DOCSLIB.ORG

Press Presse Prensa

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Pressm Presse Prensa Industry Mobility Background information: the Siemens Velaro-family CHINA: In the year 2006 Chinese Railways ordered from Siemens and its Chinese partner Tangshan Locomotive & Rolling Stock Works sixty high-speed trains based on the Velaro platform. Three of those sixty units are being built in Krefeld. As many as five of the new high speed trains will be used to link the cities of Beijing and Tianjin during the 2008 Olympic Games. The trains have a total length of 200 meters. The CRH 3, the Chinese class designation for this train, is based on Siemens’ Velaro platform for high speed trains, which in turn was developed from the ICE 3 built for German Railways (DB). The advantage of the Velaro platform lies in its ‘multiple unit’ concept, i.e. the traction equipment and system modules are arranged under floor over the entire length of the train and, therefore, are not concentrated in a locomotive at the beginning and at the end of the train as favored by push-pull concepts. As a result, about 20 percent more seat space is gained from the same length of train because elimination of the locomotives creates additional space for passenger accommodation. Consequently, for example, the Chinese Velaro CN is able to carry 600 passengers. The wider car body allows five seats to be arranged side by side in the second class compartments. In addition, the train features a bistro-restaurant section that is directly attached to the first class area. With an installed traction rating of 8800 kilowatts, the Velaro for China is built for a maximum running speed of 300 km/h. The fact that half of all the axles are driven direct gives the train a better acceleration performance than locomotive-hauled trains. Furthermore, the traction concept enables the unit to climb line sections with grades as 1 / 3 steep as 40‰. The electric brake feeds the energy generated during braking back into the overhead power supply system, which translates into energy and cost savings. The train control system is based on Europe’s ETCS and has been adapted by Siemens especially for the Chinese railway operations. The design and engineering work for these Chinese high speed trains was carried out at the Siemens locations in Erlangen and Krefeld-Uerdingen in Germany. The production of the first three trains and major components likewise took place in Germany. The rest of the trains will be built at the Tangshan Locomotive & Rolling Stock Works in China, a production facility of the China Northern Locomotive & Rolling Stock Industry (Group) Corporation (CNR). The contractual agreements also call for the transfer of technology and the provision of support during train production. RUSSIA: In May 2006 Russian Railways (RZD) ordered from Siemens eight Velaro type high-speed trains and also their maintenance for a period of 30 years. The contract for the trains and the maintenance is worth about EUR 600 million. Designed to travel at 250 km/h, these new trains are to be used initially on the Moscow– St. Petersburg route and, later on, operate between Moscow and Nizhny Novgorod. Some of the trains will be equipped to run on DC and AC electrified lines. With ten cars and a total length of 250 meters, they will be able to accommodate more than 600 passengers. The trains will be built for the Russian broad-gauge network and the cars will be approximately 33 cm wider than Germany’s high-speed ICE 3 trains. The design and planning work for the Russian high-speed train will be done at Siemens’ two German locations, Erlangen and Krefeld-Uerdingen. Train production will likewise take place in Germany. A localization of production activities is also planned. The last trains are due to be delivered by 2010. 2 / 3 SPAIN: In July 2001 the Spanish National Railways (Renfe) and Siemens signed a contract for delivery of 16 high-speed trains. The order for the trains and the maintenance of the whole fleet within the following 14 years was worth 705 million Euro. In March 2004 Renfe decided to award Siemens with a new order of ten more high-speed trains. The total value of the contract amounts to around 430 million Euro for the trains and their maintenance over a period of 14 years. The so called AVE S 103 runs on the 625 kilometer long link from Madrid to Barcelona. The journey from the Spanish capital to the Mediterranean city lasts around two and a half hours. The trainset with its traction power of 8,800 kW can attain a maximum operating speed of 350 kph. The AVE S 103 offers space for 404 passengers in three classes (Club, Business and Economy). Practically all seats in the new Spanish train can be rotated and are turned in the direction of travel before the journey starts. In all coach classes, sizable video displays keep travelers entertained. LED displays provide passengers with up-to-date information in Spanish, Catalan and English. In matters of signaling, the AVE S 103 is equipped both with a familiar LZB continuous ATC system and with the new European Standard ETCS. The Siemens Industry Sector (Erlangen, Germany) is the worldwide leading supplier of production, transportation and building technologies. With integrated hardware and software technologies as well as comprehensive Industry-specific solutions, Siemens increases the productivity and efficiency of its customers in the fields of industry and infrastructure. The Sector consists of six divisions: Building Technologies, Industry Automation, Industry Solutions, Mobility, Drive Technologies and Osram. With around 209,000 employees worldwide Siemens Industry achieved in fiscal 2007 total sales of approximately EUR40 billion (pro forma, unconsolidated). www.siemens.com/industry The Siemens Mobility Division (Erlangen, Germany) is the internationally leading provider of transportation and logistics solutions. With its "Complete Mobility" approach, the Division is focused on networking the various modes of transportation in order to ensure the efficient transport of people and goods. Complete Mobility combines the company's competence in operations control systems for railways and traffic control systems for roadways together with solutions for airport logistics, postal automation, traction power supplies and rolling stock for mass transit, regional and mainline services, as well as forward-looking service concepts. 3 / 3 .
Recommended publications
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States

