1.
FS Class ETR 500
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ETR500 is a family of Italian high-speed trains introduced in 1993. Designed under the aegis of the Ferrovie dello Stato, it is now operated by Trenitalia on RFI tracks, the opening of the Direttissima line, connecting Florence with Rome, in stages between 1978 and 1991 was the first high speed line in Europe. Then, in the 1990s, FS unveiled plans to build a new high speed network. The new train was to be built by the TREVI formed by Breda Costuzioni Ferroviarie, FIAT Ferroviaria, Tecnomasio and Firema Trasporti. In 1988 the first prototype motorcar, called ETR 500-X and nicknamed Remo, as the brother of the first Roman king and it was tested on the Direttissima line in the combination of a measuring car and an E444 locomotive, reaching a record speed of 319 km/h. In 1990 the 2 first complete trainsets, called ETR 500-Y and nicknamed Romolo, the 3 motorcars of the prototype sets are now based at different locations in Italy and unfortunately have been vandalised and graffitized. The middle cars of the 2 ETR 500-Y sets are now part of the two RFI ETR.500 test trains Y1 and Y2, after the success of the 2 prototypes, FS decided to order 30 mono-current trainsets supporting the 3 kV DC supply of existing lines. Delivered between 1992 and 1996, with interiors styled by design company Pininfarina, they consist of 2 motorcars, four first class cars, a restaurant car, and six second class cars. Although suited for driving 300 km/h, they were limited to 250 km/h on the Direttissima as the current drawn from the catenary at 300 km/h would be too high and this was also the reason why a second generation, dual-voltage trains was ordered. Major routes of train were Chiusi-Milan, Florence-Naples, Milan-Rome Termini, Milan-Naples, Bologna-Rome Termini, Milan-Salerno, Milan-Venice. Between 2006 and 2008, the first generation trains have been upgraded with newly built E.404 6xx dual-voltage motorcars, coupled to the existing middle cars. All E.404 0xx motorcars of the older trainsets have been refurbished and transformed into locomotives of the type E.414 and these trains consist of two E.414 locomotives and 10 former Intercity UIC-Z coaches. Although the coaches are normal Intercity coaches, they mostly remain in semi-permanent coupled formation with the two E.414 locomotives. With the new high-speed lines finally in construction, FS chose to electrify the lines at 25 kV50 Hz AC instead of 3 kV DC as used on the classic network. This allows the trains to drive at their top speed of 300 km/h, as the first generation trains can not operate off 25 kV AC, new trains had to be ordered. As the new trains can run both off 25 kV AC and 3 kV DC, they were designated P for politensione, the new power cars of the trains feature a totally different design than the first generation trainsets, although also designed by design company Pininfarina. These new trains, delivered between 2000 and 2005, consist in original formation of 2 motorcars, four 1st class cars, a restaurant car, and six 2nd class cars. However, with the addition of a Business class car after the four 1st class cars to all trainsets, the second generation trains can be divided in multiple sub-series
FS Class ETR 500
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The ETR 500 "Frecciarossa" of the Italian Railways
FS Class ETR 500
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Prototype set ETR.500-X at an exposition in Bologna in 1994.
FS Class ETR 500
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ETR.500 mono-current powercar at Roma Termini.
FS Class ETR 500
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ETR.500 "AV" at Milano Centrale.
2.
AGV (train)
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The AGV is a standard gauge, high-speed, electric multiple-unit train, designed and built by Alstom. Alstom offers the AGV in configurations from seven to fourteen carriages, the trains are constructed from units comprising three cars and single-car driver-trailers. The maximum commercial speed is 360 km/h, design of the train took place through the early 2000s, with a prototype, Pegase, produced in 2008. As of 2016, the only order for the train has been from Italian transport company NTV. The first design studies relating to the AGV were made in 1998, an AGV design, initially named TGV400 was presented in Barcelona in early 2000 as part of Alstoms bid to supply high-speed trains for the Madrid–Barcelona high-speed rail line. The design would retain the articulated Jacobs bogie of the TGV, the new design was the first high-speed train design in modern times that had inter-vehicle articulation and distributed traction. The design used Alstom Onix IGBT based traction inverters, the weight associated with IGBT technology allowed an axle load of within 17 tonnes per axle. The trainsets were to be made up of modules of 3-car sets with two powered bogies per module, each motor bogie had two body-mounted self-ventilated motors, one per axle, rated at 600 kW. The traction electronics used two taps per transformer per module, each powering two parallel connected inverters, with an inverter for each motor. There were two designs, the driving control cars, and intermediate cars, and two designs of bogie, powered and unpowered. Both technologies had been trialled on TGV sets. The carriages were constructed from aluminium alloy as used on the TGV Duplex, the transformers, which weigh 6.5 tonnes, are fitted underneath the end cars, since the presence of the leading bogie allows the mass to be distributed over three instead of two axles. The interior structure was designed to allow easier refurbishment and alteration to the passenger environment, the floor level is kept practically constant throughout the train, including at inter-coach connections. The 2005 specifications allowed a wider carriage than the TGV, with a correspondingly shorter coach length, Alstom claimed operating and capital costs per seat were the same as a TGV Duplex. In 2007 a modified TGV Duplex, the V150, fitted with AGV-type bogies, traction electronics, the design was complete enough to be frozen by July 2006. It had become formalised at basic train lengths of 7 or 14 cars, each 3-car module had either a transformer or one of two traction modules located beneath a carriage. Additional trailer vehicles were to extend the train size beyond multiples of three, braking is by rheostatic braking and regenerative braking, in addition to triple disc brakes on trailer bogies for low speed braking. An eddy current brake was not fitted, the train also incorporates a carbon composite as a structural element, forming a U beam which supports the carriage body end on the secondary suspension
AGV (train)
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AGV Pégase at Innotrans 2008
AGV (train)
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NTV Alstom AGV 575
3.
Turin
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Turin is a city and an important business and cultural centre in northern Italy, capital of the Piedmont region and was the first capital city of Italy. The city is located mainly on the bank of the Po River, in front of Susa Valley and surrounded by the western Alpine arch. The population of the city proper is 892,649 while the population of the area is estimated by Eurostat to be 1.7 million inhabitants. The Turin metropolitan area is estimated by the OECD to have a population of 2.2 million, in 1997 a part of the historical center of Torino was inscribed in the World Heritage List under the name Residences of the Royal House of Savoy. Turin is well known for its Renaissance, Baroque, Rococo, Neo-classical, many of Turins public squares, castles, gardens and elegant palazzi such as Palazzo Madama, were built between the 16th and 18th centuries. This was after the capital of the Duchy of Savoy was moved to Turin from Chambery as part of the urban expansion, the city used to be a major European political center. Turin was Italys first capital city in 1861 and home to the House of Savoy, from 1563, it was the capital of the Duchy of Savoy, then of the Kingdom of Sardinia ruled by the Royal House of Savoy and finally the first capital of the unified Italy. Turin is sometimes called the cradle of Italian liberty for having been the birthplace and home of notable politicians and people who contributed to the Risorgimento, such as Cavour. The city currently hosts some of Italys best universities, colleges, academies, lycea and gymnasia, such as the University of Turin, founded in the 15th century, in addition, the city is home to museums such as the Museo Egizio and the Mole Antonelliana. Turins attractions make it one of the worlds top 250 tourist destinations, Turin is ranked third in Italy, after Milan and Rome, for economic strength. With a GDP of $58 billion, Turin is the worlds 78th richest city by purchasing power, as of 2010, the city has been ranked by GaWC as a Gamma World city. Turin is also home to much of the Italian automotive industry, the Taurini were an ancient Celto-Ligurian Alpine people, who occupied the upper valley of the Po River, in the center of modern Piedmont. In 218 BC, they were attacked by Hannibal as he was allied with their long-standing enemies, the Taurini chief town was captured by Hannibals forces after a three-day siege. As a people they are mentioned in history. It is believed that a Roman colony was established in 27 BC under the name of Castra Taurinorum, both Livy and Strabo mention the Taurinis country as including one of the passes of the Alps, which points to a wider use of the name in earlier times. In the 1st century BC, the Romans created a military camp, the typical Roman street grid can still be seen in the modern city, especially in the neighborhood known as the Quadrilatero Romano. Via Garibaldi traces the path of the Roman citys decumanus which began at the Porta Decumani. The Porta Palatina, on the side of the current city centre, is still preserved in a park near the Cathedral
Turin
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From top to bottom, left to right: panorama of the Mole Antonelliana, Valentino Park with the medieval village, Piazza Castello with Palazzo Reale and Palazzo Madama, San Carlo Plaza with the Caval ëd Bronz, the Arco Olimpico and the Lingotto, the sarcophagus of Oki at the Egyptian Museum, a view of the hills, the Po, the Gran Madre, the Monte of Cappuccini and Palatine Towers.
Turin
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The Roman Palatine Towers.
Turin
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Siege of Turin
Turin
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Turin in the 17th century.
4.
Venice
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Venice is a city in northeastern Italy and the capital of the Veneto region. It is situated across a group of 118 small islands that are separated by canals and these are located in the shallow Venetian Lagoon, an enclosed bay that lies between the mouths of the Po and the Piave Rivers. Parts of Venice are renowned for the beauty of their settings, their architecture, the lagoon and a part of the city are listed as a World Heritage Site. In 2014,264,579 people resided in Comune di Venezia, together with Padua and Treviso, the city is included in the Padua-Treviso-Venice Metropolitan Area, with a total population of 2.6 million. PATREVE is a metropolitan area without any degree of autonomy. The name is derived from the ancient Veneti people who inhabited the region by the 10th century BC, the city was historically the capital of the Republic of Venice. Venice has been known as the La Dominante, Serenissima, Queen of the Adriatic, City of Water, City of Masks, City of Bridges, The Floating City, and City of Canals. The City State of Venice is considered to have been the first real international financial center which gradually emerged from the 9th century to its peak in the 14th century and this made Venice a wealthy city throughout most of its history. It is also known for its several important artistic movements, especially the Renaissance period, Venice has played an important role in the history of symphonic and operatic music, and it is the birthplace of Antonio Vivaldi. Venice has been ranked the most beautiful city in the world as of 2016, the name Venetia, however, derives from the Roman name for the people known as the Veneti, and called by the Greeks Eneti. The meaning of the word is uncertain, although there are other Indo-European tribes with similar-sounding names, such as the Celtic Veneti, Baltic Veneti, and the Slavic Wends. Linguists suggest that the name is based on an Indo-European root *wen, so that *wenetoi would mean beloved, lovable, a connection with the Latin word venetus, meaning the color sea-blue, is also possible. The alternative obsolete form is Vinegia, some late Roman sources reveal the existence of fishermen on the islands in the original marshy lagoons. They were referred to as incolae lacunae, the traditional founding is identified with the dedication of the first church, that of San Giacomo on the islet of Rialto — said to have taken place at the stroke of noon on 25 March 421. Beginning as early as AD166 to 168, the Quadi and Marcomanni destroyed the center in the area. The Roman defences were again overthrown in the early 5th century by the Visigoths and, some 50 years later, New ports were built, including those at Malamocco and Torcello in the Venetian lagoon. The tribuni maiores, the earliest central standing governing committee of the islands in the Lagoon, the traditional first doge of Venice, Paolo Lucio Anafesto, was actually Exarch Paul, and his successor, Marcello Tegalliano, was Pauls magister militum. In 726 the soldiers and citizens of the Exarchate rose in a rebellion over the controversy at the urging of Pope Gregory II
Venice
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A collage of Venice: at the top left is the Piazza San Marco, followed by a view of the city, then the Grand Canal, and (smaller) the interior of La Fenice and, finally, the Island of San Giorgio Maggiore
Venice
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UNESCO World Heritage Site
Venice
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Photography of Venice at dusk
Venice
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The Grand Canal seen from the bridge at Ponte di Rialto
5.
High-speed rail
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High-speed rail is a type of rail transport that operates significantly faster than traditional rail traffic, using an integrated system of specialized rolling stock and dedicated tracks. The first such system began operations in Japan in 1964 and was known as the bullet train. High-speed trains normally operate on standard gauge tracks of continuously welded rail on grade-separated right-of-way that incorporates a large turning radius in its design, only in Europe does HSR cross international borders. China has 22,000 kilometres of HSR as of end December 2016, while high-speed rail is most often designed for passenger travel, some high-speed systems also offer freight service. Multiple definitions for high-speed rail are in use worldwide, the European Union Directive 96/48/EC, Annex 1 defines high-speed rail in terms of, Infrastructure, track built specially for high-speed travel or specially upgraded for high-speed travel. Minimum Speed Limit, Minimum speed of 250 km/h on lines built for high speed. This must apply to at least one section of the line, Rolling stock must be able to reach a speed of at least 200 km/h to be considered high speed. Operating conditions, Rolling stock must be designed alongside its infrastructure for complete compatibility, safety and quality of service, category II – Existing tracks specially upgraded for high speeds, allowing a maximum running speed of at least 200 km/h. Category III – Existing tracks specially upgraded for high speeds, allowing a maximum running speed of at least 200 km/h, the UIC prefers to use definitions because they consider that there is no single standard definition of high-speed rail, nor even standard usage of the terms. They make use of the European EC Directive 96/48, stating that high speed is a combination of all the elements which constitute the system, infrastructure, rolling stock and operating conditions. The International Union of Railways states that high-speed rail is a set of unique features, many conventionally hauled trains are able to reach 200 km/h in commercial service but are not considered to be high-speed trains. These include the French SNCF Intercités and German DB IC, National domestic standards may vary from the international ones. Railways were the first form of land transportation and had an effective monopoly on passenger traffic until the development of the motor car. Speed had always been an important factor for railroads and they tried to achieve higher speeds. The line used three-phase current at 10 kilovolts and 45 Hz, on 23 October 1903, the S&H-equipped railcar achieved a speed of 206.7 km/h and on 27 October the AEG-equipped railcar achieved 210.2 km/h. These trains demonstrated the feasibility of electric high-speed rail, however, after the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with traffic at grade crossings. The physical laws were well-known, i. e. if the speed was doubled, the radius should be quadrupled
High-speed rail
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The Tōkaidō Shinkansen high-speed line in Japan, with Mount Fuji in the background
High-speed rail
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The German 1903 record holder
High-speed rail
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The German Fliegender Hamburger
High-speed rail
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Burlington Zephyr passenger train
6.
Frecciarossa
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Frecciarossa is a high-speed train of the Italian national train operator, Trenitalia. The name, which means red arrow in English, was introduced in 2012 after it had previously known as Eurostar Italia. Frecciarossa trains operate at speeds of up to 300 km/h, Frecciarossa is the premier service of Trenitalia and competes with italo, operated by Nuovo Trasporto Viaggiatori. ETR.1000, speeds up to 360 km/h, current limitations on the tracks set at 300 km/h the maximum operating speed of the trains. Along with the development of ETR1000 by AnsaldoBreda and Bombardier Transportation, frecciargento Frecciabianca High-speed rail in Italy Eurostar Italia Train categories in Europe Media related to Frecciarossa at Wikimedia Commons
Frecciarossa
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Frecciarossa ETR.500 train
Frecciarossa
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Frecciarossa ETR.1000 train
7.
Frecciargento
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Frecciargento is a high-speed train of the Italian national train operator, Trenitalia. The name was introduced in 2012 after it had previously known as Eurostar Italia. Frecciargento trains operate at speeds of up to 250 km/h.485, tilting trains, ETR.600, tilting trains, speeds up to 250 km/h. Frecciabianca Frecciarossa High-speed rail in Italy Eurostar Italia Train categories in Europe Media related to Frecciargento at Wikimedia Commons
Frecciargento
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Frecciarossa ETR.485 train
Frecciargento
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Frecciarossa ETR.600 train
8.
AnsaldoBreda
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Hitachi Rail Italy S. p. A. is a rail transport engineering company based in Italy whose main products are designing and manufacturing of railway and mass transit vehicles. A subsidiary of Finmeccanica, the company was sold to Hitachi in February 2015, after the deal was finalized, the current name was adapted in November 2015 to reflect the new ownership. Ansaldo & C. was registered in Genoa as a manufacturer of locomotives, rail rolling stock. The company was supported by the Minister of Finance, Camillo Benso, Count of Cavour, in 1886, Ernesto Breda founded Ing. Ernesto Breda and C. the company which became Società Italiana Ernesto Breda in 1899, in 1989 both Ansaldo and Breda participated in a consortium for the design and manufacturing of the ETR500 high speed train. AnsaldoBreda was formed in 2001 by the merger of Ansaldo Trasporti and Breda Costruzioni Ferroviarie and it has production sites at four locations in Italy, Naples, Reggio Calabria, Palermo, and Pistoia. The company employs about 2,400 people, salvatore Bianconi was the Chief Executive Officer of AnsaldoBreda from 2008 to 2011, when he was succeeded by Maurizio Manfellotto. On 2 November 2015 AnsaldoBreda was sold and changed its name to Hitachi Rail Italy, Ansaldo entered the age of the steam locomotive in 1854 with its model FS113, also known as Sampierdarena. In 1908 SIEBs thousandth locomotive was built, a model FS685 with serial number 600 now preserved in the Leonardo da Vinci Museum of Science, in 1936 Breda entered the electric locomotive era with the production of the FS Class ETR200 series electric multiple unit. In 1939 this type set the speed record for rail vehicles at 203 km/h. Although only 18 trains of type were constructed they remained in service for a long time until they were finally withdrawn from service in 1993. In 1976 the FS ETR400 entered service, fiat Ferroviaria manufactured the body and bogies, whilst Ansaldo produced the power unit. It was the first train in the world featuring active body tilting to enter service and was capable of speeds of up to 250 km/h. The TREVI Consortium, of which Ansaldo and Breda Costruzioni Ferroviarie were members, during the tests, ETR500 Y2 achieved the current rail speed record in Turkey, reaching 303 km/h. The train was capable of exceeding 300 km/h and it reached 362 km/h in the Monte Bibele tunnel between Florence and Bologna in 2009, setting a speed record for trains in a tunnel. Another high speed train Frecciarossa 1000 high speed train was developed in a consortium with Bombardier Transportation, the first ETR1000 was christened Mennea in honour of the Italian athlete Pietro Mennea who had died five days earlier. Besides the construction of locomotives, AnsaldoBreda manufactures railway cars, trams, and trains for rail, high-speed rail. AnsaldoBreda has also developed a driverless multiple unit train, since acquired by Hitachi, production of some British Rail Class 802 has been shifted to Hitachi Rail Italys Pistoia plant due to Hitachi Rails Newton Aycliffe, England plant being at capacity
AnsaldoBreda
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Breda's one thousandth locomotove, the FS 685.600, at the Leonardo da Vinci Museum in Milan
AnsaldoBreda
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The Settebello
AnsaldoBreda
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ETR 401
AnsaldoBreda
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The ETR 500 "Frecciarossa" of the Italian Railways
9.
Bombardier Transportation
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Bombardier Transportation is the rail equipment division of the Canadian firm Bombardier Inc. Bombardier Transportation is one of the worlds largest companies in the rail vehicle, the division is headquartered in Berlin, Germany, and has regional offices and major development facilities in Canada and the United States. Bombardier Transportation has many production and development facilities worldwide. Bombardier Transportation produces a range of products including passenger rail vehicles, locomotives, bogies, propulsion and controls. Laurent Troger is the president and chief operating officer of Bombardier Transportation, in January 2011, the company had 34,900 employees,25,400 of them in Europe, and 60 manufacturing locations around the world. Bombardier Transportations first order for mass transit rolling stock was in 1974 for the Société de transport de Montréal to build trains for the Montreal Metro. The core of the Transportation group was formed with the purchase of Montreal Locomotive Works in 1975, with that purchase, Bombardier acquired MLWs LRC tilting train design which it produced in the 1980s. The group also purchased Urban Transportation Development Corporation from the Government of Ontario, MLW was sold to General Electric in 1988. GE ended railcar operations in Canada in 1993, Bombardier Transportation continues to operate the railcar operations in Thunder Bay. In 1987, Bombardier bought the assets of US railcar manufacturers Budd, in 1990, Procor Engineering Ltd. of Horbury near Wakefield, UK, a manufacturer of bodyshells, was acquired, and renamed Bombardier Prorail. In 1991, the grouping Bombardier Eurorail was formed consisting of the companys European subsidiaries, BN, ANF-Industrie, Prorail, in 1992, the company acquired Mexicos largest railway rolling-stock manufacturer, Concarril, from the Mexican government. In 1995, Waggonfabrik Talbot KG in Aachen, Germany, and in 1998, Deutsche Waggonbau AG, DWA encompassed the major portion of the railway equipment industry of the former East Germany, and had its principal sites in Bautzen and Görlitz. In 2001, Bombardier Transportation acquired Adtranz from DaimlerChrysler, and became by many measurements the Western worlds largest rail-equipment manufacturer, the addition of ADtranz made Bombardier a manufacturer of locomotives along with its existing product lines of passenger carriages, multiple-unit trains, and trams. With the acquisition of ADtranz, Bombardier also gained competence in the propulsion components business. Other sites had their work reduced in scope, or were closed. In Sep 2014 the downsizing and eventual closure of the Maryborough factory was announced, in January 2015, the government of Hungary nationalised the loss-making and under-utilised Bombardier carriage works at Dunakeszi, acquiring a 64. 9% stake for $7.8 million. An IPO was planned for late 2015, the investment initially representing a 30% stake - a valuation of $5 billion. The sale was required in part to continue the financing of the parent companys C-Series jet, in Aug 2016 Bombardier opened a 6,000 square metres production facility in Isando, Johannesburg, South Africa
Bombardier Transportation
10.
Rete Ferroviaria Italiana
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Rete Ferroviaria Italiana is an Italian company, subsidiary of Ferrovie dello Stato. RFI is the owner of Italys railway network, it provides signalling, maintenance and it also operates train ferries between the Italian Peninsula and Sicily. RFI was founded on 1 July 2001 following the European directive on rail transport, the Italian rail network used to be managed by Ferrovie dello Stato until 2001
Rete Ferroviaria Italiana
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Overview
11.
Switzerland
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Switzerland, officially the Swiss Confederation, is a federal republic in Europe. It consists of 26 cantons, and the city of Bern is the seat of the federal authorities. The country is situated in western-Central Europe, and is bordered by Italy to the south, France to the west, Germany to the north, and Austria and Liechtenstein to the east. Switzerland is a country geographically divided between the Alps, the Swiss Plateau and the Jura, spanning an area of 41,285 km2. The establishment of the Old Swiss Confederacy dates to the medieval period, resulting from a series of military successes against Austria. Swiss independence from the Holy Roman Empire was formally recognized in the Peace of Westphalia in 1648. The country has a history of armed neutrality going back to the Reformation, it has not been in a state of war internationally since 1815, nevertheless, it pursues an active foreign policy and is frequently involved in peace-building processes around the world. In addition to being the birthplace of the Red Cross, Switzerland is home to international organisations. On the European level, it is a member of the European Free Trade Association. However, it participates in the Schengen Area and the European Single Market through bilateral treaties, spanning the intersection of Germanic and Romance Europe, Switzerland comprises four main linguistic and cultural regions, German, French, Italian and Romansh. Due to its diversity, Switzerland is known by a variety of native names, Schweiz, Suisse, Svizzera. On coins and stamps, Latin is used instead of the four living languages, Switzerland is one of the most developed countries in the world, with the highest nominal wealth per adult and the eighth-highest per capita gross domestic product according to the IMF. Zürich and Geneva have each been ranked among the top cities in the world in terms of quality of life, with the former ranked second globally, according to Mercer. The English name Switzerland is a compound containing Switzer, a term for the Swiss. The English adjective Swiss is a loan from French Suisse, also in use since the 16th century. The name Switzer is from the Alemannic Schwiizer, in origin an inhabitant of Schwyz and its associated territory, the Swiss began to adopt the name for themselves after the Swabian War of 1499, used alongside the term for Confederates, Eidgenossen, used since the 14th century. The data code for Switzerland, CH, is derived from Latin Confoederatio Helvetica. The toponym Schwyz itself was first attested in 972, as Old High German Suittes, ultimately related to swedan ‘to burn’
Switzerland
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Founded in 44 BC by Lucius Munatius Plancus, Augusta Raurica was the first Roman settlement on the Rhine and is now among the most important archaeological sites in Switzerland.
Switzerland
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Flag
Switzerland
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The 1291 Bundesbrief (Federal charter)
Switzerland
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The Old Swiss Confederacy from 1291 (dark green) to the sixteenth century (light green) and its associates (blue). In the other colors are shown the subject territories.
12.
TGV
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TGV is Frances intercity high-speed rail service, operated by SNCF, the national rail operator. It was developed in the 1970s by GEC-Alsthom and SNCF, originally designed as turbotrains to be powered by gas turbines, the prototypes evolved into electric trains with the 1973 oil crisis. A TGV test train set the record for the fastest wheeled train, in mid-2011, scheduled TGV trains operated at the highest speeds in conventional train service in the world, regularly reaching 320 km/h on the LGV Est, LGV Rhin-Rhône, and LGV Méditerranée. The commercial success of the first LGV, the LGV Sud-Est, led to an expansion of the network to the south, and new lines in the west, north, and east. Eager to emulate the TGVs success, neighbouring countries Italy, Spain, Several future lines are planned, including extensions within France and to surrounding countries. Cities such as Tours have become part of a TGV commuter belt around Paris, in 2007, SNCF generated profits of €1.1 billion driven largely by higher margins on the TGV network. The idea of the TGV was first proposed in the 1960s, at the time the French government favoured new technology, exploring the production of hovercraft and the Aérotrain air-cushion vehicle. Simultaneously, SNCF began researching high-speed trains on conventional tracks, in 1976, the government agreed to fund the first line. By the mid-1990s, the trains were so popular that SNCF president Louis Gallois declared TGV The train that saved French railways, TGV001 was not a wasted prototype, its gas turbine was only one of its many new technologies for high-speed rail travel. It also tested high-speed brakes, needed to dissipate the large amount of energy of a train at high speed, high-speed aerodynamics. It was articulated, i. e. two adjacent carriages shared a bogie, allowing free yet controlled motion with respect to one another and it reached 318 km/h, which remains the world speed record for a non-electric train. Its interior and exterior were styled by British-born designer Jack Cooper, whose work formed the basis of early TGV designs, changing the TGV to electric traction required a significant design overhaul. The first electric prototype, nicknamed Zébulon, was completed in 1974, testing such as innovative body mounting of motors, pantographs, suspension. Body mounting of motors allowed over 3 tonnes to be eliminated from the power cars, the prototype travelled almost 1,000,000 km during testing. In 1976 the French government funded the TGV project, and construction of the LGV Sud-Est, the line was given the designation LN1, Ligne Nouvelle 1. After two pre-production trainsets had been tested and substantially modified, the first production version was delivered on 25 April 1980, the LGV opened to the public between Paris and Lyon on 27 September 1981. Contrary to its earlier fast services, SNCF intended TGV service for all types of passengers and this commitment to a democratised TGV service was enhanced in the Mitterrand era with the promotional slogan Progress means nothing unless it is shared by all. The TGV was considerably faster than normal trains, cars, or aeroplanes, the trains became widely popular, the public welcoming fast and practical travel
TGV
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Three TGV trains at Paris Gare de l'Est
TGV
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A TGV driver's cab
TGV
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A TGV Duplex trainset coupled to a Reseau trainset leaving Paris Gare de Lyon
TGV
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A TGV Sud-Est set in the original orange livery, since superseded by silver and blue
13.
25 kV AC railway electrification
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25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
25 kV AC railway electrification
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A CSR EMU on the Roca Line in Buenos Aires, using 25kV AC.
25 kV AC railway electrification
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2 × 25 kV overhead line system in France between Paris and Caen
14.
Padua
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Padua is a city and comune in Veneto, northern Italy. It is the capital of the province of Padua and the economic, the city is sometimes included, with Venice and Treviso, in the Padua-Treviso-Venice Metropolitan Area, which has a population of c. Padua stands on the Bacchiglione River,40 kilometres west of Venice and 29 km southeast of Vicenza, the Brenta River, which once ran through the city, still touches the northern districts. Its agricultural setting is the Venetian Plain, to the citys south west lies the Euganaean Hills, praised by Lucan and Martial, Petrarch, Ugo Foscolo, and Shelley. It hosts the University of Padua, founded in 1222, where Galileo Galilei was a lecturer, Padua is the setting for most of the action in Shakespeares The Taming of the Shrew. There is a play by the Victorian writer Oscar Wilde, titled The Duchess Of Padua, the original significance of the Roman name Patavium is uncertain. It may be connected with the ancient name of the River Po, additionally, the root pat-, in the Indo-European language may refer to a wide open plain as opposed to nearby hills. The ending -ium, signifies the presence of villages that have united themselves together, Padua claims to be the oldest city in northern Italy. According to a tradition dated at least to the time of Virgils Aeneid and to Livys Ab Urbe Condita, Padua was founded in around 1183 BC by the Trojan prince Antenor. After the Fall of Troy, Antenor led a group of Trojans and their Paphlagonian allies, the Eneti or Veneti, thus, when a large ancient stone sarcophagus was exhumed in the year 1274, officials of medieval commune declared the remains within to be those of Antenor. Nevertheless, archeological remains confirm a date for the foundation of the center of the town to between the 11th and 10th centuries BC. The Roman historian Livy records an invasion of the Spartan king Cleonimos around 302 BC. The Spartans came up the river but were defeated by the Veneti in a naval battle, still later, the Veneti of Padua successfully defended themselves against the aggression of Etruscans and Gauls. According to Livy and Silius Italicus, the Veneti, including those of Padua, formed an alliance with the Romans by 226 BC, against their common enemy, men from Padua fought and died besides the Romans at Cannae. As the Romans advanced northward, Padua was gradually assimilated into the Roman Republic, in 175 BC, Padua requested the aid of Rome in putting down a local civil war. In 91 BC, Padua, along with cities of the Veneti. Around 49 BC, Padua was made a Roman municipium under the Lex Julia Municipalis and its citizens ascribed to the Roman tribe, at that time the population of the city was perhaps 40,000. The city was reputed for its excellent breed of horses and the wool of its sheep, in fact, the poet Martial remarks on the thickness of the tunics made there
Padua
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Remnants of Padua's Roman amphitheatre wall.
