Siemens Velaro

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Velaro D at InnoTrans 2010, class 407 of Deutsche Bahn

The portmanteau Velaro (derived from the Spanish expression velocidad alta for "high speed") refers to a family of high-speed trains manufactured by Siemens Mobility . Velaro is a registered trademark of Siemens AG. The multiple units represent the further development of the ICE 3 in development lines adapted to the needs of various railway companies.

technology in general

The Velaro is based on the ICE 3 developed for Deutsche Bahn. While the ICE variant was developed in the 1990s by a consortium of several companies under the leadership of Siemens, the Velaro is a pure Siemens product. With the separation of the working group, the now sole manufacturer Siemens had to generally revise the multiple unit, since the interim publication of the technical specifications for interoperability ( TSI ) and further developed standards made new and more complex requirements for fire protection, among other things. In addition, there was the redesign of the parts of the train that had not previously come from Siemens. The Velaro multiple unit, which has an integral aluminum construction, is designed as a platform that can be modified to meet the special needs of customers in different countries. Among other things, the current variants have been adapted to local requirements for drive power, power systems, air conditioning, number of seats, car body widths and track gauges. The carriage transition was also changed compared to the ICE 3. The exterior doors are electrically operated, single-leaf pivoting sliding doors with a clear width of 900 and a clear height of 2050 millimeters.

Unlike the ICE 3, auxiliary traction systems such as converter cooling water pumps, converter cooler fans, traction motor fans and the fans for the braking resistors can also be operated without power from the catenary. The failure of the cooling in the phase separation points on the LGV Est had repeatedly led to problems with the ICE 3.

In contrast to the ICE 3, most Velaro variants are not equipped with an eddy current brake, only the Velaro D has this braking system.

According to the manufacturer, the Velaro is the first high-speed train to meet the Technical Specifications for Accessibility Interoperability (TSI PRM).

The design of the trains was awarded the Red Dot Design Award in the Product Design 2015 category.

Distributed Drive

One of the main characteristics of the train is the distributed drive , as already used in the ICE 3, which dispenses with powered end cars . In addition to the traction motors and brakes , which have always been arranged underfloor, those components of the electrical and mechanical equipment that are otherwise located in the power cars (e.g. transformers , traction converters , auxiliary converters , air compressors , air tanks ) were now also distributed underfloor over the individual train cars , brake frame, battery box, battery charger ). In an eight-car multiple unit, 50 percent of all bogies are powered (40 percent in a ten-car Velaro RUS). This means that the starting tractive effort has been increased by 50 percent compared to the ICE 2 with powered end cars and is now around 300  kN instead of the previous 200 kN. As with the ICE 3 compared to the ICE 1 and 2, the traction has been improved to such an extent that it is still possible to move off from a standstill even on a four-percent incline if a quarter of the drive power is not available.

The number of seats has also increased by around 15 percent for the same train length. A design study known as Velaro HD assumes 536 seats in a 200 meter long train (2+2 seating, UIC profile). The concept also enables passengers at both ends of the train to have a clear view of the route. From the lounge seats you can look over the driver 's shoulder, separated only by a pane of glass . With the Velaro D, however, this was not used. Some of the train technology is housed in the front and end cars, which in turn allows more space in the passenger area.

