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34-447: The trainset was built with two Class 410 power cars built jointly by Krupp , Krauss-Maffei and Thyssen - Henschel , and up to three Class 810 intermediate coaches, of which two were built by Messerschmitt-Bölkow-Blohm and one by Duewag and Linke-Hofmann-Busch . When one of the coaches was used for measurement purposes, the other two were used for demonstration of a modern high-speed train. The powercars weighed 78 tons each and had

68-471: A maximum output of 3,640  kW . They were mostly based on the DB Class 120 locomotives developed earlier, but had been equipped with an aerodynamic outer hull and a corporate identity livery. In the summer of 1986, one of the coaches (810 001) was refurbished from a measurement coach to a demonstration coach. After a derailment on 3 September 1986, one of the power cars was not available for service. For

102-460: A measurement coach and the other five being demonstration coaches with varying interiors, totally capable of holding up to 600 passengers. As early as November 1982, the number of planned coaches was reduced to two, on grounds of costs. In March 1983, the leadership of the Bundesbahn decided to allow the development of a third coach, in order to possibly offer more seating variations, particularly

136-500: A mix of power cars and trailers, often with one of each in a pair which can be coupled to other pairs to form a larger train; see e.g. New Zealand FP class electric multiple unit . The power supply generation in Indian Railways is based on end-on-generation (EOG), in which a train's hotel load (power supply for lights, fans, air conditioning, pantry, etc.) is provided with electricity from 2 power cars attached to both ends of

170-467: A period of 10 months, one of the coaches was temporarily refit with a driver's cab in order to avoid further stalling of project schedules of the experimental project. The German Federal Ministry of Education and Research in 1968 commissioned a study on the technical and economic feasibility of high-speed rail transport in Germany. The results, published in 1971, showed a necessity for higher speeds in

204-410: Is Brightline , which operates between Miami and Orlando International Airport . It is a trainset composed of two diesel bullet power cars at both ends and 4-7 passenger cars. Another traditional example would be the older InterCity 125 , made for and used by British Rail and several subsequent privatised bodies like Great Western Railway . Multiple units ( diesel or electric ) usually have

238-484: Is a division into 18 statistical districts. The city is divided into 22 electoral districts. Eschendorf, Dorenkamp, and Schotthock are the biggest districts by population, and Catenhorn is the smallest. Peter Lüttmann of the Christian Democratic Union (CDU) has been the mayor of Rheine since 2015. The most recent mayoral election was held on 13 September 2020. Lüttmann was the sole candidate and

272-606: Is based on the InterCity 125, has a power car at each end, one pulling and the other pushing. The Queensland Rail Diesel Tilt Train also has two power cars. Electric Multiple Units, such as the Sydney Trains C set , have power cars on each end with trailer cars in the middle. Rheine Rheine ( German: [ˈʁaɪnə] ) is a city in the district of Steinfurt in Westphalia , Germany . It

306-411: Is gradually being replaced by a newer energy-efficient power supply system called head-on generation (HOG), where power supply is drawn from overhead equipment through converters provided in electric locomotives for hotel load. This system is leading to huge savings in diesel fuel consumption (amounting to ₹ 1,182 crore (US$ 140 million) as on 20 November 2019). The NSW TrainLink XPT , which

340-412: Is the largest city in the district and the location of Rheine Air Base . Rheine is on the river Ems , about 40 kilometres (25 mi) north of Münster , 45 kilometres (28 mi) west of Osnabrück and 45 kilometres (28 mi) east of Hengelo ( Netherlands ). Although the region around the city has been populated since prehistoric times, Rheine was first mentioned in a document signed by Louis

374-556: The Federal Ministry for Research , the Bundesbahn worked with several companies to prepare a concept for a prototype of a high-speed railway system. After analysis, a train with two powercars and many coaches was projected and planned for. This concept being the basis of the project, it was supported by the ministry through a publication on the Bundesanzeiger (federal register) on 10 February 1981. The central office of

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408-570: The Hamm–Minden railway was (from 1973) already available for testing, and a specially modified Class 103 locomotive was able to reach speeds of up to 250 km/h (160 mph). During the test runs a lot of knowledge was gained about the effects of high-speed rail. These insights also impacted the service of the Intercity trains that were to reach up to 200 km/h (120 mph). The National Transport Plan ( Bundesverkehrswegeplan ) of 1973 laid

