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.
Nuovo Trasporto Viaggiatori
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Nuovo Trasporto Viaggiatori is an Italian company which is Europes first private open access operator of 300 km/h high-speed trains. NTV was created by four Italian businessmen to compete with Trenitalia, the company intended to start services in late 2011, following certification of its trains in mid-2011. In March 2011, NTV complained that the Italian infrastructure manager, RFI is controlled by the same government group that controls Trenitalia, the incumbent provider of passenger train services in Italy. After delays due to the complexity of the project, NTV started service on 28 April 2012 under the. italo brand, NTV ridership for whole year 2012 was 2,051,702. Ridership increased to 9.1 million in 2015, with a factor of 71. 5% and 56 trains daily. An order for 25 Alstom Automotrice à grande vitesse trainsets each with 11 cars was announced on 17 January 2008, Alstom assembled 17 at its La Rochelle plant, while eight were produced at Savigliano in Italy. NTV has an option for a further ten trains, the contract includes maintenance for 30 years. NTV unveiled the first of its trains in a ceremony on 13 December 2011, in 2015, NTV announced the procurement of eight new trains to expand its fleet. The new units would be from Alstoms Pendolino family, with a maximum speed approximately 60 km/h slower than the existing AGVs, the procurement is intended to allow NTV to expand its existing Italo services, as well as offer services to new destinations. Italo offers four classes of service, which it refers to as journey ambiances, free Wi-Fi is available throughout the train. Smart, the lowest class of service, with 2x2 leather seats with table and airline style, extra large, this class has 2x1 seating primarily in airline style, with footrests. Prima, also offers 2x1 seating with armrests, power sockets, reading lights, glove compartments, complimentary drinks and sweets. Club Executive, the most expensive class, with only 19 seats per train and these are available in either 2x1 open seating or two compartments which can be reserved en bloc for up to 4 passengers. Complimentary coffee, beverages, and pastries are served, routes served by NTV are those of the Italian high-speed rail network, comprising 13 cities and 16 stations. Italo’s High Speed train service contains four lines, Turin-Salerno, stops in Milan, Reggio Emilia, Bologna, Florence, Rome, venice-Salerno, stops in Padua, Bologna, Florence, Rome and Naples. Brescia-Napoli, stops in Verona, Bologna, Florence and Rome, MDP Holdings,33, 5% IMI Investimenti S. p. A
Nuovo Trasporto Viaggiatori
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Routes of NTV.italo
Nuovo Trasporto Viaggiatori
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Nuovo Trasporto Viaggiatori
Nuovo Trasporto Viaggiatori
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NTV lounge at Firenze Santa Maria Novella railway station
Nuovo Trasporto Viaggiatori
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Italo train at Bologna railway station.
3.
New Pendolino
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The New Pendolino is a class of high-speed tilting trains built by Alstom Ferroviaria for Trenitalia, SBB, Renfe, and PKP, known as the ETR600 /610, RABe 503, Avant S-114 and ED250 respectively. They represent a development of the earlier Pendolino models in order to better respond to the requirements expressed by the market. The name, Pendolino, is used to identify a family of high-speed, tilting-technology trains and these trains owe their name to the mechanism enabling them to tilt when going round a bend. The maximum tilt of 8 degrees allows the trains to reach a speed that is up to 35% higher than for conventional trains, whilst assuring the greatest safety and comfort for passengers. The Pendolino first began service in Italy in 1988, with model ETR450, followed by ETR460, ETR470 and ETR480. A new model generation was launched in 2006 with ETR600 for Trenitalia and ETR610 / RABe 503 for Cisalpino, manufacturer Alstom labeled them as New Pendolino. The ETR610 / RABe 503 primarily differs from the ETR600 in the sense that the ETR610 / RABe 503 supports the voltage and signalling systems used in Switzerland and Germany. The innovative features concern the interior and exterior design, now closer to the brand strategy. The new trains will be produced in accordance with the new regulations governing interoperability. On 30 May 2011 the Polish state railways PKP signed an agreement with Alstom for 20 Pendolinos ETR610 for delivery in 2014, the first Pendolino was delivered on August 12,2013. The new trains, called Pendolino ED250, will operate on the route from Gdynia to Warsaw, Polish pendolino trainsets do not have tilting mechanism which precludes them from the main advantage of faster taking of curves. High speed tests using the new Pendolino ED250 on the CMK Central Rail Line began in November 2013, on the first day of tests, November 16, the Pendolino reached 242 km/h. On 17 November 2013 a new speed record for Polish railways was set when the Pendolino ED250 reached a speed of 291 km/h, on 24 November 2013 the final day of tests on the CMK Central Rail Line the Pendolino reached 293 km/h. The tests had not been performed by May, and PKP announced that Alstom had failed to meet the contract terms, hopes were expressed that the Pendolinos could be in service by 14 December 2014
New Pendolino
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ETR 600 in Trenitalia livery
New Pendolino
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FS ETR 600 at Bologna
4.
Salerno
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Salerno listen is a city and comune in Campania and is the capital of the province of the same name. It is located on the Gulf of Salerno on the Tyrrhenian Sea, Salerno was an independent Lombard principality in the early Middle Ages. During this time, it became the site of the first medical school in the world, later, in 1694, the city was struck by several catastrophic earthquakes and plagues. After a period of Spanish rule which would last until the 18th century, in recent history the city hosted the King of Italy, who moved from Rome in 1943 after Italy negotiated a peace with the Allies in World War II. A brief so-called government of the South was then established in the town, some of the Allied landings during Operation Avalanche occurred near Salerno. Today Salerno is an important cultural centre in Campania and Italy and has had a long, a patron saint of Salerno is Saint Matthew, the Apostle, whose relics are kept here at the crypt of Salerno Cathedral. The area of what is now Salerno has been settled since pre-historical times. We know the Oscan-Etruscan city of Irna, situated across the Irno river and this settlement represented an important base for Etruscan trade with the Greek colonies of Posidonia and Elea. It was occupied by the Samnites around the 5th century BC as consequence of the Battle of Cumae as part of the Syracusan sphere of influence. With the Roman advance in Campania, Irna began to lose its importance, being supplanted by the new Roman colony of Salernum, developing around an initial castrum. The new city, which gradually lost its function in favour of its role as a trade center, was connected to Rome by the Via Popilia. Archaeological remains, although fragmentary, suggest the idea of a flourishing, under the Emperor Diocletian, in the late 3rd century AD, Salernum became the administrative centre of the Lucania and Bruttii province. Like many coastal cities of southern Italy, Salerno initially remained untouched by the newcomers and it subsequently became part of the Duchy of Benevento. Under the Lombard dukes Salerno enjoyed the most splendid period of its history, with Arechis II, Salerno became a centre of studies with its famous Medical School. The Lombard prince ordered the city to be fortified, the Castle on the Bonadies mountain had already been built with walls, in 839 Salerno declared independence from Benevento, becoming the capital of a flourishing principality stretching out to Capua, northern Calabria and Apulia up to Taranto. The coins minted in the city circulated in all the Mediterranean, however, the stability of the Principate was continually shaken by the Saracen attacks and, most of all, by internal struggles. In 1056, one of the numerous plots led to the fall of Guaimar and his weaker son Gisulf II succeeded him, but the decline of the principality had begun. In 1077 Salerno reached its zenith but soon lost all its territory to the Normans, on 13 December 1076, the Norman conqueror Robert Guiscard, who had married Guaimar IVs daughter Sikelgaita, besieged Salerno and defeated his brother-in-law Gisulf
Salerno
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Panorama of Salerno
Salerno
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The Schola Medica Salernitana in a miniature from Avicenna 's Canon.
Salerno
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Salerno in a print from the 17th century.
Salerno
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The Allied landing at Salerno (September 1943).
5.
Florence
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Florence is the capital city of the Italian region of Tuscany and of the Metropolitan City of Florence. It is the most populous city in Tuscany, with 383,083 inhabitants, Florence was a centre of medieval European trade and finance and one of the wealthiest cities of the time. It is considered the birthplace of the Renaissance, and has called the Athens of the Middle Ages. A turbulent political history includes periods of rule by the powerful Medici family, from 1865 to 1871 the city was the capital of the recently established Kingdom of Italy. The Historic Centre of Florence attracts 13 million tourists each year and it was declared a World Heritage Site by UNESCO in 1982. The city is noted for its culture, Renaissance art and architecture, the city also contains numerous museums and art galleries, such as the Uffizi Gallery and the Palazzo Pitti, and still exerts an influence in the fields of art, culture and politics. Due to Florences artistic and architectural heritage, it has been ranked by Forbes as one of the most beautiful cities in the world, in 2008, the city had the 17th highest average income in Italy. Florence originated as a Roman city, and later, after a period as a flourishing trading and banking medieval commune. According to the Encyclopædia Britannica, it was politically, economically, and culturally one of the most important cities in Europe, the language spoken in the city during the 14th century was, and still is, accepted as the Italian language. Starting from the late Middle Ages, Florentine money—in the form of the gold florin—financed the development of all over Europe, from Britain to Bruges, to Lyon. Florentine bankers financed the English kings during the Hundred Years War and they similarly financed the papacy, including the construction of their provisional capital of Avignon and, after their return to Rome, the reconstruction and Renaissance embellishment of Rome. Florence was home to the Medici, one of European historys most important noble families, Lorenzo de Medici was considered a political and cultural mastermind of Italy in the late 15th century. Two members of the family were popes in the early 16th century, Leo X, catherine de Medici married king Henry II of France and, after his death in 1559, reigned as regent in France. Marie de Medici married Henry IV of France and gave birth to the future king Louis XIII, the Medici reigned as Grand Dukes of Tuscany, starting with Cosimo I de Medici in 1569 and ending with the death of Gian Gastone de Medici in 1737. The Etruscans initially formed in 200 BC the small settlement of Fiesole and it was built in the style of an army camp with the main streets, the cardo and the decumanus, intersecting at the present Piazza della Repubblica. Situated along the Via Cassia, the route between Rome and the north, and within the fertile valley of the Arno, the settlement quickly became an important commercial centre. Peace returned under Lombard rule in the 6th century, Florence was conquered by Charlemagne in 774 and became part of the Duchy of Tuscany, with Lucca as capital. The population began to again and commerce prospered
Florence
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A collage of Florence showing the Galleria degli Uffizi (top left), followed by the Palazzo Pitti, a sunset view of the city and the Fountain of Neptune in the Piazza della Signoria
Florence
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A wooden model of Florence as it would have probably looked during Roman times, showing the ancient amphitheatre
Florence
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The façade of the Cathedral
Florence
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Leonardo da Vinci statue outside the Uffizi Gallery.
6.
Rome
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Rome is a special comune and the capital of Italy. Rome also serves as the capital of the Lazio region, with 2,873,598 residents in 1,285 km2, it is also the countrys largest and most populated comune and fourth-most populous city in the European Union by population within city limits. It is the center of the Metropolitan City of Rome, which has a population of 4.3 million residents, the city is located in the central-western portion of the Italian Peninsula, within Lazio, along the shores of the Tiber. Romes history spans more than 2,500 years, while Roman mythology dates the founding of Rome at only around 753 BC, the site has been inhabited for much longer, making it one of the oldest continuously occupied sites in Europe. The citys early population originated from a mix of Latins, Etruscans and it was first called The Eternal City by the Roman poet Tibullus in the 1st century BC, and the expression was also taken up by Ovid, Virgil, and Livy. Rome is also called the Caput Mundi, due to that, Rome became first one of the major centres of the Italian Renaissance, and then the birthplace of both the Baroque style and Neoclassicism. Famous artists, painters, sculptors and architects made Rome the centre of their activity, in 1871 Rome became the capital of the Kingdom of Italy, and in 1946 that of the Italian Republic. Rome has the status of a global city, Rome ranked in 2014 as the 14th-most-visited city in the world, 3rd most visited in the European Union, and the most popular tourist attraction in Italy. Its historic centre is listed by UNESCO as a World Heritage Site, monuments and museums such as the Vatican Museums and the Colosseum are among the worlds most visited tourist destinations with both locations receiving millions of tourists a year. Rome hosted the 1960 Summer Olympics and is the seat of United Nations Food, however, it is a possibility that the name Romulus was actually derived from Rome itself. As early as the 4th century, there have been alternate theories proposed on the origin of the name Roma. There is archaeological evidence of occupation of the Rome area from approximately 14,000 years ago. Evidence of stone tools, pottery and stone weapons attest to about 10,000 years of human presence, several excavations support the view that Rome grew from pastoral settlements on the Palatine Hill built above the area of the future Roman Forum. Between the end of the age and the beginning of the Iron age. However, none of them had yet an urban quality, nowadays, there is a wide consensus that the city was gradually born through the aggregation of several villages around the largest one, placed above the Palatine. All these happenings, which according to the excavations took place more or less around the mid of the 8th century BC. Despite recent excavations at the Palatine hill, the view that Rome has been indeed founded with an act of will as the legend suggests in the middle of the 8th century BC remains a fringe hypothesis. Traditional stories handed down by the ancient Romans themselves explain the earliest history of their city in terms of legend and myth
Rome
Rome
Rome
Rome
7.