Technical data in comparison

Technical specifications of the different series in comparison
parameter Velaro E Spain
Spain  		Velaro CN PR China
Flag of the People's Republic of China.svg 		Velaro RUS Russia
Russia  		Velaro D Germany
Germany  		Velaro MS Germany
Germany  		Velaro e320 United Kingdom
United Kingdom  		Velaro TR Turkey
Turkey 
Renfe class 103.JPG
CRH3.JPG
Velaro RUS Innotrans 2008.JPG
DB series 407.JPG
Eurostar Class 374 on HS1 (cropped).jpg
TCDD HT80000 Siemens Velaro.jpg
Designation of the operator Sapsan (peregrine falcon) ICE 3 (MS) ICE 3 Neo Eurostar 320
model series 103 CRH3 EVS1 (single system), EVS2 (dual system) 407 408 374 HT80000
Quantity 26 (eight parts) 060 CRH3C (eight-piece)
0 60 CRH380B (eight-piece)
140 CRH380BL (16-piece)
0 40 CRH350LTT (eight-piece) 		29 (ten parts) 17 (eight parts) 30 (2020; eight parts)
43 (2022) 		17 (16 parts) 19 (eight parts)
years of construction 2002-2007 since 2007 since 2007 2009-2012 since 2021 2012-2017 since 2014
Operational top speed 350km/h 350km/h
(CRH3C/CRH350LTT) 380km
/h
(CRH380B/CRH380BL) 		initially 250 km/h
(upgradeable to 350 km/h) 		320 km/h (AC)
220 km/h (DC) 		320km/h 300km/h
power supply 25kV 50Hz ~ One system:
3 kV =
Two system:
3 kV =,
25 kV 50 Hz ~ 		15kV 16.7Hz~,
25kV 50Hz~,
1.5kV=,
3kV= 		25kV 50Hz~,
1.5kV=,
3kV=
optional:
15kV 16.7Hz~ 		25kV 50Hz ~
power transmission catenary , 
pantograph
continuous power 8,800kW 8,800 kW (eight sections)
18,400 kW
(16 sections) 		8,000kW 8,000 kW (AC)
4,200 kW (DC) 		16,000kW 8,000kW
performance indicator 20.7 kW/t k. A 12 kW/t 16.2 kW/t k. A k. A
Number of traction motors 16 16 (eight
divider) 32 (16 divider) 		16 32 16
gauge 1,435mm 1,520mm 1,435mm 1,435mm
Train length over coupling approx. 200.3 m approx. 200 m (eight sections)
approx. 400 m (16 sections) 		approx. 250.3 m 200.72m 398.92m 200.72m
Length end car 25,535mm 25,735mm
Length of middle car 24,175mm
pivot spacing 17,375mm
carriage width 2,950mm 3,265mm 2,924mm
Roof height above SE 3,890mm 4,400mm 4,343mm
floor height above SO k. A 1,260mm 1,360mm 1,240mm
empty mass 439t 447 t (eight section) k. A 454t k. A k. A
total mass k. A k. A One system: 662 t
Two system: 678 t 		492t k. A k. A
number of axes 32 32 (eight divider) 40 32 64 32
axle formula Bo'Bo'+2'2'
+Bo'Bo'+2'2'
+2'2'+Bo'Bo'
+2'2'+Bo'Bo' 		Bo'Bo'+2'2'
+Bo'Bo'+2'2'
+2'2'+Bo'Bo'
+2'2'+Bo'Bo' (eight divider) 		Bo'Bo'+2'2'
+Bo'Bo'+2'2'
+2'2'+2'2'
+2'2'+Bo'Bo'
+2'2'+Bo'Bo' 		Bo'Bo'+2'2'+Bo'Bo'+2'2'
+2'2'+Bo'Bo'+2'2'+Bo'Bo' 		2× (Bo'Bo'+2'2'
+Bo'Bo'+2'2'
+2'2'+Bo'Bo'
+2'2'+ Bo'Bo') 		Bo'Bo'+2'2'
+Bo'Bo'+2'2'
+2'2'+Bo'Bo'
+2'2'+Bo'Bo'
Wheel set maximum mass 17t 17.7t One system: 17 t
Two system: 18 t 		17t < 17T k. A
bogie mass k. A Motor bogie: 9.5 t
Trailer bogie: 7.4 t 		k. A k. A k. A k. A
wheelbase bogie 2,500mm
wheel diameter (new/minimum) k. A
 Motor bogie : 920/830 mm Trailer
bogie:
920/860 mm 		920/840mm k. A k. A k. A
suspension k. A primary: steel spring
secondary: air spring 		k. A k. A k. A
drive Axle-riding gearbox with curved tooth coupling between frame motor and pinion shaft k. A k. A k. A
gear ratio 2.62 2.79 3.03 k. A k. A k. A
clutch type Scharfenberg coupling SA-3 clutch Scharfenberg coupling
starting traction 283kN _ 300kN 328kN 300kN k. A k. A
medium acceleration 0.28 m/s² (Average acceleration in 380 s from 0 to 320 km/h) 0.38m/s² (0-200km/h) Single system:
0.40 m/s² (0-120 km/h) Dual
system:
0.39 m/s² (0-120 km/h) 		0.53m/s² (0-60km/h)
0.52m/s² (60-120km/h) 		k. A k. A
braking systems regenerative ,
pneumatic,
rheostatic 		regenerative, pneumatic,
rheostatical, spring -loaded 		regenerative, pneumatic,
eddy current brake , spring accumulator 		regenerative,
pneumatic,
rheostatical,
spring -loaded		 k. A
maximum braking power k. A k. A 378kN _ k. A k. A k. A
braking distance 3,900 m (320-0 km/h) 3,700 m (300-0 km/h) 3,900 m (250-0 km/h) k. A k. A k. A
operating temperatur k. A CRH350LTT down to -40 °C (LTT = Low Temperature Train) down to -40 °C Ready
to drive down to -50 °C Safety systems 		k. A k. A k. A
seats Total: 404
Club: 37
Preferential: 103
Tourist: 264 		Total (eight parts) : 601
1st class: 72, 2nd class: 529
Total (16 parts)
 : approx. 1060 		Total: 604
business class: 104 economy
class: 500 		Total: 460
1st Class : 111
2nd Class: 333
Bistro: 16th 		Total: 439
1st Class : 99
2nd Class: 324
Bistro: 16th 		Total: approx. 900 Total: 516
train control ETCS Level 2 , STM-LZB80 , ASFA ETCS Level 1 CLUB U ETCS, LZB , PZB , RPS, TVM , KVB out of service: TBL 1 and 2 ETCS, LZB, PZB, TBL 1 and 2, ATB, TVM ETCS , KVB , TVM , RPS, TBL , Memor , ATB k. A

