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60-544: Siemens Velaro is a family of high-speed electric multiple unit trains built by Siemens . It is based on the ICE 3 high-speed trains initially co-manufactured by Siemens and Bombardier for German national rail operator Deutsche Bahn (DB). In 1994, Deutsche Bahn were the first to order 50 units of the high-speed trains, branded as ICE 3 , that would eventually evolve into the Velaro family. This initial batch of ICE-3 trainsets

120-590: A Deutsche Bahn ICE-S test train since April 2018. Siemens has branded the Velaro Novo for the US market as the American Pioneer 220 . In May 2024, Siemens announced that Brightline had selected them to produce ten seven-car trainsets for their Rancho Cucamonga – Las Vegas route ( Brightline West ) that is planned for completion in 2028 (before the 2028 Summer Olympics ). Siemens has broken ground on

180-440: A variable voltage, variable frequency inverter using IGBTs with pulse-width modulation ) to run the motors. The system works in reverse for regenerative braking . The choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given power level, a higher voltage allows for a lower current and usually better efficiency at

240-834: A 20   kV   50 Hz AC system. This part of Germany was in the French zone of occupation after 1945. As a result of examining the German system in 1951 the SNCF electrified the line between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at the same 20   kV but converted to 25   kV in 1953. The 25   kV system was then adopted as standard in France, but since substantial amounts of mileage south of Paris had already been electrified at 1.5   kV DC , SNCF also continued some major new DC electrification projects, until dual-voltage locomotives were developed in

300-483: A motor-driving car or power-driving car. On third rail systems, the outer vehicles usually carry the pick up shoes with the motor vehicles receiving the current via intra-unit connections . Many modern two-car EMU sets are set up as twin or "married pair" units. While both units in a married pair are typically driving motors, the ancillary equipment (air compressor and tanks, batteries and charging equipment, traction power and control equipment, etc.) are shared between

360-663: A new facility in Horseheads, New York to produce the trainsets for Brightline West. The Velaro platform has been customized for each variant according to operational needs: Electric multiple unit EMUs are popular on commuter, and suburban rail networks around the world due to their fast acceleration and pollution-free operation, and are used on most rapid-transit systems. Being quieter than diesel multiple units (DMUs) and locomotive -hauled trains, EMUs can operate later at night and more frequently without disturbing nearby residents. In addition, tunnel design for EMU trains

420-758: A test (non-commercial) trainset. The Velaro CRH3C is a Chinese version of the Velaro. In November 2005, China ordered 60 trains 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. These trains were manufactured jointly by Siemens in Germany and CNR Tangshan in China. The first Chinese-built CRH3C

480-522: A total of 26 trains. The first units were delivered in July 2005 and completed their first test runs in January 2006. The trains serve the 621 km (386 mi) Barcelona – Madrid line at speeds up to 310 km/h (195 mph) for a travel time of 2   hours 30   minutes. On 15 July 2006, a train achieved a top speed of 403.7 km/h (250.8 mph) between Guadalajara and Calatayud on

540-479: Is corrected by connecting each feeder station to a different combination of phases. To avoid the train pantograph bridging together two feeder stations which may be out-of-phase with each other, neutral sections are provided at feeder stations and track sectioning cabins. SVCs are used for load balancing and voltage control. In some cases dedicated single-phase AC power lines were built to substations with single phase AC transformers. Such lines were built to supply

600-427: Is doubled to 50 kV to obtain greater power and increase the distance between substations. Such lines are usually isolated from other lines to avoid complications from interrunning. Examples are: The 2 × 25   kV autotransformer system is a split-phase electric power system which supplies 25   kV power to the trains, but transmits power at 50   kV to reduce energy losses. It should not be confused with

660-417: Is simpler as no provision is needed for exhausting fumes, although retrofitting existing limited-clearance tunnels to accommodate the extra equipment needed to transmit electric power to the train can be difficult. Multiple unit train control was first used in the 1890s. The Liverpool Overhead Railway opened in 1893 with two-car electric multiple units, controllers in cabs at both ends directly controlling

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720-400: Is then fed, sometimes several kilometres away, to a railway feeder station located beside the tracks. Switchgear at feeder stations, and at track sectioning cabins located halfway between feeder stations, provides switching to feed the overhead line from adjacent feeder stations if one feeder station loses grid supply. Since only two phases of the high-voltage supply are used, phase imbalance

