Products

TSR (Trains for Regional Service) double-dec EMUs, with distributed power, consist of two MCH motor coaches with driver’s cab and one or more intermediate motor coaches M.

TSR represents the evolution of the most recent project of regional service trains (TAF).

The traction unit’s composition can be varied from 3 to up to 6 motor coaches, maintaining therefore a constant performance.
Two or more traction units can be coupled and remote- controlled, up to 12 motor coaches.

Firema - Key Products

Design - Immagine:
DESIGN:

Total flexibility in the composition of each traction unit (from 3 to 6 motor coaches), with constant traction performance.

Innovative design: TSR external has been designed far from all of standard schemes.

The impression of the shape of the train is not exasperated, and aggressive, focused on safety and concreteness.

The installation of the train’s furnishings allows an easy modification of the lay out of the seats and the possibility of substituting them with a baggage compartment, folding seats, lockers, etc.

The flexibility of the TSR seats positioning is granted from runner carpets and sides, where it is possible to fix the distance of the seats and in the individual disposition of the type of service of the train, even if different from original use.

The flexible seatings’ arrangement has brought  the necessity to transform the lighting installation from punctual (ceiling fittings between the windows of the train) into linear, in order to guarantee an adequate level of illumination in all parts of the compartment One more opportunity to increase the flexibility of TSR interior is by offering the possibility to substitute one or more couple of seats through luggage rack, ski and bike racks, info-point: this can be obtained by specifically designed transformation kits.

The vehicle already offers appropriate interfaces for the assembly of that kit and the train already has areas equipped for bicycles.

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

Functional redundancy of all of the equipment (traction, static groups ,air-conditioning, etc).

Diagnostic systems and operative guide of proven efficiency and functionality, with integrated diagnostic systems of command and control, performed on the multi functional Train Control Communication Network .

This type of Bus is already adapted on all new types of rolling stocks of Trenitalia and on most of the european Railway Administration.

External doors both high in quality and proven in reliability. Comfortable wide two-pieces gangways An IGBT traction inverter has been installed in each motor coach. Each of these water-cooled inverters feeds two three-phase asynchronous motors.

Furthermore, two static groups 3 kV DC/380 V AC 50 Hz for auxiliary services, each one equipped with a battery charger.

IGBT technology, with highly integrated components, grants an extremely high reliability, and allows to reduce dramatically the weight of the equipment. 

TSR has been equipped with mechanic disc braking on each axle and with electric braking, of regenerative type with reserve rheostat, on each motor axle.

At train set’s ends, below each driver’s cab,  there is an integrated automatic coupler system.

The intermediate couplers, between the flat ends, consists of conventional coupling (hook and buffers).

The intermediate electric and pneumatic couplers are simplified in order to guarantee the maximum of flexibility of the train’s composition.

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TSR interiors have been designed and manufactured with focus on both aspects of safety and comfort,

while eliminating all negative aspects found on regional trains that passengers consider as unacceptable.

Some of the special characteristics of TSR: “ramped staircase” with direct access to the upper floor; no steps lead to the lower floor of the train; optimized soundproofing, ventilation, baggage compartments and internal illumination.

Reliable gap filler mechanisms, which solve the problem of compensating the gap between vestibule floor and platform, including steps in case of lowered platform.

External and internal anti-graffiti protecting films.

Modern video surveillance and audio/video information system for the passenger.

Both MCH end cars are provided with PRMs’ facilities, both in passenger rooms and in the toilets.

Double Deck EMU

Customer: Ferrovie Nord Milano

Double Deck EMU

Customer: Ferrovie Nord Milano

Double Deck Coaches

Customer: Trenitalia

Design - Immagine:
DESIGN:

INTERFACE WITH PASSENGERS AND STAFF: Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.
A fast and comfortable accessibility has also been obtained thanks to wide entry vestibules, a large number of doors at each side of the train. Special care has been paid, throughout the design phase, to the ergonomic for PRMs. Special care has been paid in order to define the working environment of the staff.
A special cabin has been studied using ergonomic criteria in order to guarantee also the highest level of comfort.