Padua
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The unfinished façade of Padua Cathedral
Padua
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Last Judgment by Giotto, part of the Scrovegni Chapel.
15.
Venezia Mestre railway station
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Venezia Mestre railway station is a junction station in the comune of Venice, Italy. It is located within the mainland frazione of Mestre, and is classified by its owner, Rete Ferroviaria Italiana, the station is situated at the 257.907 kilometres mark of the Milan–Venice line, and at the 27.778 kilometres mark of the Adria–Mestre line. It is also the point of origin of lines that converge towards Venice as the capital of the region Veneto. Venezia Mestre is one of Venices two most important railway stations, the one being Venezia Santa Lucia, a terminal station on the island of Venice. Both stations are managed by Grandi Stazioni, and they are linked with each other by the Ponte della Libertà between the mainland and the island, late night or early morning trains might stop at Venezia Mestre station if the Venezia Santa Lucia station is closed at such time. In that case, passengers directed to/coming from the Historical Center of Venice they should use the 24/7 ACTV bus service from Piazzale Roma to Venezia Mestre station, an important port for both freight and passengers, it has approximately 500 trains and 85,000 passengers each day. It is also a hub, at which the Milan–Venice, Venice–Udine, Trento–Venice, Venice–Trieste and Adria–Mestre lines converge. Venezia Mestre will be one of the stations on the so-called Pan-European Corridor 5. It will also be part of the Veneto regions Metropolitan Regional Rail System network, for better management of the Venezia Mestre railway junction, numerous works are therefore currently underway. First, the number of platforms at the station is being increased from nine to thirteen, secondly, and most importantly, work is being done to achieve the partial reactivation of Linea dei Bivi, which has been closed since 1993. The reactivated line will begin at Marocco junction, on the Venice-Udine line and it will include the former Orgnano double junction, and Spinea junction, on the Trento–Venice line. The reopened Bivi line then joins the Milan-Venice line at the Venice Mestre station throat and this arrangement separates the Trento and Milan lines from each other, and also create an alternative route for trains to Udine. The new line from the former Orgnano double junction over the Maerne viaduct to Venezia Mestre was officially opened on 30 May 2008, the closed portion of line will be reused as a disused railway bicycle path. These changes will assign to each incoming line a dedicated track, finally, tracks 7 and 8 will be dedicated to those trains leaving or arriving at Venezia Mestre that do not also leave or arrive from Venezia Santa Lucia. The Venezia Mestre station building is also being modified with a view to better organization of spaces and it will also become fully accessible to disabled people, through the construction of lifts to each platform. In the first half of 2009, all the old paddle type destination boards at the station were replaced with new boards fitted with LED displays. The station is served by several ATVO suburban bus routes, and 15 urban and 2 suburban bus routes operated by ACTV,9 of them in transit
Venezia Mestre railway station
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Venezia Mestre station platforms.
Venezia Mestre railway station
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The station's tracks, and platforms for trains towards the Ponte della Libertà and Venice. Track 1 is at the far right.
Venezia Mestre railway station
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Overview
16.
Valencia
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Its urban area extends beyond the administrative city limits with a population of around 1. 5–1.6 million people. Valencia is Spains third largest metropolitan area, with a population ranging from 1.7 to 2.5 million, the Port of Valencia is the 5th busiest container port in Europe and the busiest container port on the Mediterranean Sea. The city is ranked at Gamma in the Globalization and World Cities Research Network, Valencia was founded as a Roman colony by the consul Decimus Junius Brutus Callaicus in 138 BC, and called Valentia Edetanorum. In 1238 the Christian king James I of Aragon reconquered the city and divided the land among the nobles who helped him conquer it and he also created a new law for the city, the Furs of Valencia, which were extended to the rest of the Kingdom of Valencia. In the 18th century Philip V of Spain abolished the privileges as punishment to the kingdom of Valencia for aligning with the Habsburg side in the War of the Spanish Succession, Valencia was the capital of Spain when Joseph Bonaparte moved the Court there in the summer of 1812. It also served as capital between 1936 and 1937, during the Second Spanish Republic, the city is situated on the banks of the Turia, on the east coast of the Iberian Peninsula, fronting the Gulf of Valencia on the Mediterranean Sea. Valencia is integrated into an area on the Costa del Azahar. Valencias main festival is the Falles, the traditional Spanish dish, paella, originated in Valencia. The original Latin name of the city was Valentia, meaning strength, or valour, the Roman historian Livy explains that the founding of Valentia in the 2nd century BC was due to the settling of the Roman soldiers who fought against an Iberian rebel, Viriatus. It is not clear if the term Balansiyya was reserved for the entire Taifa of Valencia or also designated the city, by gradual sound changes, Valentia /waˈlentia/ has become Valencia or in Castilian and València in Valencian. In Valencian, the grave accent <è> /ɛ/ contrasts with the acute accent <é> /e/—but the word València is an exception to this rule and it is spelled according to Catalan etymology, though its pronunciation is closer to Vulgar Latin. Valencia stands on the banks of the Turia River, located on the eastern coast of the Iberian Peninsula, at its founding by the Romans, it stood on a river island in the Turia,6.4 km from the sea. The Albufera, a lagoon and estuary about 11 km south of the city, is one of the largest lakes in Spain. The City Council bought the lake from the Crown of Spain for 1,072,980 pesetas in 1911, in 1986, because of its cultural, historical, and ecological value, the Generalitat Valenciana declared it a natural park. Valencia has a Mediterranean climate with short, very mild winters and long, hot and its average annual temperature is 18.4 °C.23.0 °C during the day and 13.8 °C at night. In the coldest month – January, the temperature typically during the day ranges from 14 to 21 °C. In the warmest month – August, the temperature during the day typically ranges from 28–34 °C. Generally, similar temperatures to those experienced in the part of Europe in summer last about 8 months
Valencia
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Clockwise from top: City of Arts and Sciences, modernist buildings in Town Hall Square, La Lonja, Queen Square with a view of the Cathedral and its tower the Miguelete, Business Offices in France Avenue, the America's Cup port and the Malvarrosa beach.
Valencia
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Flag
Valencia
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Commercial zone
Valencia
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Port of Valencia
17.
Santiago Calatrava
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His best-known works include the Milwaukee Art Museum, the Turning Torso tower in Malmö, Sweden, the Margaret Hunt Hill Bridge in Dallas, Texas, and the Museum of Tomorrow in Rio de Janeiro, Brazil. His architectural firm has offices in New York City, Doha, Calatrava was born on July 28,1951, in Benimàmet, an old municipality now part of Valencia, Spain. His mothers family were of Jewish heritage, but had converted during the Spanish Inquisition of the fifteenth century. His Calatrava surname was an old one from medieval times. He had his primary and secondary schooling in Valencia, and, beginning in 1957, in 1964, as the regime of General Francisco Franco ended and Spain became more open to rest of Europe, he went to France as an exchange student. In 1968, after completing school, he went to study at the Ecole des Beaux Arts in Paris, but he arrived in the midst of student uprisings and turmoil in Paris. He received his diploma as an architect and then did higher studies in urbanism, at the University he completed independent projects with fellow students, publishing two books on the vernacular architecture of Valencia and Ibiza. In 1975 he enrolled in the Swiss Federal Institute of Technology in Zürich, in 1981 he was awarded a doctorate in the department of architecture, after completing his thesis on The Pliability of three-dimensional structures. Speaking of this period, Calatrava told biographer Philip Jodidio, The desire to start all over at zero was very strong in me. I was determined to put to one side all that I had learned in architecture school, I was fascinated by the concept of gravity and convinced that it was necessary to begin work with simple forms. As soon as Calatrava completed his doctorate in 1981, he opened his own office in Zurich, the train station has several of the features that became signatures of his work, straight lines and right angles are rare. In 1984–87, he built his first bridge, the Bac de Roda Bridge in Barcelona, Spain, the bridge, designed for cyclists and pedestrians, connects two parts of the city by crossing a wasteland of railway tracks. It is 128 meters long, with arches which lean at an angle of thirty degrees. The upper portion of the bridge, composed of arches and cables, is light and airy, like a network of lace, anchored to the massive concrete supports. His next bridge, the Puente del Alamillo, in Seville, Spain, was more spectacular. Built as part of the 1992 Expo 92, it is 200 meters long, crossing the Meandro San Jeronimo River and its main feature is a single pylon 142 meters high, leaning to 58 degrees, the same angle as the Great Pyramid of Giza in Egypt. The weight of the concrete of the pylon is sufficient to hold up the bridge with just thirteen pairs of cables, and his first building in the United States, the new structure of the Milwaukee Art Museum. The concrete pylon leans backwards, and seems to grasp the vertical broadcast antennas and its form suggests an athlete about to throw a javelin
Santiago Calatrava
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Santiago Calatrava in 1999
Santiago Calatrava
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The Queen Sofía Palace of the Arts in Valencia, Spain in 2014
Santiago Calatrava
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The Milwaukee Art Museum in Milwaukee, Wisconsin, US
Santiago Calatrava
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Allen Lambert Galleria at Brookfield Place, in Toronto, Canada
18.
Arata Isozaki
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Arata Isozaki is a Japanese architect from Ōita. He graduated from the University of Tokyo in 1954, Isozaki worked under Kenzo Tange before establishing his own firm in 1963. His early projects were influenced by European experiences with a style mixed between New Brutalism & Metabolist Architecture according to Reyner Banham and his style continued to evolve with buildings such as the Fujimi Country Club and Kitakyushu Central Library. Later he developed a more modernistic style with buildings such as the Art Tower of Mito, Isozaki has designed buildings both inside and outside Japan. He is considered one of worlds most illustrious architects, having won international awards. In 2005, Arata Isozaki founded the Italian branch of his office, two major projects from this office are currently underway, CityLife office tower, a redevelopment project in the former trade fair area in Milan, and the new Town Library in Maranello, Italy. Annual Prize, Architectural Institute of Japan in 1974 Mainichi Art Award in 1983 RIBA Gold Medal in 1986 International Award “Architecture in Stone” in 1987 ArnoldW, sarah F. Maclaren, “Arata Isozaki e la fine dell’utopia”, in “Il senso della fine”, Ágalma. Rivista di studi culturali e di estetica,19,2009, CityLife Official website of the project Liddell, Colin
Arata Isozaki
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Art Tower in Mito, Ibaraki
19.
Roma Tiburtina railway station
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Roma Tiburtina is the second largest railway station in Rome, after Roma Termini. Located in the part of the city, it is being redeveloped as a hub for the Italian high-speed rail services instead of Termini. The station is connected to the Romes Metro line B by Tiburtina metro station, the new Tiburtina is dedicated to the traditional regional trains and to the high-speed rail services on the Milan-Naples line. The new station is expected to reach a daily ridership of over 450,000 by 2015, the station is served by 140 high-speed trains and 290 regional trains every day. The major advantage of the station for high-speed services is that it is a through station, the station was originally opened in 1866. In 2001, a British University professor was killed when an escalator fell apart trapping her in a hole which had appeared, a local train driver,38, who tried to free her also lost a leg, along with a third person who fell into the mechanism. In 2004, plans were prepared for an upgrade of the station, the new station is expected to handle 300,000 passengers daily. By November 2011, all the works had cost €330 million, a fire broke out in the relay room on the west side of the station at 4am on 24 July 2011. At 6am, water was cut from five neighbourhoods in order to facilitate efforts by the brigade to fight the fire. The metro line B was also closed between Castro Pretorio and Monti Tiburtini. The damage to the structure rendered the building in danger of collapse, with problems, after 3 years of work, on 28 November 2011 the new station was inaugurated and dedicated to Cavour. The station also features a large and important bus station serves both national and international destinations, such as Kiev. Media related to Roma Tiburtina railway station at Wikimedia Commons
Roma Tiburtina railway station
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For the Rome Metro station underneath the railway station, see Tiburtina (Rome Metro).
Roma Tiburtina railway station
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Overview
20.
Latium
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Latium is the region of central western Italy in which the city of Rome was founded and grew to be the capital city of the Roman Empire. Latium was originally a triangle of fertile, volcanic soil on which resided the tribe of the Latins or Latians. It was located on the bank of the Tiber river, extending northward to the Anio river. The right bank of the Tiber was occupied by the Etruscan city of Veii, subsequently, Rome defeated Veii and then its Italic neighbors, expanding Latium to the Apennine Mountains in the northeast and to the opposite end of the marsh in the southeast. The modern descendant, the Italian Regione of Lazio, also called Latium in Latin, and occasionally in modern English, is larger still. The ancient language of the Latins, the tribesmen who occupied Latium, was to become the predecessor of the Old Latin language, ancestor of Latin. Latium has played an important role in history owing to its status as the host of the city of Rome. Consequently, Latium is home to celebrated works of art and architecture, in its center is a crater lake, Lacus Albanus, oval in shape, a few km long and wide. The last pagan temple to be built stood until the Middle Ages when its stone and location were reused for various monasteries and finally a hotel. The selection of Jupiter as a god and the descent of the name Latini to the name of the Latin language are sufficient to identify the Latins as a tribe of Indo-European descent. Virgil, a poet of the early Roman Empire, under Augustus, derived Latium from the word for hidden because in a myth Saturn, ruler of the golden age in Latium. A major modern etymology is that Lazio comes from the Latin word latus, meaning wide, the region that would become Latium had been home to settled agricultural populations since the early Bronze Age and was known to the Ancient Greeks and even earlier to the Mycenaean Greeks. The name is most likely derived from the Latin word latus, meaning wide, expressing the idea of land but the name may originate from an earlier. The Etruscans, from their region of Etruria exerted a strong cultural and political influence on Latium from about the 8th century BC onward. Indeed, the cultural and geographic proximity to the cities of Magna Graecia had a strong impact upon its early history. By the 10th century BC, archaeology records a slow development in agriculture from the area of Latium with the establishment of numerous villages. The Latins cultivated grains, grapes, olives, apples, the various Latini populi lived in a society led by influential clans. These clans were a sign of their origin, which continued in Rome as the thirty curiae which organized Roman society
Latium
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Early Latium and Campania
21.
Zaha Hadid
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Dame Zaha Mohammad Hadid, DBE, RA was an Iraqi-born British architect. She was the first woman to receive the Pritzker Architecture Prize and she received the UKs most prestigious architectural award, the Stirling Prize, in 2010 and 2011. In 2012, she was made a Dame by Elizabeth II for services to architecture and she was described by the The Guardian of London as the Queen of the curve, who liberated architectural geometry, giving it a whole new expressive identity. Her major works include the centre for the London 2012 Olympics, Michigan State Universitys Broad Art Museum in the US. Hadid was born on 31 October 1950 in Baghdad, Iraq and her father, Muhammad al-Hajj Husayn Hadid, was a wealthy industrialist from Mosul. He co-founded the left-liberal al-Ahali group in 1932, a significant political organisation in the 1930s and 1940s and he was the co-founder of the National Democratic Party in Iraq. Her mother, Wajiha al-Sabunji, was an artist from Mosul, in the 1960s Hadid attended boarding schools in England and Switzerland. Hadid studied mathematics at the American University of Beirut before moving, in 1972, there she studied with Rem Koolhaas, Elia Zenghelis and Bernard Tschumi. Her former professor, Koolhaas, described her at graduation as a planet in her own orbit, Zenghelis described her as the most outstanding pupil he ever taught. ‘We called her the inventor of the 89 degrees, nothing was ever at 90 degrees. All the buildings were exploding into tiny little pieces and he recalled that she was less interested in details, such as staircases. The way she drew a staircase you would smash your head against the ceiling, and the space was reducing and reducing and she couldn’t care about tiny details. Her mind was on the broader pictures – when it came to the joinery she knew we could fix that later. She was right. ’ Her fourth-year student project was a painting of a hotel in the form of a bridge, Hadid became a naturalised citizen of the United Kingdom. She earned her reputation with her lecturing and colorful and radical early designs and projects. Her ambitious but unbuilt projects included a plan for Peak in Hong Kong, and her reputation in this period rested largely upon her teaching and the imaginative and colorful paintings she made of her proposed buildings. In 1989 Fehlbaum had invited Frank Gehry, then little-known, to build a museum at the Vitra factory in Weil-am-Rhein. In 1993, he invited Hadid to design a small station for the factory
Zaha Hadid
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Dame Zaha Hadid DBE
Zaha Hadid
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Bridge Pavilion in Zaragoza, Spain
Zaha Hadid
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Bergisel Ski Jump, Innsbruck, Austria
Zaha Hadid
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BMW Central Building, Leipzig, Germany
22.
Novara
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Novara listen is the capital city of the province of Novara in the Piedmont region in northwest Italy, to the west of Milan. With about 105,000 inhabitants, it is the second most populous city in Piedmont after Turin and it is an important crossroads for commercial traffic along the routes from Milan to Turin and from Genoa to Switzerland. Novara lies between the rivers Agogna and Terdoppio in northeastern Piedmont,50 kilometres from Milan and 95 kilometres from Turin, Novara was founded in ancient times by the Romans. Its name is formed from Nov, meaning new, and Aria, ancient Novaria, which dates to the time of the Ligures and the Celts, was a municipium and was situated on the road from Vercellae to Milan. Its position on perpendicular roads dates to the time of the Romans, after the city was destroyed in 386 by Magnus Maximus for having supported his rival Valentinian II, it was rebuilt by Theodosius I. Subsequently, it was sacked by Radagaisus and Attila, under the Lombards, Novara became a duchy, under Charles the Fat, a countship. Novara came to enjoy the rights of an imperial city. In 1110, it was conquered by Henry V and destroyed, at the end of the 12th century, it accepted the protection of Milan and became practically a dominion of the Visconti and later of the Sforza. In the Battle of Novara in 1513, Swiss mercenaries defending Novara for the Sforzas of Milan routed the French troops besieging the city and this defeat ended the French invasion of Italy in the War of the League of Cambrai. In 1706, Novara, which had long ago been promised by Filippo Maria Visconti to Amadeus VIII of Savoy, was occupied by Savoyard troops, with the Peace of Utrecht, the city, together with Milan, became part of the Habsburg Empire. After its occupation in 1734, Novara passed, in the following year, after Napoleons campaign in Italy, Novara became the capital of the Department of the Agogna, but was then reassigned to the House of Savoy in 1814. In 1821, it was the site of a battle in which regular Sardinian troops defeated the Piedmontese constitutional liberals, in the even larger Battle of Novara in 1849, the Sardinian army was defeated by the Austrian army of Field Marshal Joseph Radetzky von Radetz. This defeat led to the abdication of Charles Albert of Sardinia, the defeat of the Sardinians can be seen as the beginning of the Italian unification movement. A decree in 1859 created the province of Novara, which included the present-day provinces of Vercelli, Biella. The city of Novara had a population of 25,144 in 1861, industrialisation during the 20th century brought an increase in the citys population to 102,088 in 1981. The citys population has changed little in subsequent years, oscar Luigi Scalfaro, former president of Italy and Italian senator for life, was born in Novara in 1918. Novaras sights can be divided into two groupings, the citys most important sights lie within its historic centre, the area once enclosed by the city walls. However, several important sights also lie outside the line of the city walls
Novara
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view of Novara
Novara
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Roman walls in Novara
Novara
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The Ossuary of Bicocca, in memory of the Battle of Novara
Novara
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The cupola of the Basilica of San Gaudenzio, symbol of Novara, is 121 metres (397 ft) high.
23.
Trieste
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Trieste is a city and seaport in northeastern Italy. It is situated towards the end of a strip of Italian territory lying between the Adriatic Sea and Slovenia, which lies almost immediately south and east of the city. It is also located near Croatia some further 30 kilometres south, Trieste is located at the head of the Gulf of Trieste and throughout history it has been influenced by its location at the crossroads of Latin, Slavic, and Germanic cultures. In 2009, it had a population of about 205,000 and it is the capital of the autonomous region Friuli-Venezia Giulia, Trieste was one of the oldest parts of the Habsburg Monarchy. In the 19th century, it was the most important port of one of the Great Powers of Europe, as a prosperous seaport in the Mediterranean region, Trieste became the fourth largest city of the Austro-Hungarian Empire. In the fin de siècle period at the end of the 19th century it emerged as an important hub for literature, Trieste underwent an economic revival during the 1930s, and Trieste was an important spot in the struggle between the Eastern and Western blocs after the Second World War. Today, the city is in one of the richest regions of Italy, Roman authors also transliterated the name as Tergestum. Modern names of the city include, Italian, Trieste, Slovene, Trst, German, Triest, Hungarian, Trieszt, Croatian, Trst, Serbian, Трст/Trst, Trieste lies in the northernmost part of the high Adriatic in northeastern Italy, near the border with Slovenia. The city lies on the Gulf of Trieste, built mostly on a hillside that becomes a mountain, Triestes urban territory lies at the foot of an imposing escarpment that comes down abruptly from the Karst Plateau towards the sea. The karst landforms close to the city reach an elevation of 458 metres above sea level and it lies on the borders of the Italian geographical region, the Balkan Peninsula, and the Mitteleuropa. The territory of Trieste is composed of different climate zones depending on the distance from the sea. The average temperatures are 5.4 °C in January and 23.3 °C in July, the climatic setting of the city is humid subtropical climate. On average, humidity levels are low, while only two months receive slightly less than 60 mm of precipitation. Trieste along with the Istrian peninsula has evenly distributed rainfall above 1,000 mm in total, snow occurs on average 0 –2 days per year. Temperatures are very mild - lows below zero are somewhat rare, winter maxima are lower than in typical Mediterranean zone with quite high minima. Summer is very warm with maxima about 28 °C and lows above 20 °C, the absolute maximum of the last fifty years is 37.2 °C in 2003, whereas the absolute minimum is −14.6 °C in 1956. Since the second millennium BC, the location was an inhabited site, originally an Illyrian settlement, the Veneti entered the region in the 10th-9th c. BC and seem to have given the town its name, Tergeste, still later, the town was later captured by the Carni, a tribe of the Eastern Alps, before becoming part of the Roman republic in 177 BC during the Istrian War
Trieste
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A collage of Trieste showing the Piazza Unità d'Italia, the Canal Grande (Grand Canal), the Serbian Orthodox church, a narrow street of the Old City, the Castello Miramare and the city seafront.
Trieste
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Remains of a Roman arch in Trieste's Old City
Trieste
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Trieste in the 17th century, in a contemporary image by the Carniolan historian Johann Weikhard von Valvasor
Trieste
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The Stock Exchange Square in 1854
24.
Milano Centrale railway station
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Milano Centrale is the main railway station of the city of Milan, Italy and one of the main railway stations in Europe. The station is a terminus and located at the end of central Milan. Milano Centrale has high speed connections to Turin in the west, Venice via Verona in the east and on the mainline to Bologna, Rome, Naples. The Simplon and Gotthard railway lines connect Milano Centrale to Bern via Domodossola, destinations of inter-city and regional railways radiate from Milano Centrale to Ventimiglia, Genova, Turin, Domodossola, Tirano, Bergamo, Verona, Mantova, Bologna and La Spezia. The Milan suburban railway service, however, does not use Milano Centrale but the other stations, Porta Garibaldi, Cadorna. The first Milano Centrale station opened in 1864 in the now occupied by the Piazza della Repubblica. It was designed by French architect Louis-Jules Bouchot and its style was reminiscent of Parisian buildings of that period. The station was designed to replace Porta Tosa station and Porta Nuova station and was interconnected with all lines, either existing or under construction and it remained in operation until 30 June 1931, when the current station was opened. There is now no trace of the old station left, king Victor Emmanuel III of Italy laid the cornerstone of the new station on April 28,1906, before a blueprint for the station had even been chosen. This happened especially when Benito Mussolini became Prime Minister, and wanted the station to represent the power of the Fascist regime. The major changes were the new types and the introduction of the great steel canopies by Alberto Fava,341 m long and covering an area of 66,500 square metres. Construction resumed in earnest in 1925 and on July 1,1931 and its façade is 200 metres wide and its vault is 72 metres high, a record when it was built. Each day about 330,000 passengers use the station, totaling about 120 million per year, the station has no definite architectural style, but is a blend of many different styles, especially Liberty and Art Deco, but not limited to those. It is adorned with numerous sculptures, “The ‘incongruous envelope of stone’ of this gigantic and monumental building dominates Piazza Duca d’Aosta. ”On September 25,2006, officials announced a €100 million project, already in progress, to refurbish the station. The project includes moving the office and installing new elevators and escalators for increased accessibility. Every day about 320,000 passengers pass through the station using about 500 trains, the station is served by national and international routes, with both long-distance and regional lines. Daily international destinations include Bern, Lugano, Geneva, Zürich, Paris, Vienna, Barcelona, the station is also connected to Milan-Malpensa Airport through the Malpensa Express airport train. There is no service of Milan Suburbano at the Centrale station
Milano Centrale railway station
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Station façade
Milano Centrale railway station
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The first Milano Centrale railway station from Giornale dell'Ingegnere e Architetto, January 1865, vol. 13, Annex
Milano Centrale railway station
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A view of the arrival hall
Milano Centrale railway station
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The roof of the central section
25.
Torino Porta Susa railway station
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Torino Porta Susa is a railway station in Turin, northern Italy, it is the second busiest mainline station in the city, after Torino Porta Nuova. It is located in Corso Inghilterra, the station was built in 1868 during the expansion of the city towards the west. Trains between Torino Porta Nuova and Milan stop at the station, including TGV services between Paris and Milan and other services using the Turin–Milan high-speed line, in April 2006, reconstruction of the station began in conjunction with the Turin Passante regional railway. This involved quadrupling of the number of tracks run through central Turin. At Porta Susa station, the line was widened to six tracks with new platforms being built beneath the thoroughfare Corso Inghilterra. The project was developed by the Paris-based studio, Silvio dAscia Architecture, in collaboration with AREP and Agostino Magnaghi, the station was inaugurated on 14 January 2013 by Prime Minister Mario Monti. The total cost — estimated at €65 million — was borne entirely by the network operator. Plans for the project also included a 100-metre high office tower for the Italian State Railways. The Turin Metro opened a station at Porta Susa, which provides additional connections with Porta Nuova
Torino Porta Susa railway station
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Turin Porta Susa railway station
Torino Porta Susa railway station
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Grandi Stazioni
Torino Porta Susa railway station
26.
Lombardy
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Lombardy is one of the twenty administrative regions of Italy, in the northwest of the country, with an area of 23,844 square kilometres. Milan, Lombardys capital, is the second-largest city and the largest metropolitan area in Italy, the word Lombardy comes from Lombard, which in turn is derived from Late Latin Longobardus, Langobardus, derived from the Proto-Germanic elements *langaz + *bardaz, equivalent to long beard. Some sources derive the second element instead from Proto-Germanic *bardǭ, *barduz, Lombardy referred during the early Middle Ages to the entire territory of Italy ruled by the Lombards, a Germanic tribe who conquered much of the Italian peninsula beginning in the 6th century. During the late Middle Ages, the term shifted meaning and was used to identify the whole of Northern Italy, with a surface of 23,861 km2, Lombardy is the 4th largest region of Italy. It is bordered by Switzerland and by the Italian regions of Trentino-Alto Adige/Südtirol and Veneto, Emilia-Romagna, three distinct natural zones can be fairly easily distinguished in the Lombardy region, mountains, hills and plains – the latter being divided in Alta and Bassa. Inconsistent with the three distinctions above made is the subregion of Oltrepò Pavese, formed by the Apennine foothills beyond the Po River. The mighty Po river marks the border of the region for a length of about 210 km. In its progress it receives the waters of the Ticino River, the other streams which contribute to the great river are, the Olona, the Lambro, the Adda, the Oglio and the Mincio. The numerous lakes of Lombardy, all of glacial origin, lie in the northern highlands, from west to east these are Lake Maggiore, Lake Lugano, Lake Como, Lake Iseo, Lake Idro, then Lake Garda, the largest in Italy. A minor mountainous area, the Oltrepò Pavese, lies south of the Po, in the plains, intensively cultivated for centuries, little of the original environment remains. The most commons trees are elm, alder, sycamore, poplar, willow, in the area of the foothills lakes, however, grow olive trees, cypresses and larches, as well as varieties of subtropical flora such as magnolias, azaleas, acacias. Numerous species of flora in the Prealpine area include some kinds of saxifrage, the Lombard garlic, groundsels bellflowers. The highlands are characterized by the vegetation of the whole range of the Italian Alps. At a lower levels oak woods or broadleafed trees grow, on the slopes beech trees grow at the lowest limits. Shrubs such as rhododendron, dwarf pine and juniper are native to the summital zone, Lombardy has a wide array of climates, due to local variances in elevation, proximity to inland water basins, and large metropolitan areas. In addition, there is a seasonal temperature variation. A peculiarity of the climate is the thick fog that covers the plains between October and February. In the Alpine foothills, characterised by an Oceanic climate, numerous lakes exercise a mitigating influence, in the hills and mountains, the climate is humid continental
Lombardy
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Mount Adamello
Lombardy
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Lombardy Lombardia
Lombardy
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Bridge over the Ticino river
Lombardy
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The Alpine ibex (Capra ibex)
27.
