DEFINITION OF HIGH SPEED RAIL

  

There are a lot of different definitions for high-speed rail, however there are certain parameters that are unique for high-speed rail. UIC (International Union of Railways),a systems of rolling stock and infrastructure which regularly operate at or above 250 km/h (155 mph) on new tracks, or 200 km/h (124 mph) on existing tracks. However lower speeds can be required by local constraints. The use of continuous welded rail which reduces track vibrations and frictions between rail segments enough to allow trains to pass at speeds in excess of 200 km/h (124 mph). Depending on design speed, banking and the forces deemed acceptable to the passengers, curves radius is above 4.5 kilometres, and for lines capable for 350 km/h (217 mph) running, typically at 7 to 9 kilometres. There are some of characteristics common to most high-speed rail systems but not required: almost all are electrically driven via overhead lines and have in-cab signalling as well as no level crossings. Advanced switches using very low entry and frog angles are also often used. Magnetic levitation trains fall under the category of high-speed rail due to their association with track oriented vehicles; however their inability to operate on conventional 'rails' often leads to their classification in a separate category.

In the United States, high speed rail is defined as having a speed above 110 mph (177 km/h) by the United States Federal Railroad Administration 

In Japan, high speed Shinkansen lines use standard gauge track rather than narrow gauge track used on most other Japanese lines. These travel at speeds in excess of 260 km/h (162 mph) without level crossings.

In China, there are two grades of high speed lines: Firstly, slower lines running at speeds of between 200 and 250 km/h (124 and 155 mph) which may comprise either freight or passenger trains. Secondly, passenger dedicated high speed rail lines operating at top speeds of up to 350 km/h (217 mph).

 

Technology

 

Much of the technology behind high-speed rail is an improved application of mature standard gauge rail technology using overhead electrification. By building a new rail infrastructure with 20th century engineering, including elimination of constrictions such as roadway at-grade (level) crossings, frequent stops, a succession of curves and reverse curves, and not sharing the right-of-way with freight or slower passenger trains, higher speeds (250–320 km/h, 155–199 mph) are maintained. Total cost of ownership of HSR systems is generally lower than the total costs of competing alternatives (new highway or air capacity). Japanese systems are often more expensive than their counterparts but more comprehensive because they have their own dedicated elevated guideway, no traffic crossings, and disaster monitoring systems. Despite this the largest of the Japanese system's cost is related to the boring of tunnels through mountains, as was in Taiwan.

Recent advances in wheeled trains in the last few decades have pushed the speed limits past 400 km/h (250 mph), among the advances being tilting trainsets, aerodynamic designs (to reduce drag, lift, and noise), air brakes, regenerative braking, stronger engines, dynamic weight shifting, etc. Some of the advances were to fix problems, like the Eschede disaster. European high-speed routes typically combine segments on new track, where the train runs at full commercial speed, with some sections of older track on the extremities of the route, near cities.

In France, the cost of construction (which was €10 million/km (US$15.1 million/km) for LGV Est) is minimised by adopting steeper grades rather than building tunnels and viaducts. However, in mountainous Switzerland, tunnels are inevitable. Because the lines are dedicated to passengers, gradients of 3.5%, rather than the previous maximum of 1–1.5% for mixed traffic, are used. Possibly more expensive land is acquired in order to build straighter lines which minimize line construction as well as operating and maintenance costs. In other countries high-speed rail was built without those economies so that the railway can also support other traffic, such as freight. Experience has shown however, that trains of significantly different speeds cause massive decreases of line capacity. As a result, mixed-traffic lines are usually reserved for high-speed passenger trains during the daytime, while freight trains go at night. In some cases, night-time high-speed trains are even diverted to lower speed lines in favour of freight traffic.

 

Comparison with other modes of transport

 

High Speed Rail(HSR) is often viewed as an isolated system and simply as advantages or disadvantages as compared to other transport systems, but all transport systems must work together to maximize benefits. A good HSR system has capacity for non-stop and local services and has good connectivity with other transport systems. HSR, like any transport system, is not inherently convenient, fast, clean, nor comfortable. All of this depends on design, implementation, maintenance, operation and funding. Operational smoothness is often more indicative of organizational discipline than technological prowess.

Due to current infrastructure designs in many nations, there are constraints on the growth of the highway and air travel systems. Some key factors promoting HSR are that airports and highways have no room to expand, and are often overloaded. High-speed rail has the potential for high capacity on its fixed corridors (double decked E4 Series Shinkansen can carry 1,634 seated passengers, double that of an Airbus A380 in all economy class, and even more if standing passengers are allowed), and has the potential to relieve congestion on the other systems. Well-established high speed rail systems in use today are more environmentally friendly than air or road travel. This is due to:

  • displaced usage from more environmentally damaging modes of transport.
  • lower energy consumption per passenger kilometer
  • reduced land usage for a given capacity compared to motorways

 

 

Other considerations

Although air travel has higher speeds, more time is needed for taxiing, boarding (fewer doors), security check, luggage drop, and ticket check. Also rail stations are usually located nearer to urban centers than airports. These factors often offset the speed advantage of air travel for mid-distance trips.

