A Talk on High Speed Rails

By- Rohit Upadhyay 2009UME429

The Concept Of HSR

Type of passenger rail transport that operates

significantly faster than traditional rail traffic. 2012 - maximum commercial speed300 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, generally using standard gauge.

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

Directive 96/58 - high-speed rail as systems of rolling stock and infrastructure which regularly operate at or above 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 sustained speeds of more than 125 mph (200 km/h) According to the definition of the EuropeanUnion1 HSTs are travelling at a speed on the order of 200 km/h on existing lines which have been or are specially upgraded or travelling at a speed of at least 250 km/h on lines specially built for high-speed, while enabling speeds of over 300km/h to be reached in

History and development

High-speed rail development started on 6 October

1903 An electrical railcar from Siemens & Halske achieved 203 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

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

Italy (1938) with an electric-multiple-unit ETR 200, designed for 200 km/h, between Bologna and Naples. It too reached 160 km/h in commercial service, and achieved a world mean speed record of 203 km/h (126 mph) near Milan in 1938

Breakthrough: The Shinkansen In 1957, the engineers at local private Odakyu Electric Railway in Greater Tokyo area launched the Odaky 3000 series SE EMU. This EMU 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 rails between Tokyo and Osaka using new rolling stock, designed for 250 km/h.

 The first Shinkansen trains, the 0 Series Shinkansen, built by Kawasaki

Heavy Industriesin English often called "Bullet Trains", after the original Japanese name Dangan Ressha ()outclassed the earlier 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 Bullet

trains had 12 cars and later versions had up to 16

Technological Aspects of HSR

Routing

Tilting train sets

Aerodynamic design Air brakes Regenerative braking Track design

Routing
Eliminate constrictions such as at-grade crossings where lines

intersect other lines and/or roadways, avoidable curves and reverse curves. Separate fast from slow trains Japan and China typically build its HSR lines on elevated viaducts(A viaduct is a bridge composed of several small spans), increasing speed, safety and cost.

viaduct in the eastern Chinese province of Zhejiang

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 160

kilometres 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

Tilting train sets

A tilting train is a train that has a mechanism

enabling 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 armrest due to its centripetal force, and standing passengers to lose their balance Tilting trains are designed to counteract this discomfort In a curve to the left the train tilts to the left to compensate for the g-force push to the right, and vice versa The train may be constructed such that inertial forces cause the tilting (passive tilt), or it may have a computer-controlled power mechanism (active tilt).

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

Alaris Tilting Trains, Spain

The trains use Tiltronix technology. They come with

hydraulic tilting bogies. The tilting rods installed in the bogies activate the tilting. The train's wheel forces have been minimised by reducing suspended masses. The bodyshell sits centred with the use of active lateral air suspension system.

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

Aerodynamics of high speed trains

Different models of heads and tails of HST

Model train configuration for different observations

The first stepWe are measuring the aerodynamic drag using the wind tunnel experiment in which pitot tubes are placed over different positions to measure the pressure.

Head

Tail

For a given type of the model train, series 4 has the lowest Cd value. In the case of the same series of the model train, the aerodynamic drag on type D is the lowest. aerodynamic drag does not change for L=W values larger than 1.0

Induced train flow

The winds induced by a travelling HST can affect passengers at platform and the structures around the railway lines. Thus, estimation of the train-induced flows should be included in a structural design of the platform and surrounding facilities around the railway lines.

Results of induced train flow aerodynamic forces

For a given speed of train, the train-induced flows

are strongly dependent on the fore-body configuration, 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 lower train-induced flows, compared with types C and D.

Pressure distribution of two crossing trains

Results and observations

The absolute value of the negative peak pressure decreases as the length of the fore-body increases, 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

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

Drag coefficients- a relative comparison

Cross wind effect on aerodynamics of HST

 As the air resistance rises geometrically with speed, the weight can

be reduced by developing an optimal aerodynamics form. To that end, aerodynamics tests are very important in the construction of a high-speed train. While the noise generated by conventional trains is emitted by rolling, the noise generated by high-speed trains is mostly caused by its aerodynamics. Therefore, the front part of high-speed trains is made of composite materials as the aerodynamics is provided by the composite structures which are much easier to shape compared to metallic materials which are more difficult to shape to obtain an optimal design for the front part. Manufacturers choose composite materials because they facilitate the design of the front part of high-speed trains.

