Category:CRRC multiple units
Pages in category "CRRC multiple units"
The following 15 pages are in this category, out of 15 total. This list may not reflect recent changes (learn more).
The following 15 pages are in this category, out of 15 total. This list may not reflect recent changes (learn more).
1. Multiple unit – Multiple units are self-propelled train carriages capable of coupling with other units of the same or similar type and still being controlled from one driving cab. Often these are passenger trainsets consisting of more than one carriage, single self-propelling carriages are multiple units if capable of operating with other units. Multiple units are classified by their source and are of two main types, electric multiple unit or diesel multiple unit. Diesel-powered units may be classified by their transmission type, diesel-electric. Locomotives utilising multiple-unit train control are not multiple units, multiple-unit train control was first used in Electric Multiple Units in the 1890s. This allowed electrically-powered rapid transit trains to be operated from a driving position. Early users of multiple units include the Liverpool Overhead Railway. The United Kingdom and France had many examples of steam trains, or autotrains. These provided many of the benefits of a multiple unit. While a professor at the University of Denver, Sidney Howe Short conducted important experiments which established that multiple unit powered cars were a way to operate trains. Most MUs are powered either by traction motors, receiving their power through a rail or overhead wire. Diesel-electric multiple units have an engine that drives a generator producing electricity to drive traction motors in a similar fashion to a diesel-electric locomotive. A multiple-unit has the power and traction components as a locomotive. In many cases these cars can only propel themselves when they are part of the unit and it is not necessary for every single car in an MU to be motorized. Therefore, MU cars can be motor units or trailer units, instead of motors, trailing units can contain supplementary equipment such as air compressors, batteries, etc. trailer cars may also be fitted with a driving cab. In most cases, MU trains can only be driven/controlled from dedicated cab cars, an example of this arrangement is the NJ Transit Arrows. Virtually all rapid transit rolling stock, such as used on the New York City Subway, the London Underground. Most trains in the Netherlands and Japan are MUs, making them suitable for use in areas of population density
2. Buenos Aires Underground 200 Series – The 200 Series is a set of underground cars manufactured by China CNR Corporation and CITIC Construction for use on Line A of the Buenos Aires Underground in Argentina. The cars were made in order to replace the 100-year-old La Brugeoise cars which operated on the line up until 2013, the Buenos Aires Underground ordered 45 of these units, followed by a further 105 which are currently being integrated into the line. Since the opening of Line A in 1913, it had used the same La Brugeoise et Nicaise et Delcuve rolling stock, one such attempt was the Alstom Metropolis cars purchased at the turn of the 21st century, however these ultimately ended up serving on Line D. The Materfer cars also didnt make it to Line A at their time of production, in 2008,45 of the CITIC-CNR cars were ordered by the National Government for the network at a cost of $3 million per car. The line re-opened in March 2013 with the 45 cars operational, by 2013, Line A was 3 km longer, with four more stations than what the 120 La Brugeoise cars once gave service to. In 2014, the City of Buenos Aires purchased another 105 of the 200 Series cars at a lower cost of $1.53 million per unit. This would bring the total to 150 cars on the line -30 more than the amount of La Brugeoise cars serving on the line before its two extensions, Buenos Aires Underground rolling stock La Brugeoise cars Fiat-Materfer cars UEC Preston Siemens-Schuckert Orenstein & Koppel