The service life of a Velaro high-speed multiple unit is estimated at 30 years.

variants

Velaro E

The Velaro E ( E for España , Spanish for Spain ) is the first train developed exclusively by Siemens based on the Velaro platform. The total of 26 eight-car trains, with an operating speed of 350 km/h required by the operator, were given the class designation 103. The operator is the Spanish State Railways (RENFE) , which also required a division into three car classes. The multiple units have been further developed in terms of technology and interior fittings and adapted to the area of ​​application and operator requirements. Since 2007, the units have been operating on different routes in Spain according to schedule.

Velaro CN

The Velaro CN (CN for China ) is the second train developed on the basis of the Velaro platform. It is characterized by wider car bodies and technical adaptations to the high-speed traffic in the People's Republic of China, where it operates under the designation CRH3. Most of the production takes place locally in China. The CRH3 currently operates on the Beijing–Tianjin high-speed line and the Wuhan-Guangzhou high-speed line . On both routes it runs together with the CRH2 high-speed trains .

Velaro RUS

The Velaro RUS ( RUS for Russia ) is the third multiple unit variant developed on the basis of the Velaro platform. It was given the brand name Peregrine Falcon ( Russian сапсан , Sapsan : that's what the fastest bird in the falcon family is called in Russian ). With its widened car bodies, it is based on the Velaro CN, but runs on the Russian broad gauge and is particularly adapted to the special local climatic conditions. The first series of eight trains has been in service in Russia since December 2009, with a further eight units following in 2014.

In June 2019, another 13 multiple units were ordered by the Russian State Railways . Including maintenance for 30 years, the order value is 1.1 billion euros.

Velaro D (DB class 407)

The Velaro D ( D for Germany ) is the fourth variant developed on the basis of the Velaro platform. The trains are managed by Deutsche Bahn as the 407 series . Their delivery, originally planned for 2011, was delayed several times. Just before Christmas 2013, the first four multiple units were taken over by Deutsche Bahn for passenger service.