    Pioneering the Application of High Speed Rail Express Trainsets in the United States

    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
  • Global Competitiveness in the Rail and Transit Industry

    Global Competitiveness in the Rail and Transit Industry

    Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner September 2010 2 GLOBAL COMPETITIVENESS IN THE RAIL AND TRANSIT INDUSTRY © 2010 Worldwatch Institute, Washington, D.C. Printed on paper that is 50 percent recycled, 30 percent post-consumer waste, process chlorine free. The views expressed are those of the authors and do not necessarily represent those of the Worldwatch Institute; of its directors, officers, or staff; or of its funding organizations. Editor: Lisa Mastny Designer: Lyle Rosbotham Table of Contents 3 Table of Contents Summary . 7 U.S. Rail and Transit in Context . 9 The Global Rail Market . 11 Selected National Experiences: Europe and East Asia . 16 Implications for the United States . 27 Endnotes . 30 Figures and Tables Figure 1. National Investment in Rail Infrastructure, Selected Countries, 2008 . 11 Figure 2. Leading Global Rail Equipment Manufacturers, Share of World Market, 2001 . 15 Figure 3. Leading Global Rail Equipment Manufacturers, by Sales, 2009 . 15 Table 1. Global Passenger and Freight Rail Market, by Region and Major Industry Segment, 2005–2007 Average . 12 Table 2. Annual Rolling Stock Markets by Region, Current and Projections to 2016 . 13 Table 3. Profiles of Major Rail Vehicle Manufacturers . 14 Table 4. Employment at Leading Rail Vehicle Manufacturing Companies . 15 Table 5. Estimate of Needed European Urban Rail Investments over a 20-Year Period . 17 Table 6. German Rail Manufacturing Industry Sales, 2006–2009 . 18 Table 7. Germany’s Annual Investments in Urban Mass Transit, 2009 . 19 Table 8.
  • Incorporating High Speed Passenger Rail Into a Multimodal Network Model for Improved Regional Transportation Planning

    Incorporating High Speed Passenger Rail Into a Multimodal Network Model for Improved Regional Transportation Planning

