The Stadler GTW is an articulated railcar for local transport made by Stadler Rail of Switzerland . GTW stands for Gelenktriebwagen (articulated railcar).
65-519: Thames Turbo may refer to two related classes of diesel multiple unit trains built for British Rail , the United Kingdom 's then state owned rail operator, between 1990 and 1993: British Rail Class 165 , in service with both Chiltern Railways and Great Western Railway British Rail Class 166 , a faster air conditioned variant of the 165 in service with Great Western Railway Topics referred to by
130-790: A Stadler FLIRT fleet, with 20 trains DEMU version. Germany has employed DMUs for both commuter and express services for many decades. The SVT 877 Fliegender Hamburger DMU, introduced in 1933, made the run from Berlin to Hamburg in an astonishing 138 minutes, and its derivative SVT 137 broke the land speed record in 1936. After World War 2, the VT 11.5 DMU was the flagship of the glamorous Trans Europ Express . Since 1968, DB has designated DMUs with class numbers beginning in 6. While DB and regional transport authorities generally prefer electric power for commuter rail, many local and rural lines remain un-electrified, and DMUs are invaluable in providing services to those areas. DMUs in service as of 2021 include
195-628: A WDM-2 or WDM-3A locomotive in the middle. These old trains had the loco controls duplicated in the Driving Trailer coach and all the actuation information reaching the locomotive through thin communication lines. This was called 'push-pull train'. The longest running such push-pull service operated between Diva – Bhiwandi Road and Vasai Road and was recently converted into an MEMU train service in 2018. India's first and largest DMU shed at Jalandhar , Punjab, holds more than 90 units placed in service all over Punjab. First generation DMU: Rated power
260-541: A concept of placing most of the equipment in a central unit between the seating cars. While the BTI-Bahn tracks are meter gauge , Stadler presented the first prototype in 1995 set on standard-gauge track, and the Mittelthurgau-Bahn tested three prototypes on its standard-gauge network during 1996. The rolling stock for Mittelthurgau was later expanded to ten GTW 2/6 units (built 1998–1999) that are now part of
325-612: A locomotive hauled service. Today, DMUs are widely used throughout Australia's southern states: In Queensland, heritage DMUs are used on the Savannahlander and Gulflander tourist trains. Chinese manufactured (CNR Tangshan) DEMU was introduced in Bangladesh from 25 May 2013. DEMU is the country's first-ever commuter train service starting its journey on the Chittagong–Fouzdarhat line. These DEMUs also operate on
390-465: A multi-purpose room, vacuum toilets (in a washroom suitable for the disabled) and a passenger information system . The GTWs can be diesel–electric or electric-powered (via overhead wires or third rail ). Although the traction is good for the powered bogies the concept has the same problem as other light railcars with the brakes on the non-powered axles having lower grip than traditional railcars. This has led to actual restrictions when leaves are on
455-582: A multiple unit. The Panoramique des Dômes in France uses 4 GTW 2/6 since opening in 2012. In Greece, TrainOSE operates two variants of the Stadler GTW 2/6 (known also incorrectly as railbus ), owned by OSE . It is the main suburban DMU and there are two variants i.e. the metric and the standard gauge. The metric gauge variant (OSE class 4501) operates in the Suburban of Patras ( Proastiakos ) and
520-425: A path through the drive container for passenger access. The end modules can be delivered with standard pulling devices or buffer gears, or with central buffer couplings . They are built with a low-floor design except above the bogies and at the supported ends (more than 65% of the railcar is low-floor). All of the usual comforts to be expected in a modern local network railcar are provided, such as air conditioning ,
585-771: A second pantograph in the front car to remove ice and snow from the overhead wires on colder seasons. Between 2020 and 2022, the two trains from the Núria line have been transferred to the Montserrat line. The Swiss Federal Railways use a narrow version of the GTW 2/6 (RABe 520) on the Seetal railway line and between Lenzburg and Zofingen. THURBO uses a large fleet of RABe 526 (GTW 2/6 and 2/8) on various lines in eastern Switzerland. Regionalverkehr Mittelland bought several GTW 2/6, which were later extended to GTW 2/8 and finally sold to
650-504: A slightly tweaked paint scheme (to better match the MetroBus paint scheme), and an updated engine car design that features a rounded top rather than an angular top as found on the older DMUs. The Denton County Transportation Authority (DCTA), announced on May 20, 2009, that it would purchase 11 GTW 2/6 articulated diesel multiple units (DMUs) for DCTA's 21-mile (34 km) corridor from Denton to Carrollton . This line connects with
