Hoge Snelheidstreinen / High Speed Trains treinen die 200 km per uur en sneller gaan
kijk hier voor highspeedtrains buiten Europa

Hoge Snelheidstreinen / High Speed Trains

treinen die 200 km per uur en sneller gaan

kijk hier voor highspeedtrains buiten Europa

THALYS: BENELUX - FRANKRIJK - DUITSLAND

TGV FRANCE
Paris to Avignon - 2 hours, 30 minutes (train) and 6 hours, 40 minutes (road) Paris to Bordeaux - 3 hours (train) and 5 hours, 40 minutes (road) Paris to Calais - 1 hour, 30 minutes (train) and 2 hours, 55 minutes (road) Paris to Lyon - 2 hours (train) and 4 hours, 30 minutes (road) Paris to Nice - 5 hours, 30 minutes (train) and 9 hours (road) Paris to Rennes - 2 hours (train) and 3 hours, 30 minutes (road) Paris to Strasbourg - 4 hours (train) and 4 hours, 30 minutes (road) Paris to Toulouse - 5 hours (train) and 6 hours, 30 minutes (road)

TGV FRANCE

Paris to Avignon - 2 hours, 30 minutes (train) and 6 hours, 40 minutes (road)
Paris to Bordeaux - 3 hours (train) and 5 hours, 40 minutes (road)
Paris to Calais - 1 hour, 30 minutes (train) and 2 hours, 55 minutes (road)
Paris to Lyon - 2 hours (train) and 4 hours, 30 minutes (road)
Paris to Nice - 5 hours, 30 minutes (train) and 9 hours (road)
Paris to Rennes - 2 hours (train) and 3 hours, 30 minutes (road)
Paris to Strasbourg - 4 hours (train) and 4 hours, 30 minutes (road)
Paris to Toulouse - 5 hours (train) and 6 hours, 30 minutes (road)

ICE: INTERCITY EXPRESS
High-Speed Train, InterCity Express ICE Maximum speed ICE 1: 280 km/h Maximum speed ICE 2: 310 km/h Maximum speed ICE 3: 330 km/h The decision to pursue the twin goals of maximum comfort at high speeds marked the beginning of the Intercity Express success story. In 1985, the prototype 'InterCity Experimental' gained wide recognition during its first demonstration rides and trial runs and today the ICE family has shown itself to be the technically advanced high-speed train, tailor-made for every conceivable use. Highest levels of passenger comfort, environment-friendly service, and trend-setting safety standards, all made possible by cutting-edge technology, are hallmarks of the trains, which have long since redefined and raised expectations for rail transport. The ICE is a joint effort of the German railway industry. Within the Siemens-led consortium Adtranz is substantially involved in the development as well as in the construction and production of the trains

ICE: INTERCITY EXPRESS

High-Speed Train, InterCity Express ICE

Maximum speed ICE 1: 280 km/h
Maximum speed ICE 2: 310 km/h
Maximum speed ICE 3: 330 km/h

The decision to pursue the twin goals of maximum comfort at high speeds marked the beginning of the Intercity Express success story. In 1985, the prototype 'InterCity Experimental' gained wide recognition during its first demonstration rides and trial runs and today the ICE family has shown itself to be the technically advanced high-speed train, tailor-made for every conceivable use. Highest levels of passenger comfort, environment-friendly service, and trend-setting safety standards, all made possible by cutting-edge technology, are hallmarks of the trains, which have long since redefined and raised expectations for rail transport. The ICE is a joint effort of the German railway industry. Within the Siemens-led consortium Adtranz is substantially involved in the development as well as in the construction and production of the trains

EUROSTAR: DOOR DE KANAALTUNNEL VAN PARIJS/ BRUSSEL NAAR LONDEN

ETR ITALIA
ITALY: ETR 500 High Speed Train ETR 500, Italy Maximum speed: 300 km/h Supply voltage: 3 kV DC Pass. capacity: 889 Weight per axle: 17 t Contin. rating at rim: 4.4 MW Regenerative braking: 4.4 MW Length of power car: 20,800 mm Length of trailer: 28,100 mm The ETR 500 trainset built by the TREVI consortium and operated by the Italian State Railways on their new high speed intercity services consists of two power cars and 11 passenger coaches. The configuration of these trainsets can vary between eight and 14 trailers, according to traffic needs.

