Velaro Brochure EN

Total Page:16

File Type:pdf, Size:1020Kb

Velaro Brochure EN Velaro Top performance for high-speed. siemens.com/mobility Top performance for high-speed More people. More goods. Fewer resources. There’s no end to the number of challenges facing rail operators today. And providing fast, reliable connections between urban centers across borders calls for a future-ready alternative to the airplane and the auto- mobile. So why not get on board a mature high-performance connection. One that is setting new standards daily and at high speed: Welcome to Velaro! More than 1.4 billion kilometers of Variety with a family connection expertise throughout the world Be it a high-class solution for discriminat- High speed – a key factor to economic ing travelers, a trainset with outstanding success and quality of life across entire riding comfort, or a very economical regions. But Velaro’s more than ten-year transportation system for large numbers technological edge did not come overnight, of passengers: The Velaro family outgrew and results from more than 1.4 billion the concept stage long ago. Today, you kilometers of expertise. Six different have an innovative high-speed trainset international customers are now using at your disposal that is way ahead of the vehicles in the Velaro fleet in a total of rest. The Velaro family is as proven as it nine countries. The revolutionary move is versatile: Completely different variants away from all-traction equipment con- can be configured from one standard centrated in a power car operating in platform. It can be customized in terms push-pull mode to a distributed traction of capacity, comfort, and service. The arrangement was made by Siemens in the platform is so mature that a Velaro can 1990s. As a result, the first trainset – the be rapidly integrated into your operations ICE 3 ® – went into service in time for – today and in the future. A perfect base Expo 2000. And developments have con- for increasing your market share and an tinued ever since. The ongoing evolution attractive concept. of Velaro® is based on our experience in design, production, service and mainte- nance in day-to-day international service. You can check out the successes for your- self by riding on a Velaro in Spain, Russia, China, Germany, France, Turkey and the UK. Its technology, flexibility, comfort, and cost-effectiveness are sure to impress you. 02 Diversity and expertise Perfecting performance When it comes to reliability, Velaro pulls no punches. Behind the highly aesthetic exterior lies rock-solid functionality. Pioneering innovations, first-class materials, and the intelligent integration of reliable electrical and mechanical systems pave the way for this superior integrated concept worldwide. 04 Technological leadership Performance – 24 / 7 Pioneering multiple-unit concept Worked out down to the last detail Meet a versatile top performer: Velaro is strictly a multiple-unit train- Velaro’s level of innovation is evident The Velaro reaches speeds of up to set: The traction system is distributed in the smallest detail: While passen- 360 km/h. Two car body widths, two over the entire train, and all traction gers benefit from the extraordinarily track gauges, and a flexible number components are arranged underfloor. comfortable bogie suspension, an of cars in various configurations have Consequently, the entire length of up autopilot helps the driver make an been built and – typical of Velaro – are to 400 m above the floor is available energy-saving journey. A state-of-the- already in service. Traveling well over for use without space being taken art diagnostic system reports data to 1,000,000 kilometers a year and with up by a power car. That means maxi- preventive maintenance via a wireless punctuality exceeding 99 %, Velaro is mum room for your passengers. The link. Available options such as a high- far ahead of the rest. multiple-unit concept also guarantees performance eddy-current brake optimized performance, improved ensures for wear-free braking, perma- running characteristics, and a high nent-magnet synchronous machines degree of ridingcomfort. 50 % of all for higher energy efficiency and air- the axles are driven. The result is safe cycle air-conditioning for environ- operation under alloutdoor conditions. mentally compatible and agreeable Velaro is not phased by low adhesive temperatures. And it goes without coefficients and can take gradients as saying that Velaro complies with the steep as 40 ‰ in its stride. The even European safety standards and regu- distribution of weight also reduces the lations (TSI, EN, and so forth). load on individual axles. This lowers the burden on the track and reduces maintenance expenditure on the bogies. Creating space Experience shows that a state-of-the-art train has to cater to different passenger and baggage loadings and provide different levels of comfort. The Velaro family does this, and that’s why it is the most versatile and comfortable high-speed platform of its kind. A balanced combination of direct and indirect lighting provides a uniquely comfortable atmosphere. As an option, individual lighting conditions can be provided via LEDs. Effective use of travel time: A spacious conference compartment with practical working surfaces give business travelers privacy to focus on work while en route. Handholds on the seats, a tactile guidance system with seat numbering in Braille, and strips on the vehicle floor ensure passenger safety and guidance when boarding and while the train is underway. Convenient catering on board: A time- lessly contemporary bistro with snacks and beverages offers passengers relax- ation and refreshment. 