a talk on high speed rails

7/28/2019 A Talk on High Speed Rails

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The Concept Of HSR Type of passenger rail transport that operates

significantly faster than traditional rail traffic.

2012 - maximum commercial speed-

300 km/h (185 mph) for- China, Germany, Italy,Japan, South Korea, Taiwan, UK

310 km/h (195 mph) in Spain

320 km/h (200 mph) in France.

Travel at their maximum speed on specific tracks,almost all using conventional tracks, generallyusing standard gauge.


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Definitions of HSR International Union of Railways (UIC) and EC

Directive 96/58 - high-speed rail as systems of rollingstock and infrastructure which regularly operate at orabove 250 km/h (155 mph) on new tracks, or

200 km/h (125 mph) on existing tracks. United States Code defines high-speed rail as

services "reasonably expected to reach sustainedspeeds of more than 125 mph (200 km/h)

According to the definition of the EuropeanUnion1HSTs are travelling at a speed on the order of 200km/h on existing lines which have been or arespecially upgraded or travelling at a speed of at least250 km/h on lines specially built for high-speed, whileenabling speeds of over 300km/h to be reached in


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History and development High-speed rail development started on 6 October

1903

An electrical railcar from Siemens & Halske achieved203 km/h (126 mph) on the military railway track

between Marienfeld and Zossen in Germany This gave the possibility of the development of HSR in

the future


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In 1933, again in Germany, the Deutsche Reichsbahn-Gesellschaftcompany introduced the diesel-powered "Fliegender Hamburger", servicebetween Berlin and Hamburg, establishing the fastest regular service in theworld, with a regular top speed of 160 km/h.


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Italy (1938) with an electric-multiple-unit ETR 200, designed for200 km/h, between Bologna and Naples. It too reached 160 km/h incommercial service, and achieved a world mean speed record of

203 km/h (126 mph) near Milan in 1938


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Breakthrough: The Shinkansen

In 1957, the engineers at local private Odakyu Electric Railway inGreater Tokyo area launched the Odaky 3000 series SE EMU. ThisEMU set a world record for narrow gauge trains at 145 km/h

(90 mph) The new service, named Shinkansen (meaning new trunk line) would

run on new, much wider standard gauge, continuously-welded railsbetween Tokyo and Osaka using new rolling stock, designed for250 km/h.


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The first Shinkansen trains, the 0 Series Shinkansen, built by KawasakiHeavy Industriesin English often called "Bullet Trains", after theoriginal Japanese name Dangan Ressha ()outclassed theearlier fast trains in commercial service. They ran the 515 km (320 mi)

distance in 3 hours 10 minutes, reaching a top speed of 210 km/h(130 mph) and sustaining an average speed of 162.8 km/h (101.2 mph)with stops at Nagoya and Kyoto.

Shinkansen offered high-speed rail travel to the masses. The first Bullettrains had 12 cars and later versions had up to 16


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Technological Aspects of HSR Routing

Tilting train sets

Aerodynamic design

Air brakes Regenerative braking

Track design


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Routing Eliminate constrictions such as at-grade crossings where lines

intersect other lines and/or roadways, avoidable curves and reversecurves.

Separate fast from slow trains

Japan and China typically build its HSR lines on elevated viaducts(Aviaduct is a bridge composed of several small spans), increasing

speed, safety and cost.

viaduct in the eastern Chinese province of Zhejiang


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Typical Routing Characteristics Curve radius is typically above 4.5 kilometres (2.8 mi), and for lines

capable of 350 km/h (217 mph) running, typically at 7 to 9 kilometres(4.3 to 5.6 mi)

Narrow gauge (1,067 mm (3 ft 6 in))track supports speeds up to 160kilometres per hour (99 mph) in Japan and Queensland

High-speed lines may be exclusive or open to standard speed trains.

Japanese 683 series EMU, which run at up to 160 km/h on narrow-gauge track


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Tilting train sets A tilting train is a train that has a mechanismenabling increased speed on regular rail tracks. Objects inside the train experience centrifugal force

while on a curve. This can cause packages to slide about or seated

passengers to feel squashed by the outboard armrestdue to its centripetal force, and standing passengersto lose their balance

Tilting trains are designed to counteract thisdiscomfort

In a curve to the left the train tilts to the left tocompensate for the g-force push to the right, and viceversa

The train may be constructed such that inertial forcescause the tilting (passive tilt), or it may have a

computer-controlled power mechanism (active tilt).