ETR ITALIA

ITALY: ETR 500

High Speed Train ETR 500, Italy

Maximum speed: 300 km/h
Supply voltage: 3 kV DC
Pass. capacity: 889
Weight per axle: 17 t
Contin. rating at rim: 4.4 MW
Regenerative braking: 4.4 MW
Length of power car: 20,800 mm
Length of trailer: 28,100 mm

The ETR 500 trainset built by the TREVI consortium and operated by the Italian State Railways on their new high speed intercity services consists of two power cars and 11 passenger coaches. The configuration of these trainsets can vary between eight and 14 trailers, according to traffic needs.

SPANJE: RENFE'S ALARIS TILTING TRAINS

FINLAND: RHK'S PENDOLINO
The trains for VR are composed of 6 vechicles, two traction units, each unit consists of two motor coaches with a 4QC/inverter/converter with four traction motors (one for each bogie), plus a trailer coach with high voltage equipment (25 kV - 50 Hz) and traction transformer. The end coaches are provided with aerodynamic shaped driving cab; on of the trailer coaches (TTC) has a special featured bar section. The Tilting System The tilting system makes it possible to increase speed in curves without modifying the existing track and infrastructures, and granting the passengers an excellent level of comfort. The system makes it possible to tilt the body by 8Â°, corresponding to a compensation of centrifugal acceleration of 1.35 m/sÂ² (8 inches of cant deficiency); this allows the train run with a non-compensated acceleration equal to 2 m/sÂ² (12 inches of cant deficiency), while the centrifugal acceleration affecting passengers will be equal to 0.65 m/sÂ² (4 inches of cant deficiency). The delay in tilting is, for the first vehicle, practically zero; whilst in successive carriages the tilt is carried out in real time. Active Lateral Suspension To increase passenger comfort, the Pendolino features an efficient active lateral pneumatic suspension. Also this is microprocessor controlled and guarantees body truing (also negotiating curves, when body is tilted), thereby allowing the lateral shock absorbers to work always under optimum conditions, never getting to the lateral bumpers. This is extremely beneficial because allows the lateral suspension to be very flexible in order to guarantee optimum confort still ensuring an optimal behaviour at high speeds. Traction Electrical Equipment The four quadrant converter/inverter traction equipment is fed by a catenary voltage of 25 kV-50Hz and exploits GTo thyristor technology. The traction motors are asynchronous three-phase, each having a power of 500 kW. The continuous power at rim is 4000 kW, guaranteeing a maximum speed of 220 km/h. The maximum tractive effort at rmis is 163 kN. Regenerative braking is available starting from the maximum speed and maximum braking effort of 140 kN is available from 100 km/h down to approx. complete stop of train. The central concept behind the traction chain is that it is easily "polytensionable", by simply adding the high voltage equipment and with consequent modifications to some parts of the chain itself. For DC systems, the four quadrant converter GTOs are controlled such as to work as a chopper. The presence number of independent traction units guarantees a high degree redundancy to ensure an outstanding service availability as well as safe journey since "you always get home". Technical Details Max. speed: 220 km/h Power: 4 000 kW Traction motors: 8 Asynchronous three-phase AC Acceleration 0 - 100 km/h: 57 s 810 m (a=0.50 m/s2) Acceleration 0 - 200 km/h: 193 s 6 800 m (a=0.37 m/s2) The Tilting System The tilting system makes it possible to increase speed in curves without modifying the existing track and infrastructures, and granting the passengers an excellent level of comfort. The system makes it possible to tilt the body by 8Â°, corresponding to a compensation of centrifugal acceleration of 1.35 m/sÂ² (8 inches of cant deficiency); this allows the train run with a non-compensated acceleration equal to 2 m/sÂ² (12 inches of cant deficiency), while the centrifugal acceleration affecting passengers will be equal to 0.65 m/sÂ² (4 inches of cant deficiency). The delay in tilting is, for the first vehicle, practically zero; whilst in successive carriages the tilt is carried out in real time. Track upgrading is being carried out due to regular aging and wear. The Pendolino trainset does not call for any special track work whatsoever. in 2010 with all 25 train-sets in operation.