SAFETY AND LIFE CYCLE COST (LCC): BETA3 has been designed in observance of the most recent and stringent European Norms regarding passengers’ and crew’s safety, including protection against fire.
Excellent practicability along the entire train, obtained through wide gangways, grants the best and safest travelling conditions for the passengers.
The arrangement of equipments has been designed in order to maximize the accessibility for maintenance and to minimize RAM figures and Life Cycle Costs.

THE DISPOSITION OF THE SEATS allows more space within the train and allows mobility to the passenger. This also allows for more space In the car during peak hours of train use. Curled handrails, within the vestibules, improve the design of interiors taking into account previous experiences on same matter.
The seats are designed by TFA with ERGONOMIC CONCEPTS already consolidated on other types of rolling stock for similar mission profiles.

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

BETA3 consists of three coaches (configuration: DMC+TC+DMC): A MOTOR COACH WITH DRIVER’S CAB, A CENTRE TRAILER CAR and A MOTOR COACHwhich is identical to the first one. These three vehicles are permanently coupled in service, decoupling is allowed only in depot.

The peculiar aspects for interiors and accessibility are related to the mission profile (number of doors per train set side, seats number and disposition).

On each BETA3 Traction Unit there are FOUR ENTRY DOORS on each side.

In the train there are two EMPLACEMENTS FOR PRMS’S WHEELCHAIRS: there is one PRM’s emplacement on each motor coach, in the back of the driver’s cab.

Drive system of BETA3 manages the control of the TRACTION MOTORS AND BRAKING by means of the voltage controlled inverter.

System of electronic controls with integrated diagnostics. The logic of BETA3 TRACTION UNIT IS “DECENTRALIZED”, i. e. no longer concentrated in a single device that receives the information on the “state” of the trains.

Each “remote” equipment has it’s own “INTELLIGENCE” that decides how to behave according to the information available from the information network of the train. The CCU (Central Control Unit) communicates with each remote “intelligence”, coordinates the information and manages the train’s control systems.

The advantages of this technology consist of: integrated modularity, flexibility and expandability, wiring minimization, maximization of train management potentiality.

The information is shared through the Information Network of the train (MVB Bus and CAN Bus).

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The structure dimensioning criteria applied to the structure of the car body are conform to the newest relevant technical European norms.

As a consequence:

> CAR BODY STRUCTURE is more robust and resistant to the static and

dynamic stress typical within railway mission profile.

> A structure has been especially designed for the PROTECTION

OF THE STAFF within driver’s cab.

BETA3 is equipped with an HIGHLY ADVANCED PASSENGER

INFORMATION SYSTEM (PIS), having a much higher potentiality in comparison to

standard systems. For example, along with an intercom system, there are also LCD monitors, distributed along the vehicle.

PIS system can also be developed on an

expandable hardware-software platform with the possibilities of adding optional devices.

Heavy metro

 

Metro

Customer: Metro Napoli

Metro

Customer: ATM Milan

Design - Immagine:
DESIGN:

INTERFACE WITH PASSENGERS AND STAFF:

Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.

A fast and comfortable accessibility has also been obtained thanks to wide entry vestibules and the levelling off of the floor to the station platforms.

Each motor car has been equipped with two passenger entry doors each side.

These doors have been especially designed for PRMs and elderly who can

enter the train through an automatic ramp.

Special care has been paid in order to define the working environment of the staff.

A special cabin has been studied using ergonomic criteria in order

to guarantee the highest level of comfort.

AVAILABILITY OF INTERNAL SPACES AND EQUIPMENTS:

Through careful studies we have been able to guarantee the best and safest

travel conditions for the passenger.

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

ELECTRICAL TRACTION AND AUXILIARY EQUIPMENT

An IGBT “heat pipe”-cooled traction inverter has been installed in each motor coach.

These inverters feed two three phase asynchronous motors and a static group of conversion 3 kV DC/380 V AC 50 Hz for auxiliary services, each one equipped with a battery charger.

IGBT technology, with highly integrated components, grants an extremely high reliability, and allows to reduce dramatically the weight of the equipment.

ELECTRIC BRAKING

The electric brake belongs to the regenerative type; The energy recovery allows, especially on routes with frequent stops, to save a considerable amount of energy.

The brake installation is based on an innovative EPAC System that allows an improved braking response and is supplied with integrated diagnostic including brake test.