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The Japanese N700 Series Shinkansen may tilt up to one degreeon the Tkaid Shinkansen, allowing the trains to maintain 270 km/h(168 mph) even on 2,500 m radius curves that previously had amaximum speed of 255 km/h (158 mph).


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Alaris Tilting Trains, Spain

The trains use Tiltronix technology. They come withhydraulic tilting bogies. The tilting rods installed in thebogies activate the tilting. The train's wheel forces havebeen minimised by reducing suspended masses. Thebodyshell sits centred with the use of active lateral airsuspension system.


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A Japanese KiHa 283 series tilting DMU, whichcan tilt up to 8 (6 in normal operation)


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Aerodynamics of high speed trains


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Different models of heads and tails ofHST

Model train configuration for different observations


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The first step-We are measuring theaerodynamic drag using thewind tunnel experiment in

which pitot tubes are placedover different positions tomeasure the pressure.


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aerodynamic drag

does not change for L=W values larger than 1.0

For a given type of the modeltrain, series 4 has the lowest Cd value. In the case of thsame series of the model train, the aerodynamic drag otype D is the lowest.

Head Tail


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Induced train flow

The winds induced by a travelling HSTcan affect

passengers at platform and the structuresaround therailway lines. Thus,estimation of the train-induced flowsshould be included in a structural designof the platform

and surrounding facilities around therailway lines.


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Results of induced train flowaerodynamic forces

For a given speed of train, the train-induced flowsare strongly dependent on the fore-bodyconfiguration, and train length.

It is found that the train-induced flows become

small with an increase in L=W

For a given series, types A and B produce lowertrain-induced flows, compared with types C andD.

P di t ib ti f t i


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Pressure distribution of two crossingtrains


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Results and observations

Effect of train head on pressure variationEffect of train tail on pressure variation

The absolute value of the negative peakpressure decreases as the length of the fore-bodyincreases, and it is relatively low in types A and B,compared with types C and D.Because, curvature of the streamlines along

the side body of the model train is low in types A and B


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Drag coefficients- a relativecomparison


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Cross wind effect on aerodynamicsof HST


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As the air resistance rises geometrically with speed, the weight canbe reduced by developing an optimal aerodynamics form.

To that end, aerodynamics tests are very important in theconstruction of a high-speed train.

While the noise generated by conventional trains is emitted byrolling, the noise generated by high-speed trains is mostly caused byits aerodynamics. Therefore, the front part of high-speed trains ismade of composite materials as the aerodynamics is provided by thecomposite structures which are much easier to shape compared to

metallic materials which are more difficult to shape to obtain anoptimal design for the front part.

Manufacturers choose composite materials because they facilitatethe design of the front part of high-speed trains.


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Air Brakes An air brake is a conveyance braking system actuated by

compressed air

Modern trains rely upon a fail-safe air brake system that isbased upon a design patented by George Westinghouseon March 5, 1872

The Westinghouse system uses air pressure to charge airreservoirs (tanks) on each car. Full air pressure signalseach car to release the brakes. A reduction or loss of airpressure signals each car to apply its brakes, using the

compressed air in its reservoirs.


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Overview of Air Brakes In the air brake's simplest form, called the straight

air system, compressed air pushes on a piston ina cylinder. The piston is connected throughmechanical linkage to brake shoes that can rub

on the train wheels, using the resulting friction toslow the train. The mechanical linkage canbecome quite elaborate, as it evenly distributesforce from one pressurized air cylinder to 8 or 12

wheels. The pressurized air comes from an air

compressor in the locomotive and is sent from carto car by a train line made up of pipes beneath

each car and hoses between cars.


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Regenerative brake

A regenerative brake is an energy recoverymechanism which slows a vehicle or object down byconverting its kinetic energy into another form, whichcan be either used immediately or stored until

needed. This contrasts with conventional brakingsystems, where the excess kinetic energy isconverted to heat by friction in the brake linings andtherefore wasted.

The most common form of regenerative brakeinvolves using an electric motor as an electricgenerator. In electric railways the generated electricityis fed back into the supply system.


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Continuous welded rails Continuous welded rail (CWR), sometimes referred to as ribbon rails

Rails are welded together by utilising flash butt welding to form onecontinuous rail that may be several kilometres long.

Because there are few joints, this form of track is very strong, gives asmooth ride, and needs less maintenance; trains can travel on it at higherspeeds and with less friction.

