Necessities For Future High Speed Rolling Stock
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20 Oct. 2009
World High Speed Rolling Stock
Country
Company
Class
Train set Formula
M: Motor Coach, T: Trailer Coach, L: Locomotive, MB: Motor Bogie, TB: Trailer Bogie
Features
C: Concentrated powered, A: Articulated, T: Tilting, D: Double Decker
Number of train sets
Year in Service
Power [kW]
Tractive Effort [kN]
Train sets currently used and planned
Acceleratio n[m/s2]
Max.Tr. Speed [km/h]
Maximum Maximum acceleration train speed
Max.Op. Speed [km/h]
Voltage
Current (planned) operation speed
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Unloaded
Loaded (Calculated from the data on this table)
Loaded
230
200
3kV 15KV16.7Hz 25kV50Hz
385
9.5
220
220
25kV50Hz
328
11.5
12200
300
300
0.75kV 3kV 25kV50Hz
752
1996-
8800
320
300
1.5kV 3kV 25kV50Hz
17
1996-
8800
320
300
C, A
98
1978-
6400
300
2L8T (+ 2MB)
C, A
9
1978-
6400
TGV Postal
2L8T (+ 2MB)
C, A Postal
3.5
1978-
SNCF
TGV Atlantique
2L10T
C, A
105
France
SNCF
TGV Réseau (bic.)
2L8T
C, A
France
SNCF
TGV Réseau (tric.)
2L8T
France
SNCF
TGV Duplex
France
SNCF
Czech
wikimedia commons
CD
680
4M3T
T
7
2003-
3920
200
Finland
wikimedia commons
VR
Sm3
4M2T
T
18
1995-
4000
163
Eurostar SNCF
Eurostar, TGV TMST tric.
2L18T 2L14T (+ 2MB)
C, A
31 7
1993-
Thalys
Thalys PBA
2L8T
C, A
9
Thalys
Thalys PBKA
2L8T
C, A
SNCF
TGV PSE (bic.)
2L8T (+ 2MB)
SNCF, SBB
TGV PSE (tric.) Lyria
France
SNCF
France
Train length [m]
Train width [mm]
For Passenger car
Seats 1st class
2nd class
Total
Signaling systems
Suppliers
Observations
Succeeded company is shown in case of original company disappeared. Some subsidary comapanies are neglected.
For 3 classes train, 1st and 2nd classes are included in '1st class'
184.4
2800
105
228
333
LS, LZB/PZB
Alstom
14.3
159
3200
47
238(+2)
285(+2)
EBICAB900
Alstom
Broad gauge (1524)
15.0
17
394 320
2814
206 114
544 444
750 558
TVM/KVB,TB L,AWS/TPWS
Alstom
No. 300118 cars: SNCF 16, BR 11, SNCB 4; 14 cars: NoL 7 27 sets (18-car): Eurostar, others: French domestic use 7 sets (14-car): French domestic use
385
21.2
17
200
2904
120
257
377
TVM/KVB, TBL,ATB, ETCS
Alstom
No. 4531-4540, owned by SNCF Same series as TGV Réseau (tric.)
1.5kV 3kV 15kV16.7Hz 25kV50Hz
385
21.2
17
200
2904
120
257
377
TVM/KVB, TBL/TBL2, ATB,PZB/LZB ,ETCS
Alstom
No.4301-4346 Owned by SNCF 6, NS 2, SNCB 7, DB 2
300
1.5kV 25KV50Hz
385
15.5
17
200
2814
110 69
240 276
350 345
TVM/KVB
Alstom
No. 1-102 No38 -> TGV Postal, No88 -> tri-current, No99 was abandoned, No70 was abandoned after the accident at Voiron
270
270
1.5kV 15kV16.7Hz 25kV50Hz
385
15.5
17
200
2814
110
248
358
TVM/KVB,ZU B
Alstom
No. 110-118 No 9 <- bi-current set No 112, 114: SBB
6400
270
270
1.5kV 25KV50Hz
385
17
200
2904
N/A
N/A
N/A
TVM/KVB
Alstom
No.901-907 5 half sets are alternative for maintenance 2 additional half sets will come from PSE 38
1988-
8800
300
300
1.5kV 25kV50Hz
435
18.6
17
237
2904
116
364
480
TVM/KVB
Alstom
No.301-405 Renovating by Lacroix to 455 places(105+350) TVM430 is installed from No 386 to No 405
33
1993-
8800
320
320
1.5kV, 25kV50Hz
383
21.3
17
200
2904
118
257
375
TVM/KVB
Alstom
No.501-553, 19 sets are converted to POS and Duplex Réseau, 3sets are added from Réseau tric. No 502 was abandoned after the accident at Bierne Renovating by Lacroix to 355 places(105+252)
C, A
26
1993-
8800
320
320
1.5kV 3kV 25kV50Hz
383
21.3
17
200
2904
118
257
375
TVM/KVB,TB L,SCMT
Alstom
No. 4501-4530, 3 sets are converted to Réseau bi. 4507-30: suited for Belgium(TBL), 4501-06: suited for Italy(SCMT)
2L8T
C, A, D
89
1996-
8800
320
320
1.5kV 25kV50Hz
380
20.9
17
200
2896
182
330
512
TVM/KVB
Alstom
No.201-289
TGV Réseau Duplex
2L8T
C, A, D
19
2006-
8800
320
320
1.5kV 25kV50Hz (15kV16.7Hz)
380
20.9
17
200
2896
182
330
512
TVM/KVB
Alstom
No.601-619 613-615: tri-voltage(+15kV16.7Hz)
SNCF, SBB
TGV POS
2L8T
C, A
19
2006-
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
383
22.5
17
200
2904
105
252
357
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No. 4401-4419 4406: SBB
France
SNCF
TGV Duplex Dasye (bic.)
2L8T
C, A, D
16 (24)
2009-
9280
320
320
1.5kV 25kV50Hz
380
22.0
17
200
2896
182
330
512
TVM/KVB,ET CS
Alstom
No.701-724
France
SNCF
TGV Duplex Dasye (tric.)
2L8T
C, A, D
(28)
(2009-)
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
380
22.0
17
200
2896
182
330
512
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No.725-752
France
SNCF
TGV Duplex RGV2N2
2L8T
C, A, D
(55)
(2010-)
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
380
22.0
17
200
182
330
512
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No.4701-4730, 801-825
France
SNCF
IRIS320
2L8T
C, A Inspection
1
1993-
8800
320
320
1.5kV 3kV 25kV50Hz
TGV Réseau (tric.) 4530
Germany
DB AG
401(ICE1)
2L12T
C
59
1991-
9600
400
280
280
15kV16.7Hz
782
11.5
Germany
DB AG
402(ICE2)
1L7T
C
44
1996-
4800
200
280
280
15kV16.7 Hz
410
Germany
DB AG
403(ICE3)
4M4T
50
2000-
8000
300
330
300
15kV16.7 Hz
409
France, Belgium, UK France, Belgium, Germany, Netherlands France, Belgium, Germany, Netherlands France
France, Switzerland
France, Switzerland
0.5
2904
N/A
N/A
N/A
TVM/KVB,TB L,SCMT
Alstom
19.5
358
3020
197
506
703
LZB/PZB,ZU B
Siemens Bombardier
sets have 197/506 seats after modernisation (which is completed now); 1 was abandoned by Eschede accident. 19 sets also suited for traffic to Switzerland (ZUB installed)
10.9
19.5
205
3020
105
263
368
LZB/PZB
Siemens Bombardier
Passenger car consists of 6 coaches and driving trailer.
18.0
16
200
2950
98
331
429
LZB/PZB
Siemens Bombardier
Last 13 delivered from 2005 (with 98/344 seats)
200
2950
1.5kV 3kV 15kV16.7Hz 25kV50Hz 1.5kV 3kV 15kV16.7Hz 25kV50Hz 1.5kV 3kV 15kV16.7Hz 25kV50Hz
435
17.1
16
200
2950
93
326
419
LZB/PZB, ATB,TBL
Siemens Bombardier
4 sets belong to NS. For Frankfurt-Brussels/Amsterdam and Basle-Amsterdam. 3500kW and 220km/h under DC
435
17.1
16
200
2950
91
322
413
LZB/PZB, ATB,TBL, TVM/KVB
Siemens Bombardier
For Frankfurt-Paris (2007).
Germany
DB AG
407(ICE3)
4M4T
(15)
(2011-)
8000
Germany, Netherlands
DB AG, NS
406(ICE3M)
4M4T
11
2000-
8000
300
330 220(DC)
300
Germany
DB AG
406(ICE3MF)
4M4T
6
2000-
8000
300
330 220(DC)
320
Germany, Austria
DB AG, ÖBB
411(ICE-T) DB 4011(ICE-T) ÖBB
4M3T
T
32
2000-
4000
200
230
230
15kV16.7 Hz
350
10.6
15
185
2850
53
304
357
LZB/PZB,ZU B
Siemens Bombardier Alstom
2 were sold from DB to ÖBB (class 4011). 5 sets with ZUB are suited for operation in Switzerland.
Germany
DB AG
411(ICE-T2)
4M3T
T
28
2005-
4000
200
230
230
15kV16.7 Hz
350
10.5
15
185
2850
55
321
376
LZB/PZB
Siemens Bombardier Alstom
Additional ICE-T trainsets (named ICE-T2) with more seating capacity
Germany
DB AG
415(ICE-T)
3M2T
T
10
1999-
3000
150
230
230
15kV16.7 Hz
273
10.2
15
133
2850
41
209
250
LZB/PZB,ZU B
Siemens Bombardier Alstom
Similar to class 411, 5 are suited for operation in Switzerland.
Germany
DB AG
605(ICE-TD)
4M
T
10
2001-
2240
160
200
200
Diesel
200
10.4
106
2850
195
LZB/PZB, ZUB
Siemens Bombardier Alstom
5 were suited for operation in Denmark.
DB AG
ICE-S
2L1T
C Inspection
1
2006-
9600
280
280
15kV16.7 Hz
211
120.3
2856
N/A
LZB/PZB
Siemens
Germany
wikimedia commons
320
200
444
N/A
N/A
Siemens
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Train length [m]
Train width [mm]
1st class
2nd class
Total
Signaling systems
Suppliers
250
250
3kV
435
10.7
12.5 (unloaded)
233.9
2750
170
220
390
SCMT/BACC
Alstom
250
250
3kV
445
12.2
13.5 (unloaded)
237
2800
139
341
480
SCMT/BACC
Alstom
5880
200
200
3kV 15KV16.7Hz
460
11.8
15.1
236.6
2800
151
324
475
SCMT/BACC, ZUB
Alstom
1997-
5880
250
250
3kV 25kV50Hz
422
12.8
13.5 (unloaded)
237
2800
139
341
480
SCMT/BACC
Alstom
59
1995-
8800
300
300
3kV 25kV50Hz
640(loaded)
13.8
17
354
2860
39+156
476
671
SCMT/BACC ETCS
Ansaldobreda Alstom Bonbardier
T
10 (+2)
2008-
5600
0.48
250
250
3kV 25kV50Hz
443(loaded)
12.6
17
187.4
2830
432
SCMT/BACCE TCS
Alstom
4M3T
T
14
5600
0.48
250
250
3kV 15KV16.7Hz 25kV50Hz
450(loaded)
12.4
17
187.4
2830
431
SCMT/BACC, LZB/PZB,ZU B,ETCS
Alstom
AGV
EMU-11 (6MB6TB)
A
(25)
(2011-)
8640
300
300
3kV 25kV50Hz
200
2900
Approx 500
RFI
"Epsilon"
2L8T
C Inspection
2
2008-
8800
300
300
3kV 25kV50Hz
17
249
2860
N/A
N/A
N/A
SCMT/BACC ETCS
Ansaldobreda Alstom Bonbardier
Based on ETR500
NS Hispeed SNCB
V250
4M4T
(19)
(2010-)
5500
250
250
1.5kV 3kV 25kV50Hz
423
11.8
17
200.9
2870
127
419
546
ATB,TBL,LZB ,ETCS
Ansaldobreda
NS Hispeed:16 sets, SNCB 3 sets
Norway
Flytoget
BM71
3M
16
1997-
1950
210
210
15KV16.7Hz
158
11.4
82.1
3048
0
168
168
EBICAB700
Bombardier
An intermediate car is being introduced for all sets.
Norway
NSB
BM73
4M
T
22
1999-
1950
210
210
15KV16.7Hz
212
8.5
16.5
108
3048
203 246
EBICAB700
Bombardier
"Signatur"
Portugal
CP
CPA4000
4M2T
T
10
1999-
3920
210
220
220
25kV50Hz
299
12.1
14.4
158.9
2920
96
205
299 +2hp
EBICAB700
Alstom
Broad gauge (1668) Loading gauge according to CP requirements
Karelian Railways
(Pendolino)
4M3T
T
(4)
(2009-)
5500
226
220
220
3kV 25kV50Hz
409(Loaded)
13.4
17
184.8
3200
42+6
304
352+2hp
Alstom
Broad gauge (1522)
Russia
RZD
ER200
8M2T
2
1974-
7680
200
200
3kV
557.4
12.8
260
3130
544
RVR
Broad gauge (1520)
Russia
RZD
(Velaro)
4M6T
(3) (5)
2009-
8000
300
250
3kV 25kV50Hz
678(Loaded)
11.8
18.3
250
3265
604
Siemens
SZ
ETR310
2M1T
T
3
2002-
1980
200
200
3kV
14.8
81.2
2800
30
136
166
SCMT/BACC, PZB
Alstom
Renfe Operadora
S100
2L8T
C, A
18
1992-
8800
300
300
3kV 25kV50Hz
392
21.0
17.2
200.15
2904
38+78
213(+2hp)
329(+2hp)
ASFA/LZB
Alstom
"AVE" 3 classes
Renfe Operadora
S101
2L8T
C, A
6
1996-
5400
200
200
3kV
392
12.9
17.2
200.15
2904
112
202(+2hp)
316(+2hp)
ASFA/EBICA B900
Alstom
"Euromed" Gauge 1668 Converted to standard gauge are planned.
Spain
Renfe Operadora
S102
2L12T
C, A, T
16
2005-
8000
330
300
25kV50Hz
324
22.9
17
200.244
2960
45+78
196+2
319(+2hp)
ASFA/LZB/ET CS
Talgo Bombardier
"AVE" 3 classes
Spain
Renfe Operadora
S103
4M4T
16 (+10)
2007-
8800
283
350
300
25kV50Hz
439
18.7
<17
200
2950
37+103
264(+2hp)
404(+2hp)
ASFA/LZB/ET CS
Siemens
"AVE" 3 classes
Spain
Renfe Operadora
S104
4M
20
2005-
4000
212
250
250
25kV50Hz
222
16.6
17
107.1
2920
30
206(+1hp)
236(+1hp)
ASFA/LZB/ET CS
CAF Alstom
Spain
Renfe Operadora
S112
2L12T
10 (+20)
2008-
8000
330
300
25kV50Hz
17
200.244
2960
346(+2hp)
ASFA/LZB/ET CS
Talgo Bombardier
Spain
Renfe Operadora
S114
4M
(13)
(2009-)
4000
212
0.74
250
250
25kV50Hz
248
15.0
16
107.9
2830
N/A
236(+1hp)
236(+1hp)
ASFA/LZB/ET CS
Alstom
Spain
Renfe Operadora
S120
4M
28
2006-
4000 (2700)
150
0.52
250 220(DC)
250 220(DC)
3kV 25kV50Hz
256
14.5
16.2
107.3
2920
82(+1hp)
156
238(+1hp)
ASFA/LZB/ET CS
CAF Alstom Bombardier
"Alvia" Dual gauge (1668,1435)
Spain
Renfe Operadora
S121
4M
(29)
2009-
4800
0.68
250 220(DC)
250 220(DC)
3kV 25kV50Hz
252
17.5
107.4
2920
N/A
280(+1hp)
280(+1hp)
ASFA/LZB/ET CS
CAF Alstom
"Avant" Dual gauge (1668,1435)
Spain
Renfe Operadora
S130
2L11T
C, A, T
34 (+9)
2007-
4800 (4000)
250 220(DC)
250 220(DC)
3kV 25kV50Hz
185.2
2960
62(+1hp)
236
ASFA/LZB/EB 298(+1hp) ICAB900/ETC S
Talgo Bombardier
"Alvia" Dual gauge (1668,1435)
Spain
Renfe Operadora
S490
2M1T
T
10
1999-
2200
220
220
3kV
159
3282
49
111
160(+1hp)
ASFA
Alstom
ADIF
A330
2L3T
C,A,T Inspection
1
2007-
25kV50Hz
190
82
2960
N/A
N/A
N/A
ASFA ETCS
Talgo Bombardier
SJ
X2(X2000)
1L5T 1L6T
C, T
7 36
1990-
15kV16.7Hz
360(6T)
140 165
3080
48 96
213
261(+2hp) 309(+2hp)
EBICAB700
Bombardier
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Italy
Trenitalia
ETR450
8M1T
T
14
1988-
5000
Italy
Trenitalia
ETR460
6M3T
T
10
1995-
5880
Italy, Switzerland
Cisalpino
ETR470
6M3T
T
9
1996-
Italy
Trenitalia
ETR480
6M3T
T
15
Italy
Trenitalia
ETR500
2L12T
C
Italy
Trenitalia
ETR600
4M3T
Italy, Switzerland
Cisalpino
ETR610
Italy
NTV
Italy
Netherlands Belgium
Russia, Finland
Slovenia
wikimedia commons
Spain
Spain
Spain
Sweden
wikimedia commons
wikimedia commons
C, A, T
Tractive Effort [kN]
Seats
Max.Tr. Speed [km/h]
Company
Country
Acceleratio n[m/s2]
207
400
300
0.58
220
130
0.72
330
3260
160
200
200
22.6
18
12.8
8.5
16
18.5
Observations
15 train sets were produced.