EPAC System also allows to minimize maintenance time, to reduce cabling and piping on the train while maximizing the train’s braking ability while reducing the consumption of lining and brake discs.

BOGIES

The use of full adhesion motor bogies allows to take advantage of the adhesion on steep gradients of route in all weather conditions.

HEAD AND INTERMEDIATE COUPLERS

At train set’s ends, below each driver’s cab, there is an integrated automatic coupler system.

The intermediate couplers, between the flat ends, consists of a traction bar, provided with shock absorbers.

The intermediate electric and pneumatic couplers are simplified in order to guarantee the maximum of flexibility of the train’s composition.

ALFA2 can also be coupled with up to 3 Traction Units.

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AIR CONDITIONING

Two air conditioning units for each coach of the train set, each with a double condensing section and double air treatment unit, guarantee an acceptable level

of comfort in each passenger compartment even in case of single failure.

ELECTRONIC CONTROL SYSTEM WITH INTEGRATED DIAGNOSTICS

The logic of ALFA2 traction unit is “decentralized”, i. e. no longer concentrated

in a single device that receives the information on the “state” of the trains.

Each “remote” equipment has it’s own “intelligence” that decides how to behave

according to the information available from the information network

of the train.

The CCU (Central Control Unit) communicates with each remote “intelligence”, coordinates the information and manages the train’s control systems.

The information is shared through the Information Network of the train

(MVB Bus and CAN Bus).

Single deck EMU

Customer: MetroCampania Nordest

Design - Immagine:
DESIGN:

INTERFACE WITH PASSENGERS AND STAFF

Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.

A fast and comfortable accessibility has also been obtained thanks to wide entry vestibules and the levelling off of the floor to the station platforms.

Each motor car has been equipped with three passenger entry doors each side. These doors have been especially designed for PRMs and elderly who can enter the train through an automatic ramp.

The sequence disposition of the seats allows more space within the train and allows better mobility to the passenger. Special care has been paid in order to define the working environment of the staff. A special cabin has been studied using ergonomic criteria in order to guarantee the highest level of comfort.

AVAILABILITY OF INTERNAL SPACES AND EQUIPMENTS

Through careful studies we have been able to obtain good visibility all along the entire train (result achieved also through wide gangways), to guarantee the best and safest travel conditions for the passenger.

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

ELECTRICAL TRACTION AND AUXILIARY EQUIPMENT

An IGBT “heat pipe”-cooled traction inverter has been installed in each motor coach. These inverters feed two three phase asynchronous motors and a static group of conversion 3 kV DC/380 V AC 50 Hz for auxiliary services, each one equipped with a battery charger. IGBT technology, with highly integrated components, grants an extremely high reliability, and allows to reduce dramatically the weight of the equipment.

ELECTRIC BRAKING

The electric brake belongs to the regenerative type; The energy recovery allows, especially on routes with frequent stops, to save a considerable amount of energy.

The brake installation is based on an innovative EPAC System that allows an improved braking response and is supplied with integrated diagnostic including brake test. EPAC System also allows to minimize maintenance time, to reduce cabling and piping on the train while maximizing the train’s braking ability while reducing the consumption of lining and brake discs.

BOGIES

The use of full adhesion motor bogies allows to take advantage of the adhesion on steep gradients of route in all weather conditions.

HEAD AND INTERMEDIATE COUPLERS

At train set’s ends, below each driver’s cab, there is an integrated automatic coupler system.

The intermediate couplers, between the flat ends, consists of a traction bar, provided with shock absorbers. The intermediate electric and pneumatic couplers are simplified in order to guarantee the maximum of flexibility of the train’s composition.

ALFA3 can also be coupled with up to 3 Traction Units.

Plus - Image:
PLUS:

AIR CONDITIONING SYSTEM

Two air conditioning units for each coach of the train set, each with a double condensing section and double air treatment unit, guarantee an acceptable level of comfort in each passenger compartment even in case of single failure.

ELECTRONIC CONTROL SYSTEM WITH INTEGRATED DIAGNOSTICS

The logic of ALFA3 traction unit is “decentralized”, i. e. no longer concentrated in a single device that receives the information on the “state” of the trains.