First welded track was used in Germany in 1924

Flash butt welding is the preferred process which involves an automatedtrack-laying machine running a strong electrical current through the touchingends of two unjoined pieces of rail. The ends become white hot due toelectrical resistance and are then pressed together forming a strong weld.


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Ballastless track for high speed trainsA disadvantage of traditional track structures is the heavy demand

for maintenance, particularly surfacing (tamping) and lining to restorethe desired track geometry and smoothness of vehicle running. Thiscan be overcome by using ballastless track. In its simplest form thisconsists of a continuous slab of concrete (like a highway structure)with the rails supported directly on its upper surface (using a resilientpad).

China high speed rail ballastless trac


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Cab signalling

Cab signalling is a railway safetysystem that communicates trackstatus information to the cab, crewcompartment or driver's compartmentof a locomotive, railcar or multipleunit, where the train driver or engine

driver can see the information The simplest systems display the

trackside signal aspect (typically,green, yellow or red, indicatingwhether it is safe to proceed or not),while more sophisticated systems

also display allowable speed, locationof nearby trains, and dynamicinformation about the track ahead

train protection system is usuallyoverlaid on top of the cab signallingsystem to warn the driver ofdangerous conditions


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Construction standards

Electrification - voltage and frequency - 25 kV 50 Hz Electrification- Overhead lines

Platform height - in Europe most common 550 mm, Germany/Polandalso 760 mm, Netherlands/Belgium/GB- 760 mm


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Maximum speed

Maximum average speed between two scheduledstops based on the running times in timetables dailyoperation.

Speed record

The current speed record for a conventional

commercial train is held by a modified TGV POStrainset, reaching 574.8 km/h (357.2 mph). This runwas for proof of concept and engineering, not to testnormal passenger service

Speed record for experimental unconventional

passenger train was set by the manned "magnetic-levitation" train JR-Maglev MLX01 at 581 km/h(361 mph) in 2003.

The Shanghai Maglev Train reaches 431 km/h(268 mph) during its daily service on its 30 km (19 mi)dedicated line, holding the speed record forcommercial train service.


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V150 train, modified TGV, conventional World speedrecord holder (574.8 km/h, 357.2 mph)


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JR-Maglev-MLX01-2


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Air Transport versus HSR

While commercial high-speed trains have lower maximumspeeds than jet aircraft, they offer shorter total trip timesthan air travel for short distances.

HSR is best suited for journeys of 2 to 3 hours (about 250900 km or 160560 mi)

For trips under about 650 km (400 mi), the process ofchecking in and going through security screening atairports, as well as travelling to and from the airport,makes the total air journey time no faster than HSR.

European authorities treat HSR as competitive withpassenger air for trips under 4 to 4 hours.

Part of HSR's edge can be ticket prices. As an example, in2009 the 520 km (320 mi) flight from Nanjing to Wuhancost 730 yuan, while bullet trains beginning service thatyear offered second-class tickets for 180 yuan.


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HSR offers greater convenience for medium-distancejourneys. HSR does not require baggage to be checked, does

not require queuing for check-in, security andboarding, and is rarely delayed by inclement weather.

HSR has more amenities, such as continuous mobilephone/Internet connectivity, larger tables, 120/220/12volt power outlets and superior food service.

HSR eliminated air transport from between city pairsincluding Paris-Brussels, Cologne-Frankfurt, Nanjing-

Wuhan, Chongqing-Chengdu,

Tokyo-Nagoya, Tokyo-Sendai and Tokyo-Niigata. China Southern Airlines,China's largest airline, expects the construction ofChina's high speed railway network to impact 25% ofits route network in the coming years.


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Energy Efficiency

Very few high-speed trains consume diesel or otherfossil fuels but the power stations that provide electrictrains with power can consume fossil fuels.

In Japan and France, with very extensive high speed

rail networks, a large proportion of electricity comesfrom nuclear power.

On the Eurostar, which primarily runs off the Frenchgrid, emissions from travelling by train from London to

Paris are 90% lower than by flying. High speed trains are significantly more fuel-efficient

per passenger per kilometer traveled than the typicalautomobile because of economies of scale ingenerator technology.

C t ti t th t


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Construction cost- the costanalysis

Japanese systems are often more expensive thantheir counterparts, because they run on dedicatedelevated guideways, avoid traffic crossings andincorporate disaster monitoring systems. The largestpart of Japan's cost is for boring tunnels throughmountains

In France, the cost of construction -10 million/km(US$15.1 million/km

Cost of inaction- (not building HSR) in Californiawould cost the state $8.2 billion in foregone benefitsover 40 years.