780-694: The Channel Tunnel , enabling DB to use it on the services it planed to operate from London to Amsterdam and Frankfurt. 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. It received approval in June 2013 but cancelled plans to operate trains to London. In 2012 and 2013, Siemens discussed with Deutsche Bahn

840-672: The China Railway High-speed in China, ICE 3 in Germany, and the British Rail class 395 Javelin. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak , also featured high-speed electric multiple-unit cars, known as the Budd Metroliner . EMUs powered by fuel cells are under development. If successful, this would avoid

900-517: The ICE 3neo replacing class 406 units on services to both Belgium and The Netherlands. In October 2023, a new seating for the Deutsche Bahn long-distance fleet debuted on a class 408 train with line number 17. All subsequent units will be tout the redesigned seating. Like the Velaro D Class 407, the class 408 does not feature the panorama lounges behind the drivers cab as found in the early ICE 3 models class 403 and 406. On 7 October 2010, it

960-579: The Madrid-Barcelona line, this is the Spanish record for railed vehicles. Until 3 December 2010 it was also a world record for unmodified commercial service trainsets, as the earlier TGV (world record of 574.8 km/h or 357.2 mph) and ICE records were achieved with specially modified and shortened trainsets, and the Shinkansen (443 km/h or 275 mph, 1996) record was for

1020-600: The Turkish high-speed railway network . The first Siemens Velaro (the only Velaro D type train of TCDD, code numbered HT80001) entered service on 23 May 2015 between Ankara-Konya. The second Velaro of TCDD, which is the first Velaro TR type train, with the code number HT80101 (this type of train was involved an accident in Ankara ) arrived in Ankara on 17 February 2016. The last Velaro TR arrived to Turkey in 2021.(HT80118) Unlike

1080-472: The 1950s. One of the reasons it was not introduced earlier was the lack of suitable small and lightweight control and rectification equipment before the development of solid-state rectifiers and related technology. Another reason was the increased clearance required under bridges and in tunnels, which would have required major civil engineering in order to provide the increased clearance to live parts. Where existing loading gauges were more generous, this

1140-520: The 1960s. The main reason why electrification using utility frequency had not been widely adopted before was the lack of reliability of Mercury arc rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors , which required the current to be converted from AC to DC and for that a rectifier is needed. Until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in railway locomotives. It

1200-438: The 1990s, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a three-level converter to convert 25 kV single-phase AC to 1,520 V AC (via transformer) to 3 kV DC (via phase-controlled rectifier with thyristor) to a maximum 2,300 V three-phase AC (via

1260-413: The 50   kV system. In this system, the current is mainly carried between the overhead line and a feeder transmission line instead of the rail. The overhead line (3) and feeder (5) are on opposite phases so the voltage between them is 50   kV, while the voltage between the overhead line (3) and the running rails (4) remains at 25   kV. Periodic autotransformers (9) divert the return current from

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1320-592: The British system they are classified as Class 374 units. The Velaro TR is a Velaro D derived eight-car standard gauge high-speed train for the Turkish State Railways (TCDD). The eight cars, totalling a length of 200 m (656 ft 2 in), can accommodate 519 passengers and reach a top speed of 300 km/h (190 mph). 25 kV 50 Hz AC power the train with a total of 8 MW. In 2013, TCDD concluded four contracts with Siemens for

1380-613: The French TGV . Railway electrification using 25 kV , 50 Hz AC has become an international standard. There are two main standards that define the voltages of the system: The permissible range of voltages allowed are as stated in the above standards and take into account the number of trains drawing current and their distance from the substation. This system is now part of the European Union's Trans-European railway interoperability standards (1996/48/EC "Interoperability of

1440-491: 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. The Class 407 has 460 seats: 111 in first class, 333 in second class and 16 in the bistro car. This is 37 more seats than on Class 403/406 train sets, even though the seat pitch is unchanged. This is achieved by putting the traction equipment in compartments at either end of

1500-714: The Trans-European high-speed rail system" and 2001/16/EC "Interoperability of the Trans-European Conventional rail system"). Systems based on this standard but with some variations have been used. In countries where 60 Hz is the normal grid power frequency, 25 kV at 60 Hz is used for the railway electrification. In Japan, this is used on existing railway lines in Tohoku Region , Hokuriku Region , Hokkaido and Kyushu , of which Hokuriku and Kyushu are at 60   Hz . Some lines in