Each “remote” equipment has it’s own “intelligence” that decides how to behave according to the information available from the information network of the train. The CCU (Central Control Unit) communicates with each remote “intelligence”, coordinates the information and manages the train’s control systems.

The information is shared through the Information Network of the train (MVB Bus and CAN Bus).

PASSENGER INFORMATION SYSTEM (PIS)

ALFA3 is equipped with an highly advanced Passenger Information System (PIS), having a much higher potentiality in comparison to standard systems.

PIS system can also be developed on an expandable hardware-software platform with the possibilities of adding optional devices.

For example, along with an intercom system, there are also 15” LCD monitors, distributed along the vehicle.

Single-decker EMU

Customer: SEPSA

Roma/Viterbo
Single Deck EMU

Customer: Metro Roma

Sigle Deck Coaches

Customer: 

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

LARGE POWER “RANGE”, that guarantees a big flexibility, in accordance to the performances requested by the Customers.

The DHC loco can have different solutions of engine/ transmission. On the DHC loco it is possible to install 8 or 12-cylinders engines, with a power from 1000 kW to 1500 kW.

DIESEL ENGINEScompliant to requirements of the instruction “UE – Nonroad 97/68/CE”, last version of 20/11/2006, concerning the gas exhaust emissions, upon the level IIIA.

LAYOUT AND DESIGN OPTIMIZATION, in order to obtain easy driving and good visibility for the Driver.

STANDARD TRACK GAUGE (1435 mm), with prearrangement for the installation of bogies with different gauges.

AXLE ARRANGEMENT of B’B’ type, in order to guarantee the best traction power.

AUXILIARY DEVICES ACTIVATED BY HYDROSTATIC SYSTEM.

So the electrical system is based only on a 24Vdc voltage network, for the electronic devices feeding and for the Diesel engine starting.

DOUBLE DRIVING DESK, which make easy the loco direction change.

LOCOMOTIVE GAUGE compliant with UIC 505-1 fiche.

The DHC layout includes three main modules:

DRIVER’S CAB;

FRONT HOOD (LONG HOOD);

REAR HOOD (SHORT HOOD).

THE DRIVER’S CAB is in a semi-central position and it is provided with large access doors; its design is based on the most recent Diesel locomotives used on the European railway lines.

In this way, it is able to guarantee a familiar environment to the driving staff and an excellent track and signals visibility.

The DHC locomotive is available with two possible layouts: left-side driving desk and right-side driving desk.

THE FRONT HOOD (long hood) contains the diesel engine with air filters, the hydraulic transmission, the air-water cooling system, the silencer, the gas exhaust equipment and the preheating system for cold weather starter, triggered by the external low temperatures. Inside the rear hood (short hood) there are the units for production and treatment of compressed air, the braking system control boards, air tanks, the cabin air conditioning unit (optional) and some electronic equipments.

THE DIESEL TRACTION MOTOR is coupled with an hydrodynamic turbo-transmission, that transmits the power to the bogies by cardan shafts.

The transmission has been projected to transmit the power of the diesel motor in all speed range and includes an hydrodynamic gear composed by two converters for each traffic direction.

The braking system is hydraulic (integrated in the transmission) and pneumatic, in both the brake discs as well as the two discs per axle.

The DHC LOCO DRIVING, CONTROL AND MAINTENANCE are made easy by electronic devices for the equipments command and control and for the diagnostic information management. It is important the presence of the separate control unit for the management of the engine, hydrodynamic drive and braking system.

The locomotive is also equipped with a REMOTE CONTROL of 18-poles TCN system. The two ends of the locomotives are provided with equipments for traction and repulsion and, if requested by the Customer, with an automatic coupler, in accordance with the standard UIC.

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PLUS:

The locomotive is already prearranged to receive the following optional equipments:

CAB AIR CONDITIONING;

AUTOMATIC COUPLER;

SIGNALLING SYSTEMS

(SCMT or other European systems);

GSM-R PHONE SYSTEM;

RADIO CONTROL receiver and transmitter.