President Barack Obama is a big supporter of high-speed rail. His administration has proposed spending$53 billion on a national high-speed rail network, whilehe has set the goal of giving 80% of Americansaccess to high-speed rail within 25 years.(July 2012)

Los Angeles to San Francisco is going to cost around


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Comfort and safety High Comfort -because train seats are larger and it is

easy for passengers to move around during thejourney

May carry some standing passengers. Airplanes do

not allow standing passengers, so excess passengersare denied boarding.

HSR is much simpler to control due to its predictablecourse. High-speed rail systems reduce (but do not

eliminate) collisions with automobiles or people, whenusing non-grade level track.


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HSR in India

India has one of the largest rail networks in the world butdoes not have any high-speed rail lines capable ofsupporting speeds of 200 km/h (124 mph) or more.

High-speed corridors have been proposed but notimplemented.

Currently, the fastest train in India is the Bhopal Shatabdi,which has a top speed of 150 km/h (93 mph)Current effort to increase speed to 160-180 km/h

Point-to-point non-stop Duronto Express trains started in2009. Indian Railways aims to raise the speed ofpassenger trains to 160180 km/h on dedicated

conventional tracks Indian Railways' approach to high-speed is incremental

improvement on existing conventional lines for up to160 km/h, with a forward vision of speed above 200 km/hon new tracks with state-of-the-art technology, such asShinkansen/TGV/etc

C


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Cost

In a feasibility study published in 1987, RDSO andJICA (different railway agencies) estimated theconstruction cost to be Rs 49 million per km, for a linededicated to 250300 km/h trains. In 2010, that 1987-estimated cost, inflated at 10% a year, would beRs 439 million per km (US$ 9.5 million/km).RITES iscurrently performing a feasibility study.It is beingestimated that dedicated high speed corridor will costabout 100 crore per km.

the costs for constructing such rail lines in India areestimated to be Rs 700-1000 million per km (US$ 15-

22 million/km). Therefore the Mumbai-Ahmedabadroute of 500 km, will cost Rs 370 billion (US$ 8.04billion) to build and to make a profit, passengers willhave to be charged Rs 5 per km (US$ 0.11/km). Delhito Amritsar one-way, a distance of 450 km, will cost

about Rs 2000

Potential High Speed Rail lines in


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Potential High Speed Rail lines inIndia


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Conclusions

The amount of smog and pollution released intothe city is much less with a high speed train

High speed trains can get you from downtown todowntown in about the same amount of time that

air travel can, at a much lower cost.A high speed, efficient, and effective train system.

HSR offers greater convenience for medium-distance journeys.


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References

High-speed rail with emerging automobiles and aircraft canreduce environmental impacts by Mikhail Chester and ArpadHorvath - ENVIRONMENTAL RESEARCH LETTERS (2nd July2012)

High-Speed Rail & Air Transport Competition by Nicole AdlerChris Nash Eric Pels, Tinbergen Institute Discussion Paper,(2008)

High-Speed Rail Lessons for Policy Makers from ExperiencesAbroad Daniel Albalate and Germ Bel GiM-IREA Universitat deBarcelona Research Institute of Applied Economics (March2010)

Full cost of high speed rail , Annals of regional science , (2007)

Interaction of Air and High-Speed Rail in Japan Reinhard Cleverand Mark M. Hansen Journal of the Transportation ResearchBoard (2008)

California High-Speed Rail and Economic Development Centerfor Environmental Public Policy in the Richard & Rhoda GoldmanSchool of Public Policy at the University of California, Berkeley(December 2-3, 2010)

The flow around high speed trains Chris Baker University of


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The Economic Effects of High Speed Rail InvestmentbyJ oint transport research centre Discussion Paper No.

2008-16 revised (May 2012) Should the government invest in high speed rail

infrastructure? The BCA ofHSR (November 2011)

High Speed Rail and Greenhouse Gas Emissions in theU.S. Center for Clean Air Policy Center for

Neighborhood Technology (January 2006) Tracking for high speed rail in India Mundrey RITES

journal (January 2010)

Progress in high-speed train technology around theworld Li ZHOU, Zhiyun SHEN Journal of Modern

Transportation Volume 19, Number 1, (March 2011) High Speed Rail (HSR) in the United States

Congressional Research Service (December 8, 2009)


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Thank You

a talk on high speed rails

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