To follow along with the developments in rest of the world the Soviet Union launched it's own super fast trains initiative in 1993 following the "slightly successfull" ER-200 types, of which two were built back in 1967. 

The Sokol was one of the projects of utmost importance for the national pride. The Soviet Union was already at the brink of a collapse by then and the new Russia with stronger economy had not yet been born for many years. So the times were tough both economically and structurally. The institutions which had been supporting the development for decades, were gone all of a sudden.   

Even so, the project progressed steadily. The hopes were high and 450 million dollars were spent on the design and prototype. The Sokol-250 trains prototype construction was started in 1999 and by 2001 the train below was finished for the test run, which would prove the success of failure.  

Here a Sokol-250 prototype train waiting for the tests at the test rink at The Rail Transport Research Institute - VNIIZhT in Russia.  

A single automaticcoupler+bumper unit is typical for the Russian trains (as well as all the U.S. trains). So this might just be somekind of temporary coupler used when the train is towed from one place to another. Obvious from the picture is that this coupler must be retracted back under the (missing) cover from the harsh weather when not in use.  Retractable coupler might not be a very good idea on fast trains in extremely cold climates as the Finnish Pendolinos have proved.

The bogie of the test trains along with impressive electronics to track developments on the tests. 

The entrance of the test trains coaches. In Russia the platforms are extremely high to enable easy access even to the high floor vehicles. 

A great shot from the photographer showing the rounded nose of the Sokol-250 / Ñîêîë-250. The engineer sure looks worried, as probably should before any test run.  

And the front view! 

The test runs in 2001 were unsatisfactory (this was widely published info, although the chief designer did not agree), called by the head of Ministry of Transport "historical mistake" with the price of 450 million dollars. The Commision found 50 problems in the train.

In 2002 there was a second trial, with less problems, but it didn't help to save the train. Two years later appeared publications that teh National railways RZhD wants to continue finansing this project, which would need some 10 million dollars more. It's was argued to be cheaper than to start a new project, because Russia doesn't want to buy high-speed train abroad.

However, in 2006 there were news about plans to integrate the technology used by Germans on their ICE3 to the new Russian train.     

As a result of the continuous go-nogo-situation and the lacking financing the Russia today has no super fast trains, not of it's own design, nor bought from France or Germany like most of the rest of the world.