Shunting Loco D146/D147

Customer: Trenitalia, Cargo & Various Customers

High Speed Trainset

Customer: Trenitalia

High Speed Electrical Loco

Customer: Trenitalia

Electrical Loco

Customer: Trenitalia

Design - Immagine:
DESIGN:

INTERFACE WITH PASSENGERS AND STAFF

Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.

A fast and comfortable accessibility has also been obtained thanks to wide entry vestibules, a large number of doors (total six at each side of the train) and the levelling off of the floor to the station platforms (1000 mm above top of the rails).

Special care has been paid in order to define the working environment of the staff. A special cabin has been studied using ergonomic criteria in order to guarantee the highest level of comfort.

LAYOUT OF INTERNAL SPACES AND EQUIPMENTS

Through careful studies we have been able to obtain good visibility all along the entire train (result achieved also through wide gangways), to guarantee the best and safest travel conditions for the passenger.

Passenger seats, individual or twins, are placed face-toface, their pitch is around 1500 mm.

DESIGN

The internal and external design of the CVS train has been created and built taking advantage of the experience that FIREMA has matured over the years while connecting the aesthetic demands of design to the functional needs related to this peculiar service mission profile.

Mechanical Engineering - Immagine:
MECHANICAL ENGINEERING:

BOGIES

The use of no less than three full adhesion motor bogies allows to take advantage of the adhesion on steep gradients of route in all weather conditions.

ELECTRICAL TRACTION AND AUXILIARY EQUIPMENT

Three IGBT traction inverters have been installed in each train set. Each of these water-cooled inverters feeds two three-phase asynchronous motors. Furthermore, two static groups 3 kV DC/380 V AC 50 Hz for auxiliary services, each one equipped with a battery charger, are installed on the train set.

IGBT technology, with highly integrated components, grants an extremely high reliability, and allows to reduce dramatically the weight of the equipment.

BRAKING

The electrical multiple unit has been equipped with electric braking on all motor wheelsets.

This electric brake belongs to the regenerative type; it allows, especially on routes with frequent stops, to save a considerable amount of energy.

Each wheelset is provided with mechanic disc braking system, with two disc brakes assembled externally to the wheels.

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PLUS:

AIR CONDITIONING

Two air conditioning units for each coach of the trainset, each with a double condensing section and double air treatment unit, guarantee an acceptable level of comfort in each passenger compartment even in case of single failure.

Circumvesuviana (CVS)
Single Deck EMU

Customer: Ferrovia Circumvesuviana

Single Deck EMU

Customer: Metrofor Fortaleza

Design - Immagine:
DESIGN:

THE DESIGN, THE INTERIORS AND THE PAINTING ARE BASED ON THE FIREMA EXPERIENCE REGARDING SIMILAR TRAINS

INTERFACE WITH PASSENGERS AND STAFF

Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.

The brightness inside of the train, due to the large windows, gives a sense and feeling of space to the passenger.

A fast and comfortable accessibility has also been obtained thanks to wide entry vestibules, a large number of doors (total five at each side of the train).

Special care has been paid in order to define the working environment of the staff. A special cabin has been studied using ergonomic criteria in order to guarantee the highest level of comfort.

LAYOUT OF INTERNAL SPACES AND EQUIPMENT

Through careful studies we have been able to obtain good visibility all along the entire train (result achieved also through wide gangways), to guarantee the best and safest travel conditions for the passenger.

MECHANICAL ENGINEERING:

TRACTION EQUIPMENT

The traction equipment includes two 4-strokes Diesel motors, inter-cooled, with direct injection Common Rail, connected to a turbo gear with 12 gear ratios and power transmission to the shaft bridge by means of a cardan shaft. The turbotransmission is managed with an electropneumatic system.

The traction equipment is symmetrically placed on both the M1 and M2 motor coaches.

Each motor coach is equipped with a “Traction Power Pack”, mounted under the car body frame, including the Diesel motor, the gear, the cooling system and other auxiliary equipments. All the equipments of the “Power Pack” are located into a box directly connected to the body structure. The “Power Pack” drives, through a mechanic transmission with gearbox and cardan shafts, each axle of the adjacent motor bogie.

The UD3 trains strong point is in it’s high power per mass unit (around 10,5 W/kg).

The Ud3 is also equipped with two diesel generating sets, to feed the auxiliary network of 380 V AC 50Hz and 24 V DC.

