.jpg/2000px-FS_Trenitalia_ETR400_15_(50832499597).jpg)
Community hub
Recent from talks
Knowledge base stats:
Talk channels stats:
Members stats:
Frecciarossa 1000
The Frecciarossa 1000 (also known as ETR 1000) is a high-speed train operated by Trenitalia in Italy and by Iryo in Spain. It was developed by a joint venture of Bombardier Transportation (now part of Alstom) and AnsaldoBreda (now Hitachi Rail Italy). With a design speed of up to 400 km/h (250 mph), it is among the fastest trains in commercial production in Europe, although operation in Italy is limited to 300 km/h (186 mph) due to infrastructure constraints.
During the mid 2000s, Italian state railway operator Ferrovie dello Stato became increasingly interested in the acquisition of a new very-high-speed train for its Eurostar Alta Velocità Frecciarossa (Eurostar high speed Red Arrow) services along the Turin-Milan-Florence-Rome-Naples corridor. Having become aware of this interest, Italian rail manufacturer AnsaldoBreda and multinational conglomerate Bombardier Transportation decided to partner up to produce a suitable train in 2008. It was decided to centralise design work by the joint venture at a single location, working out of an office at Bombardier's manufacturing plant at Hennigsdorf.
The emergent design was a 200-metre (656 ft 2 in)-long eight car non-articulated single decker train with distributed traction, capable of reaching a maximum speed of 350 km/h (220 mph); it was heavily based on elements of Bombardier's Zefiro V300 and AnsaldoBreda's existing V250 designs. According to rail industry publication Rail Engineer, Bombardier personnel were responsible for conducting the concept and detailed design phases of development, as well as for the provision of propulsion equipment and bogies, homologation efforts, testing, and the commissioning of the first five trains. Meanwhile, AnsaldoBreda developed the train's industrial design, including body, interior, signalling and other systems, in addition to performing the final assembly and commissioning of series production trains. Both firms were involved in detail design and engineering activity.
Italian vehicle manufacturer and design company Gruppo Bertone was involved in the designing of the train's aesthetics and appearance. It was instructed to produce a style that accentuated its elegance and speed, but would also conform with various international railway standards, such as driver visibility, crash protection, and headlight functionality. Bertone's design was reviewed by the team and subject to various tests, including the use of a wind tunnel, which proved it to produce compliant drag coefficients and crosswind stability levels. The train's design includes an active suspension system.
Having been deemed suitable for presentation, the vehicle design, which had been formally designated as the Zefiro 300, was submitted by the joint venture as a response to Ferrovie dello Stato's tender for 50 new high-speed trainsets. Initial specifications were for a train meeting European high-speed technical standards, with a design commercial speed of 360 km/h (225 mph), initially operated at 300 km/h (190 mph), and to be tested to 400 km/h (250 mph). Other requirements included the train being suitable for a condition-based maintenance programme, while it was capable of being operated across seven different European countries, specifically the railway systems of Austria, Belgium, France, Germany, Netherlands, Spain and Switzerland.
The maximum speed specified by the tender exceeded that of the initial design, thus the design team was reassembled by AnsaldoBreda's Pistoia facility for a period of six months to revise the design to comply with the requirements outlaid. Reportedly, the new top speed required a detailed reexamination of the design, and in some cases the redesign, to be performed for various elements of the train, including the bogies, power and control systems and pantograph. While the train was to only fitted with ERTMS Level 2 and the legacy Italian signalling system, passive provisions also had to be found for a number of other signalling systems that had been listed in the requirement.
During August 2010, it was announced that Trenitalia had awarded the contract to the Bombardier/Ansaldo joint venture, and that the first example was set to come into revenue service during 2013. The bid was determined to have been less expensive at €30.8m per train than the €35m per train cost given by the other bidder, French manufacturer Alstom. The contract value was €1.54bn of which Bombardier's share was €654m. Marco Sacchi, Hitachi Rail Italy's head of engineering, attributed the outcome as having been a result of the specially developed solutions involved in the train's design that had gained Trenitalia's favour. The joint venture moved into the detailed design phase immediately following news of the selection.
During August 2012, a full-scale mock up of the train was publicly unveiled at Rimini by the Italian Prime Minister Mario Monti. By this point, the train has received its official service designation, the 'Frecciarossa 1000'. On 26 March 2013, the first trainset was unveiled during a public ceremony at the Ansaldo-Breda facilities in Pistoia; this train was formally named Pietro Mennea, in memory of the Italian world record holder of the 200 metres track sprint event from 1979 to 1996, who had died five days earlier.