3 classes
Alstom
Broad gauge (1520) 3 sets for 3kV, 5 sets for 3kV and 25kV50Hz
"Avant"
Similar to S102 but capacity is increased.
"Avant"
"Alaris" Broad gauge (1668)
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Acceleratio n[m/s2]
Max.Tr. Speed [km/h]
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Train width [mm]
1st class
2nd class
Total
0.64
200
200
15kV16.7Hz
140 205
10.4
55.1 81.5
2960
0
180 288
200
200
15kV16.7Hz
193
10.8
93.4
3063
0
220
200
15kV16.7Hz
355
13.3
188
2830
125
3360
200 (125mph)
200 (125mph)
Diesel
383(2L7T)
197 220
2740
AWS/TPWS
1989-
4350
225 (140mph)
200 (125mph)
25kV50Hz
226
2740
AWS/TPWS
13
2000-
2800
200 (125mph)
200 (125mph)
Diesel
252.5
10.2
116.5
2730
42
226
268
AWS/TPWS
Alstom
34
2001-
2200
200 (125mph)
200 (125mph)
Diesel
185.6
11.0
93.34
2730
26
162
188
AWS/TPWS
Bombardier
"Voyger"
4 40
2002-
2800(5 M)
200 (125mph)
200 (125mph)
Diesel
227(4M) 282.8(5M)
9.2
93.3(4M) 116.2(5M)
2730
26
162(4M) 224(5M)
188(4M) 250(5M)
AWS/TPWS
Bombardier
"Super Voyger"
4 17 6
2004-
3920(7 M)
200 (125mph)
200 (125mph)
Diesel
161.8(7M)
2730
106
236
342
AWS/TPWS
Bombardier
"Meridian"
52 (+4)
2002-
5500
225 (140mph)
200 (125mph)
25KV50Hz
16.1
217
2730
145
294
439
AWS/TPWS
Alstom
Decided to increasing train length to 11 car for 31 train sets and creation of 4 new 11 car trainsets.
4M2T
(29)
(2009-)
3360
225
225
0.75KV 25kV50Hz
11 (unloaded, Avg.)
121.8
2810
0
348
348
TVM/KVB AWS/TPWS
Hitachi
Already introduced to preview service.
CRH1A CRH1B
5M3T 10M6T
40 (+20 by 2010)
2007-
5500
200
200
25kV50Hz
421
11.6
16
213.5 426
3328
144(128)
524(483)
668(611)
CTCS 2
As for the number of seats, outside the parenthesis is for the fixed seats, Bombardier Sifang Power inside the parenthesis is for the rotatable seats. Additional 20 sets are 16-car formula.
CR
CRH1E
10M6T
(20 by 2010)
(2009-)
13500
0.6
250
250
25kV50Hz
859
15.0
16.5
429
400+16 (Sleeping Car)
122
538
CTCS 2
Bombardier Sifang Power
China
CR
CRH1-350
4M4T 8M8T
(80 by 2014)
(2012-)
20000
0.48
380
350
25kV50Hz
934
19.2
17
215 428
664 1336
CTCS 2
Bombardier Sifang Power 20 sets are 8-car sets, 60 sets are 16-car sets.
China
CR
CRH2A CRH2B
4M4T 8M8T
70
20072008-
4800 9600
176 352
250
250
25kV50Hz
359.7 758.8
11.8
14
201 401
3380
51 155
610 1229
CTCS 2
Kawasaki CSR Sifang
CRH2A: 60 sets with 8-car. 1 car is 1st seating car,7 cars are 2nd seating cars CRH2B: 10 sets with 16-car. 3 Cars are 1st seating cars,12 cars are 2nd seating cars,1 car is dining car.
China
CR
CRH2C
6M2T
10
2008-
8200
264
300(350)
300(350)
25kV50Hz
370.8
19.5
14
201
3380
51
559
610
CTCS 2
CSR Sifang
1 car is 1st seating car, 6 cars are 2nd seating cars, 1 car is 2nd seating/dining car
China
CR
CRH2E
8M8T
10
2008-
9600
352
250
250
25kV50Hz
778.9
11.6
14
401
3380
520 (Sleeping Car)
100
620
CTCS 2
CSR Sifang
13 cars are 1st class sleeping cars, 2 cars are 2nd class seating cars, 1 car is dining car.
China
CR
CRH3
4M4T (8M8T)
60 (+100 by 2010)
2008-
8800 (18400 )
300
350
350
25kV50Hz
447
17.9
17
200 (400)
3265
557 (1026)
CTCS-3D
Siemens CNR Tangshan
1 car is 1st class seating car, 6 cars are 2nd seating cars, 1 car is 1st seating/dining car. Additional 100 sets are 8M8T.
China
CR
CRH5
5M3T
60
2007-
5500
302
200
250
25kV50Hz
451.3
11.0
<17
211.5
3200
60(112)
562(474)
622(586)
CTCS 2
Alstom Changchun Car
As for the seat's number,the figure outside the parenthesis is for the fixed seats.inside the parenthesis is for the rotatable seat.
Japan
JRW
0
6M
0
1964-2008
4440
0.33
220
220
25kV60Hz
970 for original 16-car set (Loaded)
12.2
16
150
3380
0
400
400
ATC
H,KHI,KS,NS,TCC*
First HS train in the world. Shortened from 16 cars to 6cars for local transportation. Operation finished in 11/2008. 3216 cars were produced.
Japan
JRW
100
6M 4M
20
1985-
5520 3680
0.44
230
220
25kV60Hz
925 for original 16-car set (Loaded)
11.9
15
152 102
3380
0 0
394 250
394 250
ATC
H,KHI,KS,NS,TCC*
9 sets are 6M, 11 sets are 4M. Shorten from 16 cars to 6-4cars for local transportation. Previously, the max. speed was 230km/h for V sets.
Japan
JRE
200
10M
11
1982-
9200
0.44
240
240
25kV50Hz
688 for original 12-car set (Loaded)
16.0
16.1
250
3380
52
710
762
ATC DS-ATC
H,KHI,KS,NS,TCC*
12cars when introduced. A train set was abandoned after the derailment at Chuetsu Earthquake.
Japan
JRC JRW
300 300-3000
10M6T
50
1992-
12000
0.44
270
270
25kV60Hz
710 (Loaded)
16.9
12
402.1
3380
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRE
400
6M1T
5 (0 by 2009)
1992(2009)
5040
0.44
240
240
25kV50Hz 20kV50Hz
318 (Loaded)
15.8
12.9
149
2947
20
379
399
ATC DS-ATC ATS-P
KHI,TCC*
Japan
JRW
500
16M 8M
9
1996-
18240 9120
0.44
300
300
25kV60Hz
688(16M) (Loaded)
26.5
11.7
404 204
3380
200(16M)
1124(16M)
1324(16M)
ATC ATC-NS
H,KHI,KS,NS*
16-car: 5 sets 8-car: 4 sets. Shortened for local transportation to replace 0 series.
Japan
JRC JRW
700 700-3000
12M4T
75
1998-
13200
0.56
285
285
25kV60Hz
708 (Loaded)
18.6
11.4
404.7
3380
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
JRC 60 sets, JRW(700-3000) 15 sets
Japan
JRW
700-7000
6M2T
16
2000-
6600
0.56
285
285
25kV60Hz
356 (Loaded)
18.5
11.4
204.7
3380
0
571
571
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRC JRW
N700 N700-3000
14M2T
48 (96 by 2011)
2007-
17080
0.72
300
300
25kV60Hz
715 (Loaded)
23.9
Approx 11
404.7
3360
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRW JRK
N700-7000
8M
(29)
(2011-)
9760
0.72
300
300
25kV60Hz
Approx 11
204.7
3360
24
522
546
ATC KS-ATC
Japan
JRK
800 800-1000
4M2T
7 (9 by 2011)
2004-
6600
0.69 0.72
260
260
25kV60Hz
11.4
154.7
3380
0
392 384
392 384
KS-ATC
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Sweden
SJ
X40
2M 3M
D
16 27
2005-
1600 2400
Sweden
Arlanda Express
X3
2M2T
7
1999-
2240
SBB
RABDe500(ICN)
4M3T
T
44
2000-
5200
UK
FGW,NEEC,EM
IC125
2L7T 2L8T
C
80
1976-
UK
National Express East Coast
IC225
1L9T
C
30
UK
GC,HT,NEEC,N R
180
5M
Cross Country
220
4M
UK
Cross Country, Virgin
221
4M 5M
UK
East Midlands Trains, Hull Trains
222
4M 5M 7M
UK
Virgin
390
6M3T
UK
Southeastern
395
China
CR
China
Switzerland
UK
wikimedia commons
T
T
T
Tractive Effort [kN]
210
204
0.7
320
0.38
458 (loaded)
276 (Loaded)
12.0
23.9
Max.Axle Load [t]
Seats
Train length [m]
Company
Country
559
Signaling systems
Suppliers
180 288
EBICAB700
Alstom
190
190
EBICAB700
Alstom
326
451
ZUB
Bombardier Alstom
1074
Observations
FGW:First Great Western, NEEC:National Express East Coast, EM: East Midland
"Adelante" GC: Grand Central, HT: Hull Trains, NEEC:National Express East Coast, NR: Northern Rail
13 cars are 1st class sleeping cars(1 car is special 1st class sleeping), 2 cars are 2nd class seating cars, 1 car is a dining car.
JRC 61 sets, JRW(300-3000) 9 sets
For through operation b/w Shinkansen line and improved classical line (Yamagata line). All sets will be replaced by E2-2000.
JRC 16 sets, JRW(N700-3000) 8 sets
JRW 19 sets, JRK 10 sets
H*
6sets: 800 3sets: 800-1000
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Max.Tr. Speed [km/h]
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Train length [m]
Train width [mm]
1st class
2nd class
Total
9840
0.44
240
240
25kV50Hz
693 (Loaded)
14.2
17
302
3380
102
1133
1997-
7200
0.44
275
275
25kV50Hz 25kV60Hz
352 (Loaded)
20.5
13.2
201.4
3380
51
33
19972002-
9600
0.44
275
275
25kV50Hz
492 (Loaded)
19.5
13.2
251.4
3380
4M2T
26
1997-
4800
0.44
275
275
25kV50Hz 20kV50Hz
259 (Loaded)
18.5
12.2
128.2
E3-1000
5M2T
3
1999-
6000
0.44
275
275
25kV50Hz 20kV50Hz
311 (Loaded)
19.3
12.2
JRE
E3-2000
5M2T
7 (12 by 2009)
2008-
6000
0.44
275
275
25kV50Hz 20kV50Hz
Japan
JRE
E4
4M4T
D
26
1997-
6720
0.46
240
240
25kV50Hz
428 (Loaded)
15.7
Japan
JRE
E5
8M2T
T
(59)
(2011-)
9600
0.47
320
300 320(2013-)
25kV50Hz
453 (Loaded)
22.4
Japan
JRC JRW
923 923-3000
6M1T
Inspection
1 1
20012005-
6600
0.56
270
270
Japan
JRE
E926
5M1T
Inspection
1
2001-
6000
0.44
275
Korea
KORAIL
KTX
2L18T (+ 2MB)
C, A
46
2004-
13560
Korea
KORAIL
KTXII
2L8T
C, A
(10)
(2009-)
8800
Taiwan
THSRC
700T
9M3T
30
2007-
10260
TCDD
HT65000
4M2T
3 (10)
2009-
4800
200
Amtrak
Acela
2L6T
20
2000-
9200
225
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Japan
JRE
E1
6M6T
D
6
1994-
Japan
JRE
E2
6M2T
14
Japan
JRE
E2 E2-1000
8M2T
Japan
JRE
E3
Japan
JRE
Japan
Turkey
USA
Total (current)
wikimedia commons
C, T
Tractive Effort [kN]
Seats
Acceleratio n[m/s2]
Company
Country
210
0.45
0.48
Signaling systems
Suppliers
1235
ATC DS-ATC
H,KHI*
579
630
ATC DS-ATC
H,KHI,NS,TCC*
For Nagano line.
51
763
814
ATC DS-ATC
H,KHI,NS,TCC*
For Tohoku line. 14 sets were lengthened from 8-car-E2. 19 sets are E21000.
2945
23
315
338
ATC DS-ATC ATS-P
KHI,TCC*
For through operation b/w Shinkansen line and improved classical line (Akita line)
148.7
2945
23
379
402
ATC DS-ATC ATS-P
KHI,TCC*
For through operation b/w Shinkansen line and improved classical line (Yamagata line).
148.7
2945
23
371
394
ATC DS-ATC ATS-P
201.4
3380
54
763
817
ATC DS-ATC
253
3350
18 55
658
731
ATC DS-ATC
3 classes First set is being tested.
25kV60Hz
179.7
3380
N/A
N/A
N/A
ATC ATC-NS
Based on 700
275
25kV50Hz 20kV50Hz
128.2
2945
N/A
N/A
N/A
ATC DS-ATC ATS-P
Based on E3
300
300
25kV60Hz
701
17.5
388
2904
127
808
935
ATC(TVM)
Alstom HyundaiRotem
330
300
25kV60Hz
434
19.0
201
2970
30
333
363
ATC(TVM)
HyundaiRotem
300
300
25kV60Hz
503
17.6
304
3380
66
923
989
ATP
H,KHI,NS*
250
250
25kV50Hz
158.5
2920
55
364
419
ETCS, ATS
CAF
241 (150mph)
241 (150mph)
25kV60Hz 12kV60Hz 12kV25Hz
203
3175
44
260
304
ATP
Bonbardier Alstom
566
15.6
16
17
23
Observations
All sets will replace Series 400.