Since the trains are to be used in traffic in Germany, France and Belgium, they were designed as multi-system trains and equipped for all four traction current systems that exist in these countries. The multiple units are assigned to the ICE 3 fleet at Deutsche Bahn .

Velaro MS (ICE 3neo / DB class 408)

In August 2019, Deutsche Bahn tendered for the delivery of up to 90 high-speed trains, each capable of speeds of 300 to 320 km/h and capable of being coupled to the 407 series, with their use in passenger service already being required from December 2022. The background was the goal of expanding the range of long-distance trains on the high-speed routes as quickly as possible. Based on the Velaro platform and the 407 series already in use, Siemens offered the multi-system trains required for cross-border use and received the order in July 2020 to deliver 30 of these trains worth around one billion euros; there is also an option for 60 additional multiple units. In February 2022, Deutsche Bahn announced that it had ordered another 43 multiple units from Siemens. Siemens designates the multiple units as Velaro MS (Multi System), Deutsche Bahn as ICE 3neo ; they are to be assigned to the 408 series in the DB series scheme. The first four trains are to be deployed by the end of 2022, the first 30 multiple units are to be available by the end of 2024, and the last of the 73 ICE 3 Neo is to be delivered by 2029. Changes compared to the 407 series include mobile phone-transparent windows, eleven instead of ten entrance doors per side, a separate entrance with wheelchair lift per side and 8 bicycle parking spaces.

The first train (multiple unit 8001) was under construction in mid-2021 and was presented on February 1, 2022 at the ICE plant in Berlin-Rummelsburg . According to Bahn, it was built in the record time of just twelve months – faster than an ICE has ever been. A second multiple unit was completed by November 2021. On August 27, 2021, the first multiple unit of the 408 series (item 8001) completed a journey under its own power for the first time in the Wegberg-Wildenrath test center . Since then, test and approval drives have been underway. Since January 3, 2022, the first multiple unit of the 408 series (Item 8001) has been undergoing test runs on the high-speed routes between Hanover and Würzburg and between Nuremberg and Ingolstadt .

At the beginning of 2022, DB partially exercised the option for 60 additional multiple units and increased the order by a further 43 to a total of 73 trains. The 408 series will thus represent the largest share of the ICE 3 fleet in the future.

Velaro e320

The Velaro e320 ( 320 for a top speed of 320 km/h) is the fifth variant of the Velaro platform.

On October 7, 2010, the Eurostar Group announced its intention to order ten Velaro multiple units to complement its fleet. The 16-car and almost 400 m long trains have a capacity of around 900 seats and are approved for a top speed of 320 km/h.

The order value is more than 600 million euros. On November 20, 2015, a train was used commercially for the first time.

In November 2014, the order was supplemented by a further seven trains worth 380 million euros.

Velaro TR

The Velaro TR ( TR for Turkey ) is the sixth multiple unit variant developed on the basis of the Velaro platform. The initially seven 200 meter long trains consist of eight cars and are managed by the Turkish State Railways as the TCDD series HT80000 . They reach a top speed of 300 km/h and are used on the high-speed lines Ankara-Istanbul and Ankara-Konya .

The first Velaro TR was put into service by TCDD on May 23, 2015 and runs six times a day between Ankara and Konya. In April 2018, an order was placed for ten more trains with the same configuration, which was later expanded to twelve trains. The contract volume, which includes not only the trains but also three years of maintenance, repairs and cleaning, amounts to around 340 million euros . The first multiple unit of the new series was delivered in November 2019. Delivery was completed in June 2021.

Tenders and potential buyers

Siemens offered the private Italian railway company NTV 25 eight-car Velaro units. For this purpose, a three- car Velaro E multiple unit was transferred from Krefeld to Rome at the end of 2006 for a presentation. In mid-January 2008, the company lost to Alstom AGV with this offer .

A consortium in which Siemens had offered a Velaro was also shortlisted for the Cobra high-speed system planned in Argentina from Buenos Aires to Rosario and Córdoba . However, an offer with a financial plan was not submitted because the costs of acquiring the property could not be estimated.