Naples
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Naples is the capital of the Italian region Campania and the third-largest municipality in Italy, after Rome and Milan. In 2015, around 975,260 people lived within the administrative limits. The Metropolitan City of Naples had a population of 3,115,320, Naples is the 9th-most populous urban area in the European Union with a population of between 3 million and 3.7 million. About 4.4 million people live in the Naples metropolitan area, Naples is one of the oldest continuously inhabited cities in the world. Bronze Age Greek settlements were established in the Naples area in the second millennium BC, a larger colony – initially known as Parthenope, Παρθενόπη – developed on the Island of Megaride around the ninth century BC, at the end of the Greek Dark Ages. Naples remained influential after the fall of the Western Roman Empire, thereafter, in union with Sicily, it became the capital of the Two Sicilies until the unification of Italy in 1861. Naples was the most-bombed Italian city during World War II, much of the citys 20th-century periphery was constructed under Benito Mussolinis fascist government, and during reconstruction efforts after World War II. The city has experienced significant economic growth in recent decades, and unemployment levels in the city, however, Naples still suffers from political and economic corruption, and unemployment levels remain high. Naples has the fourth-largest urban economy in Italy, after Milan, Rome and it is the worlds 103rd-richest city by purchasing power, with an estimated 2011 GDP of US$83.6 billion. The port of Naples is one of the most important in Europe, numerous major Italian companies, such as MSC Cruises Italy S. p. A, are headquartered in Naples. The city also hosts NATOs Allied Joint Force Command Naples, the SRM Institution for Economic Research, Naples is a full member of the Eurocities network of European cities. The city was selected to become the headquarters of the European institution ACP/UE and was named a City of Literature by UNESCOs Creative Cities Network, the Villa Rosebery, one of the three official residences of the President of Italy, is located in the citys Posillipo district. Naples historic city centre is the largest in Europe, covering 1,700 hectares and enclosing 27 centuries of history, Naples has long been a major cultural centre with a global sphere of influence, particularly during the Renaissance and Enlightenment eras. In the immediate vicinity of Naples are numerous culturally and historically significant sites, including the Palace of Caserta, culinarily, Naples is synonymous with pizza, which originated in the city. Neapolitan music has furthermore been highly influential, credited with the invention of the romantic guitar, according to CNN, the metro stop Toledo is the most beautiful in Europe and it won also the LEAF Award 2013 as Public building of the year. Naples is the Italian city with the highest number of accredited stars from the Michelin Guide, Naples sports scene is dominated by football and Serie A club S. S. C. Napoli, two-time Italian champions and winner of European trophies, who play at the San Paolo Stadium in the south-west of the city, the Phlegraean Fields around Naples has been inhabited since the Neolithic period. The earliest Greek settlements were established in the Naples area in the second millennium BC, sailors from the Greek island of Rhodes established a small commercial port called Parthenope on the island of Megaride in the ninth century BC
Naples
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Naples Napoli
Naples
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Ancient map of the Bay of Naples area from Vatican Museum
Naples
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A scene featuring the siren Parthenope, the mythological founder of Naples.
Naples
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The Gothic Battle of Mons Lactarius on Vesuvius, painted by Alexander Zick.
8.
ETR 450
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ETR450 was the first series Italian tilting train. Development included a number of prototypes, the last of which was the ETR401 and this prototype was followed by the ETR450 series units. The first train entered service on between Rome and Milan in 1988, every train is made up of 9 units. The trains can reach a speed of 280 km/h, service top speed was 250 km/h. The ETR450 were in use on the Rome-Bari, Rome-Ancona-Rimini and it was relegated to lower services with the introduction of the next generation of Pendolino trains and non-tilting high-speed trains. In recent years, the mechanism was deactivated as a precaution. From 2015, all trains are out of service, construction years,1987 -1992 Max
ETR 450
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Italian "Pendolino" ETR 450.
9.
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
10.
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
11.
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
12.
ETR 460
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The ETR460 is an electric multiple unit tilting train produced by FIAT Ferroviaria since 1993. It is also known as the Pendolino after the family of trains from which it comes, the ETR460 is a development of the ETR450, a Pendolino EMU developed in the 1970s, being characterized by improved layout, electrical and electronic systems, and improved comfort. Maximum speed remains unchanged at 250 km/h, the ETR460 spawned two similar types of Pendolinos, the ETR470 and the ETR480. The main difference between the versions is that the 460 runs only on 3 kV DC, the 470 on 3 kV DC and 15 kV AC, and the 480 on 3 kV DC and 25 kV AC. Three sets were modified to be capable of running on 1.5 kV DC for use on Milan-Turin-Lyon services. The British class 390, the Slovenian series 310, the Portuguese Alfa Pendular, the Finnish Sm3, the trainset, designed by Giorgetto Giugiaro, is used by Trenitalia for their Frecciabianca and Frecciargento service on several routes across Italy. The trainset has the ability to tilt by up to 8° when taking corners so as to reduce the effect of force on the passengers. The passengers remain comfortable even if the train fully takes advantage of the characteristics of the thanks to the lightness of the construction. Use of the train does not demand particular modifications to the railroad, the hydraulic tilting system it is governed by two gyroscopes located in the lead cars. The curve is found on the base of the elevation of the external track, ETR 460s are provided with 12 three-phase asynchronous motors located in all cars, in order to improve cornering capability. The motors are controlled by inverters and GTOs, with a power of some 6 MW. ETR 460s can carry up to 480 passengers, configuration includes two head coaches,6 intermediate passenger coaches and a bar - restaurant coach. ElettroTreno Eurostar Italia New Pendolino Rete Ferroviaria Italiana Treno Alta Velocità List of high speed trains ETR460 & ETR480 Photos
ETR 460
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ETR 460
13.
ETR 470
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ETR470 was a high-speed tilting Electric Multiple Unit introduced in 1993 and produced in nine units for the ItaloSwiss firm Cisalpino. They were produced by Fiat Ferroviaria, and could tilt up to 8°. Part of the Pendolino family, it was a version of the ETR460 adapted for services under lines electrified at 3 kV DC in Italy and at 15 kV 16⅔ Hz AC in Switzerland. ETR470 trains were used for fast services between Italy and Switzerland, nine sets of nine coaches each were built, together with a 3-car prototype which has never been used for commercial service. Since the dissolution of Cisalpino they were split between SBB and Trenitalia, SBB planned to retire its 4 sets in 2014 at the latest. They are to be replaced by Stadler EC250 trains by 2019, because of its long series of breakdowns, ETR470 was very poorly received in Switzerland. The maintenance costs were four times higher compared to the ICN, the final decision to retire the trains was taken after one of them caught fire on 17 May 2009 in Ambri. After unsuccessful attempts by SBB to sell the trains, three swiss ETR470 trainsets were scrapped in November 2015, new Pendolino Treno Alta Velocità List of high speed trains Media related to ETR470 at Wikimedia Commons
ETR 470
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ETR 470 in Trenitalia livery
14.
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
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A TGV Sud-Est set in the original orange livery, since superseded by silver and blue
15.
Paris
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Paris is the capital and most populous city of France. It has an area of 105 square kilometres and a population of 2,229,621 in 2013 within its administrative limits, the agglomeration has grown well beyond the citys administrative limits. By the 17th century, Paris was one of Europes major centres of finance, commerce, fashion, science, and the arts, and it retains that position still today. The aire urbaine de Paris, a measure of area, spans most of the Île-de-France region and has a population of 12,405,426. It is therefore the second largest metropolitan area in the European Union after London, the Metropole of Grand Paris was created in 2016, combining the commune and its nearest suburbs into a single area for economic and environmental co-operation. Grand Paris covers 814 square kilometres and has a population of 7 million persons, the Paris Region had a GDP of €624 billion in 2012, accounting for 30.0 percent of the GDP of France and ranking it as one of the wealthiest regions in Europe. The city is also a rail, highway, and air-transport hub served by two international airports, Paris-Charles de Gaulle and Paris-Orly. Opened in 1900, the subway system, the Paris Métro. It is the second busiest metro system in Europe after Moscow Metro, notably, Paris Gare du Nord is the busiest railway station in the world outside of Japan, with 262 millions passengers in 2015. In 2015, Paris received 22.2 million visitors, making it one of the top tourist destinations. The association football club Paris Saint-Germain and the rugby union club Stade Français are based in Paris, the 80, 000-seat Stade de France, built for the 1998 FIFA World Cup, is located just north of Paris in the neighbouring commune of Saint-Denis. Paris hosts the annual French Open Grand Slam tennis tournament on the red clay of Roland Garros, Paris hosted the 1900 and 1924 Summer Olympics and is bidding to host the 2024 Summer Olympics. The name Paris is derived from its inhabitants, the Celtic Parisii tribe. Thus, though written the same, the name is not related to the Paris of Greek mythology. In the 1860s, the boulevards and streets of Paris were illuminated by 56,000 gas lamps, since the late 19th century, Paris has also been known as Panam in French slang. Inhabitants are known in English as Parisians and in French as Parisiens and they are also pejoratively called Parigots. The Parisii, a sub-tribe of the Celtic Senones, inhabited the Paris area from around the middle of the 3rd century BC. One of the areas major north-south trade routes crossed the Seine on the île de la Cité, this place of land and water trade routes gradually became a town
Paris
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In the 1860s Paris streets and monuments were illuminated by 56,000 gas lamps, making it literally "The City of Light."
Paris
Paris
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Gold coins minted by the Parisii (1st century BC)
Paris
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The Palais de la Cité and Sainte-Chapelle, viewed from the Left Bank, from the Très Riches Heures du duc de Berry (month of June) (1410)
16.
Autostrada del Sole
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The Autostrada A1, or Autostrada del Sole, literally Sun Motorway or Autosole, is an Italian motorway that connects Milan with Naples via Bologna, Florence, and Rome. At 754 km, it is the longest Italian autostrada and is considered the spinal cord of the road network. It is a part of the E35 and E45 European roads, a substantial section of New A1 is being constructed south of Bologna to provide a safer mountain crossing in bad weather. This section is named the Variante di Valico, the current parallel route will continue to be designated as a motorway. Building works began in 1956, and the track was opened on 4 October 1964 by then-prime minister Aldo Moro. All the 1950s and 1960s administrations wanted this major project to be completed as quickly as possible. The part between Rome and Naples was originally numbered A2, but was incorporated into A1 following the opening of Rome bypass from Fiano Romano to San Cesareo on July 21,1988, media related to Autostrada A1 at Wikimedia Commons
Autostrada del Sole
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Highway at Reggio Emilia
Autostrada del Sole
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A1 Motorway
Autostrada del Sole
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SS 675 highway near A1 interchange at Orte
17.
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
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Port of Valencia
18.
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
19.
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
20.
Campania
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Campania is a region in Southern Italy. Located on the Italian Peninsula, with the Mediterranean Sea to the west, it includes the small Phlegraean Islands, Campania was colonised by Ancient Greeks and was part of Magna Græcia. During the Roman era, the area maintained a Greco-Roman culture, the capital city of Campania is Naples. Campania is rich in culture, especially in regard to gastronomy, music, architecture, archeological and ancient sites such as Pompeii, Herculaneum, Paestum and Velia. The name of Campania itself is derived from Latin, as the Romans knew the region as Campania felix, the rich natural sights of Campania make it highly important in the tourism industry, especially along the Amalfi Coast, Mount Vesuvius and the island of Capri. During the 8th century BC, people from Euboea in Greece, known as Cumaeans, another Oscan tribe, the Samnites, moved down from central Italy into Campania. The Roman consul Quintus Publilius Filo recaptured Neapolis by 326 BC, the Second Samnite War ended with the Romans controlling southern Campania and additional regions further to the south. Campania was a part of the Roman Republic by the end of the 4th century BC, valued for its pastures. Its Greek language and customs made it a centre of Hellenistic civilization, during the Pyrrhic War the battle took place in Campania at Maleventum in which the Romans, led by consul Curius Dentatus, were victorious. They renamed the city Beneventum, which grew in stature until it was only to Capua in southern Italy. During the Second Punic War in 216 BC, Capua, in a bid for equality with Rome, the rebellious Capuans were isolated from the rest of Campania, which remained allies of Rome. Naples resisted Hannibal due to the imposing walls, Capua was eventually starved into submission in the Roman retaking of 211 BC, and the Romans were victorious. The rest of Campania, with the exception of Naples, adopted the Latin language as official and was Romanised. As part of the Roman Empire, Campania, with Latium, Roman Emperors chose Campania as a holiday destination, among them Claudius and Tiberius, the latter of whom is infamously linked to the island of Capri. It was also during this period that Christianity came to Campania, Two of the apostles, St. Peter and St. Paul, are said to have preached in the city of Naples, and there were also several martyrs during this time. Unfortunately, the period of calm was violently interrupted by the epic eruption of Mount Vesuvius in 79 which buried the cities of Pompeii. The area had many duchies and principalities during the Middle Ages, in the hands of the Byzantine Empire, under the Normans, the smaller independent states were brought together as part of the Kingdom of Sicily, before the mainland broke away to form the Kingdom of Naples. It was during this period elements of Spanish, French
Campania
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Temple of Hera, Paestum, built 550 BC
Campania
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Campania
Campania
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The Last Day of Pompeii – Karl Briullov
Campania
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Early kings ruled from Castel Nuovo
21.
Afragola
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Afragola is a city and comune in the Metropolitan City of Naples, in Italy. It is one of the 100 largest Italian cities, the comune of Afragola is one of the most densely populated of the country. Baroque sanctuary-basilica of St. Anthonys sanctuary-basilica and it was begun in 1633 and has a nave with two aisles, internally decorated with marbles. The bell tower was constructed from 1590, the castle, documented from 1495, was likely built from around 1420. According to the tradition, it was a residence of queen Joanna II of Naples and it currently houses a childhood school. Santa Maria dAjello, Church founded in 1190 and it houses works by Giovan Angelo Criscuolo, Alessandro Viola and Angelo Mozzillo. San Marco in Sylvis Church built around 1179, on its external wall is a slab on which, according to the legend, once sat both St. Mark and San Gennaro. San Marco allOlmo, Church built in 1615, palazzo Migliore San Giorgio Martire, Parish church built in 1695-1702 A commercial station on the Rome-Naples high-speed railway, designed by Zaha Hadid, is being built at Afragola. The current station of Casoria-Afragola is on the Rome-Formia-Naples mainline, the public bus transport is managed by CTP, serving internal connections as well as to the nearby communes of Caserta, Naples and others. Afragola is the seat of one of the largest camorra clans of the area, in 1999 and 2005, the communal council was disbanded by rule of the President of Italian Republic due to mafia allegiance of some of its members. Along with most of the communes, Afragola also suffers of high pollution rates, as well as a high unemployment rate
Afragola
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Afragola City Hall
22.
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
23.
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
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The cupola of the Basilica of San Gaudenzio, symbol of Novara, is 121 metres (397 ft) high.
24.