FINLAND: RHK'S PENDOLINO

The trains for VR are composed of 6 vechicles, two traction units, each unit consists of two motor coaches with a 4QC/inverter/converter with four traction motors (one for each bogie), plus a trailer coach with high voltage equipment (25 kV - 50 Hz) and traction transformer. The end coaches are provided with aerodynamic shaped driving cab; on of the trailer coaches (TTC) has a special featured bar section.

The Tilting System The tilting system makes it possible to increase speed in curves without modifying the existing track and infrastructures, and granting the passengers an excellent level of comfort. The system makes it possible to tilt the body by 8Â°, corresponding to a compensation of centrifugal acceleration of 1.35 m/sÂ² (8 inches of cant deficiency); this allows the train run with a non-compensated acceleration equal to 2 m/sÂ² (12 inches of cant deficiency), while the centrifugal acceleration affecting passengers will be equal to 0.65 m/sÂ² (4 inches of cant deficiency). The delay in tilting is, for the first vehicle, practically zero; whilst in successive carriages the tilt is carried out in real time.

Active Lateral Suspension To increase passenger comfort, the Pendolino features an efficient active lateral pneumatic suspension. Also this is microprocessor controlled and guarantees body truing (also negotiating curves, when body is tilted), thereby allowing the lateral shock absorbers to work always under optimum conditions, never getting to the lateral bumpers. This is extremely beneficial because allows the lateral suspension to be very flexible in order to guarantee optimum confort still ensuring an optimal behaviour at high speeds. Traction Electrical Equipment The four quadrant converter/inverter traction equipment is fed by a catenary voltage of 25 kV-50Hz and exploits GTo thyristor technology. The traction motors are asynchronous three-phase, each having a power of 500 kW. The continuous power at rim is 4000 kW, guaranteeing a maximum speed of 220 km/h. The maximum tractive effort at rmis is 163 kN. Regenerative braking is available starting from the maximum speed and maximum braking effort of 140 kN is available from 100 km/h down to approx. complete stop of train. The central concept behind the traction chain is that it is easily "polytensionable", by simply adding the high voltage equipment and with consequent modifications to some parts of the chain itself. For DC systems, the four quadrant converter GTOs are controlled such as to work as a chopper. The presence number of independent traction units guarantees a high degree redundancy to ensure an outstanding service availability as well as safe journey since "you always get home".

Technical Details
Max. speed: 220 km/h
Power: 4 000 kW
Traction motors: 8 Asynchronous three-phase AC
Acceleration 0 - 100 km/h: 57 s 810 m (a=0.50 m/s2)
Acceleration 0 - 200 km/h: 193 s 6 800 m (a=0.37 m/s2)

The Tilting System

The tilting system makes it possible to increase speed in curves without modifying the existing track and infrastructures, and granting the passengers an excellent level of comfort. The system makes it possible to tilt the body by 8Â°, corresponding to a compensation of centrifugal acceleration of 1.35 m/sÂ² (8 inches of cant deficiency); this allows the train run with a non-compensated acceleration equal to 2 m/sÂ² (12 inches of cant deficiency), while the centrifugal acceleration affecting passengers will be equal to 0.65 m/sÂ² (4 inches of cant deficiency). The delay in tilting is, for the first vehicle, practically zero; whilst in successive carriages the tilt is carried out in real time.

Track upgrading is being carried out due to regular aging and wear. The Pendolino trainset does not call for any special track work whatsoever.
in 2010 with all 25 train-sets in operation.

NOORWEGEN: DE GARDERMOEN
The Gardermoen line is the first Norwegian high speed line, a new 66 km link from the centre of Oslo northwards to Eidsvoll, serving en route the Norwegian capital's new Gardermoen airport

NOORWEGEN: DE GARDERMOEN

The Gardermoen line is the first Norwegian high speed line, a new 66 km link from the centre of Oslo northwards to Eidsvoll, serving en route the Norwegian capital's new Gardermoen airport

ENGELAND: WEST COAST MAIN LINE

ZWITSERLAND: IC TILTING TRAINS

ZWEDEN: X2000