Siemens Velaro
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 ICE 3 near the Oberhaider Wald Tunnel on the Cologne-Frankfurt high-speed rail line |
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| Power type | electric |
|---|---|
| Builder | Siemens |
| Total production | ICE 3: 45 ICE 3M: 22 Velaro E: 26 Velaro RUS: 8 CRH 3: 60 |
| UIC classification | Bo'Bo'+2'2'+Bo'Bo'+2'2' +2'2'+Bo'Bo'+2'2'+Bo'Bo' |
| Length | 200 m including 8 cars with 404 - 536 seats[1] |
| Locomotive weight | 409 t (ICE 3) 435 t (ICE 3M) 425 t (Velaro E) |
| Electric system(s) | 15 kV 16.7 Hz AC (ICE 3)
15 kV 16.7 Hz AC 25 kV 50 Hz AC 1.5 kV DC 3 kV DC (ICE 3M) 25 kV 50 Hz (Velaro E) |
| Top speed | 330 km/h, 368 km/h max. 350 km/h, 403 km/h max. (Velaro E, CRH3) |
| Power output | 8.000 kW 10.880 hp or 500 kW per motor 8.800 kW 11.968 hp (Velaro E, CRH3) or 550 kW per motor |
| Tractive effort | 300 kN 283 kN (Velaro E, CRH3) |
| Safety systems | Sifa, PZB90, LZB (ICE 3)
Sifa, PZB90, LZB80, Crocodile, TVM430, KVB, ATB, Eurobalise (ICE 3M) |
Siemens Velaro is a family of high-speed EMUs. It includes Deutsche Bahn's classes 403 and 406, which are known as ICE 3 and ICE 3M respectively. Four multisystem trains, known as ICE International are owned by Nederlandse Spoorwegen. Spanish RENFE has ordered a stronger version, known as Velaro E for their AVE network. Wider versions were ordered from China for the Beijing-Tianjin high-speed rail (CRH 3) and from Russia for the Moscow - Saint Petersburg and the Moscow - Nizhny Novgorod route (Velaro RUS).
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[edit] ICE 3
The ICE 3 (Class 403) is the first version of the Velaro. Its design goal was to create a higher-powered, lighter train than its predecessors. This was achieved by distributing its 16 traction motors underneath the whole train. The train is licensed for 330 km/h and has reached 368 km/h on trial runs. In InterCityExpress service it is limited to 300 km/h, because this is the maximum design speed of German high-speed lines.
Because the train does not have powerheads, the whole length of the train is available for passenger seats, including the first car. The so-called lounge-seats are located directly behind the driver, separated only by a glass wall.
[edit] ICE 3M
The ICE 3M (Class 406; M for multisystem) was developed to operate services Europe wide under the four different Railway electrification systems in use on Europe's main lines and with support for various train security systems. The Deutsche Bahn (DB) ordered 13 of those units in 1994, the NS (Nederlandse Spoorwegen) four, making sure that the demands of the Netherland rail network are taken care of. Though these trains carry NS logos, the DB and NS trains together form a pool, and therefore the NS trains may operate DB services also. As of 2007, the train is licensed for operation in the Netherlands, Belgium and France. Currently those trains are used for cross-border runs between Netherlands, Germany, Belgium and France.
In Belgium, the train was licenced in 2002 to run on the classic 3 kV DC lines with speeds up to 160 km/h, and from December 2004 on also on the new high speed lines, but initially limited to 250 km/h instead of 300 km/h[2]. Problems with flying gravel and its frictionless electromagnetic brake came up during testing. In order to limit the damage of flying gravel to the train, spoilers have been added under the carriage.
The electromagnetic brake, which is required for higher speeds, cannot yet be used, because it would rip off magnetic covers of some trackside equipment; those covers will have to be replaced by non-magnetic ones according to the EU Technical Specifications Interoperability for international rail traffic in Europe.