Torino Porta Nuova railway station
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Torino Porta Nuova railway station is the main railway station of Turin, northern Italy. Porta Nuova is a station, with trains arriving perpendicularly to the facade. The station is located in corso Vittorio Emanuele II, right in front of piazza Carlo Felice, trains between Turin and Milan start or finish at the station, including services using the Turin–Milan high-speed line. A subway station, which is part of Turin Subway line 1, has recently built under the station building. Construction of the began in 1861 under the direction of Alessandro Mazzucchetti. The original structure included a distinction between the departure area and the arrival area. The departure area consisted of a saloon, decorated with columns, stucco work. This building housed the office, three waiting rooms, the Royal Hall and a cafe restaurant. Enzo Ferrari attended Bar del Nord in Porta Nuova, where he met those connected with automobiles and racing when he was working in Turin as a young man, a station of the Turin Metro opened under the main station on 5 October 2007. The station has included in the program of upgrading of the main Italian stations, by Grandi Stazioni. In the first stage of regeneration completed on 4 February 2009,44,146 square metres of the 92,747 square meter area of the buildings was redeveloped. The areas allocated to services for passengers, dining, shopping, the station is built on several levels. An underground level is occupied by local divisions of FS and businesses, the platforms are on the ground floor, along with passenger lounges and associated services for passengers and commercial activities. On the upper floors are offices and a post office
Torino Porta Nuova railway station
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View of the station building.
Torino Porta Nuova railway station
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Grandi Stazioni
Torino Porta Nuova railway station
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.
Piemonte
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Piedmont is one of the 20 regions of Italy. It has an area of 25,402 square kilometres and a population of about 4.6 million, the capital of Piedmont is Turin. The name Piedmont comes from medieval Latin Pedemontium or Pedemontis, i. e. ad pedem montium, meaning “at the foot of the mountains”. Other towns of Piedmont with more than 20,000 inhabitants sorted by population and it borders with France, Switzerland and the Italian regions of Lombardy, Liguria, Aosta Valley and for a very small fragment with Emilia Romagna. The geography of Piedmont is 43. 3% mountainous, along with areas of hills. Piedmont is the second largest of Italys 20 regions, after Sicily and it is broadly coincident with the upper part of the drainage basin of the river Po, which rises from the slopes of Monviso in the west of the region and is Italy’s largest river. The Po collects all the waters provided within the semicircle of mountains which surround the region on three sides, from the highest peaks the land slopes down to hilly areas, and then to the upper, and then to the lower great Padan Plain. 7. 6% of the territory is considered protected area. There are 56 different national or regional parks, one of the most famous is the Gran Paradiso National Park located between Piedmont and the Aosta Valley, Piedmont was inhabited in early historic times by Celtic-Ligurian tribes such as the Taurini and the Salassi. They were later subdued by the Romans, who founded several colonies there including Augusta Taurinorum, after the fall of the Western Roman Empire, the region was repeatedly invaded by the Burgundians, the Goths, Byzantines, Lombards, Franks. In the 9th–10th centuries there were incursions by the Magyars. At the time Piedmont, as part of the Kingdom of Italy within the Holy Roman Empire, was subdivided into several marks, in 1046, Oddo of Savoy added Piedmont to their main territory of Savoy, with a capital at Chambéry. Other areas remained independent, such as the powerful comuni of Asti and Alessandria, the County of Savoy was elevated to a duchy in 1416, and Duke Emanuele Filiberto moved the seat to Turin in 1563. In 1720, the Duke of Savoy became King of Sardinia, founding what evolved into the Kingdom of Sardinia, the Republic of Alba was created in 1796 as a French client republic in Piedmont. A new client republic, the Piedmontese Republic, existed between 1798 and 1799 before it was reoccupied by Austrian and Russian troops, in June 1800 a third client republic, the Subalpine Republic, was established in Piedmont. It fell under full French control in 1801 and it was annexed by France in September 1802, in the congress of Vienna, the Kingdom of Sardinia was restored, and furthermore received the Republic of Genoa to strengthen it as a barrier against France. Piedmont was a springboard for Italys unification in 1859–1861, following earlier unsuccessful wars against the Austrian Empire in 1820–1821 and this process is sometimes referred to as Piedmontisation. However, the efforts were countered by the efforts of rural farmers
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A Montferrat landscape, with the distant Alps in the background.
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Flag
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The Palazzina di caccia of Stupinigi, in Nichelino, is a UNESCO World Heritage Site.
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The Kingdom of Sardinia in 1856.
27.
Province of Turin
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The Province of Turin was a province in the Piedmont region of Italy. Its capital is the city of Turin, the province existed until 31 December 2014, when it was replaced by the Metropolitan City of Turin. It has an area of 6,830 km2, and a population of 2,306,676. There are 315 comuni in the province – the most of any province in Italy, the second highest comunis are in the Province of Cuneo which has 250. Torino, the capital of the province was the first Italian national capital in 1861. The most important export items from Turin are cars, machinery, the province has commercial relations with Germany, France, Poland, Spain, United Kingdom, Romania and Czech Republic. A large quantity of import and export is carried with these nations, service is the most important economic sector accounting to 66% of the Gross Domestic Product. The other two important sectors are Industry and agriculture, to promote entrepreneurship the provincial body has started- Start your own business, an advice service to help aspiring entrepreneurs who have new business ideas
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Location of the Province of Turin within Italy
28.
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
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Map highlighting the location of the province of Milan in Italy
29.
Autostrada A4 (Italy)
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The Autostrada A4, or Serenissima, is a motorway which connects Turin and Trieste via Milan and Venice. The city of Venice originally formed a bottleneck on the A4, the A4 passes through the city of Milan, where it is toll-free. As it runs though the whole Pianura Padana, which is a populated and highly industrialized area. A4 is a dual-carriageway, six-lane motorway for most of its length, the stretch between Milano Est tollgate and Bergamo is an eight-lane motorway since 30 September 2007. The stretch from Venice to Trieste is instead still a four-lane motorway, the objective of the route is to reduce the volume of auto- and truck-based traffic passing through Mestre to reach non-local destinations like Austria, Slovenia and other Eastern European countries. The new includes three lanes plus one emergency lane, each lane measures 3.75 metres apart from the lane which measures only 3 metres. Tangenziale di Milano Tangenziale di Padova Tangenziale di Venezia Autostrade per lItalia website, Autostrada Brescia-Padova Autostrada Padova-Venezia Autovie Venete Official website of the passante di Mestre
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A4 Motorway
30.
Padova
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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
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Remnants of Padua's Roman amphitheatre wall.
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Coat of arms
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The unfinished façade of Padua Cathedral
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Last Judgment by Giotto, part of the Scrovegni Chapel.
31.
Treviglio
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Treviglio is a town and comune in the province of Bergamo, in Lombardy, northern Italy. It lies 20 kilometres south of the city, in the lower territory called Gera dAdda, marked by the Adda. With approximately 30,000 inhabitants, the comune is now the second most populous town in the province and it is also called The tractor town for the presence of the SAME Deutz-Fahr headquarters or, seldom, The town of courtyards for their preponderant presence in the Old Town. It is subdivided in five main quartiers, Old town, West zone, North zone, the recent built East zone and the PIP. On the northern side lie four frazioni, Geromina, Castel Cerreto, Battaglie and Pezzoli, which is holding a pig aloft, symbol of prosperity achieved. After the arrival of the Lombards the territory was included in the Fara Gera dAdda and, Treviglio was founded in the Early Middle Ages as a fortified town, unifying three preexisting settlements, Cusarola, Pisignano and Portoli. The first official document naming the new town dates back to November 964 DCE, during the wars that had taken place in Northern Italy the city of Treviglio thus grew harboring refugees in the new fourth district of Porta Nova, the original Porta Oriano. In 1395 Treviglio gained autonomy from the Empire, which it held as a Separate Land of the Duchy of Milan and these occupations are mentioned in the The Betrothed, a renowned Italian novel by the novelist and scholar Alessandro Manzoni. At the close of the last invasion in 1509, the city was burnt down by the departing Venetian troops, the French king Louis XII who witnessed the event, claimed to vindicate it in the subsequent Battle of Agnadello. Thisepisode is celebrated every year with a re-enactment, an historical parade, after many long years of war, the French sold Treviglio to the Spaniards, albeit the town was formally still under the aegis of the Holy Roman Empire. During this last domination the town as well as the region, knew an initial period of prosperity followed by a gradual decline. After the French Revolution in 1796, Treviglio became part of the Transpadane Republic and it was during these years that many of the religious buildings were looted and a detailed official map of the town was drawn. On 17 December 1915 Benito Mussolini married in civil union Rachele Guidi in Treviglio and it was restored in 1582 and received another floor in 1873. Basilica of San Martino, built in 1008 over the church of the Assunta. In 1482 it was remade in Lombard-Gothic style, the current façade, in the Baroque style, is from 1740. The bell tower dates to the early 11th century, the bell tower is open and accessible every weekend. Named after Our Lady of Tears who saved, with his prodigious tears, silva Palace Galliari Palace Gothic House Semenza House Baccherra House Squares House Bar Milano, sited in piazza Manara, is the citys historical cafe. Founded in 1896, still it retains the furniture of the century
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Basilica of San Martino.
32.
Brescia
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Brescia is a city and comune in the region of Lombardy in northern Italy. It is situated at the foot of the Alps, a few kilometres from the lakes Garda, with a population of 196,480, it is the second largest city in the region and the fourth of northwest Italy. The urban area of Brescia extends beyond the city limits and has a population of 672,822. The city is the capital of the Province of Brescia, one of the largest in Italy. Founded over 3,200 years ago, Brescia has been an important regional centre since pre-Roman times, Brescia is considered the industrial capital of Italy. The metallurgy and the production of tools and firearms are of particular economic significance, along with mechanical. In addition, Brescia is the setting for most of the action in Alessandro Manzonis 1822 play Adelchi, Brescia and its territory will be the European Region of Gastronomy in 2017. Various myths relate to the founding of Brescia, one assigns it to Hercules while another attributes its foundation as Altilia by a fugitive from the siege of Troy. According to another myth, the founder was the king of the Ligures, Cidnus, colle Cidneo was named after that version, and it is the site of the medieval castle. Others scholars attribute the founding of Brescia to the Etruscans, the Gallic Cenomani, allies of the Insubres, invaded in the 7th century BC, and used the town as their capital. The city became Roman in 225 BC, when the Cenomani submitted to the Romans, during the Carthaginian Wars, Brixia was allied with the Romans. During a Celtic alliance against the city remained fateful to the Romans, with their Roman allies the city remain and attacked and destroyed the Insubres by surprise. Subsequently, the city and the tribe entered the Roman world peacefully as faithful allies, in 89 BC, Brixia was recognized as civitas and in 41 BC, its inhabitants received Roman citizenship. Augustus founded a colony there in 27 BC, and he. Roman Brixia had at least three temples, an aqueduct, a theatre, a forum with another temple built under Vespasianus, when Constantine advanced against Maxentius in 312, an engagement took place at Brixia in which the enemy was forced to retreat as far as Verona. In 402, the city was ravaged by the Visigoths of Alaric I, during the 452 invasion of the Huns under Attila, the city was besieged and sacked. Forty years later, it was one of the first conquests by the Gothic general Theoderic the Great in his war against Odoacer, in 568, Brescia was taken from the Byzantines by the Lombards, who made it the capital of one of their semi-independent duchies. The first duke was Alachis, who died in 573, later dukes included the future kings of the Lombards Rothari and Rodoald, and Alachis II, a fervent anti-Catholic who was killed in battle at Cornate dAdda in 688
Brescia
Brescia
Brescia
Brescia
33.
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
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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
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The Polcevera bronze tablet, evidence of the Roman and pre-Roman past of Genoa.
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Portrait of Christopher Columbus by Ridolfo Ghirlandaio
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The iconic Lanterna, renaissance lighthouse of Genoa built in 1543
34.
Tarvisio
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Tarvisio is a comune in the Province of Udine, the northeastern part of the autonomous Friuli Venezia Giulia region in Italy. The town is situated in the Canal Valley, between the Carnic Alps and Karawanks ranges in the north and the Julian Alps in the south. Located at the border with both Austria and Slovenia, Tarvisio and its neighbouring municipalities of Arnoldstein and Kranjska Gora form the tripoint of Romance, Germanic and Slavic Europe. Tarvisio has access to the A23 Alpe-Adria autostrada, part of the European route E55, running from the Austrian A2 Süd Autobahn to Udine, and the A4 autostrada at Palmanova. The Tarvisio railway station is located at the new Pontebbana line from Villach to Udine opened in 2000, despite the modest elevation, the city has a continental climate with cold winters. As a former component of the Austrian Empire, until 1918, today the municipality speaks mostly Italian, German-speakers and Slovenes make up a substantial minority. Tarvisio remained an exclave of the Prince-Bishopric of Bamberg, until in 1758 the bishop finally sold Tarvisio to the Habsburg Empress Maria Theresa of Austria. Until 1918 it was part of the Duchy of Carinthia, it received privileges in 1909. Tarvisio features include the parish church Saints Peter and Paul, built in the 15th century, at the summit of the 1, 789-metre Mount Lussari is a pilgrimage church, where according to legend in 1360 a shepherd discovered a statue of Virgin Mary. The church and the ski centre can be reached by cable car from Malborghetto Valbruna. The area around the Sella Nevea mountain pass between Tarvisio and Chiusaforte is also a ski resort. For decades, Tarvisio benefited economically from people coming from Austria and Yugoslavia for shopping trips, however, trade at the notorious Rag Market diminished after the implementation of Schengen Agreement and the establishment of the Eurozone. Today, tourism and winter sports in the Karawanks, the Carnic Alps, Tarvisio is known for its heavy alpine snow, which attracts many tourists for skiing and snowboarding, especially school groups. It was host to the 2003 Winter Universiade and the Womens 2007 Alpine Skiing World Cup, Tarvisio Boscoverde railway station Notable people that were born or lived in Tarvisio include, Lambert Ehrlich, Slovene Roman Catholic priest, political figure, and ethnologist
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Main square with Sts. Peter and Paul Church
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View of Tarvisio in 1915
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Riofreddo
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TARVIS in the Duchy of Carinthia (Austria-Hungary) in 1874
35.
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.
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Place Carnot, Lyons
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The lion has been the symbol of the city for centuries and is represented throughout the city.
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Lyon in the 18th century
36.
