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 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
5. 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
6. CSR EMU (Argentina) – The CSR EMU is a series of electric multiple unit cars manufactured by CSR Corporation Limited for use on Buenos Aires commuter rail network. The trains operate on three of the lines as of 2015 and 705 cars were manufactured, with each line using a different number of cars per train. They were created for use on lines electrified using third rail and overhead lines. By 2013, the stock of Buenos Aires commuter rail network was ageing and deteriorating rapidly. The government thus decided to intervene, revoking concessions to such as Trenes de Buenos Aires. This was followed by a series of rolling stock purchases from China CNR Corporation, however, not all works were finished by the time the CSR EMUs arrived on their respective lines, and some works continued on while they were already functioning. The units were built at CSRs Qingdao factory, a complex with 1,640,000 m2 of covered space. In 2014, CSR then purchased the Argentine rolling stock manufacturer Emprendimientos Ferroviarios, there are very minor differences with the Roca Line trains, and the most major difference is the overhead collection which runs at a different voltage. The trains began to arrive in February 2014, just 13 months after the order was signed, the electric multiple units are used on all of Buenos Aires electrified commuter rail lines, with the exception of the Urquiza Line which uses Japanese Toshiba EMUs. The Belgrano Sur line had diesel multiple units with an appearance to the CSR electric multiple units purchased. The Sarmiento Line was the first to begin operating the CSR trains in July 2014, followed by the Mitre Line, all the trains are operated by the state-owned Trenes Argentinos, which is now a part of the larger Ferrocarriles Argentinos umbrella company
7. KTM Class 92 – The Class 92 is a type of electric multiple unit operated by Keretapi Tanah Melayu on its KTM Komuter services. A total of 38 sets were built by CSR Zhuzhou of China, the first EMU has been delivered on the 23rd of September and was expected to operate in revenue service by late December 2011. However, delays in testing led to the subsequent postponement of launch, on 8 March 2012,4 sets of KTM Class 92 commenced operation and all 38 sets of these KTM Class 92 were in revenue service by July 2012. The KTM Class 92 is the first train in Malaysia to feature a dynamic route map built into the train, the EMUs complete interior and exterior design is designed by a German design office, Tricon Design AG. The class 92 will be using 65 million euros worth of Siemens made transformers, power converters, traction motors and vehicle control systems. A sum of RM1.894 billion was spent to procure these trains, with the remainder being spent on the improvement of signalling along the Putra-Mid Valley stretch, the class 92 is set to complement and replace the earlier 3 coach class 8x commuter trains. It will operate along the two lines and is expected to service all 53 stations. However, the Rawang-Tanjung Malim route is not serviced by this coach. At certain stretches, it will operate at its service operational speed of 120 km/h, during current 15-minute frequency operations, as many as 25 class 92 sets are used while the remaining sets are kept in reserve. In the future, it is expected for the maximum of concurrently used sets to increase to 36 with 2 to remain in reserve. During festivities, the KTM Class 92 is used for special services, special services typically occur during occasions such as the homecoming exodus, saw class 92 sets operating intercity routes, such as the KL Sentral-Ipoh route complementing the ETS train service. In other festivities, such as the festival of Thaipusam, the class 92 also provides service from Ipoh direct to Batu Caves, the Class 92 sets will be maintained by its manufacturer CSR Zhuzhou. The maintenance facility will be based mainly at KTM’s Sentul Komuter Depot while a secondary base will be located at Tanjung Malim. The Batu Gajah Rail depot will continue its role as the place for new Class 92 sets. On top of all that, a new special 16.34 hectares commuter maintenance depot is being built in the vicinity of Seremban station to house the class 92. The depot will have a capacity of stabling 19 six coach Class 92 sets, the depot will also have up to 15 tracks of 6km each to store and maintain trains. The depot will also stage other Rawang-Seremban line rolling stocks, the Class 92 is designed for low dwell times and high passenger seating capacity, being built with three double leaf doors per side and having full longitudinal seating at its cab-coaches. Its middle coaches feature a mixture of longitudinal and traverse 2+2 seating and it has wide gang-ways interconnecting each coach, allowing passengers to distribute effectively throughout the length of the train
