car D trains but the offer was rejected because of possible vandalism and the wooden seats were installed instead At the end of the passenger compartment of the motor car is located a toilet and the second passage Originally, in the toilet was an enamelled vany steel toilet with water, a holder for the toilet paper, enamelled steel sink with tap for water and a cabinet for clean and a bin for used towels As you can see, there is nothing left of that The cars had SA-3 automatic couplers and between the cars were friction shock absorbers and a passage that enabled to go from one car to the other In the upper part of the friction absorber were three shafts for ventilation and heating Passenger salon ventilation was ensured by discharge ventilation equipment Through the two outermost air shafts the air was blown into the salon, and the middle one functioned as a shaft for air extraction Heating the air in wintertime was done by the diesel engine cooling water A fan was placed in the motor cars for blowing and venting the air into the passenger salons The air got to the trailer cars through the air shafts located in the roofs of cars, which were conneted with the shafts of the neighboring cars A liquid fuel powered automatic boiler was located in the motor car for heating the water in case of the engine not working In the trailer cars, most of the interior space has been reserved for the passenger salon, on either side of which are located passages The salons had two kinds of lamps The trains from the no. 226 until 541, the lighting of the salons was by fluorescent lamps, but on the rest of the trains the lightning was with incandescent lamps with oval shades Passenger salons in the diesel trains were equipped with loud speakers for the passengers’ information In the motor cars between the engine room and the first passage was a small compartment, that was first used for storing baggage It had 5 folding seats and without luggage it was used to accommodate passengers From the train number 306, the luggage compartment was eliminated and it was used to accommodate the air ventilation filters and radio equipment of the train Moving on towards the driver’s cabin, through the luggage compartment, we find ourselves in the engine room, where the HVC is also located On the side of which is located the main switch, different breakers and fuses, ammeters and voltmeters In the HVC are various contactors, relays and contacts, to which bridges are placed in case of failure of various systems The drivers who worked on the D1 trains, even today, after 20 years remember the contacts, where the bridges had to be placed Train driver Andrus Roosma, how long did You work on the D1 DMU trains? I worked on the D1 DMU trains since 1974 as a driver’s assistant 2 years and since 1979 as a driver for 8 years until 1987 After that the DMU train stock in Tallinn-Väike depot was replaced with DR1A trains and the Hungarian trains were left only in Tartu depot Later, when Tartu depot was closed, the Hungarian trains were given back to us for a brief period of time and I worked on them for a couple of months in 2001 So 15 years have passed since I last drove them But I can say that I learned the D1 trains with that time period so thoroughly that I can remember everything, I can start the engine without any problems, place bridges to the necessary contacts, for example contacts 119 and 130 for the selection circuit The location of the contacts I can remember to this day, I could enter the HVC even in the dark, just turn to the left and can place the bridge In the engine room is installed a V-shaped 12-cylinder, four-stroke, pre-chamber diesel engine Ganz-Jendrassik with idle revolutions of 530 rpm, which develops 730 hp at revolutions 1250 rpm Engine is started using a starter and is equipped with a turbocharger with intercooling of the charge air The D1 trains had the same engine type that the D trains The only difference was in a turbocharger on D1 trains First D train diesel engine was built in 1957 and was originally for Egyptian railway, but later it was used also on the D and D1 trains It was a standard engine for Ganz-Mavag and it was used only on railway rolling stock The cooling system is installed on the roof of a motor car above the diesel engine The transmission of the D1 diesel train is hydromechanical and it has three gears: the first is hydraulical, second and third are mechanical Also the D1 trains have automatic gear change Change from the first speed to the second occurred at the speed of 55,6 km/h and from second to third at speed 83,5 km/h As the second speed is mechanical, it was possible to start the engine from a pull start Due to the lack of spare parts in Moldova, before and now, the starter is only in one motor car and the second one is started with pulling at second speed There were situations, and not only in Moldova, where both engines stalled during the trip and with the help of passengers, engines were started with a push start During service, the lack of reliability and breakage of the third speed drives in the transmission was revealed In order to reduce damage to the equipment, the pipes of the third speed drives were closed, limiting the maximum speed to 85 km/h As it is currently in Moldova, but as the line speeds do not exceed 80 km/h, there is nothing to worry about On the D, D1 and all the Hungarian DP trains, the engine and the transmission are placed on the first, triaxial tractive bogie Factory Ganz placed the engine and the transmission on the bogie already in 1934 The idea was that along with the engine and the transmission all the auxiliary systems would also be placed on the bogie In such case, when there is damage to the car body, the body can be lifted from the bogies and replaced with a new or an overhauled old one and the train could carry on working But over time, the power and along with that the dimentions of the engine grew and the auxiliary systems no longer fit the bogie and were placed on an additional frame, under the car body Despite that, the factory left the engine with the transmission on the bogie, under a cover Placement of the engine under a cover is also good because the noise level in the engine room is similar to the noise level in the driver’s cab of a DR1A DMU train The auxiliary machinery of the motor cars charging generator, air compressor and the generator for the cooling fan with an electric drive were mounted as mentioned before, on an auxiliary frame suspended from the motor car frame on which is also the reductor of auxiliary machines driven directly by the diesel engine via the main shaft of the hydromechanical transmission The D and first 175 D1 trains had identical bogies The motor bogie of the D train was constructed specially for this series The principle was the same as on the DP series trains, but the bogie was new Motor bogies were produced with axial formula 1-0-1 The middle running axle was designed as a bent fixed axis with freely rotating running wheels mounted on bearings The peculiarity of the solution lies in the fact, that in order to pass on the curves as the axis and also the free running wheels were able to move laterally In 1969, from the train no. 376 the motor bogies had a new design Previously issued motor bogies had bent axles, bearings of which began to fail Due to that, the new plant designed a new bogie with the formula 0-2 In other words, the tractive and running axes switched places and as a result, the bogie