1560-544: The United States have been electrified at 12.5 kV 60 Hz or converted from 11 kV 25 Hz to 12.5 kV 60 Hz . Use of 60 Hz allows direct supply from the 60   Hz utility grid yet does not require the larger wire clearance for 25 kV 60 Hz or require dual-voltage capability for trains also operating on 11 kV 25 Hz lines. Examples are: Early 50   Hz AC railway electrification in the United Kingdom

1620-451: The acquisition of 19 units in total (one unit for the first, six for the second, ten for the third and two for the last contract) with a combined value of €685   million. (Excluding the last two sets.) Furthermore, Siemens would provide 7 years of maintenance and cleaning for the first 7 sets, and also provide a simulator . For the remaining 12 sets Siemens would provide 3 years of maintenance and cleaning. The Velaros are to be deployed on

1680-411: The batteries are charged via the electric pickup when operating on electric mode. EMUs, when compared with electric locomotives , offer: Electric locomotives, when compared to EMUs, offer: 25 kV AC railway electrification Railway electrification systems using alternating current (AC) at 25 kilovolts (kV) are used worldwide, especially for high-speed rail . It is usually supplied at

1740-485: The construction of electric traction railways and trolley systems worldwide. Each car of the train has its own traction motors: by means of motor control relays in each car energized by train-line wires from the front car all of the traction motors in the train are controlled in unison. The cars that form a complete EMU set can usually be separated by function into four types: power car, motor car, driving car, and trailer car. Each car can have more than one function, such as

1800-477: The delivery of one more Velaro D set, free of charge, as compensation for the delivery and certification delays. This train was originally built for test purposes and features a different propulsion setup, utilizing permanent magnet AC synchronous motors as opposed to the traditional AC asynchronous motors. Siemens stated that this will allow a reduction in the number of propulsion units per train, while still maintaining train performance. In 2019, Deutsche Bahn felt

1860-554: The dual-system EVS2 trains entered service on the Nizhniy Novgorod route in 2010. It set a record for the fastest train in Russia on 2 May 2009, travelling at 281 km/h (175 mph) and on 7 May 2009, travelling at 290 km/h (180 mph). On 19 December 2011 an order for an additional eight sets was signed to facilitate an increased number of services on existing lines and the expansion of new service elsewhere in

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1920-718: The first of the "Velaro EGY" high speed trainsets was undergoing dynamic testing at the Wegberg-Wildenrath circuit in Germany ahead of delivery later the year. The Velaro Novo is Siemens's concept for the next generation of high speed train, announced in June 2018. It would be lighter and more efficient than previous designs, with a top speed of 360 km/h (225 mph). The company claims to achieve these improvements via lightweight construction techniques and reduced aerodynamic drag by fully covered, inside bearing bogies. By 2024, no full trainset had yet been produced except for one prototype car that has been running as part of

1980-447: The greater cost for high-voltage equipment. It was found that 25 kV was an optimal point, where a higher voltage would still improve efficiency but not by a significant amount in relation to the higher costs incurred by the need for larger insulators and greater clearance from structures. To avoid short circuits , the high voltage must be protected from moisture. Weather events, such as " the wrong type of snow ", have caused failures in

2040-416: The need for an overhead line or third rail . An example is Alstom ’s hydrogen -powered Coradia iLint . The term hydrail has been coined for hydrogen-powered rail vehicles. Many battery electric multiple units are in operation around the world, with the take up being strong. Many are bi-modal taking energy from onboard battery banks and line pickups such as overhead wires or third rail. In most cases

2100-485: The need of further trains able to run at 300 km/h (190 mph) or faster for national and international use. Siemens offered its Velaro Novo , which was under development, and it offered an evolution of the Velaro D, designed for operation at 320 km/h (200 mph) and equipped with multi-system (MS) capability, hence labelled Velaro MS. Demanding a service-proven model, Deutsche Bahn ordered 30 Velaro MS for delivery starting in 2022. The first of these trains