3. China Railways CRH1 – The total value of the order is €560 million. In July 2010, a further 40 CRH1A eight-car trains were ordered, most CRH1 trains were allocated to Guangshen Railway for replacing all locomotive-hauled trains between Guangzhou and Shenzhen in Guangdong province. Some are also used on the line Shanghai – Nanjing, CRH1A and CRH1B are based on Bombardiers Regina family. The train was designed by Sifang and Bombardier jointly in Västerås, Sweden, the first units （CRH1-001A） were delivered on August 30,2006, the CRH1A sets started service from February 1,2007 at the Guangzhou -Shenzhen Railway. The NG variant is a new model, which will use new materials in order to weight reductions. On October 31,2007, the Chinese MOR ordered 20 sets of CRH1B trains, each CRH1B consists of 16 cars, including 3 first class coaches,12 second class coaches and 1 dining car. On July 23,2011, CRH1-046B was hit on ZY104600 car by CRH2-139E in Yongtaiwen PFL accident. On October 31,2007, the Chinese MOR ordered 20 sets of CRH1E trains. The CRH1E is the first high-speed 16-car sleeper train in the world which is based on Bombardiers ZEFIRO250 km/h design, the train was designed by Bombardier and Zagato. The CRH380D is also derived from the Bombardier Zefiro family of high speed EMUs and are not direct derivatives of the Regina type trains from which the CRH1A. Top speed is advertised at 380 km/h, the 8-car version is designated CRH380D, series number CRH380D-1501 ～ CRH380D-1570
4. China Railways CRH2 – The CRH2 is one of the high-speed train models in China. In 2004, the Ministry of Railway in China purchased an initial 60 sets of the train from Kawasaki Heavy Industries with a speed of 250 km/h. However, the versions of the CRH2 are not related to the E2-1000 Series despite having the same exterior shell. On October 20,2004, the Ministry of Railway in China ordered 60 sets of CRH2A trains from Kawasaki Heavy Industries in Japan. Along with 60 sets of Bombardiers Regina-based CRH1A, and 40 sets of Alstoms Pendolino-based CRH5A, each of the CRH2A set consists of 8 cars. The first 3 sets were built in Japan, the next 6 sets were delivered in complete knock down form and assembled by CSR Sifang Locomotive, the remaining 51 sets were built by Sifang through technology transfer from Japan. The first train arrived at Qingdao port on March 8,2006 with little fanfare and these trains have a maximum operation speed of 250 km/h and started providing high-speed train service from April 18,2007, the date of the sixth national railway speed-up. According to Chinese and Japanese media, CRH2A trains started test trials ahead of commercial operation on the Shanghai-Hangzhou, on September 14,2010, the Chinese MOR ordered additional 40 sets of CRH2A trains from CSR Sifang. In November 2007, the Ministry of Railway in China ordered 10 CRH2 sets with 16 cars per set and these trains have been given designations CRH2B. Each CRH2B has three 1st seating cars, twelve 2nd seating cars, and one dining car, designed maximum operation speed is 250 km/h with a power of 9,600 kW. The first units were delivered on June 29,2008, after the introduction of the modified E2-1000 Series, Sifang built its own CRH2 with a maximum safe operating speed of 350 km/h. The original train sets imported from Kawasaki had a safe operating speed of 250 km/h. During June 2005 and September 2005, The Chinese Ministry of Railways launched bidding for High speed trains with a top speed over 300 km/h. Along with Siemenss Velaro-based CRH3C, CSR Sifang bid 60 sets of CRH2C, includes 30 sets of CRH2C stage one with a top speed of 300 km/h, in development and research of the 350 km/h high speed train, The CRH2-300 project was launched by Chinese MOR and CSR. In 2006 the China Development Bank provided CNY15 billion developmental financial loans to CSR Group for the projects of 200–300 km/h high speed trains, over 50 academics,150,000 technicians,600 contractors were involved in the project. This trains livery is not like the CRH2A and its blue stripe does not end at the fronts of trainsets. CRH2C Stage one is a version of CRH2A. It has a operating speed up to 300 km/h by replacing two intermediate trailer cars with motorized cars