was lengthened Supporting bogie of the motor car and bogies of the trailer cars are two-axle All the wheelsets have double-sided braking, with the exception of the supporting axis of a triaxial bogie of the motor car All the train wheels had a tread diameter of 950 mm without any wear But lets go to the cab In the driver’s cab there are the driver’s seat, mounted on the wall and a folding chair for the assistant Besides the driver’s seat originally there were two round hight-adjustable seats for the assistants On the right of the lowerable driver’s window on the wall between the driver’s cabin and the engine room is a button with which the driver can operate the train during shunting when he has to look backwards through the window and is not able to hold the throttle To the right of the driver is EPK-150, brake valve, whistle/horn valve and pressure gauges Above them is a block of fault indicator lights From the factory was foreseen a pedal for the horn in front of the driver, but for the whistle a handle on the right wall Later, the controlling of the horn was also tranferred to the handle Handle towards yourself whistle, away from yourself horn In front of the driver is the main control panel that consisted of two parts a horizontal part, consisting of buttons and switches for the control systems and various auxiliary circuits, and an inclined part containing the gauges and warning lights To the left of the console is the radio and the throttle There was also a microphone for passenger information The throttle has two handles main one with positions 0, A, B, 1, 2, 3, 4 and 5 and a reverser for selecting the direction of movement When set to “0” all the controlling apparatus are switched off and the handle can be removed Because it is made of non-ferrous metal, it has been stolen on many of the trains and replaced with a homemade one In the position “A” the diesel engine is started and reversing can be done In the position “B” crankshaft speed increases from 530 rpm to 830 rpm In the positions from 1 to 5 the traction mode is switched on and crank shaft speed is sequentially increased Unlike the rest of the rolling stock, the speedometer 3SL-2M was locked on the D and D1 trains on the left side of the driver in the assistant’s corner For the driver there was a separate electrical spedometer in the middle of the control panel I wonder, how does servicing the train look like from the driver’s cab? Beautiful! György Villanyi was a test driver of Ganz-Mavag factory and an engineer on the first D1 diesel trains in the Vilnius depot, and we asked him if there were any problems and errors with the trains Also there was a problem when two trains were coupled together, the doors worked diagonally Meaning that the first train opened the left the doors but the second train opened the right ones When coupled together, there was also a problem with the reversor one train pulled to one direction and the other train to the other Adjustments were done to the electrical circuit on location But what do the drivers say? Did the trains have any typical malfunctions Of course there were many malfunctions Mostly with the transmission and gears Because the disks broke constantly Diesel engines worked more or less reliably, everything was new Train driver Roosma, You were the senior driver on the train D1-616 Which were the typical malfunctions on Your train, if there were any? Yes, I was the senior driver on D1-616 And I remeber well when we got it from the factory, it was brand new And I can say that it had no big technical problems Of course, there were some small errors, but they were not actually problems, they were nuances Problems started when our train went for repairs to Vilnius or for an overhaul to Velikiye-Luki There the engines and the transmissions were changed Even though they were repaired, they were old and then the problems started But as long as the trains were new, on our trains, I can say that there were practically no problems Problems started after bigger repairs On the first year, in 1964, 15 trains were released from the factory From 1965 to 1968 40 trains were released every year Record-breaking was the year 1969 when 45 trains were released from the factory Later production decreased, remaining at an average of 20 trains per year It took on average 2-3 months to build one train During the production, were there any changes made? Small changes were made, altogether around 35 Alongside small electrical and technical changes, the placement of the front lights was changed twice and added an additional tail light, the location of the ventilation air intake was changed, salon lights were changed and so on For example until the train no. 335 sand bunkers were on the motor bogies, but from no. 336, they were moved to the car body Since 1986, the engine power increased to 800 hp due to the modification of the combustion chambers and pistons The smallest change was from the train no. 296 The first 4-car trains had the designation D on the front label, not D1 In 1967, from the train No. 296 they got the designation D1 But why did that happen? The label on the head car got the additional „1“ and instead of „D“ became „D1“ But in the wagons it stayed as before, just „D“ If the first D1 trains were externally the same as D, dark green at the bottom and light green on top, then in 1967, since the train no. 306 the livery was changed and the trains became red-creamy color They stayed like this for nearly 20 years of production The livery was changed purely because of aesthetic reasons the green color was military, but red-creamy was more pleasant to the eye It is worth noting, that from 1976 to 1979, the D1 diesel trains were built as six-car trains According to some sources it was from no. 581 to 650, according to other sources to no. 660 The maximum speed of six-car trains was 80 km/h Most of the additional cars were used in other, earlier trains as replacement of damaged cars Some of these additional cars never worked on the lines For example in Estonia, the trains no. 588, 589, and 616 arrived as six-car ones The extra cars of trains 588 and 589 never went into service, and they were vandalized in Tallinn-Väike station and later sent for scrap metal For the first 6 trains, the trailer cars were also built in Ganz-Mavag factory in Budapest, but from 1963 the middle cars started to be built in Györ from there they were sent to Ganz-Mavag were they were given the last coating of paint and then sent to Zahony where they were handed over to the Ministry of Railways About Zahony, a bit later The middle cars were built in Györ until 1980 and train No. 660 was the last with trailer cars from Györ But why was the production of middle cars stopped in Györ? And in 1982, the middle cars were still built in Ganz-Mavag in Budapest as the factory in Arad was still not ready for production of the cars In the summer of 1983, the production was launched, but there were still no cars as factory production lagged behind the desired plans In their own defense, they told that they were building the cars for the first time and that is why there was a delay By the end of July, 14 motor cars were in Zahony, but not a single trailer car In agreement with the Ministry of Railways, only the motor cars were handed over and trailer cars were promised a bit later Instead of the not ready trailer cars, the additional trailer cars from the 6-car trains were used In Estonia, for example, were the motor cars of train no. 