    MN WI MI OH IL IN USDOT Region V Regional University Transportation Center Final Report NEXTRANS Project No. 055PY03 Incorporating High Speed Passenger Rail into a Multimodal Network Model for Improved Regional Transportation Planning By Jeffrey C. Peters Graduate Research Assistant, School of Civil Engineering Purdue University [email protected] and En-Pei Han Graduate Research Assistant, School of Aeronautics and Astronautics Purdue University [email protected] and Amit Kumar Graduate Research Assistant, School of Civil Engineering Purdue University [email protected] and Srinivas Peeta Professor of Civil Engineering Purdue University [email protected] and Daniel DeLaurentis Professor of Aeronautical and Astronautical Engineering Purdue University [email protected] DISCLAIMER Funding for this research was provided by the NEXTRANS Center, Purdue University under Grant No. DTRT07-G-005 of the U.S. Department of Transportation, Research and Innovative Technology Administration (RITA), University Transportation Centers Program. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. MN WI MI OH IL IN USDOT Region V Regional University Transportation Center Final Report TECHNICAL SUMMARY NEXTRANS Project No. 055PY03 Final Report, May 14, 2014 Title Incorporating High Speed Passenger Rail into a Multimodal Network Model for Improved Regional Transportation Planning Introduction With increasing demand and rising fuel costs, both travel time and cost of intercity passenger transportation are becoming increasingly significant.
  • Trainset Presentation

    Trainset Presentation

    4/15/2015 California High-Speed Rail Common Level Boarding and Tier III Trainsets Peninsula Corridor Joint Powers Board Level Boarding Workshop May 2015 1 Advantages of Common Level Boarding • Improved operations at common stations (TTC, Millbrae, Diridon) • Improved passenger circulation • Improved safety • Improved Reliability and Recovery Capabilities • Significantly reduced infrastructure costs • Improved system operations • Accelerated schedule for Level Boarding at all stations 2 1 4/15/2015 Goals for Commuter Trainset RFP • Ensure that Caltrain Vehicle Procurement does not preclude future Common Level Boarding Options • Ensure that capacity of an electrified Caltrain system is maximized • Identify strategies that maintain or enhance Caltrain capacity during transition to high level boarding • Develop transitional strategies for future integrated service 3 Request for Expressions of Interest • In January 2015 a REOI was released to identify and receive feedback from firms interested in competing to design, build, and maintain the high-speed rail trainsets for use on the California High-Speed Rail System. • The Authority’s order will include a base order and options up to 95 trainsets. 4 2 4/15/2015 Technical Requirements - Trainsets • Single level EMU: • Capable of operating in revenue service at speeds up to 354 km/h (220 mph), and • Based on a service-proven trainset in use in commercial high speed passenger service at least 300 km/h (186 mph) for a minimum of five years. 5 Technical Requirements - Trainsets • Width between 3.2 m (10.5 feet) to 3.4 m (11.17 feet) • Maximum Length of 205 m (672.6 feet). • Minimum of 450 passenger seats • Provide level boarding with a platform height above top of rail of 1219 mm – 1295 mm (48 inches – 51 inches) 6 3 4/15/2015 Submittal Information • Nine Expressions of Interest (EOI) have been received thus far.
  • Analysis of Technological and Competitive Trends of Weight Reduction in High Speed Rolling Stock Industry

    Analysis of Technological and Competitive Trends of Weight Reduction in High Speed Rolling Stock Industry

    ANALYSIS OF TECHNOLOGICAL AND COMPETITIVE TRENDS OF WEIGHT REDUCTION IN HIGH SPEED ROLLING STOCK INDUSTRY TRABAJO FIN DE GRADO PARA JULIO 2016 LA OBTENCIÓN DEL TÍTULO DE Álvaro Prieto Moneo GRADUADO EN INGENIERÍA EN TECNOLOGÍAS INDUSTRIALES DIRECTOR DEL TRABAJO FIN DE GRADO: José Antonio Blanco Serrano ETSII-UPM ÁLVARO PRIETO MONEO - 1 - ANALYSIS OF TECHNOLOGICAL AND COMPETITIVE TRENDS OF WEIGHT REDUCTION IN HIGH SPEED ROLLING STOCK INDUSTRY GRATITUDES I would like to express my deepest and sincere gratitude to all those who have collaborated and helped in carrying out the present project, especially D. Nicolas Sanz Ernest, director of this project, for the guidance and the continue supervision, but especially for the encouragement and support receive during this months. Special recognition deserves the interest shown on my work and the suggestions received from the project coordinator D. Jose Antonio Blanco. I would like to extend my gratitude to D. Alberto Garcia Alvarez, who has guide this project with his advice and the knowledge shared and reflected on this project. Special gratitude deserved by the understanding, patience and encouragement received from my parents Ana Maria and Jose Antonio, my brothers Jose and Gonzalo and my girlfriend Daiana. Finally I would like to express my gratitude to my uncle Eugenio for the trust and affection shown and the opportunity given to develop my knowledge. - 2 - ETSII-UPM ÁLVARO PRIETO MONEO ABSTRACT The incorporation to the transport of passengers sector of the high speed industry is preceded by a global society, which requires the possibility to travel quickly, comfortably and efficiently, imposing the current attitude of the concern with the environment.
  • Train Parameters Study Part 1 - Development of Concept and Design Criteria

