Bakgrund till det vi ska besö ka I det följande finns beskrivningar, på engelska, dels av ICE‐trafiken (höghastighetståg)i Tyskland, dels de stationer vi ska besöka. Materialet är hämtat från Wikipedia och sammanställt av undertecknad. Artikeln om ICE‐trafiken behandlar inledningsvis fordonen som används och övergår sedan i en beskrivning av trafiken och de banor som byggts ut sedan 1980‐talet i Tyskland. Artiklarna om stationerna beskriver stationens historia från den öppnades till idag, detta innebär att de stationer som fanns före ICE‐trafiken har en i vissa fall mycket lång historia. Trevlig läsning önskar PG Andersson, Trivector Traffic, 8 maj 2015 High-speed rail in Europe High-speed rail is emerging in Europe as an increas- ingly popular and efficient means of transport. The first high-speed rail lines in Europe, built in the 1980s and 1990s, improved travel times on intra-national corridors. Since then, several countries have built extensive high- speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously be- ing built and upgraded to international standards on the emerging European high-speed rail network. In 2007, a consortium of European railway operators, Railteam, emerged to co-ordinate and boost cross-border high- speed rail travel. Developing a Trans-European high- speed rail network is a stated goal of the European Union, and most cross-border railway lines receive EU fund- Networks of Major High Speed Rail Operators in Europe, 2015. ing. Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Russia and the United Kingdom — are connected to a cross-border 1 Early national high-speed rail high-speed railway network. More are expected to be networks connected in the coming years as Europe invests heav- ily in tunnels, bridges and other infrastructure and devel- The first high-speed rail lines were built in the 1980s opment projects across the continent, many of which are and 1990s as national infrastructure projects. Countries under construction now. Alstom was the first manufac- sought to increase passenger capacity and decrease jour- turer to design and deliver a high speed train or HS-Train, ney times on inter-city routes within their borders. In the which ended up in service with TGV in France. How- beginning, lines were built through national funding pro- ever, the Canadian company Bombardier has been for the grammes and services were operated by national opera- past decade and currently is, the largest contract designer tors. and manufacturer of Commuter Trains, Light Rail Vehi- cles, High Speed Trains and Very High Speed Trains for Europe, The Middle East, and Australia. 1.1 France Main article: TGV Umeå Legend : Trondheim Seinäjoki 310 - 320 km/h 190 - 200 mph Sundsvall Mikkeli 165 - 185 mph 270 - 300 km/h Tampere Lahti 240 - 260 km/h 150 - 160 mph Sankt-Peterburg 125 - 145 mph 200 - 230 km/h Turku Helsinki < 200 km/h < 125 mph Bergen Under construction/ Oslo Västerås Uppsala Tallinn Europe was introduced to high-speed rail when the LGV upgrading Stockholm Stavanger Linköping Moskva Kristiansand Göteborg Rīga Sud-Est from Paris to Lyon opened in 1981 and TGV Glasgow Edinburgh Århus Smolensk Belfast København Vilnius Newcastle Malmö Kaliningrad Bryansk started passenger service. Since then, France has contin- Dublin Minsk Kursk Liverpool York Gdańsk Leeds Manchester Hamburg Cork Bremen Birmingham Kharkiv ued to build an extensive network, with lines extending in Amsterdam Berlin Poznań Kyiv Cardiff Rotterdam Hannover Łódź Warszawa Donets'k Bristol London Antwerpen Leipzig Dnipropetrovs'k Essen Wrocław Bruxelles/Brussel Köln L'viv Dresden Kraków Rostov-na-Donu every direction from Paris. France has the second largest Lille Frankfurt Katowice Cherbourg Le Havre Liège Praha Rouen Mannheim Ostrava Brest Nürnberg Brno Le Mans Paris Stuttgart Rennes high-speed network in Europe, with 2,037 km of oper- Strasbourg München Wien Odesa Bratislava Chişinău Dijon Basel Budapest Cluj-Napoca Nantes Tours Salzburg Zürich Graz Sevastopol' Bern Innsbruck Clermont- Ljubljana Braşov ative HSR lines in December 2011, only behind Spain’s Ferrand Genève Milano Constanţa Bordeaux Lyon Zagreb Bucureşti A Coruña Venezia Santiago de Verona Beograd Oviedo Torino Genova Bologna Varna Compostela Bilbao Sarajevo 2,665 km. Montpellier Vigo Toulouse Burgas León Firenze Split Priština Sofia Nice İstanbul Podgorica Sivas Porto Marseille Salamanca Valladolid Huesca Perpignan Skopje Ankara Olmedo Bursa Bilecik Kırıkkale Zaragoza Roma Madrid Barcelona Eskişehir Bari Tiranë Thessaloníki The TGV network gradually spread out to other cities, Sassari Toledo Olbia Napoli Afyon Konya Adana Lisboa València İzmir Córdoba Albacete Huelva Jaén Cagliari Athína Murcia Alacant and into other countries such as Switzerland, Belgium, Sevilla Pátra Faro Palermo Cartagena Cádiz Málaga Almería Catania the Netherlands, Germany, and the UK. Due to the early adoption of high-speed rail and the important location of France (between the