692 but the trailer cars were from train no. 616, cars no. 6 and 8 While all that is left of the factory in Györ in the year 2016 is a bare field, the street name of „Wagon building“ and a monument near the supermarket, the factory in Arad operates successfully and produces freight wagons Handing over all the cars of D and D1 trains took place at the Ganz-Mavag territory in Zahony The consist was taken to Zahony on 1435 mm track and the supporting truck had narrower wheelsets but the motor bogies were temporary for transporting From the factory, the trains had SA-3 automatic couplers and for transporting on the 1435 mm track adapter-wagons were used This kind of a wagons had a SA-3 coupler at one end and on the other end there was a screw coupler After changing the bogies in Zahony, the train was tested on 1524 mm gauge track between Tuszer and Komoro stations But the line was with speed restrictions and it disturbed the regular traffic Later, a new marshalling yard was built at Eperješke and a line to Tornyospálca, that was built for reloading for the military needs It was built for the speed of 120 km/h and the tests started to be carried out there After the testing, the trains were handed over to the Ministry of Railways There were speculations that the Soviet Union did not pay for all the trains but offered cheap oil and fuel in exchange We asked about the correctness of this information from the factory veterans The first D1 trains were sent to Vilnius depot, which was at that time the base for the development of a new series of diesel trains and an advanced repair facility, the first on the railway network that mastered the maintenance of the components and assemblies of the D1 trains Diesel trains were sent from the factory to the Moscow railway, to the October railway, to the Gorky railway, to the South-Eastern railway, to the Baltic railway, to the Lvov railway, to the Odessa railway, to the Moldovan railway and to the Donetsk railway and they ensured local passenger services on different lines The trains were operated as in 4-car and as in 8-car formations 10-car trains, meaning 4+6 cars, operated only on the line Odessa-Chisinau In some regions of Ukraine the diesel trains had special boxes, in which bread was transported to the near-station shops And in the Volyn region a wagon shop cruised, converted from the trailer car no. 448-2 In total, about 110 D1 trains worked on the Baltic railway In Estonia, the diesel trains were assigned to Tallinn-Väike and Tartu depots, In Lithuania, they were in Vilnius and in Radviliškis There were no D1 trains in Latvia, DR1 trains were used there, made by Riga Wagon Factory In Estonia, the traffic on the previously narrow gauge lines, rebuilt to the broad gauge, were opened by D1 trains These were the lines Tallinn-Rapla, Tallinn-Pärnu, Tallinn-Türi and Tallinn-Viljandi To the Tallinn-Väike depot was assigned D1-268, which has an interesting history it was damaged during testing on the military railway in Záhony As the factory veteran-engineer György Villanyi explained There was a series of mistakes There was no authorization to run but also there was nobody to tell not to run Some freight wagons were left on the track that were used for tests Nothing was said to the driver about them So the driver drove the train as he was used to And all of a sudden there were freight wagons on the track and a collision happened Motor car D1-268-1 was badly damaged and it was sent back to the factory for repairs The factory restored the car, the cost of repairs was 15 000 rubles, that would be 100 000 dollars today The train itself cost 311 000 rubles back then that today would be 2,5 million dollars So the restoration cost nearly 5% of the price of the train The last assigned D1 train in Tallinn-Väike depot was in the Soviet times and it was a mixed train with one motor car from no. 256 and the other from no. 367 In total 33 different D1 trains worked in Estonia, and in Lithuania – 70 By the end of the Soviet era the trains worked in Estonia in Tartu depot, in Lithuania in Vilnius and Radviliškis depots, also in Russia, in Kaliningrad The Donetsk railway received about 90 D1 trains and they were assigned to Ilovaisk, Debaltsevo-Passenger, Popasnaya and Svatovo depot About 60 trains arrived to the Odessa railway, to Odessa, Hristinovka, Nikolayev and Taras Shevchenko depot Among those trains was also D1-435, that worked in Nikolayev Alumina Plant The Lvov railway got about 75 trains and they worked in Korolevo, Kolomyja, Ternopol and Zdolbunov depot Around 80 trains arrived to the Moscow railway and they worked in Vyazma, Smolensk, Uzlovaya, Kaluga, and in Lgov depot The October railway got around 60 D1 trains and they worked in Leningrad-Moscow-Sorting, Leningrad-Finland, Vyborg, Novgorod, Murmansk, and in Rzhev depot The Gorky railway received about 45 trains, and there the trains worked there in Kazan and Gorky-Moscow depot Trains D1 also worked on the South-Eastern railway in Yelec, Tambov and Otrozhka depot, about 35 trains in total We asked from a veteran-train driver Vladimir Strelets, when did the first Hungarian trains arrive to the Moldovan railway, to Chisinau depot? When the first trains came to Chisinau, I was still a little boy I remember, my father worked as a train driver and around 1963 he took me with him on the trips It was around 1963 The 3-car D trains also worked in Moldova But which trains serviced passengers before the D and D1 trains? Before serviced old passenger cars with diesel locomotives and steam locomotives It was… When the diesel trains came, it was like a new era in transportation New, comfortable, modern… In total, during the whole time in Moldova, 70 different D1 trains have worked in Chisinau depot There were very few depots that made major repairs for diesel trains in capacity of TR-2 and TR-3 and that had specialized workshops, altogether only 9, including: Vilnius-diesel, Uzlovaya, Chisinau and Hristinovka In Hristinovka depot, one CME3 locomotive was rebuilt for the power tests of the D1 train engines As mentioned, Chisinau depot was one of the major repair depots Veteran driver Vladimir Strelets and senior master Vladimir Chui reminisce the old times There was a very good repair base and good, competent repairmen in Chisinau depot And thanks to that, there were constant improvements and modifications made Also the trains from Ukraine came here for repairs Innovative methods were always used in the repair process In the old times… In the old times we made 4 repairs in a month These were the times Currently there is a deficit with the spare parts, with workforce Workers are leaving, there are no younger people coming But the biggest problem are the spare parts We used to carry out the repairs TO-2, TO-3, TR-1, in the old times a bigger capacity repair TR-2 was also done We even did TR-3 repairs in the 1990’s on our own after the Soviet Union But was it convenient for the maintenance crew to work on the D1 trains? Of course it was convenient, with all the mechanizations But now there is very little left of that During the service, at least 18 motor cars of the diesel trains were converted into railcars for inspection runs and for transporting track crew A veteran driver from Chisinau depot, Vladimir Strelets reminisces the conversion of the trains into railcars First one was made in the 1970’s, it was a 3-car train It was made for the Head of the Railway, the Odessa-Chisinau railway was back then Last ones were made, of decommissioned trains, 6 cars, for the depot, for the track workers and one, a beautiful one, for the Railway Board Vladimir Pavlovich can tell you when exactly, because he was involved with them When did the railcars start to be converted? – Which ones? The first one we made was 260, yes? No, the first one we made was 033, a 3-car train Oh, yes