2160-606: The neutral rail, step it up, and send it along the feeder line. This system was initially deployed on France's then new Paris-Lyon High speed rail line in 1981, and has gone on to be used by New Zealand Railways in 1988, Indian Railways , Russian Railways , Italian High Speed Railways, UK High Speed 1 , most of the West Coast Main Line and Crossrail , with some parts of older lines being gradually converted, French lines (LGV lines and some other lines ), most Spanish high-speed rail lines, Amtrak and some of

2220-553: The outer end of the pair, saving space and expense over a cab at both ends of each car. Disadvantages include a loss of operational flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. Some of the more famous electric multiple units in the world are high-speed trains: the Italian Pendolino and Frecciarossa 1000 , Shinkansen in Japan,

2280-478: The past. An example of atmospheric causes occurred in December 2009, when four Eurostar trains broke down inside the Channel Tunnel . Electric power for 25 kV AC electrification is usually taken directly from the three-phase transmission system . At the transmission substation, a step-down transformer is connected across two of the three phases of the high-voltage supply and lowers the voltage to 25 kV . This

2340-503: The same as the Velaro D sets which Deutsche Bahn propose to operate services between Germany and London. The top speed will be 320 km/h (200 mph) and they will have 894-950 seats, unlike the current Eurostar fleet manufactured by the French Alstom , which has a top speed of 300 km/h (190 mph) and a seating capacity of 750. Total traction power will be rated at 16  MW (21,000  hp ; 22,000  PS ). On

2400-622: The standard utility frequency (typically 50 or 60   Hz), which simplifies traction substations. The development of 25   kV AC electrification is closely connected with that of successfully using utility frequency. This electrification is ideal for railways that cover long distances or carry heavy traffic. After some experimentation before World War II in Hungary and in the Black Forest in Germany , it came into widespread use in

2460-439: The system. The 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 330 km/h (205 mph) and comply with Technical Specifications for Interoperability and enhanced crashworthiness requirements. There are fire-proof equipment rooms and fire doors between cars. The Velaro D is designed to be quieter and more reliable than

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2520-585: The total to 16) to replace a Clas 406 set damaged in an accident in August 2010. The Velaro D was meant to enter into service in December 2011 on services from Frankfurt to southern France via the new LGV Rhin-Rhône , and subsequently within Germany and on other international services to France, Belgium, Switzerland and the Netherlands. Due to a series of delays in manufacturing and certification, no Velaro D trainsets were in service as of November 2012 and there

2580-568: The traction current to motors on both cars. The multiple unit traction control system was developed by Frank Sprague and first applied and tested on the South Side Elevated Railroad (now part of the Chicago 'L' ) in 1897. In 1895, derived from his company's invention and production of direct current elevator control systems, Frank Sprague invented a multiple unit controller for electric train operation. This accelerated

2640-480: The traditional white - red - dark blue color scheme used on the TCDD HT65000 high-speed trains, a white - turquoise - grey color scheme has been selected for the livery of TCDD's Velaro trains. In May 2022 it was announced that Egyptian National Railways had ordered 41 Velaro eight-car sets, amongst other railway equipment, for a 2,000 km (1,243 mi) railway development. In May 2024,

2700-600: The train can still operate. For full international flexibility across Europe, it can function on any of four voltages. The fleet is based in Frankfurt. In December 2008 Deutsche Bahn signed a €500   million order for 15 trainsets. The train's production stages were presented to the press in Krefeld on 28 April 2010, and three completed cars were displayed by Siemens on September 22, 2010 at InnoTrans. In June 2011, Deutsche Bahn ordered an additional Velaro D set (increasing

2760-518: The train instead of hiding it behind panels the length of the train. This change removes the panorama lounges, found on older trainsets, which provide passengers in the end cars with a cab view. The passenger seating is all open-plan and there are no compartments. The eight-coach Class 407 trains can couple up and work with their Class 403 and Class 406 predecessors. Eight of the 16 bogies per train are powered, and there are four independent sets of traction equipment per train. Should two of them break down,

2820-481: 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 3 in), 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 , and

2880-426: The two cars in the set. Since neither car can operate without its "partner", such sets are permanently coupled and can only be split at maintenance facilities. Advantages of married pair units include weight and cost savings over single-unit cars (due to halving the ancillary equipment required per set) while allowing all cars to be powered, unlike a motor-trailer combination. Each car has only one control cab, located at