Hub AI
Frecciarossa 1000 AI simulator
(@Frecciarossa 1000_simulator)
Frecciarossa 1000
The Frecciarossa 1000 (also known as ETR 1000) is a high-speed train operated by Trenitalia in Italy and by Iryo in Spain. It was developed by a joint venture of Bombardier Transportation (now part of Alstom) and AnsaldoBreda (now Hitachi Rail Italy). With a design speed of up to 400 km/h (250 mph), it is among the fastest trains in commercial production in Europe, although operation in Italy is limited to 300 km/h (186 mph) due to infrastructure constraints.
During the mid 2000s, Italian state railway operator Ferrovie dello Stato became increasingly interested in the acquisition of a new very-high-speed train for its Eurostar Alta Velocità Frecciarossa (Eurostar high speed Red Arrow) services along the Turin-Milan-Florence-Rome-Naples corridor. Having become aware of this interest, Italian rail manufacturer AnsaldoBreda and multinational conglomerate Bombardier Transportation decided to partner up to produce a suitable train in 2008. It was decided to centralise design work by the joint venture at a single location, working out of an office at Bombardier's manufacturing plant at Hennigsdorf.
The emergent design was a 200-metre (656 ft 2 in)-long eight car non-articulated single decker train with distributed traction, capable of reaching a maximum speed of 350 km/h (220 mph); it was heavily based on elements of Bombardier's Zefiro V300 and AnsaldoBreda's existing V250 designs. According to rail industry publication Rail Engineer, Bombardier personnel were responsible for conducting the concept and detailed design phases of development, as well as for the provision of propulsion equipment and bogies, homologation efforts, testing, and the commissioning of the first five trains. Meanwhile, AnsaldoBreda developed the train's industrial design, including body, interior, signalling and other systems, in addition to performing the final assembly and commissioning of series production trains. Both firms were involved in detail design and engineering activity.
Italian vehicle manufacturer and design company Gruppo Bertone was involved in the designing of the train's aesthetics and appearance. It was instructed to produce a style that accentuated its elegance and speed, but would also conform with various international railway standards, such as driver visibility, crash protection, and headlight functionality. Bertone's design was reviewed by the team and subject to various tests, including the use of a wind tunnel, which proved it to produce compliant drag coefficients and crosswind stability levels. The train's design includes an active suspension system.
Having been deemed suitable for presentation, the vehicle design, which had been formally designated as the Zefiro 300, was submitted by the joint venture as a response to Ferrovie dello Stato's tender for 50 new high-speed trainsets. Initial specifications were for a train meeting European high-speed technical standards, with a design commercial speed of 360 km/h (225 mph), initially operated at 300 km/h (190 mph), and to be tested to 400 km/h (250 mph). Other requirements included the train being suitable for a condition-based maintenance programme, while it was capable of being operated across seven different European countries, specifically the railway systems of Austria, Belgium, France, Germany, Netherlands, Spain and Switzerland.
The maximum speed specified by the tender exceeded that of the initial design, thus the design team was reassembled by AnsaldoBreda's Pistoia facility for a period of six months to revise the design to comply with the requirements outlaid. Reportedly, the new top speed required a detailed reexamination of the design, and in some cases the redesign, to be performed for various elements of the train, including the bogies, power and control systems and pantograph. While the train was to only fitted with ERTMS Level 2 and the legacy Italian signalling system, passive provisions also had to be found for a number of other signalling systems that had been listed in the requirement.
During August 2010, it was announced that Trenitalia had awarded the contract to the Bombardier/Ansaldo joint venture, and that the first example was set to come into revenue service during 2013. The bid was determined to have been less expensive at €30.8m per train than the €35m per train cost given by the other bidder, French manufacturer Alstom. The contract value was €1.54bn of which Bombardier's share was €654m. Marco Sacchi, Hitachi Rail Italy's head of engineering, attributed the outcome as having been a result of the specially developed solutions involved in the train's design that had gained Trenitalia's favour. The joint venture moved into the detailed design phase immediately following news of the selection.
During August 2012, a full-scale mock up of the train was publicly unveiled at Rimini by the Italian Prime Minister Mario Monti. By this point, the train has received its official service designation, the 'Frecciarossa 1000'. On 26 March 2013, the first trainset was unveiled during a public ceremony at the Ansaldo-Breda facilities in Pistoia; this train was formally named Pietro Mennea, in memory of the Italian world record holder of the 200 metres track sprint event from 1979 to 1996, who had died five days earlier.