Chiasso
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Chiasso is a municipality in the district of Mendrisio in the canton of Ticino in Switzerland. As the southernmost of Switzerlands municipalities, Chiasso is located at the border with Italy, the municipality of Chiasso includes the villages of Boffalora, Pedrinate and Seseglio. In 2007, the three mayors of Chiasso, Vacallo and Morbio Inferiore decided to unite into one commune, the new united commune with a population of approximately 15,300 people over a territory of 9.2 km², was rejected by the population in November 2007. Chiasso is first mentioned in 1140 as Claso, historically, Chiasso and Boffalora were two distinct agricultural villages. Because of the presence of the nearby Italian border and customs office, and later as part of a route to the St. Gotthards Tunnel. Chiassos history and development were influenced by its unique location. During its early history, a castle was built in Chiasso as part of the fortifications of the city of Como. It was a suburb of Como, until 1416 when it was incorporated in the Pieve of Balerna, the houses in the village center were owned by the Albrici family and were granted imperial privileges. Chiasso had become an independent community sometime before 1552, in the contemporary documents, it is mentioned as Clasio tabernarum referring to its function as a transit point. Boffalora is mentioned in 1536 as a municipality and remained its independence until the half of the 17th Century. They became a single parish either in 1657 or 1677, Chiassos church belonged to the Pieve of Zezio, from which it withdrew in the 16th Century. In 1888, Boffalora separated from the parish and it became the seat of an archpriest in 1928. The Church of San Vitale, was first mentioned in 1227, in the 15th Century Chaisso was known for its horse market. However, the market ended after the invasion of the Swiss Confederation, in the late 16th Century Chiasso had a small population when compared to other municipalities of the Mendrisiotto valley. The village survived through its role as a town along with income from agriculture. In the 19th Century, tobacco and silk factories moved into the town, the construction of the railway along with income from customs induced an economic and demographic recovery in Chiasso. In 1874 the railway line Lugano-Chiasso opened, followed in 1876 by one running to Como, in 1910, the Mendrisio electric tramway opened, linking a northern terminus in Riva San Vitale with Capolago, Mendrisio, Balerna and Chiasso. The section of the line in Chiasso closed in 1950 and was replaced by a bus service, modernly, a large part of the town is devoted to Chiassos international railway station and related customs
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Chiasso
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Customs at Chiasso towards Italy: Switzerland ends at the end of the foreground grey zone.
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Border crossing and surrounds at Chiasso
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Customs station and border crossing in Chiasso
37.
Gotthard Base Tunnel
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The Gotthard Base Tunnel is a railway base tunnel through the Alps in Switzerland. It opened on 1 June 2016, and full service began on 11 December 2016, with a route length of 57.09 km, it is the worlds longest and deepest traffic tunnel and the first flat, low-level route through the Alps. The project consists of two tunnels connecting Erstfeld with Bodio and passing below Sedrun. The base tunnel bypasses most of the Gotthard Railway, a mountain route opened in 1882 across the Saint-Gotthard Massif. It establishes a direct route usable by high-speed rail and heavy freight trains and it is the third tunnel connecting the cantons of Uri and Ticino after the Gotthard Tunnel and the Gotthard Road Tunnel. After 64 percent of Swiss voters accepted the AlpTransit project in a 1992 referendum, drilling operations in the eastern tunnel were completed on 15 October 2010 in a breakthrough ceremony broadcast live on Swiss TV, and in the western tunnel on 23 March 2011. The total projected cost of the project was 9.8 billion Swiss francs, since the 13th century, the 2,106 metre-high Gotthard Pass has been an important trade route from northern to southern Europe. Control of its access routes led to the birth of the Swiss Confederacy, the Gotthard Pass is located halfway between Lake Lucerne and Lake Maggiore. It is the shortest link between the navigable Rhine and the Po, in 1882, with the inauguration of the Gotthard Railway Tunnel, the travel time between Altdorf and Biasca was reduced dramatically, from about 30 hours to only a few hours. This time was reduced further with the opening of the Gotthard Road Tunnel in 1980, today both the rail, and the road, routes are among the most important passages through the Alps on the north-south axis. After the opening of the tunnel, in 1980, traffic increased more than tenfold. A second tunnel will be next to the first, as per a national referendum. Construction is to start in 2020 and finish in 2027, similarly to Gruners idea, the GBT cuts through the Gotthard Massif some 600 m below the older tunnel. When the GBT is in service, standard freight trains of up to 3,600 t will be able to pass this natural barrier. Because of ever-increasing international truck traffic, Swiss voters chose a shift in policy in February 1994. A second law, the Alpine Protection Act of 1994, required a shift of as much tonnage as possible from truck transport to train transport. The GBT substantially contributes to the requirements of laws and enables a direct flat route from the ports of the North Sea to those of the Mediterranean Sea. This is viewed as a revolution, especially in the region of Ticino, which is separated from the rest of the country by the Alps
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Intermodal train on the current Gotthardbahn in the Biaschina Gorge; truck on viaduct heading towards Gotthard road tunnel.
Gotthard Base Tunnel
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The Gotthard Base Tunnel and the Zimmerberg Base Tunnel are the northern part of the Gotthard axis of the Alptransit project (yellow: major tunnels, red: existing main tracks, numbers: year of completion).
Gotthard Base Tunnel
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Construction site near Bodio
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Y junction at multifunction station Faido
38.
Brenner Base Tunnel
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The Brenner Base Tunnel is a planned 55-kilometre long railway tunnel through the base of the Eastern Alps beneath the Brenner Pass. It will run from Innsbruck Hauptbahnhof in Austria to Franzensfeste in Italy, the line is part of Line 1, the Berlin to Palermo route, of Trans-European Transport Networks. Pollution from this traffic is a major concern, the hope is to relieve this situation by greatly improving the railway connection between North Tyrol and South Tyrol with the new tunnel, which will allow trains to cross the Alps much faster. Currently, speeds in the Brenner region barely exceed 70 km/h due to the steepness of the existing tracks, the project is funded by Austria and Italy, and a contribution by the European Union. Due to the magnitude of the project, the funding promised so far will not suffice for the estimated costs, the tunnel is scheduled to be completed in 2025. The travel time from Innsbruck to Bolzano will be reduced from 2 hours to 50 minutes, the passenger and freight traffic across the Alps has increased greatly in recent years and further growth is forecast. Austria is a key country in movement of freight between northern and southern Europe and between eastern and western Europe, the Brenner region is very politically sensitive with respect to both local and cross-border transport issues. Between 1970 and 1999, highway freight increased seven-fold, in 1990, 70% of the freight from eastern Europe was transported by rail and the remainder by trucks. These proportions were expected to reverse by 2010, about three-quarters of traffic through the Brenner Pass is currently carried by road transport. Local residents have fought for relief from the associated pollution. The construction of a tunnel is considered by its proponents to be necessary for a shift of freight traffic from road to rail. The railway line from Innsbruck to Bozen was built between 1860 and 1867, tight curve radii and gradients of up to 2. 5% complicate rail operations. However, improvements on the Italian side in recent years to the existing line, the grades were not significantly improved. The new Brenner line would have a gradient of 1. 2%. Thus, a locomotive would be capable of hauling more than double the weight, the new line would cut travel time between Innsbruck and Bozen from about two hours today to less than half that. The 55 kilometres long, twin-tube tunnel begins in the Innsbruck suburb of Wilten, the tunnel will be up to 1,600 m below the surface at its deepest point in the gneiss section stretching south from the Italian border. Since under the most recent plan the tunnel starts as a twin-tube tunnel, instead, a costly diversion with several branches is planned. About 6 million cubic metres of the spoil will be used as fill for the approach lines,2.35 million cubic metres in the concrete aggregate and 2.75 million cubic metres will be used for line side embankments and revegetation
Brenner Base Tunnel
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Start of the Tunnel boring machine at Aica/Aicha construction site in April of 2008
Brenner Base Tunnel
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View of Mules/Mauls construction site in summer of 2008
Brenner Base Tunnel
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BBT construction site in Sill river seen from Bergisel in April 2011
Brenner Base Tunnel
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Concrete shell for the New Lower Inn Valley railway during completion in 2007
39.
Innsbruck
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Innsbruck is the capital city of Tyrol in western Austria. It is located in the Inn valley, at its junction with the Wipp valley, Innsbruck lies about halfway between Munich in Germany and Verona in Italy. Located in the valley between high mountains, the so-called North Chain in the Karwendel Alps to the north. Innsbruck is an internationally renowned winter sports centre, and hosted the 1964 and 1976 Winter Olympics as well as the 1984 and 1988 Winter Paralympics, Innsbruck also hosted the first Winter Youth Olympics in 2012. The name translates as Inn bridge, earliest traces suggest initial inhabitation in the early Stone Age. Surviving pre-Roman place names show that the area has been populated continuously, in the 4th century the Romans established the army station Veldidena at Oenipons, to protect the economically important commercial road from Verona-Brenner-Augsburg in their province of Raetia. The first mention of Innsbruck dates back to the name Oeni Pontum or Oeni Pons which is Latin for bridge over the Inn, the Counts of Andechs acquired the town in 1180. In 1248 the town passed into the hands of the Counts of Tyrol, the citys arms show a birds-eye view of the Inn bridge, a design used since 1267. The route over the Brenner Pass was then a major transport, the revenues generated by serving as a transit station enabled the city to flourish. Innsbruck became the capital of all Tyrol in 1429 and in the 15th century the city became a centre of European politics, the city benefited from the emperors presence as can be seen for example in the Hofkirche. Here a funeral monument for Maximilian was planned and erected partly by his successors, the ensemble with a cenotaph and the bronze statues of real and mythical ancestors of the Habsburgian emperor are one of the main artistic monuments of Innsbruck. A regular postal service between Innsbruck and Mechelen was established in 1490 by the Thurn-und-Taxis-Post, in 1564 Ferdinand II, Archduke of Austria received the rulership over Tirol and other Further Austrian possessions administrated from Innsbruck up to the 18th century. He had Schloss Ambras built and arranged there his unique Renaissance collections nowadays mainly part of Viennas Kunsthistorisches Museum, up to 1665 a stirps of the Habsburgian dynasty ruled in Innsbruck with an independent court. In the 1620s the first opera house north of the Alps was erected in Innsbruck, in 1669 the university was founded. Also as a compensation for the court as Emperor Leopold I again reigned from Vienna, during the Napoleonic Wars Tyrol was ceded to Bavaria, ally of France. Andreas Hofer led a Tyrolean peasant army to victory in the Battles of Bergisel against the combined Bavarian and French forces, the combined army later overran the Tyrolean militia army and until 1814 Innsbruck was part of Bavaria. After the Vienna Congress Austrian rule was restored, until 1918, the town was part of the Austrian monarchy, head of the district of the same name, one of the 21 Bezirkshauptmannschaften in the Tyrol province. The Tyrolean hero Andreas Hofer was executed in Mantua, his remains were returned to Innsbruck in 1823, during World War I, the only recorded action taking place in Innsbruck was near the end of the war
Innsbruck
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Innsbruck
Innsbruck
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View of Innsbruck by Albrecht Dürer, 1495
Innsbruck
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Ambras Castle, 1679
Innsbruck
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Andreas Hofer with his Consultants at the Hofburg by Franz Defregger, 1879
40.
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
41.
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
42.
Rail transport
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Rail transport is a means of conveyance of passengers and goods on wheeled vehicles running on rails, also known as tracks. It is also referred to as train transport. In contrast to road transport, where vehicles run on a flat surface. Tracks usually consist of rails, installed on ties and ballast, on which the rolling stock, usually fitted with metal wheels. Other variations are possible, such as slab track, where the rails are fastened to a concrete foundation resting on a prepared subsurface. Rolling stock in a transport system generally encounters lower frictional resistance than road vehicles, so passenger. The operation is carried out by a company, providing transport between train stations or freight customer facilities. Power is provided by locomotives which either draw electric power from a railway system or produce their own power. Most tracks are accompanied by a signalling system, Railways are a safe land transport system when compared to other forms of transport. The oldest, man-hauled railways date back to the 6th century BC, with Periander, one of the Seven Sages of Greece, Rail transport blossomed after the British development of the steam locomotive as a viable source of power in the 19th centuries. With steam engines, one could construct mainline railways, which were a key component of the Industrial Revolution, also, railways reduced the costs of shipping, and allowed for fewer lost goods, compared with water transport, which faced occasional sinking of ships. The change from canals to railways allowed for markets in which prices varied very little from city to city. In the 1880s, electrified trains were introduced, and also the first tramways, starting during the 1940s, the non-electrified railways in most countries had their steam locomotives replaced by diesel-electric locomotives, with the process being almost complete by 2000. During the 1960s, electrified high-speed railway systems were introduced in Japan, other forms of guided ground transport outside the traditional railway definitions, such as monorail or maglev, have been tried but have seen limited use. The history of the growth, decline and restoration to use of transport can be divided up into several discrete periods defined by the principal means of motive power used. The earliest evidence of a railway was a 6-kilometre Diolkos wagonway, trucks pushed by slaves ran in grooves in limestone, which provided the track element. The Diolkos operated for over 600 years, Railways began reappearing in Europe after the Dark Ages. The earliest known record of a railway in Europe from this period is a window in the Minster of Freiburg im Breisgau in Germany
Rail transport
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Four BNSF GE C44-9W diesel locomotives hauling a mixed freight train along the banks of the Columbia River, between Kennewick and Wishram, Washington State, United States
Rail transport
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Horsecar in Brno, Czech Republic
Rail transport
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A British steam locomotive-hauled train
Rail transport
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Tren a las Nubes (Train to the Clouds), located in Salta, Argentina
43.