06 Comfort and flexibility The most options carriages and a lot of baggage. Relax Changing flexibly with the seasons Spacious, bright, and exceptionally and enjoy your journey in very com- The vacation season is here – and with comfortable: Want a benchmark for fortable seats. Upholstery, armrests, it lots of baggage. But where is it all passenger satisfaction? Then take a and legroom can be customized to your going to be stowed? The answer is to journey on board the Velaro. It’s in needs. Even rotatable seats are avail- adapt to seasonal changes and demands a class of its own. No annoying noise, able if required. This allows all passen- flexibly. The Velaro interior is modular no check-ins, no traffic congestion – gers to enjoy the panoramic view while in design: Its furnishings can be altered but full air-conditioning in hot weather. facing the direction of travel. to suit your needs. Other modules, such The multiple-unit concept, with two as baggage racks, and small galleys with bogies per car, offers maximum useful Appealing infotainment and more trolley storage space, are also available. space in the interior in all train config- While audio and video entertainment You can upgrade to cars with shallower urations. The results are clear advan- is provided for the passengers, a state- seat pitches, or change from first to tages in terms of capacity and plenty of- the-art information system keeps second class with ease. We can supply of scope for designing interiors. them up to date. This system combines Velaro with the UIC vehicle clearance business with pleasure. For example, envelope as well as with wider cars for Exceptional comfort passengers can easily consult all the higher seating capacity. Unlike double- Comfort and capacity are not at odds travel information they need on their deck designs with their stairs and low in Velaro. Before the train leaves the mobile devices, take advantage of the ceilings, Velaro retains its high degree station, you will notice the large ves- power outlets for laptops and other of passenger comfort. tibules and spacious baggage racks. electronic devices, or use WLAN. You The Velaro enables passengers in can have it all onboard if you want it. wheelchairs to board the train inde- A GSM repeater permits interference-free pendently and move around the train mobile phone reception on the train. freely. The barrier-free design philoso- And, naturally, a CCTV surveillance phy also makes traveling easier for system for passenger areas ensures older people and families with baby utmost security. 07 Preserving resources An integral approach is essential when optimizing the cost efficiency of modern rail systems. In addition to next-generation technology and comfort, short amortization periods and environmental compatibility are among Velaro’s top qualities. Minimum service and main- tenance costs play a prominent role in vehicle design. So it is not surprising that life cycle costs are equally low. Optimized maintenance For example, a roof section elevated in first class, 2+2 seating in second All Velaro systems are the object of from the middle of the last car reduces class and a first-class component continuous development. This effort sonic boom in tunnels. Roof-mounted of approximately 20 %. And there’s leads to reductions in maintenance equipment such as HVAC units and enough room for around 600 passen- costs. Trains are also monitored in daily braking resistors are fully encased. gers in the highdensity arrangement service. Useful information from the Spoiler, nose and front section have with 2+2 seating and a reduced seat field flows back into the engineering been aerodynamically optimized. An pitch also in first class. In contrast to process. Improved component acces- energy-efficient brake system is also articulated trains, Velaro with its 16 sibility, continually updated mainte- a priority for Velaro. Since the early bogies has considerably more reserve nance schedules reflecting experience 1990s, the train’s electric brake has capacity. Thus, two more persons per gained in the field, and the high reli- been feeding surplus braking energy square meter standing room can be ability of the Velaro family, all add up back into the power grid. The result is accommodated and carried during to reduced maintenance costs. a 10 % saving in energy, and a similar peak times.