H,KHI*
2225 *Japanese suppliers: H:Hitachi KHI:Kawasaki Heavy Industry KS:Kinki Sharyo NS:Nippon Sharyo TCC:Tokyu Car Corporation
UIC High Speed
Necessities for future high speed rolling stock (Draft v2.1)
1 Introduction
1.1 Introduction The railway sector is undergoing major change both in Europe and the rest of the world. These changes include the relationship between railways and industry, inter modal competition, interoperability, liberalization of railway passenger traffic in 2010 and the prospect of future development of High Speed in the USA, South America, the Middle East, India and elsewhere. This means railway undertakings will have to change their approach to tendering for new high speed rolling stock. To this end, this report gives an overview of issues relating to high speed rolling stock which should be taken into account and recommends the establishment of common standards for high speed. It should be pointed out that the standards for high speed would depend on the circumstance of the geographical area where the high speed train is operated. * This report provides ideas for conventional rail-wheel high speed rolling stock and does not include Maglev. **Abbreviations RU: Railway Undertaking, IM: Infrastructure Manager, RSS: Rolling Stock Supplier, HS: High Speed, RS: Rolling Stock
1.2 Definition of HS (1)Definition in EU (DIRECTIVE 96/48/EC APPENDIX):
1. Infrastructure a) The infrastructure of the trans-European High Speed system shall be that on the trans- European transport network identified in Article 129C of the Treaty: -those built specially for High Speed travel, -those specially upgraded for High Speed travel. They may include connecting lines, Necessities for future high speed rolling stock v2.1
1
in particular junctions of new lines upgraded for High Speed with town centre stations located on them, on which speeds must take account of local conditions. b) High Speed lines shall comprise: Specially built High Speed lines equipped for speeds generally equal to or greater than 250 km/h, Specially upgraded High Speed lines equipped for speeds of the order of 200 km/h, Specially upgraded High Speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case. 2. Rolling stock The High Speed advanced-technology trains shall be designed in such a way as to guarantee safe, uninterrupted travel: -at a speed of at least 250 km/h on lines specially built for High Speed, while enabling speeds of over 300 km/h to be reached in appropriate circumstances, -at a speed of the order of 200 km/h on existing lines which have been or are specially upgraded, -at the highest possible speed on other lines. 3. Compatibility of infrastructure and rolling stock High Speed train services presuppose excellent compatibility between the characteristics of the infrastructure and those of the rolling stock. Performance levels, safety, quality of service and cost depend upon that compatibility. (2)Definition in Japan: “ High speed line is called “Shinkansen railway” (Shinkansen originally means new trunk line in Japanese). The official definition of “Shinkansen railway” is “the main line on which the train is able
to run at least 200km/h at almost entire line” (the law: Zenkoku Shinkansen Tetsudou Seibi Hou). In fact, the Shinkansen railway is a complex system for high speed railway transportation with dedicated technical standard (ex. dedicated high speed track without level crossing, standard track gauge, dedicated loading gauge). Shinkansen train, the Japanese HSRS, is the RS which consists a part of Shinkansen transportation system. (3)Definition in US (“Vision for HIGH-SPEED RAIL in America“, Department of Transportation):
-HSR – Express. Frequent, express service between major population centers 200–600 miles apart, with few intermediate stops. Top speeds of at least 150 mph on completely grade-separated, dedicated rights-of way Necessities for future high speed rolling stock v2.1
2
(with the possible exception of some shared track in terminal areas). Intended to relieve air and highway capacity constraints. -HSR – Regional. Relatively frequent service between major and moderate population centers 100–500 miles apart, with some intermediate stops. Top speeds of 110–150 mph, grade-separated, with some dedicated and some shared track (using positive train control technology). Intended to relieve highway and, to some extent, air capacity constraints. From the world point of view, the HSRS will be the RS with - running on special railway system for high speed (dedicated line or upgraded conventional line) - running at least at the speed of 200km/h
1.3 Current world HSRS See Appendix XX
2 General issues relating to high speed rolling stock 2.1 Development and design Historically, RUs were generally in charge of new high speed RS development and worked closely with RSSs, as was the case for example with the Shinkansen, French TGVs and first and second ICE generations etc. RUs continue to be major players in the railway business and some railways still have extensive knowledge about railway technology. However, recent trends indicate that for development, RUs in Europe are playing a decreasing role. The RSSs are therefore left to bear the majority of development costs, give priority to supplier oriented priorities and interact less with RUs. Liberalisation of the European market will tend to intensify this trend and new entrants will be in an even weaker position to influence HSRS development. At the same time, Japan presents a very different picture. There, RUs have a dominant role in development driven by the conviction that they are best placed to understand HSRS needs. As a result, development costs are generally shared between the RU and RSSs. Regardless of the situation, further HSRS development still depends on a certain degree of RU and also IM involvement and knowledge to ensure that the design is consistent with intended operational and maintenance conditions. Ideally, RUs should therefore have a Necessities for future high speed rolling stock v2.1
3
clear idea of future needs and RSSs strive to provide value for money HSRS which meets these needs. In case a RSS leads the development, the RSS should foresee what RUs, future customers, will need. The product by RSS should be satisfied by RUs and passengers. Notified bodies who approve RSs should understand the new technology. In the development phase and design phase, it is important to predict the performance of expected rolling stock. Predicting train performance depends on a number of complex variables such as braking distance, running resistance, dynamic behaviour, energy consumption, noise radiation, EMC, etc. Train performance should be predicted as accurately as possible in order to avoid lengthy test periods and adjustments before it can enter into operation. Accurate prediction of such complex elements relies on a combination of calculation by computer simulation, subsystem bench test results and data from field tests.
2.2 Procurement When RUs play the major role in HSRS development, procurement generally involves close negotiation with RSSs. However in recent European countries, HS market is being liberalised, HSRS is being standardized on the European market, and the function of RSSs is being emphasized. A RU would then be able to simply select off the shelf products, much like buying from a ‘catalogue’. In such an open market situation, RUs should establish clear criteria to choose proper HSRS. Also, in EU countries, the international call for bid is obligatory. In Japan, given the close involvement of RUs in RS development, a RU places an order with a RSS which will then manufacture it in partnership. Even in this case, order criteria should be clearly described. The criteria will includes, life cycle cost, RAMS and safety, passenger comfort, and other technical specifications. It will also include profitability as Order volume (strong effect on unit cost), The productivity of the RS (passenger capacity, maintenance interval and method), Track access charge to be paid for IM (different value in each RS). If the order volume is large, the unit cost will be reduced but the technical and financial risk will be increased. Parameters for track access charge, controversial in European Necessities for future high speed rolling stock v2.1
4
countries and it may be logical to be proportional to the actual cost on the infrastructure, should be known clearly before the tender. It will be important that the criteria should satisfy the local standard at least and also satisfy the RU’s quality requirement which could be above the level of standard.. RU may be able to add options on top of basic HSRS purchase. For example, RU can add a contract to cover RS maintenance work by RSS (see section 2.6). RU may also choose leasing (see section 2.3).
2.3 Leasing RU may choose a lease rather than purchasing the RS. The leasing company, owner of the HSRS then leases it to a RU, which is similar to the aviation business model. This style is broadly applied in UK. This arrangement makes it possible to considerably reduce investment costs and may be effective especially if the RS will be used for short period.
2.4 Approval Approval serves to guarantee HSRS safety. HSRS must be designed with specifications required for obtaining approval in mind. In Europe, HSRS is approved by authority or sector being authorized and the approval test is conducted under the responsibility of RSS. One of the large problems of approval is its time and cost consuming. The cost of approval is estimated as 10% of the purchase cost. However there is no standardised approval process. Cross acceptance or standardised acceptance procedure is one path to reduce approval procedure related costs. Simplified process should be created for approval of HSRS operated internationally. The new technology and open point which does not listed on the standard will require new approval criteria. The elaborate tests and researches should be executed by the sectors such as RSSs, RUs or notified bodies. The approval system may be a problem for its negative effect for introducing improvement and new technological development because of its risk for the approval cost. The new approval system will be desired to stimulate inducing more technological advancement. Necessities for future high speed rolling stock v2.1 5
In Japan, the HSRS is approved by both RU and national government. Normally the approval cost is shared by RSS and RU.
2.5 Deployment Examples of total time to introduce new RS are shown in Appendix. To introduce new HSRS series, the time between decision to introduce (call for competition) and commercial operation of first set will take 4-5 years including acceptance test. It should be paid attention that the technical development before tender would take 3-5 years. Overall elements of the whole process for RU to deploy new RS are Service planning (foresee the future needs), Technical investigation/Technical development, Making specification, Fixing tender criteria, Tender (with/without negotiation with suppliers), Contract with supplier, Design by RSS (RU join it if needed), Approval test by RSS or RU. Also, elements to be considered in introducing new RS in parallel are Facility planning for new RS, Planning for staff deployment, Installing and constructing facilities, Staff training
2.6 Maintenance strategy and technology RUs are generally responsible for HSRS maintenance and as such carry it out themselves though some examples do exist where the RSS maintains the RS on the RU’s behalf. In Spain, RUs and RSSs usually set up a joint venture which will maintain the HSRS once it is built. The interest of such an arrangement is that the RSS can gather maintenance knowledge from RU and the RU can keep up with new technology via the RSS. In the case of new entrants maintenance work may be mandated to an existing RU or RSS which has the required level of maintenance knowledge. Maintenance of leased HSRS will be carried out by the leasing company. The interval between inspections today is fixed. It should be optimised to guarantee safety, reliability and reduce total maintenance costs. Also new maintenance technology and criteria should be searched and acquired for more effective operation. Necessities for future high speed rolling stock v2.1
6
Currently, the time-based maintenance for preventive maintenance is the main stream. However, if health monitoring or checking of the train’s state can be used broadly, it will replace preventive maintenance by proactive maintenance. If a train diagnosis system is on board, data about the train’s state is easily collected and analysed. This method can optimise maintenance work and reduce maintenance costs and will be more effective for electric devices which could be suddenly failed. The diagnosis could be executed remotely from a ground site realizing remote maintenance. It will help the corrective maintenance method easily. To reduce maintenance costs, system reliability should be increased enough to run during intervals of maintenances, “train autonomy”. The level of reliability should be determined by the strategy of operation. Maintenance rule should be flexibly reconsidered to be benefited by introducing new maintenance technology and method. Regarding to the maintenance issue, RS could be used for the infrastructure maintenance. Monitoring and analysing system for infrastructure maintenance could be installed on commercial RS, which allows efficient maintenance. The system should be compact and reliable enough. Especially for small maintenance work such as cleaning and disposal, the rolling stock should be designed to realise quick work and the facility and its location should be considered to support quick operation.
2.7 Life time and life cycle costs (LCC) In European countries, the life of HSRS is normally estimated to be around 30 years. France and Germany estimates it at 30 years for example. Considering the RS has such a long life, it requires a mid-life renovation. In Japan, HSRS is assumed to have a life of about 15-20 years and is not subject to the same renovation. The aim of renovation is to adapt the RS to customer needs, prevent deterioration and add technological innovations. For example in France, flexibility for the renewal of interior design and seat arrangement are very important to meet changing customer needs. The flexibility for renovation may be an important factor for the RS for long life use.
Necessities for future high speed rolling stock v2.1
7
In case of the comparison of renovation and introduction of new series, renovation would be decided upon in the light of several factors: does a new series exist and if so, will it be introduced? What is the relative cost of renovation against introduction of the new series? Is it possible to introduce brand new technology or not, etc. The strategy to introduce long life RS with renovation or short life RS without renovation will depend on LCC, service strategy of the RU and so on. LCC is central to evaluating cost effectiveness. The LCC encompasses all costs: purchase, operation and maintenance, renovation, scrap and recycling. The capacity of the train would be an important factor for evaluating the cost effectiveness. Purchase cost includes not only production cost but development and acceptance test cost in many cases. The size of order will strongly affect the cost per unit. Please see the report “Cost of HSRS”, 1999, UIC high speed. LCC calculations are by definition hypothetical and do not reflect “real” costs. They may however be used as a basis for deciding whether or not to introduce certain HSRS. Modular design makes renovation easier because parts can simply be replaced and this requires components with standardised dimensions. The principle of Half-weight, Half-cost, and Half-life will be used to keep up with customer expectations at a low cost. This principle will realize short life cycle rolling stock and it will reduce the risk of finance and outdated design due to the long life. This method was used in the case of a Japanese commuter train set.
2.8 RAMS (Reliability, Availability, Maintainability and Safety) RAMS is regulated as IEC 62278. All HSRS should meet RAMS criteria or at least its concept to assure high level service and safety. The concept of RAMS aims at passenger satisfaction through the products. The management cycle of application, observation and improvement of the RS should be continuously executed. This activity would change the design process and maintenance system of RS.
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RAMS of a component can only be established by the thorough design and following extensive testing after assembly. Prospect of RAMS of RS at the pre-operation stage depends on the RAMS of subsystems and their system trees. Testing prior to beginning operations obviously should be as thorough as possible in order to assure RAMS to be acceptable level. For stable operation, reliability and availability should be increased to the required level. It should be considered to hold the redundancy of the total train system. Especially for components difficult to include redundancy such as mechanical components like bogies, doors, etc, they should be reliable enough not to affect on the operation.
2.9 Modularity and standardisation of train parts and components Modularisation and standardisation would have a direct impact on the cost of RS manufacturing by low cost of design and standardised parts. It will also make easier to replacement and renovation of RS parts. Standardisation would be especially important in the case of interface parts. Standardisation also makes easier new suppliers to enter the market which encourages competition of suppliers and may reduce the price. HSRS has to meet a series of operational specifications like TSI, for example, ENs, UIC leaflets, ISO standards, etc. It should be mentioned that the standard is the minimum requirement for operation and the RU has to consider requirements to satisfy the need. Modular design will provide wide variety of final products with low cost. It will easily realize to meet the need of the RU with low cost though it may require some compromises against the full agreement of the need. It will also give a chance for RSSs to increase production number and reduce the cost much more. This concept may be profitable for both RU and RSS though it may need systematized design which may be costly. Standardisation should leave room for technological progress and should not suppress innovation. Constant revision will be necessary to meet the technology level of the age.
2.10 Compatibility with infrastructure Generally, local standards determine compatibility between RS and infrastructure interfaces. When a new HS system is introduced to an independent area from existing system, a new standard will be introduced to optimise the HS operation. Should new HSRS be introduced in an area where HS already exists, then it must be compatible with that Necessities for future high speed rolling stock v2.1 9
system. In EU countries, TSI must be obeyed as the minimum requirement. Optimisation of the system from a technical point of view can only be achieved if RUs and IMs take a holistic approach to the system. The topics considered as the compatibility are, for example, Track gauge, Loading gauge, Train length, Current collection, Platform height, Signalling and Communication system, etc. and these topics are mentioned later.
3 Basic operational aspects of high speed rolling stock 3.1 Train set formation and basic dimensions 3.1.1 Track Gauge Standard gauge (1435mm) is most common today. However, Spain, Russia and Finland operate or plan to operate at 200-300km/h on broad gauge. An independent system free of compatibility constraints could be chosen for broad gauge in order to increase passenger volumes. However, this gain would be in part off set by the cost of special modifications required to adapt RS to the broader gauge and possibly high cost of building a different gauge HS system. If there are different gauge systems in a network, the need to link different gauge systems would also probably arise. However it adds further cost and time delays because special variable gauge RS would have to be built and trains would run slower as they changed from one system to another. By the recent technological development of increasing running speed and gauge change speed, such negative point is being overcome. Narrow gauge will be disadvantageous to achieve high speed system because of constraints of component size from technical point of view and profitability (capacity per investment) from economical point of view.
3.1.2 Loading gauge In terms of loading gauges, there are typical gauges, the UIC gauge and the Shinkansen gauge. There are three kinds of UIC gauges, A, B and C, and the largest is C gauge. Necessities for future high speed rolling stock v2.1
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Normally C gauge is used for new high speed line in European countries. In Japan, Shinkansen gauge, 250mm wider than UIC C gauge, is applied*. Such kind of wide gauge is effective to increase passenger capacity in terms of width (5 seats per row is possible). Taller gauge like UIC C (4650mm) gauge and Shinkansen gauge (4500mm) will also increase the capacity by double deck structure. The larger loading gauge may be considered as an option to maximise capacity and passenger comfort if the HS system is independent from the existing network. *In Sweden, Russia, and China adopt wider loading gauge than the major western European countries. In Spain, the HS line between Madrid and Barcelona were designed to adopt Shinkansen loading gauge. If car length is shortened, the width of RS can be maximized within the regulated loading gauge. The aerodynamic issue by large loading gauge is mentioned in the section 3.3.6 and 3.5.1.
3.1.3 Axle load Axle load should be minimised to reduce infrastructure maintenance work unless this conflicts with safety and operational needs such as running stability, signalling, and so on. To this end the weight of parts such as body shell, electric components, interior fittings, seats and so on should be reduced as much as possible. Total weight saving is easier if a single widely used part can be made lighter. Since bogies are by definition very heavy, simplifying their structure can also be an effective way to reduce weight. Generally, non-articulated and EMU type structures will have lighter maximum axle load. Weight reduction will also give a positive effect on the energy consumption. For safety reasons, wheel balance must be taken into account. Therefore it is necessary to maintain the wheel difference ratio within a certain percentage margin.