5. China Railways CRH3 – In November 2005 the Ministry of Railways ordered 60 Velaro trains for use on the Beijing-Tianjin high-speed rail line. On 27 July 2006, the joint project office was opened at Tangshan, the first three trains were built in Germany by Siemens, and these imported trains were labelled CRH3A. These trains are based on the German Deutsche Bahns ICE3 high-speed trains and were given designations of CRH3A. Of these German trains, the first one was shipped from Bremerhaven on 19 December 2007, on 30 November 2012, the CNR announced new design of CRH3A, with three styles that can operate at top speed of 160 km/h,200 km/h and 250 km/h. The first train was rolled out on June 3,2013, after December 2008, the three imported CRH3A were repainted and renamed to CRH3C. The rest of the trains are now being built by Tangshan Railway Vehicle with some components from Germany, the first Chinese-built CRH3 was unveiled on 11 April 2008. Each train sets consists of four cars and four trailer cars. The bogies are improved versions of the SF500 bogie, innovations include the body bolster, vibration damper, spring parameters, transmission ratio, widening the carbody and increasing the speed of the trainsets. The trains are designed for running at 350 km/h, on 24 June 2008, CRH3-001C reached a top speed of 394.3 km/h during a test on the Beijing to Tianjin high speed line. On 9 December 2009, a pair of CRH3 EMUs reached a top speed of 394.2 km/h during a test on the Zhengzhou to Xian high speed line, on 28 September 2009, an additional 20 CRH3C sets was ordered by the Chinese MOR. In March 2009, a new contract was signed with China Northern Railways to supply 100 16-car trainsets for 39. 2B RMB with delivery from October 2010 onwards. This order for a total of 1600 railway cars is greater than the production of all Velaro. It is planned that the trains will be produced by CNR subsidiaries, Tangshan Railway Vehicles and Changchun Railway Vehicles, in this contract, Siemens acts as a component supplier, with 85% of the content actually made by the company. An additional order for 40 16-car sets and 40 8-car sets was made on 28 September 2009 for 25. 32B RMB, top travel speed for this variant is 380 km/h, though it is capable of attaining even higher speeds. These trains have been designated as CRH380B and CRH380BL in September 2010, the first CRH380BL set with series number CRH380B-6401L rolled off the production line and was unveiled to the public in September 2010. It was manufactured by Tangshan Railway Vehicle, on October 2010, the 16-car train was sent to Beijing loop line for test. On November 2010, the train was sent to Beijing-Shanghai High-Speed Railway for trial run, the trainset reached the maximum speed of 457 km/h on 5 December 2010. More recently, during a subsequent test on 10 January 2011, since 13 January 2011, the CRH380BL enter regular service at the Shanghai–Hangzhou High-Speed Railway and Shanghai–Nanjing High-Speed Railway
6. China Railways CRH5 – The China Railways CRH5 is an electric multiple unit high-speed train in use with China Railway High-speed in the Peoples Republic of China. The CRH5 is based on the ETR-600 New Pendolino used in Italy, the CRH5 are non-tilting trains, developed for the Chinese Railways and which technology has been transferred to local manufacturers. The CRH5 have a speed of up to 200 kilometres per hour. In 2004, the Ministry of Railway in China contracted Alstom and they were ordered around the same time as the Regina-based CRH1A and the Shinkansen-based CRH2A. These trains have been given the designation CRH5A, and are still the type of the CRH5 trains. 30 additional sets were ordered in 2009 and 20 additional sets were ordered in 2010 to complete the current fleet operating on Chinas northern and eastern lines, on April 26,2011, the MOR ordered an additional 30 sets. As to the initial 60 sets, the first three were manufactured by Alstoms factory in Italy, and the six were delivered in complete knock down form. The remaining 51 sets were built by CNR Changchun through technology transfer from Alstom, the first train departed from Savigliano port, Italy on December 11,2006 and arrive at Dalian port on January 28,2007. The first CRH5A set made by CNR Changchun was delivered in April,2007, the CRH5A sets started service from April 18,2007, the date of the sixth national railway speed-up at the Beijing-Harbin Railway. In the following years, it opened service at the Jinan-Qingdao high-speed rail, each of the CRH5A set consists of 8 cars. The initial 12 sets have one first-class seating car, six second-class seating cars, the subsequent sets have two first-class seating cars and six second-class seating cars. The CRH5A trains experienced a number of failures in early stages and this train is equipped with special devices to monitor the condition of the track, wheel-rail force, overhead wire, communication system and signal system
7. China Railways CRH380A – 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