– It was the Odessa-Chisinau railway back then What year? Seventy… 1975 or something like that But later no. 260 and then the 600’s These we made for the track department And the last one we made in 2002 As of 1st of January 1992 there were 472 D1 diesel trains on the railways of the ex Soviet Union At this point many of the decommissioned cars had either burned or been damaged in collisions For example, motor car 580-3 in Estonia got damaged in a collision with a panel truck The crew was not injured but the motor car was decommissioned and was used as a warehouse until the year 2005 After the collapse of the Soviet Union the situation with the repairs of the diesel trains deteriorated, as the only company overhauling the diesel trains Velikiye Luki Locomotive Repair Plant, was in Russia, but most of the diesel trains D1 were abroad As the spare parts were expensive and getting them was not easy, different railways and depots were looking for a solution for the situation We asked from a driver from Chisinau depot about this This is an interesting question Of course when there were no spare parts, something started to be made… They were looking for options where to get everything from, where to buy and with what money Something was done with our own efforts, some things improved, the repair intervals were extended And to this day we are operational The upgrading and modernizing was also done in local depots as much as it was achievable We asked whether there were any improvements made in the Chisinau depot? For example, on these trains we made the synchronization of the gear change ourself It had never been done anywhere else before Later we did a lot with the gearboxes, increased the reversor performance We modified a lot In Russia, in mid-1990s, due to lack of funding and the termination of spare part supply from Hungary, the diesel rolling stock repair department proposed to replace the power unit of the D1 diesel trains for a domestic one Design and manufacturing of the hydraulic transmission was entrusted to Kaluga machine building plant, but the diesel engine – to the “Zvezda” factory In 1995 at Velikiye Luki Locomotive Repair Plant, The first diesel train, D1-728 was modernized The modernization proceeded with considerable difficulties The hydrodynamic transmission of the Kaluga factory was not unified sufficiently with the motor bogie of diesel train and therefore did not quite fit to its geometry and there were also other problems In the future, by the decision of the Moscow railway, several more D1 trains were modernized in Velikiye-Luki plant After modernization, the diesel trains got the designation D1M Modernized trains got contradicting evaluations Along with the higher capacity of the diesel engine, there was a poor quality of components and assembly, greater complexity of servicing the diesel engine M773A in comparison with the original one, low reliability of the hydraulic transmission, problems with air intake for the engine and etc Following the Moscow Railway, several trains of the October and South-Eastern Railways were modernized, 16 trains in total As of 2012 out of the 16 trains only two were preserved and the rest were decommissioned With the collapse of the Soviet Union, the Baltic railway also collapsed After the Soviet Union, 12 D1 trains were left in Estonia, in 1995 in Lithuania there were 47 D1 diesel trains left, in Kaliningrad there were about 25 trains left All the 12 Estonian D1 trains were assigned to Tartu depot By the year 2001, 4 trains were left 588, 654, 692 and 801 After terminating the passenger traffic in Tartu region in March 2001, the trains were sent to Tallinn-Väike depot where, thanks to the efforts of the drivers, trains 588 and 692 serviced the lines several times in the summer of 2001 By the year 2002 all four trains were withdrawn from service and in 2004 they were sold to Ukraine, to Zhmerynka wagon repair factory There are no D1 trains left in Estonia D1-264 which was in working order was offered to the Haapsalu railway museum, but they refused due to their own stupidity An old train driver from Tallinn-Väike depot, Andrus Roosma, reminisces the D1 trains If to reminisce unpleasant or pleasant situations, then from the unpleasant ones I recall when I received a D1 train from repairs in Vilnius After the test run, everything, the engine was working normally and we started our trip to Tallinn Everything was accepted, all was working well, even excellent Drove through Latvia to Estonia In Estonia is a town called Tartu There we were coupled together with a scheduled train So we would not be let through in reserve And we continued our trip to Tallinn On the way, at first the rear gearbox of our train got jammed and we had to switch it off and place it into neutral And some stations further, at Raasiku station, a piston from the other engine broke loose, and all the cooling water and oil was discharged and that motor car was also out of service Our train was taken to Tallinn by the scheduled train and pushed us to the Tallinn-Väike depot The Chief of the Depot of course yelled at me a lot, why did I bring some scrap metal from Vilnius and not a repaired diesel train And this was a very unpleasant moment that I still remeber I was yelled at a lot, but nothing can be done, those were the times As said, in Lithuania 47 D1 trains were left after the Soviet Union In the middle of the 1990’s all the old gearboxes were changed to new ones, produced by Ganz-David-Brown The new gearboxes fit precisely onto the mounts of the old gearboxes In the beginning of the 2000’s, the salons of the trains were modernized new plastic seats were fitted but old wooden chairs were also sheathed with soft upholstery 11 withdrawn trains, including old Estonian ones, were stored since 2002 or 2003 in several different reserve bases Most of them were scrapped for metal in 2008 Until the end of 2008, a trailer car 385-4 was used in Radviliškis station for transporting station workers In Lithuania all the D1 trains were withdrawn from service in April-May of 2011 The last working train was a mix of no. 693 and 767 Already in 1985 one motor car was placed as a monument at the entrance to the railway pioneer camp in Ignalina It was D1-210-3 It stood there until the mid-2000’s, when it was scrapped for metal In Lithuania, D1-593 has been preserved and it is standing as a 3-car set in Vilnius railway museum On the Kaliningrad railway, the D1 trains ended their service in 2010 On the Moscow railway – in 2014, On the Gorky railway around 1999 and on the October railway around 2003 Around the year 2010 the D1 trains were no longer used for transporting the workers of track maintenance station on the October Railway On the South-Eastern Railway the D1’s haven’t been used since 2008 In Russia, the D1 trains have been preserved in the railway museums of Yekaterinburg, Kaliningrad, St.Petersburg and Moscow Like in Lithuania, also in Ukraine all the old gearboxes were changed As of March 2016, the D1 trains are operated in Ukraine in limited quantity in Korolevo, Kolomya, Zdolbunov, Hristinovka, Svatovo, Rodakovo and