At the beginning of 2007, SNCF Director General Guillaume Pépy also suggested using Velaro vehicles as the successor to the first TGV series to be phased out in the 2010s .

In October 2010, Siemens formed a partnership to bid on an expected 2012 tender for a high-speed corridor between Tampa and Orlando , Florida . The railway operator Veolia and the construction companies Skanska and Global Via were also involved in the concept. Siemens wanted to offer Velaro multiple units, which would probably have been built at the Sacramento plant. However, in February 2011, plans for the high-speed rail link were rejected by Florida Gov. Rick Scott .

At the beginning of 2012, Siemens was in talks with Euro Carex , which would like to use up to 25 trains with speeds of at least 300 km/h in freight transport, in which air freight containers are transported. In addition to trains based on the Velaro platform, the use of TGV Duplex was also being discussed at this point.

According to a press report, vehicles from Chinese manufacturers based on older Siemens trains competed against current Siemens trains in tenders. Under a secret agreement, Chinese manufacturers are only allowed to offer trains based on the Velaro platform with Siemens' approval. Siemens is involved as a supplier of components or through license fees. Incoming orders for such components at Siemens amounted to 700 million euros in 2013.

Siemens is considered a promising candidate for California High-Speed ​​Rail . The Velaro meets the required 220 mph (354 km/h) top speed (which must have been in service for at least five years) under just two of the models reviewed (alongside Alstom AGV, as of 2009). Siemens also already operates a plant in California. The “ Buy America ” rule has been cited as the top reason why Chinese suppliers have bailed out of the XpressWest high-speed project, also based in California.

Successor Velaro Novo

Since the end of 2013, Siemens has been working on the successor to the Velaro platform, whose trains should be operational by 2023. The concept design was presented in mid-2015.

In June 2018, Siemens presented the Velaro Novo . Compared to the Velaro, the Velaro Novo is said to be able to save 15 percent in weight thanks to new technologies and up to 30 percent in energy thanks to aerodynamic improvements. Its top speed is said to be between 250 and 360 km/h. The cost of maintenance should also drop by 30 percent and it should have 10 percent more seats.

The 7- or 14-car multiple units with a length of 202 or 404 meters are designed as one or two-system trains for operation with alternating current (15 and 25 kV). The seven-car trains can be driven in double traction. The trains are to be offered in three basic variants: Above all, for non-European high-speed traffic, a variant for 360 km/h with six traction systems and 25 kV, a variant also for Europe with 5 traction systems and 6600 kW, up to 320 km/h at 25 kV or up to 300 km/h at 15 kV and a variant for intercity traffic (4 traction systems, 4700 kW, up to 280 km/h). Depending on the top speed, the trains have an output of between 4700 (for 280 km/h) and 8000 kW (for 360 km/h), with a weight of 412 or 420 tons. The starting traction should be 230 or 275 kN.

The trains are driven by permanently excited traction motors, whose power density has been increased compared to previous models and the number of drives could be reduced with the same performance. The electrical braking power is 50% higher than the drive power, which means that the trains should be able to brake electrically until they come to a standstill. The electrical braking power that can be achieved with feedback (recuperation) of the three configurations is given as 7,200, 9,900 and 11,800 kW. Braking resistors with ventilation flaps are arranged on the roof . The (rheostatic) braking power that can be achieved with this alone is 5600, 7000 or 8400 kW. Driven bogies are to be equipped with block brakes , which are to be used in the event of emergency braking if the contact wire voltage fails at the same time. Disc brakes are provided for non-powered bogies. Magnetic track or eddy current brakes are not planned.

The 28.75 meter long car bodies are manufactured according to the principle of the empty tube without permanent fixtures. Underseat containers and electronics cabinets in the passenger area are not planned. The longer cars compared to earlier Velaros require a slightly smaller car body width of 2.880 m instead of the previous 2.942 m, the width of the center aisle should be 11 mm wider at 53.5 cm with the same seating. From a train length of 200 meters, space for passengers is to be created on 188 m.