Recommended publications
  • Improved Spiral Geometry for High Speed Rail
    U.S. Department Of Transportation Federal Railroad Administration RR08-02 January 2008 Improved Spiral Geometry for High Speed Rail SUMMARY A different shape of spiral section for transitioning from tangent to curved track was tested on the Northeast Corridor in a 0.925-degree curve (Figure 1) near Guilford, CT, where typical operating speed for Amtrak's Acela trains is 125 mph. The modified spiral geometry was intended to reduce lateral forces and improve ride quality for high speed trains when entering and exiting curves. The modified design causes a train to rotate around its center of gravity as it leans into a curve, rather than centering rotation at the top-of-rail as does a conventional railroad spiral. Ride quality and force measurements were made before and shortly after spiral modification, and 1 year later. Compared to conventional geometry, initial and final measurements showed that the modified spirals reduced peak-to-peak lateral accelerations in the car body by 41 percent. Lateral wheel-rail force measurements from two instrumented wheelsets of an Acela power car showed a reduction in root-mean- square (RMS) net axle lateral forces of about 33 percent. Initially, truck lateral peak-to-peak acceleration dropped by 38 percent, but after 1 year, these accelerations returned to the pre-modification levels. At the test site, the modified spiral geometry was applied without the need to change rail length. The resulting shape and rate of superelevation change also fall within existing Federal Railroad Administration (FRA) track safety standard allowances. Amtrak plans to continue this study by installing the modified spiral geometry on at least two additional curves for further evaluation.
    [Show full text]
  • Signalling on the High-Speed Railway Amsterdam–Antwerp
    Computers in Railways XI 243 Towards interoperability on Northwest European railway corridors: signalling on the high-speed railway Amsterdam–Antwerp J. H. Baggen, J. M. Vleugel & J. A. A. M. Stoop Delft University of Technology, The Netherlands Abstract The high-speed railway Amsterdam (The Netherlands)–Antwerp (Belgium) is nearly completed. As part of a TEN-T priority project it will connect to major metropolitan areas in Northwest Europe. In many (European) countries, high-speed railways have been built. So, at first sight, the development of this particular high-speed railway should be relatively straightforward. But the situation seems to be more complicated. To run international services full interoperability is required. However, there turned out to be compatibility problems that are mainly caused by the way decision making has taken place, in particular with respect to the choice and implementation of ERTMS, the new European railway signalling system. In this paper major technical and institutional choices, as well as the choice of system borders that have all been made by decision makers involved in the development of the high-speed railway Amsterdam–Antwerp, will be analyzed. This will make it possible to draw some lessons that might be used for future railway projects in Europe and other parts of the world. Keywords: high-speed railway, interoperability, signalling, metropolitan areas. 1 Introduction Two major new railway projects were initiated in the past decade in The Netherlands, the Betuweroute dedicated freight railway between Rotterdam seaport and the Dutch-German border and the high-speed railway between Amsterdam Airport Schiphol and the Dutch-Belgian border to Antwerp (Belgium).
    [Show full text]
  • 3 Power Supply
    3 Power supply Table of contents Article 44 Installation, etc. of Contact Lines, etc. .........................................................................2 Article 45 Approach or Crossing of Overhead Contact Lines, etc................................................ 10 Article 46 Insulation Division of Contact Lines............................................................................ 12 Article 47 Prevention of Problems under Overbridges, etc........................................................... 13 Article 48 Installation of Return Current Rails ........................................................................... 13 Article 49 Lightning protection..................................................................................................... 13 Article 51 Facilities at substations................................................................................................. 14 Article 52 Installation of electrical equipment and switchboards ................................................. 15 Article 53 Protection of electrical equipment................................................................................ 16 Article 54 Insulation of electric lines ............................................................................................ 16 Article 55 Grounding of Electrical Equipment ............................................................................. 18 Article 99 Inspection and monitoring of the contact lines on the main line.................................. 19 Article 101 Records........................................................................................................................