Ilovaysk depot Trains from Kolomya depot service also the line to Rahiv, in the beautiful Carpathian mountains In total, about 35 trains are in service In 2012, by the order of the Moldovan railway, in Locomotive Repair Factory REMAR in Pascani, Romania a diesel train D1-737 was modernized Modernization consisted of updating the body, placement of a new cab, the installation of a new Volvo-Penta diesel engine, a comfortable salon and other In the beginning, the transmission was left the same, but it could not handle the load from the new diesel engine Then additionally a new hydraulic transmission was installed Bogies were left the same For passengers there were three different classes of comfort In the passages there is equipment for the disabled Modified diesel train was designated as D1M-001 numbering is in a sequence It was planned to modernize 14 diesel trains in total, but actually only 5 were modernized Since the summer of 2014, only two of them are in service 004 that was originally 681 and 005 that was originally 695 Also these modernized trains got contradicting evaluations If during the best times, 46 D1 diesel trains worked in the Chisinau depot, then in the summer of 2016, less than 10 have remained Plus the railcars in Ocnita, Balti, Basarabeasca, Bender and in Chisinau And 5 D1M trains of which only 2 are operational The technical condition of Moldovan D1 very bad and it is a miracle that they are still working But maybe Vladimir Strelets, a Moldovan driver has some good memories of the D1 trains? Yes! Only the good memories remain from the servicing There is a saying – which russian does not like to travel fast? Back then we flew on the diesel trains If we travelled to Odessa at 95 km/h, we got behind the timetable We had to drive 100, 100, 100 km/h 200 km in 3 hours…. It was a decent speed, good distances For example 300 km to Ocnita, 300 back… To Basarabeasca 200 km It was interesting, the traffic, a lot of people was back then There is a photo of D1-700 from the year 1995 in Chisinau depot in a green-yellow livery We asked from the senior master of the depot, why was the train in such livery and not red-yellow? Yes, we also had the no. 200’s, they were green But then we had a moment when we did not have any red paint, we also painted the no. 600’s with green later we repainted them to their authentic yellow-red livery But did the drivers like and do they like at the moment to work on the D1 trains? Yes, back in the day when I worked on them I very much liked them And I would work on them even today, but to compare the old trains to the new ones I work currently, the Stadler trains, I would not go back to the old ones Just once a while, once in a year or once in a month, I would do a trip on them gladly But to replace new trains to the old ones, it is not the case, lets say it like that Of course I like In recent times, of course, it has gone more difficult The trains are old. Like an old man, also an old train And so, the trains D1 were produced from 1964 until 1988 In 1988 the factory released the last, 605th D1 train with the number 805 and it was given over in Zahony to the Ministry of Railways in April of the same year But the D1 train was not the only train that the Ministry of Railways wanted to order from Ganz-Mavag Already in 1966, the delegation of Ganz-Mavag visited Riga Wagon Factory in the Soviet Union The Ministry of Railways requested Ganz-Mavag to develop a light, six-car diesel train According to the chief engineer, the development of two trains was started, one in cooperation with Riga Wagon Factory The Ministry of Railways wanted, that the prototype would be ready in three years, in 1969 By the end of 1967 the draft project of a train with hydromechanical transmission was ready But in 1968 the plans of the Ministry of Railways changed and the project was abandoned But later the topic of six-car diesel trains was brought up again but in a slightly different form In 1972, Ganz-Mavag drafted a six-car diesel train with electric transmission, prototype of which was planned to be ready in the 1976 Parallel to this, in 1977, the joint project of Soviet Union, Czechoslovakia and Hungary was completed the railcar AČ0 The engine of the railcar was manufactured in Balakovo Machine Building Factory Later, it was planned to use M756B engines like on the DR1A DMU trains Bogies were made in Riga Wagon Factory and were similar to the bogies of the DR1A DMU trains Auxiliary equipment, salon, etc. was manufactured by Ganz-Mavag The body was built by Škoda factory Three of such railcars were built But lets return to the Ganz-Mavag six-car trains Engines for them were supposed to be made by Škoda factory After two prototypes, it was planned to build 20 trains per year In 1978, the negotiations for the price of the train started between the Soviet Union and Hungary After 2 years, in 1980, Hungary asked for one train nearly 1.4 million rubles, what today would be 2.7 million dollars The last offer of the Soviet Union was 840 000 rubles that today would be 1.65 million dollars In other words – the proposal of the Soviet Union was merely 60% of the train price Negotiations were complicated by the fact that the ealier built motor car AČ0 did not always meet the expectations As a result, at these prices, the negotiations reached an impasse, and this ended the history of the six-car trains of Ganz-Mavag But in the next five-year plan, in the mid-80s, the six-car diesel train was again in the plans In September 1986, the topic was discussed by the Deputy Minister of Ralways of the Soviet Union in Budapest, then in the beginning of October, the technical conditions in Moscow and in November they were signed But since the official decision of the government never came, also this time the six-car trains did not go into production and the Ministry of Railways ordered AČ2 trains from Czechoslovakia As said before, D1-805 was in 1988 the last train that Ganz-Mavag made to the former Soviet Union Altogether 605 trains were made, meaning 1210 motor cars and 1330 trailer cars Making it the diesel train built in the largest number in the whole world In the Soviet Union, the D1 trains worked on 9 different railways Today, in 2016 they work only on 4 On the Lviv, Donetsk, Odessa and Moldovan railway, about 45 trains in total Here, behind me, in Budapest, in front of the Ganz-Mavag factory in 1967 a photo was made of diesel train D1-300 leaving the factory to the railway at Peoples Park where only the first trains were tested Today, in 2016 there are no longer any railways in the park Only in some places, in the grass, some rails are visible, reminiscent of the former glory After many restructurings and changes in ownership, production of rolling stock was ceased in the year 2000 The last clients were Hungary, the UK and Malaysia Today, only 3 workshops are in use, in which are made bogies for Egypt, spare parts and some engines The remaining quarter of factory is occupied by a Chinese market and only rails in some places and a Ganz-Mavag logo on a mast, reminds the past times But maybe an old Ganz-Mavag engineer and a veteran driver from Chisinau depot have something to add about the D1 trains? What to add about the D1 diesel trains? They are… I started my work career on them and with them I also end it as I already retired They were a bit modernized and I went to work on those On new and old ones, how it comes across If I had any bad memories, I… I would have not stayed here