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 is based upon a design patented by George Westinghouse on March 5, 1872 The Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.

Overview of Air Brakes

In the air brake's simplest form, called the straight

air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force 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 car to car by a train line made up of pipes beneath each car and hoses between cars.

Regenerative brake
A regenerative brake is an energy recovery

mechanism which slows a vehicle or object down by converting its kinetic energy into another form, which can be either used immediately or stored until needed. This contrasts with conventional braking systems, where the excess kinetic energy is converted to heat by friction in the brake linings and therefore wasted. The most common form of regenerative brake involves using an electric motor as an electric generator. In electric railways the generated electricity is fed back into the supply system.

Continuous welded rails

Continuous welded rail (CWR), sometimes referred to as ribbon rails Rails are welded together by utilising flash butt welding to form one

continuous rail that may be several kilometres long.

Because there are few joints, this form of track is very strong, gives a

smooth ride, and needs less maintenance; trains can travel on it at higher speeds and with less friction.
First welded track was used in Germany in 1924

Flash butt welding is the preferred process which involves an automated

track-laying machine running a strong electrical current through the touching ends of two unjoined pieces of rail. The ends become white hot due to electrical resistance and are then pressed together forming a strong weld.

Ballastless track for high speed trains

A disadvantage of traditional track structures is the heavy demand for maintenance, particularly surfacing (tamping) and lining to restore the desired track geometry and smoothness of vehicle running. This can be overcome by using ballastless track. In its simplest form this consists of a continuous slab of concrete (like a highway structure) with the rails supported directly on its upper surface (using a resilient pad).

China high speed rail ballastless track

Cab signalling
Cab signalling is a railway safety

system that communicates track status information to the cab, crew compartment or driver's compartment of a locomotive, railcar or multiple unit, where the train driver or engine driver can see the information The simplest systems display the trackside signal aspect (typically, green, yellow or red, indicating whether it is safe to proceed or not), while more sophisticated systems also display allowable speed, location of nearby trains, and dynamic information about the track ahead train protection system is usually overlaid on top of the cab signalling system to warn the driver of dangerous conditions

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

Platform height - in Europe most common 550 mm, Germany/Poland

also 760 mm, Netherlands/Belgium/GB- 760 mm

Maximum speed
Maximum average speed between two scheduled stops based on the running times in timetables daily operation. Speed record The current speed record for a conventional commercial train is held by a modified TGV POS trainset, reaching 574.8 km/h (357.2 mph). This run was for proof of concept and engineering, not to test normal passenger service Speed record for experimental unconventional passenger train was set by the manned "magneticlevitation" 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 for commercial train service.

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

JR-Maglev-MLX01-2

Air Transport versus HSR

While commercial high-speed trains have lower maximum

speeds than jet aircraft, they offer shorter total trip times than air travel for short distances. HSR is best suited for journeys of 2 to 3 hours (about 250 900 km or 160560 mi) For trips under about 650 km (400 mi), the process of checking in and going through security screening at airports, 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 with passenger air for trips under 4 to 4 hours. Part of HSR's edge can be ticket prices. As an example, in 2009 the 520 km (320 mi) flight from Nanjing to Wuhan cost 730 yuan, while bullet trains beginning service that year offered second-class tickets for 180 yuan.

 HSR offers greater convenience for medium-distance

journeys. HSR does not require baggage to be checked, does not require queuing for check-in, security and boarding, and is rarely delayed by inclement weather. HSR has more amenities, such as continuous mobile phone/Internet connectivity, larger tables, 120/220/12 volt power outlets and superior food service. HSR eliminated air transport from between city pairs including Paris-Brussels, Cologne-Frankfurt, NanjingWuhan, Chongqing-Chengdu, Tokyo-Nagoya, TokyoSendai and Tokyo-Niigata. China Southern Airlines, China's largest airline, expects the construction of China's high speed railway network to impact 25% of its route network in the coming years.