Province of Milan
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The Province of Milan was a province in the Lombardy region, Italy. Its capital was the city of Milan, on January 1,2015 it was replaced by the Metropolitan City of Milan. Province of Milan extends over the Po Valley and has River Ticino to the west, the Villoresi is the natural southern border of Brianza, an area in Lombardy noted for its mountains, lakes and plains. It contains six regional natural parks, Parco Adda Nord, Parco Agricolo Sud Milano, Parco delle Groane, Parco Nord Milano, Parco della Valle del Lambro, half of the province is agricultural and flood plain, and most of it is protected by reserves
Province of Milan
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Map highlighting the location of the province of Milan in Italy
28.
Mestre
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Mestre is the center and the most populated urban area of the mainland of Venice, part of the territory of the Metropolitan City of Venice, in Veneto, northern Italy. Administratively speaking, Mestre forms the Municipalità di Mestre-Carpenedo, one of the six boroughs of the commune of Venice, sometimes considered as a frazione, it is Italys most populated, with 89,373 inhabitants. The mainland of Venice is the territory of the city based on normal land connected to the center by a long rail and road bridge over the Venetian lagoon. Since the end of World War II, Mestre had a quick and disordered urban growth, Mestre being the center and the most populated area of the mainland, in common language the toponym Mestre is very often used, incorrectly, to define the whole Venetian mainland. Mestre received the title of city in 1923 and maintained it briefly till 1926, public transport is managed by Azienda del Consorzio Trasporti Veneziano. There are several bus routes and one tramway line, according to legends, Mestre was founded by Mesthles, a companion of the hero Antenor, a fugitive from Troy who founded Padua. The true origins of the city are uncertain, although it is known that a Roman oppidum existed here, though this was destroyed by Attila and probably rebuilt in the 10th century. The first historical mention is from an Imperial diploma by Otto III, by which Rambald, count of Treviso, received land in the area named Mestre. In 1152 a papal bull by Pope Eugene III recognized the bishop of Treviso as lord of Mestre, citing the existence of the church of St. Lawrence, a castle, in 1257 the bishops ceded it to Alberico da Romano, podestat of Treviso. The port benefited from the growth of Venice, constituting its main connection to the Italian mainland. In 1274 a fire destroyed the castle, and the moved to a location nearby. No traces remain today of the old castle, the Scaliger family from Verona conquered Mestre and Treviso in 1323. The Venetians, fearing the excessive Veronese power in the mainland, an artificial channel was built to facilitate the transport of goods. The Venetian domination ended on July 16,1797, in 1808 Mestre, following the French practice, constituted itself into a free commune. It remained such under the subsequent Austrian and Italian rules, receiving the title of city in 1923, three years later, however, a Royal Decree annexed Mestre and some other neighbouring comuni to the comune of Venezia. Since that moment there has been several attempts to regain independence. In the 1960s and 1970s Mestre experienced a boom, fuelled mainly by the construction of the nearby huge industrial district of Marghera. The city already has experience as host of major international basketball tournaments such as the EuroBasket 1979
Mestre
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The Clock tower in Piazza Ferretto
Mestre
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Il Palazzo Podestarile.City Hall from Mestre
Mestre
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Duomo of St. Lawrence
Mestre
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Bus in Mestre
29.
Genoa
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Genoa is the capital of the Italian region of Liguria and the sixth-largest city in Italy. In 2015,594,733 people lived within the administrative limits. As of the 2011 Italian census, the Province of Genoa, over 1.5 million people live in the wider metropolitan area stretching along the Italian Riviera. Genoa has been nicknamed la Superba due to its glorious past, part of the old town of Genoa was inscribed on the World Heritage List in 2006. The citys rich history in notably its art, music. It is the birthplace of Christopher Columbus, Niccolò Paganini, Giuseppe Mazzini, Genoa, which forms the southern corner of the Milan-Turin-Genoa industrial triangle of north-west Italy, is one of the countrys major economic centres. The city has hosted massive shipyards and steelworks since the 19th century, the Bank of Saint George, founded in 1407, is among the oldest in the world and has played an important role in the citys prosperity since the middle of the 15th century. Today a number of leading Italian companies are based in the city, including Fincantieri, Selex ES, Ansaldo Energia, Ansaldo STS, Edoardo Raffinerie Garrone, Piaggio Aerospace, the Genoa area has been inhabited since the fifth or fourth millennium BC. In ancient times this area was frequented and inhabited by Ligures, Phoenicians, Phocaeans, Greeks, and Etruscans. The city cemetery, dating from the 6th and 5th centuries BC, testifies to the occupation of the site by the Greeks, but the fine harbour probably saw use much earlier, perhaps by the Etruscans. In the 5th century BC was founded the first oppidum at the foot of the today called the Castle Hill which now is inside the medieval old town. The ancient Ligurian city was known as Stalia, so referred to by Artemidorus Ephesius and Pomponius Mela, Ligurian Stalia was overshadowed by the powerful Marseille and Vada Sabatia, near modern Savona. Stalia had an alliance with Rome through a foedus aequum in the course of the Second Punic War, the Carthaginians accordingly destroyed it in 209 BC. The town was rebuilt and, after the Carthaginian Wars ended in 146 BC. it received municipal rights, the original castrum thenceforth expanded towards the current areas of Santa Maria di Castello and the San Lorenzo promontory. Trades included skins, wood, and honey, goods were shipped to the mainland, up to major cities like Tortona and Piacenza. Among the archeological remains from the Roman period, an amphitheatre was also found, another theory traces the name to the Etruscan word Kainua which means New City and still another from the Latin word ianua, related to the name of the God Janus, meaning door or passage. The latter is in reference to its position at the centre of the Ligurian coastal arch. The Latin name, oppidum Genua, is recorded by Pliny the Elder as part of the Augustean Regio IX Liguria, after the fall of the Western Roman Empire, the Ostrogoths occupied Genoa
Genoa
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A collage of Genoa, clockwise from top left: Torre della Lanterna, Piazza de Ferrari, Galleria Mazzini, Brigata Liguria Street, view of San Teodoro from Port of Genoa
Genoa
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The Polcevera bronze tablet, evidence of the Roman and pre-Roman past of Genoa.
Genoa
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Portrait of Christopher Columbus by Ridolfo Ghirlandaio
Genoa
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The iconic Lanterna, renaissance lighthouse of Genoa built in 1543
30.
Turin-Lyon high-speed railway
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The Turin–Lyon high-speed railway is a planned 270 km -long,220 km/h railway line that will connect the two cities and link the Italian and French high-speed rail networks. Civil engineering work started with the construction of points and geological reconnaissance tunneling. Funding was delayed, and the project was approved in 2015 for a cost of €25 billion and that reconnaissance tunnel has encountered a geologically difficult zone, and as of March 2017 is only making very slow progress. Construction of the tunnel is expected to start formally in 2018. Like the Swiss AlpTransit project, the aims to transfer freight traffic across the Alps from trucks to rail. The core of the project is a 57 kilometres base tunnel crossing the Alps between Susa valley in Italy and Maurienne in France, the tunnel will be one of the longest rail tunnels in the world and it represents one third of the estimated overall cost of the project. A2012 report by the French Court of Audit questioned the realism of the costs estimates, the worthiness of the new line was the subject of heated debate, primarily in Italy, but later in France as well. An Italian governmental commission studied all the issues after 2006, after an attempt to start works near Susa in 2005 resulted in a confrontation between opponents and police. Works of the commission between 2007 and 2009 have been collected in seven papers summarizing the results, an eighth paper focused on cost–benefit analysis was unveiled in June 2012 but criticized by some experts for contents and for publication timing. Since 1872, a double track railway connects Turin with Lyon via the 13.7 km -long high-altitude double-track. That line was electrified in 1915, and its Italian side was renovated between 1962 and 1984, and again between 2001 and 2011, the characteristics of the line vary widely along its length. The Osservatorio divides the international and Italian sides into four sections and its lowest tunnel ceilings, highest elevation, sharpest curves, and steepest gradients, make it the limiting factor on the overall capacity of the line. Its maximum capacity has been calculated as 226 trains/day,350 days/year, the study foresees a traffic of 180 freight trains per day. This value has to be lowered to about 150 freight trains per day due to logistical inefficiency, a similar analysis for the whole year leads to a total of about 260 peak days per year. These conditions define a maximum capacity per year of about 20 million tonnes when accounting for inefficiencies. Additional traffic limitations stem from the impact of excessive train transit on the population living near the line, about 60,000 people live within 250 m of the historical line, and would object to the noise from late-night transits. In 2007 the current conventional line was used for only one-third of its total capacity and it should be noted that traffic predictions for major rail infrastructures are intrinsically uncertain, with well-known examples of both overestimates and underestimates of even the early traffic. Anyway, not all the experts agree on the necessity for a new line connecting France and Italy on the Modane corridor and it will allow higher safety standards
Turin-Lyon high-speed railway
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No TAV protests in 2005
Turin-Lyon high-speed railway
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A map showing the Italian and international route of the new line (red and blue) compared to the traditional one (black).
31.
Lyon
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Lyon or Lyons is a city in east-central France, in the Auvergne-Rhône-Alpes region, about 470 km from Paris and 320 km from Marseille. Inhabitants of the city are called Lyonnais, Lyon had a population of 506,615 in 2014 and is Frances third-largest city after Paris and Marseille. Lyon is the capital of the Metropolis of Lyon and the region of Auvergne-Rhône-Alpes, the metropolitan area of Lyon had a population of 2,237,676 in 2013, the second-largest in France after Paris. The city is known for its cuisine and gastronomy and historical and architectural landmarks and is a UNESCO World Heritage Site, Lyon was historically an important area for the production and weaving of silk. It played a significant role in the history of cinema, Auguste, the city is also known for its famous light festival, Fête des Lumières, which occurs every 8 December and lasts for four days, earning Lyon the title of Capital of Lights. Economically, Lyon is a centre for banking, as well as for the chemical, pharmaceutical. The city contains a significant software industry with a focus on video games. Lyon hosts the headquarters of Interpol, Euronews, and International Agency for Research on Cancer. Lyon was ranked 19th globally and second in France for innovation in 2014 and it ranked second in France and 39th globally in Mercers 2015 liveability rankings. These refugees had been expelled from Vienne by the Allobroges and were now encamped at the confluence of the Saône and Rhône rivers, dio Cassius says this task was to keep the two men from joining Mark Antony and bringing their armies into the developing conflict. The Roman foundation was at Fourvière hill and was officially called Colonia Copia Felix Munatia, a name invoking prosperity, the city became increasingly referred to as Lugdunum. The earliest translation of this Gaulish place-name as Desired Mountain is offered by the 9th-century Endlicher Glossary, in contrast, some modern scholars have proposed a Gaulish hill-fort named Lugdunon, after the Celtic god Lugus, and dúnon. It then became the capital of Gaul, partly due to its convenient location at the convergence of two rivers, and quickly became the main city of Gaul. Two emperors were born in city, Claudius, whose speech is preserved in the Lyon Tablet in which he justifies the nomination of Gallic senators. Today, the archbishop of Lyon is still referred to as Primat des Gaules, the Christians in Lyon were martyred for their beliefs under the reigns of various Roman emperors, most notably Marcus Aurelius and Septimus Severus. Local saints from this period include Blandina, Pothinus, and Epipodius, in the second century AD, the great Christian bishop of Lyon was the Easterner, Irenaeus. Burgundian refugees fleeing the destruction of Worms by the Huns in 437 were re-settled by the commander of the west, Aëtius. This became the capital of the new Burgundian kingdom in 461, in 843, by the Treaty of Verdun, Lyon, with the country beyond the Saône, went to Lothair I
Lyon
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Top, the Basilique de Notre-Dame de Fourvière, the Place des Terreaux with the Fontaine Bartholdi and Lyon City Hall at night. Centre, the Parc de la Tête d'Or, the Confluence district and the old city. Bottom, the Pont Lafayette, the Part-Dieu district with the Place Bellecour in the foreground during the Festival of Lights.
Lyon
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Place Carnot, Lyons
Lyon
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The lion has been the symbol of the city for centuries and is represented throughout the city.
Lyon
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Lyon in the 18th century
32.
NRLA
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For safety, all the tunnels have two parallel single-track bores joined about every 300 metres with cross cuts, enabling the other tunnel to be used for escape. The centrepiece, the Gotthard Base Tunnel, became operational on 11 December 2016, the Gotthard axis consists of the new Gotthard Base Tunnel, the partly operational Zimmerberg Base Tunnel, the Ceneri Base Tunnel which is fully bored and now being equipped, and surface connections. It is being built under contract from the Swiss Federal Government by the company AlpTransit Gotthard AG, the new axis will be the first flat transalpine rail link with a maximum elevation of just 550 metres above sea level. This results in a link through the Alps with a top speed of 250 km/h reducing travel time between Zurich and Milan from the previous 4h00 to 2h30. At 57-kilometre long, the Gotthard Base Tunnel is the worlds longest railway tunnel, the new one consists of two 57-km long tunnels, each with one train track. The two tunnels are connected by 178 cross connections and it has two emergency stop platforms in each tunnel, they are connected with the emergency stop platform of the opposite tunnel. These stations are equipped with water refilling equipment to refill the firefighter, one of these stations was proposed as an extremely deep railway station, called Porta Alpina, but that option was eventually rejected on both economical and technical grounds. The completed tunnel was handed over by AlpTransit Gotthard AG to the Swiss government on 31 May 2016 and it was formally opened in a ceremony the following day, during which the tunnel was conveyed to its operator, the Swiss Federal Railways. The Lötschberg axis, with the Lötschberg Base Tunnel in the Bernese Alps was constructed by the company BLS AlpTransit Lötschberg AG. The 34. 6-kilometre long base tunnel opened to traffic in June 2007, it was the first part of the NRLA to be delivered and it supports the western transit link via Basel – Olten – Bern – Brig – Domodossola – Milan. For most traffic, it replaces the higher altitude 14.6 km Lötschberg Tunnel that opened in 1913. The other bore was completed on one third of its length and excavated a further third. The cost of completing the second bore is estimated to 1 billion Swiss Francs, high-speed track switches allow the use of the completed third as a passing track. The second part of the Lötschberg axis is the Simplon Tunnel, completed in 1905 as a 20-kilometre long single-track base tunnel and it connects the Upper Valais with the Piedmont region in Northern Italy. In negotiations with the European Union, Switzerland demanded a limitation of heavy goods traffic which was denied by the EU.5 tonnes. A settlement was achieved with the acceptance by both sides of a raise of the weight limit to 40 tonnes. Thus, the bilateral Land Transport Agreement with the European Union was reached and once the NRLA is finished and this condition has been fulfilled with the completion of the Lötschberg Base Tunnel. These goals however can only be accomplished with a fully functional Alptransit rail link, original plans for the NRLA included the construction of only one of the main base tunnels
NRLA
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The AlpTransit project is the centerpiece of the Central European rail network.
NRLA
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South portal of Lötschberg Base Tunnel near Raron VS
NRLA
33.
Antonio Tajani
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Antonio Tajani is an Italian politician and President of the European Parliament since January 2017. After attending Liceo Torquato Tasso in Rome, he earned a degree in Law at the Sapienza University of Rome, Tajani was an officer in the Italian Air Forces. After attending an air defense course at Borgo Piave di Latina. He was special envoy to Lebanon, the Soviet Union and Somalia, besides Italian, he speaks English, French and Spanish. He is married, with two children, in his youth Tajani was a militant of Fronte Monarchico Giovanile, a student organization of the Monarchist party of Italy. In the first Berlusconis government, Tajani was a spokesman of the Prime Minister, in 1996 he ran for MP in the Alatri college, but obtained only 45. 3% of the votes and was defeated by the representative of the Olive Tree. In 2001 Tajani was a candidate for mayor of Rome for the coalition of the House of Freedom, defeated, however, since 2002 Tajani is one of 10 vice-presidents of the European Peoples Party. He was re-elected at the Rome Congress in 2006 and at the Bonn conference in 2009, in 1994 Tajani was elected MEP, later confirmed in 1999 and 2004. He was chairman of the delegation of Forza Italia to the European Parliament from June 1999 until May 2008. At the 2004 European elections he was elected from a list of Forza Italia in the Central college and he was admitted to the European Peoples Party. Tajani was a Member of the European Parliament for Central Italy with the Forza Italia party from 2004 to 2008 and he was a substitute for the Committee on Civil Liberties, Justice and Home Affairs and a member of the Delegation for relations with Israel. He was a member of the European Convention, which drafted the text of the European Constitution that never entered into force. On 8 May 2008, he was appointed as Italys EU Commissioner by newly elected Italian Prime Minister Silvio Berlusconi, replacing Franco Frattini, Tajani received the Commissioner for Transport portfolio. He was officially approved in his post by the European Parliament on 18 June 2008 with a vote of 507 to 53 with 64 abstentions, in this role, Tajani promoted the rescue plan for Alitalia, through the involvement of private funding in the airline capital. Furthermore, Tajani oversaw the drafting of the new EU Regulation relating to transport, thanks to this regulation, which came into force in December 2009, passengers receive assistance and reimbursement in case of denied boarding, cancellation or delay of the flight. These norms are applicable both to passengers leaving from an airport of the European Union and to passengers flying to Europe from extra-EU countries, the confirmation of Tajani followed the decline of the candidacy of Massimo DAlema as High Representative for Foreign Policy. For Tajani an alternative foreshadowed would have been a candidacy as president of the Lazio Region, on 15 April 2010 a headline in the British newspaper, The Sunday Times, proclaimed that European Commissioner Antonio Tajani had unveiled a plan declaring tourism a human right. In introducing his plan, Tajani stated, Travelling for tourism today is a right, the way we spend our holidays is a formidable indicator of our quality of life. EurActiv notes that the article on The Sunday Times never quotes the Commissioner as having such a statement
Antonio Tajani
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Antonio Tajani
Antonio Tajani
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Tajani and Barroso at the EPP congress in 2008
Antonio Tajani
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Tajani at the EPP congress in 2012
Antonio Tajani
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Calle Tajani, in Asturias, Spain.
34.
Ljubljana
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Ljubljana is the capital and largest city of Slovenia. It has been the cultural, educational, economic, political, during antiquity, a Roman city called Emona stood in the area. Ljubljana itself was first mentioned in the first half of the 12th century and it was under Habsburg rule from the Middle Ages until the dissolution of the Austro-Hungarian Empire in 1918. Situated at the middle of a route between the northern Adriatic Sea and the Danube region, it was the historical capital of Carniola. The origin of the name is unclear. In the Middle Ages, both the river and the town were known by the German name Laibach. This name was in use as an endonym until 1918. The city is called in Italian Lubiana and in Latin, Labacum or Aemona For most scholars, the problem has been in how to connect the Slovene and he supported the thesis that the name of the river derived from the name of the settlement. The name Laibach, he claimed, was actually a hybrid of German and Slovene, the symbol of the city is the Ljubljana Dragon. It is depicted on the top of the tower of Ljubljana Castle in the Ljubljana coat of arms and it symbolizes power, courage, and greatness. There are several explanations on the origin of the Ljubljana Dragon and it was there that Jason struck down a monster. This monster has evolved into the dragon that today is present in the city coat of arms and it is historically more believable that the dragon was adopted from Saint George, the patron of the Ljubljana Castle chapel built in the 15th century. In the legend of Saint George, the dragon represents the old ancestral paganism overcome by Christianity, according to another explanation, related to the second, the dragon was at first only a decoration above the city coat of arms. In the Baroque, it part of the coat of arms. Around 2000 BC, the Ljubljana Marshes in the vicinity of Ljubljana were settled by people living in pile dwellings. Prehistoric pile dwellings and the oldest wooden wheel in the world are among the most notable archeological findings from the marshland and these lake-dwelling people lived through hunting, fishing and primitive agriculture. To get around the marshes, they used dugout canoes made by cutting out the inside of tree trunks and their archeological remains, nowadays in the Municipality of Ig, have been designated a UNESCO World Heritage Site since June 2011, in the common nomination of six Alpine states. Around 50 BC, the Romans built a military encampment that later became a permanent settlement called Iulia Aemona and this entrenched fort was occupied by the Legio XV Apollinaris
Ljubljana
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Clockwise from top: Ljubljana Castle in the background and Franciscan Church of the Annunciation in the foreground; Visitation of Mary Church on Rožnik Hill; Kazina Palace at Congress Square; view from Ljubljana Castle towards the north; Ljubljana City Hall; Ljubljanica with the Triple Bridge in distance.
Ljubljana
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Excavations at the building site of the planned new National and University Library of Slovenia. One of the discoveries was an ancient Roman public bath house.
Ljubljana
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Ljubljana in Johann Weikhard von Valvasor's work The Glory of the Duchy of Carniola from 1689
Ljubljana
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Ljubljana in the 18th century
35.
Pendolino
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Pendolino is an Italian family of tilting trains used in Italy, Spain, Poland, Portugal, Slovenia, Finland, Russian Federation, the Czech Republic, the United Kingdom, Slovakia, Switzerland and China. Based on the design of the Italian ETR401 and the British Advanced Passenger Train, it was developed and manufactured by Fiat Ferroviaria. By tilting, the train could go around curves designed for trains at higher speeds without causing undue discomfort to passengers. In Italy, various possibilities were explored, a number of prototypes were built and tested, including an automotrice derived from ALn 668 diesel car and provided with tilting seats. The first working prototype using a tilting carbody was ETR Y0160 and this was the first to be christened Pendolino. It led to the construction of a whole EMU in 1975, one was put into public service on 2 July 1976 on the Rome-Ancona line, operated by Italian State Railways. Between Roma and Ancona the train took 2 hours and 50 minutes while the trains took 3 hours and 30 minutes. The train had four cars and was considered a travelling laboratory for the new technology. The second unit was adapted for service to the wide-gauge RENFE Spanish lines. In 1982, FS retired the ETR401 from service, due the high maintenance cost, after 1988, it went around the world to demonstrate the greatness of the revolutionary technology and between 1994 and 2001 it were a chater train. In 2001 were abandoned and since 2013, to celebrate the 25th anniversary of the first official pendolino service, on 29 May 1988, the ETR450 became the first pendolino to enter in a high-speed regular service in the world. The project of the new train was similar to the predecessor, but it utilise many electronic parts, as the chopper. Characterized by a 9-car configuration, ETR450 could run the Rome-Milan line in four hours, at speeds up to 250 km/h. Passenger numbers increased from 220,000 in 1988 to 2.2 million in 1993, in 1994, the next generation, the ETR460, styled by Giorgetto Giugiaro, began service. Though plagued by technical teething problems, the ETR460 introduced several innovations, the bogie-to-body connection is extremely simple and easy to make, with clear advantages for maintenance. ETR460 keeps axle load to an low level to allow the train to negotiate curves up to 35% faster than conventional Intercity trains. ETR460 was built in only 10 units, improved versions include ETR470 for the Italo-Swiss Cisalpino company and the ETR480, used by Trenitalia under AC lines such as those in France and Switzerland. A total of 34 EMUs of the ETR 460/470/480 series were built, FIAT Ferroviaria was sold to the French Alstom company in 2000
Pendolino
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ETR 470 in Venice
Pendolino
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ETR 401 near Ancona. This was the first Pendolino EMU to enter regular service
Pendolino
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ETR 480 in Roma Termini railway station
Pendolino
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ETR 600, in service since 2006
36.
Ferrovie dello Stato
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Ferrovie dello Stato Italiane S. p. A. is a government-owned holding company that manages infrastructure and services on the Italian rail network. One of the subsidiaries of the company, Trenitalia, is the rail operator in Italy. Ferrovie dello Stato was instituted by an act on 22 April 1905, taking control over the majority of the national railways, the president was nominated by the government. With the rise of fascism, a policy was carried out. The board of directors and chief administrator office were abolished at the end of 1922, the institution was administered by a commissioner, appointed by the King until April 1924. Since then, Ferrovie dello Stato was managed by the newly born Ministry of Communications, after the armistice on 8 September 1943, Italy was divided and train operations were separately directed too, with headquarters in Salerno for the south and Verona for the north. The period after World War II was particularly tough for Ferrovie dello Stato, since most of the Italian rail network was severely damaged, the network was rebuilt almost entirely by 1952. Since then, a period of renewal started, new trains were introduced, among them the ETR300, and many sections of the national network were electrified and sometimes doubled. In 1957, the new ALn 442/448 multiple unit was introduced, during these years, the rolling stock was generally renewed and expanded with the mass construction of electrical and diesel multiple units, like the Ale 883, ALe 840 and ALn 772. However, the revolution was the introduction in 1956 of the new FS ALn 668 diesel multiple unit. In the following years,3 MU out of 4 were 668, many electrical multiple units were also introduced during this period, like the ALe 601, progenitor of the Ale 801/940 and ALe 803 EMU, still in use today on regional service. During the 1970s, electronic cars were first introduced on the Italian network, trains for regional and metropolitan service. The new E.444 was the first attempt on high-speed rail, the ETR401 was the first prototype of the new Pendolino class. Following other network improvements, works for the first Italian high-speed rail line started in these years, the Direttissima line from Florence to Rome was partially opened in 1986 and concluded in 1992. In 1986, trains were travelling the line at 200 km/h, in 1988, the ETR450 Pendolino was travelling regularly at 250 km/h, todays top speed on the line. The line was the fastest in Europe after the French TGV lines, the old logo was renewed in 1982 and again in 1994, with the introduction of the XMPR livery. The FS was left unchanged in its structure until the end of 1985. From the following year, after 80 years, the Azienda Autonoma delle Ferrovie dello Stato was replaced by a new company, the newly born Ferrovie dello Stato underwent major structural transformations between 1986 and 1992
Ferrovie dello Stato
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Ferrovie dello Stato Italiane S.p.A.
37.
Railway stations in Italy
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Most railway stations in Italy are maintained and operated by RFI, a subsidiary of Ferrovie dello Stato Group. A minor part of them are operated by private and regional companies, RFI classifies stations into Platinum, Gold, Silver and Bronze categories. Major stations with over 6,000 passengers per day, as major interchanges they will have many departures and arrivals daily, and will be served by high speed/long distance services. They are the stations for the Italian cities they serve. They have the highest commercial potential,16 stations are classified as platinum, Gold stations have high traffic levels. These include major urban inter-changes and stations serving large towns and they have a lower commercial potential. This class includes all other small to medium-sized stations served by metropolitan, some of these may be served by long distance services. Small stations with low passenger numbers and this includes minor stations served by regional services. Lists of railway stations in Italy by region. net
Railway stations in Italy
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Overview
Railway stations in Italy
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Apulia
38.
AVE Class 102
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The AVE Class 102 or S-102 is a high-speed train used for the AVE service and operated in Spain by the state-run railway company RENFE. Outside of AVE service, Talgo markets this train as Talgo 350, further production of closely related trains, differing in seating arrangement resulted in the S-112. The AVE Class 102 was constructed by Talgo with Adtranz providing the power car technology and it was principally designed for the Madrid-Barcelona line. The trainsets consist of Talgo passenger cars modified in order to allow speeds of up to 350 km/h with power cars at each end, however, its certified maximum operating speed is 330 km/h due to the limits of its eight 1,000 kW motors. The trainsets can consist of up to 12 Talgo series VII coaches, the train is nicknamed Pato, Spanish for duck, due to the aerodynamic design of the power cars resembling a beak. The beak design reduces noise created by air resistance at top speeds, the series trains were intended for a top speed of 330 km/h. This top speed was supposed to be enough to fulfill the condition of a two-and-a-half-hour travel time between Madrid and Barcelona. Experts ascribe this reduction compared to original plans to budgetary reasons, rENFEs original order in 2004 was for 16 series units, delivery of which began in 2004. A follow-up order for 30 similar trains to be delivered in 2008-2010, the first production unit was unveiled in June 2010. In trials with the unit, on 11 October 2002,362 km/h was achieved. Type approval tests began in 2004, type approval requires test runs at speeds 10% above the desired permitted top speed. During the approval tests, a new record of 365 km/h was achieved in the hours of 26 June 2004. After the successful completion of the tests, the first eight series units commenced operation on the Madrid-Zaragoza-Lleida line on 26 February 2005, initially, maximum service speed was restricted to 200 km/h, due to problems with the train control and signalling system on the line. After the commissioning of the control system ETCS Level 1. Since 7 May 2007, the travel with the top speed targeted for the time being 300 km/h. After the stabilisation of the control system ETCS Level 2. However, presently, non-stop runs are carried by the AVE S-103, while the S-102 are deployed for runs with intermediate stops, with travel times between 2 hours 57 minutes and 3 hours 23 minutes. Talgo 350 trains based on the Class 102 design are to be used on the Haramain High Speed Rail Project line in Saudi Arabia under a contract announced in October 2011
AVE Class 102
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AVE Class 102
AVE Class 102
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Power unit with a 'beak'
39.