715-481: Is also using diesel GTW's on Arnhem–Winterswijk, Winterswijk–Zutphen and Zutphen–Apeldoorn. The electrified GTW are used on the lines Dordrecht – Gorinchem – Geldermalsen (since 2018 by transport company Qbuzz ) and since December 2012 also on Zwolle – Emmen. Since December 2022 electrified GTW's are also used on the weekly Arriva night train service between Groningen and Schiphol Airport. Arriva Limburg uses electric GTW on
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#1732775608623780-607: Is different from Wikidata All article disambiguation pages All disambiguation pages Diesel multiple unit A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines . A DMU requires no separate locomotive , as the engines are incorporated into one or more of the carriages. Diesel-powered single-unit railcars are also generally classed as DMUs. Diesel-powered units may be further classified by their transmission type: diesel–mechanical DMMU , diesel–hydraulic DHMU , or diesel–electric DEMU . The diesel engine may be located above
845-488: Is provided by DMU tilting trains " RegioSwinger " (Croatian series 7123) since 2004. Those trains may also cover other lines in the country depending on need and availability. Luxury DMU series 7021 , built in France , started to operate for Yugoslav Railways in 1972 and after 1991 still remained in service of Croatian Railways until 2005. Units 7121 and 7122 (which came as a replacement for 7221 units), together with
910-418: Is rather unconventional: the car is driven by a central "power module", also known as a "powerpack" or a "drive container", powered on both axles. Two light end modules, each with a bogie , rest on the power module, which produces useful traction weight on the driving axles. The end modules also use the space very effectively, although the railcar is divided into two halves by the power module. Most units have
975-560: Is scheduled to enter service by August 2021. The company also owns 7 narrow gauge trains for their rack railway lines, the first 5 trains were purchased in 2000 for the Montserrat rack railway and the remaining two were ordered in 2001 for the Vall de Núria rack raikway . These units are electric-powered using a pantograph installed on the central carriage. Additionally, the Nuria trains have
1040-656: Is the same year that much of the production was moved to the branch factory in Siedlce , Poland. 551 units have been sold until 2011 and are in use in Austria , France , Germany , Italy , the Netherlands , Slovakia , Switzerland and the United States . Because of the crashworthiness requirements, the GTW gained weight over time. In the concept of 1998 it had 483 kg (1,065 lb) per seat while in 2010
1105-725: The Bombardier Voyager , each car is entirely self-contained and has its own engine, generator and electric motors. In other designs, such as the British Rail Class 207 or the Stadler GTW and Stadler FLIRT DMU , some cars within the consist may be entirely unpowered or only feature electric motors, obtaining electric current from other cars in the consist which have a generator and engine. With diesel–electric transmission, some DMU can be no other than an EMU without pantograph or contact shoes (for use on
1170-531: The Breng concession starting December 2012. The Železničná spoločnosť Slovensko (ZSSK) Class 425.95 is used on the Tatra Electric Railway . The design of these trains was derived from the GTW 2/6. The ZSSK Class 495.95 trains are used on both the Tatra Electric Railway and the Štrbské Pleso–Štrba rack railway . The ZSSK Class 840 trains also derived from the GTW 2/6 are in use on
1235-603: The Chittagong Circular Railway and on the Bangladesh Railway 's service between Dhaka and Narayanganj . Mexican manufacturer Ferrovias Del Bajio supplied in 2019, three DSUs (Diesel Single Unit) to Royal Railway in Cambodia for their airport shuttle service from Phnom Penh international airport to the city central station. The other two units were assigned to long-distance services from
1300-650: The THURBO fleet (the three prototypes were sold to Italy). The next lots were produced in meter gauge and were delivered to the BTI-Bahn and the CEV-Bahn ( Chemins de fer électriques Veveysans ) in 1997 – although the BTI-Bahn was first to order any GTWs with its seven trains, the CEV-Bahn ordered the biggest lot of the first generation with twenty trains. In 1998 the Linzer Lokalbahn (Austria) placed an order which needed to be modified to conform to
1365-519: The WINK concept (or Flirtino) in 2018. FLIRT and WINK are the next-generation models that can support updated crash worthiness requirements. Like Stadler's GTW family of multiple units, WINK has a central power module containing the energy generation, traction and auxiliary systems, while the frame and other parts are derived from the FLIRT models. Stadler GTW is family of vehicles which differ externally, in
