Original subtitles

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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