China Railways CRH2
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The CRH2 is one of the high-speed train models in China. In 2004, the Ministry of Railway in China purchased an initial 60 sets of the train from Kawasaki Heavy Industries with a speed of 250 km/h. However, the versions of the CRH2 are not related to the E2-1000 Series despite having the same exterior shell. On October 20,2004, the Ministry of Railway in China ordered 60 sets of CRH2A trains from Kawasaki Heavy Industries in Japan. Along with 60 sets of Bombardiers Regina-based CRH1A, and 40 sets of Alstoms Pendolino-based CRH5A, each of the CRH2A set consists of 8 cars. The first 3 sets were built in Japan, the next 6 sets were delivered in complete knock down form and assembled by CSR Sifang Locomotive, the remaining 51 sets were built by Sifang through technology transfer from Japan. The first train arrived at Qingdao port on March 8,2006 with little fanfare and these trains have a maximum operation speed of 250 km/h and started providing high-speed train service from April 18,2007, the date of the sixth national railway speed-up. According to Chinese and Japanese media, CRH2A trains started test trials ahead of commercial operation on the Shanghai-Hangzhou, on September 14,2010, the Chinese MOR ordered additional 40 sets of CRH2A trains from CSR Sifang. In November 2007, the Ministry of Railway in China ordered 10 CRH2 sets with 16 cars per set and these trains have been given designations CRH2B. Each CRH2B has three 1st seating cars, twelve 2nd seating cars, and one dining car, designed maximum operation speed is 250 km/h with a power of 9,600 kW. The first units were delivered on June 29,2008, after the introduction of the modified E2-1000 Series, Sifang built its own CRH2 with a maximum safe operating speed of 350 km/h. The original train sets imported from Kawasaki had a safe operating speed of 250 km/h. During June 2005 and September 2005, The Chinese Ministry of Railways launched bidding for High speed trains with a top speed over 300 km/h. Along with Siemenss Velaro-based CRH3C, CSR Sifang bid 60 sets of CRH2C, includes 30 sets of CRH2C stage one with a top speed of 300 km/h, in development and research of the 350 km/h high speed train, The CRH2-300 project was launched by Chinese MOR and CSR. In 2006 the China Development Bank provided CNY15 billion developmental financial loans to CSR Group for the projects of 200–300 km/h high speed trains, over 50 academics,150,000 technicians,600 contractors were involved in the project. This trains livery is not like the CRH2A and its blue stripe does not end at the fronts of trainsets. CRH2C Stage one is a version of CRH2A. It has a operating speed up to 300 km/h by replacing two intermediate trailer cars with motorized cars
China Railways CRH2
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CRH2 at Nanjing Railway Station
China Railways CRH2
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The CRH2 developed from the E2 Series Shinkansen
China Railways CRH2
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A CRH2E arriving Beijing West Railway Station as D924 Guangzhou-Beijing overnight train in 2015.
China Railways CRH2
40.
China Railways CRH380A
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The CRH380A is a Chinese electric high-speed train that was developed by CSR Corporation Limited and is currently manufactured by CSR Qingdao Sifang Locomotive & Rolling Stock Co. Ltd. As a continuation of the CRH2-350 program it both replaces foreign technology in the CRH2 with Chinese developments and increases the top speed, the CRH380A is designed to operate at a cruise speed of 350 km/h and a maximum of 380 km/h in commercial service. The trains have had their operating speed reduced to 300 km/h after the Wenzhou train collision, CSR discovered the technology to increase the maximum speed. These research findings were fed into the design for the new-generation high-speed train, the original project was named CRH2-350. The new generations of rolling stock are expected to be used on the Beijing-Shanghai High-Speed Railway, the project officially launched in 2009, and was included in the Eleventh Five-Year Plans National technology support program for key technology and equipment development of China s high speed train. The design work includes four categories, schematic, technical, construction, based on the analysis of large amounts of data and experience from the operation of the Beijing-Tianjin high-speed rail. The MOR completed a series of system and optimized subsystem design, then provided CSR sifang with primary data. CSR presented more than 20 types of designs, after further comparison, calculation, optimization, simulation and testwork, on April 12,2010, the final design was published on the Official conference held by Sifang. The train model was exhibited in May at the China Railway Pavilion in the Shanghai World Expo Park, on September 2009, the Ministry of Railway had ordered 100 16-car and 40 eight-car new-generation high-speed trains from CSR Sifang Locomotive & Rolling Stock, the contract worth ¥45 billion. On April 18,2012, the MTR ordered 9 CRH380A train sets for Guangzhou-Shenzhen-Hong Kong Express Rail Link, according to CSR, the overall design of CRH380A reflects ten major goals. It also designed the bogie to match the performance of the body and optimized the train bodys natural frequencies, which helps reduce structural vibrations at high speeds and improves ride comfort. The pressure change rate inside the train is less than 200 Pa /s and this ensures good ride quality at high speed. The train is equipped with SWMB-400/SWTB-400 bolster-less bogies and these are a redesign of the SWMB-350/SWTB-350 bogies used by CRH2C, their critical instability speed is 550 km/h. The new trains derail coefficient is 0.34 at a speed of 386 km/h while the maximum coefficient of the CRH2A is 0.73. By reducing sources of noise and adopting new sound absorbing and insulating materials, the noise level is at 67 dB -69 dB when running at 350 km/h, which is similar to the CRH2A running at 250 km/h. High-performance traction system, with YQ-365 motors manufactured by CSR Zhuzhou Electric Co, Ltd and CI11 Traction converters by Zhuzhou CSR Times Electric. The CRH380A has a new power unit configuration to maximize traction power and this allows the train to accelerate to 380 km/h in 7 minutes. Regenerative braking with a maximum energy feedback rate of 95%, with each stop nearly 800 kWh of electric power can be fed back to the electric grid
China Railways CRH380A
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CRH380A train leaving Shanghai's Hongqiao Station.
China Railways CRH380A
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CRH380A at the Shanghai World Expo 2010
China Railways CRH380A
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CRH380A leaving Hongqiao Station
China Railways CRH380A
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CRH380AJ at Guangzhou S. station
41.
British Rail Class 373
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The British Rail Class 373 or TGV TMST train is an electric multiple unit that operates Eurostars inter-city high-speed rail service between Britain, France and Belgium via the Channel Tunnel. It is both the second longest—387 metres —and second fastest train in regular UK passenger service, operating at speeds of up to 300 kilometres per hour. It is beaten in both aspects by the Class 374 which is 400 metres long and has a top speed of 320 kilometres per hour, though this is never achieved on HS1 in Britain. It was built by the French company GEC-Alsthom at its sites in La Rochelle, Belfort and Washwood Heath, two types were constructed,31 Three Capitals sets consisting of two power cars and 18 carriages, including two with powered bogies. They are 387 metres long and have 750 seats,206 in first class,544 in standard class, seven North of London trains with 14 carriages, including two carriages with powered bogies. They are 312.36 metres in length and have 558 seats,114 in first class,444 in standard class. The North of London sets were intended to provide Regional Eurostar services from continental Europe to and from north of London, using the West Coast and East Coast Main Lines. The sets were ordered by the companies involved,16 by SNCF, four by NMBS/SNCB. Upon the privatisation of British Rail, the BR sets were bought by London and Continental Railways, the first set was built at Belfort in 1992. Identified as PS1, it was formed of two cars and seven coaches, and was delivered for test running in January 1993. Its first powered runs were between Strasbourg and Mulhouse, and it was transferred to the UK for third-rail DC tests in June 1993, full-length pre-series train PS2 was completed in May 1993. An extra power car, numbered 3999, was built as a spare and this was required for a couple of years, when 3999 was renumbered and replaced another power car whilst it underwent rebuilding at Le Landy. It was overhauled and renumbered 3204 in 2016, the 27 sets still operating on Eurostar were refurbished in 2004/05 with a new interior, designed by Philippe Starck. The grey-yellow look in Standard class and the look in First class were replaced with a more grey-brown scheme in Standard. In 2008, Eurostar announced that it was beginning the process to institute a mid-life update, as a part of the update process, the Italian company Pininfarina was contracted to redesign the interiors, the first refurbished Eurostar was not originally due in service until 2012. The refurbishment could also include a maintenance and a new livery. Maintenance is carried out at close to the three capital cities. In France the trains are maintained at Le Landy depot in northern Paris, the bulk of operations are on Eurostars core routes from London St Pancras to Paris Gare du Nord and Brussels South
British Rail Class 373
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373 218 leaving Chambéry in Savoie, France
British Rail Class 373
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The interior of a Class 373
British Rail Class 373
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The original Standard Class interior of a Class 373
British Rail Class 373
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A pair of Class 373s in the standard Eurostar livery at Waterloo International
42.
ICE 3
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ICE3, or Intercity-Express 3, is a family of high-speed EMU trains operated by Deutsche Bahn. It includes classes 403,406 and 407, which are known as ICE3, ICE 3M, four multisystem trains, known as ICE International, are owned by Nederlandse Spoorwegen. Based on the ICE 3M/F, Siemens developed its Siemens Velaro train family with versions for Spain, China, Russia, its home country Germany, as well as Great Britain, the design goal of the ICE3 was to create a higher-powered, lighter train than its predecessors. This was achieved by distributing its 16 traction motors underneath the whole train, the train is licensed for 330 km/h and has reached 368 km/h ) on trial runs. On regular Intercity-Express services they run at up to 300 km/h, because the train does not have powerheads, the whole length of the train is available for passenger seats, including the first car. The lounge-seats are located directly behind the driver, separated only by a glass wall, the 50 sets were ordered in 1997 and specifically designed for the new high-speed line between Frankfurt and Cologne. They were built by a led by Siemens and Adtranz. The ICE 3M was developed to international services under the four different railway electrification systems in use on Europes main lines. The Deutsche Bahn ordered 13 of these units in 1994, the NS four, though these trains carry NS logos, the DB and NS trains together form a pool and therefore, the NS trains may operate DB services as well. In 2007 the train was licensed for operation in the Netherlands, Belgium, currently, those trains are used for cross-border runs between Netherlands, Germany, Belgium and France. On the French LGV Est, some reach a regular top speed of 320 km/h. The 17 class 406 sets were built by the consortium as the class 403. They were first introduced from November 2000 on services between Cologne and Amsterdam, since December 2002, they have also been operating three journeys daily each way between Frankfurt and Brussels. Problems with flying gravel and its frictionless linear eddy current brake came up during testing, as in Belgium, licensing procedures for France took five years to be completed. Trial runs were completed in late 2005 and the two problems were encountered as in Belgium, loose gravel damage and possible side-effects of the brakes. ICE 3Ms were allowed on the LGV Est and started there on 20 June 2007. Since December 2007, DB operates ICE 3M trains from Frankfurt central station to Paris Est, in Switzerland, licensing took only six months. Deutsche Bahn placed an order for fifteen trains valued €500 million in November 2008, on 18 April 2010, Deutsche Bahn presented the first Velaro D at Siemens Krefeld plant
ICE 3
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ICE 3 on the Köln–Frankfurt high-speed rail line
ICE 3
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Interior view showing smart glass separating driver's cab
ICE 3
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NS logoed ICE 3 (Class 406) on the Cologne-Frankfurt high-speed line
ICE 3
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DB logoed ICE 3 (Class 406) approaching Frankfurt (Main) Hauptbahnhof
43.
KTX-I
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The KTX-I or simply KTX, also known as TGV-K, is a South Korean high speed train class based on the French TGV Réseau. The 20-car formation of the trainsets without restaurant car is optimized for high capacity, the high-speed rail service of South Koreas national rail carrier Korail, Korea Train Express, started with the KTX-I. The operational reliability of the trains was improved over time with better maintenance, as of 2011, the KTX-I remains Korails main workhorse in KTX service with a maximum scheduled speed of 305 km/h. In 1991, bids were called for the supply and technology transfer of the system technology, encompassing the catenary, signalling and rolling stock. After five rounds of evaluation, the French and German consortia submitted bids on June 15,1993. The Korea High Speed Rail Construction Authority announced that the GEC-Alsthom-led consortium is the preferred bidder on August 20,1993, and the contract was signed on June 14,1994. Part of the core system contract won by GEC-Alsthom and its South Korean subsidiary Eukorail were the first high-speed trains in South Korea, the KTX-I, which were based on the TGV Réseau. The carbody of the first end car was manufactured in January 1996, the first full train was completed and began testing in France in December 1997, the first test run in South Korea took place in December 1999. In June 2000, the speed of 300 km/h had been achieved, regular testing at that speed started in November 2000, after all of the 12 sets built by Alstom in France have been delivered to South Korea. The first carbody manufactured in Korea was completed in October 1999, the first complete train was rolled out in April 2002, the two normal bogies next to the traction heads under the two extreme passenger cars are motorised, like on the TGV Sud-Est. Further traits differentiating the KTX-I from all European variants are the voltage frequency of 60 Hz, rotating seats in the First Class sections. The trains are pressure-sealed to reduce discomfort from pressure variations during tunnel passages. Windows are triple-glazed, with a thickness of 29 mm. Seat distance is 930 mm in Standard Class cars,1,120 mm in First Class cars, all passenger compartments are equipped with ceiling-mounted video displays, on-board audio systems, phones and vending machines. The KTX-I started service with a operating speed of 300 km/h. In response to frequent passenger complaints regarding speeds on the video display staying just below the advertised 300 mark, from 2006, the first car of KTX-I trains functions as a moving cinema during selected services. Most of the irregularities after the start of KTX service concerned the rolling stock. From the first month of service to the fifth, the number of all operation irregularities decreased from 28 to 8, causes for breakdowns in the first years of operation involved inexperienced staff and insufficient inspection during maintenance. The failure rate decreased sharply by the year of operation
KTX-I
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KTX-I trainset 24 leaving Daejeon Station
KTX-I
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Jacobs bogie of a KTX-I train. The two trailers rest on the large air spring of the secondary suspension (partially covered by the mud flaps), below it the inter-trailer and the bogie-trailer yaw dampers.
44.
KTX-Sancheon
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The KTX-Sancheon is a South Korean high-speed train built by Hyundai Rotem in the second half of the 2000s and operated by Korail since March 2009. With a top speed of 305 km/h, the KTX-Sancheon is the second commercial high-speed train developed in South Korea, thus Korea Train Express began operating with KTX-I trains, which were derived from the TGV Réseau, and built both by Alstom and Rotem. The technology transfer agreement did not provide for a control of manufacturing processes. The experimental train was used for trials from 2002, and achieved the South Korean rail speed record of 352.4 km/h on December 16,2004. Possible configurations would have been 12-car, 10-car, and 8-car versions with two heads and 8-car, 6-car versions with one traction head and a driving trailer. The versions with two heads would have offered 500,384 and 268 seats respectively. The active passenger compartment pressure control system of the HSR-350x wasnt deemed necessary for the proposed Honam high-speed train, only pressure isolation as in the KTX-I. In July 2005, the Ministry of Construction and Transportation earmarked ₩80 billion for two 10-car commercial trains for 300 km/h, destined for planned KTX services on the Jeolla Line from 2008, in October 2005, however, Korail called competitive bids. Rotem, offering a version of the HSR-350x, was chosen over Alstom as preferred bidder for the ₩300 billion order in December 2005. The order for 10 trains for an equal to $306 million was placed on June 6,2006. Six of the trainsets were intended for the Honam KTX service from June 2009, a second batch of nine sets was ordered in December 2007, intended for Gyeongjeon KTX services between Seoul and Masan, to be delivered by December 2010. A third batch of five sets was ordered on December 9,2008, for delivery by December 2011, on November 25,2008, the first KTX-II set was revealed to the public in a roll-out ceremony at the Hyundai Rotem factory in Changwon. Hyundai Rotem also offered the KTX-II in the competition to supply rolling stock for Brazils Rio–São Paulo project, two sets can be coupled together with automatic couplers of the Scharfenberg type. The couplers and the structure form an integral unit, the so-called front ends. The vehicles received a new exterior front shape, designed by French design studio MBD Design, the aerodynamic shape was inspired by the cherry salmon, an indigenous fish. Like for the HSR-350x, the carbody of intermediate cars is made of aluminum, unlike the HSR-350x, the vehicle lacks bogie shrouding. Compared to the KTX-I, window thickness was increased from 29 to 38 mm by adding a fourth layer, the total width of passenger cars was increased from 2,904 to 2,970 mm. The KTX-IIs traction motors, converters, traction control and braking system are domestic developments resulting from the HSR-350x programme, the traction motors are asynchronous induction motors like those of the HSR-350x, rather than synchronous motors as on the KTX-I
KTX-Sancheon
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KTX-Sancheon class 110000
KTX-Sancheon
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KTX-Sancheon class 120000
45.
E6 Series Shinkansen
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A pre-series set was delivered in June 2010 for extensive testing, with 23 full-production sets delivered between November 2012 and spring 2014. The 7-car E6 series trains operate in conjunction with E5 series or H5 series 10-car trains and they replaced all of the previous E3 series trains on Komachi services by 15 March 2014. Technology incorporated in these trains is derived from the experimental Fastech 360Z train previously tested by JR East, the E6 series trains are formed of seven cars, to provide the same seating capacity as six-car E3 series trains, due to the reduced seating capacity in the end cars. All cars feature active suspension with tilting up to 1.5 degrees, the pre-series train, numbered S12, was formed as follows, with car 11 at the Tokyo end and car 17 at the Morioka end. Cars 12 and 16 are each fitted with a single-arm pantograph, like the E5 series, only one pantograph is normally used in service. Cars 11 to 14 were built by Kawasaki Heavy Industries, the full-production trains, numbered Z2 onward, are formed as follows, with car 11 at the Tokyo end and car 17 at the Morioka end. Cars 12 and 16 are each fitted with a single-arm pantograph, the overall styling was overseen by Japanese industrial designer Ken Okuyama, and is intended to evoke images of the Namahage demons and kantō festival lanterns for which Akita Prefecture is famous. The main body colour is Hiun white with crimson roof and arrow silver bodyside stripe, the end cars are 23,075 mm long with the tapered nose accounting for approximately 13 m. The new trains feature similar improvements to passenger accommodation as featured on the E5 series trains, including AC power outlets, seating in both Standard class and Green cars is in the standard 2+2 arrangement for mini-shinkansen trains. Seat pitch is 1,160 mm in Green class and 980 mm in Standard class, cars 12,13,14, and 16 are equipped with toilets. The toilet in car 12 is universal access, the pre-series set, S12, was delivered to Sendai Depot in June 2010, and formally accepted by JR East on 8 July. Test running commenced on the Tohoku Shinkansen in July 2010, the first full-production set was delivered in November 2012, with production continuing until spring 2014. Revenue service commenced on 16 March 2013 on new Super Komachi services, the service name was also returned to simply Komachi. In May 2014, the E6 series was awarded the 2014 Laurel Prize, the award presentation ceremony was held at Akita Station on 8 November 2014. As of 1 October 2014,24 sets were in service and this was followed by set Z11 from 21 to 23 June 2013. List of high speed trains JR East E6 series JR East E6 series
E6 Series Shinkansen
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E6 series Set Z5, March 2013
E6 Series Shinkansen
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E611-1 (car No. 11)
46.
H5 Series Shinkansen
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The H5 series is a Japanese Shinkansen high-speed train type owned by Hokkaido Railway Company for use on Tohoku and Hokkaido Shinkansen services since 26 March 2016. Based on the earlier E5 series trains, a total of four 10-car sets were built by Hitachi, the first two sets were delivered in October 2014. All cars feature active suspension, and tilt by up 1.5 degrees through curves, bodyside logos are carried on cars 1,3,5,7, and 10. The trains have three classes of accommodation, premium Gran Class, Green class, and Ordinary class. Car 10 is designated Gran Class, featuring 18 seats arranged in 2+1 abreast configuration with a pitch of 1,300 mm. AC power outlets are provided for all seats. The carpet in the Gran Class car is blue with a pattern intended to evoke images of Hokkaidos sea and lakes. Car 9 is designated as Green car accommodation with 55 seats arranged in 2+2 abreast configuration, the carpet in the Green car is dark grey with a pattern depicting the ocean with fragments of drift ice. Ordinary class accommodation is arranged in 3+2 abreast configuration with a pitch of 1,040 mm. AC power outlets are provided for all seats. The interior of the cars is intended to evoke images of snow. The 10-car sets, numbered H1 onward, are formed with eight motored cars, car 1 is at the southern end. Cars 3 and 7 each have one N-PS208 single-arm pantograph, details of the new trains on order were announced by JR Hokkaido in April 2014. The first set, H1, was shipped from Kawasaki Heavy Industries in Kobe to Hakodate Depot in October 2014, the second set was also delivered in October 2014. Slow-speed test-running on the Hokkaido Shinkansen tracks within Hokkaido commenced from 1 December 2014, test-running on the Tohoku Shinkansen south of Shin-Aomori commenced in November 2015. As of 1 October 2015, the fleet is as follows, list of high speed trains JR Hokkaido press release
H5 Series Shinkansen
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A digitally-altered image showing how the H5 series trains are expected to appear
H5 Series Shinkansen
H5 Series Shinkansen
H5 Series Shinkansen
47.
SNCF TGV Sud-Est
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The SNCF TGV Sud-Est or TGV-PSE is a French high speed TGV train built by Alstom and operated by SNCF, the French national railway company. It is a coupled electric multiple unit and was built for operation between Paris and the south-east of France. The TGV Sud-Est fleet was built between 1978 and 1988 and operated the first TGV service from Paris to Lyon in 1981, currently there are 107 passenger sets operating, of which nine are tri-current and the rest bi-current. There are also seven bi-current half-sets - TGV La Poste - without seats which carry mail for La Poste between Paris, Lyon and Avignon and these are painted in a distinct yellow livery. Each set is made up of two cars and eight carriages, including a powered bogie in each of the carriages adjacent to the power cars. They are 200 m long and 2.904 m wide and they weigh 385 tonnes with a power output of 6,450 kW under 25 kV. When the trains were delivered they wore an orange, grey. The last set to wear this livery was repainted in the silver livery similar to the TGV Atlantique sets in 2001, from 2012 trains will be repainted in the new SNCF Carmillon livery. Originally the sets were built to run at 270 km/h but most were upgraded to 300 km/h during their mid-life refurbishment in preparation for the opening of the LGV Méditerranée. The few sets which still have a speed of 270 km/h operate on routes which have a comparatively short distance on the lignes à grande vitesse. SNCF did not consider it worthwhile to upgrade their speed for a marginal reduction in journey time. In March 2012, set 951 was taken to London to advertise the Euro Carex project, in February 2013 the TGV Lyria sets designed for services to Switzerland, were taken out of service. These were replaced by TGV POS sets, the TGV sets were originally used on services between Paris, Lyon, Marseille and other cities in the south-east of France. In 2013 there were still 55 TGV Sud-Est sets used on services to south-eastern France, today around 40 sets operate on services from Paris to the north of France, to Lille, Calais, Dunkerque and Boulogne. List of high speed trains Spec Sheet
SNCF TGV Sud-Est
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TGV-SE set 101
SNCF TGV Sud-Est
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A TGV Sud-Est set in the original orange livery
SNCF TGV Sud-Est
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TGV Sud-Est at Paris-Gare de Lyon in original orange livery
SNCF TGV Sud-Est
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TGV Sud-Est in 1984
48.
SNCF TGV Atlantique
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105 bi-current sets, numbered 301-405, were built for the opening of the LGV Atlantique. Entry into service began in 1989 and they are 237.5 m long and 2.904 m wide. They weigh 444 t, and are made up of two cars and ten carriages with a total of 485 seats. They were built for a speed of 300 km/h with 8,800 kW total power under 25 kV. Modified unit 325 set the speed record in 1990 on the new LGV before its opening. Modifications, such as improved aerodynamics, larger wheels and improved braking were made to enable test run speeds of over 500 km/h, the set was reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 t. Three carriages, including the bar carriage in the centre, is the possible configuration because of the way the sets are articulated. The TGV Atlantiques world record was beaten on the 3 April 2007, by a TGV POS set on the LGV Est, list of high speed trains AVE Class 100, a high-speed train in Spain based on the design of the TGV Atlantique Du Bois, Jean Pierre. SNCF receives first Atlantique TGV train set, media related to TGV Atlantique at Wikimedia Commons Spec Sheet
SNCF TGV Atlantique
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TGV-A set 342 at Paris Montparnasse
49.
SNCF TGV Duplex
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The TGV Duplex is a French high-speed train of the TGV family, manufactured by Alstom, and operated by the French national railway company SNCF. It is unique among TGV trains in that it features bi-level carriages, the Duplex inaugurated the third generation of TGV trainsets. It was specially designed to increase capacity on high-speed lines with saturated traffic, with two seating levels and a seating capacity of 508 passengers, the Duplex increases the passenger capacity. While the TGV Duplex started as a component of the TGV fleet. The LGV Sud-Est from Paris to Lyon is the busiest high-speed line in France, after its opening in 1981 it rapidly reached capacity. Several options were available to increase capacity, the separation between trains was reduced to three minutes on some TGV lines, but the increasingly complex signalling systems, and high-performance brakes required, limited this option. Another option is to widen the train but is not practicable due to loading gauge restrictions. Running two trainsets coupled together in multiple-unit configuration provides extra capacity, but required very long station platforms, given length and width restrictions, the remaining option is to adopt a bi-level configuration, with seating on two levels, adding 45% more passenger capacity. TGV Duplex sets are run with a single deck Réseau set or another Duplex set. The Duplex feasibility study was completed in 1987, in 1988, a full-scale mockup was built to gauge customer reactions to the bi-level concept, traditionally associated with commuter and regional rail rather than with high-speed intercity trains. Discussions with GEC-Alsthom began soon after, and in July 1990 the company won the contract to build the TGV-2N, the contract was finalized in early 1991, at which point the official order was made. The first tests of a trainset in were November 1994. Soon after their first run, the first rake of eight trailers was tested at 290 km/h on the Sud-Est line, the trainset was powered by TGV Réseau power cars at the time, as the Duplex power cars were not ready. The first Duplex power car was mated to the trailers on 21 June 1995. Perhaps the most important innovation is the efficiency of the Duplex design, aluminium bodies - the strict requirement of a 17-tonne axle load limit made it imperative to cut down on weight, wherever possible. Extruded aluminum construction made possible a 20% reduction in structure weight, the nose, the first significant departure from Coopers original design, was styled by industrial designer Roger Tallon, as was the rest of the trainset. Crashworthiness - crush zones and rigid passenger compartments protect safety in the event of a collision, the power units frame is designed to take a 500 tonnes of force frontal load, and features structural fuses to absorb impact energy. Active pantograph - the Faiveley CX used on the Duplex has a pneumatically actuated active control system, two small gas cylinders in the wiper armature can tune the stiffness of the pantographs upper stage, to optimize contact at any speed
SNCF TGV Duplex
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TGV Duplex at Paris-Gare de Lyon.
SNCF TGV Duplex
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First class on a TGV Duplex
SNCF TGV Duplex
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Bi-level carriages allow 45% more capacity than in a single level TGV.
SNCF TGV Duplex
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Réseau-Duplex en gare d'Orange
50.
SNCF TGV POS
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The TGV POS is a TGV train built by French manufacturer Alstom which is operated by the French national rail company, the SNCF, in Frances high-speed rail lines. It was originally ordered by the SNCF for use on the new LGV Est, which was put into service in 2007. Each train is formed of eight existing TGV Réseau single-deck carriages paired with new cars, with a total power output of 9.6 MW. The TGV Réseau power cars thus freed have been matched to new TGV Duplex carriages to create TGV Duplex - TGV Réseau hybrid sets and this is because traffic on the LGV Est is expected to be less than on the heavily congested LGV Sud-Est. Like the TGV TMST, the TGV POS power cars have asynchronous motors and, in case of failure, isolation of an individual motor in a powered bogie is possible. By using IGBT power packs, the new cars are capable of developing 75% of their full rated power under 15 kV German and Swiss electrifications. This allows POS trains to operate at the speed as Intercity-Express trains in Germany. The TGV POS links France with Germany and Switzerland, in Switzerland, it travels from Basel to Zurich and on the line from Vallorbe to Lausanne coming from Paris. Each TGV POS trainset weighs 383 t and is numbered in the 4400 series, the livery is the same as that of TGV Réseau sets. On 3 April 2007 a train using both cars of the TGV POS trainset number 4402 set a new world speed record for travel on conventional rails. As part of a series of faster runs that culminated in the official record attempt. The trainset comprised three specially modified Duplex cars, fitted with two powered bogies similar to the AGV prototype, marshalled between the TGV POS power cars, over 600 sensors were fitted on various parts of both the engines and the cars. The train set ran with larger wheels, and the voltage was increased to 31 kV from the standard 25 kV. The maximum speed was achieved near kilometer post 193 on the LGV Est between Meuse and Champagne-Ardenne TGV stations, SNCF TGV Thalys PBKA List of high-speed trains
SNCF TGV POS
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TGV POS
SNCF TGV POS
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View from the cockpit aboard a TGV POS at 320 km/h.