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#17327756086231430-518: The national railways ) had been built since the 1920s, the first two streamlined DMUs came in service in 1937, class Kiha 43000 (キハ43000系). The service of several hundreds (in sum even thousands) of diesel railcars and DMUs started in 1950s following the improvement of fuel supply that was critical during World War II . In 2021, Kenya acquired DMUs from France to operate in the Nairobi Metropolitan Area. These trains connect
1495-531: The 30 trains ordered by the HLB, differing only in the height of the low-floor section. The full series were then manufactured at the new Stadler Pankow (Berlin) facilities being built in 2000 by a joint venture with ADtranz. Stadler acquired their shares in 2001 and the final vehicles were delivered from that plant in 2001 by Stadler alone. The second generation can be easily distinguished by its round headshape made from FRP ( glass-fiber–reinforced plastic ). These follow
1560-883: The Adtranz Class 612 tilting train ("Regio Swinger"), the Alstom Coradia LINT (Classes 620–623, 640 and 648), the Siemens Desiro (Class 642) and the Bombardier Talent (Class 643/644). From 2001 to 2016 there was even a DMU version of DB's high-speed Intercity Express , the Class 605 ICE TD . In the Republic of Ireland the Córas Iompair Éireann (CIÉ), which controlled the republic's railways between 1945 and 1986, introduced DMUs in
1625-602: The Arriva operator in the Netherlands which ordered 43 trains in 2005 asking for some further developments – the modified type sold well to other operators in the Netherlands and abroad, as both DMU and EMU variants. The fourth generation came along with new regulations in the EU that increased the crashworthiness requirements (see EN 15227 ). Trains had to comply with these requirements by 2008 (see 2008/57/EC). This
1690-473: The DB design being produced since 2000 for other customers as well, for example a batch of 12 trains went to Athens (Greece) in meter gauge (ordered in 1999, delivered since 2003). With the second generation the available options for GTW trains expanded – meter-gauge vehicles can be ordered in a 2.2 or 2.7 m (7 ft 2 + 5 ⁄ 8 in or 8 ft 10 + 1 ⁄ 4 in) width and
1755-693: The DIN 5510 class 2 safety standard, as well as different electrification. These eight trains were delivered in 2000 from the Swiss facilities and an option of six more trains was fulfilled in 2005. Another modification was done for the River Line (New Jersey) with an order of twenty DMUs delivered in 2002 and 2003 from the Swiss facilities. During that time the Hessische Landesbahn (HLB) in Germany
1820-471: The FRA. This has greatly restricted the development of DMUs within the U.S. as no other country requires the much heavier FRA compliant vehicles, and no export market for them exists. Operations using FRA-compliant vehicles: Operations using non FRA-compliant vehicles: Proposed operations: DMUs were first introduced to Australia in the late mid-20th century for use on quiet branch lines that could not justify
1885-590: The Ferrovie dello stato Italiane group's subsidiary which will cause a lot of changes to the Greek railways. In Italy GTW are used by some regional railways, and called ATR: The multinational transport company Arriva uses the diesels on the lines: Leer (Germany) – Groningen, Delfzijl–Groningen, Leeuwarden–Groningen, Roodeschool/Eemshaven–Sauwerd, Veendam–Zuidbroek, Leeuwarden–Stavoren, Leeuwarden – Harlingen Haven. From December 2012, Arriva
1950-758: The PNR in the island of Luzon . Even without active inter-city rail services in the present-day, DMUs are still used on the PNR Metro Commuter Line in Metro Manila and the Bicol Commuter service in the Bicol Region . Three generations of DMUs are in use: second-hand DMUs handed over by JR East such as the KiHa 35 , 52 and 59 series originally built in the 1960s and acquired in
2015-707: The Slovenská strela motor express train led on the Bratislava-Prague route by a motor car of the same name, or the Tatran express from Bratislava to Košice. Representatives of high-speed motor wagons were, for example, motor wagons of the M262 or M286 series, which, however, lost their application in high-speed wagons due to the gradual electrification of main lines and were, like the current wagons currently used for passenger trains. The first significant use of DMUs in
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2080-771: The Swiss Federal Railways in 2013. Various narrow gauge railways use GTWs: Chemins de fer du Jura , Biel–Täuffelen–Ins-Bahn , and the Transports Montreux–Vevey–Riviera . The Capital Metropolitan Transportation Authority (CapMetro) in Austin, Texas , uses ten Diesel rail vehicles of the type GTW 2/6 on its 32-mile (51.5 km) red line from Leander to Downtown Austin. CapMetro originally purchased 6 GTW DMUs from Stadler in 2005, but expanded their fleet to 10 units in 2017. The 4 newer units feature LED destination signs instead of flip-dot signs,