3.1.4 Train length The maximum length of a train in Europe, as stipulated by the TSI is 400m, which is the same as in Japan. This seems based on the maximum optimum length in practice. Of Necessities for future high speed rolling stock v2.1 11
course the longer length could be considered if we foresee the future demand increase. Having same length trains (for example two 200m trains) operated as a coupled train set to adapt to changes in demand and line capacity ensures efficiency and flexibility. Mixed operation of long single set and coupled short train set has already operated (ex.400m ICE1 and 2*200m ICE2 in Germany, or 400m CRH2A and 2*200m CRH2B in China). Operation by trains able to couple three trains is possible (for example, 120m trains *3). This may be a good idea for direct connection service for less demand. However, the total capacity will be reduced because of the train nose which decreases the passenger space, and also the cost will be higher because of the number of leading cars which costs much. It may be possible to design the configuration of the train separated as 1/3 and 2/3 (for example, 240m train + 120m train). It can also be useful for direct connection service for less demand with overcoming disadvantage of three train configuration and it can realise 1/3 length, 2/3 length and full length train by combining 2 kinds of train sets. Noses on high speed trains are getting longer which unfortunately diminishes the capacity, given this maximum permissible length. So in the interest of optimising capacity the nose should be as short as possible. From the commercial point of view, the capacity of one train set is crucial to determine the train length. The train set formula should also be determined by the operational point of view.
3.1.5 Car length The basic car length on an articulated HS train is about 13-19m and cars on non-articulated trains measure about 25m. These again will be the optimum values relative to capacity and loading gauge. In case the shorter body by widen body structure, the train may require articulated structure for optimum number of bogies. Again, if car length is shorten, the width of RS can be maximized within the regulated loading gauge.
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3.1.6 Distributed/Concentrated There are two types of trains from in terms of the traction distribution: distributed powered and concentrated powered. In concentrated powered train, it can be classified to three types. The general comparison of them is listed below. Distributed
Concentrated
Concentrated
Loco Hauled
Power
Power
Power
(one
locomotive
with
fixed train set) Propulsion system
Lower and
Traction
performance
relating to number of
power large
Higher
power
Higher power and
Higher
power
and
small
small number
and
small
number
number
Higher
Lower adhesion
number Lower adhesion
Lower
adhesion
adhesion
traction wheels Maximum axle load
Lighter
Heavier
Heavier
Heavier
Passenger capacity
Full
2 cars less than
1 car less than
1 car less than
distributed
distributed
distributed
Noise
in
passenger
Larger
Smaller
Smaller
Smaller
costs
Larger
Smaller
Smallest
Smallest
Flexibility of train set
Lower
Lower
Lower
Higher
Redundancy of the main
Higher
Lower
Lowest
Lowest
More difficult
More difficult
Medium
Easier
No
No
Possibly
saloon Maintenance
relating to the number of traction motor
component failure Change
over
between
systems Maximum
speed
restriction for running
yes
push mode
in
Possibly yes in push mode
direction The recent design trend of HSRS is distributed powered. The latest HSRS designed by major European suppliers are distributed powered, and in Japan, all HSRS is distributed powered from the beginning of the history. The main reasons of the stream seem its traction performance, capacity especially in European countries, and maximum axle load especially in Japan. The type of system selected also depends on existing maintenance facilities. If the facility is Necessities for future high speed rolling stock v2.1
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particularly suited to one type, it is disadvantageous to select anything else.
3.1.7 Articulated/Non-articulated Generally speaking, articulated trains offer several advantages: overall lighter train set, lower cost of bogie maintenance (fewer bogies), improved ride comfort because of rigid train-set structure as well as some arguments to say that they are safer in the case of derailment. Non-articulated trains have the advantage of having lighter axle loads, easy separation of cars for maintenance, easy rearrangement of cars as well as higher capacity for the same train length because there are less partitions. Selection of one type of train or another will also depend on what maintenance facilities already exist.
3.1.8 Double decker trains Generally double decker trains increase capacity. Capacity depends on the structure of the train set, i.e. floor height of the door (fitted for low platform or high platform), articulated or non-articulated, and concentrated power or distributed power. Double decker trains by definition need stairs and in future, lifts will have to be fitted to improve accessibility. Generally a double deck increases the axle load since structure and capacity are larger. A double deck also tends to weaken resistance to cross winds because of the large height of the vehicle.
3.1.9 Floor and ceiling height Floor and platform height must be compatible and accessibility should be facilitated by having flat floors. To ensure accessibility, HSRS floor height is ideal if it is level with platforms. Some countries, Japan, China and Taiwan etc. are already accordance with this principle. In Europe, the minimum mandatory requirements are set out in a TSI. In such situation Necessities for future high speed rolling stock v2.1
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that many platform heights exists, some measures are necessary to compromise. A compromise is reached by installing step. It may also be reached by suspension control to compensate the height difference between platform and floor height. The ceiling height should be calculated for comfort and for overhead luggage storage if necessary.
3.2 Basic performance 3.2.1 Maximum speed Maximum speeds today vary between 240-350km/h on the majority of main lines and 200-250km/h on upgraded lines. Current world maximum speed RS is CRH3 in China at 350km/h. The maximum speed for newly constructed main lines will be 300-360km/h, and the step after the next will be 400km/h. The maximum speed should be determined by the commercial point of view (travel time between cities), estimated cost (extreme high speed may not be economically feasible), and technical issues. Currently, we can categorize HSRSs in three types in the market, -Extreme high speed (over 300km/h): running mainly on the dedicated high speed line. Several series are already operated and some series are being developed. -High speed (240km/h-300km/h): typical high speed train operated in the world and running mainly on the dedicated line. -High speed for conventional (200km/h-250km/h): running on both dedicated high speed line and upgraded conventional line. Many of such RSs have tilting function.
3.2.2 Acceleration and deceleration Given that the main aim of HS is to reduce travel time between two points, acceleration and deceleration performance will especially be an important factor to be taken into account for trains running short distance, running with many stops, or running on lines with speed restricting factors such as curves. Higher deceleration in emergency should be taken into account for safety.
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3.2.3 Current collection HSRS pantograph geometry must be compatible with the infrastructure where it is to be used. Contact performance should be excellent for high speed current collection and for preventing contact wire wear which leads to higher costs since replacing a contact strip will be easier than replacing a contact wire. A holistic approach to optimisation of current collection system is all the more important when the IMs and RUs comprising the HS rail system are separate companies. Reduction of pantograph may be necessary for the weight reduction, noise reduction, and cost reduction. Unified pantograph may be necessary for multi voltage train. Also the system to collect current from only one pantograph per train may be necessary. The distance between the two pantographs attached to the roof should be also determined according to current collection performance analysis to avoid the dynamic interference added by two pantographs to the catenary. For HSRS to run on non-electrified line, diesel powered HSRS is possible. However it may be powerless and unfriendly to the environment. Though the calculation of CO2 emission, energy consumption and cost should be executed, electrification or diesel-motor hybrid system may be suitable to the future HS system.
3.3 Safety and security issues 3.3.1 Running stability The TSI stipulates that HS trains must be stable at 110% of the maximum operational speed. Nevertheless the percentage value, RS should be assured to have safety margin for stable running at maximum operating speed. Dimension of the bogie such as wheel base, design and parameter of damper and spring, etc should be thoroughly designed and tested. The conicity might be reconsidered according to the wheel base of the bogie, maximum speed, and the track dimension for stability and lateral force reduction. (see also section 3.8.8 and 5.1) Necessities for future high speed rolling stock v2.1
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3.3.2 Signalling Cab signalling is mandatory for high speed. Currently for dedicated high speed tracks, continuous control systems like TVM in France, LZB in Germany, ATC in Japan, ETCS as a European standard, etc. are applied. In almost all of their systems permissible speed is indicated not only as a discrete value but continuous braking curve realizing high density operation and good riding comfort. In the case of high density operations, performance can be improved with braking curves and mobile block sectioning. ETCS (level 3) in European countries, CTCS in China, and ATACS in Japan are examples of this kind of system. ETCS is destined to be used mainly in European countries and the next standard of European signalling system, and ATACS is currently being tested (currently only for conventional lines). On board signalling systems should be compatible with all lines on which the train runs. ERTMS, a common international signalling system in Europe, is being developed to simplify interoperability. However, until the latter is fully developed, trains will have to run with several on board systems, so signalling components will have to be integrated to be compact for fitting on the RS.
3.3.3 Communication In European countries, GSM-R is being developed and used as a part of ERTMS system for a standard track-train communication. In Japan, the most commonly used system is LCX cable digital radio. Communication system would be better to be used not only for operation use, i.e. train staff and traffic control but also for passenger services such as internet service. It will need high capacity.
3.3.4 Crash resistance (designs to prevent of loss of life) In TSI for European countries, there is already a regulation which demands RS to have a structure to absorb crash energy. Crash safety is particularly important in the case of HSRS running on lines with level crossings. The train should be built in a way that ensures there is a crash resistant safety Necessities for future high speed rolling stock v2.1
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zone that prevents loss of life to passengers and driver. This philosophy may increase weight of RS and may not be feasible if the required energy level is extremely high. If RS runs on dedicated HS lines with high level safety systems this is less of an issue. Especially in case the RS design is not feasible (too much heavy etc), the crash safety should be assured by the whole HS system, i.e. signalling system, track design, operation system and so on, and not only by RS.
3.3.5 Fire safety Materials used in HSRS should be non-flammable or at least flame resisting. They should be also light weight, environmentally friendly, and economically feasible. Also, evacuation regulation should be obeyed to the rule applied to the country where the RS will be operated. For fast evacuation, the size of doors (wider is better), size of walking corridor (wider is better), and layout of cabin (number of doors and large and breakable windows) should be considered well.
3.3.6 Crosswind resistance The risk of overturning due to crosswinds must be factored into the design equation due to operational conditions in high speed (running over viaducts, embankments etc). Further research should be executed. Common measures to counter this risk for RS will be: reducing car height, reducing the height of the center of gravity, rounding off roof edges etc. However these are possible to reduce passenger comfort inside the saloon. A common external measure is to build a line side wind breaker to reduce the impact of crosswinds on the train. This issue may be taken into account the combination of measure for RS and infrastructure.
3.3.7 Security Some RUs already have railway station security systems. For RS, CCTV (Close Circuit TV) or other sensors will be considered to find dangerous objects or suspicious person during Necessities for future high speed rolling stock v2.1
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operation. When such system exists on RS, research should follow on how to prevent incidents and how to process collected data.
3.3.8 Derailment Derailment may happen by external and internal cause to the RS. External cause, not necessary to mention in this paper, is for example natural disaster like landslide and collision at the level crossing. Internal cause is for example the defect of bogie parts and track irregularity which interacts directly to the wheel. To assure the safety to the derailment, each type of RS should be measured the derailment coefficient on the whole line where the RS will be operated. The coefficient value is related to many elements, the profile of wheel/rail, weight, weight balance, dimension of the bogie, running velocity, and so on. The verification standards have already exists in countries where HS train is operated and should be respected. For further high speed they may be possibly revised, therefore field tests should be done repeatedly for the revision. Of course, the defect of RS parts should not cause derailment. Especially after the change of the bogie design, bench tests and field tests should be done carefully and sufficiently. The safety after derailment should be considered. There are arguments to say that articulated trains are safer in the case of derailment. (It may or may not be true.) To increase the safety after derailment, there is an idea to attach guiding devices under HSRS axle boxes to avoid significant deviation from the track after derailment. This idea is realized in Japan as a measure after derailment by the huge earthquake.
3.4 Environment 3.4.1 CO2 and energy Reduction in CO2 emissions from HSRS is proportionate to the reduction in energy consumption. Various methods exist to reduce energy consumption: reduction of power unit energy loss, use of regenerative braking and reduction of running resistance. Better management of power unit would be realized to redesign the circuit and control. Adoption of highly efficient devices would be also effective for the reduction of energy loss. Smoother car body surfaces etc. diminish running resistance (see section 3.5.1). Reduction of weight will also be effective. The energy saving for stand-by RS would be necessary by better Necessities for future high speed rolling stock v2.1
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management of main circuit system, air-conditioning system and so on. For air conditioning system, the better heat insulation structure would be effective. In the competitive situation of different operators on the same line, the energy consumption meter may be necessary to report energy consumption to IM. It will be useful for reducing energy consumption because the measurement will motivate energy consumption reduction. The energy saving driving could be planned on the diagram, and the driving support system for the driver with less energy could be created. ATO could also be used.
3.4.2 EMC EMC must meet government and other regulatory requirements and it is important to test not only isolated components but also entire HSRS once it is assembled. A huge amount of tests must be conducted under the several conditions (power, brake, coupled, and so on.) Further research to obtain general principle is anticipated to reduce the test.
3.4.3 Noise (Outside) External HS train noise is classified as rolling noise, noise from mechanical parts and electrical components, contact noise from the pantograph, and aerodynamic noise. Aerodynamic noise forms the main source of noise on HSRS according to the research and tests so far. It stems from pantograph, roughness of car body, the gap between cars, the nose, the space around bogie, and so on. This can be reduced with smoother surfaces, using noise dampers, using aerodynamic parts and fitting insulation panels around pantographs and bogies etc. Rolling noise, not much dominant at higher speed, will be reduced by both measures for wheel and rail. One of the measure for rolling stock measure, for example, is damped wheel. Parts and components should be designed to aim at low noise structure as blower-less structure, for example, and noise insulation. Contact noise will be reduced by the improvement of contact loss late. Necessities for future high speed rolling stock v2.1
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3.4.4 Ground vibration Ground vibration depends on track side conditions, infrastructures, axle distribution in a train set and axle load. The most effective measure to tackle this in the case of RS is to reduce axle loads. It will be necessary for RU’s to promote RSS to manufacture HSRS in ecological way.
3.4.5 LCA LCA should be considered in the future HSRS. Further research and benchmark should be executed. Concerning to the LCA, the materials used in RS should be environmentally friendly and be recyclable or reusable. Because plastic and glass are difficult to recycle, it will be necessary to develop ways to recycle and reuse these materials. Some heavy metals and liquids harmful to the environment should be prohibited to be used. The use of composite materials which may be difficult to recycle will increase in the future. The disposal of them must be taken into account.
3.5 Aerodynamics Aerodynamics is a key issue for HS trains.
3.5.1 Aerodynamic resistance Reducing the loading gauge helps reduce aerodynamic resistance. Once again however, smaller loading gauges reduce passenger space that effect comfort and capacity. Both advantages and disadvantages should be balanced. The large loading gauge may be possibly increase aerodynamic resistance due to the increase of perimeter of the cross section. If we compare the same capacity of two trains, a shorter train with larger loading gauge and longer train with smaller loading gauge, we can find that the aerodynamic resistance of shorter train may be smaller because the aerodynamic resistance depends more on the length of the train. The comparison can be done by simple calculation and some formulas are used already in some countries. Necessities for future high speed rolling stock v2.1
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Smoother body shape, i.e. flat window, flat door, covered gap between cars, aerodynamic shaped protuberance, covered protuberance, flat undercover, etc, also helps reduce the resistance. Having a longer nose has a limited impact on aerodynamic resistance given that most resistance is from the body surface especially of the longer train. Resistance by the rear nose and coupled nose should be considered.
3.5.2 Tunnel micro-pressure waves On lines where HSRS runs through a high number of tunnels, this issue becomes a problem. Lengthening the nose, optimizing the nose shape and having a smaller loading gauge mitigate micro-pressure waves. However, these measures again reduce passenger comfort. A balance must therefore be struck to achieve optimum effect. There is an idea that leading car will be designed to lower the roof height or reduce its width to smaller clearance gauge.
3.5.3 Pressure fluctuation from passing trains running through tunnels This problem would be larger if the proportion of tunnel cross section and train loading gauge. This issue also relates to the riding comfort (see also section 3.6.4). General effective countermeasures to this are to lengthen the nose, smooth the car body and use a smaller loading gauge. However, longer noses and smaller loading gauges reduce passenger space. A balance must therefore be struck to achieve optimum effect. In addition, the body shell must be sufficiently robust to resist repeated exposure to such pressure fluctuation. This is important especially for the RS running on the line with many tunnels. The HSRS should be enough air tightness for passenger comfort. (see section 3.6.4)
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3.5.4 Flying ballast Certain HS trains sometimes cause ballast to scatter. It is believed that this phenomenon is due to the vortex created by the train. It may be related to the lower body structure. As a solution for the RS, some aerodynamic parts are fitted to the RS to smooth air flow around bogies (Germany). To avoid applying measure after operation and incorporating the measure in RS design stage, further research is necessary. Solutions applied to the infrastructure are lowering the ballast level of the track (Spain) and installing net covering the ballast under the track (Japan).
3.5.5 Riding comfort by aerodynamic fluctuation Especially in tunnels, the riding comfort may be possibly influenced by the aerodynamic fluctuation vibrating the car body. It should be researched if the phenomenon is assured.