SNCF TGV POS
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The TGV POS number 4415 parked at the station in Strasbourg in September 2010, on the Paris-Zurich line via Strasbourg and Mulhouse.
51.
Bombardier Zefiro
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Bombardier Zefiro is a family of high-speed passenger trains designed by Bombardier Transportation whose variants have top operating speeds of between 250 km/h and 380 km/h. Additionally the company has independently produced high-speed trainsets for specific markets, such as CRH1, Xinshisu, X2000, Regina, the Zefiro trainset is a conventional single-deck electrical-multiple-unit high-speed train. It consists of powered and unpowered cars, with motorized power cars at either end, car bodies are constructed of aluminium, with the exception of the wide-bodied Zefiro 250 trains, the bodies of which have stainless steel bodies. Trains are made up of 4-car units, each of which contains a transformer, typically, the end cars of each 4-car unit have powered bogies, with the two middle cars being unpowered. The pantograph is located on one of the unpowered cars, the specifications for all current designs describe asynchronous three-phase motors, with forced air cooling. However, Bombardier also offers the option of permanent-magnet synchronous motors and these trains were the first high-speed trains license manufactured in China as well as the highest speed sleeper trains at that time. Under China railways use they are classified class CRH1E. Starting acceleration is greater than 0.6 m/s2, with a 16-car train weight of 859 t, in July 2010 The Ministry of Railways ordered 40 more 8-car 250 km/h CRH1E Zefiro high-speed trains from the Sifang Transportation Ltd joint venture. In September 2012, based on a contract with Bombardier, The MOR ordered an additional 106 8-car trains,60 of which are to be a new variant. This variant is an evolution of the original, and will utilize different materials in order to weight savings. The Zefiro 300 is intended for European operations, with a UIC profile, bogies are FLEXX type with a 2.85 m wheelbase, 50% of which are motorized. Starting acceleration is greater than 0.60 m/s2 and it has an axle load of approximately 17 t. Two 8-car sets can be joined together to form one longer train, a variant of the Zefiro 300 was offered by Bombardier in association with AnsaldoBreda to Trenitalia, the Italian national railway service, as part of a bid for 50 new high-speed trainsets in 2010. Trenitalia selected this bid as the winner on 5 August 2010 and these entered service in 2015 and are designated ETR1000. In September 2009, Bombardier announced an order for eighty Zefiro 380 high-speed trains by the Chinese Ministry of Railways to be produced at Bombardiers joint venture Sifang Transportation Ltd, the order of twenty 8-car sets and sixty 16-car sets was estimated to be worth 27.4 billion RMB. The value of Bombardiers share is estimated at €1.3 billion, under China railways use these trains have been designated CRH1C and CRH1D. Which was in December 2010 revised to CRH380C and CRH380CL and once again to CRH380D & CRH380DL according to the new numbering system, as of the most recent news, the order has been amended to include only seventy 8-car sets, designated as the CRH380D. Orders for the 16-car DL sets were converted to D sets in late 2011, the first three sets have been delivered, with the first undergoing testing
Bombardier Zefiro
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Bombardier Zefiro 380
Bombardier Zefiro
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Zefiro 250
Bombardier Zefiro
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Zefiro 300
Bombardier Zefiro
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Zefiro 380
52.
China Railways CRH1
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The total value of the order is €560 million. In July 2010, a further 40 CRH1A eight-car trains were ordered, most CRH1 trains were allocated to Guangshen Railway for replacing all locomotive-hauled trains between Guangzhou and Shenzhen in Guangdong province. Some are also used on the line Shanghai – Nanjing, CRH1A and CRH1B are based on Bombardiers Regina family. The train was designed by Sifang and Bombardier jointly in Västerås, Sweden, the first units （CRH1-001A） were delivered on August 30,2006, the CRH1A sets started service from February 1,2007 at the Guangzhou -Shenzhen Railway. The NG variant is a new model, which will use new materials in order to weight reductions. On October 31,2007, the Chinese MOR ordered 20 sets of CRH1B trains, each CRH1B consists of 16 cars, including 3 first class coaches,12 second class coaches and 1 dining car. On July 23,2011, CRH1-046B was hit on ZY104600 car by CRH2-139E in Yongtaiwen PFL accident. On October 31,2007, the Chinese MOR ordered 20 sets of CRH1E trains. The CRH1E is the first high-speed 16-car sleeper train in the world which is based on Bombardiers ZEFIRO250 km/h design, the train was designed by Bombardier and Zagato. The CRH380D is also derived from the Bombardier Zefiro family of high speed EMUs and are not direct derivatives of the Regina type trains from which the CRH1A. Top speed is advertised at 380 km/h, the 8-car version is designated CRH380D, series number CRH380D-1501 ～ CRH380D-1570
China Railways CRH1
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CRH1 high-speed train
China Railways CRH1
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Regina in Sweden. The Regina trains in Sweden are wider than the CRH1 since they are built to make full use of the wider loading gauge used in Sweden.
China Railways CRH1
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car door
China Railways CRH1
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First Class Coach.
53.
China Star
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China Star is an indigenously designed experimental high speed train manufactured in China. It is a EMU train developed from the DJJ1 Blue Arrow high speed train by Zhuzhou Electric Locomotive Works and it consists of 2 power cars and 9 passenger cars. The prototype rolled out in 2002, the train set is designed with completely independent intellectual property, for a top speed of 270 km/h, and a full load of 726 passengers. It achieved a top speed of 321 km/h on the newly built Qinshen Passenger Railway during a test run in late 2002, however, due to signal system mismatch, fatal problems at electrical system and brake system, commercial service was delayed. The train entered passenger service at Qinhuangdao-Shenyang PDL in 2005 but were limited to a top speed of 160 km/h. Such problems still persists in service and the service was discontinued in 2006, shenyang RB ceased services offered by China Star from August 2006. As of 2007, the train was sealed and placed at a parking area of the depot. One of its car and three passenger cars were moved to China Railway Museum, becoming the first high speed train being displayed in the museum. Product information Product information Video clip
China Star
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China Star
54.
RENFE Class 130
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The RENFE Class 130 or S-130 is a high-speed dual-gauge, dual-voltage trainset consisting of 11 Talgo VII tilting coaches and two power cars, used on Alvia services. The class have been nicknamed patitos, due to the shape of the train nose, the trainsets are designed for high-speed services on Iberian gauge and high-speed lines, they can change gauge at low speed without stopping using Talgos RD variable gauge system. Capacity in standard class is 36 seated, in first class 26 seats, end coaches have lower capacity, the locomotives use AC traction motors controlled by IGBT inverters which include integrated auxiliary inverters. Signalling systems can include ETCS Level 2, LZB, ASFA, on services such as Gijon-Madrid they have been replaced by RENFE Class 120 trainsets. The new trains based on the S-130 were initially coded S130H, later S730, with two generator cars per set using MTU 12V4000 R43L engines. The top speed in diesel mode is 180 km/h, testing of the trains took place in 2011 with introduction into service expected in 2012. A gauge-changing train capable of over 250 km/h is in development and is based on the S-130, a version of the S130 for Uzbekistan Temir Yollari was ordered in 2009 for use on a Tashkent–Samarkand high-speed line. Deliveries of the order of two trains began in July 2011, the cause of the accident is not yet officially determined, but the train was alleged to be traveling over twice the posted speed limit while entering a curve, due to the absence of ERTMS
RENFE Class 130
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RENFE Class 130/730 Talgo 250
55.
700 Series Shinkansen
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The 700 series is a Japanese Shinkansen high-speed train type built between 1997 and 2006, and entering service in 1999. The 700 series is characterized by its flat duck-bill nose designed to reduce the effect as the trains enter tunnels. As with the 500 series trains, yaw dampers are fitted between vehicles, and all cars feature semi-active suspension to ensure smooth ride characteristics at high speed. The cost of a 16-car 700 series unit is approximately 4 billion yen compared with around 5 billion yen for a 16-car 500 series train,700 series trainsets are scheduled to be withdrawn from Tokaido Shinkansen services by the end of fiscal 2019. New single-arm current collectors were fitted from the start, and these featured the distinctive wine-glass pantograph shrouds of the 300X train. These were later changed to a design resembling the 500 series arrangement with additional side fences, unit C0 was modified to full production standard in September 1999 and renumbered as C1. These units were ordered by JR Central for use on Tokyo to Hakata Nozomi services, displacing the 300 series trains previously used on these services. Interior layout and accommodation is similar to that of the 300 series trains, with three Green class vehicles, and the same 1,040 mm seat pitch in standard class, and 1,160 mm in Green class. The central gangways were widened by 30 mm to 600 mm, the refreshment counters of the 300 and 500 series trains were discontinued and replaced by vending machines selling drinks, located in cars 3,7,11, and 15. Specifications permit 285 km/h running on the Sanyo Shinkansen with speed restricted to 270 km/h on the Tokaido Shinkansen between Tokyo and Shin-Osaka. The initial batch ordered by JR Central consisted of 17 units, services featuring 700 series stock were increased to five daily from July 1999, and further increased from October 1999. With continuing deliveries,700 series trains were introduced on Tōkaidō Shinkansen Hikari services from late 2000. Set numbers C25 onwards introduced from May 2001 incorporate minor interior design improvements, including outlets at the ends of cars for PC users. An order for a batch of six units was placed by JR Central in December 2003. These sets provided additional capacity for services connected with the Aichi Expo in 2005 and these modifications were removed before the unit entered revenue service. Flush diaphragm covers were used on trains, such as the N700 series. During fiscal 2011, eight JR Central C sets were transferred to JR-West to replace its fleet of nine 300 series sets scheduled to be withdrawn by spring 2012, withdrawals of 700 series sets began in 2012 with the withdrawal of set C4. It continued in 2013 and in 2014, the 16-car C sets are formed as follows, with car 1 at the Hakata end
700 Series Shinkansen
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700 series train between Kakegawa and Shizuoka, January 2008
700 Series Shinkansen
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Set C1 in service, January 2010
700 Series Shinkansen
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JR Central set C37, April 2009
700 Series Shinkansen
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Pantograph detail, March 2009
56.
800 Series Shinkansen
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The 800 series is a Japanese Shinkansen high-speed train type operated by JR Kyushu on the Kyushu Shinkansen high-speed rail line. Built by Hitachi, the trains were introduced on the Tsubame services from March 2004, the 800 series has a maximum speed of 260 km/h in service, although its maximum design speed is 285 km/h. It was one of the two recipients of the 45th Laurel Prize awarded by the Japan Railfan Club in 2005 and it abandons the 700s duckbill nose in favor of a sharper nose. The livery is white, with a red stripe, following the opening of the entire Kyushu Shinkansen route on 12 March 2011,800 series trains were primarily used on all-stations Tsubame services operating mostly between Hakata and Kumamoto. They also operate some Sakura services within the Kyushu Shinkansen, cars 2 and 5 are equipped with PS207K single-arm pantographs. The Kyushu Shinkansen runs a large portion in tunnels, designers paid special attention to the interior design of the 800 series to create a more pleasant travel experience. More traditional materials and design features are used to embody Kyushus warm, persimmon tannin color is used for the walls, ancient lacquer for the doors, and Kyushu traditional rope curtain from Yatsushiroigusa for the lavatory are used. The seats are made of wood versus metal/plastic combinations from previous trains, window curtains are produced from prunus serrulata, and interior flooring is also made of wood. Seating is four abreast, with seating and lavatory facilities in two of the six cars. The first of the new batch, set U007, was delivered in June 2009, externally, the new sets feature minor livery changes regarding the red stripe, and internally, each car features different colour seat covers. Cars 2 and 5 are equipped with PS207K single-arm pantographs, list of high speed trains JR Kyushu Tsubame 800 series information Hitachi Transportation Systems Website
800 Series Shinkansen
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800 series train at Shin-Minamata station
800 Series Shinkansen
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800 series interior
800 Series Shinkansen
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New 800 series set U007, April 2011
800 Series Shinkansen
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Interior of car 826-1107 (car 5 of set U007)
57.
E2 Series Shinkansen
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The E2 series is a Japanese high-speed Shinkansen train type operated by East Japan Railway Company on the Tohoku and Hokuriku Shinkansen high-speed lines in Japan since 1997. They are formed in 8- and 10-car sets, the 8-car sets are used on the Hokuriku Shinkansen, and the 10-car sets on Tohoku Shinkansen services. The 10-car sets can be coupled to E3 series sets using couplers hidden behind retracting nose doors and they operate at a maximum speed of 275 km/h on the Tohoku Shinkansen and 260 km/h on the Hokuriku Shinkansen. A total of 502 vehicles were built between 1997 and 2010, with the first withdrawals commencing in late 2013, units N2 onwards were delivered from March 1997 to September 1997. These sets are compatible with both the 50 Hz supply used by JR East and the 60 Hz supply used west of Karuizawa on the Hokuriku Shinkansen, Tohoku Shinkansen set J1 was transferred to Nagano depot in October 2002 and renumbered as set N21. The fleet of N sets underwent a programme of refurbishment from fiscal 2013. Cars 4 and 6 are equipped with PS205 scissors-type pantographs, as of 1 April 2016, the fleet is as follows, with just two of the original sets in service. These sets are classified E2, and are equipped with retractable nose-end couplers at the Morioka end, units J2 onwards were delivered from December 1996 to March 1997. From September 2002, the fleet of J sets was augmented from 8 to 10 cars with the addition of newly built cars for use on Hayate services to Hachinohe commencing in December 2002. The red stripe on these sets was also changed to magenta. Cars 4 and 6 are equipped with PS205 scissors-type pantographs, the prototype E2-1000 series train was delivered as an 8-car to Sendai depot in late December 2000, and entered revenue-earning service in November 2001 after extensive testing. Units J52 onwards were delivered as 10-car units from July 2002 and these trains replaced life-expired 200 series trains and augment JR Easts fleet for use on new Hayate services following the opening of the Tōhoku Shinkansen extension to Hachinohe in December 2002. A new single-arm pantograph design is used with a mounting that eliminates the need for pantograph shrouds. The pre-series set, J51, was equipped with automatic couplers at both ends, but sets J52 onwards have couplers at the end only, as on the earlier E2 trains. Unlike the earlier J sets, these units are compatible with the 50 Hz power supply of the Tohoku. The flush-fitting plug doors of the earlier N and J sets were replaced by sliding doors on these units. Cars 4 and 6 are equipped with PS207 single-arm pantographs, the pre-series E2 series unit S7 was delivered in April 1995, with S6 delivered in June of the same year. Visually, these two units differed from subsequent production units in having large pantograph shields resembling the original 300 series design
E2 Series Shinkansen
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An E2 series approaching Omiya Station in February 2011
E2 Series Shinkansen
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8-car set N11 on an Asama service, June 2002
E2 Series Shinkansen
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8-car J set in original livery on an Asama service, February 1998
E2 Series Shinkansen
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10-car J set in revised livery, September 2008
58.
E3 Series Shinkansen
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Later versions of the E3 series were also introduced for use on Yamagata Shinkansen Tsubasa services. Both mini-shinkansen lines join the Tohoku Shinkansen, providing services to, the design of the original Akita Shinkansen E3 series trains was overseen by industrial designer Kenji Ekuan. Doorway steps fold out to bridge the gap between the body and the platform at regular shinkansen stations. It was modified to full-production specifications in March 1997 ahead of the start of Akita Shinkansen services, until it was augmented to six cars in 1998, the pre-series was formed as follows, with scissors-type pantographs on cars 12,13, and 14. Set R1 was withdrawn following its final run on 20 July 2013. The full-production trainsets built from 1996 for the Akita Shinkansen were 5-car sets, a total of 26 Akita Shinkansen sets were in service by the end of 2005. Sets R1 to R16 were leased by East Japan Railway Company from the company, Akita Shinkansen Sharyō Hoyū. This lease ended on 21 March 2010 with the dissolution of Akita Shinkansen Sharyō Hoyū, the E3 series sets are scheduled to be phased out following the introduction of new E6 series sets from March 2013, with 19 sets scheduled to be withdrawn during fiscal 2013. From the start of the 15 March 2014 timetable revision, E3 series trainsets were no longer used on Akita Shinkansen Komachi services, two sets remained in service, used on Yamabiko and Nasuno services. Cars 12 and 15 are equipped with PS206 single-arm pantographs, the build details are as shown below. As of 1 October 2016, two of the original 26 sets are in operation, from 2014, a further two sets were introduced, reformed from withdrawn Akita Shinkansen E3-0 series R sets, to replace the two older sets L51 and L52. The sets are formed as shown below, with five motored cars, cars 12 and 14 are equipped with PS206 single-arm pantographs. The build details are as shown below, the former identities of the cars reformed into sets L54 and L55 are as shown below. The first of a fleet of twelve new E3-2000 series 7-car sets entered service on Yamagata Shinkansen Tsubasa services on 20 December 2008, the new fleet totally replaced the older 400 series trains by summer 2009. The new trains incorporate design improvements, including suspension, full-colour LED destination indicators. Seating capacity in cars 16 and 17 has been reduced by 4 compared with the E3-1000 series to provide uniform seating pitch in all cars, cars 12 and 14 are equipped with PS206 single-arm pantographs. As of 1 October 2016, the E3-2000 series fleet is as follows, from spring 2014, the entire fleet of 15 E3-1000 and E3-2000 series Tsubasa sets is scheduled to be reliveried in a new colour scheme designed by industrial designer Ken Okuyama. The first reliveried set is scheduled to appear in late April, three sets are scheduled to be repainted by June 2014, with the entire fleet of 15 sets repainted by mid 2016
E3 Series Shinkansen
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E3 series on an Akita Shinkansen Komachi service, March 2008
E3 Series Shinkansen
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An extended doorway step on an E3 series Komachi set
E3 Series Shinkansen
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Pre-series set R1 in service, March 2013
E3 Series Shinkansen
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Set R20 being hauled through Omiya Station on delivery in March 2003
59.
W7 Series Shinkansen
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The W7 series is a Japanese Shinkansen high-speed train type operated by West Japan Railway Company on the Hokuriku Shinkansen since it was extended from Nagano to Kanazawa in March 2015. Jointly developed alongside the similar JR East E7 series, a total of ten 12-car W7 series sets have been built, the first W7 series train was delivered in April 2014. Externally, the roof is finished in a sky blue colour, the bodyside logos consist of a number 7 in silver stylized as an arrowhead, and include the lettering West Japan Railway Company. Manufacture of the W7 series sets was shared between Hitachi in Kudamatsu, Yamaguchi, Kawasaki Heavy Industries in Kobe, and Kinki Sharyo in Osaka, increased power output enables the trains to maintain speeds of at least 210 km/h on the steep gradients of the Hokuriku Shinkansen. Car 12 is equipped with active suspension, and the other cars are equipped with semi-active suspension. The 12-car sets are numbered W1 onward, and consist of 10 motored intermediate cars, car 11 provides Green car accommodation, and car 12 provides Gran Class luxury accommodation. Cars 3 and 7 are each equipped with a single-arm pantograph, the 12-car trains have accommodation in three levels of service, Gran Class, Green, and ordinary-class cars, with a total seating capacity of 934. AC power outlets are provided for each seat in all three classes, the Gran class seats are supplied by Toyota Boshoku. Car saloons and vestibule areas are equipped with security cameras, between October and December 2015, luggage racks are scheduled to be added at one end of each of the even-numbered ordinary class cars and also in Green car 11, by removing a pair of seats. The luggage racks are to cater to the number of overseas tourists with suitcases and also passengers with ski. Details of the new trains were announced jointly by JR East and JR-West on 4 September 2012. The design of the logo to be applied to the sides of cars 1 and 12 was officially unveiled in February 2014, the first W7 series train was delivered from Kawasaki Heavy Industries in Kobe to Hakusan Depot in Hakusan, Ishikawa in April 2014. Test-running on the Hokuriku Shinkansen began on 5 August 2014, initially at low speed, in May 2015, the W7 series and JR East E7 series were awarded the 2015 Blue Ribbon Award, presented annually by the Japan Railfan Club. A presentation ceremony was held at JR-Wests Hakusan Depot on 24 October 2015, the W7 series is the first JR-West train type to use the W prefix, following the method used by JR East. As of 1 October 2015, the fleet is as follows, list of high-speed trains Official website
W7 Series Shinkansen
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Set W3 on a public preview run, February 2015
W7 Series Shinkansen
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Bodyside logo on car 11
W7 Series Shinkansen
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Interior of a Green car (car 11)
W7 Series Shinkansen
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Green car seating
60.
TCDD HT65000
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This series was ordered in two batches of ten and two trains. They are being financed via a foreign loan over 22 years, the first set left Spain on November 10,2007 and arrived in Turkey at Kapıkule on November 20,2007. Later,4 more sets came to Turkey in 2008,3 more in 2009 and 2 more in 2010, subsequently,2 additional sets were ordered with the same characteristics, reaching a total of twelve HT65000 trains. On November 13,2009, the HT65006 derailed and became unusable after an accident at Hasanbey near Eskişehir while it was passing from the high-speed line to the classical line. The design of TCDD HT65000 is based on the RENFE Class 120 /121 trains, the trains have 6 cars, but are modular in design and can be reconstructed as 8-car units with two additional cars. It is also possible to connect two units together to create a 12-car unit, all trains are fitted with ETCS. The cars of the sets are organized as follows,1 first class car,1 café car and 4 economy class cars, automatic sliding doors provide passage between cars. Baggage may be stowed in the compartments above the seats. In economy class, fabric-coated seats are arranged in 2+2 with audio system, with acoustic and thermal comfort, apart from the tables mounted at the back of the seats, there are two foldable tables in every passenger section. In first class, there are leather-coated seats in 2+1 arrangement, wi-Fi service is available with power inputs for laptops in business class. TCDD HT80000 Yüksek Hızlı Tren High-speed rail in Turkey Turkish State Railways List of high speed trains Media related to TCDD HT65000 at Wikimedia Commons
TCDD HT65000
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An HT65000 set at the Ankara Central Station
61.
Advanced Passenger Train
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The Advanced Passenger Train was a tilting high speed train developed by British Rail during the 1970s and early 1980s, for use on the West Coast Main Line. The WCML contained many curves, and the APT pioneered the concept of active tilting to address these, development of the service prototypes dragged on, and by the late 1970s the design had been under construction for a decade and the trains were still not ready for service. The election of Margaret Thatcher brought matters to a head and she alluded to funding cuts for British Rails struggling project, facing the possibility of cancellation, BR management decided to put the prototypes into service, with the first runs along the London-Glasgow route taking place in December 1981. The result was a circus when every problem large or small received massive press coverage and the entire project derided as a white elephant. The trains were withdrawn from service again by the end of the month, the problems were eventually solved and the trains quietly reintroduced in 1984. All support for the APT project had collapsed as anyone in authority distanced themselves from what was widely derided as a failure, while the HST found widespread support. All thoughts of building a version, APT-S, were abandoned. Two of the three sets were broken up, and parts of the third sent to the National Railway Museum where it joined the APT-E, in spite of the APTs troubled history, the design was highly influential and directly inspired other successful trains. The considerable work on electrification that was carried out hand-in-hand with APT was put to use with newer designs like the British Rail Class 91. More recently, the tilting system was reintroduced on the WCML with the British Rail Class 221. Its tilting system was licensed from the APT. Other features pioneered on APT, such as the hydrokinetic braking used to stop the train within existing separations, have not been adopted. Following nationalisation of the UKs railways in 1948, British Rail faced significant losses in passengers as the car became more popular through the 1950s and 60s. By 1970, passenger numbers were half what they had been immediately before World War II. In an attempt to maintain some level of profitability, the government commissioned a report that resulted in the abandonment of many lines as part of the 1963 Beeching Axe. In spite of this significant restructuring, the company was built on lines that were pre-war. Maintaining the network was a constant problem and derailments became increasingly common, in 1962 Dr. Sydney Jones was hired away from the weapons department at R. A. E. Farnborough with the aim of having him take over as BRs research lead from Colin Ingles
Advanced Passenger Train
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APT-E in the RTC sidings between tests in the summer of 1972
Advanced Passenger Train
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An APT-P at Carlisle in 1983
Advanced Passenger Train
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Driving controls of the Advanced Passenger Train (APT-P) at Crewe Heritage Centre.
Advanced Passenger Train
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The APT-E (left) at Locomotion, Shildon, County Durham, and the surviving APT-P (right) at Crewe Heritage Centre
62.
GMB Class 71
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GMB Class 71 is an electric multiple unit used by Flytoget for the Airport Express Trains on the Gardermoen Line of Norway. Sixteen three-car train sets were built by Adtranz Strømmen between 1997 and 1998, the units are capable of 210 km/h, connecting Oslo Central Station and other stations in Metropolitan Oslo to the Oslo Airport, Gardermoen, along Norways only high-speed railway. In a three-car configuration, the units weigh 158 tonnes and are 82.3 metres long, the units are similar to the NSB Class 73, and are related to the Swedish X2 units. By 2009, all units were expanded with a fourth car, the unit is based on the Swedish X2 designed by Kalmar Verkstad in the 1980s, and delivered from 1990 to the Swedish State Railways for use in their X2000 high-speed intercity trains. Although the technology involved is similar, like spot-welded stainless steel car bodies, first, the unit does not have a separate locomotive unit, but has the motors spread throughout the train, with one powered and one unpowered bogie in each car. The car bodies are different in layout, including the doors between bogies instead of at the end of the cars. In addition, the trains are pressure tight to increase comfort for passengers while passing through tunnels and they also have hydraulic couplers at the ends, which are hidden behind covers when not used. The Class 71 is also shorter, with three cars, and does not have any tilting technology installed. The exterior design, especially the nose, is quite different, norges Statsbaner later took order of 22 units of the Class 73, that is almost identical, but has four cars and tilting technology. Class 73s pantograph is pivoted in order to keep it centred under the catenary when the body tilts, each train has a 2,645 kW power output, this is an unusually high power to weight ratio for trains with that maximum speed. The units use the standard Norwegian voltage of 15 kV 16 2⁄3 Hz AC, up to four units can be run in multiple, creating 12-car trains. However, the trains only operate as single or double units. End cars are 27.9 m and weigh 52 t, while center cars are 26.32 m, the pantograph is located on the center car. Each unit has 168 seats, that are built modally so that the seating can be reconfigured, the sixteen units cost 1.4 billion kr. During construction, the weight had increased from 149 to 170 tonnes, to reduce this to 158 tonnes, instead, a wheelchair lift was installed, but it proved not to work. The area around the doors are step-free from the platform, the Norwegian Federation of Organisations of Disabled People have criticized Flytoget for ordering identical additional cars that will not ease access for the disabled. The Class 71 is capable of speeds up to 210 km/h and this speed was chosen to make it possible to get from Oslo Central Station to Oslo Airport, Gardermoen in less than 20 minutes. The signalling system ATC-2 is built for 200 km/h, and could not be adopted for more than that
GMB Class 71
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A Class 71 Airport Express Train at Oslo Central Station.
GMB Class 71
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Detail of the doors, showing the inside steps
GMB Class 71
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The interior of a Class 71 train
GMB Class 71
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Unit operating on the Gardermoen Line
63.
IC4
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The IC4 is an inter-city train built by the Italian train manufacturer AnsaldoBreda for the trans-Great Belt routes of Danske Statsbaner, Denmarks national railway operator. Under DSBs Good trains for everyone plan, the intent of the IC4 project was to several types of outdated rolling stock. However, various delays and shortcomings have turned the project into a political issue. The IC4 units were scheduled to enter DSBs Intercity service in 2003. On 25 June 2007, one IC4 unit entered service between Aarhus and Aalborg. On 27 August 2007, another test train entered passenger service between Aarhus and Fredericia in eastern Jutland. Two further units entered service during the autumn of 2007. By the end of 2007, DSB and AnsaldoBreda were to agree when the IC4 would be ready for Intercity and this, however, required the approval of the Danish National Rail Authority. The train is powered by four diesel engines with a common rail direct-injection system. The engines are 20-litre V8s from Iveco, the maximum allowed speed of the train is 200 km/h. Each train set consists of four articulated cars with a length of 86 m. Built of light alloys, each trainset weighs 140–160 tonnes. Up to four trainsets can be coupled together into a single train, since a single trainset is too short for efficient long-distance operations, the first trains were used mainly for regional services. In December 2016, DSB gave up the efforts to connect four trainsets, the train interior features natural materials consistent with Scandinavias design tradition, an audio/video information system with seat reservation displays, and a lounge area. The IC4 train has become an issue in Danish politics. The expense involved in lengthening the platforms of several stations along the IC4 routes is the source of much additional criticism, by the end of October 2007, four IC4 units had entered regional service in Jutland. However, service was suspended at the end of February 2008 because of problems with exhaust fumes, there have been many faults that did not really prevent the train from being used, but were still unacceptable, such as spurious warnings and various other computer-related problems. DSB had ordered a total of 83 IC4 trainsets in 2000, on 7 August 2008, train no.13 completed a return trip from Aarhus H. to Copenhagen H. with passengers aboard
IC4
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IC4 unit MG 5615 departing from Copenhagen Central Station, October 7, 2009
IC4
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Cab view (unit 5632)
IC4
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DSB logo in dark blue and entry doors partially in green (unit 5639)
IC4
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DSB logo and entry doors partially in red (unit 5653)
64.