Velaro Novo cars queued up in the ICE S (2019)

A first test car has been tested in the ICE S since April 2018 . 250 sensors are installed in the car. One year of continuous operation testing is to take place in 2019. Construction of the test car began in early 2017.

Siemens submitted a bid for the High Speed ​​2 trains in June 2019 .

In the course of the planned merger of the mobility divisions of Alstom and Siemens in 2018, the companies offered to sell Alstom's Pendolino platform or Siemens' Velaro Novo platform. The merger failed in 2019.

literature

  • A. Brockmeyer, Th. Gerhard, E. Lübben: From the ICE S to the Velaro. 10 years of operating experience with high-speed railcars. in: Electric Railways . Munich No. 6, 2007, pp. 362-368 ISSN  0013-5437 .
  • Andreas Steimel: Electric traction vehicles and their energy supply. Basics and Practice. 2nd Edition. Oldenbourg-Industrieverlag, Munich 2006, ISBN 3-8356-3090-3 .

web links

Commons : Siemens Velaro  – Collection of images

itemizations

  1. ↑ Through Europe at high speed. (PDF; 6.01 MB) (No longer available online.) In: Siemens Journal for Research and Innovation. 2006, p. 15 , archived from the original on 2011-09-19 ; retrieved 15 April 2014 .
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  3. ↑ World record train from Siemens starts passenger service in Spain. (PDF; 24 kB) In: Siemens Mobility. 22 June 2007, retrieved 15 April 2014 .
  4. ↑ China's high-speed train sets new speed record. Retrieved April 15, 2014 .
  5. ↑ mofcom.gov.cn - China high-speed rail zooms past old record at 487 km per hour (English) accessed April 15, 2014
  6. ↑ Siemens – Working internationally: The Velaro family. Eurostar e320 - Class 374 - Eurostar International Limited
  7. ↑ a b Siemens – Turkish State Railways signs contract for ten high-speed trains , April 13, 2018 (PDF file)
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  56. ↑ XpressWest, seeking to build US high-speed rail, ends deal with China group . Reuters. June 9, 2016.
  57. ↑ a b c d e The Velaro Novo from Siemens . In: The Railway Engineer . tape 68 , no. 7 , July 2018, ISSN  0013-2810 , p. 56 .
  58. ↑ Christoph Giesen: Twice as fast as the car . In: Süddeutsche Zeitung . tape 72 , no. 125 , 1 June 2016, ISSN  0174-4917 , pp. 18 (among other things title and date online ).
  59. ↑ Siemens presents the new high-speed train "Velaro Novo". (PDF) Siemens, June 13, 2018, retrieved June 13, 2018 .
  60. ↑ a b c d e f g Velaro Novo high-speed train presented . In: Electric Railways . tape 116 , no. 7 , 2018, ISSN  0013-5437 , p. 254-255 .
  61. ↑ a b c d e f Michael Kopp: Velaro Novo – maximum economy for high-speed traffic . In: ZEVrail conference proceedings SFT Graz . 2019, ZDB - ID 1093445-5 , p . 6-10 .
  62. ^ a b c Siemens develops Velaro Novo . In: Today's railways Europe . No. 272 , 2018, ISSN  1354-2753 , pp. 8th f .
  63. ↑ Velaro Novo. (PDF; 3.06 MB) Retrieved 13 June 2018 (English).
  64. ↑ Getting things moving means trying a different track – Velaro Novo. In: siemens.com. Retrieved 13 June 2018 (English).
  65. ↑ High Speed ​​2 rolling stock bids submitted. In: railwaygazette.com. 5 June 2019, accessed 6 June 2019 (English).
  66. ↑ Planned merger Alstom-Siemens: exit open . In: Eisenbahn-Revue International . No. 2 , February 2019, ISSN  1421-2811 , pp. 88 f .
Siemens Velaro

Velaro E (AVE S-103) • Velaro CN (CRH3) • Velaro RUS (Sapsan) • Velaro D (BR 407) • Velaro e320 (Eurostar 320) • Velaro TR (HT80000)