    [Show full text]
  • 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 .
    [Show full text]
  • TECHNICAL REPORT DOCUMENTATION PAGE Formats
    STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION ADA Notice For individuals with sensory disabilities, this document is available in alternate TECHNICAL REPORT DOCUMENTATION PAGE formats. For alternate format information, contact the Forms Management Unit TR0003 (REV 10/98) at (916) 445-1233, TTY 711, or write to Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814. 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT'S CATALOG NUMBER CA-17-2969 4. TITLE AND SUBTITLE 5. REPORT DATE A Comparative Analysis of High Speed Rail Station Development into Destination and/or Multi-use Facilities: The Case of San Jose Diridon February 2017 6. PERFORMING ORGANIZATION CODE 7. AUTHOR 8. PERFORMING ORGANIZATION REPORT NO. Anastasia Loukaitou-Sideris Ph.D. / Deike Peters, Ph.D. MTI Report 12-75 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER Mineta Transportation Institute College of Business 3762 San José State University 11. CONTRACT OR GRANT NUMBER San José, CA 95192-0219 65A0499 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Final Report Division of Research, Innovation and Systems Information MS-42, PO Box 942873 14. SPONSORING AGENCY CODE Sacramento, CA 94273-0001 15. SUPPLEMENTARY NOTES 16. ABSTRACT As a burgeoning literature on high-speed rail development indicates, good station-area planning is a very important prerequisite for the eventual successful operation of a high-speed rail station; it can also trigger opportunities for economic development in the station area and the station-city. At the same time, “on the ground” experiences from international examples of high-speed rail stations can provide valuable lessons for the California high-speed rail system in general, and the San Jose Diridon station in particular.
    [Show full text]
  • The Regional Impact of the Channel Tunnel Throughout the Community
    -©fine Channel Tunnel s throughpdrth^Çpmmunity European Commission European Union Regional Policy and Cohesion Regional development studies The regional impact of the Channel Tunnel throughout the Community European Commission Already published in the series Regional development studies 01 — Demographic evolution in European regions (Demeter 2015) 02 — Socioeconomic situation and development of the regions in the neighbouring countries of the Community in Central and Eastern Europe 03 — Les politiques régionales dans l'opinion publique 04 — Urbanization and the functions of cities in the European Community 05 — The economic and social impact of reductions in defence spending and military forces on the regions of the Community 06 — New location factors for mobile investment in Europe 07 — Trade and foreign investment in the Community regions: the impact of economic reform in Central and Eastern Europe 08 — Estudio prospectivo de las regiones atlánticas — Europa 2000 Study of prospects in the Atlantic regions — Europe 2000 Étude prospective des régions atlantiques — Europe 2000 09 — Financial engineering techniques applying to regions eligible under Objectives 1, 2 and 5b 10 — Interregional and cross-border cooperation in Europe 11 — Estudio prospectivo de las regiones del Mediterráneo Oeste Évolution prospective des régions de la Méditerranée - Ouest Evoluzione delle prospettive delle regioni del Mediterraneo occidentale 12 — Valeur ajoutée et ingénierie du développement local 13 — The Nordic countries — what impact on planning and development
    [Show full text]
  • Train Control on French Railroads
    TRANSPORTATION RESEARCH RECORD 1314 Train Control on French Railroads J. p. GUILLOUX The French National Railways' (SNCF's) first high-speed line has a signaling system because of its vital safety function and the been in service between Paris and Lyon for 10 years now. A many and serious environmental constraints (interference, wide­ second high-speed line came into revenue service in September ranging temperatures, atmospheric agents, vibrations, etc). 1989, bringing with it substantial improvements to passenger ser­ In addition, SNCF considers it necessary to have a contin­ vices to the west and southwest of France. At the same time, SNCF is engaged in construction work for the Northern Train a uous control system for detecting broken rails, whence the Grande Yitesse (TGV) line, which will link Paris, Brussels, and choice of track-circuit-based signaling technology. London via the Channel Tunnel in less than 2 years' time. A loop line around the eastern outskirts of Paris will link the Northern and Southeast high-speed lines. The Southeast high-speed line Continuous Data Transmission will be extended southward (initially as far as Valence). High­ speed electric multiple units (emus) will be operated on the new lines at 300 km/hr (187 mph), whereas train speed on the South­ Under the circumstances described, the continuous data trans­ east high-speed line is currently limited to 270 km/hr (168 mph). mission system selected consists of an alternating current (AC) track circuit. There are 18 modulation frequencies between 10 and 29 Hz, depending on the data item to be transmitted. For the French National Railways (SNCF), the highest speed To protect against crosstalk, four carrier frequencies are used.