Maglev
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Maglev is a transport method that uses magnetic levitation to move vehicles without making contact with the ground. With maglev, a vehicle travels along a guideway using magnets to create lift and propulsion, thereby reducing friction by a great extent and allowing very high speeds. In itself, maglev technology includes no moving parts, Maglev trains move more smoothly and more quietly than wheeled mass transit systems. The power needed for levitation is not a large percentage of its overall energy consumption, most goes to overcome drag. Maglev trains hold the record for trains. Compared to conventional trains, differences in construction affect the economics of maglev trains, for high-speed trains with wheels, wear and tear from friction from wheels on rails accelerates equipment wear and prevents high speeds. Conversely, maglev systems have much more expensive to construct. Despite decades of research and development, maglev systems are in operation in just three countries. In April 2004, Shanghais Transrapid system began commercial operations, in March 2005, Japan began operation of its relatively low-speed HSST Linimo line in time for the 2005 World Expo. In its first three months, the Linimo line carried over 10 million passengers, South Korea became the worlds fourth country to succeed in implementing maglev technology with the Incheon Airport Maglev beginning regular operation on February 3,2016. In Japan a new high speed line, the Chuo Shinkansen is planned to become operational in 2027. In the late 1940s, the British electrical engineer Eric Laithwaite and he became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor. Since linear motors do not require physical contact between the vehicle and guideway, they became a fixture on advanced transportation systems in the 1960s and 70s. Laithwaite joined one such project, the hovercraft, although the project was cancelled in 1973. The linear motor was naturally suited to use with maglev systems as well, working at the British Rail Research Division in Derby, along with teams at several civil engineering firms, the transverse-flux system was developed into a working system. The first commercial maglev people mover was simply called MAGLEV and officially opened in 1984 near Birmingham and it operated on an elevated 600-metre section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to 42 km/h. The system was closed in 1995 due to reliability problems, High-speed transportation patents were granted to various inventors throughout the world. Early United States patents for a linear motor propelled train were awarded to German inventor Alfred Zehden, in 1907, another early electromagnetic transportation system was developed by F. S. Smith
Maglev
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SCMaglev test track in the Yamanashi Prefecture, Japan
Maglev
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Transrapid 09 at the Emsland test facility in Germany
Maglev
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The Birmingham International Maglev shuttle
Maglev
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Transrapid at the Emsland test facility
44.
AVE Class 100
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The AVE Class 100, or Series 100, is a high-speed train used for AVE services by the RENFE, in Spain. It was the first high-speed train put into service in Spain, in 1992 and this class lived through all the changes involved in the creation of the Spanish high-speed network, originally the plan was to build the high-speed route to Andalusia on an Iberian gauge track. After various changes in the contract with Alstom and compensation for delays the final eight were delivered, the Iberian sets became the RENFE Class 101 which used to operate the Euromed services along the Mediterranean corridor. The train 100015 set one of the most important speed records in Spain and its previous record had been 330 km/h on an earlier test run. The Class 100 was also involved in speed tests using Talgo carriages and this class has almost exclusively served the Madrid–Seville high-speed rail line. They were used on the Madrid–Barcelona high-speed rail line for a period until introduction of the RENFE Class 102. The units used on the Barcelona line had to have their pantographs changed as well as installation of the ERTMS system, in 2007, after fifteen years of service—half of the trains expected working life—the entire Class 100 fleet was refurbished. RENFE announced that the capacity would be increased to keep the cost down, in addition to the work planned for the trains electrification. In 2013, some S100 trains have changed for French homologation making them compatible with French signaling system. The aim is to create rail service between major French cites and main Spanish cities simultaneously with SNCF, the Series 100 trains were manufactured by Alstom and CAF and are directly derived from the TGV Atlantique that runs in France. A Series 100 train is made up of two 4,400 kW power cars with two motorized bogies each and eight cars with shared bogies. It is compatible with the 1,435 mm standard gauge and it is compatible with overhead currents of 3 kV DC and 25 kV50 Hz alternating current. Unlike its model, it has both the ASFA200 and LZB signaling systems, furthermore, since 2004 nine of the trains have the ERTMS system installed, as well as two extra coaches and cooling systems specially adapted to temperatures in Spain. List of high-speed trains Stamps with AVE Class S-100 Ficha de la serie 100 en la página de Renfe Imágenes interactivas en 360 grados de la clase turista y preferente del S-100
AVE Class 100
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Series 100 train in Seville station
45.
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'
46.
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
47.
Zefiro 380
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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
Zefiro 380
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Bombardier Zefiro 380
Zefiro 380
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Zefiro 250
Zefiro 380
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Zefiro 300
Zefiro 380
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Zefiro 380
48.
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
49.
N700 Series Shinkansen
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Another feature of the N700 is that it accelerates quicker than other shinkansen trains, with a maximum acceleration rate of 2.6 km/h/s. This enables it to reach 270 km/h in only three minutes, because of these improvements, trains can travel between Tokyo and Osaka on a Nozomi run in as little as 2 hours and 22 minutes on a fastest service. N700 series trains gradually replaced 300,500 and 700 series sets on Nozomi services, and by the end of February 2009, all Nozomi through runs were scheduled to use the N700 series exclusively by 2009. By 2011, all regularly scheduled Nozomi services, including runs limited only to the Tokaido Shinkansen, were operated by the N700 series, the N700 is also used on select Hikari services during the day, as well as some early-morning and late-night Kodama runs between Tokyo and Mishima/Hamamatsu. Since March 2009, the N700 series trains have been equipped with wireless internet available for use between Tokyo and Shin-Osaka. Cars 1 to 4 were built by Hitachi Ltd. cars 5 to 14 were built by Nippon Sharyo and it was initially fitted with two auxiliary headlights located below the nose. The first full-production Z set was delivered to JR Central in April 2007, the final Z set, Z80, was delivered from Kawasaki Heavy Industries in February 2012. From fiscal 2013, the fleet of Z sets underwent modifications to some of the improvements featured in the later N700A series sets. Modified sets were re-designated X sets, with cars renumbered in the -2000 subseries, the modified sets are also identified by the addition of a small A added to the right of the bodyside N700 logos. The last original Z set, set Z4, was modified to become set X4 in August 2015, the prototype set Z0 is used as a JR Central test train with cars numbered in the -9000 series, and is not used in revenue service. It was renumbered set X0 in 2014, but the car remain in the -9000 subseries. The 16-car Z sets, Z0–Z80, were formed as follows, cars 5 and 12 each had one single-arm pantograph. For details of manufacturers and delivery details of the converted former Z sets, the N700-1000 series, or N700A, is a new version of the N700 series design delivered from August 2012, and entering revenue service from 8 February 2013. The new version is identical to the existing N700 series sets. The new trains include modified brake discs, bogie vibration detection, six G sets were scheduled to be introduced during fiscal 2012, replacing older 700 series sets, with seven more sets introduced during fiscal 2013. A further 18 sets are on order by JR Central, to be delivered six sets per year between fiscal 2014 and 2016 at a cost of 88 billion yen. The first set, G1, was delivered to Hamamatsu in August 2012, the 16-car G sets are formed as follows, with car 1 at the Shin-Osaka end and car 16 at the Tokyo end. Cars 5 and 12 each have one single-arm pantograph, internally, seats have new moquette seat covers, and LED lighting is used in toilets and washing areas
N700 Series Shinkansen
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JR Central N700 series set Z28 on the Sanyo Shinkansen, April 2009
N700 Series Shinkansen
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Set Z15, June 2008
N700 Series Shinkansen
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The original "N700" logo, February 2011
N700 Series Shinkansen
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N700 series prototype set Z0 on a test run at Hamamatsu, January 2006
50.
E5 Series Shinkansen
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A total of 59 10-car sets are on order, with three sets in service in time for the start of new Hayabusa services to Shin-Aomori in March 2011. Technology incorporated in these trains is derived from the experimental Fastech 360S train tested by JR East, the initial maximum speed in service was 300 km/h, but this was raised to 320 km/h between Utsunomiya and Morioka from the start of the revised timetable on 16 March 2013. From 19 November 2011, a total of six E5 series trainsets were in operation, with sets used on some Hayate. Hayate services operated coupled with E3 series Komachi services, and were limited to a speed of 275 km/h. From the start of the timetable on 17 March 2012. Car 10 is designated Gran Class, featuring 18 power-reclining shell seats with leather seat covers arranged in 2+1 abreast configuration, originally given the provisional name Super Green Car, seat pitch in the Gran Class car is 1,300 mm. Seats are 520 mm wide and recline to an angle of 45 degrees. The pre-series set, S11, did not initially include Gran Class accommodation, Car 9 is designated as Green car accommodation with 55 seats arranged in 2+2 abreast configuration. Seats are 475 mm wide and recline to an angle of 31 degrees, ordinary-class cars have a seat pitch of 1,040 mm, which is 60 mm larger than on the E2 series trains. Seating is arranged in 3+2 abreast configuration, AC power outlets are provided for window seats and rows of seats at car ends. The production sets are formed as follows, with car 1 at the Tokyo end, cars 3 and 7 each have one single-arm pantograph, although only one is normally raised in service. The pre-series set, S11, was delivered to Sendai Depot in May 2009 ahead of extensive test running on the Tohoku Shinkansen, cars 1 to 5 were built by Hitachi in Yamaguchi Prefecture, and cars 6 to 10 were built by Kawasaki Heavy Industries in Hyogo Prefecture. Set S11 made its first appearance at Tokyo Station on 9 December 2009, the first full-production set, U2, was delivered to Sendai Depot in December 2010. In May 2012, the E5 series was awarded the 2012 Blue Ribbon Award, a formal presentation ceremony was held at Tokyo Station on 20 November 2012. The pre-series set, S11, was upgraded to standard in February 2013. It retains the flush plug doors for the passenger doors immediately behind the driving cabs, from the start of the revised timetable on 16 March 2013, the maximum speed in service was raised from 300 km/h to 320 km/h between Utsunomiya and Morioka. As of 31 December 2015, the fleet is as follows, a special Joetsu Shinkansen 30th Anniversary service ran from Niigata to Tokyo on 17 November 2012 using E5 series set U8, with a special ceremony at Niigata Station before departure. This was the first revenue-earning service operated on the Joetsu Shinkansen by an E5 series trainset, an order for four 10-car trainsets based on the E5 series design was placed by JR Hokkaido in February 2014 for use on Hokkaido Shinkansen services from March 2016
E5 Series Shinkansen
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E5 series shinkansen on a Hayabusa service, March 2011
E5 Series Shinkansen
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PS208 pantograph
E5 Series Shinkansen
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E5 series set U6 on a Hayate service, November 2011
E5 Series Shinkansen
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Bodyside "Hayabusa" logo
51.
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)
52.
L0 Series
–
The L0 Series is a high-speed maglev train that the Central Japan Railway Company is developing and testing. JR Central plans to use the L0 Series on the Chūō Shinkansen railway line between Tokyo and Osaka, which is under construction, the L0 Series uses the Japanese-designed SCMaglev system. Mitsubishi Heavy Industries and Nippon Sharyo, a subsidiary of JR Central, are building fourteen pre-production vehicles, a seven-car train set a land speed record for rail vehicles of 603 km/h on 21 April 2015. The trains are planned to run at a speed of 505 km/h. The end cars of L0 Series trainsets are 28 metres long, the nose extends 15 metres for better aerodynamics and reduced noise in tunnels. Intermediate cars are 24.3 metres long and carry 68 passengers each, each row is four seats wide, one less than JR Central shinkansen trains. The cars are more box-shaped than earlier models to allow for more interior space, cars are painted white and blue. During normal operation, the train is expected to operate at a speed of 505 km/h. The first L0 series vehicle was delivered to the Yamanashi Maglev Test Line, the first five vehicles were linked up and placed on the guideway in June 2013. The maximum speed of test runs was gradually increased, reaching 500 km/h by the end of July 2013, the five-car train was lengthened to seven cars in September 2013, and test-running as a 12-car formation commenced on 25 June 2014. The train was reverted to a 7-car formation later in 2014, construction on the Chuo Shinkansen line on which the train is intended to run began in December 2014. The first section to Nagoya is expected to be completed in 2027 and that section will be approximately 85% tunnels with an estimated cost of 5.5 trillion yen. The complete line to Osaka is expected to cost 9 trillion yen, in order to help finance the project, JR Central is seeking to sell L0 series trains to foreign countries. The company is lobbying local officials in the United States to build a line between Houston and Dallas, another possible route from Washington, D. C. to Baltimore has received political support in the United States. JR Central chairman Yoshiyuki Kasai plans to speak with U. S. President Barack Obama about the L0 Series during Prime Minister Shinzo Abes 28 April 2015 visit. A series of endurance and speed tests were carried out on the 42.8 km test rail in April 2015 to examine the reliability and durability of the L0 after repeated high speed usage, several speed and distance records were set in the process. The speed of 590 km/h was sustained for a period of 19 seconds and this speed record was broken again on 21 April 2015, when a manned seven-car set recorded a top speed of 603 km/h. The train hit its top speed at 10,48 am, with 49 JR Central employees on board, the train sustained the speed for 10.8 seconds, travelling 1.8 kilometres during that time
L0 Series
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A test run of a five-car set, September 2013
L0 Series
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A seven-car trainset undergoing test-running in August 2014
L0 Series
L0 Series
53.
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
54.
SNCF TGV Atlantique
–
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
55.
Siemens Velaro
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Siemens Velaro is a family of high-speed EMU trains used in Germany, Belgium, the Netherlands, Spain, China, Russia and Turkey. In the future these trains are also to be used in Great Britain, the Velaro is based on the ICE 3M/F high-speed trains manufactured by Siemens for Deutsche Bahn. Deutsche Bahn were the first to order Siemens high speed trains, the Deutsche Bahn ordered 13 of these units in 1994, the NS four units. The trains were delivered in 1999 for service, the trains were labelled and marketed as the Velaro by their manufacturer, Siemens. Siemens developed its Siemens Velaro based on the ICE 3M/F, Spains RENFE was the first to order Velaro trains, known as Velaro E, for their AVE network. Wider versions were ordered by China for the Beijing-Tianjin high-speed rail and Russia for the Moscow–Saint Petersburg, since December 2013, the latest generation, Velaro D has been running in its home country, Germany. In July 2006 a Siemens Velaro train-set reached 403.7 km/h, at that time, this was the world record for railed and unmodified commercial service trainsets. The Velaro is a development of the ICE3 family of high-speed EMUs built for Deutsche Bahn. Types are the ICE3 for domestic ICE service and ICE 3M, the ICE 3M can run on four different railway electrification systems in use on Europes main lines and supports various train security systems. Deutsche Bahn ordered 13 of these units in 1994, the NS four designed to run between the German and Dutch rail networks, the latter trains carry NS logos but DB and NS operate the trains together as a pool. As of 2007, six modified trains designated ICE3 MF, on the French LGV Est, these trains run at a top speed of 320 km/h. Velaro E is a Spanish version of the Velaro family, in 2001, RENFE ordered sixteen Velaros designated AVE Class 103. The order was increased to a total of 26 trains. The trains serve the 621 km Barcelona–Madrid line at speeds up to 310 km/h for a time of 2 hrs 30 mins. The first units were delivered in July 2005 and completed their first test runs in January 2006, on 15 July 2006, a train achieved a top speed of 403.7 km/h between Guadalajara and Calatayud on the Madrid–Zaragoza line. This is a Spanish record for railed vehicles, Velaro CRH3C is a Chinese version of the Velaro. In November 2005, China ordered 60 trains for the Beijing–Tianjin Intercity Railway, the eight-car trains are very similar to Spains Velaro E, but 300 mm wider to fit in almost 50% more seats in a 2 plus 3 layout. In the CRH3C version, a 200-metre-long Velaro train will seat 600 passengers and these trains were manufactured jointly by Siemens in Germany and CNR Tangshan in China
Siemens Velaro
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ICE 3 on the Cologne–Frankfurt high-speed rail line
Siemens Velaro
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ICE 3 (Class 403) (Mar. 2007)
Siemens Velaro
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ICE 3 (Class 406) approaching Frankfurt (Main) Hauptbahnhof.