Energy Efficiency
Very few high-speed trains consume diesel or other

fossil fuels but the power stations that provide electric trains with power can consume fossil fuels. In Japan and France, with very extensive high speed rail networks, a large proportion of electricity comes from nuclear power. On the Eurostar, which primarily runs off the French grid, 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 typical automobile because of economies of scale in generator technology.

Construction cost- the cost analysis

Japanese systems are often more expensive than

their counterparts, because they run on dedicated elevated guideways, avoid traffic crossings and incorporate disaster monitoring systems. The largest part of Japan's cost is for boring tunnels through mountains In France, the cost of construction -10 million/km (US$15.1 million/km Cost of inaction- (not building HSR) in California would cost the state $8.2 billion in foregone benefits over 40 years. President Barack Obama is a big supporter of highspeed rail. His administration has proposed spending $53 billion on a national high-speed rail network, while he has set the goal of giving 80% of Americans access to high-speed rail within 25 years.(July 2012) Los Angeles to San Francisco is going to cost around

Comfort and safety

High Comfort -because train seats are larger and it is

easy for passengers to move around during the journey May carry some standing passengers. Airplanes do not allow standing passengers, so excess passengers are denied boarding. HSR is much simpler to control due to its predictable course. High-speed rail systems reduce (but do not eliminate) collisions with automobiles or people, when using non-grade level track.

HSR in India
India has one of the largest rail networks in the world but

does not have any high-speed rail lines capable of supporting speeds of 200 km/h (124 mph) or more. High-speed corridors have been proposed but not implemented. 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 in 2009. Indian Railways aims to raise the speed of passenger trains to 160180 km/h on dedicated conventional tracks Indian Railways' approach to high-speed is incremental improvement on existing conventional lines for up to 160 km/h, with a forward vision of speed above 200 km/h on new tracks with state-of-the-art technology, such as Shinkansen/TGV/etc

Cost
In a feasibility study published in 1987, RDSO and

JICA (different railway agencies) estimated the construction cost to be Rs 49 million per km, for a line dedicated to 250300 km/h trains. In 2010, that 1987estimated cost, inflated at 10% a year, would be Rs 439 million per km (US$ 9.5 million/km). RITES is currently performing a feasibility study. It is being estimated that dedicated high speed corridor will cost about 100 crore per km. the costs for constructing such rail lines in India are estimated to be Rs 700-1000 million per km (US$ 1522 million/km). Therefore the Mumbai-Ahmedabad route of 500 km, will cost Rs 370 billion (US$ 8.04 billion) to build and to make a profit, passengers will have to be charged Rs 5 per km (US$ 0.11/km). Delhi to Amritsar one-way, a distance of 450 km, will cost about Rs 2000

Potential High Speed Rail lines in India

Conclusions
The amount of smog and pollution released into

the city is much less with a high speed train High speed trains can get you from downtown to downtown 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 mediumdistance journeys.

References
High-speed rail with emerging automobiles and aircraft can

reduce environmental impacts by Mikhail Chester and Arpad Horvath - ENVIRONMENTAL RESEARCH LETTERS (2nd July 2012) High-Speed Rail & Air Transport Competition by Nicole Adler Chris Nash Eric Pels, Tinbergen Institute Discussion Paper, (2008) High-Speed Rail Lessons for Policy Makers from Experiences Abroad Daniel Albalate and Germ Bel GiM-IREA Universitat de Barcelona Research Institute of Applied Economics (March 2010) Full cost of high speed rail , Annals of regional science , (2007) Interaction of Air and High-Speed Rail in Japan Reinhard Clever and Mark M. Hansen Journal of the Transportation Research Board (2008) California High-Speed Rail and Economic Development Center for Environmental Public Policy in the Richard & Rhoda Goldman School of Public Policy at the University of California, Berkeley (December 2-3, 2010) The flow around high speed trains Chris Baker University of

 The Economic Effects of High Speed Rail Investment

byJoint transport research centre Discussion Paper No. 2008-16 revised (May 2012) Should the government invest in high speed rail infrastructure? The BCA of HSR (November 2011) High Speed Rail and Greenhouse Gas Emissions in the U.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 the world 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)

Thank You