InterCity 125
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InterCity 125 was the brand name of British Rails diesel-powered High Speed Train fleet, which was built from 1975 to 1982 and was introduced in 1976. An InterCity 125 train is made up of two Class 43 power cars, one at end of a fixed formation of Mark 3 carriages. Initially the sets were classified as Classes 253 and 254, a variant of the power cars operates in Australia as part of the XPT. Most sets are to be replaced on InterCity services by 2018 under the Intercity Express Programme, at first, that programme called for some HSTs to continue in use on London to Devon/Cornwall services where there are no plans to electrify the lines. One is in use, as Network Rails New Measurement Train, converted. In the later 1950s and early 1960s, the British Transport Commission was modernising its rail network, in particular, it wanted to increase intercity speeds, so that the railways could compete more effectively with the new motorways. Thus, at the instigation of Terry Miller, Chief Engineer, an operational prototype of this train was to be built by 1972. The prototype high-speed diesel train, which was to become the InterCity 125, was to be formed of a rake of coaches sandwiched between two power cars, one at each end. Also a factor in the decision was that the use of two locomotives, operating in formation, would cause less wear on the rails than a single, much heavier. The framework of the new locomotive, classified British Rail Class 41, was built at Crewe Works before being transferred to Derby Carriage and Wagon Works for completion. The design of the locomotive incorporated a driving desk fitted around the driver, the prototype became the first diesel locomotive in British railway history to use AC alternators in place of a DC generator, with the output converted to DC when used for traction. The prototype train of seven coaches and two locomotives was completed in August 1972 and by the autumn was running trials on the main line, the following year, high-speed testing was being undertaken on the racing stretch of the East Coast Main Line between York and Darlington. The set had been reduced to two cars and five trailers, and there seems to have been a concerted attempt to see how fast the train would go. On 6 June 1973131 mph was reached, and this maximum was raised as the days went by, by 12 June a world diesel speed record of 143.2 mph was achieved. The drivers believed that 150 mph was possible but the BRB issued instructions for the speed tests to cease. It was believed at the time that this was because the BRB wanted to promote the APT as the future of high speed rail travel in the UK. The first production car, numbered 43002, was delivered in late 1975. The streamlined front end lacked conventional buffers, and the drawgear was hidden under a cowling, the single cab front window was much larger than the prototypes, and side windows were included
InterCity 125
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An InterCity 125 in original British Rail livery near Chesterfield
InterCity 125
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Class 252 in 1975 – The prototype HST, seen here at Weston-Super-Mare
InterCity 125
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An InterCity 125 about to depart Manchester Piccadilly on a wet day in 1986
InterCity 125
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InterCity 125 in London Paddington in 1988.
65.
InterCity 225
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The InterCity 225 is an electric high speed train in the United Kingdom, comprising a Class 91 electric locomotive, nine Mark 4 coaches and a Driving Van Trailer. They are used on services from London Kings Cross to Leeds, Edinburgh Waverley, Glasgow Central, Skipton, Bradford Forster Square, Newark North Gate, York, the InterCity 225 entered service with British Rail on the East Coast Main Line in 1990. The units also operate on a section of the West Coast Main Line between Glasgow and Carstairs. In 1996, as part of the privatisation of British Rail, all InterCity 225s were sold to Eversholt Rail Group, which currently leases them to Virgin Trains East Coast. The InterCity 225 has a top speed of 140 mph. The finalised £4.5 billion contract for the Intercity Express Programme trains for the Great Western Main Line, capital costs for the vehicles are approximately £2.8 million per carriage for bi-mode versions and £2.4 million per carriage for electric versions. The second phase of the contract consisted of 10 five-car and 13 nine-car bi-mode and 12 five-car electric units for use on the ECML, a £1. 2bn option for further 30 nine-car electric trains to replace Intercity 225 sets on the ECML was taken up on 18 July 2013. The trains will enter service in 2017 on the Great Western Main Line and 2018 on the East Coast Main Line, Class 91 + Mk 4s = IC225
InterCity 225
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An InterCity 225 at speed on the East Coast Main Line
InterCity 225
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A refurbished First Class carriage
InterCity 225
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The interior of a refurbished GNER Mark IV TSOE vehicle, showing the small area at the rear of the carriage dedicated for the use of smoking passengers
InterCity 225
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The interior of a refurbished GNER Mark IV TSO vehicle
66.
ICE TD
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The DBAG Class 605, commonly known as the ICE TD is a high-speed diesel multiple unit train, in service with Deutsche Bahn and DSB. DB assigned the name IC T to the project, with T standing for Triebzug, Deutsche Bahn pursued the development of the ICE3, IC T and ICT-VT projects in parallel. The trains share a styling concept, most prominently a lounge section in the front cars with a view forward at the tracks. For the ICT-VT, a configuration was chosen, without a restaurant car, otherwise, Deutsche Bahn aimed for a common appearance. Even the possibility of coupling together an electric and diesel train, in 1996, Deutsche Bahn placed an order for 20 diesel multiple units with a consortium led by Siemens. As for the ICE T, DWA produced the end cars, a characteristic element of the Siemens system visible on the outside is the crescent-shaped top of the outer carbody supports. The tilting system also left room for electric motors on both axles in a bogie, thus every car of the train has an unpowered bogie. The power for the motors of the class 605 is generated by four diesel engines, one on each car. These engines are based on engines for trucks, electrically, the two halves of the train form two independent power units of two cars each, with the theoretical possibility of the addition of a fifth car as middle trailer. The first train was assembled in 1998, trials on track started in April 1999, during a test run on 13 January 2000,222 km/h was achieved. In 2001, all 20 units were commissioned for Deutsche Bahn, after pilot runs, the trains entered regular service on the new ICE line 17 between Dresden and Nuremberg on 10 June 2001. Shortly after, the trains were used between Munich and Zurich as a replacement for EuroCity trains. Both of these routes between the cities are partially not electrified, explaining the usage of diesel powered trains. The service life of the class 605 was rather ill-fated, the ICE TD units were plagued by technical problems from the start. After the breaking of an axle on 2 December 2002, all remaining 19 units were grounded, even though one year later the trains were admitted to service again, DB judged their operation to be overly expensive. DB must pay full diesel tax for the fuel, the trains were re-activated for a short time in anticipation of extra traffic during the 2006 FIFA World Cup in Germany. From 2006, they were used for charter and relief trains, starting end of 2007, the class 605 is used in regular service on the Berlin–Hamburg–Copenhagen route, as a replacement for the Danish IC3 trains in Hamburg–Copenhagen service. These should long ago have been replaced by the IC4 trains, the ten class 605 used in these services were equipped with the Danish ATC safety system
ICE TD
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ICE TD in service of DSB in Northern Germany
ICE TD
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Tilting bogie of an ICE TD
67.
British Rail Class 395
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The Class 395 Javelin is a dual-voltage electric multiple unit built for high-speed commuter services on High Speed 1 and elsewhere on the Integrated Kent Franchise. The use of the trains as part of the transport infrastructure for the Olympic Park formed part of the original bid for the 2012 Summer Olympics. The service was named the Olympic Javelin Shuttle, and was the origin for the nickname Javelin, the Olympic services began 28 July 2012. In 2005 the proposed high-speed services were combined with those from the former South Eastern rail franchise to form the Integrated Kent franchise, in November 2005 the Department for Transport announced Govia as the new operator of the IKF. The contract was Hitachis first rail vehicle sold to a UK or European customer, construction of the CTRL was complete in November 2007. A twenty-ninth train was added to the agreement by franchise holder Southeastern to provide additional capacity. A second building housed a wheel lathe from Sculfort, other facilities included carriage washing plant, a 25kV OHL test track, and sidings for rolling stock. The DEPCO consortium also updated another existing depot at Ramsgate for the IKF with facilities including storage sidings for the Class 395 trains and light maintenance facilities. Pre-shipping factory tests included static and dynamic tests, traction and braking tests. The first train was delivered from Japan to Southampton Docks on 23 August 2007, homologation testing was undertaken by Serco, SNCF International assisted with testing of KVB and TVM430 signalling systems, with speeds of 240 km/h attained in January 2008. After successful testing of four units shipping of the main production tranche began in December 2008, the final three trains arrived in the UK in August 2009, with the final train delivered to Southeastern on 11 December 2009. In September 2009 preliminary services to the Kent coast also began, preview services on the North Kent line began in November 2009. In September 2010, it was reported that passengers were experiencing alarming wobbles on tunnel sections, the problem was described by Southeastern as non-dangerous, and trains were fitted with dampers to prevent the problem from recurring. A full regular service commenced on 13 December 2009, however, the service has been criticised as being of limited use to many London commuters because trains terminate at St Pancras. Additionally, the change in patterns to accommodate high-speed trains resulted in some non-high-speed services in Kent becoming slower. In May 2011, a service from Maidstone West via Strood. Followed in September 2011 by a service from Sandwich via Deal to London St Pancras. In 2013, four years after the service started, total numbers were ten million
British Rail Class 395
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395008 at Ebbsfleet International in 2009
British Rail Class 395
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The interior of a Class 395 MSO vehicle
British Rail Class 395
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Class 395 unit 395018 at St Pancras International
British Rail Class 395
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The nose cone on a 395 is opened for coupling
68.
NSB Class 73
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NSB Class 73 is a class of 22 electric multiple units built by Adtranz for the Norwegian State Railways. The four-car trains were modifications of Class 71, which was based on the Swedish X2. The A-series consists of 16 intercity trains, they were delivered in 1999 and 2000 and are used on the Bergen, Dovre, the intercity service was branded as Signatur until 2003. The B-series consists of six regional trains delivered in 2002 and used on the Østfold Line, the regional trains were originally part of the Agenda concept. The trains have an output of 2,646 kilowatts. They have a length of 108 meters and have a capacity for 208 seated passengers in the A-series and 250 in the B-series. The trains have tilting mechanism allowing for travel through curves. The trains were delivered late, and were put into service after the Norwegian Railway Inspectorate had given dispensation from parts of the safety regulation, on 17 June 2000, a train derailed at Nelaug Station after an axle broke. The class was grounded for a month, and the investigation showed both design errors, and lack of inspection and testing. After they were put back into service, they were not allowed to use the tilting mechanism—thus not being allowed to run faster than their predecessors, the construction was reinforced, and in 2004, the tilting mechanism was re-enabled along with higher speeds. On 16 June 2011, two units were destroyed when the train ran into a fire in a tunnel at Hallingskeid Station. Class 73 is an electric multiple unit built by Adtranz. Each four-car train has eight bogies—of which three are powered—with a total output of 2,646 kW. The trains have active tilting, which allows speeds 20 to 30 percent higher than conventional trains through curves on conventional lines, maximum permitted speed is 210 km/h. A four-car train is 108.48 meters long, an A-series weighs 215.1 tonnes while a B-series unit weighs 216.1 tonnes, the trains have a steel body and the entire cabin is pressurized. Rail brakes are installed on all carrying bogies, the A-series has a capacity of 207 seated passengers, while the B-series has room for 250. The difference is due to the B-series having a smaller bistro, in the A-series, each of the four cars has seating in a different color. Originally, three of the cars had floors with carpet, while the car had vinyl, of consideration to people with allergies
NSB Class 73
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Class 73 on the Dovre Line
NSB Class 73
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B-series train at Trollhättan Station on the Norway/Vänern Line in Sweden
NSB Class 73
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Class 73A (left) and Class 93 train at Dombås Station
NSB Class 73
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Twin unit at Finse on the Bergen Line
69.
Stadler FLIRT
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Stadler FLIRT is a diesel or electric multiple unit railcar made by Stadler Rail of Switzerland. The articulated trainset comes in units of two to six cars with two to six motorized axles, the maximum speed is 200 km/h. Standard floor height is 57 cm, but 78 cm high floors are available for platform heights of 76 cm. The FLIRT train was developed for the Swiss Federal Railways and was first delivered in 2004. As of 22 April 2015,1,094 units have been sold, the FLIRT is a new generation of multiple units, even though it has a striking resemblance with GTW vehicles. The trains can have two to six sections and electric variants are available for all commonly used power supply systems as well as standard and it has jacobs bogies between the individual sections, with wide walk-through gangways. The floor height at the entrances can be chosen by the operator, automatic couplers of either Schwab type or Scharfenberg type at both ends of the train allow up to four trains to be connected. All FLIRT variations use IGBT based traction converters from ABB, which drive the induction motors located in the two bogies at either end of the train. On the two-section trains, only one bogie is powered, while on longer versions it is possible to have a powered bogie in the middle, found on the trains for NSB. Each bogie usually has a power rating of 1,000 kW giving a typical four-section train 2,000 kW total power output as well as maximum power output of 2,600 kW over a short time. Depending on the number of powered bogies, the length and weight, acceleration also varies between 0.8 and 1.2 m/s2. The Swiss Federal Railways were Stadlers first customer for the FLIRT when they ordered 42 units with options for 100 more in September 2002, the first vehicle was delivered in 2004 for the use on the Stadtbahn Zug. Meanwhile, the Swiss Federal Railways have ordered a total of 117 units that can be broken down into four different types that differ in their equipment for driving in neighboring countries, the base version is the RABe 523 that is used on the Stadtbahn Zug and the RER Lausanne. These 43 four-section units can only be used within Switzerland, the 30 RABe 521 and 14 RABe 522 are versions that can also be used in Germany and France respectively. They also consist of four sections and are used on the Basel S-Bahn, the last version is the Italy-capable RABe 524/ETR150 that is used on Treni Regionali Ticino Lombardia services in Ticino and northern Italy. SNTF Stadler Rail has signed a contract to supply Azerbaijan Railways with 30 gauge-changing sleeping and dining cars for use on future Baku-Tbilisi-Kars,10 units to the Belarusian Railways delivered 2011. 6 more to be delivered 2013–14, Trains are used mostly on routes with Minsk as the start or the end point. Stadler trains are used as inter-regional transport in Belarus
Stadler FLIRT
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RABe 522 of the Swiss Federal Railways
Stadler FLIRT
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Stadler FLIRT of the Swiss Südostbahn on Seedamm
Stadler FLIRT
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Stadler FLIRT of Czech private rail operator LeoExpress on the test circuit in Cerhenice, the Czech Republic
Stadler FLIRT
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Estonian Stadler FLIRT EMU 1401 in Keila
70.
Railjet
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The Railjet is a high-speed train of the Austrian Federal Railways and Czech Railways, which was introduced with the timetable change of 2008-2009 and operates at speeds of up to 230 km/h. In September 2007 Siemens received an order for 44 more Railjet trains from the Austrian Federal Railways. The total value of the order was €798 million for 469 passenger carriages, in 2012 Czech Railways cancelled the order. A reduced order of seven viaggio comfort trainsets was agreed in August 2012, in June 2014 ÖBB took up an option for a remaining nine railjets from Siemens, planned to be used on the Westbahn route between Wien and Salzburg and will also be equipped to operate in Italy. The first unit was produced on 15 September 2008, and put on display at Graz, then Innotrans in late September, the first railjet trains began test runs in late 2008. The coach furthest from the acts as a control car. The number of carriages per train can be extended up to ten in a train unit. In 2009 the railjet design was given a Red Dot award, a second set of twenty locomotives were equipped only for work in Austria and Germany and did not receive the side panels or extra systems for international working. The bodies of the vehicles are constructed from ribbed, cold-rolled steel, the passenger cars are equipped with electropneumatic disc brakes, as well as electromagnetic track brakes, and a parking brake. The driving trailer also has a manually operated using the disc brakes. Primary bogie suspension is by coil spring, and secondary suspension is pneumatic, the driving trailers are designated Afmpz, the premium and business class vehicle Ampz, the bistro or restaurant car ARbmpz and the economy class cars Bmpz. The intermediate passenger wagon bodyshells of the first units were manufactured by Siemens in Maribor, final assembly takes place at the rail works at Simmering, Vienna, the first three trains were assembled by Siemens, the remainder by ÖBB technical services. The driving trailers are manufactured by ÖBB Infrastruktur Bauunder subcontract to Siemens, Siemens is the main contractor for the vehicles and markets the coach design as Viaggio Comfort. Brake equipment is supplied by Knorr-Bremse, air-conditioning by Liebherr, and doors, carriage connections, as of December 2015, Railjets of ÖBB and ČD serve the following route network. For example, a trainset incoming from Budapest is coupled with another incoming from Vienna International Airport at Vienna main station and they travel together until Salzburg, where one is separated and continues to Munich, while the other heads to Innsbruck. The Deutsches Eck provides a rail bypass near Rosenheim for this purpose. Commercial services started on 14 December 2008 between Munich, Vienna and Budapest, gradually replacing the former EuroCity connection until September 2009, since 2011 trains run to Frankfurt and Wiesbaden on weekends. Following the completion of the improvement works on the Westbahn
Railjet
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Railjet train at Guntramsdorf (February 2014)
71.
Regina (train)
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The Regina is a Swedish model of electric multiple unit passenger train, manufactured by Bombardier Transportation. The Regina is wider than other Swedish trains, at 3,450 mm, the car body is built of stainless steel, with only bolsters and coupler pockets made of mild steel. The length is 54 m,80 m and 105 m, a variant of the Regina is used in China as the CRH1. Top speeds of various models range from 180 to 200 km/h, as part of the Gröna tåget project, a modified Regina set the Swedish rail-speed record of 303 km/h on 14 September 2008, the goal is to reach 250 km/h in regular service. The existing Regina units are short trains built for local and regional service and these units are four-carriage trains with a first-class section and an on-board bistro, four-across seating. There is an option for another 20 units, list of high-speed trains China Railways CRH1 Regina official site Gröna tåget project Järnväg. net Regina page
Regina (train)
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Mittnabotåget operated by Connex
Regina (train)
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An X-Tåget Regina at Gävle Central Station
Regina (train)
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Västtrafik X50 at Nässjö C
Regina (train)
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Västtrafik X50 interior
72.
0 Series Shinkansen
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The 0 series trains were the first Shinkansen trainsets built to run on Japans new Tōkaidō Shinkansen high-speed line which opened in Japan in 1964. The last remaining trainsets were withdrawn in 2008, the 0 series entered service with the start of Tōkaidō Shinkansen operations in October 1964. These units were white with a stripe along the windows and another at the bottom of the car body. Unlike previous Japanese trains, the Tōkaidō Shinkansen and all subsequent Shinkansen lines were standard gauge, the trains were powered by 25 kV AC electricity at 60 Hz with all axles of all cars powered by 185 kW traction motors, giving a 220 km/h top speed. The original trains were introduced as 12-car sets, with some sets later lengthened to 16 cars, later, shorter trains of 6 cars and even 4 cars were assembled for lesser duties. Production of 0 series units continued from 1963 until 1986, Shinkansen sets are generally retired after fifteen to twenty years. Following retirement from service, JR-West ran a number of special commemorative Hikari runs in December 2008. Hikari 347, powered by set R61, arrived at Hakata Station at 6,01 pm on 14 December 2008, bringing to an end the 44 years of service of the 0 series trains. The initial shinkansen fleet delivered for use on Hikari and Kodama services on the Tōkaidō Shinkansen from 1 October 1964 consisted of 30 12-car sets formed of 1st- and these sets were allocated to Tokyo and Osaka depots. The original 12-car sets were formed as follows, with two cars and two buffet cars. A further 21 6th- to 9th-batch 12-car sets were delivered between 1967 and 1969 with only one car for use on Kodama services. The T sets were built by Tokyu Car Corporation and these sets were formed as follows. From the opening of the Sanyo Shinkansen in 1972, these sets were renumbered H1 to H30, between 1972 and 1973, the earlier 12-car Kodama sets were lengthened to 16 cars with the inclusion of new 13th- and 15th-batch cars, and were renumbered K1 to K47. The fleet as of 10 March 1975 consisted of 64 sets, between 1977 and 1980,35 new 16-car NH sets were formed of −1000 subseries cars for Hikari services on the Tokaido Shinkansen and Sanyo Shinkansen lines. The introduction of 100 series and later 300 series trains reduced the number of 0 series trains used on Hikari services, with 0 series Hikari services operated by JR Central ending in 1995. A small fleet was maintained by JR-West for use on additional holiday period Hikari services, with the last remaining unit, NH32. The NH sets had two Green cars and a restaurant car in addition to a car, although use of the restaurant cars was discontinued from the mid-1990s. The 16-car YK sets were operated by JR Central on the all-stations Kodama services and these sets had upgraded reserved seat cars with 2+2 seating employing 100 series style seats, but only one Green car per 16-car set
0 Series Shinkansen
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0 series 6-car set at Higashi-Hiroshima Station, April 2008
0 Series Shinkansen
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0 series set in Tokyo, May 1967
0 Series Shinkansen
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Interior of a 1st class car, May 1967
0 Series Shinkansen
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16-car N H Hikari set, May 1989
73.
100 Series Shinkansen
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The 100 series was a Japanese Shinkansen high-speed train type which operated between 1984 and 2012 on the Tokaido Shinkansen and Sanyo Shinkansen high-speed lines. The last remaining examples of the type were withdrawn from service following the last runs on 16 March 2012 and they differ visibly from the earlier 0 series in that the nose profile is more pointed. Another not so visible difference for the 16-car sets was not all cars were powered. Some later production sets had powered driving cars and four unpowered bilevel trailers in the middle instead, external livery was white and blue. Following their removal from service,100 series sets were later reformed into shorter four-. These four- and six-car trains did not have bilevel cars, originally numbered X0, the pre-series set X1 was delivered in 1985, with test running commencing from 27 March that year. It entered revenue service for evaluation trials on Hikari services from 1 October 1985. This unit differed externally from later units in having small windows aligned with each seating bay. The type 116 Green car formed as car 10 initially included one two-seat, set X0 was formed as shown below, with car 1 at the Hakata end. Set X1 was withdrawn in March 2000, following passenger evaluation trials with the pre-series set X1, a total of seven X sets were built for use on Tokaido and Sanyo Shinkansen Hikari services. These sets were formed as shown below, cars 2,4,6,8, and 10 were each fitted with cross-arm pantographs. These units were renumbered as 16-car sets X2 to X5 with the inclusion of bilevel trailer cars. The noticeable difference over previous shinkansen designs was the inclusion of two trailer cars in the centre of the formation. The type 168 car had a restaurant area on the deck with kitchen facilities. The adjacent type 149 car provided private compartments for Green class passengers on the lower deck, from March 1998, the X sets were redeployed to Tokaido Kodama services. The restaurant cars were no longer used, and fittings were subsequently removed, the fleet of X sets contained the oldest members of the 100 series fleet, and the first withdrawals started in August 1999. From the new change of 2 October 1999, X sets were no longer assigned to regular workings. The last remaining units were withdrawn by April 2000, the 16-car X sets were formed as follows
100 Series Shinkansen
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100 series Grand Hikari trainset, January 1997
100 Series Shinkansen
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Pre-series unit X1 on a Kodama service, October 1998
100 Series Shinkansen
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Bilevel dining car 168-9001 carrying the original "NS" ("New Shinkansen") logo stickers, September 1985
100 Series Shinkansen
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Interior of bilevel restaurant car 168-9001 preserved at SCMaglev and Railway Park, April 2011
74.
E1 Series Shinkansen
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The E1 series was a high-speed Shinkansen train type operated by East Japan Railway Company in Japan from July 1994 until September 2012. They were the first double-deck trains built for Japans Shinkansen and they were generally, along with their fellow double-deck class the E4 series, known by the marketing name Max. The fleet was withdrawn from service on 28 September 2012. E1 series sets were used on the following services, Joetsu Shinkansen Max Asahi Max Tanigawa Max Toki Tohoku Shinkansen Max Nasuno Max Yamabiko The fleet of 12-car sets, numbered M1 to M6, were formed as follows, with car 1 at the Tokyo end. Cars 6 and 10 were each equipped with a PS201 scissors-type pantograph, the E1 series was the first revenue-earning shinkansen to feature 3+3 abreast seating in standard class for increased seating capacity. The upper deck saloons of non-reserved cars 1 to 4 were arranged 3+3 with no individual armrests, the lower decks of these cars, and the reserved-seating saloons in cars 5 to 12 had regular 2+3 seating. The Green car saloons on the decks of cars 9 to 11 had 2+2 seating. The trains had a seating capacity of 1,235 passengers. The first E1 series set, M1, was delivered to Sendai Depot on 3 March 1994, ローカル鉄道途中下車の旅 The first two E1 series sets delivered entered revenue-earning service on the Tohoku Shinkansen on 15 July 1994, with the original DDS logos replaced by Max logos. The original livery was sky grey on the body side and silver grey on the lower body side. From 4 December 1999, all six trainsets were transferred from Sendai Depot to Niigata Depot, with limited to use on Joetsu Shinkansen Max Asahi. All cars were made no-smoking from the start of the timetable on 18 March 2007. The first two sets were withdrawn in April 2012, M1 on 2 April, and M2 on 14 April. The remaining fleet was withdrawn from service from the start of the timetable on 29 September 2012. A special Thank you Max Asahi service ran from Niigata to Tokyo on 27 October 2012 using an E1 series set, followed by a run from Tokyo to Niigata on 28 October 2012. Between 1 December 2001 and 31 March 2002, the E1 series fleet was adorned with Alpen Super Express logos as part of JR Easts JR + Snow promotional campaign, TGV Duplex, French double-deck high speed train List of high speed trains E1 series Max Toki/Max Tanigawa. Archived from the original on 22 July 2011, cS1 maint, BOT, original-url status unknown
E1 Series Shinkansen
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E1 series train set M5, September 2012
E1 Series Shinkansen
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Green car upper deck, January 2002
E1 Series Shinkansen
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Standard class reserved car upper deck, January 2002
E1 Series Shinkansen
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Standard class non-reserved car upper deck with non-reclining 3+3 seating, January 2002
75.
E4 Series Shinkansen
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The E4 series is a high-speed shinkansen train type operated by East Japan Railway Company in Japan. They were the series of completely bi-level Shinkansen trainsets to be built in Japan. They operate on the Tōhoku and Jōetsu Shinkansen, and occasionally on the Nagano Shinkansen, E4 series trains feature double-decker cars to accommodate additional commuter traffic around Tokyo and other urban areas. They were often coupled to 400 series trains on the Tōhoku Shinkansen between Tokyo and Fukushima before the latter retired in April 2010,26 units were built between 1997 and 2003. As with the earlier E1 series trains, maximum speed is 240 km/h, cars 4 and 6 are each equipped with a PS201 pantograph. The build details are as shown below, as of 30 June 2016,23 sets are still in service. Sets P51 and P52, delivered in January and February 2001 were designed to cope with the gradients of the Nagano Shinkansen for use on services to Karuizawa. As with the earlier E1 series, the upper deck saloons of non-reserved cars 1 to 3 are arranged 3+3 with no individual armrests, the lower decks of these cars, and the reserved-seating saloons in cars 4 to 8 have regular 2+3 seating. The green car saloons on the decks of cars 7 to 8 have 2+2 seating. The trains have a seating capacity of 817 passengers. The first E4 series set, P1, was delivered to Sendai Depot on 8 October 1997, all cars were made no-smoking from the start of the revised timetable on 18 March 2007. In March 2011, it was announced that the entire E4 series fleet would be withdrawn by around 2016, in September 2012, E4 series were entirely withdrawn from Tohoku Shinkansen services, and all allocated for use on Joetsu Shinkansen services only. The first reliveried set, P5, was returned to service in early April 2014, withdrawals started in July 2013, with sets P2 and P3. TGV Duplex, French double-deck high speed train List of high-speed trains E4 Series Max Toki/Max Tanigawa
E4 Series Shinkansen
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E4 series at Ōmiya Station, March 2011
E4 Series Shinkansen
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Green class saloon (upper deck), February 2011
E4 Series Shinkansen
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Standard-class reserved car lower deck with 2+3 seating
E4 Series Shinkansen
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Standard-class non-reserved car upper deck with non-reclining 3+3 seating
76.