    [Show full text]
  • The Effect of Beijing-Shanghai High-Speed Railway on the Economic Development of Prefecture-Level Cities Along the Line Based on DID Model
    E3S Web of Conferences 235, 01016 (2021) https://doi.org/10.1051/e3sconf/202123501016 NETID 2020 The Effect of Beijing-Shanghai High-Speed Railway on the Economic Development of Prefecture-Level Cities Along the Line Based on DID Model Ma Yuzhou1 1School of Economics and Management, Beijing Jiaotong University, Beijing, China Abstract. High-speed railway has an essential impact on the economic and social development of the regions along the line. Based on the Beijing-Shanghai high-speed railway, this paper constructs the DID model and analyzes the impact of Beijing-Shanghai high-speed railway on the economic development of prefecture-level cities along the route from the empirical perspective. The empirical analysis results show that the Beijing- Shanghai high-speed railway has a significant negative impact on the per capita GDP of prefecture-level cities along the line in the short term, mainly because the agglomeration effect is greater than the diffusion effect. Therefore, small cities should actively think about how to deal with the agglomeration effect caused by the construction of high-speed rail. billion yuan. The line is a project with the most massive 1 Introduction scale and highest technique since the founding of China. The BSHSR, which owns faster speed, fewer stops, and Since the opening of Beijing-Tianjin intercity high-speed more running trains, adds a vital passenger transport railway in 2008, China's high-speed railway (abbreviated channel for the eastern region. BSHSR improves the to “HSR”, for short) has stepped into a rapid expansion transportation capacity of Beijing-Shanghai line, meets stage, and the "four vertical and four horizontal" HSR the ever-growing travel demand of passengers, and network planned and constructed by the state has taken strengthens the connection between the two urban clusters shape.
    [Show full text]
  • Brochure.Pdf
    PAID Standard Presorted Presorted U.S. Postage Postage U.S. Permit #1608 Permit Baltimore, MD Baltimore, Graduation is approaching! Celebrate this milestone and significant achievement with The Ohio State University Alumni Association’s trip for graduating seniors, Classic Europe. UP TO $200 CLASSIC EUROPE This comprehensive tour offers the chance to visit some of the world’s UNLEASH YOUR INNER ADVENTURER. must-see destinations before settling down into a new job or graduate school. It offers the opportunity for fun, hassle-free travel with other graduates, insights into other people, places and cultures – a source of personal enrichment, SAVE experiences that broaden one’s worldview and provide an advantage in today’s global job market - a vacation to remember and a reward for all the hard work. Travelers see amazing sites, such as Big Ben, the Eiffel Tower, and the Roman Forum on this 12-day, 4-country exploration and can add a 5-day extension to relax in the Greek Isles and explore ancient Athens. Past travelers have commented, “This was a trip of a life-time” – “I learned a lot from other cultures and definitely grew as a person” and “Not only was this a vacation, it was a wake-up call to see the world!” Travelers can feel confident that they will get the most out of their time in Europe with the aid of a private tour director and local city historians. Education does not stop after graduation, it is a life-long process and travel is a fantastic way to augment one’s knowledge. After reviewing the information, we hope you’ll agree – this exciting adventure is the perfect way to celebrate! Best regards, Debbie Vargo OR VISIT WWW.AESU.COM/OSU-GRADTRIP VISIT OR FOR DETAILS OR TO BOOK, CALL 1-800-852-TOUR CALL BOOK, TO OR DETAILS FOR EARLY BIRD DISCOUNT - EARLY DECEMBER 3, 2019 IN FULL BY BOOK AND PAY Longaberger Alumni House Alumni Longaberger River Road 2200 Olentangy Ohio 43210 Columbus, Director, Alumni Tours The Ohio State University Alumni Association, Inc.
