All language subtitles for Impossible Engineering s04e02 Worlds Fastest Trains.eng

Ever since the first train took to the
rails, engineers around the world have

been driven by the need for speed.

It's no exaggeration to say we make
history here.

But with great speed comes even greater
problems. If you hit very many speed

bumps at these ultra -high velocities,
you will not survive.

Requiring ingenious solutions.

This train doesn't have an engine on
board, nor does it carry any fuel. They

make the impossible possible.

This is the future of rail. I believe
this is the most incredible railway in

world. I wouldn't want to be anywhere
else.

From the world's wildest waters to its
mightiest mountain, railroads have set

out to conquer them all.

What a feat of engineering.

Absolutely amazing.

Driven by daring engineers for whom no
obstacle is too great.

I truly love this structure.

It's magnificent.

When it comes to rail speed, there is no
better place to find it than in the

Tularosa Basin in New Mexico.

This vast, isolated wilderness is the
unlikely setting for a record -breaking

railroad.

Hidden in the depths of the desert lies
one of the most extreme railroad tracks

on the planet.

We're at Holloman Air Force Base, New
Mexico, at the high -speed test track,

where we push the bounds of speed. And
we use this, the most incredible railway

in the world.

Built in 1949 to test new aviation
technology.

This incredible 10 -mile rail line sets
new records for extreme speed,

propelling its rocket sleds, the
platforms that glide along the rails, to

9 ,500 feet per second.

In total, we've broken the land speed
record seven times and currently hold it

at over eight times the speed of sound.
It's no exaggeration to say we make

history here.

But with the sled traveling the
equivalent of 30 football fields in

seconds, the engineering challenges are
seemingly impossible.

If the railroad track isn't perfectly
engineered, the consequences will be

catastrophic.

Any deviation in that rail is an impact
load. It's basically like a speed bump

in a parking lot. And if you hit very
many speed bumps at these ultra -high

velocities, you will not survive.

If speed is the only goal, the faster
you go, the bigger the problem.

Any curve is out of the question.

Even the tiniest bump has to be ironed
out.

And then, of course, stopping can be the
biggest challenge of all.

At the Holloman High Speed Hess Track.

The extreme range of desert temperatures
means the rails must be pre -tensioned

to avoid any expansion and contraction.

The continuous welding along the 10
-mile length ensures arrow -like

straightness. But all of this is
secondary to the most crucial

all, the challenge to make sure that
each sled starts off and stays in a

straight line.

This sled is going to be tested at Mach
4.

In order to survive and maintain its
path down the track, the sled has to be

aligned within a few thousandths of an
inch.

Failure to maintain that alignment could
result in the sled exiting the rail.

It could destroy the track.

The way that we maintain that is we use
a laser 3D tracker to verify its

alignment.

With over 10 ,000 test runs completed on
this remarkable railroad, The test

track sled park is the resting spot for
speed machines once used to test vital

innovations, such as parachute
deployment and pilot ejector seats.

So we've got the A -10, F -15, F -16
here that all run down here at the

Right here behind us, we've got the
sonic wind replica.

This is an example of the sled that ran
down the track, specifically designed to

see the factors affiliated with
undergoing large Gs.

In the 1950s, the Sonic Wind No. 1 was
piloted by Lieutenant Colonel John

His goal, to determine the effects of
extreme acceleration and deceleration on

the human body.

In 1954, a 632 -mile -an -hour run made
him the fastest man on

Earth.

Incredibly, from this mind -blowing top
speed, he was brought to a standstill in

under one and a half seconds, thanks to
an innovative solution, a water trough

braking system positioned within the
track.

He basically underwent up to 40 Gs of
deceleration during his last ride.

Battered and bruised, Stapp's mission
was an important milestone in improving

safety for airmen and pilots.

Today, unmanned sleds reach almost 10
times the speed that Colonel Stapp

achieved.

Although this rail line is precisely
engineered, the sleds themselves require

genius innovation to survive the brutal
stresses of a run.

We don't use wheels because of the ultra
-high speeds that we travel at. You

simply couldn't keep the sled on the
track. So what we use are slippers.

Attached to the bottom of the sled.

the metal slippers are curved around the
head of the rail.

As the sled gains speed after launch,

aerodynamic forces lift the sled from
the rails until it's stopped by the

slipper.

So once the sled takes off, it doesn't
actually slide on the rail. It kind of

floats. There's very little contact with
the rail. A good example is if you ride

a new modern roller coaster, it's a very
smooth ride. But if you ride an old

wheeled roller coaster, it's a really
bumpy, rough ride. And that's exactly

the sled...

