In 2013 TCDD concluded three contracts with Siemens for the acquisition of these seventeen units. Furthermore, Siemens would provide 7 years of maintenance and cleaning, and also provide a simulator. But in the end of 2014, the third contract on the last 10 sets was canceled by the Public Tender Committee of Turkey because of a missing certificate. The bids for 10 high-speed train sets were repeated on 30 January 2017 with Siemens having proposed the Velaro TR again against Alstom and CAF. In September 2013, the first set - a train originally intended for operation in Germany - was sent east for testing. Siemens also sent a Vectron MS demonstrator locomotive along with the Velaro train to Turkey. This first unit entered service on 23 May 2015 between Ankara and Konya. The second unit departed from Germany on 29 January 2016 and reached Ankara on 17 February 2016. But the entry to service did not happen progressively and the 6 Velaro TR entered service on 10 March 2017.
The train is based almost entirely on existing technology from the Siemens Velaro platform. Like most it is formed of one eight-car 200m set that can be coupled with another to produce a 16-car 400m set. Like other Velaros they can operate at temperatures between -25 °C and 40 °C. Most new technical features will also be used in all future Velaro trains.
Visual
A white - turquoise - greycolour scheme has been selected for the livery of the TCDD HT80000 high-speed train sets, instead of the traditional white - red - dark blue colour scheme used on the TCDD HT65000 high-speed train sets. The appearance of the TCDD HT80000 is closer to that of the '2nd generation' Velaro trains as opposed to the look of older Velaros like the ICE 3M, that have the lights closer to the coupler, as opposed to the newer position against the windscreen surrounds, although if you look more closely this is the fourth stage of evolution which can be seen on the outside with the new Velaro. The door windows are larger, square windows, as opposed to the airplane style oval windows on older Velaro models. All electrical equipment is covered, that also enhances aerodynamics.
Technical
Each eight-car, 200m set has 32 axles, of which 16 are driven. This gives the following wheel arrangement: Bo’Bo’+2’2’+Bo’Bo’+2’2’+2’2’+Bo’Bo’+2’2’+Bo’Bo' All trains are fitted with ETCS. Siemens gained data on aerodynamics from Germany, China, Spain and Russia. A high roof from the middle portion of the end car was introduced as it reduces sonic boom in tunnels, improves the driving friction and reduces exterior noise. Further aerodynamic improvements to the nose and spoiler means reduced CO2 emissions of 14 g/passenger-km. In comparison, the average CO2 emission of an aircraft with the same payload is 136 g/passenger-km. As the first set was originally destined for DB, it differs from the rest of the series at some points. First, this set can reach a maximum speed of 320 km/h contrary to 300 km/h for the following sets. The electric system will also be different. While Velaro D can run under four different voltage systems, Velaro TR is a pure 25 kV, 50 Hz AC system vehicle. Finally, the interior and number of seats also varies.
Interior
The first set has a total capacity of 460 places. The second set has a bit different configuration: 45 places in First class, 424 places in Economy class, 2 places for disabled passengers, a Business class with 3 compartments of 4 seats and a bistro with 36 places for a total capacity of 519 places. First class seats have also a personal media screen The rest of the series is expected to have the same capacity.