8. KTM Class 93 – The Class 93 is a type of electric multiple unit ordered by Keretapi Tanah Melayu for its intercity Electric Train Service. A total of 10 sets in 6-car formations are in the process of being built, as per the technology exchange agreement, part of the consignment shall be partially assembled in Batu Gajah Malaysia. The rolling stock were to have put into operation for the launch of the ETS Transit service between Ipoh and Padang Besar and the ETS Ekspres service between KL Sentral and Padang Besar. The KTM Class 93 is a custom built train engineered to high speed metre gauge operation, dubbed the Malaysian Bullet Train, or Pocket Rocket, it features a streamline sloped head, with better aerodynamic efficiency relative to previous KTM rail classes. It is expected to be one of the fastest trains operating on metre gauge track, relative to KTM standard meter gauge bogies, special higher strength materials were used in bogie construction. This is done in order to damp and sustain the higher stresses incurred by going at speed over narrow gauge. The train uses a light weight aluminum body. The train is capable of starting at 0.7 metres per second per second and it is capable of stopping within a minute and half from a kilometer away at speed. The rail class also features standard safety systems such as an alarm system installation, horizontal stabilizer, vehicle health monitoring systems. In addition to this, it features standard intercity offerings such as luggage racks. It has gang-ways interconnecting each coach, allowing passengers unrestricted movement throughout the length of the train. CCTV and 3-pin power outlets are provided as further features, since these trains will operate in a tropical climate, they have over-head air-conditioning systems, providing temperature control, ventilation and dehumidification to maximise passenger comfort. The trains are equipped with LTE-enabled WiFi throughout but currently it has not been turned on yet. Each train set costs RM50 million, before launch, all new trainsets must undergo and pass compulsory testing, in this they are required to go 10,000 km without logging a single fault. Delays to the July launch were attributed to ATP warnings whenever ETS201 enters the Butterworth branch line, thus regulatory approval was not given for quite some time. Four sets went into service on 10 October 2015, operating between Padang Besar and Gemas on the ETS Ekspres service, the fifth set is already undergoing testing after construction in Malaysia while the rest are still under construction. The purchase of KTM class 93 was made under a trade agreement between the Malaysian Ministry of Transport and the Chinese Transport Ministry with the contract signed in September 2013. On top of this, the agreement includes a 2-year maintenance agreement and it also includes various aspects including financing, construction of transportation facilities and other turnkey contracts as well as the transfer of advanced technology and management methods
9. 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
10. 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
11. MTR CNR Changchun EMU – The Changchun EMU or CNR Changchun EMU is a train type of the Mass Transit Railway in Hong Kong. It is designed and manufactured by Changchun Railway Vehicles, a member of CNR group, the trains were the first China-made heavy-rail stock in the territory, while past orders came from England, Japan, Europe or South Korea. Designed in 18 months, on 06 December 2010, the first trainset rolled off the lines at CNRs plant. The South Island Line version of these trains are known as the S-Trains. The first train was transported to Hong Kong on April 28,2011, as of October 16,2011,4 sets have arrived and are undergoing testing on the Kwun Tong Line, where they will first enter service sometime in November of the same year. On July 22,2011, MTR placed an order for 12 eight-car trains to supply the West Island Line extension and 10 three car trains for the first phase of the South Island Line. The first trainset entered service on the Kwun Tong Line on Wednesday evening, on May 29,2012, the first trainset entered service on the Tsuen Wan Line at 21,54. On May 13,2013, the first trainset, A363-A364, the last 8 car train, A393-A394, was handed over on September 5,2013, and entered service on the Kwun Tong Line shortly after. In this configuration, the pantograph will be on the cab cars and this train will be of a driverless operation. However, it is possible to operate the train manually if needed. The train will feature a different interior compared to the Kwun Tong Line configuration as well as a different paint scheme, designed in 16 months,10 3-car trains are now in-service. mtr-southislandline. hk/pdf/press-release/26022014_pr_e. pdf