    Train Parameters Study Part 1 - Development of Concept and Design Criteria

    Train Parameters Study Part 1 - Development of Concept and Design Criteria Delivering a Step-Improvement in Passenger Experience HIGH SPEED 2 LTD TRAIN PARAMETERS STUDY PART 1 – DEVELOPMENT OF CONCEPT AND DESIGN CRITERIA Presented to: HS2 Ltd Eland House Bressenden Place London SW1E 5DU Prepared by: Design Triangle Limited The Maltings Burwell Cambridge CB25 0HB © Copyright Design Triangle Limited 2013 281/R/HS2 Rep 03C.doc 1 of 104 revised: 18th June 2013 CONTENTS Synopsis Introduction 1.0 Passenger Capacity 2.0 Station Dwell Time 3.0 Step Improvement in Passenger Experience 4.0 Reference Layout 5.0 Options Appendix 1 ‐ Research Into Boarding and Alighting Times Appendix 2 ‐ Human Factors Research Appendix 3 ‐ Research Into Existing High Speed Trains Appendix 4 ‐ Potential Seating Capacity of Existing High Speed Trains Appendix 5 ‐ Research Into the Exterior Dimensions of Existing High Speed Trains Appendix 6 ‐ Comparison Of Existing High Speed Trains Appendix 7 ‐ Research Into Exterior Details of Existing High Speed Trains Appendix 8 ‐ Research Into Existing UK Trains Appendix 9 ‐ UK Rail Survey Appendix 10 ‐ Research Into Catering Facilities Appendix 11 ‐ Research Into Display Technology Appendix 12 ‐ Brainstorm Ideas List Appendix 13 ‐ Rendered Images Appendix 14 ‐ Station Dwell Time Estimates Appendix 15 ‐ Seat Space Annex A ‐ Concept Sketches (separate document) Annex B ‐ Layout Drawings (separate document) 281/R/HS2 Rep 03C.doc 2 of 104 revised: 18th June 2013 SYNOPSIS Aims The aim of the HS2 Train Parameters Study is to demonstrate how the train capability requirements associated with Passenger Capacities and Station Dwell Times can be best achievable while delivering a Step Improvement in Passenger Experience.
  • Cost - Benefit Analysis of the German High Speed Rail Network