As in Belgium, licensing procedures for France took five years to be completed. Trial runs were completed in late 2005. During testing, problems were encountered - loose gravel ripped the underside of the train, and the ICE's braking system was met with considerable skepticism as well, because the electromagnetic brake might rip off metallic components of points. In France, the ICE 3M will reach speeds of up to 320 km/h in of a joint service with the TGV on the LGV Est starting on June 20, 2007. From December 2007 on, DB will operate the ICE-3M trains from Frankfurt Hbf to Paris Est, with 5 daily runs between both cities. The trains for running into France (called ICE-3 MF, from multisystem France) were modified at Bombardier Henningsdorf's plant and were extensively tested on Siemens' test site in Wegberg-Wildenrath before the modified trains re-entered into commercial service.
In Switzerland, licencing took only six months[2]. In 2006 the train lost its Swiss licence however when the ZUB and Integra safety systems were removed, which interfered with the French safety systems TVM430 and KVB. This is not a real problem anyway as the trains never ran in Switzerland, with the exception of the Amsterdam-Basel services.
[edit] Velaro E
In 2001, RENFE ordered sixteen Velaro[3] , which will be designated AVE S-103. The order was later added to for a total of 26 trains. The trains will serve the 630 km Barcelona—Madrid line at speeds up to 350 km/h for a travel time of 2:25 hours.
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 and a world record for unmodified commercial service trainsets, as the earlier TGV (world record of 574,8 Km/h) and ICE records were achieved with specially modified and shortened trainsets, and the Shinkansen (443 km/h, 1996) record was for a test (non-commercial) trainset.
[edit] Velaro RUS
On May 19, 2006 Siemens announced the ordering of 8 Velaro RUS high speed trains by Russian Railways including a 30-year service contract[3]. The contract is in total worth 600 million euros. The trains, connecting Moscow with Saint Petersburg, and later also Moscow and Nizhny Novgorod at a speed of up to 250 km/h, are based on the ICE3 train standard but with bodies broadened by 330 mm to 3 265 mm to suit Russia's wide loading gauge.[4] Four of the trains will be prepared for both 3 kV direct current and 25 kV alternating current operation. The total length of each ten-car train will be 250 m, carrying up to 600 passengers.
Development and construction is being carried out at Erlangen and Krefeld in Germany. Four single-voltage trains are planned to enter passenger service at the end of 2009 on the Moscow - St Petersburg route, with the dual-system trains entering service on the Nizhniy Novgorod route in 2010.
[edit] CRH3
In November 2005, China ordered 60 Velaro trains[3] for the Beijing-Tianjin high-speed rail line. The 8-car trains will be very similar to the Velaro E, but 300 mm wider to fit in almost 50% more seats in a 2+3 layout. In the CRH3 version, a 200 m Velaro train will seat 600 passengers.[5] These trains are being manufactured jointly by Siemens in Germany and CNR Tangshan in China. The first Chinese-built CRH3 was unveiled on April 11 2008.[6]
[edit] References
- ^ Ansgar Brockmeyer, Thomas Gerdhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof: High-speed trains: from power car to distributed traction. In: European Railway Review. Vol. 13, Nr. 3, 2007, ISSN 1351-1599, P. 67–79
- ^ a b Harmonisierungsdefizite am Beispiel von Auslandszulassungen des Triebzuges ICE 3, in "Elektrische Bahnen", Vo. 103 (2005), pages 147-149
- ^ a b c Dietrich Möller, Christian Schlegel: "Velaro - Further Development of the ICE 3 for Worldwide Use", in 'Elektrische Bahnen', Vol. 104 (2006), No. 5, pages 258-263
- ^ Broad-gauge Velaro fleet relaunches Russia's high speed programme. Railway Gazette International November 2006.
- ^ China's first 300 km/h trainsets are taking shape. Railway Gazette International August 2007.
- ^ "Tangshan rolls out its first 350 km/h train", Railway Gazette International, 2008-04-11. Retrieved on 2008-04-22.
[edit] External links
- ICE 3 for Germany and the Netherlands Siemens Page
- Velaro E for Spain Siemens Page
- Velaro RUS for Russia Siemens Page
- Velaro CN for China Siemens Page
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