Talgo XXI
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Talgo is a Spanish manufacturer of intercity, standard, and high speed passenger trains. TALGO, Alejandro Goicoechea and José Luis Oriol being the founders of the company, Talgo Patents S. A. was first incorporated in 1942. In March 2007 Talgo sold its Finnish rolling stock manufacturing subsidiary Talgo Oy to its local management, the company, which Talgo had owned for only seven years, reverted to its previous name of Transtech Oy. The company spends 10 to 12 percent of revenues on research and development, Talgo made an initial public offering on the Bolsa de Madrid in May 2015. The IPO valued the company at €1.27 billion, in July 2015, Talgo stated its intention to ship a Series 9 train to India at its own cost as a demonstration on the Mumbai-Delhi rail route. The wheels are mounted in pairs but not joined by an axle and this allows a railway car to take a turn at higher speed with less swaying. As the coaches are not mounted directly onto wheel bogies, the coaches are more easily insulated from track noise. Talgo trains fitted with variable gauge axles can change rail gauge - for instance at the 1,668 mm Iberian gauge/1,435 mm standard gauge at the Spanish-French border interchange. Since the introduction of the Talgo Pendular in 1980, the train tilts naturally inwards on curves, the carriage tilting system pivots around the top of the suspension columns, which has the effect of partially cancelling out the effects of the lateral acceleration when cornering. Talgo trains are divided into a number of generations and they come in both locomotive hauled and self-propelled versions. The Talgo I was built in 1942 in Spain, the coaches were built at the Hijos de Juan Garay workshop in Oñati and the locomotive was built at the workshops of the Compañia de Norte in Valladolid. It was built as a prototype, and it was used to set several speed records. The first test run occurred between Madrid and Guadalajara, Castile-La Mancha in October 1942, one was also trialed on the New York Central Railroad until 1958 but saw little success. Talgos were also built for the New York, New Haven and Hartford Railroad for its John Quincy Adams train from, soon afterwards, Talgo II trains began running in Spain, and were successfully operated until 1972. Talgo III coaches and locomotives entered service in 1964, introducing longer cars, the same equipment was used for the Barcelona Talgo, which began operation on 26 May 1974 as the first-ever through train service between Barcelona and Paris. The Talgo Pendular, introduced in 1980, created the natural tilting train, the wheels are mounted on monoaxles between the carriages, and sitting on top of the monoaxles are suspension columns. The carriages are attached to the top of the suspension columns, in 1988, a Talgo Pendular was used on trials for Amtrak on the Boston-New York corridor in the United States and on Deutsche Bahn lines in Germany. Five Talgo IV trains were in use in Argentina on the General Roca Railway, however they have since replaced by CNR Dalian rolling stock
Talgo XXI
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Talgo and 334 locomotive in Ourense railway station
Talgo XXI
Talgo XXI
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A locomotive-hauled Talgo III train
Talgo XXI
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Amtrak Cascades Talgo Pendular cars
77.
X3 (train)
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X3 is an electric multiple unit train used by Arlanda Express on the airport rail link service between Stockholm Central Station and Stockholm-Arlanda Airport in Sweden. Alstom built seven of these four-train car units in Birmingham, which were delivered in 1998 and 1999, the X3 is part of the Coradia family, and can reach speeds up to 205 km/h. The trains are painted grey with yellow ends with varying interior colors, list of high speed trains Arlanda Express web site Järnväg. net entry on X3
X3 (train)
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An Arlanda Express X3 train at Stockholm Central Station
78.
High-speed rail in Brazil
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The TAV is planned to be Brazils first planned high-speed rail service. The first line was proposed to run between Rio de Janeiro and São Paulo and it was expected to cover the 403 kilometres between Barão de Mauá station, and Campo de Marte Airport in an 85 minutes, reaching a maximum speed of 350 kilometres per hour. The project was budgeted at US$15 billion, supported by both private and international investors rather than government. The route was planned for starting construction in 2010. A feasibility study revealed a demand of almost 33 million passengers by 2015 and this estimate, however is highly criticized for being generous. The route will include 134 km of track passing through 105 tunnels, in Guarulhos, São Paulo, there will be tunnel of 15 km in length. Apart from the Inter-American Development Bank, five other international institutions have already tabled the possibility of investing in the Brazilian supertrain, BNDES, in particular, has proposed financing the project. An estimated 21,000 jobs are expected to be generated by the project once it gets underway, the winning bidders will join the government as venture partner through a public company, called ETAV. In July 2010, the CND, following the ruling of the TCU, the consortium that won the bidding for the high-speed train will, according to the original plan, have six years to complete the stretch between Rio and Campinas. According to ANTT, however, the bidder could complete certain stretches ready for operation beforehand. The ETAV, with headquarters in Brasília, aims to plan, the new company will be organized in the form of a privately held corporation and has its capital represented by common shares - of which at least 50% will be owned by a Union. In planning the basic services of TAV Brasil, the times of the highest flow of daily, weekly and annually were taken into consideration. From Campinas-Rio de Janeiro, with a stop in São Paulo, São José dos Campos, Volta Redonda, 25% of daily traffic is concentrated at the peak of the morning while 25% is concentrated in the afternoon peak hours and 20% during the peak midday hours of. The distribution of traffic is estimated to be 16. 3% for each weekday,7. 7% on Saturdays, the total annual traffic is based on the weekly total, assuming 52 weeks per year. The total number of high-speed trains will be 14 Express trains,25 regional trains, by 2024, the total number of high-speed trains is expected to be 28 express trains,50 regional trains, and 6 reserve trains. TAV Brazil favors the reduction of distance between the cities of São Paulo and Rio de Janeiro and estimates that the service will be reduced to less than half -measured in minutes. 93 minutes by TAV,110 minutes by airplane,300 minutes by car, the train service will be up to twenty minutes less compared to taking the plane between the cities of São Paulo and Rio compared to the airplane. The high speed train will be divided into two classes, economy class and executive class, will which benefit business people commuting daily on the route, among passengers who fly between São Paulo-Rio, 77% do so for work and 23% do so for non-work related journeys
High-speed rail in Brazil
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TAV Brasil
High-speed rail in Brazil
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TAV Brasil map. Stretch Rio/São Paulo/Campinas
79.
High-speed rail in Asia
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High-speed rail in East Asia refers to the high-speed rail systems of China, Japan, South Korea and Taiwan, which together are approaching a length of 15,000 km. The Shanghai Maglev Train, a turnkey Transrapid maglev project, imported from Germany, is capable of a speed of 430 km/h. It has connected Shanghai and Pudong International Airport since March,2004, in April 2007, China opened several high speed rail lines between major cities, providing a network of 6,003 km, making it the worlds largest high speed rail network. By 2012, China will have a 110,000 km rail network. Of that amount 13,000 km will be high speed rail, some capable of going over 350 km/h. However, the Maglev line has suffered from low ridership, the Qinshen Passenger Railway, Chinas first conventional high-speed line between, opened in 2003 with a maximum speed of 200 km/h. The Beijing-Tianjin high-speed rail, the first in China to support 300+ km/h, the Shitai Passenger Railway started operating on 1 April with a speed of 250 km/h. The construction of the 1, 318-km Beijing-Shanghai Express Railway started in April 2008, additional lines are also under construction so that by 2015, the high-speed railway network in China will be larger than the combined length and capacity of the rest of the world. The maximum speed on this test run was 394 km/h, commercial operation of Wuhan-Guangzhou High-speed railway between Guangzhou North station and Wuhan station started on December 26,2009, at a maximum speed of 350 km/h. The last section of the railway between Guangzhou North station and Guangzhou South station was opened on January 30,2010, Japan might be considered the pioneer of modern high-speed railways. Pioneering modern high speed rail, it also has the most heavily travelled, construction began in 1959, and in 1964, the worlds first line, Tōkaidō Shinkansen opened to the public, then operating at a speed of 210 km/h. A maximum speed of 443 km/h was recorded in a test run in 1996, Japan is an extremely densely populated country, more than 70% of the land surface is mountainous and thus uninhabitable or unsuitable for road travel and parking. In fact, drivers must prove they have a space before they can buy a car. With such a density, the only practical possibility for transport across the country is rail. By 1973, the Transport Minister approved construction plans for five additional lines, the national rail system, which included Shinkansen was broken up and privatized beginning in 1987 with the aim of more efficient and profitable operations in the passenger rail sector. Incremental improvements to the high-speed rail technology are being undertaken, as a result of improvements, the travel time from Tokyo to Shin-Osaka has decreased from 4 hours in 1964 to 2 hours 25 minutes in 2007. A Japanese consortium led by the Central Japan Railway Company have been researching new high-speed rail systems based on magnetic levitation since the 1970s, although the trains and guideways are technologically ready and over 100,000 people have ridden them, high costs remains as barriers. Test trains SCMaglev MLX01 on the Yamanashi Test Line have reached speeds of 581 km/h and these new maglev trains are intended to be deployed on new Tokyo–Osaka Shinkansen maglev route, called the Chuo Shinkansen
High-speed rail in Asia
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East Asia high-speed railway network
80.
High-speed rail in China
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High-speed rail in China is the longest HSR system in the world extending to 29 of the countrys 33 provincial-level entities. The network consists of newly built passenger-dedicated lines and intercity lines along with upgraded mixed passenger, the addition of PDLs and other high speed lines is ongoing with the network of PDLs alone set to reach 38,000 km in 2025. Chinas early high-speed trains were imported or built under technology transfer agreements with foreign train-makers including Alstom, Siemens, Bombardier, since the initial technological support, Chinese engineers have re-designed internal train components and built indigenous trains manufactured by the CRRC Corporation. The earliest example of higher-speed commercial train service in China was the Asia Express, the steam-powered train, which ran on the Southern Manchuria Railway from Dalian to Xinjing, had a top commercial speed of 110 km/h and a test speed of 130 km/h. It was faster than the fastest trains in Japan at the time, after the founding of the Peoples Republic of China in 1949, this train model was renamed the SL-7 and was used by the Chinese Minister of Railways. State planning for Chinas current high-speed railway network began in the early 1990s, in December 1990, the Ministry of Railways submitted to the National Peoples Congress a proposal to build a high-speed railway between Beijing and Shanghai. In December 1994, the State Council commissioned a feasibility study for the line, policy planners debated the necessity and economic viability of high-speed rail service. Supporters argued that rail would boost future economic growth. Opponents noted that high-speed rail in other countries were expensive and mostly unprofitable, overcrowding on existing rail lines, they said, could be solved by expanding capacity through higher speed and frequency of service. In 1993, commercial service in China averaged only 48 km/h and was steadily losing market share to airline. The line was electrified in 1998, and Swedish-made X2000 trains increased service speed to 200 km/h, after the completion of a third track in 2000 and a fourth in 2007, the line became the first in China to run high-speed passenger and freight service on separate tracks. The completion of the round of the Speed-Up Campaign in April 2007 brought HSR service to more existing lines,423 km capable of 250 km/h train service and 3,002 km capable of 200 km/h. In all, travel speed increased on 22,000 km, or one-fifth, of the rail network. The introduction of more service between large cities also helped to reduce travel time. The non-stop express train from Beijing to Fuzhou shortened travel time from 33.5 to less than 20 hours, in addition to track and scheduling improvements, the MOR also deployed faster CRH series trains. During the Sixth Railway Speed Up Campaign,52 CRH trainsets entered into operation, the new trains reduced travel time between Beijing and Shanghai by two hours to just under 10 hours. The development of the HSR network in China was initially delayed by a debate over the type of technology to be used. In 2004, the Shanghai Maglev Train became the worlds first commercially operated high-speed maglev and it remains the fastest commercial train in the world with peak speeds of 431 km/h and makes the 30.5 km trip in less than 7.5 minutes
High-speed rail in China
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A CRH2 C (left) and a CRH3 C (right) train in Tianjin. The CRH2 is a modified E2-1000 Series Shinkansen. The CRH3 is based on Siemens ' ICE3 (Class / Baureihe 403).
High-speed rail in China
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An eight-car China Railways CRH5 train-set. The CRH5 is derived from the Alstom Pendolino ETR600.
High-speed rail in China
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Chinese designed CRH380A train leaving Shanghai's Hongqiao Station.
High-speed rail in China
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Shanghai Maglev Train connecting the Shanghai Pudong International Airport with the city
81.
High-speed rail in India
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India does not have any railways classified as high-speed rail, which have operational speeds in excess of 200 km/h. The fastest train in India is the Gatimaan Express with a top speed of 160 km/h, prior to the 2014 general election, the two major national parties pledged to introduce high-speed rail. This project was approved as a priority for the new government in the presidents speech. Construction of one kilometer of high speed railway track will cost Rs, 100-140 crore which is 10-14 times higher than the construction of standard railway. Indias prime minister Narendra Modi approved the choice of Japan to build Indias first high-speed railway, the planned rail would run some 500 kilometres between Maharashtra capital Mumbai and the western city of Ahmedabad, at a top speed of 320 km/h. Under the proposal, construction is expected to begin in 2017 and it would cost about ₹980 billion and be financed by a low-interest loan from Japan. India will use the wheel-based 300 km/hr HSR technology, instead of new maglev 600 km/hr technology of the Japan used in Chūō Shinkansen, India is expected to have its HSR line operational from 2025 onwards, once the safety checks are completed. Indian Railways aims to increase the speed of trains to 160–200 km/h on dedicated conventional tracks. They intend to improve their existing lines to handle speeds of up to 160 km/h. In February 2014, Henri Poupart-Lafarge of Alstom, manufacturer of trains used on TGV in France and he suggested the country should first upgrade the infrastructure to handle trains travelling 100 to 120 km/hr. In July 2014, a run of a semi-high speed train with 10 coaches and 2 generators reached a speed of 160 km/h between New Delhi and Agra. The train, named Gatimaan Express, had its first commercial run at 5 April 2016. It is expected to reach the speed of 160 kmph. The inauguration of the Gatimaan Express by Railway Minister Mr. Suresh Prabhu on 5 April 2016 ushered the beginning of semi-high speed trains in India, the Gatimaan Express runs at the top speed of 160 km/hr from Delhi to Agra. With the great success of Gatimaan Express, the Indian Railways plans to start additional semi-high speed services along the Delhi - Bhopal / Chandigarh / Kanpur / Lucknow routes shortly. Railway minister Mr Sadananda Gowda mentioned in his Rail budget 2014 speech that the railways are going to high speed trains at 160–200 km/h on 9 routes. But as of 2016, no semi-high speed trains are running in India which are at the mid or high-end of 160-200 kmph range, chennai-Bangalore-Mysore section has been studied by Chinese and German engineers to increase the speed of the existing line to 200 kmph. Germany is still has to complete the feasibility study on the section, Chinese engineers have suggested the measures to be implemented in the existing railway track to increase the speed of the trains running in existing line to 200 kmph. India uses Broad-gauge the only country which has the major broad-gauge R&D
High-speed rail in India
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Dedicated Freight Corridors
82.
High-speed rail in Kazakhstan
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Qazaqstan Temir Zholy, the national rail company of Kazakhstan, has awarded a contract to oversee the design and construction of a high-speed line from Astana to Almaty. The line is expected to be 1,011 km long, a 10 km viaduct across Lake Balkhash is planned near Sayaq. The trains are expected by be built by Tulpar-Talgo, and will have a speed of 250 km/h, completing the trip in five. The system will use Russian gauge, the same as used by Kazakhstans existing conventional lines, however, in 2013 the project was postponed due to high cost, and since the passenger number were doubted, since many would fly anyway when the trains take over five hours. In 2015, a Russian Railways official said that the Moscow-Beijing HSR line would pass through either Russias Altai Republic or Kazakhstan, the difference in length between the two proposed routes would be 290 km
High-speed rail in Kazakhstan
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Tulpar Talgo express train to Almaty.
83.
Korea Train Express
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Korea Train eXpress is South Koreas high-speed rail system, operated by Korail. Construction began on the line from Seoul to Busan in 1992. KTX services were launched on April 1,2004, a new line from Wonju to Gangneung is under construction to serve the 2018 Winter Olympics in Pyeongchang. Top speed for trains in service is currently 305 km/h. The initial rolling stock was based on Alstoms TGV Réseau, and was built in Korea. The domestically developed HSR-350x, which achieved 352.4 km/h in tests, resulted in a type of high-speed trains now operated by Korail. The Seoul-Busan axis is Koreas main traffic corridor, in 1982, it represented 65. 8% of South Koreas population, a number that grew to 73. 3% by 1995, along with 70% of freight traffic and 66% of passenger traffic. With both the Gyeongbu Expressway and Korails Gyeongbu Line congested as of the late 1970s, the government saw the pressing need for form of transportation. During the following years, several feasibility studies were prepared for a line with a Seoul–Busan travel time of 1 hour 30 minutes. As planning progressed, the Korea High Speed Rail Construction Authority was established in March 1992 as a body with its own budget responsible for the project. In the 1993 reappraisal of the project, the date was pushed back to May 2002. 82% of the cost increase was due to a 90% increase in costs in the construction sector, mostly labour costs but also material costs. To finance the project, the option of a franchise was rejected as too risky. Funding included direct government grants, government and foreign loans, domestic bond sales, KHSRCA started construction of the Seoul–Busan Gyeongbu High Speed Railway on June 30,1992, on the 57 km long section from Cheonan to Daejeon, which was intended for use as test track. Construction started before the choice of the main supplier, thus alignment design was set out to be compatible with all choices. Of the planned 411 km line,152.73 km would be laid on bridges, however, plans were changed repeatedly, in particular those for city sections, following disputes with local governments, while construction work suffered from early quality problems. Planned operating speed was reduced from 350 km/h to the 300 km/h maximum of high-speed trains on the market. In 1994, the alliance of GEC-Alsthom and its Korean subsidiary Eukorail were chosen as winner, the technology was almost identical to that found on the high-speed lines of Frances TGV system
Korea Train Express
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KTX Sancheon
Korea Train Express
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KTX train approaches Miryang Station, on the non-high-speed Daegu-Busan section
Korea Train Express
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The TGV derived KTX-I
Korea Train Express
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The HSR-350x-derived KTX-II
84.
Taiwan High Speed Rail
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Taiwan High Speed Rail is a high-speed rail line that runs approximately 349.5 km, along the west coast of Taiwan, from the national capital Taipei to the southern city of Kaohsiung. With construction managed by a company, Taiwan High Speed Rail Corporation, which also operates the line. At the time it was built, this was one of the worlds largest privately funded rail construction schemes, the system is based primarily on Japans Shinkansen technology. The line opened for service on 5 January 2007, with running at a top speed of 300 km/h from Nangang to Zuoying in as little as 105 minutes. Ridership initially fell short of forecasts, but grew from fewer than 40,000 passengers per day in the first few months of operation to over 129,000 passengers per day in June 2013. The system carried its first 100 million passengers by August 2010, followed by 400 million by December 2016. In the initial years of operation, THSRC accumulated debt due to depreciation charges and interest. In 2009, THSRC negotiated with the government to change the method of depreciation from depending on concessions on rights to ridership, at the same time, the government also started to help refinance THSRCs loans to assist the company so it could remain operational and profitable. The idea of a new high-speed rail line arose in the 1970s, in July 1990 the Preparation Office of High Speed Rail was established and a route was selected in 1991. Plans for the THSR were subsequently approved by the Executive Yuan in June 1992 and by Taiwans legislature, in November 1994, Taiwan passed a law regarding the use of private finance in infrastructure projects, which also applied to the up-to-then state-run THSR project. Consequently, in 1995, POHSR was transformed into the Bureau of High Speed Rail, the bidding process pitted Taiwan High Speed Rail Consortium against the Chunghwa High Speed Rail Consortium. THSRC, which submitted the lower bid and promised to build the line with zero net cost from the government, was chosen as preferred bidder in September 1997, the group was renamed and formally established as the Taiwan High Speed Rail Corporation in May 1998. THSRC and the government signed the BOT agreement on 23 July 1998, however, controversy arose during rolling-stock selection. In May 1999, as THSRC faced difficulties in raising capital, although Eurotrain eventually conceded in the bid, in February 2001 it filed for a US$800 million damage claim against THSRC at the Singapore International Arbitration Centre. THSRC agreed to pay US$65 million to Eurotrain in November 2004, Taiwan High Speed Rail started operation with 30 THSR 700T trainsets supplied by a consortium led by Kawasaki Heavy Industries. The first trainset was delivered to Taiwan on December 23,2012, the second on January 21,2013, the third on January 25,2014, the THSR 700T trainset is based on the 700 Series Shinkansen trainset used by JR Central and JR West in Japan. This marked the first time Shinkansen technology was exported to a foreign country, customization was focused on adapting to Taiwans climate and geography, and the nose shape was optimized for tunnels wider than those in Japan. The maximum service speed of the trains was raised from the 700 Series Shinkansens 285 to 300 km/h
Taiwan High Speed Rail
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Two THSR 700T trains at Zuoying
Taiwan High Speed Rail
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Taiwan High Speed Rail
Taiwan High Speed Rail
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Standard Car riders on a northbound train
Taiwan High Speed Rail
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THSRC Early Bird Ticket Promotion Event, 2011.
85.
High-speed rail in Thailand
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In October 2010, the Thai parliament approved initial proposals for a high speed rail network. Five lines capable of handling 250 km/h speeds would radiate from Bangkok, in March 2013, the transport minister revealed that only one company would be selected to run all high-speed train routes, scheduled to be operational between 2018 and 2019. The first 86 km section from Bang Sue to Ayuthaya was planned to be tendered in late-2013, however, a seven-month-long political crisis involving the dissolution of parliament and an annulled February 2014 election culminated in a military coup in May 2014. Subsequently, in July 2014 the new military administration deferred all HSR plans until the civilian government is installed. The Transport Ministrys Office of Transport and Traffic Policy and Planning had earlier conducted studies on both routes and they assumed that, for the Bangkok-Pattaya line, trains would run through Chachoengsao, Chonburi, and Pattaya, terminating in Rayong, a total distance of 193.5 km. Construction costs were estimated at 152 billion baht with an internal rate of return of 13 percent. Construction would take about 54 months, the route to Hua Hin would be 209 km in length with an investment cost of about 98 billion baht and EIRR of 8.1 percent. The office concluded that these routes would be of little interest to private investors due to the investment required, coupled with a low rate of return. Japan will provide Shinkansen technology for a rail link between Bangkok and the northern city of Chiang Mai. In November 2014, Thailand and China signed a memorandum of understanding agreeing to construct the Thai portion of the railway running from Kunming. In November 2015, both agreed to a division of labour. Under the framework, a joint venture will be set up to run the project, China will conduct feasibility studies, design the system, construct tunnels and bridges, and lay track. Thailand will conduct social and environmental studies, expropriate land for construction, handle general civil engineering and power supply. Once built, China will operate and maintain the system for the first three years of operation, between the third and the seventh years, both countries will share responsibility. Later Thailand will take on responsibility with China as adviser, China will train Thai personnel to operate and maintain the system. Dual standard-gauge tracks will be throughout the project. In Thailand, two routes diverge at a junction in Kaeng Khoi District in Saraburi Province. One will connect Bangkok to Kaeng Khoi, the other route will connect Kaeng Khoi with Map Ta Phut of Rayong Province
High-speed rail in Thailand
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British Rail Class 158 at Hua Lamphong Railway Station
High-speed rail in Thailand
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The BTS Skytrain
High-speed rail in Thailand
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UM12C (GE)
High-speed rail in Thailand
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AD24C (ALS)
86.
High-speed rail in Turkey
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The Turkish State Railways started building high-speed railways in 2003. The first section of the line, between Ankara and Eskişehir, was inaugurated on 13 March 2009 and it is a part of the 533 km Istanbul to Ankara high-speed rail line. Yüksek Hızlı Tren is the commercial service of high speed trains in Turkey. Turkey planned to construct a network of high-speed lines in the part of the 21st century, targeting a 1500 km network of high-speed lines by 2013. All high-speed railways being contructed in Turkey are double tracked, electrified, without crossing, having ETCS signalization and meeting ATS, ERTMS, ATMS, SICAS. Prior to the introduction of the line, the population centres of İstanbul and Ankara were connected by a 576 km long railway line. The whole line was electrified, but low radius turns and poor track quality made high-speed rail transport impossible, prior to the upgrading of this line in 2006, the railways market share of Istanbul–Ankara passenger transit was 10%, with a travel time of ~6.5 hours. In 1994, a plan to upgrade the existing line was launched, named the Ankara–İstanbul Railway Line Rehabilitation Project. Smoothing of curves to allow running at around 100 km/h, the design specifications were not expected to meet future needs and no progress was made until 1999, when funding was obtained for a line between Esenkent and Eskişehir, to be operated at 200 km/h. Subsequently, this developed into the high speed line project with the line speed raised to 250 km/h. Contracts for this line were signed in 2000, the Ankara–Istanbul HST line opened on 25 July 2014, although with all trains terminating at Pendik, which is 1 hour by bus from Kadikoy in the eastern suburbs of Istanbul. There are 12 trips per day and the journey takes 3.5 hours, all trains stop at Eskişehir and İzmit. The first high-speed railroad to be built in Turkey will connect the countys largest conurbations of Ankara and İstanbul via Eskişehir, with a junction at Polatlı to the Ankara-Konya high-speed line. The line is 533 km long, double tracked, electrified, the design speed is 250 km/h. The first part of the line to be constructed was the Ankara–Eskişehir section, the second phase was scheduled to open in 2008 and included more difficult terrain which covers the path between İnönü and Köseköy, extending to Gebze close to Istanbul. The service in line is expected to start on 25 July 2014. A part of the route has not been completed yet by the time of opening, the Ankara to Eskişehir section officially opened on 13 March 2009. The line is operated by the Turkish State Railways, using the TCDD HT65000 six-car train sets constructed by the Construcciones y Auxiliar de Ferrocarriles of Spain, on 13 November 2009, a high-speed train derailed near Eskişehir
High-speed rail in Turkey
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A westbound train waiting to depart Ankara station
High-speed rail in Turkey
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A TCDD HT65000 on the Ankara–Konya high-speed line
High-speed rail in Turkey
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A TCDD HT65000 at the Ankara Central Station
87.
High-speed rail in Europe
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High-speed rail is emerging in Europe as an increasingly popular and efficient means of transport. The first high-speed rail lines in Europe, built in the 1980s and 1990s, since then, several countries have built extensive high-speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously being built, in 2007, a consortium of European railway operators, Railteam, emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a Trans-European high-speed rail network is a goal of the European Union. Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Russia, Alstom was the first manufacturer to design and deliver a high speed train or HS-Train, which ended up in service with TGV in France. However, the Canadian company Bombardier has been for the past decade and currently is the largest contract designer and manufacturer of high speed trains for Europe, The Middle East, the first high-speed rail lines and services were built in the 1980s and 1990s as national projects. Countries sought to increase capacity and decrease journey times on inter-city routes within their borders. In the beginning, lines were built through national funding programmes and services were operated by national operators, latter, high-speed diesel and electric service were introduced, utilising upgraded main-lines, mainly the Great Western Main Line and East Coast Mainline. The Intercity 125, otherwise known as the High-Speed Train, was launched in 1976 with a speed of 125 mph. The HST was diesel-powered, and the Great Western Main Line was the first to be modified for the new service, the Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances. In the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK, an experimental version, the APT-E was tested between 1972 and 1976. It was equipped with a mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers. Initial experience with the Advanced Passenger Trains was good, the APT was, however, beset with technical problems, financial constraints and negative media coverage eventually caused the project to be cancelled. Europe was introduced to high-speed rail when the LGV Sud-Est from Paris to Lyon opened in 1981, since then, France has continued to build an extensive network, with lines extending in every direction from Paris. France has the second largest high-speed network in Europe, with 2,037 km of operative HSR lines in December 2011, the TGV network gradually spread out to other cities, and into other countries such as Switzerland, Belgium, the Netherlands, Germany, and the UK. The most obvious exception is the lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize existing rail lines in addition to those designed for high-speed rail and this means that not all TGVs are the same, and there are loading gauge and signalling considerations. Construction on first German high-speed lines began shortly after that of the French LGVs, legal battles caused significant delays, so that the InterCityExpress trains were deployed ten years after the TGV network was established
High-speed rail in Europe
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Frecciarossa 1000 is the fastest train in the EU.
High-speed rail in Europe
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High-speed rail in France and bordering countries
High-speed rail in Europe
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Eurostars at Waterloo International railway station
High-speed rail in Europe
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The planned high-speed rail lines in Denmark. The Fehmarn Belt Fixed Link (orange), Ringsted-Fehmarn (red), Copenhagen-Ringsted and the Oresund bridge (blue). All planned for at least 200 km/h
88.