BOGIES

The bogies are equipped with pneumatic self-levelling secondary suspension, braking disc system on each axle.

The Hydraulic braking system, integrated into the turbotransmission, operates only on the motor axles. Full Adhesion bogies allow the train to take full advantage of the adhesion on steep gradients of route in all weather conditions.

PLUS:

AIR CONDITIONING SYSTEM

The UD3 Traction Unit is equipped with three air conditioning units, completely redundant, that guarantee an high comfort level in each passengers compartment; this comfort level is accettable also in case of failure.

ELECTRONIC CONTROL SYSTEM WITH INTEGRATED DIAGNOSTICS

The logic of UD3 traction unit is “decentralized”, i. e. no longer concentrated in a single device that receives the information on the “state” of the trains.

Each “remote” equipment has it’s own “intelligence” that decides how to behave according to the information available from the information network of the train. The CCU (Central Control Unit) communicates with each remote “intelligence”, coordinates the information and manages the train’s control systems.

Single-decker
Metric Gaudge Articulated DMU

Customer: Ferrovie Appulo Lucane

DESIGN:

INTERFACE WITH PASSENGERS AND STAFF.

Careful attention has been paid to the study of inner spaces, including ample visibility, lighting, as well as maximum comfort and functionality.

The brightness inside of the train, due to the large windows, gives a sense and feeling of space to the passenger.

Special care has been paid in order to define the working environment of the staff. A special cabin has been studied using ergonomic criteria in order to guarantee the highest level of comfort.

AVAILABILITY OF INTERNAL ENVIRONMENT AND EQUIPMENT

Through careful studies we have been able to obtain good visibility all along the entire train (result achieved also through wide gangways), to guarantee the best and safest travel conditions for the passenger.

Passenger seats, individual or twins, are placed face-toface with a pitch of 1600 mm or in sequence disposition.

DESIGN

The design, the interiors and the painting are based on the TFA experience regarding similar trains recently projected and realized.

MECHANICAL ENGINEERING:

TRACTION EQUIPMENT

The traction equipment includes two 4-strokes Diesel motors, inter-cooled, with direct injection Common Rail, connected to a turbo gear with 4 gear ratios and power transmission to the shaft bridge by means of a cardan shaft. The turbotransmission is managed with an electronic system.

The traction equipment is symmetrically placed on both the M1 and M2 motor coaches. Each motor coach is equipped with a “Traction Power Pack”, mounted under the car body frame, including the Diesel motor, the gear, the cooling system and other auxiliary equipments.

All the equipments of the “Power Pack” are located into a box directly connected to the body structure.

The “Power Pack” drives, through a mechanic transmission with gearbox and cardan shafts, each axle of the adjacent motor bogie.

The auxiliary loads of the UD6 Traction Unit are fed by the hydraulic system.

BOGIES

The bogies are equipped with pneumatic self-levelling secondary suspension, braking disc system on each axle. The Hydraulic braking system, integrated into the turbotransmission, operates only on the motor axles.

Full Adhesion bogies allow the train to take full advantage of the adhesion on steep gradients of route in all weather conditions.

PLUS:

AIR CONDITIONING

Two air conditioning units for each coach of the train set, each with a double condensing section and double air treatment unit, guarantee an acceptable level of comfort in each passenger compartment even in case of single failure.

Metric Gaudge DMU

Customer: Ferrovie della Sardegna

Metro

Customer: 

Metro

Customer: Orestadsselskabet

Lower deck Light
Railway Vehicle

Customer: Oslo Sporveier

Light Railway
Vehicle

Customer: ATM

Light Railway
Vehicle

Customer: West Midlands
Passenger Transport Executive

Firema - Equipment and Electric motors

Industry and Energy

 

Customer care and Diagnostics

 

Titagarh Group Freight

Titagarh is a leading manufacturer of Freight Rolling Stock in India and Europe
having the design and manufacturing knowledge of all types of wagons.

Titagarh is a leading manufacturer of Freight Rolling Stock in India and Europe having the design and manufacturing knowledge of all types of wagons.

Titagarh has the capability to design wagons as per the customer's requirement with the design team based out in France and India.

Visit Titagarh Group Website