  • Reply Eastalgija March 27, 2018 at 10:41 pm

    Симпатичный парень 😍😍😍😍

  • Reply Nortrom March 28, 2018 at 11:07 am

    Очень содержательный и интересный фильм,спасибо большое автору.

  • Reply Vjatšeslav Mitjajev March 29, 2018 at 11:38 am

    красивые, не то что счас штамповки.

  • Reply CMDR AleeexxxIN March 29, 2018 at 4:38 pm

    а дэпо попасная? дэпо луганск?

  • Reply Koe Kto March 31, 2018 at 11:06 am

    Сначала нормально выучи русский а потом делай обзоры!

  • Reply BbCOD888 April 1, 2018 at 5:23 pm

    А чем дизель -поезд от тепловоза отличается?

  • Reply Cergey Glazkov April 1, 2018 at 9:37 pm

    Отличный фильм! Спасибо автору!

  • Reply Nikolay Nevzorov April 3, 2018 at 7:08 pm

    Мартин, а Андрюс Роосма (прошу прощения если неправильно расслышал) в кабине какого поезда даёт интервью?

  • Reply Robin Tammik April 3, 2018 at 10:27 pm

    22:10 Muusikapala nimi?

  • Reply Максим Колосов April 4, 2018 at 9:00 am

    Спасибо тебе,Мартин!!! Фильм отличный! Удачи во всех твоих проектах.Большой привет с Мурманской области!

  • Reply Дмитрий Бобров April 4, 2018 at 4:55 pm

    Очень интересно, информативный фильм

  • Reply Дмитрий Бондарь April 8, 2018 at 12:37 pm

    Такие Д1, как на 1:22, ходят из Херсона в различных направлениях. В 70-х и 80-х годах один Д1 красного цвета ходил из Херсона в Кривой Рог и Апостолово. В 90-х он ещё ездил, но в начале 2000-х его перевели на другой маршрут. Народу это доставило массу неудобств, но кто у нас об народе печётсяю

  • Reply Андрей А April 10, 2018 at 7:36 pm

    Спасибо Вам за такие фильмы!!! огромная работа. Приятно смотреть!!!

  • Reply Mirkazas April 10, 2018 at 8:42 pm

    На Д1 отработал почти 10 лет… Фильм смотрел с большим удовольствием. Спасибо Вам- фильм топ!

  • Reply Хорен Оганесян April 11, 2018 at 2:46 pm

    Отличный фильм. Помню, часто ездил на этом дизель-поезде Кишинёв-Одесса и Одесса-Измаил! Вспомнил билеты, прямоугольный картон с металлисческими круглыми вставками.

  • Reply Alessandro Cagliostro April 13, 2018 at 2:31 am

    А вот спарка из двух Д1 модернизированных в Румынии по заказу Молдавской Железной Дороги:


  • Reply Алексей Кузнецов April 16, 2018 at 8:47 pm

    На таких поездах мы много раз ездили на свой садовый участок около Радофинникого. Поезд ходил от Великого Новгорода до Новолисино, где с электрички мы делали на него пересадку. Ехали с Витебского Вокзала в Санкт-Петербурге на электричке через Пушкин (Царское Село) и Павловск до Новолисино. Там электрификация железной дороги кончалась. Затем из Великого Новгорода приходил такой дизельный поезд и мы делали на него пересадку, и ехали дальше в сторону Великого Новгорода до 104-го километра, второй остановки после Радофинникого, и шли к себе на участки. Алексей.

  • Reply Вадим Дубовиков April 22, 2018 at 6:06 am

    а этот спец что говорит по английски портит весь фильм

  • Reply Maksim Pomorev April 23, 2018 at 6:31 am

    Отличный фильм. Автору огромное спасибо!!

  • Reply андрей April 25, 2018 at 3:11 pm

    так нравятся такие увлечённые люди. не обязательно поездами, хоть чем.

  • Reply Игорь Дегтярь April 30, 2018 at 11:55 am

    Никогда особо не интересовался железнодорожной тематикой. Но Вы своим фильмом меня изменили.

  • Reply Tim KUP May 2, 2018 at 6:05 pm

    Классные фильмы. Целый день смотрел) Очень подробно, свежо и интересно! Буду ждать новых фильмов

  • Reply Nikolay Nevzorov May 3, 2018 at 9:08 pm

    Мартин, смотрите что нашёл: https://www.tripadvisor.ru/Attraction_Review-g274887-d3515521-Reviews-Hungarian_Railway_Museum_Magyar_Vasuttorteneti_Park-Budapest_Central_Hungary.html#photos;aggregationId=101&albumid=101&filter=7&ff=205538871 живой)

  • Reply Василий Александрович May 5, 2018 at 3:05 pm

    Классный фильм, затягивающий и подробный) Интересный акцент у ведущего, интересно откуда он родом?)

  • Reply Штольц Шульц May 6, 2018 at 10:37 am

    Эстонский акцент непередаваем! Спасибо за интересный познавательный фильм.

  • Reply Александр Морженко - поэт каменного века May 10, 2018 at 3:01 pm

    А накой у него на окнах кабин реш

  • Reply Александр Морженко - поэт каменного века May 10, 2018 at 4:32 pm

    Мартин откуда ты все это знаешь ?!!!!!

  • Reply Александр Морженко - поэт каменного века May 10, 2018 at 4:52 pm

    Круутой фильм. Давно я кина не смотрел – ничегт не цепляло. А тут даж слезу выбило !

  • Reply aerlink1 May 23, 2018 at 1:05 am

    Я на нем из Тракая в Вильнюс и обратно ездил!!!

  • Reply Den vvv June 10, 2018 at 10:31 pm

    Какой же фантастический вид у зеленого…

  • Reply Lemberg A.D. June 11, 2018 at 1:14 pm

    Большое спасибо за фильм!

  • Reply Ode Holon June 12, 2018 at 5:14 am

    Like subscribe was trying to find this for many years

  • Reply Vladimir Safin June 12, 2018 at 9:01 am

    почему поезда как бы притягивают чем то непонятным никто не может это сказать. спасибо хороший материал сняли интересный. потихоньку помаленьку и дошли до достойных сильных дизелей.

  • Reply Velo Vek June 15, 2018 at 7:33 am

    Отличный фильм. Все подробно, не торопясь, с душой. А как под этот фильм хорошо спать – все "звуки природы" просто отдыхают.)))

  • Reply Dmitriy June 15, 2018 at 11:22 am

    Спасибо познавательный фильм, всё грамотно, и музыка правильно подобрана. С удовольствием смотрю все что появляется на канале.

  • Reply Aivar Andressoo June 17, 2018 at 2:03 pm

    Lugupeetud "diiselrong"! Selgita mulle palun ühte asja. Kas D1 oli kah, nagu TEP-60, põhimõtteliselt liikuv elektrijaam, mis kasutas diislit elektrigeneraatori töös hoidmiseks? Ma pean silmas seda, et rong liikus pigem elektri jõul?

  • Reply Dimosh777 June 18, 2018 at 8:17 pm

    Колоссальный труд. Спасибо!