2145-666: The U.S. was the Budd Rail Diesel Car (RDC). The RDC was a single passenger car with two diesel engines and two sets of controls. In the United States, DMU systems must be FRA-compliant to be permitted on freight rail corridors. The Federal Railway Administration has mandated higher coupling strength requirements than European regulators, effectively prohibiting the use of lighter weight European-style inter-city rail DMUs on U.S. main line railways without timesharing with freight operations or special waivers from
2210-530: The US, but new services are evaluated on a case-by-case basis. As a result, several types of lightweight DMUs have been used: Costa Rica has purchased several Apolo 2400 series DMU railcars from the former narrow gauge operator in Spain, which are run in commuter service. 42 X'Trapolis Tsíimin K'áak train sets have been ordered for Tren Maya , 10 of which are DMU and 32 are EDMU. A type of diesel multiple units in
2275-650: The United Kingdom was by the Great Western Railway , which introduced its small but successful series of diesel–mechanical GWR railcars in 1934. The London & North Eastern Railway and London, Midland & Scottish Railway also experimented with DMUs in the 1930s, the LMS both on its own system , and on that of its Northern Irish subsidiary , but development was curtailed by World War II . After nationalisation, British Railways (BR) revived
2340-461: The base model 2/6 had increased to 660 kg (1,460 lb) per seat. This was higher than a FLIRT ET 22 in 2007, at 639 kg (1,409 lb) per seat. As a consequence, the manufacturer saw its biggest customers, Arriva and Connexxion, switch over to the FLIRT models for the following deliveries in 2012. Only some replacements for diesel–electric and cog-wheel trains followed after that point in time. For those application areas Stadler introduced
2405-575: The central station to Sihanoukville and to Poipet. Royal Railways Cambodia have now acquired eleven carriages DMU from Japan. Model: " Kiha 183 heavy snow ". (キハ183系オホーツク・大雪) Speed: 110 km/h (max) Type: 特急 (Limited Express) Started: 1986 ............ End of Service in Japan 17 March 2023 DMUs (DEMUs) are widely used in India. DEMUs in India are used in both the eight-coach format and the four-coach format. These trains replaced many (up to 10 car) trains with
2470-666: The city with settlements outside Nairobi, Jomo Kenyatta International Airport and the Nairobi Terminus. The Keretapi Tanah Melayu (KTM) has a total of 13 DMU KTM Class 61 ordered from CRRC for the West Coast Line and are assembled locally at CRRCs Batu Gajah factory from 2016 to 2020. The first scheduled service is expected from 1 September along the Gemas-Johor Bahru route, replacing old non-automotive stock. The Philippine National Railways (PNR)
2535-418: The concept in the early 1950s. At that time there was an urgent need to move away from expensive steam traction which led to many experimental designs using diesel propulsion and multiple units . The early DMUs proved successful, and under BR's 1955 Modernisation Plan the building of a large fleet was authorised. These BR "First Generation" DMUs were built between 1956 and 1963. BR required that contracts for
2600-531: The country depending on need and availability too. Also, the DMUs were manufactured for foreign carriers. The tables of cars and units are divided into vehicles operated until 1987, when the ČSD used the series designations proposed by Vojtěch Kryšpín , and vehicles created after this date, which no longer have Kryšpín's designations (with some exceptions). In addition, these new cars are the new vehicles are already different in both countries. Elron has since 2015
2665-408: The design and manufacture of new locomotives and rolling stock be split between numerous private firms as well as BR's own workshops, while different BR Regions laid down different specifications. The result was a multitude of different types, one of which was: In 1960, British Railways introduced its Blue Pullman high-speed DEMUs. These were few in number and relatively short-lived, but they paved
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2730-533: The diesel–electric variant is available as a DMU-2 with two generators instead of one. This allowed for increasing the maximum speed, which was a requirement of Italian customers; in Italy, this type is known as ATR 100. The Vinschgerbahn (Bolzano) was the first to order twelve DMU-2 sets in 2004, extended by eight vehicles of the same type for the Udine–Cividale line (Padova), also in 2004. The DMU-2 concept impressed
2795-430: The driver, as in the great majority of first-generation British Rail DMUs, but in most applications, gears are changed automatically. In a diesel–hydraulic multiple unit (DHMU), a hydraulic torque converter , a type of fluid coupling, acts as the transmission medium for the motive power of the diesel engine to turn the wheels. Some units feature a hybrid mix of hydraulic and mechanical transmissions, usually reverting to
