| Siemens Velaro | |
|---|---|
| ICE 3 on the Cologne–Frankfurt high-speed rail line | |
| Power type | electric |
| Builder | Siemens |
| Total produced | Velaro E: 26 Velaro RUS: 8, plus 8 on order |
| UIC classification | Bo′Bo′+2′2′+Bo′Bo′+2′2′ +2′2′+Bo′Bo′+2′2′+Bo′Bo′ |
| Length | 200 m (656 ft)/8 cars with up to 536 seats[1] 200 m (656 ft)/8 cars with 601 seats |
| Locomotive weight | 425 t (418 long tons; 468 short tons) (Velaro E) 447 t (440 long tons; 493 short tons) |
| Power supply | Overhead catenary |
| Electric system | 25 kV 50 Hz AC (Velaro E) |
| Current collection method |
Pantograph |
| Top speed | 350–380 km/h (217–236 mph), 403 km/h (250 mph) max. (Velaro E, CRH380B)[2] 250 km/h (155 mph), upgradeable to 330 km/h (205 mph) (Velaro RUS) |
| Power output | 8,000 kW (11,000 hp) (Velaro D)[3] 8,800 kW (11,800 hp) (Velaro E, CRH3, CRH380B) 16,000 kW (21,000 hp) (Velaro e320) or 550 kW (740 hp) per motor 18,400 kW (24,700 hp) (CRH380BL) or 575 kW (771 hp) per motor [4] |
| Tractive effort | 300 kN (67,000 lbf) (Velaro E, CRH3, D) 380 kN (85,000 lbf) (Velaro RUS) |
Siemens Velaro is a family of high-speed EMU trains used in Spain, China and Russia. From late 2011, the latest generation, Velaro D is also due to run in its home country, Germany. The Velaro is based on Deutsche Bahn's ICE 3 high-speed trains.
Spain's 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 (China Railways CRH3) and Russia for the Moscow–Saint Petersburg and the Moscow–Nizhny Novgorod routes (Velaro RUS/Сапсан).
In July 2006 a Siemens Velaro train-set (AVE S-103) reached 403.7 km/h (250.8 mph). At that time, this was the world record for railed and unmodified commercial service trainsets.
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Velaro E is a Spanish version of the Velaro family. In 2001, RENFE ordered sixteen Velaros[5] designated AVE S-103. The order was later increased to a total of 26 trains. The trains serve the 621 km (386 mi) Barcelona–Madrid line at speeds up to 300 km/h (186 mph) for a travel time of 2 hrs 38 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 (250.8 mph) between Guadalajara and Calatayud on the Madrid–Zaragoza line. This is a Spanish record for railed vehicles and a world record for unmodified commercial service trainsets, as the earlier TGV (world record of 574.8 km/h/357.2 mph) and ICE records were achieved with specially modified and shortened trainsets, and the Shinkansen (443 km/h/275 mph, 1996) record was for a test (non-commercial) trainset.
Velaro CRH3C is a Chinese version of the Velaro. In November 2005, China ordered 60 trains[5] for the Beijing–Tianjin Intercity Railway. The eight-car trains are very similar to Spain's Velaro E, but 300 mm (11.81 in) 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.[6] These trains are being manufactured jointly by Siemens in Germany and CNR Tangshan in China. The first Chinese-built CRH3C was unveiled on 11 April 2008.[7]
CRH3C reached a top speed of 394.3 km/h (245.0 mph) during a test on the Beijing to Tianjin high-speed railway on 24 June 2008.[8]
In September 2009, an additional 20 CRH3C sets were ordered by Chinese MOR.[9]
In March 2009, 100 CRH380BL units were ordered by Chinese MOR for delivery in 2011. These trains are 16-car sets that will be capable of operating at speeds up to 380 km/h (240 mph) in regular service, and designed to reach a top speed of 420 km/h (261 mph).[2] In September 2009, the Chinese MOR ordered an additional 40 16-car sets and 40 8-car sets. All of the 180 trainsets mentioned above will be manufactured by two Chinese companies, CNR Tangshan and CNR Changchun, Siemens acts only as a component supplier. These trains were given the designations CRH380B (8-car set) and CRH380BL (16-car set) in September 2010.[10]
The first CRH380BL set was completed by Tangshan Railway Vehicle and unveiled to the public on 21 September 2010. In October 2010, the 16-car train was sent to the Beijing loop line for testing. In November 2010 the train was sent to Beijing–Shanghai High-Speed Railway for a trial run. It reached the maximum speed of 457 km/h (284 mph) on 5 December 2010.[11] During a test on 10 January 2011, a CRH380BL set reached a new record speed of 487.3 km/h (302.8 mph), breaking the previous record held by the CRH380A.[12]
Velaro RUS is part of the Velaro family built for Russia. On 19 May 2006 Siemens announced an order from Russian Railways for eight Velaro RUS high-speed trains including a 30-year service contract.[5] The contract is in total worth €600 million. The trains, connecting Moscow with Saint Petersburg, and later also Moscow and Nizhny Novgorod at a speed of up to 250 km/h (155 mph), are based on the ICE3 train standard but with bodies broadened by 33 cm (13 in) to 3.265 m (10 ft 8.5 in) to suit Russia's standard loading gauge.[13]
Four of the trains are for both 3 kV DC and 25 kV 50 Hz AC operation. The total length of each ten-car train is 250 m (820 ft), carrying up to 600 passengers.
