FS ETR 500

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ETR 500
An ETR 500 Politensione in Bologna AV station in the current “Frecciarossa” paint scheme
An ETR 500 Politensione in Bologna AV station in the current “Frecciarossa” paint scheme
Number: 57
Manufacturer: TREVI
Year of construction (s): from 1992
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Bogie axle base: 3000 mm
Empty mass: 68 t
Top speed: 300 km / h (with power end E.404A), 250 km / h (with power end E.404B)
Continuous output : 2 × 4400 kW
Starting tractive effort: 400 kN
Performance indicator: 61.9 kW / t
Power system : 1.5 kV, 3 kV, 25 kV 50 Hz (only E.404A)

The ETR 500 (of Italian E lettro T reno R apido ) is a series of Italian high-speed trains , by the consortium TREVI ( Tre no V eloce I Taliano) consisting of Ansaldo , Breda , Fiat Ferroviaria , Tecnomasio and Firema Transports prepared were.

The trains are among the fastest in Italy and are used by Trenitalia under the name Frecciarossa (Red Arrow).

Prototypes

In the 1980s, prototype trains with the names "ETR X 500" and "ETR Y 500" were built. Today, the two trains have been parked outdoors for years and thus exposed to vandalism. They were smeared with graffiti on the outside and partially destroyed on the inside.

First series (ETR 500 Monotensione)

A power head of the ETR 500 Monotensione today with IC car as Frecciabianca

The first series, also known as "ETR 500 Monotensione ordine 1992" or "ETR 500/92" for short (for the year of the order 1992), was only built for the Italian direct current network ( Monotensione = single voltage). The trains were approved for 300 km / h, but were limited to 250 km / h in regular operation due to the limited power output capacity of the direct current system.

In contrast to almost all other high-speed trains, the ETR 500 of the first series has full scissor pantographs . The German ICE or the French TGV, on the other hand, use single-arm pantographs .

A series ETR 500 consisted of two power cars (E.404 100–159) and initially ten intermediate cars (including a restaurant car), which were later increased to eleven and then twelve intermediate cars.

The design was dominated by a black (window) band that ran between the two ETR 500 logos on the power cars over the entire length of the train. The elegant, elongated shape of the train was also emphasized by the green chassis area and the gray roof, the paintwork of which extended to the tips of the train. This color scheme was called "bianco-verde" and was first used on the trains of the second series. Italy's advertising campaigns are special. In contrast to other railway companies, which only allow advertising on individual locomotives or local transport trains, the FS also has ETR 500 with advertising.

The 60 ETR 500 powered end cars of the first series (built from 1992) were fundamentally rebuilt in the years 2006–2008 by Bombardier , the successor to the original manufacturer, after which they pull normal passenger coaches as the new E.414 series and as InterCity h could be used (sequence: power end - IC car - power end or power end - IC car - IC control car). The intermediate cars of the first series were also renewed and coupled with newly delivered power cars of the second tranche of the second series.

Second series (ETR 500 Politensione)

An ETR 500 Monotensione near Imola in the old "bianco-verde" paint scheme

Due to the limited current strength of the direct current network, the high-speed trains can only be supplied with sufficient energy for speeds of up to 250 km / h. That is why the Italian state railways decided in the 1990s to operate additional new high-speed lines with alternating current (25  kV , 50  Hz ).

Since the first series of the ETR 500 is only suitable for the direct current network, a second series ETR 500 was ordered and delivered from 1996, which can run in both direct current and alternating current networks. The two- or three-system vehicles are called Politensione (German: more tension ).

The maximum permissible speed of the ETR 500 of the second series of 300 km / h is only achieved in regular operation with alternating current on newer high-speed routes in Italy.

In contrast to the first series, the second series, like the prototype trains, uses single-arm pantographs. The power cars each have a consumer for direct current and a consumer for alternating current. Externally, the two series differ in their “face”. The front of the second series was loosened up and made more rounded, especially emphasized by the separately arranged peak signals, while the front windows were made smaller and rectangular.

The trains were initially delivered with eleven intermediate cars, but by 2004 they were all increased to twelve intermediate cars, one of which was a restaurant car.