2860-492: The early 2010s, the Rotem DMUs of 2009 built by Korean manufacturer Hyundai Rotem , and the 8000 and 8100 classes built by Indonesian firm PT INKA . Stadler GTW The Biel–Täuffelen–Ins-Bahn near Bern , Switzerland was looking for a lighter train model to replace its aging fleet, so that a low-floor system does not require heavy installations on the roof. Based on that requirement Stadler came up with
2925-548: The few remaining unelectrified lines. As electrification progresses, the DMUs become less and less important. Diesel multiple units cover large number of passenger lines in Croatia which are operated by the national passenger service operator HŽ Putnički Prijevoz . On Croatian Railways, DMUs have important role since they cover local, regional and distant lines all across the country. The country's two largest towns, Zagreb and Split , are connected with an inter-city service that
2990-444: The former British Rail Southern Region ), which "is substituted" by one or more on-board diesel generators ; this kind of DEMU can be potentially upgraded to electro-diesel multiple unit (EDMU), becoming a bi-mode multiple units train (BMU), just adding one or two pantographs or contact shoes (with opportune converters, if necessary) and related modifications on the electric system. NMBS/SNCB uses its NMBS/SNCB Class 41 DMUs on
3055-432: The frame in an engine bay or under the floor. Driving controls can be at both ends, on one end, or in a separate car. DMUs are usually classified by the method of transmitting motive power to their wheels. In a diesel–mechanical multiple unit (DMMU), the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car . The transmissions can be shifted manually by
3120-410: The latter at higher operating speeds as this decreases engine RPM and noise. In a diesel–electric multiple unit (DEMU), a diesel engine drives an electrical generator or an alternator which produces electrical energy . The generated current is then fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel–electric locomotive . On some DEMUs, such as
3185-485: The lines Kerkrade Centrum – Heerlen – Maastricht Randwyck, Heerlen–Maastricht, and the diesels are used on the lines: Roermond – Venlo – Nijmegen. Connexxion was using one electric GTW for the line: Barneveld Centrum – Amersfoort, This GTW is transferred to the Vechtdallijnen from Arriva, Connexxion is also using 9 diesel GTW's for
3250-478: The mid '80s, British Rail embarked upon its so called "Sprinterisation" programme, to replace most of the first generation DMUs and many locomotive-hauled trains with three new families of DMU: Following the impact of the privatisation of British Rail in the late 1990s, several other DMU families have been introduced: In 2018, the first bi and tri-mode electro-diesel multiple units were introduced: Canada generally follows similar buffer strength requirements to
3315-591: The mid-1950s and they were the first diesel trains on many main lines. DMUs are used mostly on shorter or less frequently travelled routes in remote areas. The national railway company CFR still uses, along with other DMU models, Class 77 and 78 DMUs, locally built by Malaxa between the 1930s and 50s and refurbished in the 70s. The main DMU in use is the Class 96 Siemens Desiro aka Săgeata Albastră (The Blue Arrow). Private operators also largely use DMU units, mainly purchased from various French and German operators. In
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#17327756086233380-429: The motors by TSA Austria. By inserting a middle car (also with only one bogie) on one side of the propulsion module, the GTW 2/6 is expanded to GTW 2/8. Instead of the middle car, another drive module can also be inserted. Between the two modules are then either a trailer passenger car (GTW 4/8) or two medium cars and partitions (GTW 4/12). For operational flexibility up to four GTWs of the same pattern can be operated as
3445-514: The newest series 7022 and 7023 built in 2010s Croatia, cover many of the country's local and regional services on unelectrified or partly electrified lines. Diesel multiple units also cover large number of passenger lines in the Czech Republic which are operated by the national operator České dráhy . They have important role since they cover local, regional and distant lines all across the country. Those trains may also cover other lines in
3510-674: The normal-gauge railways in the Poprad region. Class 840 trains are also used on the Bratislava— Komárno line from December 2020 The Catalan government -owned Ferrocarrils de la Generalitat de Catalunya (FGC) purchased two diesel-powered, Iberian gauge trains for use on the Lleida–La Pobla Line . This allowed the service frequency to be increased from 4 to 10 trains per day between Lleida and Balaguer , and 1 to 4 per day between Lleida and La Pobla de Segur . A third new set
3575-562: The power cars were later reclassified as locomotives under Class 43 . HSTs started being replaced in 2017, but as of October 2022 some are still in use. By the early 1980s, many of the surviving First Generation units were reaching the end of their design life, leading to spiralling maintenance costs, poor reliability and a poor public image for the railway. A stopgap solution was to convert some services back to locomotive haulage, as spare locomotives and hauled coaching stock were available, but this also increased operating costs. Commencing in
