Velaro Novo
Introducing Siemens ‘ brand new energy and cost-efficient high-speed train concept .
Siemens is preparing to launch its newest high-speed train, the Velaro Novo, at the InnoTrans 2018 international rail show in Berlin in September.
With a top speed of 360kph (225mph), Siemens claims it uses 30% less energy while at the same time providing 10% more available space than previous Velaro models.
Meanwhile, it will also be 15% lighter and cost 30% less to maintain, thereby offering potential operators optimised capacity, energy consumption and maintenance costs without any compromise in passenger comfort.
Four generations of Siemens’ iconic Velaro trains have been in service across Europe, Russia, China and Turkey since 2000, with the global fleet currently covering more than one million kilometres per day.
In Germany it is known as the ICE 3 and is operated by Deutsche Bahn, while in the UK the Velaro is branded as the e320 and is in operation with Eurostar, providing services from London St Pancras International to destinations in France, Belgium and the Netherlands via the Channel Tunnel.
Development for the Velaro Novo concept began in 2013, with much research focus placed on cutting maintenance and fuel costs, which represent up to 50% of a train’s wholelife costs.
Program Director Michael Kopp explains: “We started five years ago by analysing the market and what we see as the future operational requirements for high-speed services. Those five years have been time well spent achieving much-improved energy efficiency and a more lightweight construction.
“We have more than 1,000 Velaros in operation around the world today, from running on broad gauge in Russia at temperatures of -40°C to Spain, where temperatures can be as high as plus 40°. We were therefore able to call on all that experience to develop a truly international offering that can be fully adapted for various operational and infrastructure requirements across the world.”
According to Kopp, much of the 30% reduction in energy consumption has been achieved from improved aerodynamics, for example keeping the train’s pantograph shrouded when lowered and placing side skirts and underside panels around its bogies.
The Velaro Novo has also been made 15% lighter thanks to thinner car body walls that are built by joining components with friction stir welding.
Maintenance costs have been lowered through the use of remote monitoring technology, while the design of the car bodies has also been based on what Kopp calls the ‘empty tube concept’, meaning that all electrical equipment cabinets have been removed from the interior of the train.
We don’ t have to change the types of components on the train, just the number of components–which in turn makes maintenance far more manageable. Michael Kopp, Program Director, Siemens
This has yielded a 10% increase in available interior space, enabling operators to provide improved levels of comfort to passengers.
He adds: “Many operators previously just looked at the capital cost of trains, but we have shown that large gains can also be made in whole lifecycle costs. Energy consumption is an increasingly important issue, especially when we talk about environmental impact.
“We have therefore tried to make the train as aerodynamic as possible, and moved technical equipment and electrical cabinets from inside the cars into the roof space of end walls instead.
“Vehicle length is 28.75 metres, so a sevencar Velaro Novo is 202 metres long and 11mm wider inside compared with previous Velaros, helping operators to offer wider seats or aisles and interiors that can be fully customised according to customers’ wishes.”
Siemens is currently assessing individual components of its Velaro Novo concept with a test car, that has been placed within the formation of a Deutsche Bahn-operated ICE S Train in Germany.
Tests started in April at speeds of up to 331kph (206mph) and will continue until the end of the year, concentrating on structural dynamics, running behaviour and brake tests.
Starting in 2019, the test car will run with the ICE S during regular infrastructure tests for further mileage accumulation.
“We have built the first car to test running behaviour and structural dynamics as we use such thin aluminium profiles and a different type of welding,” says Kopp. “Friction stir welding is better known in the aerospace industry, but this is the first time it’s been used for long welds like this, of up to 25m.
“We’re also testing acoustics and the aerodynamics of the roof units in the test car which can be either locomotive-hauled for speeds of up to 200kph (125mph), or placed within the ICE S train for even faster running.
“Testing is going well and everything is currently in line with our simulations and what we expected to happen, but now we have real world measurements.”
After premiering the new concept at InnoTrans later this year, Kopp expects the first Velaro Novo trains to be ready to enter in service in 2023.
The flexibility of its design means the highspeed platform is suitable for deployment anywhere in the world including - potentially - here in the UK.
He concludes: “It is a flexible concept that can be adapted to suit a range of operating speeds. To achieve the maximum speed of 360kph we simply increase the number of traction units. We think this will be a major advantage to operators - we don’t have to change the types of components on the train, just the number of components – which in turn makes maintenance far more manageable.
“I am very proud of the train because we have managed to realise our target of having the most economical high-speed train on the market right now. The market has changed quite a lot in the last 20 years, but with the Velaro Novo we are able to offer operators a proven technology, but with significantly reduced whole lifecycle costs.
“We will be able to place the first trains in service in 2023, and I can promise you that the ten years [since development began in 2013] will be well worth the wait for the latest chapter in the Velaro success story.”