  • Reply Petr Laktionov June 21, 2018 at 9:55 pm

    Автору, всей съемочной бригаде огромное уважение – вы поднимаете огромные пласты технической истории и делаете замечательный проект. Это очень нужно, когда смотрел ваш фильм – проникся вашей любовью к дизель – поездам. Фильм сделан с душой, а каков охват – Венгрия, Калининградская область РФ, Литва, Латвия, Эстония, Россия, Украина, Румыния, Молдова (и это все живые люди которые водили/чинили) – так про конкретную технику и ее историю я читал/смотрел только у господ Руделя, Кариуса и иже с ними. Спасибо!

  • Reply бармалей бармалей July 2, 2018 at 6:30 pm

    У нас до сих пор ездит такой Каховка- Николаев. Обожаю на нём ездить, он в идеальном состоянии.Каховское рефрежераторное дэпо

  • Reply NotSoArrandale July 2, 2018 at 9:05 pm

    Можно, пожалуйста, список треков, использованных в фильме?

  • Reply Pit Ppm July 6, 2018 at 12:21 pm


  • Reply TrainsInRomania July 17, 2018 at 2:43 pm

    Awesome, awesome video! Thanks for sharing!! For the moment, all the 5 trains are making service due to very good cooperation with CFM specialists.

  • Reply Саша Бердар July 18, 2018 at 10:24 am

    Казалось бы, обычный дизель-поезд. А такая интересная история! Автор спасибо!

  • Reply Андрей Гулей July 21, 2018 at 11:20 am

    Прекрасный фильм. Спасибо. Тронул до глубины души.

  • Reply Jesse J July 29, 2018 at 7:11 am

    Are there still units in Chisinau that haven’t been rebuilt?

  • Reply Герхард Мюллер August 4, 2018 at 10:27 pm

    Сам работаю машинистом электропоезда, а с дизельной тягой не знаком, потому заинтересовался Вашим фильмом. Не ожидал увидеть столько архивных материалов. Однозначно лайк! Вопрос: почему ВНР/Венгрия не использовала Д1 у себя? И как вы смогли разыскать главного инженера в другой стране?

  • Reply didyman79 August 12, 2018 at 6:31 am

    Thank You, it was a very pleasant film. Greetings from Hungary and wish more miles for these last remnants.

  • Reply Энди Лайтов August 14, 2018 at 11:47 am

    Как же классно произносит ведущий, с акцентом, название производителя, Ганз Моваг.

  • Reply Volodymyrr Hapon August 28, 2018 at 5:09 pm

    Снимите такое видео с дизель локомотивами СИ 36 -7 ай.

  • Reply ВОВАН БУХАНКИН September 9, 2018 at 6:26 pm

    Николаев-Каховка ходит каждый день(Украина),Д-1,вот даже сейчас будет идти на Каховку,вечерний, его звук ни с чем не спутаешь,древний как гавно мамонта!Так что бегает тут такой еще,латаный-перелатаный!экзотика,сиденья деревянные.Не перестаю удивляться как он до сих пор еще бегает.В Украине думаю еще не то можно найти…кстати прозвище его тут всю жизнь-фантомас

  • Reply Tyr September 11, 2018 at 10:31 pm

    Старый, добрый, ламповый д1, спасибо)

  • Reply Tom Lahaye September 30, 2018 at 3:26 pm

    Another well made documentary of an iconic train from the former Sowjet Union.
    I remeber them from a couple of trips I made in Ukrain and the Baltic a decade ago, and especially the one trough the Carpatian which broke down and was unable to make the climb on one engine only, a ChME3 had to come to the rescue, and the D1 made it's first trip after refurbishment at Kolomnya!
    The problems with spare parts were obvious because it had UPVC window frames as used in buildings, and not proper railway carriage window frames from metal.
    Please do one on the 2TE10 class, another noisy icon.

  • Reply Fickso October 15, 2018 at 8:43 pm

    Мне очень интересны ваши проэ кты. Но жаль что на это видео поставили ограничение по возрасту.

  • Reply Тема Опанасенко October 23, 2018 at 8:01 pm


  • Reply Vladislav gittys1982 November 5, 2018 at 12:56 pm

    После 3-4 часовой поездки на этих деревянных сиденьях, жопа немела напрочь.

  • Reply Владимир Ленин November 11, 2018 at 7:36 pm


  • Reply Pavel Golyamov November 16, 2018 at 5:44 am

    приятное познавательное видео. автору спасибо

  • Reply Михаил Посудневский December 10, 2018 at 12:56 pm

    Спасибо Вам! Потрясён информативностью и проделанной работой! В детстве каждое лето ездил на таком поезде в Молдавии из Окницы до Бельц)

  • Reply Владимир Косенков December 11, 2018 at 1:19 pm

    огромное спасибо автору!очень интересно!прям от души…..единственное что у меня вызывает негатив это " а потом их порезали" или "до наших дней не сохранились" прям очень обидно….

  • Reply Дмитрий Праслов December 12, 2018 at 10:13 am

    Это видео может оказаться неприемлемым для некоторых зрителей… это, интересно знать, для каких? Альтернативно одарённых? Что-то ютуб затупил

  • Reply MAX SHOW December 18, 2018 at 4:21 pm

    Прикольный дизайн и классные архивные фотки

  • Reply Угрюм&Тайга Аляскинские маламуты December 20, 2018 at 2:24 pm


  • Reply Угрюм&Тайга Аляскинские маламуты December 20, 2018 at 2:26 pm

    А когда будет про эр2

  • Reply Verter Robot December 20, 2018 at 11:04 pm

    На 54:00 мудачье какое-то в окне…

  • Reply марина ющенко December 28, 2018 at 3:51 pm

    Первый контент про ЖД каким именно должен быть

  • Reply WARE INTERESTING January 5, 2019 at 6:00 am

    В депо Тернополь Д1 небило только ДР1

  • Reply Роман Чепелюк January 5, 2019 at 7:45 pm

    Замечательный цикл фильмов. Все привязано к датам интересным интервью. Единственное, не совсем разобрался когда рассказывалось о том как переводили на широкую коллег, при передаче заказчику. Ещё раз спасибо .

  • Reply TraserTong January 13, 2019 at 9:26 am

    Заслушался ГРОМАДНОЕ СПАСИБО. ) На 1м дыхании смотрелось.

  • Reply Валера Новиков January 20, 2019 at 8:05 am

    Фильм просто Шедевр. Как и автор!