Iberian Peninsula, the British Isles High-speed lines in Europe, 2015. and Central Europe), most other dedicated high-speed rail lines in Europe have been built to the same speed, voltage and signalling standards. The most obvious ex- 1 2 1 EARLY NATIONAL HIGH-SPEED RAIL NETWORKS United Kingdom Nederland (Holandia, Pays-Bas, Holland) (Wielka Brytania, Royaume-Uni) Deutschland (Niemcy, Allemagne, Germany) Belgique, België (Belgia, Belgium) Schweiz, Suisse France (Szwajcaria, Switzerland) (Francja) Italia (Włochy, Italie, Italy) High-speed rail in France and bordering countries ception is the high-speed lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize exist- ICE network ing rail lines in addition to those designed for high-speed rail. For that reason, and due to differing national stan- dards, trains that cross national boundaries need to have and a new line between Frankfurt and Mannheim for special characteristics, such as the ability to handle dif- speeds of 300 km/h (186 mph) is in advanced planning ferent power supplies and signalling systems. This means stages. In the east, a 230 km (140 mi) long line between that not all TGVs are the same, and there are loading Nuremberg and Leipzig is under construction for speeds gauge and signalling considerations. of up to 300 km/h (186 mph). Together with the fast lines from Berlin to Leipzig and from Nuremberg to Munich, which were built recently, it will allow journey times of 1.2 Germany about four hours from Berlin in the north to Munich in the south, compared to nearly eight hours for the same distance a few years ago. Main article: High-speed rail in Germany Construction on first German high-speed lines began 1.3 Italy shortly after that of the French LGVs. Legal battles caused significant delays, so that the InterCityExpress (ICE) trains were deployed ten years after the TGV net- Main article: High-speed rail in Italy work was established. The ICE network is more tightly integrated with pre-existing lines and trains as a result of The earliest high-speed train deployed in Europe was the the different settlement structure in Germany, with a pop- Italian “Direttissima”, the Florence–Rome high-speed ulation more numerous by a third than that of France, on railway (254 km/158 mi) in 1978, which used FS Class a territory smaller by a third, resulting in more than twice E444 3 kV DC locomotives. Italy pioneered the use of the population density of France. ICE trains reached des- the Pendolino tilting train technology. The Italian govern- tinations in Austria and Switzerland soon after they en- ment constructor Treno Alta Velocità has been adding to tered service, taking advantage of the same voltage used the high-speed network in Italy, with some lines already in these countries. Starting in 2000, multisystem third- opened. The Italian operator NTV is the first open ac- generation ICE trains entered the Netherlands and Bel- cess high-speed rail operator in Europe, since 2011, using gium. The third generation of the ICE reached a speed AGV ETR 575 multiple units. of 363 km/h (226 mph) during trial runs, and is certified In March 2011, a contract for the second phase of for 330 km/h (205 mph) in regular service. construction on the Milan–Verona high-speed line was In the south-west, a new line between Offenburg and signed. This section will be 39 km long. Construction Basel is planned to allow speeds of 250 km/h (155 mph), should be complete by 2015.[2] 1.4 Spain 3 Gijón A Coruña Bilbao Irún Oviedo Santiago de San Sebastián Compostela Vitoria León Vigo Ourense Burgos Huesca Figueres-Vilafant Girona Zaragoza Lleida-Pirineus Valladolid Calatayud Barcelona-Sants Segovia Camp de Tarragona Madrid-Chamartín Guadalajara Madrid-Puerta de Atocha Cuenca Castellón Toledo Cáceres Valencia Requena- Badajoz Ciudad Real Utiel Albacete Mérida Puertollano Alicante Córdoba Jaén Murcia Sevilla Granada In service Almería Cádiz Málaga In construction Projected In partial sevice AVE network high-speed lines are being built to European standard or 1 UIC track gauge of 1,435 mm (4 ft 8 ⁄2 in) and electri- fied with 25 kV at 50 Hz from overhead wire. The first HSL from Madrid to Seville is equipped with LZB train control system, later lines with ETCS. Italy’s high-speed rail network Elsewhere in Europe, the success of high-speed services has been due in part to interoperability with existing nor- The Italian high-speed railway network consists of 1342 mal rail lines. Interoperability between the new AVE km of lines, which allow speeds of up to 300 km/h. lines and the older Iberian gauge network presents ad- The safety system adopted for the network is the ditional challenges. Both Talgo and CAF supply trains ERMTS/ETCS II, the state-of-the-art in railway sig- with variable gauge wheels operated by automatic gauge- nalling and safety.[6] The power supply follows the Eu- changer equipment which the trains pass through (with- ropean standard of 25kV AC 50 Hz mono-phase current.