3640-588: The present, several types of DMUs operate in Slovakia. Was the most common type in Slovakia is a Class 812 ZSSK based on the ČD Class 810 . These are used almost exclusively for hauling passenger trains on non-electrified regional lines and these trains often excel in low travel speeds. In the past, however, in Slovakia there were a number of express trains driven by motor coaches , which often overcame heavier trains driven by steam locomotives at cruising speed, and classic sets. A typical example can be, for example,
3705-757: The rails as the wheel slide protection can not fully compensate the effect. The central power module has limits with heat dissipation as well which can lead into situations where the power output needs to be limited which is automatically done in this construction concept. There are diesel propulsion modules with 550 kW (740 hp ) (since 2003) with 2 x 375 kW (503 hp) = 750 kW (1,006 hp) power available, and electric propulsion modules with 600 to 1,100 kW (800 to 1,480 hp). IGBT based traction converters together with asynchronous motors are used as drive units. The traction converters are manufactured by ABB at their site in Turgi, Switzerland and
3770-421: The same term [REDACTED] This disambiguation page lists articles associated with the title Thames Turbo . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Thames_Turbo&oldid=1137660578 " Category : Disambiguation pages Hidden categories: Short description
3835-474: The standard-gauge vehicles in a 3.0 or 3.1 m (9 ft 10 + 1 ⁄ 8 in or 10 ft 2 in) width. Also the GTW 2/6 may be expanded with an additional bogie car making it a GTW 2/8. The third generation has minor modifications to the head shape but the more important changes were made to the power module – the electric variant now has 700 to 800 kW (940 to 1,070 hp) instead of up to 520 kW (700 hp ), and
3900-420: The tourist line of Katakolo – Pyrgos – Ancient Olympia. The standard gauge variant (OSE class 560) operates on the regional service Athens–Lianokladi and the local Lianokladi–Lamia–Stylida line (which is referred to as Proastiakos Lamias). In the near future, it is expected they will operate on different lines due to the electrification of the main network and TrainOSE becoming one of
3965-529: The various designs of the head of the vehicle (from angular to streamlined ), and also in the different designs and power units that drive them. They also come in different gauges and as rack railway vehicles. The basic version is the GTW 2/6 , a railcar which conforms to UIC standards. "2/6" means "two of six axles are powered". The GTW 2/6 is used for example by Deutsche Bahn as Baureihe 646 (Series 646) and by Swiss railways as RABe 526 . The basic concept
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#17327756086234030-440: The way for the very successful InterCity 125 or High Speed Train (HST) units, which were built between 1975 and 1982 to take over most principal express services on non-electrified routes. These 125 mph (201 km/h) trains run with a streamlined power car at each end and (typically) seven to nine intermediate trailer cars. Although originally classified as DEMUs, the trailer cars are very similar to loco-hauled stock, and
4095-633: Was 700 HP and had three or six coaches, made first by ICF. Transmission was Voith-hydraulic. Max speed 100 km/h. Second generation DMU: Rated power is 1400 HP and have eight coaches. Max speed is 105 km/h. Transmission is DC electric. Made at ICF and RCF . Third generation DMU: Rated power is 1,600 HP and have ten coaches. Max speed is 110 km/h. Transmission is AC electric. Made at ICF . State-owned company PT.INKA builds several type of DMU, some of which operate in urban and suburban areas. In Japan, where gasoline-driven railbuses (on small private lines) and railmotors ( Kihani 5000 of
4160-545: Was also looking at the new system but actual procurement was delayed until the second generation. In the beginning, Stadler was cooperating with ADtranz/DWA in Germany with the initial batch produced in 1999 at DWA Bautzen (Saxony). Its headshape design follows the style of the Deutsche Bahn trains as they were already on production at DWA, and eventually the DB Regio services also ordered a batch of 30 trains similar to
4225-575: Was one of the first adopters of diesel multiple unit trains in Asia. Initially built as gasoline-powered railmotors, the locally assembled Manila Railroad RMC class of 1929 was the first to be powered by diesel traction. Some units were also converted to streamliner units by 1932 for first-class services on the South Main Line between Manila and Legazpi, Albay . Since then, generations of DMUs were used chiefly for short-distance commuter services by
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