Experiences out on the track.

For over 60 years, this game -changing
railroad has achieved what was once

thought impossible.

And it seems for the Holloman High
-Speed Test Track, the sky's the limit.

So the next goal is Mach 10.

Just to put it in perspective, that's
going from this point to the very north

end, 10 miles away in about 5 seconds.

So anyone that needs to go fast, they
look to the Holloman High -Speed Test

Track.

I believe this is the most incredible
railway in the world.

I wouldn't want to be anywhere else.

Railroad engineers face another set of
challenges altogether.

When steep terrain gets in the way of
the quest for speed.

We need to go up grades that are steeper
than traditional rails can handle.

But it's tough to go fast when you're
fighting against gravity.

When speed is the top priority, railroad
engineers face some of their toughest

challenges, and none greater than what
nature sets before them.

It was the difficult terrain of
Britain's South Devon coast that drove

pioneering engineer Isambard Kingdom
Brunel to create an extraordinary super

-fast railroad experiment.

So it's 1844. The railway had just made
its way, edging closer and closer to the

west of England.

Brunel then wanted to take it further.
He wanted to get his track all the way

down to Plymouth.

But with the long stretch from Newton
Abbot to Plymouth covered with hills,

Brunel was concerned that traditional
locomotives would struggle with the

inclines and declines.

To create power and speed, his solution
was a recently developed concept.

the atmospheric railway.

So the atmospheric railway was based on
the principle that you can propel an

object using atmospheric pressure if you
create a vacuum in front of it, so it

will propel itself forward.

Eliminating the locomotive engine,
Brunel attached a piston from a car into

sealed tube between the railway's
tracks.

A pumping station positioned along the
line pulled the air out of the tube.

creating a vacuum in front of the train.

Atmospheric pressure behind then acted
on the piston, providing enough force to

push the cars along the track.

Here we have one of the largest
remaining pieces from the atmospheric

itself. Each section is 10 foot long.

Inside here, this is where the air would
have been.

And we've got the slit in the top, which
is where the piston from the carriage

would have come all the way down.

Air leaking out of the slot was a major
problem.

The solution was to fit a leather flap
along its entire length.

As a malleable material, small wheels
would reseal the slot once the piston

moved on.

It was an ambitious design, but proved
incredibly fast for its day, propelling

its cars to almost 70 miles per hour.

What I've got here is a small -scale
model.

At the moment, it's all under normal
atmospheric condition. And when I turn

engine house on, that's going to pull
all of the air from this side of the

and that is then going to create a
vacuum.

That is going to draw the piston inside
all the way along. And as that pulls it

along, that's opening up just that
section there, and this section here is

resealing itself as it goes.

OK, let's see.

And again, you can see how fast it
really would have gone.

You can see why Brunel was quite excited
by this idea.

It may be impressive on a flat surface,
but how would it fare against the

seemingly impossible challenge of
Devon's Hills?

I think Brunel would be proud.

Yeah!

The atmospheric railway's speed and
ability to travel uphill offered

potential, but it had an Achilles heel.

The slot's leather flap attracted
gnawing rats, and consequently sealing

system proved virtually impossible.

As costs spiraled, after just a year,
the line reverted to traditional

locomotives.

But almost 170 years later, in Northern
California,

Brunel's atmospheric dream lives on.

This is the Vector 1 -6 scale test
track.

The track is about 2 ,000 feet long, a
little over 600 meters, and it runs at

about 30 miles an hour, which scales up
to about 180 miles an hour in the full

-size version.

Complete with graded hills and a 180
-degree curve,

Eric and Max Schlinger's futuristic
railroad signals what they hope will be

revival of atmospheric technology.

Basically, we did exactly the same thing
that they had done in England. However,

at the same time, we were working on
high -strength magnets and found that we

could do a lot of things they weren't
able to do in the 1840s.

Brunel's tube ultimately failed because
of its leaky leather -lined slot.

But the Vector's tube can remain
permanently sealed thanks to magnets,

attract the train to its piston.

So what we have that Brunel did not have
is the high -strength magnets we use to

couple the thrust carriage to the
passenger car itself.

That magnet is really what makes the
system work, and when we combine that by

coupling the passenger car to the thrust
carriage, we now have a system that

moves on atmospheric pressure.

So now that we have it coupled, all we
really need to do is add a bit of air

pressure, and the train moves.