The second series of the ETR 500 P was delivered in several tranches:

  • ETR 500 P ord. '96 (train units 31 to 60 with power cars E.404 500-559): completely new construction, 2000 to 2005.
  • ETR 500 P ord. '02 (train units 1 to 30 with E.404 600–659 power cars): New power cars, coupled with the renewed intermediate cars of the first series (ETR 500 Monotensione), 2005 to 2007.
  • Power end cars E.404 660-663: a reorder of the second tranche to replace the four power end cars sold to Rete Ferroviaria Italiana (RFI) (see next section), 2007 to 2008.

variants

ETR 500 F

Train units converted for use in France (F for Francia = France ). These vehicles were three-system vehicles because they were also upgraded for the 1.5 kV direct current used on the existing network in southern France. These train units only had eight intermediate cars: three 1st class, one restaurant, four 2nd class. Several trains, including units 39, 54, 58 and 60, were converted and used between 2001 and 2005 in test and approval runs on the LGV Nord in France. Approval for France was not granted, the trains were never used in scheduled cross-border traffic. The power cars and intermediate cars were dismantled to normal P-units from 2006.

ETR 500 Y1

Test trains for the infrastructure company RFI , composed of new power cars from the second series (power cars E.404 649, 652) and Y2 (with power cars E.404 648, 621), and intermediate cars from the old Y500 prototypes. Y1 has eight intermediate cars, Y2 currently (2008) has three intermediate cars. The trains will be used for the commissioning of new lines and for tests by ERTMS .

ETR 500 P

Variant with eight intermediate wagons: When the Turin – Novara section of the Turin – Milan high-speed line opened in 2006, the Turin – Milan route was added with ETR 500-P units shortened to eight intermediate wagons so that the trains could reach the platforms of the airport station Malpensa fit. Among these trains was Unit 60 (previously part of an ETR 500 F) in a special paint scheme for the 2006 Winter Olympics .

ETR 500 "AV"

In 2005, Trenitalia introduced a new service concept (and type of train) for its high-speed trains of the Eurostar Italia brand and the AV brand (for Alta Velocità = high speed). This included a new interior design, the trains carry a modified business class car. The color scheme was also changed from the original green / white to the new AV scheme, with a large "AV" logo on the sides of the power cars. The silver / gray / black design is called "AV" paintwork and was also used on the ETR 485 and the first ETR 600 in a somewhat simplified version . On the fronts, all power cars have a signal red contrasting surface, which is designed differently in shape and size because it was not originally intended in the color scheme and the fronts were initially only gray / white / green (from top to bottom).

In the "AV" conversion version, the ETR 500 is the first European high-speed train to use ETCS Level 2 . Both the train units with twelve intermediate cars and those with eight intermediate cars were rebuilt. It should be mentioned that the “AV / AC” (Alta Velocità / Alta Capacità) line concept introduced at the same time does not allow any conclusions to be drawn about the power system used, as the Direttissima Firenze – Roma , which is still fed with 3 kV DC, to the AV / AC lines counts. However, the ETR 500 P only achieves its maximum speed of 300 km / h on the routes supplied with 25 kV / 50 Hz.

ETR 500 "Frecciarossa"

In 2008, Trenitalia introduced new brand names for its high-speed trains, categorizing them according to maximum speed. Trains with maximum speeds in the range of 300 to 350 km / h are henceforth referred to as Frecciarossa (= red arrow). Instead of the AV scheme, the trains will be given a new color scheme with red stripes and the words FRECCIAROSSA on the power cars .

Incidents / Accidents

On October 24, 2005, an ETR 500 came to a halt near Bari in front of an undermined section. The front half of the power car came to a stop in a section that had already been completely washed away. About 20 people were injured.

Speed ​​records

  • Train unit 54 as the ETR 500 F with eight intermediate cars and the E.404 500 and 526 powered end cars reached 335 km / h between Lille and Marne-la Vallée in France on June 2, 2005.
  • ETR 500 P train unit 31, shortened to eight intermediate cars, reached 348.5 km / h on the high-speed line Rome – Naples on September 7, 2005.
  • ETR 500 P train unit 31, shortened to eight intermediate cars, reached 350.8 km / h on October 5, 2005 on the first section of the high-speed line Turin – Milan to Novara.
  • ETR 500 Y2 reached 352 km / h on May 25, 2006 on the same route.
  • ETR 500 Y2 achieved a new national speed record for Turkey with 303 km / h during the test drives for the commissioning of the upgraded Ankara – Eskişehir line .
  • ETR 500 Y1 reached 355 km / h on March 1, 2008 on the high-speed line from Milan to Bologna .
  • ETR 500 Y1 reached 362 km / h on February 3, 2009 on the high-speed line Bologna – Firenze . The speed was reached while driving through the Monte Bibele tunnel and was the Italian speed record until February 26, 2016.