3.6 Comfort 3.6.1 Ride comfort Choice of proper primary and secondary suspension are fundamental for ensuring ride comfort. Now the majority of secondary suspension is air suspension. Active suspension (full active suspension or semi active suspension) is increasingly being introduced to control secondary suspension, mainly to reduce lateral vibration but which may also help to reduce vertical vibration. Research is being carried out to introduce active suspension to primary suspension too. Reducing elastic vibration depends very much on how stiffen the car body shell can be made. The natural frequency of elastic vibration must not coincide with the operation speed frequency. Tilting system will be problematic in ride comfort (see section 3.6.3). The test should be well done before introducing to commercial service.
3.6.2 Noise abatement in the passenger saloon Materials and structure design for passenger cars should aim dampen or cut noise emanating from the floor, windows, walls, ceiling and eliminate sources of noise generally. In the case of EMUs, noise abatement measures are especially important since a large number of noisy components are located beneath the passenger saloon. Air conditioning Necessities for future high speed rolling stock v2.1
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system and forced ventilation system are also strong noise sources at the component itself and air duct. Silence structure should be considered. The standard for the noise level would be determined by each RU according to the required service level for the RU.
3.6.3 Tilting system Tilting systems for better ride comfort in curves have already been introduced on HS trains as a necessary measure for running on conventional lines at high speed. Although this measure may not be necessary for HS trains running mainly on HSL, the latest Shinkansen (running on old HSLs) introduced a small degree of tilting by means of air suspension control in order to keep the running speeds through curves. So in the future we may see even HS trains running mainly on HSL, using such tilting technology to increase running speeds. There are several systems for tilting train; natural tilting with higher roll center and forced tilting by the actuator or air suspension. The ride comfort in each tilting action is different in each system. Ride comfort not only in curves but in transition period between curve and straight track would be more important. Tests should be well done before commercial service. The loading gauge of tilting train tends to narrower. It should be paid attention that it could deteriorate passenger comfort.
3.6.4 Airtight structure HSRS should have airtight structure not to expose passengers to extreme pressure fluctuation. This is essential in the case of HS trains especially for those running through tunnels. Current HSRSs have onboard systems which close vents on entering a tunnel or remain airtight with continuous ventilation. Car body including doors must be well sealed.
3.6.5 Air conditioning Air conditioning must be installed for passenger comfort. The power of the air conditioning component should be determined by the climate where the RS will be operated. The function to control humidity would be an option especially for humid or dry country. Heat Necessities for future high speed rolling stock v2.1
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insulation of the car body is essential for the effective air conditioning. Air conditioning in driver’s cab is important because large windows around the cab easily transmit heat and also the requirement for the driver’s working environment should be complied. An independent air conditioning system for driver’s cab will be necessary. Ventilation system is also necessary and it should avoid the large pressure fluctuation in cabin at the tunnel sections. If the line has many tunnels, continuous forced ventilation system will be necessary to ventilate enough air or at least the system shutting the opening for ventilation before entering tunnel. Air condition for each seat may be an idea for passenger comfort.
3.6.6 Extreme climatic conditions HSRS will increasingly be operated in extreme climates – very high or very low temperatures, exposed to sunshine, snow and dustier conditions or dry or humid climates. For each case, further research is needed along with extensive field tests. Factors to be considered include as follows. For high temperatures: air conditioning performance, heat transmission, time required for preparation to enter service after train activation For snow and low temperatures: heat transmission, clearing of snow and ice to avoid destroying infrastructure and preventing damage to RS, anti-icing of mechanical parts like door, bogie and pantograph, avoiding infiltration of snow into components, time required for preparation to enter service after train activation For dry or humid and/or dusty climate: sealing on components, filters on components, air conditioning able to remove/add humidity of passenger cabin, keeping electrical components dry to avoid electrical problems. Sunshine: deterioration of certain parts.
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4 Commercial and human factor aspects of high speed rolling stock For the recent competitive situation and the increase of the level of customer demand, the RS to assure customer satisfaction will be necessary. Similarly the RS friendly to the staffs working on RS will be necessary.
4.1 Ergonomics Ergonomics is an important factor for optimising man-machine system performance because it makes human beings central to design. It helps to improve safety and comfort for passengers including those with reduced mobility as well as working conditions for staff. For RS to be used over a long period of time, anthropometry, i.e. evolution of human body, should be taken into account. (For example, in Japan in 2006, it was established that the height of the population had increased about 3cm in 12 years.)
4.2 PRM(Person Reduced Mobility) - Accessibility Factors that should be borne in mind to ensure accessibility and freedom of movement within the train especially for those with reduced mobility are: Flat floors, same floor and platform heights, mechanisms to reduce the gap between the train and the platform, widened doors to allow for wheels chairs, lifts for double decks, fastening to secure wheel chairs in place, properly equipped rest rooms, visual and voice guidance etc. Many of them will violate to the train capacity, however, this must be taken into account and would be more and more important for future HSRS.
4.3 Driver desk and cab Analysis of current and future tasks should determine the design of the driver desk. Analysis is all the more important when new technology or interfaces are introduced. Given the increasing number of functions required for interoperability and the decrease in space due to nose aerodynamics, priorities for design will be: ease of operation, prevention Necessities for future high speed rolling stock v2.1
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of operational errors, ensuring sufficient front vision, reducing driver fatigue, noise abatement and ensuring sufficient space for the driver. Designs can be tested using mock-ups. The driver desk design may be necessary to be easily interchangeable to meet new requirements such as signalling system upgrades. Standardisation of devices used by drivers may be necessary to reduce driver workload and operational errors. For interoperable trains, the design should be standardised throughout those countries where the train is in operation. Nonetheless, a standardised driver’s desk may not be technically optimal since a standard may be the result of too much compromise among several countries. What is clear is that the search for optimal solutions will have to continue. Automatic train driving systems already used for urban transport in some cases could be applied for dedicated HS system with the necessary safeguards to guarantee safety. The job of drivers on such trains would then be more service orientated.
4.4 Cabin design Cabin design is directly related to passenger comfort and affects an operator’s image and profitability. Also the design strongly depends on the policy of the RU.
4.4.1 Capacity Capacity is one of the most prioritised parameter for cabin design. It is advantageous to increase capacity as much as possible unless the comfort for passengers is violated. For example, service facilities such as restaurant car will reduce the total capacity, however, it must not be avoidable according to the policy of the RU. To increase capacity, if the car body width allows, 2+2 rows will be fit in 1st class and 2+3 rows in 2nd class and for high density and short distance transportation, 3+3 row may also be possible. The double decker structure will increase the capacity depending on the structure of the train like articulated or not and component arrangement. Necessities for future high speed rolling stock v2.1
27
4.4.2 Seating Seating and service category Seating in HSRS today is arranged into compartments, facing, in rows or a mixture of these three. Preferences depend on the country and type of service. Row seating appears to be the most popular choice generally, and for very long distances, compartments - especially for personal use or small group use - will be still the preferred choice for customers. Currently most of the HSRS has two class seats and in some countries, three class services are introduced. To differentiate the service from air service, it may be worth to introduce. The class may be differentiated not only by classes but by the other criteria such as, for example, silent (no mobile phone, no announcement) or not, marketing category (normal TGV and iDTGV in France for example), personal/business or family, and so on. The seating design may be determined by the criteria. In China, HS sleeper exists for long distance services (ex. Beijing-Shanghai). Though such a sleeper operated for specialised use may reduce train operation efficiency, it may be necessary for long distance service. Flexible seating An idea of flexible seating exists that a rail is fitted to the floor and seats can be fixed at the desired point. It is important that the design should be allowed the flexible arrangement in the cabin when renovation. Seat dimension The seat pitch in 1st class should allow most people to stretch out their legs in front of them. 2nd class provides knee space for the average individual even when the seat in front is reclined. The width of a seat in 2nd class should be of average shoulder width at least. Depending on the class of service, seats also need to recline, and some should be fitted with head rest, foot rest and arm rest. In any case sensor tests can be used to help determine the seat structure. Rotating seats provide extra comfort for those passengers who dislike contrary to the train Necessities for future high speed rolling stock v2.1
28
direction. In some countries rotative seats are introduced. In Spain, the staffs rotate the seats at the departure station. In Japan, also staff rotates the seat by hand or using system that seats can be automatically turned around. Passenger can easily turn the seats. As it is assumed that most people will use a laptop, the flip down or flip up table design should take this into account and should be borne in mind for the placement of power sockets and wired or WiFi internet connection.
4.4.3 Windows Larger windows with narrower frames create more noise, heat, sunshine and weaken the vehicle body but have the advantage of producing an impression of space and improving the view from all seats. To maintain high visibility from all seated positions, the location of windows is better to be defined after the seats have been arranged. For example, on the Shinkansen each seat corresponds to a window. However it makes difficult to change seating in renovation. Narrower window frames improve visibility in the case of flexible seating.
4.4.4 Doors HSRS today has a pair of doors for every 30-90 seats. Shorter distances to doors improve accessibility and reduce time for boarding and disembarking at stations which helps reduce stopping time and evacuation time in case of emergency. However, more doors mean reduced capacity. PRM and large pieces of luggage must be borne in mind when calculating door width. In the case of large gaps between the platform and train (such as curved platforms or small loading gauges) extendible steps may have to be fitted for better accessibility.
4.4.5 Toilets By and large, current HSRS has one toilet per car. There may be a minimum of one toilet facility for PRM per train. For more comfort, there may also be baby-changing tables or spaces for applying make up. Necessities for future high speed rolling stock v2.1
29
The water and waste tank capacity will determine running time between service stops. Materials used and the design should make keeping the toilets clean, easy, i.e. easy maintenance and wear resistant. Reduction of LCC should be taken account. Recently, a biochemical process is being developed for the disposal of sewage. It may be an eco-friendly method and could make operation easier.
4.4.6 Luggage storage HSRS currently provides overhead, end of saloon and floor storage for luggage. Storage close to the passenger is preferable to avoid lost luggage. Floor storage uses up considerable capacity so overhead storage is probably the best solution for small items.
4.4.7 Cleaning Each car may need to be installed with sockets for cleaning equipment. Innovative materials or coverings can contribute to make cleaning easier. Robots can be used to clean floors. Seats with cantilever legs will realise easy floor cleaning.
4.4.8 External design External design of HSRS is important for image. Engineering requirements will have a large impact on the external appearance of HS trains, so close cooperation is required to meet engineering and design needs.
4.5 Passenger services 4.5.1 Information network Railways will eventually have to provide some sort of local network facility, as exists for homes and offices. This would also enable railways to positively differentiate their services in comparison to airlines. Necessities for future high speed rolling stock v2.1
30
Games, videos etc. could be offered as entertainment services, with movies offered on long distance trips via personal screens in the seats. Korea already has a train service with an on board cinema. In addition, there is an idea to introduce a service giving information about the destination and traffic etc. which the passenger would be able to access at any time. It is to say travel support system. Implementing such a service would require the development of a special system and hardware.
4.5.2 Catering There are two catering options: restaurant and buffet service with dedicated space or in-seat (trolley) service. The option selected will depend, among other things, on the travel distance and time, number of stops, demand for such a service and the train capacity (restaurant cars use up space). Also it strongly depends on the policy of the RU. It should be mentioned that the catering service requires huge backyard works.
5 Other technical aspects of high speed rolling stock 5.1 Body and bogie structure Most current HSRS is made from aluminium alloy, steel and stainless steel. Generally aluminium is expensive but is light weight. Steel is cheaper but has low endurance (high maintenance cost) and is heavy. Stainless steel can be used to construct a light weight structure at low cost, but is difficult to make airtight and has lower design flexibility, for the nose in particular. For light weight structures, use of carbon composites, which are already used on some HSRS as a structural component may be extended. Aluminium honeycomb is also used on some HSRS. High cost of these new materials must be taken into account and the test for safety is also necessary when newly introduced. Crash safety, usually comes in the form of a crash proof zone at the back of the driver’s cab. Providing such protection has to be subject to a weight, cost and risk analysis and of course obeyed by the regulation. (See also section 3.3.4)
Necessities for future high speed rolling stock v2.1
31
To increase ride comfort, the structure should be as stiff as possible in bending and twisting mode and necessary to dynamic analysis to avoid resonance. To increase resistance to bending, placing doors towards the middle of the body would be better to be avoided. Bogies have to be both safe and reliable enough assured by bench and track tests. The bogie is one of the heaviest components on RS, the weight of certain of their parts may be necessary to be reduced – such as bearings, axles, wheels, gears, brakes etc. so long as the level of safety or reliability is not affected. Generally speaking, the simpler the bogie structure, the lighter and more cost effective it will be. Given the bogie’s central role in running safety, a large number of sensors will be placed on the bogie to measure status such as temperature, vibration acceleration, structural safety, and so on. The sensors themselves and the total system will need to be tested well in the field to avoid later problems in operation. Radio communication will used instead of wiring to make placement of sensors easier and improve reliability. Maintenance management will be improved if such kinds of data are collected. (See also section 2.6) The location of component and its design will depend on and the arrangement in a train set, weight balance of RS and maintenance considerations. For components located under the floor, extra factors should be borne in mind such as ease of access, detachment and replacement for maintenance, from which side it should be accessed etc. It should be determined the maintenance policy, method, and facilities. It would be better to avoid installing components on the roof to lower the centre of gravity.
5.2 Power and Braking systems In recent years, thanks to progress in the field of power electronics, HSRS has gradually been equipped with new technology, controllers, devices and motors which have improved energy efficiency and reduced maintenance costs. AC motors with IGBT / VVVF controllers are now more or less main stream. AC motors, currently broadly used, include induction motors and synchronous motors. Recently synchronous motors with permanent magnets are introduced. Each type has its advantage and disadvantage in terms of weight, efficiency, and controllability. Linear motors may be a possibility but will not widely be used mainly for reasons of cost and compatibility with the existing infrastructure. For the equipment of main circuit system, the heat capacity should be considered. Special Necessities for future high speed rolling stock v2.1
32
cooling system such as blower-less system, pump-less system for cooling liquid may be worth to consider for maintenance cost reduction, weight reduction, and noise reduction. Regenerative braking is essential to reduce energy consumption and may even be used instead of mechanical brakes for stopping the train, to help reduce maintenance costs related to the latter. Mechanical brakes however would still be necessary as a backup system in emergency. Rail brakes can reduce the stopping distance in an emergency: it generates a higher friction force than simple rail / wheel contact, but weight and possible negative impact on rail and signalling are drawbacks. Aerodynamic braking is an effective means for braking which does not depend on rail/wheel friction and is more effective for higher speeds but uses up passenger space for installation and increase total weight. A simple alternative then would be to introduce a device for increasing rail/wheel adhesion, such as ceramic particle jets. The technology for optimal distribution of traction and brake in a train set may be necessary for the improvement of train’s traction and braking performance by the effective use of maximum friction force which will not be equally distributed in the train set. The friction force is of course nearly proportional to the axle load, then the traction and brake system should be included the measurement of the weight. Anti-lock / anti-skid function will be necessary to avoid the wear of wheel and rail.
5.3 On board train control and information system Recent trains are installed on board control and information systems which controls, monitors, diagnoses and displays the status of the train and its components. It may be able to integrate the signalling system and communication system. It will be like a “brain” and a “nerve” of the train. Such system will allow: Better train control Better train service on board Better interface on board for operation staffs and passengers Efficient management and improvement of operation Efficient management and improvement of maintenance Efficient improvement of RS design Function integration will create new value for the RS. Integration of functions may reduce the weight of train by reducing wire and controller of each component. Necessities for future high speed rolling stock v2.1
33
The interface between system and components should be unified for the system integration. The system should be robust for failure and adequately redundant because of its key element for the operation.
5.4 Other equipment 5.4.1 Auxiliary power units (APU) APU mainly provide power for service related equipment. The capacity of an APU should provide enough power for every seat-side plug. The APU should also have enough capacity to provide power to all necessary components when the train stops accidentally. In case of an emergency when the train loses the power source, it should provide power to at least the emergency lighting, toilets and communication devices.
5.4.2 Compressors Pressurised air is broadly used as a power source of mechanisms like brakes, doors, etc, because such system can be simply constructed. However, the compressor making pressurised air vibrates itself and also car body and needs constant maintenance. The RS without compressors and the air system may be introduced by replacing it to motor actuators etc. Development of compressor with low vibrated or vibration insulated and low noise compressor will be necessary especially for the installation near the passenger cabin.