When scaled up, the pilot model uses the
same principles of pressure adopted by

Brunel. And with no locomotive or
traction motors on board, minimal weight

produces impressive speed.

This train doesn't have an engine on
board, nor does it carry any fuel.

Instead, we have a pumping station like
this one.

The pumping station provides either a
vacuum in front of the train to pull it,

or a pressure behind to push it. And
that is where our force comes from.

And since all of our pumping systems are
stationary, we can use a large variety

of fuels.

In fact, we think that there would even
be a possibility of mounting solar

panels along the edges of the tracks.

In full -scale production, Max and Eric
believe the elevated vector could propel

up to 800 passengers to speeds in excess
of 180 miles per hour.

And because the train doesn't rely on
traction, as Brunel's design did, it

appears to be an effective solution for
climbing hills.

The advantage of the atmospheric rail is
it eliminates the dependence of steel

on steel friction.

Consequently, we can go up or down
grades that are steeper than traditional

rails can handle.

This pioneering innovation is reviving a
forgotten technology from the past, one

that could help shape railways of the
future.

I just hope it happens in my lifetime,
but if it doesn't, the people who are a

lot younger, I think they'll be able to
pull it off.

This is the future of rail.

The pursuit of speed has always been a
driving force in train engineering and

design. In the 1930s, many railroads
depended on it to survive.

There were improvements in speed and
power that the world had never seen

The birth of our railroads and the steam
locomotive go hand in hand.

For over a century, across the world,
these iron workhorses graced our rail.

But by the 1930s, in the UK, these
mighty machines needed to go faster.

A seemingly impossible challenge, as
rail journalist Tom Bright explained.

Passengers at the time wanted their
trains to be faster.

more comfortable and more luxurious.

So they introduced more facilities on
their trains, such as dining cars and

luxury saloons.

But that meant trains got heavier and
therefore slower.

The once thriving rail networks were
under threat from newer, faster road

travel, and the rail companies were
fighting for customers.

The most hotly contested route was
between the two great capitals, London

Edinburgh.

To make this 400 -mile journey at a
significant speed in a steam train

several hundred tons would require a
locomotive like no other.

And in 1935, it was the A4 Pacific class
that would change everything.

They brought improvements in speed and
power that the world had never seen

before. The A4s. were the ultimate in
express passenger locomotives.

Its designer was one of Britain's great
railroad pioneers, Sir Nigel Gressley.

Gressley had already designed the
legendary Flying Scotsman, an A3 -class

locomotive.

What Gressley did with the A4s was bring
together all his existing ideas.

In effect, the A4 is an A3 GTI, a souped
-up A3.

The secret to the A4's power is the
unique combination of innovations.

He's really pushing boundaries.

With the A4's, he opted to have three
cylinders.

With two cylinders, the locomotive tends
to wobble at speed.

With three, it's much more balanced.

Gressley's three -cylinder formation
produced smooth power, and the wheel

configuration made the most of it.

Four small wheels at the front.

followed by six enormous driving wheels
giving 50 % better grip, and two smaller

rear wheels, which allowed space for a
larger firebox.

It meant more steam, more power, and
much more speed.

After significant repairs, today a group
of engineers and enthusiasts are firing

up the Union of South Africa, one of
only six remaining A4 super engines.

I need just a little bit more, mate.

About three quarters full.

And it's a rare return to service for
this 80 -year -old powerhouse.

Basically, we're lighting the fire.

So we've laid coal in there, we've put
wood on top, and now we're using

soap rags on top of that to get
everything going.

Main priority is water's in the boiler.

We definitely need water in there.

Make sure it's fit to run, really.

When you're pulling away, you've got to
be very, very gentle with the regulator.

It's got so much power.

It will spin straight away if you gave
it everything.

Here, we're only, unfortunately, allowed
to do 25 mile an hour.

You haven't held it back, really.

It's such a powerful beast.

For today's trip, they're joined by the
Union of South Africa's owner of 50

years, John Cameron.

And it's an anxious wait, hoping that
his antique train has still got what it

takes. That's one of my concerns, that
it's working and that it won't fail.

It won't sit down as we sing.

Hundreds of rail fans are hoping for the
experience of a lifetime.

That sound you can hear is the singing
that you want to hear so you know the

injector's on.

Once you've got that, then you know
you've got your injector.

Gressley had created an engine of
immense power.

But before he could test it out, there
was one more problem to overcome.

The shape of the nose.

Gressley took his formative design into
the wind tunnel.