High-speed rail in Belgium
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Belgiums high-speed rail network provides mostly international connections from Brussels to France, Germany and The Netherlands. Four high-speed train services operate in Belgium, Thalys, Eurostar, InterCityExpress. All operators stop in Brussels-South railway station, Belgiums largest train station, some services also stop in Liège and Antwerp. Eurostar connects Brussels to London St Pancras, the German ICE operates between Brussels-South, Liège-Guillemins railway station and Frankfurt Hauptbahnhof via Köln. There are three high-speed lines in Belgium which support 300 km/h operation, and one that supports speeds up to 260 km/h, all are electrified at 25 kV AC,50 Hz, unlike most of the rest of the network which uses 3 kV DC. HSL1 connects Brussels with the French border,88 km long, it began service on 14 December 1997. The line has appreciably shortened rail journeys, the journey from Paris to Brussels now taking 1,22. In combination with the LGV Nord, it has also impacted international journeys to France and London, ensuring high-speed through-running by Eurostar, TGV, Thalys PBA, the total construction cost was €1.42 billion. HSL2 runs between Leuven and Ans.95 km long it began service on 15 December 2002, combined with HSL3 to the German border, the combined eastward high speed lines have greatly accelerated journeys between Brussels, Paris and Germany. HSL2 is used by Thalys and ICE trains as well as fast internal InterCity services, HSL3 connects Liège to the German border. 56 km long, it was completed on 15 December 2007, HSL3 is used by international Thalys and ICE trains only, as opposed to HSL2 which is also used for fast internal InterCity services. HSL4 connects Antwerp north to the Dutch border where it meets the HSL-Zuid and it is 87 km long, comprising 40 km dedicated high speed tracks and 57 km modernised lines. Mostly completed in 2007, the opening of the line was delayed till December 2009 due to problems with signalling, HSL4 is used by Thalys trains and fast internal InterCity and NS Hispeed train service is planned for 2012. Between Brussels and Antwerp, trains travel at 160 km/h on the existing line. At the E19/A12 motorway junction, trains leave the line to run on new dedicated high-speed tracks to the Dutch border at 300 km/h. 25N, which is part of the Diabolo project, is being built between Schaarbeek and Mechelen and is being constructed for a speed of 220 km/h. There is also a project under way to renovate Mechelen railway station, when this line is completed, there will be a near-continuous stretch of high-speed line from Brussels to Amsterdam, save for the section between Mechelen and Antwerp. It is not known whether the Belgian government plans to construct a line between Mechelen and Antwerp, the track around Rotterdam station has curvatures that are too tight to allow trains to run at full speed and trains run on conventional track between Schiphol and Amsterdam
High-speed rail in Belgium
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TGV and Thalys share a platform at Brussels-South Station
High-speed rail in Belgium
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High-speed rail in Belgium and the Netherlands
89.
High-speed rail in the Czech Republic
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High-speed rail in Czech Republic is at planning stage only. Even though České Dráhy own and operate multiple rolling stock capable of speeds of 200 km/h, Czech rolling stock manufacturer Škoda Transportation produces high-speed rolling stock on regular basis. The Czech Ministry of Transport is planning a high-speed rail network which will be roughly 660 km long, several studies of a possible network have been completed, but there have not yet been any concrete proposals. There are no expectations for any operation before 2020, but Czech railway infrastructure manager has a budget for preparatory studies. There is also promotion from the side of NGOs, e. g. Centrum pro Efektivní Dopravu, SŽDC is also considering upgrading of some ETCS-equipped 160 km/h tracks to 200 km/h and also upgrading some current 160 km/h projects to 200 km/h. The Velim railway test circuit contains a large 13. 3-kilometre track with a maximum allowed speed of 230 km/h for tilting trains, since 2004 České dráhy have been operating seven ČD Class 680 sets. These Pendolino-based trains are capable of operating at 230 km/h and were intended for operation on Berlin - Prague - Vienna route. While testing from Břeclav to Brno on November 18,2004, in reality ČD Class 680 were never operated in Germany and appeared only in Austria and Slovakia, since 2012 they have only operated on domestic routes. From 2010 České dráhy are receiving delivery of 20 new ČD Class 380 locomotives capable of a speed of 200 km/h, in 2013 České dráhy also ordered 7 Railjet trains capable of a speed of 230 km/h. In 1974 and 1979 Škoda produced 12 Škoda 66Е locomotives capable of a speed of 200 km/h for the Soviet Union and these were designated as Chs200 and were used mainly on the Nevsky Express train on the Moscow – Saint Petersburg Railway. The locomotives were refurbished in the 1990s and during testing in 2007 one locomotive reached a speed of 262 km/h, since 2008 Škoda has been producing Skoda 109E locomotives capable of a speed over 200 km/h. The ČD Class 380 batch is certified for 220 km/h, just as future DB Class 102, along with DB Class 102 will be delivered batch of double decker trainsets with construction speed of 200 km/h, although legislatively limited to 189 km/h
High-speed rail in the Czech Republic
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Alstom AGV train on the large Velim circuit
High-speed rail in the Czech Republic
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ČD Class 680 trainset in Brno
High-speed rail in the Czech Republic
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ČD Class 380 locomotive on the Velim circuit
90.
High-speed rail in Denmark
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The first high-speed railway in Denmark is currently under construction and expected to open in 2018. Further high-speed lines are currently under planning, as a part of a long-term green plan for transportation in Denmark in December 2008, the government at the time presented a high-speed strategy for the inter-city train traffic, called Hour Model. The first part of the Hour Model, the new high-speed line between Copenhagen and Ringsted, is expected to open in 2018, after realization of the first three stages of the Hour Model, it can be expanded to Esbjerg and Herning. On 1 March 2013, the government published their proposal for fulfilling the Hour Model, the proposal includes creation of a DKK27.5 billion fund, Togfonden DK, based on taxes from oil activities in the North Sea. The funding was supported by Enhedslisten and Dansk Folkeparti in an agreement on 17 September 2013. On 14 January 2014, the parties behind the funding published an agreement for spending the fund, railways in Denmark use a system for cab signalling which is unique, but is based on the system in Switzerland. The system allows 180 km/h maximum speed in Denmark,5 km of the Oresund Line closest to the border uses Swedish signalling, and 200 km/h is allowed here, as the only railway in Denmark. Environmental impact assessment for an upgrade to 200 km/h will be performed. Upgrading or straightening of the rail line between Hobro and Aarhus or a new high-speed rail line between Randers and Aarhus The government plan of 1 March 2013 includes a speed upgrade. DKK4.9 billion are reserved for second stage and remaining initiatives on first stage, the central stage of the Hour Model between Odense and Aarhus is considered the most complex and most expensive to complete. Therefore, this stage is not considered realizable before 2020, the new high-speed rail line between Odense and Middelfart will also enable journey times between Odense and Esbjerg of 1 hour. The strategic analysis of new connections between Copenhagen and Aarhus included a third alternative for decreasing the travel time between the two cities, a new fixed link across Kattegat. This requires a new high-speed rail line between Roskilde and Aarhus via Kalundborg and Samsø and this solution will lower the travel time between Copenhagen and Aarhus to one hour, but not affect the travel time between Odense and Aarhus. Since 2008 a new fixed link across Kattegat has been discussed widely in Denmark, as an expansion of the overall infrastructure in Denmark. The treaty between Denmark and Germany for construction of the Fehmarn Belt Fixed Link include hinterland projects in both countries, in Denmark, the existing rail line between Ringsted and Rødby will be expanded to double track and electrified, as well as upgraded to 200 km/h. The Storstrøm Bridge was originally supposed to remain as single track, however a political agreement confirms funding the design of a new combined rail, with the opening of the fixed link, hourly Intercity-Express trains between Copenhagen and Hamburg will be introduced. The Travel time will be reduced from approx, the fixed link, as well as the hinterland project, are expected to be completed in 2021. As connection to a fixed link across Øresund between Elsinore and Helsingborg, wanted by the Swedish Government, a new high-speed rail line might be constructed
High-speed rail in Denmark
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The Hour Model will decrease travel time Copenhagen-Odense, Odense-Aarhus and Aarhus-Aalborg to one hour.
91.
High-speed rail in Finland
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High-speed rail is emerging in Europe as an increasingly popular and efficient means of transport. The first high-speed rail lines in Europe, built in the 1980s and 1990s, since then, several countries have built extensive high-speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously being built, in 2007, a consortium of European railway operators, Railteam, emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a Trans-European high-speed rail network is a goal of the European Union. Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Russia, Alstom was the first manufacturer to design and deliver a high speed train or HS-Train, which ended up in service with TGV in France. However, the Canadian company Bombardier has been for the past decade and currently is the largest contract designer and manufacturer of high speed trains for Europe, The Middle East, the first high-speed rail lines and services were built in the 1980s and 1990s as national projects. Countries sought to increase capacity and decrease journey times on inter-city routes within their borders. In the beginning, lines were built through national funding programmes and services were operated by national operators, latter, high-speed diesel and electric service were introduced, utilising upgraded main-lines, mainly the Great Western Main Line and East Coast Mainline. The Intercity 125, otherwise known as the High-Speed Train, was launched in 1976 with a speed of 125 mph. The HST was diesel-powered, and the Great Western Main Line was the first to be modified for the new service, the Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances. In the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK, an experimental version, the APT-E was tested between 1972 and 1976. It was equipped with a mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers. Initial experience with the Advanced Passenger Trains was good, the APT was, however, beset with technical problems, financial constraints and negative media coverage eventually caused the project to be cancelled. Europe was introduced to high-speed rail when the LGV Sud-Est from Paris to Lyon opened in 1981, since then, France has continued to build an extensive network, with lines extending in every direction from Paris. France has the second largest high-speed network in Europe, with 2,037 km of operative HSR lines in December 2011, the TGV network gradually spread out to other cities, and into other countries such as Switzerland, Belgium, the Netherlands, Germany, and the UK. The most obvious exception is the lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize existing rail lines in addition to those designed for high-speed rail and this means that not all TGVs are the same, and there are loading gauge and signalling considerations. Construction on first German high-speed lines began shortly after that of the French LGVs, legal battles caused significant delays, so that the InterCityExpress trains were deployed ten years after the TGV network was established
High-speed rail in Finland
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Frecciarossa 1000 is the fastest train in the EU.
High-speed rail in Finland
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High-speed lines in Europe, 2015.
High-speed rail in Finland
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Eurostars at Waterloo International railway station
High-speed rail in Finland
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The planned high-speed rail lines in Denmark. The Fehmarn Belt Fixed Link (orange), Ringsted-Fehmarn (red), Copenhagen-Ringsted and the Oresund bridge (blue). All planned for at least 200 km/h
92.
High-speed rail in France
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The first French high-speed rail line opened in 1981, between Pariss and Lyons suburbs. It was at time the only high-speed rail line in Europe. As of December 2014, the French high-speed rail network comprises 2,037 km of Lignes à grande vitesse, in 1976, the government agreed to fund the first line. The LGV opened to the public between Paris and Lyon on 27 September 1981, high-speed lines based on LGV technology connecting with the French network have been built in Belgium, the Netherlands and the United Kingdom. The newest high-speed lines allow speeds of 320 km/h in normal operation, originally LGVs were defined as lines permitting speeds greater than 200 km/h, revised to 250 km/h. Like most high-speed trains in Europe, TGVs also run on tracks, at the normal maximum speed for those lines. TGV track construction has a few key differences from normal railway lines, the radii of curves are larger so that trains can traverse them at higher speeds without increasing the centripetal acceleration felt by passengers. The radii of LGV curves have historically been greater than 4 km, LGVs can incorporate steeper gradients than normal. This facilitates planning and reduces their cost of construction, the high power/weight and adhesive weight/total weight ratios of TGVs allow them to climb much steeper grades than conventional trains. The considerable momentum at high speeds also helps to climb these slopes very quickly without greatly increasing energy consumption, the Paris-Sud-Est LGV has grades of up to 3. 5%. On a high-speed line it is possible to have greater superelevation, since all trains are travelling at the same speed, curve radii in high-speed lines have to be large, but increasing the superelevation allows for tighter curves while supporting the same train speed. Allowance for tighter curves can reduce costs by reducing the number and/or length of tunnels or viaducts. Track alignment is more precise than on railway lines, and ballast is in a deeper-than-normal profile, resulting in increased load-bearing capacity. Heavy rail is used and the rails are more upright, with an inclination of 1 in 40 as opposed to 1 in 20 on normal lines. Use of continuously welded rails in place of shorter, jointed rails yields a comfortable ride at high speed, the points/switches are different from those on the lignes classiques. Every LGV set of points incorporates a swingnose crossing, which eliminates the gap in support that causes shock. Eliminating these gaps makes the passage of a TGV over LGV switches imperceptible to passengers, reduces stresses on wheels and track, the diameter of tunnels is greater than normally required by the size of the trains, especially at entrances. This limits the effects of air pressure changes and noise pollution such as tunnel boom, LGVs are reserved primarily for TGVs
High-speed rail in France
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Avignon TGV station
High-speed rail in France
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Signalling block marker
High-speed rail in France
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TGV Réseau trainset 540 at Rennes, in Brittany
High-speed rail in France
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Eurostar and Thalys PBA side-by-side in Paris Gare du Nord
93.
High-speed rail in Germany
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Construction of the first German high-speed rail lines began shortly after that of the French LGVs. However, legal battles caused significent delays, so that the German InterCityExpress trains were deployed ten years after the TGV network was established. The ICE network is more integrated with pre-existing lines and trains as a result of the different settlement structure in Germany. ICE trains reached destinations in Austria and Switzerland soon after they entered service, starting in 2000, multisystem third-generation ICE trains entered the Netherlands and Belgium. The third generation of the ICE has a speed of 330 km/h and has reached speeds up to 363 km/h. Admission of ICE trains onto French LGVs was applied for in 2001, since June 2007, ICEs service Paris from Frankfurt and Saarbrücken via the LGV Est. Unlike the TGV in France or Shinkansen in Japan, Germany has experienced an accident on a high-speed service. In the Eschede train disaster of 1998, a first generation ICE experienced catastrophic wheel failure while travelling at 200 km/h near Eschede, of 287 passengers aboard,101 people died and 88 were injured in the resulting derailment. The accident was the result of faulty design and, following the crash. Thalys trains began running in Germany in 1997, from the Belgian HSL3 to Aachen, TGV POS trains began running in Germany in 2007, to Karlsruhe and Stuttgart using the Mannheim–Stuttgart and Karlsruhe–Basel high-speed lines. Germany has developed the Transrapid, a levitation train system. The Transrapid reaches speeds up to 550 km/h, a test track with a total length of 31.5 km operated in Emsland until Early 2012, when it was closed and dismantled. In China, Shanghai Maglev Train, a Transrapid technology based maglev built in collaboration with Siemens, Germany, has been operational since March 2004
High-speed rail in Germany
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3rd Generation ICE, the newest high-speed trains in Germany
94.
High-speed rail in Greece
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High-speed rail is emerging in Europe as an increasingly popular and efficient means of transport. The first high-speed rail lines in Europe, built in the 1980s and 1990s, since then, several countries have built extensive high-speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously being built, in 2007, a consortium of European railway operators, Railteam, emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a Trans-European high-speed rail network is a goal of the European Union. Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Russia, Alstom was the first manufacturer to design and deliver a high speed train or HS-Train, which ended up in service with TGV in France. However, the Canadian company Bombardier has been for the past decade and currently is the largest contract designer and manufacturer of high speed trains for Europe, The Middle East, the first high-speed rail lines and services were built in the 1980s and 1990s as national projects. Countries sought to increase capacity and decrease journey times on inter-city routes within their borders. In the beginning, lines were built through national funding programmes and services were operated by national operators, latter, high-speed diesel and electric service were introduced, utilising upgraded main-lines, mainly the Great Western Main Line and East Coast Mainline. The Intercity 125, otherwise known as the High-Speed Train, was launched in 1976 with a speed of 125 mph. The HST was diesel-powered, and the Great Western Main Line was the first to be modified for the new service, the Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances. In the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK, an experimental version, the APT-E was tested between 1972 and 1976. It was equipped with a mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers. Initial experience with the Advanced Passenger Trains was good, the APT was, however, beset with technical problems, financial constraints and negative media coverage eventually caused the project to be cancelled. Europe was introduced to high-speed rail when the LGV Sud-Est from Paris to Lyon opened in 1981, since then, France has continued to build an extensive network, with lines extending in every direction from Paris. France has the second largest high-speed network in Europe, with 2,037 km of operative HSR lines in December 2011, the TGV network gradually spread out to other cities, and into other countries such as Switzerland, Belgium, the Netherlands, Germany, and the UK. The most obvious exception is the lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize existing rail lines in addition to those designed for high-speed rail and this means that not all TGVs are the same, and there are loading gauge and signalling considerations. Construction on first German high-speed lines began shortly after that of the French LGVs, legal battles caused significant delays, so that the InterCityExpress trains were deployed ten years after the TGV network was established
High-speed rail in Greece
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Frecciarossa 1000 is the fastest train in the EU.
High-speed rail in Greece
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High-speed lines in Europe, 2015.
High-speed rail in Greece
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Eurostars at Waterloo International railway station
High-speed rail in Greece
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The planned high-speed rail lines in Denmark. The Fehmarn Belt Fixed Link (orange), Ringsted-Fehmarn (red), Copenhagen-Ringsted and the Oresund bridge (blue). All planned for at least 200 km/h
95.
High-speed rail in the Netherlands
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The Netherlands is connected to the European high-speed rail network with one dedicated high-speed line, HSL-Zuid, and improved traditional rail. Plans for a second dedicated high-speed line, HSL-Oost, have been cancelled, three high-speed train services have operated in the Netherlands, Thalys, InterCityExpress, and Fyra. Thalys started operating on the HSL-Zuid on 13 December 2009, HSL-Zuid is a 125 km high-speed railway line in the Netherlands. Using existing tracks from Amsterdam Centraal to Schiphol Airport, the dedicated high-speed line begins here and continues to Rotterdam Centraal, here, it connects to the HSL4, terminating at Antwerpen-Centraal. Den Haag Centraal and Breda are connected to the line by conventional railway lines. Services running at 160 km/h on the HSL-Zuid began on 7 September 2009 between Amsterdam and Rotterdam, from December 2009, Thalys trains from Amsterdam to Brussels and Paris have run on HSL-Zuid. From December 2012 to January 2013 the Fyra V250 trains ran on HSL-Zuid between Amsterdam and Brussels, only to have service suspended because of the quality of the Italian-made trains. The HSL-Zuid serves the stations, Amsterdam Centraal Schiphol Rotterdam Centraal Between Rotterdam. Hanzelijn is a 50 km high-speed railway line in the Netherlands, the maximum speed on the line is 200 km/h, though no Dutch domestic rolling stock can achieve speeds greater than 160 km/h. Only by clearing the line for International trains is the speed of 200 km/h reached. HSL-Oost is the name of a proposed high-speed line from Amsterdam into Germany via the Dutch cities of Utrecht and Arnhem. The scope of the project has now reduced, but it is expected that German ICE trains will be able to travel at 200 km/h from Amsterdam to Utrecht in the near future. Currently, ERTMS has been installed on the line, but the soil is soft, in 2009, a new feasibility study for the HSL-Oost after the year 2020 was promised by Minister of Transport, Public Works and Water Management Camiel Eurlings
High-speed rail in the Netherlands
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A Thalys train at Amsterdam Centraal
High-speed rail in the Netherlands
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A Fyra train in the Dutch countryside
96.
High-speed rail in Poland
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High speed rail service commenced in Poland on 14 December 2014, with the introduction of 20 non-tilting Pendolino trainsets operating on 4 designated lines radiating out from Warsaw. Polish State Railways started passenger service trains PKP Pendolino operating a speed 200 km/h on 80 km line Olszamowice-Zawiercie, Polish state railways PKP launched the high speed service under the Express Intercity Premium brand name. PKP Intercity was initially using only nine sets a day to operate 23 EIP services from Warsaw to Gdynia, Kraków, Katowice, and Wrocław. Today most of the 20 units operate on the core Kraków – Warsaw – Gdańsk – Gdynia route, running hourly at peak times, the (Gliwice/Bielsko-Biała - Katowice - Warsaw - Gdańsk - Gdynia route is operated five times a day. There are two Pendolinos each way per day on the Wrocław route, headline journey times are 2 h 58 min from Warsaw to Gdańsk,2 h 28 min to Kraków and 2 h 34 min to Katowice. EIP services from Warsaw to Wrocław run via the CMK trunk line, Częstochowa and Opole, historically, there have been many proposals and plans put in place by several Polish governments and/or interest groups seeking to introduce high-speed rail to Poland. As of December 2009, Poland had 700–800 km of railways suited for rail transport reaching 160 km/h, an additional 1,500 km are expected by 2015, including some sections allowing 200 km/h. While previously the Polish government had invested primarily in Polands road network, the government hopes to link Polands twelve largest cities by high-speed rail by 2020. Several sections of the Central Trunk Line currently permit speeds of 200 km/h however only 160 km/h was used in commercial service. Polish Railways planned to buy Pendolino trains in 1998 but the contract was cancelled in the year by the Supreme Control Chamber due to financial losses by Polish Railways. There are plans for a Y line that would have connected Warsaw–Łódź–Kalisz, the line would then have split into two branches to Wrocław and Poznań. The geometric layout of the line was planned to permit speeds of 360 km/h, construction had been planned to begin around 2014 and finish in 2019. In April 2010, the tender for a feasibility study was awarded to a consortium led by Spanish company Ingenieria IDOM, the feasibility study was granted €80 million in subsidy from the European Union. The total cost of the line including construction and train sets was estimated at €6.9 billion and was planned to be financed by EU subsidies. In the center of the city of Łódź the Y line would have traveled through a tunnel which would have linked two existing railway stations. One of them, Łódź Fabryczna would have reconstructed as an underground station. However, the Y line project was cancelled in 2011 due to insufficient funding, as for February 2016 the project is still a subject of public debate only. However the central hub of Y line is near completed, ETCS Level 1 will allow trains to reach 200 km/h in 2011, and a further upgrade for 230 km/h is planned for 2014
High-speed rail in Poland
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A PKP Intercity ED250 Pendolino
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High-speed rail in Sweden
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In Sweden many trains run at 200 km/h. Train types which currently attain this speed include the X2 tilting trains for long distances, the Regina widebody trains, the X40 double-decker regional trains, and the Arlanda Airport Express X3. Since both the X2 and X3 are allowed to run at 205 km/h in case of delay, the X2 runs between many cities in Sweden including Stockholm, Gothenburg, and Malmö. The Arlanda Express trains connect Stockholm and Stockholm-Arlanda Airport, hundreds of kilometers of track are ready for 250 km/h operation, with the exception of signaling systems, catenary, and the trains themselves. A modified Regina test train, called the Green Train, has attained a speed of 303 km/h. There are plans for a 180 km section of the Stockholm-Malmö line to be upgraded to allow for speeds of 250 km/h and these plans have been delayed until further notice because a decision must be made regarding whether to build a new parallel super-high-speed railway or not. Other railways that will eventually allow 250 km/h speeds are long sections of Stockholm–Gothenburg, Gothenburg–Malmö, all these will be mixed passenger/freight railways. The Swedish signalling system ATC does not currently allow for higher speeds than 200 km/h, botniabanan has had this system in operation since 2010, allowing 250 km/h. ERTMS will be introduced on other railways around 2015, possibly enabling more than 200 km/h on them. SJ have bought new trains that are prepared for 250 km/h, SJ has revealed plans to order new 250 km/h trains in approximately 2013, with delivery around 2015. An informal proposal by the Banverket is for operation by the year 2025, there is political and regional pressure to build these railways as soon as possible. Cost estimates are about 10 bn SEK for Gothenburg-Borås and 24 bn SEK for Linköping-Södertälje, the Borås–Linköping line will be built some years later than the first parts of Götalandsbanan. It has less potential for rail, but is of course needed for long-distance trains. Between Södertälje and Stockholm the existing railway with 250 km/h potential will be used, a southern extension to these lines, through Jönköping–Helsingborg–Copenhagen is considered economically unfeasible for the time being. Danish politicians are not very enthusiastic either, the existing line through Linköping–Malmö–Copenhagen is however planned to be upgraded to 250 km/h. Cost estimates are roughly 30 billion SEK for Borås–Linköping and 30 billion SEK for Jönköping–Helsingborg, the cost of the Helsingborg–Copenhagen line with a tunnel is hard to estimate, but 30 billion SEK is possible here too. These are realistic travel times based on plans and investigations
High-speed rail in Sweden
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Railways with 200 km/h in operation 2012
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High-speed rail in the United Kingdom
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The international definition of high-speed rail embraces new lines with a top speed of at least 250 km/h and existing lines with a top speed of around 200 km/h. As of 2011, there are four main railway lines in Britain operating at up to 201 km/h. The first purpose-built high-speed rail line in Britain was the Channel Tunnel Rail Link, the building of the line provoked discussion in the national media and specialist rail circles on the merits of constructing further high-speed lines. A second purpose-built high-speed line is now planned by the government — High Speed 2 — which will connect London with Birmingham, alongside this scheme, are plans by the Scottish Government to build a high-speed rail line between Edinburgh and Glasgow, to open by 2024. At present, a mixture of 300 km/h Eurostar international services and 225 km/h Southeastern domestic passenger services use High Speed 1, the term High Speed Train is currently also used as a brand name for the present British fleet of Class 43201 km/h InterCity diesel trains. The earliest attempt to build a line dedicated for operation at the higher speeds was the Great Central Main Line. This line was a project led by railway entrepreneur Sir Edward Watkin who envisaged a Liverpool-Paris route crossing from Britain to France via a proposed channel tunnel. The line was built to certain specifications so that it could take advantage of the higher speeds offered by the advances in steam locomotion, the GCRs target market was higher-class business travellers, and it promoted its long-distance express trains with the slogan Rapid Travel in Luxury. Most of the Great Central Main Line closed in 1966 as part of the Beeching cuts, according to plans announced in 2010, part of the proposed High Speed 2 route will run along a re-opened 10-mile section of the GCR route between Calvert and Brackley. An alternative proposal to re-open the GCR for freight has been put forward by the Central Railway company, various claims exist for the first locomotive to break the 100 mph barrier, notably the Great Western Railways City of Truro and the LNERs Flying Scotsman. Locomotive power capable of reaching 126 mph has existed in Britain since 1938, in the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK. An experimental version, the APT-E was tested between 1972 and 1976 and it was equipped with a tilting mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by gas turbines. Initial experience with the Advanced Passenger Trains was good, the APT was, however, beset with technical problems, financial constraints and negative media coverage eventually caused the project to be cancelled. During the same period, British Rail also invested in a separate, the InterCity 125, otherwise known as the High-Speed Train, was launched in 1976 with a service speed of 125 mph and provided the first high-speed rail services in Britain. The HST was diesel-powered, and the Great Western Main Line was the first to be modified for the new service, the Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances. BR then proceeded to electrify the ECML and ordered a new fleet of Intercity 225 electric trains in the mid-1980s, speeds of 140 mph were tested on the southern, straighter sections of the ECML by using a flashing green aspect on the signals. This indicated it was safe to proceed above 125 mph, but HMRSI eventually ruled that this was dangerous, the 225s were therefore limited to 125 mph and have been ever since. In the early 2000s, a number of operating companies introduced diesel multiple units capable of 125 mph speeds, including the Adelante
High-speed rail in the United Kingdom
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Mallard, the only steam locomotive in the world to reach 126 mph (203 km/h)
High-speed rail in the United Kingdom
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320-350 km/h
High-speed rail in the United Kingdom
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The APT-E
High-speed rail in the United Kingdom
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A production version of the APT (1980-86)
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High-speed rail in Australia
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High-speed rail in Australia has been under investigation since the early 1980s. Every Federal Government since this time has investigated the feasibility of constructing high speed rail, the most commonly suggested route is between Australias two largest cities, Sydney and Melbourne which is the worlds fifth busiest air corridor. The Australian rail speed record of 210 km/h was set by Queensland Rails Tilt Train during a run in 1998. This speed is just above the accepted definition of high-speed rail of 200 km/h. The construction of a rail link along the east coast has been the target of several investigations since the early 1980s. Air travel dominates the travel market, and intra-rural travel is almost exclusively car-based. Rail has a significant presence in the rural / city fringe commuter market, various studies and recommendations have asserted that a high-speed rail service between the major eastern capital cities could be viable as an alternative to air. Over 12 million people live in the Sydney–Melbourne corridor, the rail network has long been a target of proposals for improvement. In 1981, the Institution of Engineers proposed the Bicentennial High-Speed Railway Project and it would offer only mild improvements on the existing travel times, Sydney to Canberra in 3 hours, and Sydney to Melbourne in 9, it cannot therefore be considered a true high-speed rail proposal. The first true high-speed rail proposal was presented to the Hawke Government in June 1984 by the CSIRO, spearheaded by its chairman, the proposal was to link Melbourne, Canberra and Sydney via a coastal corridor, based on French TGV technology. The proposal estimated construction costs at A$2.5 billion, with revenue of A$150 million per annum exceeding operating costs of A$50 million per annum. The proposal attracted much public and media attention, as well as private sector capital for feasibility studies. In September 1984, the Bureau of Transport Economics found that the construction costs had been underestimated by A$1.5 billion. The Minister for Transport, Peter Morris, rejected the proposal, later in 1984 Peter Abeles, chairman of TNT, expressed interest in Dr Wilds proposal. Two years later in September 1986, the Very Fast Train Joint Venture was established, comprising Elders IXL, Kumagai Gumi, TNT and later BHP and they proposed a 350 km/h rail link from Sydney to Canberra via Goulburn, and then on to Melbourne via the coastal route. A feasibility study estimated to cost A$19 million was initiated by the group in 1988, in 1989, after talks with the Queensland Government, the joint venture group also performed a preliminary analysis of a coastal link to Brisbane. In 1990 the Joint Venture released the results of the feasibility study. It was estimated to cost $6.6 billion and take five years to construct, the VFT was opposed by numerous groups, notably the Australian Conservation Foundation and the Australian Democrats
High-speed rail in Australia
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Preferred alignment of Australian east coast high-speed rail system (2013)
High-speed rail in Australia
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France's TGV rail service provides a high-speed link between cities both inside and outside of France.
High-speed rail in Australia
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Paul Wild on track in front of TGV, France, 1989
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