5.4.3 Automatic coupling system To guarantee flexible train services, there must be a connector system for easy coupling and decoupling. The coupling system should be designed to be coupled with other types of train to rescue other trains and, if possible, operate commercially.
Necessities for future high speed rolling stock v2.1
34
6 Conclusion This report aimed to show a general overview of issues which should be taken into account for future high speed rolling stock. In chapter 2, necessities are enlisted according to the business process and other general issues as RAMS and standardisation. In chapter 3, necessities in basic dimensions in train design and planning are enlisted. In chapter 4, necessities in commercial and passenger point of views are enlisted. In chapter 5, necessities in other special technical issues are enlisted. This study shows all possible necessary aspects as much for future HSRS. It would be helpful for RU in introducing new HSRS.
7 Appendix -Current high speed rolling stock -Examples of timetables in introducing new high speed rolling stock
Necessities for future high speed rolling stock v2.1
35
World High Speed Rolling Stock
Country
Company
Class
Train set Formula
M: Motor Coach, T: Trailer Coach, L: Locomotive, MB: Motor Bogie, TB: Trailer Bogie
Features
C: Concentrated powered, A: Articulated, T: Tilting, D: Double Decker
Number of train sets
Year in Service
Power [kW]
Tractive Effort [kN]
Train sets currently used and planned
Acceleratio n[m/s2]
Max.Tr. Speed [km/h]
Maximum Maximum acceleration train speed
Max.Op. Speed [km/h]
Voltage
Current (planned) operation speed
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Unloaded
Loaded (Calculated from the data on this table)
Loaded
230
200
3kV 15KV16.7Hz 25kV50Hz
385
9.5
220
220
25kV50Hz
328
11.5
12200
300
300
0.75kV 3kV 25kV50Hz
752
1996-
8800
320
300
1.5kV 3kV 25kV50Hz
17
1996-
8800
320
300
C, A
98
1978-
6400
300
2L8T (+ 2MB)
C, A
9
1978-
6400
TGV Postal
2L8T (+ 2MB)
C, A Postal
3.5
1978-
SNCF
TGV Atlantique
2L10T
C, A
105
France
SNCF
TGV Réseau (bic.)
2L8T
C, A
France
SNCF
TGV Réseau (tric.)
2L8T
France
SNCF
TGV Duplex
France
SNCF
Czech
wikimedia commons
CD
680
4M3T
T
7
2003-
3920
200
Finland
wikimedia commons
VR
Sm3
4M2T
T
18
1995-
4000
163
Eurostar SNCF
Eurostar, TGV TMST tric.
2L18T 2L14T (+ 2MB)
C, A
31 7
1993-
Thalys
Thalys PBA
2L8T
C, A
9
Thalys
Thalys PBKA
2L8T
C, A
SNCF
TGV PSE (bic.)
2L8T (+ 2MB)
SNCF, SBB
TGV PSE (tric.) Lyria
France
SNCF
France
Train length [m]
Train width [mm]
For Passenger car
Seats 1st class
2nd class
Total
Signaling systems
Suppliers
Observations
Succeeded company is shown in case of original company disappeared. Some subsidary comapanies are neglected.
For 3 classes train, 1st and 2nd classes are included in '1st class'
184.4
2800
105
228
333
LS, LZB/PZB
Alstom
14.3
159
3200
47
238(+2)
285(+2)
EBICAB900
Alstom
Broad gauge (1524)
15.0
17
394 320
2814
206 114
544 444
750 558
TVM/KVB,TB L,AWS/TPWS
Alstom
No. 300118 cars: SNCF 16, BR 11, SNCB 4; 14 cars: NoL 7 27 sets (18-car): Eurostar, others: French domestic use 7 sets (14-car): French domestic use
385
21.2
17
200
2904
120
257
377
TVM/KVB, TBL,ATB, ETCS
Alstom
No. 4531-4540, owned by SNCF Same series as TGV Réseau (tric.)
1.5kV 3kV 15kV16.7Hz 25kV50Hz
385
21.2
17
200
2904
120
257
377
TVM/KVB, TBL/TBL2, ATB,PZB/LZB ,ETCS
Alstom
No.4301-4346 Owned by SNCF 6, NS 2, SNCB 7, DB 2
300
1.5kV 25KV50Hz
385
15.5
17
200
2814
110 69
240 276
350 345
TVM/KVB
Alstom
No. 1-102 No38 -> TGV Postal, No88 -> tri-current, No99 was abandoned, No70 was abandoned after the accident at Voiron
270
270
1.5kV 15kV16.7Hz 25kV50Hz
385
15.5
17
200
2814
110
248
358
TVM/KVB,ZU B
Alstom
No. 110-118 No 9 <- bi-current set No 112, 114: SBB
6400
270
270
1.5kV 25KV50Hz
385
17
200
2904
N/A
N/A
N/A
TVM/KVB
Alstom
No.901-907 5 half sets are alternative for maintenance 2 additional half sets will come from PSE 38
1988-
8800
300
300
1.5kV 25kV50Hz
435
18.6
17
237
2904
116
364
480
TVM/KVB
Alstom
No.301-405 Renovating by Lacroix to 455 places(105+350) TVM430 is installed from No 386 to No 405
33
1993-
8800
320
320
1.5kV, 25kV50Hz
383
21.3
17
200
2904
118
257
375
TVM/KVB
Alstom
No.501-553, 19 sets are converted to POS and Duplex Réseau, 3sets are added from Réseau tric. No 502 was abandoned after the accident at Bierne Renovating by Lacroix to 355 places(105+252)
C, A
26
1993-
8800
320
320
1.5kV 3kV 25kV50Hz
383
21.3
17
200
2904
118
257
375
TVM/KVB,TB L,SCMT
Alstom
No. 4501-4530, 3 sets are converted to Réseau bi. 4507-30: suited for Belgium(TBL), 4501-06: suited for Italy(SCMT)
2L8T
C, A, D
89
1996-
8800
320
320
1.5kV 25kV50Hz
380
20.9
17
200
2896
182
330
512
TVM/KVB
Alstom
No.201-289
TGV Réseau Duplex
2L8T
C, A, D
19
2006-
8800
320
320
1.5kV 25kV50Hz (15kV16.7Hz)
380
20.9
17
200
2896
182
330
512
TVM/KVB
Alstom
No.601-619 613-615: tri-voltage(+15kV16.7Hz)
SNCF, SBB
TGV POS
2L8T
C, A
19
2006-
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
383
22.5
17
200
2904
105
252
357
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No. 4401-4419 4406: SBB
France
SNCF
TGV Duplex Dasye (bic.)
2L8T
C, A, D
16 (24)
2009-
9280
320
320
1.5kV 25kV50Hz
380
22.0
17
200
2896
182
330
512
TVM/KVB,ET CS
Alstom
No.701-724
France
SNCF
TGV Duplex Dasye (tric.)
2L8T
C, A, D
(28)
(2009-)
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
380
22.0
17
200
2896
182
330
512
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No.725-752
France
SNCF
TGV Duplex RGV2N2
2L8T
C, A, D
(55)
(2010-)
9280
320
320
1.5kV 15kV16.7Hz 25kV50Hz
380
22.0
17
200
182
330
512
TVM/KVB,PZ B/LZB,SUB,E TCS
Alstom
No.4701-4730, 801-825
France
SNCF
IRIS320
2L8T
C, A Inspection
1
1993-
8800
320
320
1.5kV 3kV 25kV50Hz
TGV Réseau (tric.) 4530
Germany
DB AG
401(ICE1)
2L12T
C
59
1991-
9600
400
280
280
15kV16.7Hz
782
11.5
Germany
DB AG
402(ICE2)
1L7T
C
44
1996-
4800
200
280
280
15kV16.7 Hz
410
Germany
DB AG
403(ICE3)
4M4T
50
2000-
8000
300
330
300
15kV16.7 Hz
409
France, Belgium, UK France, Belgium, Germany, Netherlands France, Belgium, Germany, Netherlands France
France, Switzerland
France, Switzerland
0.5
2904
N/A
N/A
N/A
TVM/KVB,TB L,SCMT
Alstom
19.5
358
3020
197
506
703
LZB/PZB,ZU B
Siemens Bombardier
sets have 197/506 seats after modernisation (which is completed now); 1 was abandoned by Eschede accident. 19 sets also suited for traffic to Switzerland (ZUB installed)
10.9
19.5
205
3020
105
263
368
LZB/PZB
Siemens Bombardier
Passenger car consists of 6 coaches and driving trailer.
18.0
16
200
2950
98
331
429
LZB/PZB
Siemens Bombardier
Last 13 delivered from 2005 (with 98/344 seats)
200
2950
1.5kV 3kV 15kV16.7Hz 25kV50Hz 1.5kV 3kV 15kV16.7Hz 25kV50Hz 1.5kV 3kV 15kV16.7Hz 25kV50Hz
435
17.1
16
200
2950
93
326
419
LZB/PZB, ATB,TBL
Siemens Bombardier
4 sets belong to NS. For Frankfurt-Brussels/Amsterdam and Basle-Amsterdam. 3500kW and 220km/h under DC
435
17.1
16
200
2950
91
322
413
LZB/PZB, ATB,TBL, TVM/KVB
Siemens Bombardier
For Frankfurt-Paris (2007).
Germany
DB AG
407(ICE3)
4M4T
(15)
(2011-)
8000
Germany, Netherlands
DB AG, NS
406(ICE3M)
4M4T
11
2000-
8000
300
330 220(DC)
300
Germany
DB AG
406(ICE3MF)
4M4T
6
2000-
8000
300
330 220(DC)
320
Germany, Austria
DB AG, ÖBB
411(ICE-T) DB 4011(ICE-T) ÖBB
4M3T
T
32
2000-
4000
200
230
230
15kV16.7 Hz
350
10.6
15
185
2850
53
304
357
LZB/PZB,ZU B
Siemens Bombardier Alstom
2 were sold from DB to ÖBB (class 4011). 5 sets with ZUB are suited for operation in Switzerland.
Germany
DB AG
411(ICE-T2)
4M3T
T
28
2005-
4000
200
230
230
15kV16.7 Hz
350
10.5
15
185
2850
55
321
376
LZB/PZB
Siemens Bombardier Alstom
Additional ICE-T trainsets (named ICE-T2) with more seating capacity
Germany
DB AG
415(ICE-T)
3M2T
T
10
1999-
3000
150
230
230
15kV16.7 Hz
273
10.2
15
133
2850
41
209
250
LZB/PZB,ZU B
Siemens Bombardier Alstom
Similar to class 411, 5 are suited for operation in Switzerland.
Germany
DB AG
605(ICE-TD)
4M
T
10
2001-
2240
160
200
200
Diesel
200
10.4
106
2850
195
LZB/PZB, ZUB
Siemens Bombardier Alstom
5 were suited for operation in Denmark.
DB AG
ICE-S
2L1T
C Inspection
1
2006-
9600
280
280
15kV16.7 Hz
211
120.3
2856
N/A
LZB/PZB
Siemens
Germany
wikimedia commons
320
200
444
N/A
N/A
Siemens
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Train length [m]
Train width [mm]
1st class
2nd class
Total
Signaling systems
Suppliers
250
250
3kV
435
10.7
12.5 (unloaded)
233.9
2750
170
220
390
SCMT/BACC
Alstom
250
250
3kV
445
12.2
13.5 (unloaded)
237
2800
139
341
480
SCMT/BACC
Alstom
5880
200
200
3kV 15KV16.7Hz
460
11.8
15.1
236.6
2800
151
324
475
SCMT/BACC, ZUB
Alstom
1997-
5880
250
250
3kV 25kV50Hz
422
12.8
13.5 (unloaded)
237
2800
139
341
480
SCMT/BACC
Alstom
59
1995-
8800
300
300
3kV 25kV50Hz
640(loaded)
13.8
17
354
2860
39+156
476
671
SCMT/BACC ETCS
Ansaldobreda Alstom Bonbardier
T
10 (+2)
2008-
5600
0.48
250
250
3kV 25kV50Hz
443(loaded)
12.6
17
187.4
2830
432
SCMT/BACCE TCS
Alstom
4M3T
T
14
5600
0.48
250
250
3kV 15KV16.7Hz 25kV50Hz
450(loaded)
12.4
17
187.4
2830
431
SCMT/BACC, LZB/PZB,ZU B,ETCS
Alstom
AGV
EMU-11 (6MB6TB)
A
(25)
(2011-)
8640
300
300
3kV 25kV50Hz
200
2900
Approx 500
RFI
"Epsilon"
2L8T
C Inspection
2
2008-
8800
300
300
3kV 25kV50Hz
17
249
2860
N/A
N/A
N/A
SCMT/BACC ETCS
Ansaldobreda Alstom Bonbardier
Based on ETR500
NS Hispeed SNCB
V250
4M4T
(19)
(2010-)
5500
250
250
1.5kV 3kV 25kV50Hz
423
11.8
17
200.9
2870
127
419
546
ATB,TBL,LZB ,ETCS
Ansaldobreda
NS Hispeed:16 sets, SNCB 3 sets
Norway
Flytoget
BM71
3M
16
1997-
1950
210
210
15KV16.7Hz
158
11.4
82.1
3048
0
168
168
EBICAB700
Bombardier
An intermediate car is being introduced for all sets.
Norway
NSB
BM73
4M
T
22
1999-
1950
210
210
15KV16.7Hz
212
8.5
16.5
108
3048
203 246
EBICAB700
Bombardier
"Signatur"
Portugal
CP
CPA4000
4M2T
T
10
1999-
3920
210
220
220
25kV50Hz
299
12.1
14.4
158.9
2920
96
205
299 +2hp
EBICAB700
Alstom
Broad gauge (1668) Loading gauge according to CP requirements
Karelian Railways
(Pendolino)
4M3T
T
(4)
(2009-)
5500
226
220
220
3kV 25kV50Hz
409(Loaded)
13.4
17
184.8
3200
42+6
304
352+2hp
Alstom
Broad gauge (1522)
Russia
RZD
ER200
8M2T
2
1974-
7680
200
200
3kV
557.4
12.8
260
3130
544
RVR
Broad gauge (1520)
Russia
RZD
(Velaro)
4M6T
(3) (5)
2009-
8000
300
250
3kV 25kV50Hz
678(Loaded)
11.8
18.3
250
3265
604
Siemens
SZ
ETR310
2M1T
T
3
2002-
1980
200
200
3kV
14.8
81.2
2800
30
136
166
SCMT/BACC, PZB
Alstom
Renfe Operadora
S100
2L8T
C, A
18
1992-
8800
300
300
3kV 25kV50Hz
392
21.0
17.2
200.15
2904
38+78
213(+2hp)
329(+2hp)
ASFA/LZB
Alstom
"AVE" 3 classes
Renfe Operadora
S101
2L8T
C, A
6
1996-
5400
200
200
3kV
392
12.9
17.2
200.15
2904
112
202(+2hp)
316(+2hp)
ASFA/EBICA B900
Alstom
"Euromed" Gauge 1668 Converted to standard gauge are planned.