This was something that had never really
been done on locomotives before.

The traditional flat nose was replaced
with a wedge -shaped nose to decrease

wind resistance and lift the smoke and
steam away from the cab.

In 1938, equipped with this perfect
blend of engineering, the A4's Mallard

reached 126 miles per hour, becoming the
world's fastest steam train, a record

that still stands to this day.

Gressley's A4 design easily outstripped
his competitors in both speed and style.

Passengers could now travel on the East
Coast mainline from King's Cross in

London to Edinburgh in only six hours.

When Mallard broke the world speed
record, then that gave the A4s another

added attraction, if you like.

But, I mean, the potential for doing
speeds in that magnitude is certainly

there today. So when you're on a line
like this, some people might think that

you're just buttering along.

But actually, there's just about as much
skill required to drive carefully and

efficiently at a lower speed, you know,
to make the job go well.

And today's run has made the team proud.

Gressley's super high -powered design
achieved the impossible.

The speed of the mighty A4 locomotive
helped revive the railroad, bringing

passengers back on board.

And his creation still continues to
amaze to this day.

Union of South Africa really is one of
the best.

She is absolutely lovely.

As railroads continue to pick up speed,
engineers push innovation to the brink

and beyond.

But creating the record -breaking trains
of tomorrow means overcoming a whole

host of problems.

When our train goes rushing to the
tunnel with high speed on the exit, we

get a big bang.

It takes inspired solutions to create
impossible railroads.

Japan, a land of islands and mountainous
terrain.

Building an effective transportation
network across this spectacular

has historically been a problem, and
traveling across country extremely slow.

In 1940, Japanese engineers set the
seemingly impossible challenge for

themselves of creating a high -speed
rail network.

And finally, in 1964, they introduced
the bullet train, or Shinkansen as it's

known in Japan, the world's first high
-speed train.

This powerful, streamlined machine could
travel an unprecedented 130 miles per

hour, and the country was transformed.

Dr. Aiji Nakatsu was general manager of
the Technical Development Department.

In 1964, after the opening of the
Tokaido Shinkansen, we could have so

passengers, tourists, and business
trips.

Thanks to the Tokaido Shinkansen, the
320 -mile journey between Tokyo and

was now possible in just four hours
instead of six and a half hours.

But it wouldn't take long before Japan
wanted to go even faster, in excess of

160 miles per hour.

But increasing the speed of these super
trains created an unexpected phenomenon.

When a train goes rushing to the tunnel
with high speed, the shock wave stands

up and goes to the exit of the tunnel.

And on the exit, we can get a big bang,
like that.

And also this pressure wave spreads in
all directions.

Like a piston in a cylinder, As the
train sped into a tunnel, it generated

atmospheric pressure waves, forcing the
air out from the tunnel exit at the

speed of sound, creating what's known as
tunnel boom.

Homes as far as a quarter of a mile away
were affected by the constant noise,

and if trains were to go faster, it
would only get worse.

So how do you keep up with the demand
for more speed and at the same time

the noise pollution?

The answer came in the form of the newly
designed 500 series.

Designed by Dr. Nakatsu, he created a
revolutionary new shape inspired by

nature.

I am a bird watcher.

My hobby is bird watching.

Kingfisher jump into water to catch game
from the air with lower

resistance and into water with higher
resistance.

This is very similar to the transit rush
into tunnel.

That gave me a good idea.

A kingfisher dives into the water at
high speed.

And even though water is 800 times
denser than air, it barely makes a

Its streamlined success lies with the
shape of its bill.

I realize that kingfisher could be a
good inspiration for our head shape of

Shikasin trains.

The new 49 -foot nose cone almost
exactly replicated the bird's bill

producing remarkable results.

Introduced in 1997, these new super
trains had 30 % less air pressure

and could reach the record -breaking
speed of nearly 190 miles per hour.

And the tunnel boom was dramatically
reduced.

It was a major breakthrough in fast
train engineering, setting a template

the future.

And this train set, 5 and 6, gave a good
influence, not only Japan, but also all

over the world.

The bullet train is an undisputed high
-speed icon.

Since 1964, it's been refined several
times, getting quicker each time.

But the latest bullet train engineers
have turned their attention to the

technology of all, magnetic levitation,
or maglev.

Still in its trial phase, the new
magnetic levitating bullet train has

370 miles an hour.

This frictionless train hovers above the
guideway and relies upon the properties

of superconductors for its extreme
performance.