Siemens Velaro
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Siemens Velaro E at Innotrans 2006 in Berlin.
56.
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
57.
Intercity-Express
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The Intercity-Express or ICE is a system of high-speed trains predominantly running in Germany and its surrounding countries. It is the highest service category offered by DB Fernverkehr and is the flagship of Deutsche Bahn, the brand name ICE is among the best-known in Germany, with a brand awareness close to 100%, according to DB. There are currently 259 trainsets in five different versions of the ICE vehicles in use, named ICE1, ICE2, ICE T, ICE3, the ICE3, including its variant models, is made by a consortium led by Bombardier and Siemens. Procurement of a version, ICx, began c. 2008, and was rebranded ICE4 in late 2015, introduction of the trains are expected from 2016. Apart from domestic use, the trains can also be seen in countries neighbouring Germany, there are, for example, ICE1 lines to Basel and Zurich. ICE3 trains also run to Liège and Brussels and at speeds to Amsterdam. On 10 June 2007, a new line between Paris and Frankfurt/Stuttgart was opened, jointly operated by ICE and TGV trains, ICE trains to London via the Channel Tunnel are planned for 2018. While ICE 3M trains operate the Paris-Frankfurt service, SNCFs TGV runs from Paris to Munich, German and Austrian ICE T trains run to Vienna. On 9 December 2007, the ICE TD was introduced on the service from Berlin via Hamburg to the Danish cities of Aarhus and Copenhagen. The Spanish railway operator RENFE also employs trains based on the ICE3 called AVE Class 103 which are certified to run at speeds up to 350 km/h. Wider versions were ordered by China for the Beijing–Tianjin Intercity Railway link and by Russia for the Moscow – Saint Petersburg, the Deutsche Bundesbahn started a series of trials in 1985 using the InterCityExperimental test train. The IC Experimental was used as a train and for high-speed trials. The train was retired in 1996 and replaced with a new trial unit, the order was extended to 60 units in 1990, with German reunification in mind. However, not all trains could be delivered in time, the ICE network was officially inaugurated on 29 May 1991 with several vehicles converging on the newly built station Kassel-Wilhelmshöhe from different directions. The first ICE trains were the trainsets of ICE1, which came into service in 1989, the Hanover-Würzburg line and the Mannheim-Stuttgart line, which had both opened the same year, were hence integrated into the ICE network from the very beginning. Due to the lack of trainsets in 1991 and early 1992, prior to that date, ICE trainsets were used when available and were integrated in the Intercity network and with IC tariffs. In 1993, the ICE line 6s terminus was moved from Hamburg to Berlin, from 1997, the successor, the ICE2 trains pulled by Class 402 powerheads, was put into service
Intercity-Express
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A German ICE 3 trainset
Intercity-Express
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InterCityExperimental (ICE V) first run as a full train, near Munich (Sept. 1985)
Intercity-Express
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ICE 1 on the Nuremberg-Ingolstadt line (Dec. 2006)
Intercity-Express
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ICE 2 near Ingolstadt (Feb. 2007)
58.
ICE 1
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The ICE1 is the first batch-produced German high-speed train and one of six in the InterCityExpress family. Revenue service at speeds up to 250 km/h started in 1991 and it was raised to 280 km/h in May 1995 and later reduced to 250 km/h again. Today, only a handful of ICE1 services on the Nuremberg-Ingolstadt high-speed rail line reach 280 km/h, trainsets consist of two power cars and up to 14 intermediate cars. Occasionally, power cars and intermediate cars of the ICE2 are used as well, unlike later ICE generations, trainsets always operate as a whole train and units cannot be coupled in regular service. One of the 60 trainsets was destroyed in the Eschede train disaster, the others were refurbished between 2005 and 2008 and will remain in service for ten to fifteen additional years. ICE1 trains consist of two powerheads and 9 to 14 intermediate cars, because trainsets are not separated in regular service, they can be seen as multiple units from an operational point of view. During the refurbishment, which was completed in late 2008, trainsets were standardized to 12 intermediate cars, until the refurbishment was completed, there had been three different configurations of ICE1 trainsets, Refurbished trainsets consist of two power cars and 12 intermediate cars. These include four first class cars, including the car with the conductors compartment, one restaurant car. Smoking is prohibited in all cars, cars 1,3,9,11 and 14 are equipped with cellular repeaters. Non-refurbished trainsets for domestic service consisted of three first class cars, seven second class cars, a car and a restaurant car. Car number 7 might have one of three types, an original second class car of the ICE1, a second-class-car from the ICE2 or a first class car from the ICE1. Prior to the refurbishment this train would have had 192 seats in first class,567 seats in class and 40 seats in the restaurant car plus four in the conference compartment. Two spaces for wheelchairs are available, most cars of the ICE1 offer both compartments and rows of seats, just like the seating in German InterCity cars. Cars at the ends of the used to be smoking areas. There are quiet cars as well as cars that were equipped with cell phone repeaters. Some seats were designed to turn to face the direction of travel, the class 401 power car includes the cab and the engine compartment. Besides the drivers seat and controls, the cab features a second seat, the engine compartment has a central corridor with door at both ends as well as a door on each side of the power car. Both bogies are powered by two forced-air cooled traction motors each, each motor has a continuous power rating of 1,250 kW, the UIC power rating of the vehicle is 4,800 kW, and the largest starting tractive effort 200 kN
ICE 1
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ICE 1
ICE 1
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ICE 1 power car at Nuremberg
ICE 1
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ICE Power Car 401 072-4 in Frankfurt am Main
ICE 1
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Cab of a Class 401 Power Car
59.
RENFE Class 120 / 121
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The RENFE Class 120 are high-speed electric multiple units used on Alvia services in Spain. The units are similar to the Class 120 but include additional electrical equipment for redundancy. The trainsets are 4-unit multiple units capable of operating in pairs, the inner axle of each carriage bogie is powered by a body mounted three phase asynchronous traction motor via a cardan shaft final drive. The electrical power is regulated by IGBT devices with one converted per carriage, the bogies are of welded steel construction with primary coil springs and secondary air suspension. Tractive forces are transmitted by a pivot pin. The bogies incorporate CAFs BRAVA system which allows gauge-changing without stopping and operating speeds of up to 275 km/h The maximum axleload is 15.6 tonnes, the vehicles are air conditioned with one toilet per car. Passenger services include individual audio systems, and audio and visual information systems, one seat is reserved for disabled passengers, and wheelchair ramps are fitted. The drivers cab is also air conditioned, and the train is equipped with GSM-R systems, there are 156 seats in standard accommodation and 82 seats in first class. The 121 class are built to the design as the original 120 Class but have additional electrical equipment. Additionally all the seating is in increasing the capacity to 282. The first trainset was produced in 2004 and began testing, services on the Madrid to Barcelona line began in 2006. The trainsets have operated on the Madrid-Pamplona-Hendaye, Madrid-Logroño, Barcelona-Vigo, the first trains entered service on the Madrid-Segovia-Valladolid line on 26 January 2009. They are currently used for the Avant services Barcelona-Lleida, A Coruña-Ourense, the 6-car TCDD HT65000 electric multiple units ordered from CAF by the Turkish State Railways for the Istanbul-Ankara high-speed line are based upon the Class 120 design. High-speed rail in Spain List of high-speed trains RENFE Class 120 and 121 in detail publisher, Via Libre, 11/2009, via www. caf. net Images of RENFE Class 120 trains fototrenes. tranvia. org
RENFE Class 120 / 121
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RENFE 120-6051 at Valladolid - Campo Grande (Valladolid)
60.
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
61.
E7 Series Shinkansen
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The E7 series is a Japanese Shinkansen high-speed train type operated by East Japan Railway Company on the Hokuriku Shinkansen since 15 March 2014. Jointly developed alongside the similar JR West W7 series, the first E7 series trains were delivered in late 2013, externally, the roof is finished in a sky blue colour, and the bodysides are ivory white with copper and sky blue lining. The bodyside logos consist of a number 7 in silver stylized as an arrowhead, manufacture of the E7 series sets was shared between Hitachi in Kudamatsu, Yamaguchi, J-TREC in Yokohama, and Kawasaki Heavy Industries in Kobe. J-TREC is building five E7 series sets, starting in July 2013, 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. Initially, E7 series trainsets operated seven return Asama services daily, the 12-car sets are numbered F1 onward, and consist of 10 motored intermediate cars with non-powered end cars. Car 11 provides Green car accommodation, and car 12 provides Gran Class luxury accommodation, sets are formed as shown below, with car 1 at the Tokyo end. 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 car, 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. In December 2011, the Mainichi Shimbun reported that JR East was considering developing new E7 series 10-car sets based on the existing E2 series design for use on Hokuriku Shinkansen services. Details of the new trains were announced jointly by JR East. The first E7 series train was delivered to Sendai Depot in November 2013, night-time testing commenced in December 2013 on the Nagano Shinkansen, with daytime test-running between Nagano and Tokyo starting on 8 January 2014. The design of the logo to be applied to the sides of cars 1 and 12 was officially unveiled in February 2014, the first three trains, sets F1 to F3, entered regular passenger service from the start of the revised JR East timetable on 15 March 2014. The entire fleet of 17 sets, numbered F1 to F17, was delivered by the start of the 14 March 2015 timetable revision, although sets F16 and F17 did not enter revenue service until after this date. In May 2015, the E7 series and JR West W7 series were awarded the 2015 Blue Ribbon Award, a presentation ceremony was held at JR Wests Hakusan Depot on 24 October 2015. As of 31 December 2015, all 18 sets on order had been delivered, all sets are based at Nagano Shinkansen Depot
E7 Series Shinkansen
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E7 series set F4 on an Asama service, April 2014
E7 Series Shinkansen
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Logo on the side of car 12
E7 Series Shinkansen
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Interior of Gran Class car 12
E7 Series Shinkansen
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Gran Class seating
62.
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
63.
SNCF TGV La Poste
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The SNCF TGV La Poste trains were built by Alstom between 1978–1986. These TGV units are essentially TGV Sud-Est trainsets that are modified for transporting mail for the French postal carrier La Poste, the top speed is 270 km/h, making them the fastest freight trains in the world. 5 half-trainsets were built, numbered 1-5, a further two, numbered 6 and 7, were converted from former TGV-SE trainset no.38. Each half-trainset consists of a car and four intermediate-trailers. In 2009, La Poste reduced services from 8 to 6 daily round trips, on 21 March 2012 a demonstration freight train ran to London St Pancras International, but there was no follow-up. In mid-2015, La Poste ended TGV postal services, shifting mail services to swap bodies instead, the final service was on 27 June 2015 between Cavaillon and Charolais. In December 2016, La Poste dismantled 3 trainsets, the company SME was in charge of this operation. British Rail Class 325,161 km/h Postal EMUs used in Britain
SNCF TGV La Poste
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TGV postal near Chevry-Cossigny.
64.
British Rail Class 180
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The Class 180 is a British diesel multiple-unit train built by Alstom at Washwood Heath in Birmingham between 2000 and 2001 for then-new express services operated by First Great Western. They are part of the Coradia 1000 family, along with the Class 175, for commercial purposes the Class 180s were given the branding Adelante, a name devised by FirstGroup, which has continued to be used by Hull Trains. After recurring technical problems with the trains, FGW handed all the back to Angel Trains in March 2009. The units were assigned to other companies. However, in 2012, FGW announced that it would be refurbishing and relaunching five Class 180 units, in the late 1990s, FGW was keen to increase to half-hourly the frequency of its express service from London Paddington to South Wales. This required extra high-speed rolling stock, but there was little available, FGW therefore ordered fourteen 125 mph diesel multiple units from Alstom, similar to the 26 Class 175s then under construction for sister company First North Western. The order reportedly cost £74.5 million, financing was organised by Wiltshire Leasing, the first unit,180101, was unveiled on 18 April 2000. However, following a string of problems, full main line testing did not begin until December 2000, despite this, Alstom claimed that the trains could enter service in time for the May 2001 timetable change. This date too was missed, and the trains did not go into service until the next timetable change. There are 14 Class 180 sets, numbered 180101-180114, there are five cars per unit, two Standard Class Driving Motors, two Standard Class Intermediate Motors and a First Class Intermediate Motor. The trains feature a transmission, supplied by Voith which is a three-speed type. These trains are the only diesel-powered high-speed trains in the world with diesel-hydraulic transmission, one bogie per coach is powered, with both axles driven. Total vehicle weight is 278 tonnes and this allows them to be joined with Class 175 units in an emergency—the Class 175s were introduced by First North Western, a sister company to First Great Western. Hull Trains acquired two Class 180 units to replace a damaged Class 222 Pioneer, which operated with the remaining Class 222s between London Kings Cross and Hull. In 2008, the Department for Transport decided that Hull Trains Class 222s should be cascaded to East Midlands Trains, the acquired units have undergone an internal refit including the installation of laptop sockets and new coffee machines. They first began operation in late January 2009, the refurbishment was completed in early 2011. To ensure reliability, Hull Trains Class 180s are maintained alongside the Great Western Railway sub-fleet, at Old Oak Common depot, in West London. Grand Central initially planned to operate a pair of Class 180s on its London to Sunderland route, the two 180s joined the companys three high-speed trains
British Rail Class 180
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First Great Western Class 180 unit at Moreton-in-Marsh
British Rail Class 180
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The original interior of Standard Class on a Class 180 DMSO vehicle
British Rail Class 180
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First Hull Trains 180113 at London King's Cross
British Rail Class 180
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Grand Central 180112 at London King's Cross
65.