Spain
Renfe Operadora
S102
2L12T
C, A, T
16
2005-
8000
330
300
25kV50Hz
324
22.9
17
200.244
2960
45+78
196+2
319(+2hp)
ASFA/LZB/ET CS
Talgo Bombardier
"AVE" 3 classes
Spain
Renfe Operadora
S103
4M4T
16 (+10)
2007-
8800
283
350
300
25kV50Hz
439
18.7
<17
200
2950
37+103
264(+2hp)
404(+2hp)
ASFA/LZB/ET CS
Siemens
"AVE" 3 classes
Spain
Renfe Operadora
S104
4M
20
2005-
4000
212
250
250
25kV50Hz
222
16.6
17
107.1
2920
30
206(+1hp)
236(+1hp)
ASFA/LZB/ET CS
CAF Alstom
Spain
Renfe Operadora
S112
2L12T
10 (+20)
2008-
8000
330
300
25kV50Hz
17
200.244
2960
346(+2hp)
ASFA/LZB/ET CS
Talgo Bombardier
Spain
Renfe Operadora
S114
4M
(13)
(2009-)
4000
212
0.74
250
250
25kV50Hz
248
15.0
16
107.9
2830
N/A
236(+1hp)
236(+1hp)
ASFA/LZB/ET CS
Alstom
Spain
Renfe Operadora
S120
4M
28
2006-
4000 (2700)
150
0.52
250 220(DC)
250 220(DC)
3kV 25kV50Hz
256
14.5
16.2
107.3
2920
82(+1hp)
156
238(+1hp)
ASFA/LZB/ET CS
CAF Alstom Bombardier
"Alvia" Dual gauge (1668,1435)
Spain
Renfe Operadora
S121
4M
(29)
2009-
4800
0.68
250 220(DC)
250 220(DC)
3kV 25kV50Hz
252
17.5
107.4
2920
N/A
280(+1hp)
280(+1hp)
ASFA/LZB/ET CS
CAF Alstom
"Avant" Dual gauge (1668,1435)
Spain
Renfe Operadora
S130
2L11T
C, A, T
34 (+9)
2007-
4800 (4000)
250 220(DC)
250 220(DC)
3kV 25kV50Hz
185.2
2960
62(+1hp)
236
ASFA/LZB/EB 298(+1hp) ICAB900/ETC S
Talgo Bombardier
"Alvia" Dual gauge (1668,1435)
Spain
Renfe Operadora
S490
2M1T
T
10
1999-
2200
220
220
3kV
159
3282
49
111
160(+1hp)
ASFA
Alstom
ADIF
A330
2L3T
C,A,T Inspection
1
2007-
25kV50Hz
190
82
2960
N/A
N/A
N/A
ASFA ETCS
Talgo Bombardier
SJ
X2(X2000)
1L5T 1L6T
C, T
7 36
1990-
15kV16.7Hz
360(6T)
140 165
3080
48 96
213
261(+2hp) 309(+2hp)
EBICAB700
Bombardier
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Italy
Trenitalia
ETR450
8M1T
T
14
1988-
5000
Italy
Trenitalia
ETR460
6M3T
T
10
1995-
5880
Italy, Switzerland
Cisalpino
ETR470
6M3T
T
9
1996-
Italy
Trenitalia
ETR480
6M3T
T
15
Italy
Trenitalia
ETR500
2L12T
C
Italy
Trenitalia
ETR600
4M3T
Italy, Switzerland
Cisalpino
ETR610
Italy
NTV
Italy
Netherlands Belgium
Russia, Finland
Slovenia
wikimedia commons
Spain
Spain
Spain
Sweden
wikimedia commons
wikimedia commons
C, A, T
Tractive Effort [kN]
Seats
Max.Tr. Speed [km/h]
Company
Country
Acceleratio n[m/s2]
207
400
300
0.58
220
130
0.72
330
3260
160
200
200
22.6
18
12.8
8.5
16
18.5
Observations
15 train sets were produced.
3 classes
Alstom
Broad gauge (1520) 3 sets for 3kV, 5 sets for 3kV and 25kV50Hz
"Avant"
Similar to S102 but capacity is increased.
"Avant"
"Alaris" Broad gauge (1668)
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Acceleratio n[m/s2]
Max.Tr. Speed [km/h]
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Train width [mm]
1st class
2nd class
Total
0.64
200
200
15kV16.7Hz
140 205
10.4
55.1 81.5
2960
0
180 288
200
200
15kV16.7Hz
193
10.8
93.4
3063
0
220
200
15kV16.7Hz
355
13.3
188
2830
125
3360
200 (125mph)
200 (125mph)
Diesel
383(2L7T)
197 220
2740
AWS/TPWS
1989-
4350
225 (140mph)
200 (125mph)
25kV50Hz
226
2740
AWS/TPWS
13
2000-
2800
200 (125mph)
200 (125mph)
Diesel
252.5
10.2
116.5
2730
42
226
268
AWS/TPWS
Alstom
34
2001-
2200
200 (125mph)
200 (125mph)
Diesel
185.6
11.0
93.34
2730
26
162
188
AWS/TPWS
Bombardier
"Voyger"
4 40
2002-
2800(5 M)
200 (125mph)
200 (125mph)
Diesel
227(4M) 282.8(5M)
9.2
93.3(4M) 116.2(5M)
2730
26
162(4M) 224(5M)
188(4M) 250(5M)
AWS/TPWS
Bombardier
"Super Voyger"
4 17 6
2004-
3920(7 M)
200 (125mph)
200 (125mph)
Diesel
161.8(7M)
2730
106
236
342
AWS/TPWS
Bombardier
"Meridian"
52 (+4)
2002-
5500
225 (140mph)
200 (125mph)
25KV50Hz
16.1
217
2730
145
294
439
AWS/TPWS
Alstom
Decided to increasing train length to 11 car for 31 train sets and creation of 4 new 11 car trainsets.
4M2T
(29)
(2009-)
3360
225
225
0.75KV 25kV50Hz
11 (unloaded, Avg.)
121.8
2810
0
348
348
TVM/KVB AWS/TPWS
Hitachi
Already introduced to preview service.
CRH1A CRH1B
5M3T 10M6T
40 (+20 by 2010)
2007-
5500
200
200
25kV50Hz
421
11.6
16
213.5 426
3328
144(128)
524(483)
668(611)
CTCS 2
As for the number of seats, outside the parenthesis is for the fixed seats, Bombardier Sifang Power inside the parenthesis is for the rotatable seats. Additional 20 sets are 16-car formula.
CR
CRH1E
10M6T
(20 by 2010)
(2009-)
13500
0.6
250
250
25kV50Hz
859
15.0
16.5
429
400+16 (Sleeping Car)
122
538
CTCS 2
Bombardier Sifang Power
China
CR
CRH1-350
4M4T 8M8T
(80 by 2014)
(2012-)
20000
0.48
380
350
25kV50Hz
934
19.2
17
215 428
664 1336
CTCS 2
Bombardier Sifang Power 20 sets are 8-car sets, 60 sets are 16-car sets.
China
CR
CRH2A CRH2B
4M4T 8M8T
70
20072008-
4800 9600
176 352
250
250
25kV50Hz
359.7 758.8
11.8
14
201 401
3380
51 155
610 1229
CTCS 2
Kawasaki CSR Sifang
CRH2A: 60 sets with 8-car. 1 car is 1st seating car,7 cars are 2nd seating cars CRH2B: 10 sets with 16-car. 3 Cars are 1st seating cars,12 cars are 2nd seating cars,1 car is dining car.
China
CR
CRH2C
6M2T
10
2008-
8200
264
300(350)
300(350)
25kV50Hz
370.8
19.5
14
201
3380
51
559
610
CTCS 2
CSR Sifang
1 car is 1st seating car, 6 cars are 2nd seating cars, 1 car is 2nd seating/dining car
China
CR
CRH2E
8M8T
10
2008-
9600
352
250
250
25kV50Hz
778.9
11.6
14
401
3380
520 (Sleeping Car)
100
620
CTCS 2
CSR Sifang
13 cars are 1st class sleeping cars, 2 cars are 2nd class seating cars, 1 car is dining car.
China
CR
CRH3
4M4T (8M8T)
60 (+100 by 2010)
2008-
8800 (18400 )
300
350
350
25kV50Hz
447
17.9
17
200 (400)
3265
557 (1026)
CTCS-3D
Siemens CNR Tangshan
1 car is 1st class seating car, 6 cars are 2nd seating cars, 1 car is 1st seating/dining car. Additional 100 sets are 8M8T.
China
CR
CRH5
5M3T
60
2007-
5500
302
200
250
25kV50Hz
451.3
11.0
<17
211.5
3200
60(112)
562(474)
622(586)
CTCS 2
Alstom Changchun Car
As for the seat's number,the figure outside the parenthesis is for the fixed seats.inside the parenthesis is for the rotatable seat.
Japan
JRW
0
6M
0
1964-2008
4440
0.33
220
220
25kV60Hz
970 for original 16-car set (Loaded)
12.2
16
150
3380
0
400
400
ATC
H,KHI,KS,NS,TCC*
First HS train in the world. Shortened from 16 cars to 6cars for local transportation. Operation finished in 11/2008. 3216 cars were produced.
Japan
JRW
100
6M 4M
20
1985-
5520 3680
0.44
230
220
25kV60Hz
925 for original 16-car set (Loaded)
11.9
15
152 102
3380
0 0
394 250
394 250
ATC
H,KHI,KS,NS,TCC*
9 sets are 6M, 11 sets are 4M. Shorten from 16 cars to 6-4cars for local transportation. Previously, the max. speed was 230km/h for V sets.
Japan
JRE
200
10M
11
1982-
9200
0.44
240
240
25kV50Hz
688 for original 12-car set (Loaded)
16.0
16.1
250
3380
52
710
762
ATC DS-ATC
H,KHI,KS,NS,TCC*
12cars when introduced. A train set was abandoned after the derailment at Chuetsu Earthquake.
Japan
JRC JRW
300 300-3000
10M6T
50
1992-
12000
0.44
270
270
25kV60Hz
710 (Loaded)
16.9
12
402.1
3380
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRE
400
6M1T
5 (0 by 2009)
1992(2009)
5040
0.44
240
240
25kV50Hz 20kV50Hz
318 (Loaded)
15.8
12.9
149
2947
20
379
399
ATC DS-ATC ATS-P
KHI,TCC*
Japan
JRW
500
16M 8M
9
1996-
18240 9120
0.44
300
300
25kV60Hz
688(16M) (Loaded)
26.5
11.7
404 204
3380
200(16M)
1124(16M)
1324(16M)
ATC ATC-NS
H,KHI,KS,NS*
16-car: 5 sets 8-car: 4 sets. Shortened for local transportation to replace 0 series.
Japan
JRC JRW
700 700-3000
12M4T
75
1998-
13200
0.56
285
285
25kV60Hz
708 (Loaded)
18.6
11.4
404.7
3380
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
JRC 60 sets, JRW(700-3000) 15 sets
Japan
JRW
700-7000
6M2T
16
2000-
6600
0.56
285
285
25kV60Hz
356 (Loaded)
18.5
11.4
204.7
3380
0
571
571
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRC JRW
N700 N700-3000
14M2T
48 (96 by 2011)
2007-
17080
0.72
300
300
25kV60Hz
715 (Loaded)
23.9
Approx 11
404.7
3360
200
1123
1323
ATC ATC-NS
H,KHI,KS,NS*
Japan
JRW JRK
N700-7000
8M
(29)
(2011-)
9760
0.72
300
300
25kV60Hz
Approx 11
204.7
3360
24
522
546
ATC KS-ATC
Japan
JRK
800 800-1000
4M2T
7 (9 by 2011)
2004-
6600
0.69 0.72
260
260
25kV60Hz
11.4
154.7
3380
0
392 384
392 384
KS-ATC
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Sweden
SJ
X40
2M 3M
D
16 27
2005-
1600 2400
Sweden
Arlanda Express
X3
2M2T
7
1999-
2240
SBB
RABDe500(ICN)
4M3T
T
44
2000-
5200
UK
FGW,NEEC,EM
IC125
2L7T 2L8T
C
80
1976-
UK
National Express East Coast
IC225
1L9T
C
30
UK
GC,HT,NEEC,N R
180
5M
Cross Country
220
4M
UK
Cross Country, Virgin
221
4M 5M
UK
East Midlands Trains, Hull Trains
222
4M 5M 7M
UK
Virgin
390
6M3T
UK
Southeastern
395
China
CR
China
Switzerland
UK
wikimedia commons
T
T
T
Tractive Effort [kN]
210
204
0.7
320
0.38
458 (loaded)
276 (Loaded)
12.0
23.9
Max.Axle Load [t]
Seats
Train length [m]
Company
Country
559
Signaling systems
Suppliers
180 288
EBICAB700
Alstom
190
190
EBICAB700
Alstom
326
451
ZUB
Bombardier Alstom
1074
Observations
FGW:First Great Western, NEEC:National Express East Coast, EM: East Midland
"Adelante" GC: Grand Central, HT: Hull Trains, NEEC:National Express East Coast, NR: Northern Rail
13 cars are 1st class sleeping cars(1 car is special 1st class sleeping), 2 cars are 2nd class seating cars, 1 car is a dining car.
JRC 61 sets, JRW(300-3000) 9 sets
For through operation b/w Shinkansen line and improved classical line (Yamagata line). All sets will be replaced by E2-2000.
JRC 16 sets, JRW(N700-3000) 8 sets
JRW 19 sets, JRK 10 sets
H*
6sets: 800 3sets: 800-1000
UIC High Speed
20 Oct. 2009
World High Speed Rolling Stock
Max.Tr. Speed [km/h]
Max.Op. Speed [km/h]
Voltage
Weight of the train [t]
Power weight ratio [kW/t]
Max.Axle Load [t]
Train length [m]
Train width [mm]
1st class
2nd class
Total
9840
0.44
240
240
25kV50Hz
693 (Loaded)
14.2
17
302
3380
102
1133
1997-
7200
0.44
275
275
25kV50Hz 25kV60Hz
352 (Loaded)
20.5
13.2
201.4
3380
51
33
19972002-
9600
0.44
275
275
25kV50Hz
492 (Loaded)
19.5
13.2
251.4
3380
4M2T
26
1997-
4800
0.44
275
275
25kV50Hz 20kV50Hz
259 (Loaded)
18.5
12.2
128.2
E3-1000
5M2T
3
1999-
6000
0.44
275
275
25kV50Hz 20kV50Hz
311 (Loaded)
19.3
12.2
JRE
E3-2000
5M2T
7 (12 by 2009)
2008-
6000
0.44
275
275
25kV50Hz 20kV50Hz
Japan
JRE
E4
4M4T
D
26
1997-
6720
0.46
240
240
25kV50Hz
428 (Loaded)
15.7
Japan
JRE
E5
8M2T
T
(59)
(2011-)
9600
0.47
320
300 320(2013-)
25kV50Hz
453 (Loaded)
22.4
Japan
JRC JRW
923 923-3000
6M1T
Inspection
1 1
20012005-
6600
0.56
270
270
Japan
JRE
E926
5M1T
Inspection
1
2001-
6000
0.44
275
Korea
KORAIL
KTX
2L18T (+ 2MB)
C, A
46
2004-
13560
Korea
KORAIL
KTXII
2L8T
C, A
(10)
(2009-)
8800
Taiwan
THSRC
700T
9M3T
30
2007-
10260
TCDD
HT65000
4M2T
3 (10)
2009-
4800
200
Amtrak
Acela
2L6T
20
2000-
9200
225
Class
Train set Formula
Features
Number of train sets
Year in Service
Power [kW]
Japan
JRE
E1
6M6T
D
6
1994-
Japan
JRE
E2
6M2T
14
Japan
JRE
E2 E2-1000
8M2T
Japan
JRE
E3
Japan
JRE
Japan
Turkey
USA
Total (current)
wikimedia commons
C, T
Tractive Effort [kN]
Seats
Acceleratio n[m/s2]
Company
Country
210
0.45
0.48
Signaling systems
Suppliers
1235
ATC DS-ATC
H,KHI*
579
630
ATC DS-ATC
H,KHI,NS,TCC*
For Nagano line.
51
763
814
ATC DS-ATC
H,KHI,NS,TCC*
For Tohoku line. 14 sets were lengthened from 8-car-E2. 19 sets are E21000.
2945
23
315
338
ATC DS-ATC ATS-P
KHI,TCC*
For through operation b/w Shinkansen line and improved classical line (Akita line)
148.7
2945
23
379
402
ATC DS-ATC ATS-P
KHI,TCC*
For through operation b/w Shinkansen line and improved classical line (Yamagata line).
148.7
2945
23
371
394
ATC DS-ATC ATS-P
201.4
3380
54
763
817
ATC DS-ATC
253
3350
18 55
658
731
ATC DS-ATC
3 classes First set is being tested.
25kV60Hz
179.7
3380
N/A
N/A
N/A
ATC ATC-NS
Based on 700
275
25kV50Hz 20kV50Hz
128.2
2945
N/A
N/A
N/A
ATC DS-ATC ATS-P
Based on E3
300
300
25kV60Hz
701
17.5
388
2904
127
808
935
ATC(TVM)
Alstom HyundaiRotem
330
300
25kV60Hz
434
19.0
201
2970
30
333
363
ATC(TVM)
HyundaiRotem
300
300
25kV60Hz
503
17.6
304
3380
66
923
989
ATP
H,KHI,NS*
250
250
25kV50Hz
158.5
2920
55
364
419
ETCS, ATS
CAF
241 (150mph)
241 (150mph)
25kV60Hz 12kV60Hz 12kV25Hz
203
3175
44
260
304
ATP
Bonbardier Alstom
566
15.6
16
17
23
Observations
All sets will replace Series 400.