Car classes

In 2011, Ferrovie dello Stato introduced a four-class system in Frecciarossa . The two standard car classes were each supplemented by an upscale, second variant. There is now Executive with a 1 + 1 seating arrangement (corresponding to the old 1st class before the class reform of 1956), Business with a 1 + 2 seating arrangement, Premium with a 2 + 2 seating arrangement and Standard , also with a 2 + 2 seating arrangement .

Web links

Commons : FS ETR 500  - collection of images, videos and audio files

Individual evidence

  1. ↑ Report ETR 500 from FS to Velim . In: Eisenbahn-Revue International , issue 6/2000, ISSN  1421-2811 , p. 271.
  2. ↑ ETR500 general and technical specifications . EURAILmag. March 2007. Retrieved January 2, 2009.
  3. ↑ Süddeutsche Zeitung, February 9, 2009, p. 35
  4. ↑ a b c Orario internazionale, modifiche in ... Del 02/04/2007 ( Italian ) Ferrovie On Line. October 27, 2007. Retrieved January 2, 2009.
  5. ↑ Directory: / pix / it / electric / emu / ETR500 / dual / France . Railfaneurope.net. November 18, 2003. Archived from the original on January 17, 2010. Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 2, 2008. @1@ 2Template: Webachiv / IABot / www.railfaneurope.net
  6. ↑ a b Etr500 va in Turchia ( Italian ) Ferrovie On Line. September 24, 2007. Retrieved January 2, 2009.
  7. ↑ La Flotta AV ( Italian ) Trenitalia. 2008. Archived from the original on January 3, 2009. Retrieved January 2, 2009.
  8. ↑ Message ETR 500 past disaster . In: Eisenbahn-Revue International , issue 12/2005, p. 589.
  9. ↑ Treno Breda corre a 335 km all 'ora . la Repubblica. June 3, 2005. Retrieved January 2, 2009.
  10. ↑ ITALIË ( Dutch , PDF; 583 kB) Het Openbaar Vervoer. October 2005. Archived from the original on February 6, 2009. Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 2, 2009. @1@ 2Template: Webachiv / IABot / www.hov-rn.nl
  11. ↑ a b 350.8 km / h sulla Torino-Novara ( Italian ) TransportiTT. October 6, 2005. Archived from the original on November 14, 2008. Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 2, 2009. @1@ 2Template: Webachiv / IABot / www.duegieditrice.it
  12. ↑ a b Nuovo record di velocità sulla linea AV Milano-Bologna ( Italian ) FSNews. March 3, 2008. Archived from the original on April 27, 2011. Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved December 31, 2008. @1@ 2Template: Webachiv / IABot / www.fsnews.it
  13. ↑ Nuovo record italiano di velocità ... ( Italian ) Ferrovie On Line. May 29, 2006. Retrieved January 2, 2008.
  14. ↑ Record: l'ETR 500 Y2 raggiunge i 303 km / h sull'AV turca ( Italian ) TransportiTT. September 14, 2007. Archived from the original on January 18, 2009. Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 2, 2009. @1@ 2Template: Webachiv / IABot / www.duegieditrice.it
  15. ↑ Record italiano di velocità ( Italian ) Tutto Treno. April 2008. Archived from the original on December 29, 2008. Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved January 2, 2009. @1@ 2Template: Webachiv / IABot / www.duegieditrice.it
  16. ↑ 200 giorni al primo treno Alta Velocità sulla Milano-Bologna ( Italian ) FSNews. May 28, 2008. Accessed December 31, 2008.
  17. ↑ Raggiunto in galleria il record mondiale di velocità di 362 km / h ( Italian ) FS News . February 5, 2009. Retrieved February 5, 2009.
  18. ^ In galleria il nuovo record di velocità italiano ( Italian ) February 4, 2009. Accessed February 5, 2009.
  19. ↑ http://www.ferrovie.it/portale/articoli/1855
  20. ↑ mr: "Frecciarossa" ne with four comfort classes. In: Eisenbahn-Revue International 1/2012, p. 32.