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
66.
ICE T
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Tracy Lauren Marrow, better known by his stage name Ice-T, is an American rapper, metal vocalist and actor. He began his career as a rapper in the 1980s and was signed to Sire Records in 1987, the next year, he founded the record label Rhyme $yndicate Records and released another album, Power. He co-founded the heavy metal band Body Count, which he introduced in his 1991 album O. G, Body Count released its self-titled debut album in 1992. Ice-T encountered controversy over his track Cop Killer, which was perceived to glamorize killing police officers, Ice-T asked to be released from his contract with Warner Bros. Records, and his solo album, Home Invasion, was released later in February 1993 through Priority Records. Body Counts next album was released in 1994, and Ice-T released two albums in the late 1990s. Since 2000, he has portrayed NYPD Detective Odafin Tutuola on the NBC police drama Law & Order, on August 1,2006 the fourth Body Count album Murder 4 Hire was released, followed by Manslaughter on June 10,2014. Tracy Lauren Marrow, son of Solomon and Alice Marrow, was born in Newark, Solomon was an African American, and Alice was Creole. For decades, Solomon worked as a conveyor belt mechanic at the Rapistan Conveyor Company, when Marrow was a child, his family moved to upscale Summit, New Jersey. Relaying this incident to his mother, she told him, Honey, people are stupid, her advice and his mother died of a heart attack when he was in third grade. Solomon raised Marrow as a father for four years, with help from a housekeeper. Marrows first experience with an illegal activity occurred after a bicycle that Solomon bought him for Christmas was stolen, after Marrow told his father, Solomon shrugged, Well, then, you aint got no bike. Marrow stole parts from bicycles and assembled three or four weird-looking, brightly painted bikes from the parts, his father either did not notice or never acknowledged this, when Marrow was 12 years old, Solomon died of a heart attack. For many years, AllMusic. com has stated that his parents died in an accident, but Ice-T has stated that it was actually he who had been in a brutal auto accident. While his cousin Earl was preparing to leave for college, Marrow shared a room with him, Earl was a fan of rock music and listened to only the local rock stations, sharing a room with him spurred Marrows interest in heavy metal music. Marrow moved to the Crenshaw District of Los Angeles when he was in the 8th grade and he attended Palms Junior High, which was predominantly made up of white students, and included black students bussed in from South Central. He attended Crenshaw High School, which was almost entirely made up of black students, Marrow stood out from most of his friends because he did not drink alcohol, smoke tobacco, or use drugs. During high school, gangs began to intensify in the Los Angeles school system, students who belonged to the Bloods and Crips gangs attended Crenshaw, and fought in the schools halls
ICE T
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Ice-T in Manhattan on set of Law & Order: Special Victims Unit in March 2011
ICE T
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External video
ICE T
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Ice-T with Christopher Meloni shooting Law & Order: SVU on Broome Street in SoHo, New York City (October 10, 2008)
ICE T
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Ice-T at the 2009 Tribeca Film Festival for the premiere of Burning Down the House
67.
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
68.
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
69.
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
70.
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
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.
400 Series Shinkansen
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The fleet of 400 series trains was leased by JR East from the owning company, Yamagata JR Chokutsū Tokkyū Hoyū Kikō, a third-sector company jointly owned by JR East and Yamagata Prefecture. They were originally six-car sets, but a car was added in 1995 to each set due to the popularity of the new Tsubasa services. The pre-series set, S4, was delivered in October 1990 and this was a six-car set arranged as shown below with all cars motored. The unit featured three different types of bogies, DT9028 on cars 1 and 3, DT9029 on cars 2 and 4. The Green car seats featured seat-back TV screens, a feature not used on the subsequent production sets, test running began on the Ōu Main Line between Niwasaka and Itaya on 14 November 1990. From 23 January 1991, test running began in conjunction with a newly converted 200 series 8-car K set on the Tōhoku Shinkansen between Sendai and Kitakami. On 26 March 1991, the 400 series set S4 established a new Japanese speed record of 336 km/h on the Jōetsu Shinkansen in the Yuzawa Tunnel between Echigo-Yuzawa and Urasa. On 19 September 1991, the set a new speed record of 345 km/h on the same stretch of track. Test running continued into 1992, with set S4 reaching Tokyo for the first time on 20 May 1992, the pre-series set was then modified to bring it up to production batch standards, becoming set L1 on 29 June 1992. The production 400 series sets were configured as shown below following the addition of a car in late 1995. Cars 1 and 2 were built by Tokyu Car Corporation, cars 3 to 4 were built by Hitachi, cars 12 and 14 were equipped with pantographs. The dark grey on the roof and around the cab windows was removed, clearances were much reduced compared to previous Shinkansen lines, and thus the 400 series units were much narrower than previous Shinkansen trains. At shinkansen stations, steps extended from beneath the doors to bridge the gap between the trains and platforms, Green car accommodation had with 2+1 abreast seating, unlike the E3 series trains which replaced them, which featured 2+2 seating in both standard and Green cars. Seat pitch was 1,160 mm in Green class,980 mm in reserved-seating cars, when the fleet received life-extension refurbishment between 1999 and 2001, the interiors were also refurbished with new seat moquette. The reserved seating cars received red moquette, while the seating cars received turquoise moquette. The fleet of 12 six-car sets entered service on the new Tsubasa shinkansen services from 1 July 1992, the six-car sets were all lengthened to seven cars between November and December 1995 with the addition of a new type 429 trailer car as car 15. Withdrawals started in December 2008, with the first set, L1, the entire fleet was scheduled to be withdrawn by summer 2009 and replaced by new E3-2000 series trains. However, one set, L3, remained in service until 18 April 2010, list of high speed trains 400 Series Tsubasa/Nasuno
400 Series Shinkansen
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400 series on Tsubasa service at Yonezawa Station, March 2005
400 Series Shinkansen
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411-3 (car 11)
74.
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
75.
SBB-CFF-FFS RABDe 500
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The RABDe 500, is a Swiss passenger train which was introduced in 2000, in time for Expo.02 held in western Switzerland in 2002. Its maximum speed is 200 km/h, which can be reached on the Mattstetten–Rothrist new line, however, as of 2011 the RABDe 500 is not currently used on this line, except on the branch to Solothurn. It was a joint development by Bombardier, Swiss Federal Railways and Alstom, forty-four RABDe 500 trains with a total of 308 coaches were delivered to SBB-CFF-FFS between 1999 and 2005. The RABDe 500 often run with two compositions, each with seven carriages, both including a dining car. Four of the seven carriages are second class, in first class, some compartments have electric power supply sockets and mobile phone reception enhancers. The introduction of the RABDe 500 was delayed by a lack of supplies from ADtranz, nevertheless, its rolling stock was fully in use by the time for the Expo. The RABDe 500 trains are operated by Swiss Federal Railways, the RABDe 500 was put into service on 28 May 2000, with services from St. Gallen via Winterthur, Zürich and Biel/Bienne to Lausanne. In each train composition, an introduction of the featured writer was placed near the door. The RABDe 500 is a multiple unit - there is no locomotive in the classical sense. The Motors are located under the second class cars, the first class cars and the restaurant car are spared the electrical noises from the asynchronous motors. The RABDe 500 can operate at up to 200 km/h when under ETCS level 2 supervision, all forty-four RABDe 500 trains are named after famous Swiss scholars, artists, writers, politicians, engineers, and architects
SBB-CFF-FFS RABDe 500
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RABDe 500 041 William Barbey at Lugano.
SBB-CFF-FFS RABDe 500
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An RABDe 500 at speed.
SBB-CFF-FFS RABDe 500
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Two connected RABDe 500
76.
SJ 2000
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X2000, also called X2, is a tilting train operated by SJ in Sweden. It was constructed by Kalmar Verkstad in Kalmar, Sweden and launched in 1990 as a first-class only train with an included in the ticket price. There is a bistro on board that serves snack bar-style dishes, the trains were initially used sparingly to avoid electrical breakdowns. From 1995 the trains were used more intensively and second class was introduced, X2000 was originally a brand name for a number of train connections with a certain service level. Generally the X2 train is used, but because of lack of vehicles, sometimes other types have been used. These connections were called X2000 on the tickets anyway, since December 2011, all high speed services of SJ using X2 or X55 trains are called SJ Snabbtåg or SJ High-speed train. The trains designated top speed is 210 km/h and it reached 276 km/h during a trial run with double locomotive units in 1993. Other 19th century railways are generally curvier and it typically averages about 150 km/h. The fastest part is Katrineholm–Skövde, a distance of 180 km that is covered in 1h 2min, in 2000-2004, seven trains were operated by Linx on the lines Oslo-Gothenburg-Malmö-Copenhagen and Oslo-Stockholm. Linx was a joint venture between SJ and its Norwegian counterpart NSB and it was wound up when SJ wanted to move the trains to more profitable lines in Sweden. Low-fares airlines also played a part in siphoning off passengers from the comparatively slow Linx services, all trains are equipped with Wi-Fi for passenger access to the Internet and were repainted grey as of 2005. The trains also have power supply sockets at all seats in both first and second class. The trains have been fitted with repeaters to improve mobile phone reception, the train has had a major effect on SJ and the countrys railway. More passengers, together with the operating costs associated with operating trains faster and more efficiently. It also proved to Swedes that rail is a solution not just in exotic densely populated foreign countries. In 1991, the government started an investment program, spending 5-10 billion kronor annually on improvements to the rail network. A milestone was reached in the nineties when the number of trips taken by train in Sweden exceeded the 1940s level for the first time. New links built since 1990 include the Øresund Bridge, the Arlanda Airport link, Södertälje–Huddinge, Söderhamn–Enånger, Varberg–Kungsbacka, the X2000 train undoubtedly contributed to building public support for these large projects
SJ 2000
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X2 Graverfors
SJ 2000
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An SJ 2000 of SJ AB, photographed on 5 February 2005
SJ 2000
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An X 2000 used for a direct connection between Stockholm, Sweden, and Copenhagen, Denmark, across the Øresund Bridge. Picture taken at Hovedbanegården, Copenhagen Central Station, in September 2005
SJ 2000
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modernised second class interior
77.
British Rail Class 800
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The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom, based on the Hitachi A-train design. They are to be built by Hitachi from 2015, the first units will be delivered for the Great Western Main Line, beginning service there in July 2017 and on the East Coast Main Line from 2018. These trains will be built at Hitachis purpose-built facility at Newton Aycliffe, the train specification requires that this changeover can occur at line speed. The trains can be converted to operation by removal of the diesel engines. A total of 80 sets will be constructed, with 36 five-car and 21 nine-car units intended for operation with Great Western Railway, in March 2016, Virgin Trains East Coast announced that its Intercity Express Programme trains would carry the brand name Azuma, the Japanese word for East. In June 2016, Great Western Railway announced that its IEP trains would be known as Intercity Express Trains, in July 2016, it was announced that GWRs intended fleet of Class 801s were to be converted from pure EMUs to bi-mode units due to delays in the electrification. Subsequently these were reclassified as Class 800/3, the original 1.35 m3 fuel tanks will also be replaced with larger 1.55 m3 tanks. On 30 June 2016, GWRs test IEP ran from Reading to London Paddington carrying invited dignitaries, the GWR units will enter service from July 2017. British Rail Class 395 British Rail Class 801 British Rail Class 802 British Rail Class 390 British Rail Class 373 Official Website, Hitachi IEPTrain. co. uk
British Rail Class 800
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Hitachi Class 800 undergoing dynamic testing at Old Dalby
British Rail Class 800
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Class 800
British Rail Class 800
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Great Western Railway
78.
British Rail Class 801
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The Class 801 Super Express is the electric multiple unit variant of the Hitachi Super Express, based on the Hitachi A-train, high-speed trains to be used in the United Kingdom. They are being built by Hitachi from 2015, the first units were planned to be delivered for the Great Western Main Line, commencing service in 2017. These trains will be built at Hitachis purpose built facility at Newton Aycliffe, the Class 801 units were designed as electric multiple units. As a consequence, Class 801 units will be used exclusively on the ECML, British Rail Class 395 British Rail Class 800 British Rail Class 802 Official Website, Hitachi
British Rail Class 801
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Artist's impression of a Hitachi Super Express train
British Rail Class 801
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Class 801
British Rail Class 801
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Great Western Railway
79.
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
80.
High-speed rail in the United States
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Plans for high-speed rail in the United States date back to the High Speed Ground Transportation Act of 1965. Various state and federal proposals have followed, despite being one of the worlds first countries to get high-speed trains, it failed to spread. Definitions of what constitutes high-speed rail vary, including a range of speeds over 110 miles per hour, inter-city rail in the United States with top speeds of 90 mph or more but below 125 mph is sometimes referred to as higher-speed rail. The Acela Express and the Northeast Regional are currently the only services in the country, construction is under way on sections traversing the Central Valley. Phase I will be completed in 2029, and phase II will likely be completed before 2040, the Texas Central Railway is a line being built from Houston to Dallas with speeds up to 205 mph, that should be completed in 2021. There are also higher-speed rail projects in parts of the country. Authorities in the United States maintain various definitions of high-speed rail, there is no current train service in the United States which meets all of the domestic criteria for high-speed rail. In Europe the definition of a speed for newly built high-speed railways is 250 km/h. This is the case in the United States, top speeds of at least 150 mph on completely grade-separated, dedicated rights-of-way. Intended to relieve air and highway capacity constraints, High-Speed Rail – Regional, Relatively frequent service between major and moderate population centers 100–500 miles apart, with some intermediate stops. Top speeds of 110–150 mph, grade-separated, with some dedicated, intended to relieve highway and, to some extent, air capacity constraints. Emerging High-Speed Rail, Developing corridors of 100–500 miles, with potential for future HSR Regional and/or Express service. Top speeds of up to 90–110 mph on primarily shared track, intended to develop the passenger rail market, and provide some relief to other modes. Top speeds of up to 79 mph to as high as 90 mph generally on shared track, intended to provide travel options and to develop the passenger rail market for further development in the future. However, state-level departments of transportation and council of governments may use different definitions for high-speed rail. These agencies have a category for higher-speed rail which can be a wide range of speeds between 80 mph and 150 mph. Freight on American railroads had to travel longer distances, so railroads developed longer cars that could be joined into longer trains. In contrast to Europe, these freights traveled past very few buildings that were at risk of structural damage from vibrations created by heavy passing trains
High-speed rail in the United States
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Acela Express train at Old Saybrook, Connecticut
High-speed rail in the United States
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Streamlined 4-6-2 "President"-class steam locomotive on B&O 's New York – Washington, D.C. Royal Blue in 1937
High-speed rail in the United States
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Burlington Pioneer Zephyr passenger train approaching station and waiting passengers at East Dubuque, Illinois, in 1940
High-speed rail in the United States
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Metroliner trains were developed in the U.S. for rapid service between New York and Washington, DC.