 Weather

Rail travel has less weather dependency than air travel. If the rail system is well-designed and well-operated, severe weather conditions such as heavy snow, heavy fog, and storms do not affect the journeys; whereas flights are generally canceled or delayed under these conditions. Nevertheless, snow and wind can cause some issues and can delay trains.

 Comfort

Although comfort over air travel is often believed to be a trait of high speed rail because train seats are larger and it is easy for passengers to move around during the journey, the comfort advantage of rail is not inherent; it depends on the specific implementation. For example, high speed trains not for reservation only but at the same time carry some standing passengers. Airplanes do not allow standing passengers, so excess passengers are denied boarding. Train passengers can have the choice between standing or waiting for a bookable connection.

 Larger number of target areas

From the operator's point of view, a single train can call at multiple stations, often far more stops than aircraft, and each stop takes much less down time. One train stopping pattern can allow a multitude of possible journeys, increasing the potential market. This increase in potential market allows the operator to schedule more frequent departures than the aircraft, and hence create another good reason for preference.

Safety

Acording to monitoring at traffic control systems and infrastructure, high-speed rail has the added advantage of being much simpler to control due to its predictable course, even at very high passenger loads; this issue is becoming more relevant as air traffic reaches its safe limit in busy airspaces over London, New York, and other large centers. However, it must be noted that high speed rail systems reduce (but do not eliminate) the possibility of collisions with automobiles or people, while lower speed rail systems used by high speed trains may have level crossings.

 

BULLET TRAIN HISTORY

  Japan was the first country to build dedicated railway lines for high speed travel. Due to the largely mountainous nature of the country, the pre-existing network consisted of 3 ft 6 in gauge (1,067 mm) narrow gauge lines, which generally took indirect routes and could not be adapted to higher speeds. In consequence, Japan had a greater need for new high speed lines than countries where the existing standard gauge or broad gauge rail system had more upgrade potential. In contrast to the older lines, Shinkansen lines are standard gauge, and use tunnels and viaducts to go through and over obstacles, rather than around them

Construction of the first segment of the Tokaido Shinkansen between Tokyo and Osaka started in 1959. The line opened on 1 October 1964, just in time for the Tokyo Olympics. The line was an immediate success, reaching the 100 million passenger mark in less than three years on 13 July 1967 and one billion passengers in 1976.

 

Picture - Shinkansen Series 0 at Fukuyama, April 2002


The first Shinkansen trains ran at speeds of up to 200 km/h (125 mph), later increased to 220 km/h (135 mph). Some of these trains, with their classic bullet-nosed appearance, are still in use for stopping services between Hakata and Osaka. A driving car from one of the original trains is now in the British National Railway Museum in York.

Many further models of train followed the first type, generally each with its own distinctive appearance. Shinkansen trains now run regularly at speeds of up to 300 km/h (185 mph), putting them among the fastest trains running in the world, along with the French TGV, Spanish AVE and German ICE trains.

Originally intended to carry passenger and freight trains by day and night, the Shinkansen lines carry only passenger trains. The system shuts down between midnight and 06:00 every day to allow maintenance to take place. The few overnight trains that still run in Japan run on the old narrow gauge network which the Shinkansen parallels.

Trains can be up to sixteen cars long. With each car measuring 25 m (82 ft) in length, the longest trains are 400 m (1/4 mile) from front to back. Stations are similarly long to accommodate these trains.

In 2003, JR Central reported that the Shinkansen's average arrival time was within 0.1 minutes or 6 seconds of the scheduled time. This includes all natural and human accidents and errors and is calculated from all of about 160,000 trips Shinkansen made. The previous record was from 1997 and was 0.3 minutes or 18 seconds.

Since 1970, development has been underway for the Chuo Shinkansen, a maglev train by the RTRI of JR Central Railways. It is planned to eventually run from Tokyo to Osaka. On December 2, 2003, the 3 car maglev trainset reached a world speed record of 581 km/h.

The first derailment of a Shinkansen train in passenger service occurred during the Chuetsu Earthquake on 23 October 2004. Eight of ten cars of the Toki No. 325 train on the Joetsu Shinkansen derailed near Nagaoka Station in Nagaoka, Niigita. However, there were no injuries nor deaths among the 154 passengers