Development and construction were carried out at Erlangen and Krefeld in Germany. Single-voltage EVS1 (3 kV DC) trains entered passenger service at the end of 2009 on the Moscow–St Petersburg route,[14] and the dual-system EVS2 trains entered service on the Nizhniy Novgorod route in 2010.[15]
It set a record for the fastest train in Russia on 2 May 2009, travelling at 281 km/h (175 mph)[16] and on 7 May 2009, travelling at 290 km/h (180 mph).[17]
On December 19th, an order for an additional 8 sets was signed in order to facilitate an increase service on existing lines and the expansion of new service elsewhere in the system. [18]
Velaro D is specifically designed for Deutsche Bahn international services from Germany. Designated DB's Class 407, it is designed to run at speeds up to 320 km/h (200 mph) and comply with Technical Specifications for Interoperability and enhanced crashworthiness requirements.[19] There are fire-proof equipment rooms and fire doors between cars. Velaro D is designed to be quieter and more reliable than the ICE 3 (Class 403/406).
The train is also expected to use up to 20% less energy than previous versions of ICE. This is achieved in part by improved body styling. It does not have the ICE3's panorama lounge whereby passengers in the end coaches can see the tracks over the driver's shoulder. The Class 407 has 460 seats: 111 in first class, 333 in second class and 16 in the bistro car. In total this is 37 more seats than the ICE 3, even though the seat pitch is unchanged. This is achieved by putting the traction equipment in compartments at either end of the train instead of hiding it behind panels the length of the train. Unlike all previous ICE versions, the passenger seating is all open-plan and there are no compartments.[20]
The eight-coach Class 407 trains can couple up and work with their Class 403 and Class 406 predecessors. Eight of the 16 axles per train are powered, and there are four independent sets of traction equipment per train: if two of them break down, the train can still run. For full international flexibility across Europe, it can function on any of four voltages. The fleet will be based in Frankfurt.[20]
In December 2008 Deutsche Bahn signed a €500 million order for 15 trainsets.[21][22] The first train was unveiled in Krefeld on 28 April 2010,[19] and then handed over from Siemens to DB on 22 September 2010 at InnoTrans. Velaro D is now in service since December 2011[19] on services from Frankfurt to southern France via the new LGV Rhine-Rhone, and subsequently on other international services in Germany, France, Belgium, Switzerland and the Netherlands.[20] The specification of the Velaro D will also allow it access to the Channel Tunnel,[23] enabling DB to use it on the services it plans to operate from 2013 from London to Amsterdam and Frankfurt.[24] Deutsche Bahn submitted safety documentation for the operation of Velaro D high speed trainsets through the Channel Tunnel to the Intergovernmental Commission in July 2011.[25]
In June 2011, Deutsche Bahn ordered an additional Velaro D set in order to replace an ICE3MF set damaged in an accident in August 2010.[26]
On 7 October 2010, it was reported that Eurostar had selected the German railgiant Siemens as preferred bidder to supply 10 Velaro e320[27] trainsets at a cost of €600 million (and a total investment of more than £700 million with the refurbishment of the existing fleet included)[28] to operate an expanded route network, including services from London to Cologne and Amsterdam.[29] These would be sixteen-car, 400-metre (1,312 ft) long trainsets built to meet current Channel Tunnel regulations, and would not be the same as the Velaro D sets which Deutsche Bahn will soon operate services between German Cities and London.[29] The top speed will be 320 km/h (199 mph) and they will have more than 900 seats, unlike the current fleet by the French Alstom, which has a top speed of 300 km/h (186 mph) and a seating capacity of 750. Total traction power will be rated at 16 MW.[27][30][31][32]
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