81.
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
82.
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
83.
High-speed rail in Indonesia
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Plans and studies have been in the works for high-speed rail in Indonesia since before 2010. A new plan to build a HSR was announced by Indonesian Government in July 2015, plans were also mentioned for a possible later extension of the HSR to Indonesias second largest city, Surabaya in East Java. Both Japan and China had expressed their interest in the project, previously, both countries had carried out comprehensive studies for a project for the Jakarta–Bandung section. Only the Japanese agency, JICA, had issued a study for a project extending to Surabaya, the Indonesian HSR bid marked rivalry between Japan and China in their competition for Asian infrastructure projects. On late September 2015, Indonesia awarded the project to China. It was said that China’s offer to build the Jakarta–Bandung line without requiring an official loan guarantee nor funding from Indonesia was the point of Jakartas decision. The construction will be At Grade 71,630 km, elevated 53,540 km. and Tunnel 15,630 km. length.135 million. Concession period is 50 years from May 31,2019 and cannot be prolonged, groundbreaking has been done on January 21,2016. The HSR is project of 60 percent of Indonesian consortium and 40 percent of China Railway International, the Jakarta–Bandung high-speed rail is planned to begin its operations to public in 2019. The Japanese proposal can start only by 2023. The section Bandung-Surabaya, though a priority due to heavy congestion, has been officially shelved for budget reasons since early 2015. In October 2016, Indonesian government has announced to build 600 km medium-high speed railway between Jakarta and Surabaya, and invited Japan to invest at this project, since 2008, Japan has been long-nurtured the plan to export their Shinkansen high-speed railway technology to Indonesia. During Indonesia-Japan Friendship Festival in November 2008, Japan has showcased their Shinkansen technology to impress Indonesian audiences, the island, similar in many respects to pre-HSR Honshu, suffers greatly from both freight and passenger congestion. The JICA detailed feasibility study was finished in 2014, following up on a study in 2012. By 2013 Indonesia has been undergoing a revival in railway expansion, High-speed corridors have been proposed but not implemented. Japan – with its reputation as a world-class train-maker – seemed destined to win the contract, however, in 2014 Indonesian government changes, as Joko Widodo swore as a new president in October 2014. Japanese domination in high-speed rail project seemed to be unchallenged, however, that was until April 2015 when China had entered the race with a counter-offer. In March, Joko Widodo traveled to Tokyo and Beijing, in April 2015, China submitted a bid for the Indonesian high-speed rail project – much to Japan’s dismay
High-speed rail in Indonesia
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Shinkansen E5 series proposed by Japan.
High-speed rail in Indonesia
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CRH380A proposed by China.
84.
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.
85.
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
86.
Philippine National Railways
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The Philippine National Railways, or PNR, is a state-owned railway company in the Philippines, operating a single line of track on Luzon. As of 2016, it operates one commuter rail service in Metro Manila, PNR began operations on November 24,1892 as the Ferrocarril de Manila-Dagupan, during the Spanish colonial period, and later becoming the Manila Railroad Company during the American colonial period. It became the Philippine National Railways on June 20,1946 by virtue of Republic Act No.4156, the PNR is an agency of the Department of Transportation and Communications. PNR used to operate over 1,100 km of route from La Union up to Bicol, however, continued neglect in past decades reduced PNRs efficiency and railroad coverage. Persistent problems with informal settlers in the 1990s contributed further to PNRs decline, in 2006, Typhoons Milenyo and Reming caused severe damage to the network, resulting in the suspension of the Manila-Bicol services. In July 2009, PNR unveiled a new identity and inaugurated new rolling stock. Long-distance Bicol services resumed in June 2011, but were suspended again in October 2012, local service between Naga and Legazpi resumed in October 2015. On June 25,1875, under a decree issued by King Alfonso XII of Spain. The plan, which was submitted five months later by Don Eduardo Lopez Navarro, was entitled Memoria Sobre el Plan General de Ferrocarriles en la Isla de Luzón, and was promptly approved. Similar to other railroads at the time, the Manila Railroad Company suffered from financial difficulties during World War I, and on February 4,1916,2574, authorizing the Governor-General to negotiate for the nationalization of the MRRs assets. The MRR was eventually nationalized in January 1917, with the Philippine government paying ₱8 million to the companys owners, consequently, the MRRs management shifted from British to American hands, and in 1923, José Paez became the first Filipino general manager. During the 1920s, the MRR embarked on a program of improvements as a result of operating surpluses accrued over much of the decade. MRR property was returned to the Philippine government on February 1,1946. By July 1,1947, funded by a ₱20 million rehabilitation allocation set aside by the Philippine government, around 75% of the entire railway network prior to 1941 was rehabilitated. By 1951, with the MRR receiving ₱3 million in war reparations funds,941.9 kilometers of track, later in the 1950s, the MRR fleet of locomotives was converted from steam to diesel engines, and the company was given a new charter under Republic Act No. 4156, becoming the modern-day Philippine National Railways, natural calamities such as the 1973 and 1975 floods disrupted services and forced the closure of several parts of the main lines. On July 23,1979, President Ferdinand Marcos issued Executive Order No,546, which designated the Philippine National Railways as an attached agency of the Department of Transportation and Communications. In 1988, during the administration of Corazon Aquino, the North Main Line was closed, with trains unable to reach various provinces in the country
Philippine National Railways
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Route map of Bicol Express
Philippine National Railways
Philippine National Railways
Philippine National Railways
87.
High-speed rail in Russia
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High-speed rail is emerging in Russia as an increasingly popular means of transport. Two experimental high-speed trainsets were built in 1974 designed for 200 km/h operation, the locomotive-hauled RT-200, the RT-200 set made only experimental runs in 1975 and 1980 and was discontinued due to the unavailability of the ChS-200 high-speed locomotive, which was only delivered later. The ER-200 EMU was put into service in 1984. In 1992 a second ER-200 trainset was built in Riga, both sets were retired in 2009. The Sapsan on the Moscow–Saint Petersburg Railway is Russias highest speed railway with a top speed of 250 km/h, the first upgraded 250 km/h service using Russian high speed trains Sapsan went into service on December 26,2009. Petersburg,200 km/h high-speed service using Karelian Trains Class Sm6 trains started on December 12,2010, the trains run at 200 km/h on most of the Russian part, and 220 km/h on a short stretch in Finland. Moscow–Nizhny Novgorod, High-speed traffic in Nizhny Novgorod began in July 2010, two Sapsan trains make shuttle trips between Nizhny Novgorod and Moscow, and one between Nizhny Novgorod and St. Petersburg. The latter route takes 8 hours and 30 minutes, compared to the previous 14 hours, plans for the railroad estimate that it will be the first true high-speed line in Russia with trains operating at up to 400 kilometers per hour. A rail trip from Moscow to Kazan which today takes a close to 13 hours trip, with the Moscow – St. Petersburg line on the other hand trains run at up to 240 kilometers per hour. New Moscow–St Petersburg line, In February 2010, RZD announced that it would unveil proposals in March 2010, the new line would be built to Russian gauge and would probably be built parallel to the existing line. At an event on 1 April 2010, it was announced that the new Moscow – St. Petersburg high-speed line would allow trains to run at speeds up to 400 km/h, the total journey time would be cut from 3h 45m to 2h 30m. The new line is expected to make use of bridges, tunnels. Finance will be provided by a public-private finance vehicle, the line is expected to carry 14 million people in its first year. Representatives from many other high-speed lines will be consulted, in an effort to avoid construction delays, apart from faster travel times, the new line would increase capacity, since the current line is congested and there is only room for a limited number of high speed trains. It would also improve safety, since trains pass some level crossings at 250 km/h, in fact, this project is already canceled in favour of Moscow–Kazan High-Speed Rail Project. Moscow–Riga, Under consideration, but low priority, latvias priority is the Rail Baltica line to Warsaw via Kaunas which as of 2014 is under construction. Also Moscow-Kaliningrad, Moscow-Kiev-Lviv/Odessa, Ekaterinburg-Kirov-Vologda-Tallinn, Kazan-Astana-Almaty-Tashkent corridors are similar cases, ulan Ude-Beijing, International link to China, with Russian gauge. Kazan-Astana-Beijing, International link to China via Kazakhstan and Mongolia, with Russian gauge, Russia to India, International link to India via Central Asian Republics, Afghanistan and Pakistan, with 1,676 mm Indian gauge
High-speed rail in Russia
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Contents
88.
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.
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 Portugal
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In February 2009, the government of Portugal announced plans to build a high-speed rail line from Lisbon to Madrid, this plan was cancelled in March 2012. The project was valued at €7.8 billion and the government had claimed it would create 100,000 jobs, the line would link to Spains Southwest Corridor. The service is operated using 10 Italian-designed Pendolino tilting trains, based on the Italian ETR480, trains were assembled in Portugal at the former SOREFAME/Adtranz plant in Amadora. Fiat Ferroviaria was the contractor, with Siemens AG and ADtranz as subcontractors. In addition to these trains, CP InterCity corail coaches have been upgraded to 200 kilometres per hour running. These are hauled by CP5600 locomotives and these corail coaches are based on French SNCF Corail cars but their carbody is made out of stainless steel, manufactured at the SOREFAME plant. Work is underway to continue to bring these intermediate stretches up to standards, Alfa Pendular trains with their top speed of 220 km/h are in fact the only reason the top speed is 220 km/h. The tilting trains run in most slower sections at 20/40 km/h above conventional trains speeds, on high speed sections conventional trains run at 200 km/h and Tilting trains at their 220 km/h top speed. The true speed limit on these sections is well above 220 km/h. In February 2011, trains using the Alcácer Bypass, cutting 6.7 km of the Southern Line through means of a 29 km line that includes a bridge across the Sado River. Trains will be able to travel at 200 km along the section, the new bypass will cut 10m from the jounery times of trains traveling south from Lisbon towards the Algarve. Trains run hourly between Lisbon and Porto, most being Alfa Pendular, other Alfa Pendular and some InterCity call at 6 to 9 intermediate stops, in 2005 the Portuguese government approved the construction of three high-speed lines, from the capital Lisbon to Porto. The two biggest cities of Portugal will be at a distance of a 1h15 train trip, as of 2017, these results were never attained. From Lisbon to Madrid bringing the capital cities within three hours of each other. As of 2017, these results were never attained, from Porto to Vigo which will connect both extremes in less than 45 minutes, would link to Vigo-Santiago de Compostela. As of 2017, these results were never attained, the routes length is 165 km. The PPP contract was signed on 8 May 2010 and included construction of a broad-gauge freight track between Evora and Caia. Completion was expected by the end of 2013, in March 2012, following legal disputes, these plans were withdrawn in favour of a plan to develop standard-gauge freight routes to the rest of Europe
High-speed rail in Portugal
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An Alfa Pendular in Santa Apolónia Station, Lisbon.
96.
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
97.
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)
98.
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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Planned high-speed rail by country
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This article lists planned or proposed high-speed rail projects, arranged by country. Planned or proposed lines are separated here from lines that are under construction. High-speed rail is public transport by rail at speeds in excess of 200 km/h, according to Yacine Ben Jaballah, General Director of National Company of Rail Transportation in Algeria, a trans-Maghreb high-speed rail line linking Morocco, Tunisia, and Algeria is being planned. The project is expected to begin in Morocco and move towards Algiers, in March 2011, contracts were awarded for a 130 km section of railway between Oued Tlélat and the Moroccan border. Running speeds will be 220 km/h, on the 7th of June,2010, Minister of Transport Sbusiso Ndebele said that plans were seriously being considered for a high-speed line from Johannesburg to Durban. The line would reduce the current journey time from 12h to about 3h, the 721 km line would involve major engineering challenges, including traversing the Drakensberg mountains. A high-speed line from Johannesburg to Cape Town is also under study, Bangladesh considered building a high speed rail link between Dhaka and Chittagong in 2005. The government short-listed Frances SNCF and Japan Railways for the project, but the plan was then shelved. Spain and China have recently expressed interests in developing the Bangladesh Railway into a high speed network, the countries of the Gulf Cooperation Council plan a 2200 km rail network, Etihad Railway, which may include high-speed rail from Dubai to Abu Dhabi. The government of Qatar has announced it intends to have high-speed rail links to Bahrain, there has been an initial proposal by government of Odisha regarding feasibility of implementing super high speed rail links between Bhubaneswar and Berhampur with a rail link distance of 144 km. The proposed average speed of HSR should be not lower than 155 mph bring travel time down to 40 minutes from 3-1/2 hours, Central Japan Railway Company has promoted the Shinkansen for India, while France has also shown interest in collaboration for long-term development of the Pune-Mumbai-Ahmedabad route. Spains Talgo has also expressed interest in the projects, and plans to open an office in India to promote its technology, the current conventional lines between Amritsar-New Delhi, and Ahmedabad-Mumbai runs through suburban and rural areas, which are flat, therefore have no tunnel. Ahmedabad-Mumbai line runs near the coast therefore have more bridges, the 1987 RDSO/JICA feasibility study found the Mumbai-Ahmedabad line as most promising. Maharashtra state government has proposed a link between Mumbai and Nagpur which will be good for development of the state railway and this projects cost is estimated ₹60,000 crore. The government also wants a corridor which connect to Navi Mumbai International Airport. On 12 December 2015, India and Japan signed a deal for a US$15 Billion deal to build a line between Mumbai and Ahmedabad. Japan will provide a low interest loan of US$12 billion. This deal was part of a greater MoU involving transfer of defence technology, since 2006, Indonesian authorities have expressed an interest in high-speed rail for the densely populated island of Java, probably linking the cities of Jakarta, Bandung, and Surabaya
Planned high-speed rail by country
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The Japanese MLX01
Planned high-speed rail by country
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Potential High Speed Rail lines
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