    [Show full text]
  • 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.
    [Show full text]
  • The Eurostar and the Channel Tunnel
    The Eurostar and The Channel Tunnel By Patrick Hereford 5/7/03 1.0 Background Britain and France have been in need of an affordable means of transportation since the 1700s. Airlines, ferries, and automobiles dominated the market before 1994. Airlines are considered to expensive, while ferries and automobiles are considered cost efficient but require too much time. In 1984, the Eurostar began to help solve this problem. 1.1 The Eurostar The Eurostar, found in Europe, is the only high speed rail for that area. Its construction began in 1987 with the digging on the channel tunnel and ended in 1994. The Channel Tunnel was funded by a different group of financiers and cost them approximately $13 billion. The actual railway and trains cost about $31 million, not including operations or maintenance. This railway stretches from London to Paris and London to Brussels with stops in between. The railway is approximately 124 miles long, 31 of those miles being underground through the Channel Tunnel [1]. The Eurostar was built to provide an affordable means to get from place to place in a timely fashion. It was not meant to replace airlines or ferries, rather provide a different way to travel. It is cheaper than regular airline travel but arrives slower to its destination and more expensive than ferry travel but arrives quicker at its destination. You can also compare it to automobile transportation as well. It costs roughly $80 to drive from London to Paris. It is about $35 for gas and $45 for tolls. The Eurostar is not cheaper than that, but does arrive much faster than all automobiles.
    [Show full text]
  • M-7 Long Island Railroad .Montreal EMU .Gallery Car Electric Multiple Unit -M- ~ New York, Usj
    APPENDIX 6 . M-7 Long Island Railroad .Montreal EMU .Gallery Car Electric Multiple Unit -M- ~ New York, Usj Under joint agreement to the Metropolitan Transportation Authority / Long Island Rail Road (LIRR) and the Metro-North Railroad (MNR), Bombardier Transportation is providing Electric Multiple Unit (EMU) M- 7 commuter cars to LIRR to begin replacement of its Metropolitan M-I commuter car fleet. Chartered in 1834, the Long The units are equipped with The interior of the LIRR' Island Rail Road is the largest Bombardier's renowned stainless "Car of the Future" was designel Commuter Rail system in North steel carbodies for long life and with the input of the passenger America. low maintenance, and asynchro- and employees and includes a] nous AC motors featuring state- ADA compliant toilet, cellula Bombardier's new Electric of-the-art IGBT {isolated gate bipo- telephone and wide, single-lea Multiple Units, its first railcar lar transistors) inverters. Use of sliding doors for ease of entry an contract for the LIRR, will service outboard-bearing bolsterless fab- exit. the Long Island commuter lines, ricated bogies offers considerable constituting 80% of the system. weight savings over cast bogies. ~ BOMBARDIER BOMBARD" TRANSPORTATION 'V Electric Multiple Unit -M- 7 POWERCAR WITH TOILET ---10' 6' B END FEND I 3,200 mi , -: -" 0 C==- ~=0 :- CJCJ ~~[] CJCJCJCJCJCJ [] I D b 01 " ~) -1::1 1211-1/2 t~J ~~W ~~IL...I ~w -A'-'1~~~- I ~~ 309~mmt ~ 1 I~ 11 m 2205~16~m-! 591..1.6" mm --I I 1- -- 59°6" ° 4°8-1/2. , ~ 16,~:,60~m ~-- -;cl 10435mm ~ .-1
    [Show full text]