442-463: The Bundesbahn in Munich evaluated various offers and tenders for cooperation till September 1981. Although the Bundesbahn had previously voted to start the development of the project immediately, the project did not begin immediately since the ministry could not completely secure the support of the industry in that time. On 6 September 1981, the required financing was secured, and the requirements to start

476-922: The German railways. In 1972, the ministry took the lead in developing new railway technologies. During the same time, a working group for "Rail/Wheel" was initiated in the Bundesbahn Central Offices in Minden . Initially, they concentrated on research regarding the Maglev project Transrapid that eventually led to the Emsland test facility . The Bundesbahn was then more skeptical about the Maglev technology, and forced, from their side, more research into high-speed rail using conventional rail-wheel technologies. A 28 km (17 mi) test section of rail on

510-756: The Pious in 838. On 15 August 1327, it received its town charter from Louis II, Bishop of Münster . The settlement was near to the crossing of two old merchant roads and a ford over the river Ems. Frankish soldiers initially secured this strategic point with a barrack yard. Later a church and more buildings were added to this outpost. At the end of the Thirty Years' War the city was burned down almost completely. Swedish and Hessian troops besieged imperial soldiers who had entrenched themselves in Rheine. On 20/21 September and 19 October 1647 glowing cannonballs set fire to

544-489: The assembly and finishing of the electrical parts were ready. In January 1985, the chassis was attached to the outer hull. The Deutsche Bahn contracted the firm Messerschmitt-Bölkow-Blohm in 1984 for the development and manufacturing of the middle coaches. The demonstration coaches 810 001-8 and 810 002-6 as well as the measuring coach 810 003-4 were built by the firm Duewag in Krefeld-Uerdingen , and finished by

578-690: The city and 365 houses were destroyed. In 1803 the city became the capital of the Sovereign Principality of Rheina-Wolbeck (556 square kilometers) of the House of Looz-Corswarem , later annexed by the Grand Duchy of Berg and the Kingdom of Prussia . During the industrialization the textile industry prospered. It remained an important economic factor until the second half of the 20th century. Today engineering industries and services form

612-604: The city area. The conquest of Rheine took place on 2 April 1945 after some fierce fighting by units of the 157th British Infantry Brigade (5th Battalion of the King's Own Scottish Borderers Regiment, 7th Battalion of the Cameronians (Scottish Rifles) Regiment). Rheine was after the war in 1945 in the British occupation zone and 1946 was politically assigned to the newly founded Land of North Rhine-Westphalia. In 1949 it joined with

646-436: The costs per person-kilometer in consideration. The selection was then narrowed down to 10 variations, and the initial results were presented in 1975. A test locomotive of 12 MW (16,000 hp) power and the capability to reach 400 km/h (250 mph) was also suggested to be built, but was not realised due to cost restrictions. A draft of a train capable of reaching 300 km/h (190 mph) for 200 to 600 passengers

680-469: The firm Linke-Hofmann-Busch in Salzgitter . They were then brought to Donauwörth for the begin of the electrical set up in 1984. The cost of construction was split between the Federal Ministry for Research (61%), DB (17%) and the involved companies (22%). The train was delivered in 1985 and was used mainly for testing purposes for the new Intercity Express trains and as a showcase train. It set

714-476: The group introduced the first prototype, called the Versuchsfahrzeug 1 (test train 1). By the middle of 1980, a three-part train capable of reaching 350 km/h (220 mph) was developed, and the name Versuchsfahrzeug 2 (test train 2) was used. This was to be tested in the then-under-construction railway test facility Rheine-Feren, between the towns of Rheine and Freren . After the dry tests of

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748-522: The important foundations for the construction or upgrade of up to 2,000 km (1,200 mi) railway lines for them to be rated for speeds of 300 km/h (190 mph). In the beginning of 1974, the industry, along with the Deutsche Bundesbahn set up a "Community Office" ( Gemeinschaftsbüro ) for the development of a 300 km/h (190 mph) train. More than 30 concept variations of a high-speed train were studied, particularly having

782-696: The largest part of economy in Rheine. On 1 April 1927 about 10,000 inhabitants of the Office Rheine (Bentlage, Wadelheim, Dutum, etc.) were incorporated into the city, the population increased to 29,598, the city area was thus tripled. In Nazi Germany , Jewish citizens were also deported from Rheine. The allied war opponents bombarded the city repeatedly, especially the railway line and the Dortmund-Ems Canal , which represented tactical goals. The large-scale attacks on 5 October met in 1944, and 21 March 1945, each with more than 200 dead and Injured