2940-626: Was Budapest–Dunakeszi–Alag. The first fully electrified line was Budapest–Győr–Hegyeshalom (part of the Budapest–Vienna line). Although Kandó's solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use this system was completed in 1936 by the Deutsche Reichsbahn who electrified part of the Höllentalbahn between Freiburg and Neustadt installing

3000-474: Was built by a consortium with Bombardier (acquired by Alstom ), and first delivered for service in 1999. A version based on this train without Bombardier patents was developed by Siemens and has been marketed as Velaro since. Velaro derivatives have been introduced in Germany, Belgium, France, the United Kingdom, the Netherlands, Spain, China, Russia, and Turkey. In July 2006, a Siemens Velaro train-set (AVE S-103) reached 403.7 km/h (250.8 mph), which

3060-589: Was completed in late 2021 and presented to the public in February 2022, marketed as ICE 3neo by Deutsche Bahn and bearing the DB class number 408. At the same time, the order was increased by 43 trainsets, with all 73 trains planned to have entered service by early 2029. In May 2023, the order was increased by another 17 units, bringing the total number to 90. The first class 408 unit entered revenue service in December 2022. International service started in June 2024, seeing

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3120-415: Was done using a steam engine beneath a bridge at Crewe . A section of 25 kV overhead line was gradually brought closer to the earthed metalwork of the bridge whilst being subjected to steam from the locomotive's chimney. The distance at which a flashover occurred was measured and this was used as a basis from which new clearances between overhead equipment and structures were derived. Occasionally 25 kV

3180-565: Was less of an issue. Railways using older, lower-capacity direct-current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/ 1.5 kV DC for their new high-speed lines. The first successful operational and regular use of a utility frequency system dates back to 1931, tests having run since 1922. It was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz , asynchronous traction, and an adjustable number of (motor) poles. The first electrified line for testing

3240-408: Was no schedule for their delivery. Only in December 2013 the first four trains delivered to DB were certified for domestic operation as multiple units and started passenger service. Four more trains were due to be delivered in spring 2014, whereas the remainder of eight trains were used for test runs in France and Belgium to gain type approval there. The specification of the Velaro D allows it to use

3300-425: Was planned to use sections at 6.25 kV AC where there was limited clearance under bridges and in tunnels. Rolling stock was dual-voltage with automatic switching between 25 kV and 6.25 kV . The 6.25 kV sections were converted to 25 kV AC as a result of research work that demonstrated that the distance between live and earthed equipment could be reduced from that originally thought to be necessary. The research

3360-404: Was possible to use AC motors (and some railways did, with varying success), but they have had less than ideal characteristics for traction purposes. This is because control of speed is difficult without varying the frequency and reliance on voltage to control speed gives a torque at any given speed that is not ideal. This is why DC series motors were the most common choice for traction purposes until

3420-497: Was reported that Eurostar had selected Siemens as preferred bidder to supply ten Velaro e320 trainsets at a cost of €600   million (and a total investment of more than £700   million with the refurbishment of the existing fleet included) to operate an expanded route network, including services from London to Cologne and Amsterdam . These would be sixteen-car, 400-metre (1,312 ft 4 in) long trainsets built to meet current Channel Tunnel regulations, and would not be

3480-543: Was temporarily discontinued from 1 June 2015 till 1 March 2018) at a speed of up to 250 km/h (155 mph), are based on the ICE3 train standard but with bodies widened by 33 cm (13 in) to 3.265 m (10 ft 8 + 1 ⁄ 2  in) to take advantage of Russia's wide loading gauge . They are also built to the 1,520 mm ( 4 ft  11 + 27 ⁄ 32  in ) Russian track gauge, unlike other Velaro EMUs, which are standard gauge. Four of

3540-462: Was the world record for railed and unmodified commercial service trainsets. In 2018, Siemens announced a major design iteration termed Velaro Novo . It is scheduled to enter service in 2028 with Brightline West . The Velaro E is a version of the Velaro family used by RENFE for operations in Spain . In 2001, RENFE ordered sixteen Velaros designated AVE Class 103 . The order was later increased to

3600-611: Was unveiled on 11 April 2008. 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. The 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. The contract is in total worth €600   million. The trains, connecting Moscow with Saint Petersburg , and later also Saint Petersburg and Nizhny Novgorod (the service

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