Physicist Andrew Steele explains.

A superconductor like this one is a
material that has no electrical

when it's cooled below a certain
critical temperature.

So when we get this down to minus 200
degrees, it's going to conduct

but without losing any energy. So if I
drop it into nitrogen...

That's cooling it down to that
incredibly low temperature.

When you bring it near to the magnets,
it sets up an electrical current inside

the superconductor, which keeps it
levitating there. But that electrical

is stopped as soon as the superconductor
gets above that critical temperature.

But if the superconductor remains cold
in its superconductive state, the

will continue to flow almost
indefinitely, creating an intense

We can use a principle very similar to
this to try and make an example of a

frictionless transport system.

Here we've got some liquid nitrogen
again.

We just pour the nitrogen onto the
superconductor.

And because the superconductor is being
cooled down really close to those strong

magnets, it memorises the magnetic field
that it's cooled down near.

And that means that it wants to stay in
the same position relative to those

magnets. So since the magnetism is the
same all the way around the track, that

means that it'll be stuck to this
particular path.

I'll make it a little push.

It'll go around and around for a very
long time.

So you can see that this kind of
electromagnetic levitation with

allows us to create a friction -free
transport system.

It's this friction -free technology that
allows the Japanese maglev to break

records.

On board, superconductive magnets cooled
with liquid helium to minus 452 degrees

Fahrenheit are used to both levitate and
propel the train.

Its hoped service will begin in 2027,
with eventual travel time between Tokyo

and Osaka just over an hour.

A far cry from the six -and -a -half
-hour rail journey of the past, once

securing Shinkansen status as fastest in
the world.

I think the Shinkansen are the most
iconic railways in the history of the

railways.

But achieving and maintaining great
speed means balancing great forces.

When you have a train very powerful and
very light, you need a special balance

between grip and power.

Pushing rail engineering?

Italy. A country known for its ancient
history.

but it cannot afford to live in the
past.

Its drive to be a thriving modern nation
faces a seemingly impossible geographic

challenge.

Italy's four largest cities of Turin,
Milan, Rome, and Naples are spread out

across the length of the country, making
travel difficult.

The only solution to keep commerce
flowing, speed.

Italy is the home of Europe's newest and
fastest train.

We're standing in front of the Preccia
Rosa Mille, which is the high -tech gem

of Cernitalia Rolling Stock.

It can reach maximum speed of 350
kilometers per hour.

The Frecci Rosa Mille, or Red Arrow
1000, is the latest and most state -of

-art addition to Italy's high -speed
electric train network.

You know, Italian high -speed change way
of life in many ways. People, they used

to travel overnight or spend the night
in the town, they don't have to do it

anymore because they can travel during
the day thanks to the real journey time

between Rome and Milan or Naples.

But how do you create an electric train
that is capable of running at 217 miles

an hour and cutting the 360 -mile
journey from Milan to Rome to just 2

20 minutes?

The answer, it seems, is to innovate
everywhere.

You know, when you race speed, you
cannot single out one item that makes

faster.

Thoughts again, like the traction
system, the braking system,

suspension, like every single piece of
the train is affected by the way that we

want to run at higher speed.

At the fleet's depot in Naples, engineer
Sabato Citro is getting hands -on with

one of these super trains to reveal the
secrets behind its explosive speed.

For mechanical components, at 300
kilometers, the threat is very high.

both if the train is going on straight
track or is bending on the track.

So that's why we have safety checks
here.

We have special equipment to make sure
that everything is performing at 100%.

Traveling at record -breaking speeds
requires a radical rethink.

Most traditional trains consist of a
single locomotive.

that tows a string of free -rolling cars
behind it.

That means all the power is on one spot.

Fine for a slow train.

Not so fine if you're in a hurry.

The Frecci Rosa Mille completely breaks
with tradition.

When you have a train very powerful and
very light, you need a special balance

between grips.

and power.

At 300 km per hour, the friction between
the wheel and the truck is very

important.

This remarkable train does away with the
usual locomotive altogether.

Normally, a traditional train would be
powered by a locomotive, which is a

special coach, inaccessible to
passengers, with old system, high

and traction system.

While here, using 16 engines, we are
using the grip of 16 wheels.

This engine has the power of 600
kilowatts, which added to the

other motors of the train, gives a power
of 10 megawatts, which is also

compared as 100 cars.

Having electric motors spread along the
length of the train means more even and

efficient traction.

It also means that instead of a giant
powerhouse at the front of the train,

there is now just a driver in his high
-tech cab.

