An experimental investigation program was defined and carried out by SF EMMEN in the frame of Project RAPIDE (WP2.4) with the purpose to advance our knowledge on the near-field (boundary-layer) and far-field (wake-zone) flow characteristics typical of modern high-speed trains (ICE2-type).Experiments in the RUAG Aerospace Automotive Wind Tunnel at Emmen (Switzerland), -using a moving-belt for physically correct simulation of the ground boundary condition- , were focused on up-to-now less considered flowfield aspects (3dimensional mean flow structure, unsteady velocity-vector components). A test campaign in two phases called for a first-time systematic use of Hot-Wire Anemometry as an affordable high-resolution (if time-consuming and delicate) flow probing technique.Phase 1 was planned as an introductory investigation program dealing with the most 'simple' conceivable nominally symmetric (zero-crosswind) flow configuration, in order to assess the overall functionality and accuracy of the HW-instrumentation and the mostly unknown properties of a train wake flowfield. Measurements of the perimetral distribution of boundary-layer thickness, mean velocity profile shapes and streamwise turbulence intensity at a designated endcar wake-entry section have provided a good reference base prior to enter the next, fully 3dimensional and more complex (small-crosswind) configuration test phase. The work started with the fabrication and instrumentation of a shortened (1:15)-ICE2 model (reproducing the train endcar with all aerodynamics essential parts), followed by a complementary test-section calibration supplying further information about the empty-tunnel flowfield properties (potential core lateral borders, exit station background turbulence).Tests performed during Phase 1 comprised: systematic endcar boundary-layer surveys at 6 stations around one half of the wake-entry section perimeter; flow sensitivity-checks related to the intercar-gap presence; left/right-side flow symmetry checks; endcar nose Cp-distribution measurements at several tunnel/belt speeds (Re-number effect) around the Vtunnel=Vbelt=40m/s testing reference value; distributed wake-development surveys within the practicable test section volume behind the endcar nose (Dx=100 to 1500mm, -600