    Cost - Benefit Analysis of the German High Speed Rail Network

    Undergraduate Economic Review Volume 12 Issue 1 Article 4 2015 Cost - Benefit Analysis of the German High Speed Rail Network Martin Dorciak Lewis & Clark College, [email protected] Follow this and additional works at: https://digitalcommons.iwu.edu/uer Part of the Regional Economics Commons Recommended Citation Dorciak, Martin (2015) "Cost - Benefit Analysis of the German High Speed Rail Network," Undergraduate Economic Review: Vol. 12 : Iss. 1 , Article 4. Available at: https://digitalcommons.iwu.edu/uer/vol12/iss1/4 This Article is protected by copyright and/or related rights. It has been brought to you by Digital Commons @ IWU with permission from the rights-holder(s). You are free to use this material in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This material has been accepted for inclusion by faculty at Illinois Wesleyan University. For more information, please contact [email protected]. ©Copyright is owned by the author of this document. Cost - Benefit Analysis of the German High Speed Rail Network Abstract This study undertakes a cost-benefit analysis of the German ailwar y market looking specifically at the effects of high-speed rail development on railway passenger subsidies. Using OLS regression analysis, I estimate a demand curve for the German railway network at the route level; this is combined with cost curve estimates to yield a required subsidy for rail development assuming a natural monopoly market structure.
  • Download: Hop on the Train: a Rail Renaissance for Europe

    Download: Hop on the Train: a Rail Renaissance for Europe

    Hop on the train: A Rail Renaissance for Europe How the 2021 European Year of Rail can support the European Green Deal and a sustainable recovery AUTHORS Lena Donat, Manfred Treber (Germanwatch) Lukasz Janeczko (Civil Affairs Institute) Jakub Majewski (ProRail) Thomas Lespierre (France Nature Environnement) Jeremie Fosse (eco-union) Monica Vidal (Ecodes) Lucy Gilliam (Transport&Environment) LAYOUT & TYPESETTING Magda Warszawa Cover image: © Panimoni, dreamstime.com PUBLISHER Germanwatche.V. Office Bonn: Office Berlin: Kaiserstr. 201 Stresemannstr. 72 D-53113 Bonn D-10963 Berlin Phone +49 (0)228 / 60 492-0, Fax -19 Phone +49 (0)30 / 28 88 356-0, Fax -1 Internet: www.germanwatch.org E-mail: [email protected] Online available: https://germanwatch.org/en/19680 December 2020 ABOUT EUROPE ON RAIL Europe on Rail is a network of non-profit organisations from Poland, Germany, France, Spain and Brussels. The network seeks to build support for a rail renaissance in Europe and for respective policy measures to boost cross-border passenger rail transport. Table of Contents The European Year of Rail 2021 is a key driver for the European Green Deal 4 1. A European network: launch direct international services on European arteries 6 2. Easy booking: Make rail data sharing mandatory 10 3. Smart spending: Use EU money to improve rail infrastructure capacity and connectivity 14 Other policy interventions for supporting European rail 16 Why is this important? 18 4. Annex: Specific recommendations for Poland, Germany, France and Spain 20 What can Poland do to boost European rail services? 20 What can Germany do to boost European rail services? 22 What can France do to boost European rail services? 24 What can Spain do to boost European rail services? 26 References 28 4 The European Year of Rail 2021 is a key driver for the European Green Deal The European union has set itself the target to become climate neutral by 2050.
  • SWUTC/11/476660-00071-1 High Speed Rail

    SWUTC/11/476660-00071-1 High Speed Rail

    1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. SWUTC/11/476660-00071-1 4. Title and Subtitle 5. Report Date High Speed Rail: A Study of International Best Practices August 2011 and Identification of Opportunities in the U.S. 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Beatriz Rutzen and C. Michael Walton Report 476660-00071-1 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Transportation Research The University of Texas at Austin 11. Contract or Grant No. 1616 Guadalupe Street DTRT07-G-0006 Austin, TX 78701 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Southwest Region University Transportation Center Research Report Texas Transportation Institute September 2009 – August 2011 Texas A&M University System 14. Sponsoring Agency Code College Station, TX 77843-3135 15. Supplementary Notes Supported by a grant from the U.S. Department of Transportation, University Transportation Centers program 16. Abstract In the United States, passenger rail has always been less competitive than in other parts of the world due to a number of factors. Many argue that in order for a passenger rail network to be successful major changes in service improvement have to be implemented to make it more desirable to the user. High-speed rail can offer such service improvement. With the current administration’s allocation of $8 billion in its stimulus package for the development of high-speed rail corridors and a number of regions being interested in venturing into such projects it is important that we understand the factors and regulatory structure that needs to exist in order for passenger railroad to be successful.
  • Carbon Footprint of High-Speed Rail UIC 2011.Pdf