  • Reply Дмитрий Евтушенко January 30, 2019 at 12:55 am

    Выражаю большую благодарность автору! Всегда приятно смотреть ваши видео. 👍
    Документальное видео смотреть – одно удовольствие. Я такой же железнодорожный фанат как и вы. Я живу в Николаеве и у нас ещё остались Д1, которые так же как и в Молдове, доживают свое время. Надеюсь, что вы ещё к нам приедете поснимать. 👍

  • Reply Yura Ponomarenko January 31, 2019 at 8:39 am

    Целая эпоха. Спасибо

  • Reply Михаил Демин February 27, 2019 at 8:57 pm

    Замечательно! Очень интересно! Автору глубочайшее уважение.
    Очень приятно слушается авторский комментарий очень драматически грамотно и культурно построенный.
    А лёгкий эстонский акцент привносит оригинальную эстетическую нотку…😉

  • Reply Сергей А. March 15, 2019 at 4:12 pm

    Скольким странам СССР давал работу и сколько предприятий перестали существовать без СССР.

  • Reply sv en March 22, 2019 at 1:03 am

    Amazing Movie! Thank you!

  • Reply Арсений Шеремет March 22, 2019 at 7:20 pm

    Охуэный охсент

  • Reply Рамиль Сунгатуллин March 31, 2019 at 1:01 pm

    Поезд как целая эпоха, страны, поколений, сам катался на нем когда был маленький, жаль что все развалили, а так за фильм спасибо вспомнил детство😳

  • Reply Ukrainian railway_man April 20, 2019 at 9:14 am

    В украине состояние д1 намного хуже чем в Молдове

  • Reply Сергей Савин April 29, 2019 at 2:06 pm


  • Reply 111SmokinPipe111 May 1, 2019 at 1:52 am

    1:16 it's "Argentina". And till this days, Rosario city still uses russian subway trains cars and equipment

  • Reply Mykyta Pliushkiavichius May 13, 2019 at 2:02 pm

    Спасибо тебе! Вспомнил детство. Очень интересно и подробно рассказал, привел конкретные данные. Такой труд заслуживает уважения!

  • Reply Sergey Veretennikov May 18, 2019 at 10:03 am

    Что за музыка с 9:50 по 11:56. В списке я эту композицию не нашел.

  • Reply Agastus Kline May 18, 2019 at 10:15 am

    Из Казани часто ездил на красном Д1 в деревню, до станции Каратун, когда был маленьким. Мне поезд нравился своим мощным звуком. Правда медлительный был и пропускал постоянно скорые поезда. Приходилось долго ждать на станциях.

  • Reply Threelly AI May 21, 2019 at 6:58 am

    A normal conversation

  • Reply Samsung J415 May 21, 2019 at 1:06 pm

    На одесской ходят матрицы начальника и зама ,а ещё ходят николаев таврийск🇺🇦

  • Reply Samsung J415 May 21, 2019 at 1:27 pm

    Умань черкасы , одесса кишенёв

  • Reply Павел Протасов May 28, 2019 at 1:45 pm

    Это нам неинтересно.

  • Reply sub zero May 28, 2019 at 2:07 pm

    U nas i seicheas oni hodeat. Moldova 2019 mai

  • Reply Руслан Мищенко June 14, 2019 at 2:09 pm

    У нас в Херсоне (Украина) Д1 до сих пор бегают по рельсам

  • Reply TheDimonLift Liftovoy July 10, 2019 at 3:21 pm

    Да вы бдять достали.
    Это содержание предозначено только для взрослых. Бла бла бла бла. Да пошли вы на хуй.

  • Reply Митя Логвинюк August 6, 2019 at 8:11 pm

    Очень подробное и отличное видео!!! Не описать словами насколько хорошее. Спасибо автору!

  • Reply Gans Shelenberg August 17, 2019 at 11:26 pm

    О как по Молдавии ещё гоняют они…….!!!

  • Reply Gans Shelenberg August 17, 2019 at 11:55 pm

    Да, сколько на них проездил в Одессу и обратно до Тирасполя в 80-е…..И потом ещё когда работал на Молдавской дороге уже и несосчетать

  • Reply Alex God August 25, 2019 at 1:43 pm

    Отличный познавательный документальный фильм!
    Автору большое спасибо за труд!

  • Reply Vlad &mir August 27, 2019 at 6:07 pm

    Приезжайте в Черкассы, у нас эти Д1 до сих пор благополучно трудятся !! Будет что поснимать! https://www.youtube.com/watch?v=nC3ThV3if2A

  • Reply Юра Слюсар September 20, 2019 at 10:24 pm

    Дякую Мартіне за дуже цікавий документальний фільм!

  • Reply TheDimonLift Liftovoy October 5, 2019 at 12:50 pm

    Да чтоб тебя. Хочу посмотреть и начинается. Это содержание пренадлежит для взрослых. Автор исправь. Зря что-ли подписовался. Тоисть какие-то короткие видео смотреть можно. А длинные якобы принадлежат взрослым. Как бы ничесно и обидно. А посмотреть хочется. Мол вам ''12'' а на деле мне 16 лет. Нет блин нет доступа к видео. И что я буду делать. Ведь даже с Др-1 нет доступа. Ничесно и обидно ☹️😨😩😢

  • Reply Общественный транспорт России October 16, 2019 at 6:37 pm

    На 0:39 Дэшка подмигнула)

  • Reply Роман Покотило October 28, 2019 at 10:54 pm

    Спасибо автору!
    1:20:58 – 35 действующих составов в Украине! – горжусь моей страной

  • Reply Апро Апро November 17, 2019 at 4:23 pm

    Класс не один раз ездил на таких поездах по маршруту Одесса-Кишинев экспресс.

  • Reply Francisco Antonio November 19, 2019 at 4:48 pm

    Hola, cuanta nobleza hay en éstas máquinas , aun hoy con lo viejas que son conservan su elegancia al desplazarse , estoy impresionado con las mega maestranzas para construir éstos trenes, también veo que dieron importancia a la aerodinámica aunque fuera más cosmético que práctico, todo se adecuaba a los tiempos , es apasionante ver la importancia que se le dio a éste medio de transporte , el área de carga es increíble, nunca vi tanto tráfico como en la Europa del éste, y también vemos hoy la evolución en los trenes de pasajeros que realmente son hermosos y rápidos , causa mucha alegría ver a los antepasados aún en funcionamiento aunque sea en áreas rurales, pero siguen dando un valioso servicio digno de ejemplo para todo el mundo. gracias hermoso documental.

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