816-515: The new land speed record for railed vehicles on May 1, 1988, at 406.9 km/h (252.8 mph), which remained unsurpassed until 1990. The delivery of the ICE 1 powercars (now called Class 401), based on those of the ICE-V started in 1987. After that, the train was mainly used for material evaluation. The train was retired in 1998 and its powercars and cars were placed on exhibition at various sites. It

850-698: The other Lander in the Western Zone to form the Federal Republic of Germany. On 10 February 1946 Rheine was affected by the highest ever Emshochwasser. Large parts of the city were flooded. On 15 August 2002 the city celebrated the 675th anniversary of the granting of municipal law. There is no standard division of the city, different divisions are used for different purposes. The districts do not form administrative units. A detailed breakdown includes 21 districts. The city of Rheine has eleven district advisory councils. For statistical purposes, there

884-741: The other hand, a power car of the first type is frequently an integral part of its train, and if the train uses distributed traction , some of the car's interior space may be used for carrying passengers or cargo. Nearly all high speed trains use power cars, frequently at both ends. An example of these are the Acela Express trainsets in use by Amtrak , which are built by Bombardier in Canada using technology licensed from France's Alstom. The twenty Acela trainsets operate between Washington, D.C. , and Boston, Massachusetts . Each trainset consists of six passenger cars and two power cars. Another example

918-413: The project were met. That was also the same day when the name of the train was changed from R/S-VD to IC Experimental . The larger plan for the project was for the manufacturing of the train to be complete by 1985, so that it could be presented to the public on the 150th anniversary of the Bundesbahn. Originally in 1982, a train with two powercars and six coaches was planned for, one of the coaches being

952-409: The second class. Throughout the development process, the Bundesbahn worked together with the industry, supported by the ministry. The development of technical components necessary for the development of a high-speed rail system took nearly 12 years. Parallelly under the same ministerial support programme, the support for magnetic levitation technology also took place. The development of the train that

986-544: The test train 1 in the early 1980s, preparations for a new prototype began, now named as the Rad/Schiene-Versuchs- und -Demonstrationsfahrzeug (Rail-wheel test and demonstration power train) (R/S-VD). In August 1982, the Deutsche Bundesbahn decided to invest 12 Million Deutsche Mark (DM) in the R/S-VD project, and changed the name to IC Experimental (Intercity Experimental). As part of the studies supported by

1020-427: The train. Each of these power cars is equipped with one diesel alternator set that supplies 3-phase power at 750 volts 50 Hz through two sets of feeders running along the rake and coupled in between with the help of inter-vehicle couplers. Each coach then picks up the power supply through a 60 kVA transformer and brings down the voltage to 110 volts, at which the equipment in compartments run. This technology

1054-459: Was built, capable of reaching speeds of up to 500 km/h (310 mph). A planned national transport test facility in the second half of the 1970s did not, however, materialise. The newly founded Forschungsgemeinschaft Rad/Schiene (Rail-wheel research community) from the industry, universities, and the railways took up works towards a conventional test train, this time with the perspective of user- and passenger-friendliness. On 19 December 1979,

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1088-677: Was finally put into service began in September 1983 under the leadership of the Bundesbahn in Munich. Manufacturing started by the end of 1983, with the mechanical part of the powercars being developed and constructed by Krupp , Henschel and Krauss-Maffei . The electrical parts were developed by Siemens , AEG and Brown, Boveri & Cie . Both the parts were assimilated and finished by Friedrich Krupp in Essen (powercar 410 001) and Thyssen-Henschel in Kassel (powercar 410 002). By October 1984,

1122-464: Was put forth by the company Messerschmitt-Bölkow-Blohm in 1978, but was not realised as well. In 1975, the Bundesbahn, the industry and research communities agreed on a three-step research strategy. Building on the research conducted in the first step, the second step should involve testing of the research. Under this step, a roller dynamometer test bench in the Schwabing neighbourhood of Munich

1156-632: Was replaced by the ICE ;S . [REDACTED] Media related to InterCityExperimental at Wikimedia Commons Power car In rail transport , the expression power car may refer to either of two distinct types of rail vehicle: The first of these types of vehicle is closely related to the locomotive . What differentiates the locomotive and the first type of power car is their construction or use. A locomotive can be physically separated from its train and does nothing but provide propulsion and control (and heat or electricity for passenger trains). On

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