    Carbon Footprint of High-Speed Rail UIC 2011.Pdf

    Carbon Footprint of High Speed Rail ii Carbon Footprint of High Speed Rail Carbon Footprint of High Speed Rail Final Report – 1st of March 2011 - Report - Paris, November 2011 iii Authors T. Baron, G. Martinetti and D. Pépion Edited and reviewed by M. Tuchschmid (independent consultant) This report has been produced by Systra for the UIC High Speed and Sustainable Development Departments. It has been edited and independently reviewed by M. Tuchschmid (independent consultant). Citation of this report: T. Baron (SYSTRA), M. Tuchschmid, G. Martinetti and D. Pépion (2011), High Speed Rail and Sustainability. Background Report: Methodology and results of carbon footprint analysis, International Union of Railways (UIC), Paris, 2011. iv Carbon Footprint of High Speed Rail Summary Many carbon footprint tools such as the two UIC tools, EcoTransIT and EcoPassenger 1 , help costumers choose the most environmental friendly way of transport, which in most cases is rail. Until now, these calculation tools have considered only the operation phase and energy provision, not the infrastructure (track system, motorways, airports) nor the construction of rolling stock, cars and aeroplanes. So, the question remains: Does the picture change if we also consider the CO 2-emission from the construction of vehicles, and from construction? This study attempts to answer this question, by providing a carbon footprint analysis of four new high speed rail lines: “LGV Mediterranée” from Valence to Marseille and “South Europe Atlantic-Project” in France from Tours to Bordeaux, the newly built line from Taipei to Kaohsiung in Taiwan and “Beijing– Tianjin” in China. The emissions from the construction of the high speed rail lines considered here is in the range of 58 t – 176 t of CO 2 per km of line and year.
  • "Deutschlandtakt": Knorr-Bremse to Equip 30 New High-Speed ICE Trains

    "Deutschlandtakt": Knorr-Bremse to Equip 30 New High-Speed ICE Trains

    Press release Munich, September 09, 2020 "Deutschlandtakt": Knorr-Bremse to equip 30 new high-speed ICE trains ▪ Knorr-Bremse and Siemens Mobility conclude contract to equip 30 high-speed ICE trains for Deutsche Bahn, with an option for 60 additional trains ▪ From the first quarter of 2021 until the third quarter of 2024, Knorr-Bremse will supply braking systems including eddy current brakes and entrance systems with a total order value in the mid tens of millions (EUR) to the German train manufacturer ▪ The trains will strengthen Deutsche Bahn's long-distance services between German conurbations as well as on several international routes, thus contributing to environmentally friendly mobility with high availability Munich, September 09, 2020 – Knorr-Bremse, the global market leader for braking and other systems for rail and commercial vehicles, has concluded a supply contract with Siemens Mobility to equip 30 high-speed trains for Deutsche Bahn. The contract comprises braking and entrance systems and represents a total order value in the mid tens of millions (EUR). Back in 2015, Knorr-Bremse equipped 17 high-speed trains based on the Velaro platform from Siemens Mobility – operated as Intercity Express (ICE) trains in Germany. The new ICE trains will serve routes including Cologne- Frankfurt and Munich-Berlin, offering high availability throughout the Deutsche Bahn network, with a total of around 13,000 seats. They will also be approved for use in the Netherlands and Belgium. "We are delighted that Knorr-Bremse has secured another contract as equipment partner for the new high-speed ICE trains from Siemens Mobility," says Dr.
  • Taskload Report Outline

    Taskload Report Outline

    U.S. Department of Transportation High-Speed Rail Aerodynamic Assessment and Federal Railroad Mitigation Report Administration Office of Research, Development, and Technologyh Washington, DC 20590 DOT/FRA/ORD-15/40 Final Report December 2015 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.