If you have a local, you just carry one
person, the driver.

In this train, we don't have a local.

All the equipment and subsystems are
distributed along the train, so we can

provide at the same length more people
on board.

But carrying all those people in comfort
at up to 217 miles per hour presents

even more challenges.

Engineers must figure out how to keep
the train on the track and the

from bouncing around.

As trains pick up speed and carry more
passengers, providing a safe and

comfortable ride is the next big
challenge for railroad engineers.

One of the great advantages of training
compared to airplane is that when you

travel, you can work. So when we race
speed, one of the biggest efforts we

to make is to keep the comfort as it was
in the past.

If you don't provide a good subtraction
system, it would be like going on a

roller coaster.

You know, you're at very high speed but
not comfortable.

An uncomfortable passenger ride is
usually the result of one of, or a

combination of, three things.

Bumps and vibrations transferred from
the wheel to the base of the train.

Bumps and vibrations transferred from
the base to the passenger car that sits

it.

And centrifugal force when a fast train
is making a turn.

The solution for the speedy red arrow
lies below the passenger speed.

This is the boogie of the Freccia Rossa
Mille.

It's connected at this point here to the
coach.

As you can see here, we have a primary
suspension with two springs suspension,

which are almost the same used in the
car. Here we have the secondary

suspension, which is basically an air
ball. So it's filled by high pressure

And this one is very important because
it absorbs all the energy, all the

vibration in between the boogie. and the
coach. So this one is essentially the

most important one for the passenger
comfort.

If the train takes a bend on the left,
the centrifuge force will push

the train and passengers on the right.

So controlling the air pressure in these
airbags, the train can lean on the left

side and that compensates the centrifuge
force without slowing down.

This one is the ALS system, the active
lateral suspension that works

like an arm and keeps the center of the
coach in the center of the truck.

At 300 kilometers per hour, the
vibrations are very high, so all the

work together to absorb all the
vibrations and to make sure that the

passengers on board is at the top level.

The multi -layered suspension system
makes regular adjustments as the train

hurdles between Italian cities.

You don't feel the speed. When you check
from the screen, say you're going 300

km per hour, it can't be.

It's as if you're standing, as if the
train is still.

You don't feel the speed.

Every aspect of the train, from top to
bottom, has been designed for optimum

speed.

The electrical systems are cutting edge.

The connecting joints between the cars
have been covered with aerodynamic

rubber, and the entire train has been
constructed to be as light as possible.

But all these solutions to create speed
can also create the potential for a

dramatic and unwanted side effect.

When traveling super fast, a train's cab
shape is key.

A refined nose may look efficient, But
if the wind's blowing from the wrong

direction, it can actually cause the
train to be lifted off the ground.

If the engineers of the super -fast
Frecciarossa don't get its front right,

train simply won't stay on the track.

So the special profile designed for this
train makes the aerodynamic resistance

very low at 300 km per hour.

The air flow is going on the top of the
train, and then here, as you can see,

the flow goes under the boogie, thanks
to this part here of the profile.

Like the neck of a king cobra, this
unique flared shape dramatically reduces

aerodynamic resistance and improves
stability, allowing and contributing to

incredible speeds, the full appreciation
of which is usually reserved.

for the driver positioned in the cobra's
head.

For me, that I'm not a driver, it's
always, you know, very amazing to be in

cab.

It lets you feel speed, seeing all these
poles coming at you very, very fire.

The aerodynamic of this train is
unprecedented in another project,

train was designed... built and tested
to run at 350 kilometers per hour.

So aerodynamics was one of the key
factors of it.

Today, the designers and engineers of
the Red Arrow are achieving the

impossible.

Thanks to the high -speed trains, we had
the chance to change the way of living

here in Italy.

People can afford to live in Naples and
work in Rome.

People can afford to live in Turin and
work in Milan and vice versa.

It's all thanks to the high -speed
trains.

It's 12 years I've been working as a
conductor, and I've worked on a lot of

trains. Once we had this train, it
changed our way of working.

This is one of the most impressive
trains in Europe.

I'm very proud of being involved in this
project.

Seeing you on the tracks and running at
such speed, it's a great feeling.

For train engineers around the world,
the ultimate goal has always been speed.

Striving to go faster, they've produced
extraordinary innovations.

We can go up or down grades that are
steeper than traditional rails can

breaking records across the globe.

It's really important sometimes in life
to make a step forward.

They continue to push the boundaries to
create more impossible railroads.

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