H,KHI*
2225 *Japanese suppliers: H:Hitachi KHI:Kawasaki Heavy Industry KS:Kinki Sharyo NS:Nippon Sharyo TCC:Tokyu Car Corporation
UIC High Speed
Necessities for future high speed rolling stock (Draft v2.1)
1 Introduction
1.1 Introduction The railway sector is undergoing major change both in Europe and the rest of the world. These changes include the relationship between railways and industry, inter modal competition, interoperability, liberalization of railway passenger traffic in 2010 and the prospect of future development of High Speed in the USA, South America, the Middle East, India and elsewhere. This means railway undertakings will have to change their approach to tendering for new high speed rolling stock. To this end, this report gives an overview of issues relating to high speed rolling stock which should be taken into account and recommends the establishment of common standards for high speed. It should be pointed out that the standards for high speed would depend on the circumstance of the geographical area where the high speed train is operated. * This report provides ideas for conventional rail-wheel high speed rolling stock and does not include Maglev. **Abbreviations RU: Railway Undertaking, IM: Infrastructure Manager, RSS: Rolling Stock Supplier, HS: High Speed, RS: Rolling Stock
1.2 Definition of HS (1)Definition in EU (DIRECTIVE 96/48/EC APPENDIX):
1. Infrastructure a) The infrastructure of the trans-European High Speed system shall be that on the trans- European transport network identified in Article 129C of the Treaty: -those built specially for High Speed travel, -those specially upgraded for High Speed travel. They may include connecting lines, Necessities for future high speed rolling stock v2.1
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in particular junctions of new lines upgraded for High Speed with town centre stations located on them, on which speeds must take account of local conditions. b) High Speed lines shall comprise: Specially built High Speed lines equipped for speeds generally equal to or greater than 250 km/h, Specially upgraded High Speed lines equipped for speeds of the order of 200 km/h, Specially upgraded High Speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case. 2. Rolling stock The High Speed advanced-technology trains shall be designed in such a way as to guarantee safe, uninterrupted travel: -at a speed of at least 250 km/h on lines specially built for High Speed, while enabling speeds of over 300 km/h to be reached in appropriate circumstances, -at a speed of the order of 200 km/h on existing lines which have been or are specially upgraded, -at the highest possible speed on other lines. 3. Compatibility of infrastructure and rolling stock High Speed train services presuppose excellent compatibility between the characteristics of the infrastructure and those of the rolling stock. Performance levels, safety, quality of service and cost depend upon that compatibility. (2)Definition in Japan: “ High speed line is called “Shinkansen railway” (Shinkansen originally means new trunk line in Japanese). The official definition of “Shinkansen railway” is “the main line on which the train is able
to run at least 200km/h at almost entire line” (the law: Zenkoku Shinkansen Tetsudou Seibi Hou). In fact, the Shinkansen railway is a complex system for high speed railway transportation with dedicated technical standard (ex. dedicated high speed track without level crossing, standard track gauge, dedicated loading gauge). Shinkansen train, the Japanese HSRS, is the RS which consists a part of Shinkansen transportation system. (3)Definition in US (“Vision for HIGH-SPEED RAIL in America“, Department of Transportation):
-HSR – Express. Frequent, express service between major population centers 200–600 miles apart, with few intermediate stops. Top speeds of at least 150 mph on completely grade-separated, dedicated rights-of way Necessities for future high speed rolling stock v2.1
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(with the possible exception of some shared track in terminal areas). Intended to relieve air and highway capacity constraints. -HSR – Regional. Relatively frequent service between major and moderate population centers 100–500 miles apart, with some intermediate stops. Top speeds of 110–150 mph, grade-separated, with some dedicated and some shared track (using positive train control technology). Intended to relieve highway and, to some extent, air capacity constraints. From the world point of view, the HSRS will be the RS with - running on special railway system for high speed (dedicated line or upgraded conventional line) - running at least at the speed of 200km/h
1.3 Current world HSRS See Appendix XX
2 General issues relating to high speed rolling stock 2.1 Development and design Historically, RUs were generally in charge of new high speed RS development and worked closely with RSSs, as was the case for example with the Shinkansen, French TGVs and first and second ICE generations etc. RUs continue to be major players in the railway business and some railways still have extensive knowledge about railway technology. However, recent trends indicate that for development, RUs in Europe are playing a decreasing role. The RSSs are therefore left to bear the majority of development costs, give priority to supplier oriented priorities and interact less with RUs. Liberalisation of the European market will tend to intensify this trend and new entrants will be in an even weaker position to influence HSRS development. At the same time, Japan presents a very different picture. There, RUs have a dominant role in development driven by the conviction that they are best placed to understand HSRS needs. As a result, development costs are generally shared between the RU and RSSs. Regardless of the situation, further HSRS development still depends on a certain degree of RU and also IM involvement and knowledge to ensure that the design is consistent with intended operational and maintenance conditions. Ideally, RUs should therefore have a Necessities for future high speed rolling stock v2.1
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clear idea of future needs and RSSs strive to provide value for money HSRS which meets these needs. In case a RSS leads the development, the RSS should foresee what RUs, future customers, will need. The product by RSS should be satisfied by RUs and passengers. Notified bodies who approve RSs should understand the new technology. In the development phase and design phase, it is important to predict the performance of expected rolling stock. Predicting train performance depends on a number of complex variables such as braking distance, running resistance, dynamic behaviour, energy consumption, noise radiation, EMC, etc. Train performance should be predicted as accurately as possible in order to avoid lengthy test periods and adjustments before it can enter into operation. Accurate prediction of such complex elements relies on a combination of calculation by computer simulation, subsystem bench test results and data from field tests.
2.2 Procurement When RUs play the major role in HSRS development, procurement generally involves close negotiation with RSSs. However in recent European countries, HS market is being liberalised, HSRS is being standardized on the European market, and the function of RSSs is being emphasized. A RU would then be able to simply select off the shelf products, much like buying from a ‘catalogue’. In such an open market situation, RUs should establish clear criteria to choose proper HSRS. Also, in EU countries, the international call for bid is obligatory. In Japan, given the close involvement of RUs in RS development, a RU places an order with a RSS which will then manufacture it in partnership. Even in this case, order criteria should be clearly described. The criteria will includes, life cycle cost, RAMS and safety, passenger comfort, and other technical specifications. It will also include profitability as Order volume (strong effect on unit cost), The productivity of the RS (passenger capacity, maintenance interval and method), Track access charge to be paid for IM (different value in each RS). If the order volume is large, the unit cost will be reduced but the technical and financial risk will be increased. Parameters for track access charge, controversial in European Necessities for future high speed rolling stock v2.1
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countries and it may be logical to be proportional to the actual cost on the infrastructure, should be known clearly before the tender. It will be important that the criteria should satisfy the local standard at least and also satisfy the RU’s quality requirement which could be above the level of standard.. RU may be able to add options on top of basic HSRS purchase. For example, RU can add a contract to cover RS maintenance work by RSS (see section 2.6). RU may also choose leasing (see section 2.3).
2.3 Leasing RU may choose a lease rather than purchasing the RS. The leasing company, owner of the HSRS then leases it to a RU, which is similar to the aviation business model. This style is broadly applied in UK. This arrangement makes it possible to considerably reduce investment costs and may be effective especially if the RS will be used for short period.
2.4 Approval Approval serves to guarantee HSRS safety. HSRS must be designed with specifications required for obtaining approval in mind. In Europe, HSRS is approved by authority or sector being authorized and the approval test is conducted under the responsibility of RSS. One of the large problems of approval is its time and cost consuming. The cost of approval is estimated as 10% of the purchase cost. However there is no standardised approval process. Cross acceptance or standardised acceptance procedure is one path to reduce approval procedure related costs. Simplified process should be created for approval of HSRS operated internationally. The new technology and open point which does not listed on the standard will require new approval criteria. The elaborate tests and researches should be executed by the sectors such as RSSs, RUs or notified bodies. The approval system may be a problem for its negative effect for introducing improvement and new technological development because of its risk for the approval cost. The new approval system will be desired to stimulate inducing more technological advancement. Necessities for future high speed rolling stock v2.1 5
In Japan, the HSRS is approved by both RU and national government. Normally the approval cost is shared by RSS and RU.
2.5 Deployment Examples of total time to introduce new RS are shown in Appendix. To introduce new HSRS series, the time between decision to introduce (call for competition) and commercial operation of first set will take 4-5 years including acceptance test. It should be paid attention that the technical development before tender would take 3-5 years. Overall elements of the whole process for RU to deploy new RS are Service planning (foresee the future needs), Technical investigation/Technical development, Making specification, Fixing tender criteria, Tender (with/without negotiation with suppliers), Contract with supplier, Design by RSS (RU join it if needed), Approval test by RSS or RU. Also, elements to be considered in introducing new RS in parallel are Facility planning for new RS, Planning for staff deployment, Installing and constructing facilities, Staff training
2.6 Maintenance strategy and technology RUs are generally responsible for HSRS maintenance and as such carry it out themselves though some examples do exist where the RSS maintains the RS on the RU’s behalf. In Spain, RUs and RSSs usually set up a joint venture which will maintain the HSRS once it is built. The interest of such an arrangement is that the RSS can gather maintenance knowledge from RU and the RU can keep up with new technology via the RSS. In the case of new entrants maintenance work may be mandated to an existing RU or RSS which has the required level of maintenance knowledge. Maintenance of leased HSRS will be carried out by the leasing company. The interval between inspections today is fixed. It should be optimised to guarantee safety, reliability and reduce total maintenance costs. Also new maintenance technology and criteria should be searched and acquired for more effective operation. Necessities for future high speed rolling stock v2.1
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Currently, the time-based maintenance for preventive maintenance is the main stream. However, if health monitoring or checking of the train’s state can be used broadly, it will replace preventive maintenance by proactive maintenance. If a train diagnosis system is on board, data about the train’s state is easily collected and analysed. This method can optimise maintenance work and reduce maintenance costs and will be more effective for electric devices which could be suddenly failed. The diagnosis could be executed remotely from a ground site realizing remote maintenance. It will help the corrective maintenance method easily. To reduce maintenance costs, system reliability should be increased enough to run during intervals of maintenances, “train autonomy”. The level of reliability should be determined by the strategy of operation. Maintenance rule should be flexibly reconsidered to be benefited by introducing new maintenance technology and method. Regarding to the maintenance issue, RS could be used for the infrastructure maintenance. Monitoring and analysing system for infrastructure maintenance could be installed on commercial RS, which allows efficient maintenance. The system should be compact and reliable enough. Especially for small maintenance work such as cleaning and disposal, the rolling stock should be designed to realise quick work and the facility and its location should be considered to support quick operation.
2.7 Life time and life cycle costs (LCC) In European countries, the life of HSRS is normally estimated to be around 30 years. France and Germany estimates it at 30 years for example. Considering the RS has such a long life, it requires a mid-life renovation. In Japan, HSRS is assumed to have a life of about 15-20 years and is not subject to the same renovation. The aim of renovation is to adapt the RS to customer needs, prevent deterioration and add technological innovations. For example in France, flexibility for the renewal of interior design and seat arrangement are very important to meet changing customer needs. The flexibility for renovation may be an important factor for the RS for long life use.
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In case of the comparison of renovation and introduction of new series, renovation would be decided upon in the light of several factors: does a new series exist and if so, will it be introduced? What is the relative cost of renovation against introduction of the new series? Is it possible to introduce brand new technology or not, etc. The strategy to introduce long life RS with renovation or short life RS without renovation will depend on LCC, service strategy of the RU and so on. LCC is central to evaluating cost effectiveness. The LCC encompasses all costs: purchase, operation and maintenance, renovation, scrap and recycling. The capacity of the train would be an important factor for evaluating the cost effectiveness. Purchase cost includes not only production cost but development and acceptance test cost in many cases. The size of order will strongly affect the cost per unit. Please see the report “Cost of HSRS”, 1999, UIC high speed. LCC calculations are by definition hypothetical and do not reflect “real” costs. They may however be used as a basis for deciding whether or not to introduce certain HSRS. Modular design makes renovation easier because parts can simply be replaced and this requires components with standardised dimensions. The principle of Half-weight, Half-cost, and Half-life will be used to keep up with customer expectations at a low cost. This principle will realize short life cycle rolling stock and it will reduce the risk of finance and outdated design due to the long life. This method was used in the case of a Japanese commuter train set.
2.8 RAMS (Reliability, Availability, Maintainability and Safety) RAMS is regulated as IEC 62278. All HSRS should meet RAMS criteria or at least its concept to assure high level service and safety. The concept of RAMS aims at passenger satisfaction through the products. The management cycle of application, observation and improvement of the RS should be continuously executed. This activity would change the design process and maintenance system of RS.
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RAMS of a component can only be established by the thorough design and following extensive testing after assembly. Prospect of RAMS of RS at the pre-operation stage depends on the RAMS of subsystems and their system trees. Testing prior to beginning operations obviously should be as thorough as possible in order to assure RAMS to be acceptable level. For stable operation, reliability and availability should be increased to the required level. It should be considered to hold the redundancy of the total train system. Especially for components difficult to include redundancy such as mechanical components like bogies, doors, etc, they should be reliable enough not to affect on the operation.
2.9 Modularity and standardisation of train parts and components Modularisation and standardisation would have a direct impact on the cost of RS manufacturing by low cost of design and standardised parts. It will also make easier to replacement and renovation of RS parts. Standardisation would be especially important in the case of interface parts. Standardisation also makes easier new suppliers to enter the market which encourages competition of suppliers and may reduce the price. HSRS has to meet a series of operational specifications like TSI, for example, ENs, UIC leaflets, ISO standards, etc. It should be mentioned that the standard is the minimum requirement for operation and the RU has to consider requirements to satisfy the need. Modular design will provide wide variety of final products with low cost. It will easily realize to meet the need of the RU with low cost though it may require some compromises against the full agreement of the need. It will also give a chance for RSSs to increase production number and reduce the cost much more. This concept may be profitable for both RU and RSS though it may need systematized design which may be costly. Standardisation should leave room for technological progress and should not suppress innovation. Constant revision will be necessary to meet the technology level of the age.
2.10 Compatibility with infrastructure Generally, local standards determine compatibility between RS and infrastructure interfaces. When a new HS system is introduced to an independent area from existing system, a new standard will be introduced to optimise the HS operation. Should new HSRS be introduced in an area where HS already exists, then it must be compatible with that Necessities for future high speed rolling stock v2.1 9
system. In EU countries, TSI must be obeyed as the minimum requirement. Optimisation of the system from a technical point of view can only be achieved if RUs and IMs take a holistic approach to the system. The topics considered as the compatibility are, for example, Track gauge, Loading gauge, Train length, Current collection, Platform height, Signalling and Communication system, etc. and these topics are mentioned later.
3 Basic operational aspects of high speed rolling stock 3.1 Train set formation and basic dimensions 3.1.1 Track Gauge Standard gauge (1435mm) is most common today. However, Spain, Russia and Finland operate or plan to operate at 200-300km/h on broad gauge. An independent system free of compatibility constraints could be chosen for broad gauge in order to increase passenger volumes. However, this gain would be in part off set by the cost of special modifications required to adapt RS to the broader gauge and possibly high cost of building a different gauge HS system. If there are different gauge systems in a network, the need to link different gauge systems would also probably arise. However it adds further cost and time delays because special variable gauge RS would have to be built and trains would run slower as they changed from one system to another. By the recent technological development of increasing running speed and gauge change speed, such negative point is being overcome. Narrow gauge will be disadvantageous to achieve high speed system because of constraints of component size from technical point of view and profitability (capacity per investment) from economical point of view.
3.1.2 Loading gauge In terms of loading gauges, there are typical gauges, the UIC gauge and the Shinkansen gauge. There are three kinds of UIC gauges, A, B and C, and the largest is C gauge. Necessities for future high speed rolling stock v2.1
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Normally C gauge is used for new high speed line in European countries. In Japan, Shinkansen gauge, 250mm wider than UIC C gauge, is applied*. Such kind of wide gauge is effective to increase passenger capacity in terms of width (5 seats per row is possible). Taller gauge like UIC C (4650mm) gauge and Shinkansen gauge (4500mm) will also increase the capacity by double deck structure. The larger loading gauge may be considered as an option to maximise capacity and passenger comfort if the HS system is independent from the existing network. *In Sweden, Russia, and China adopt wider loading gauge than the major western European countries. In Spain, the HS line between Madrid and Barcelona were designed to adopt Shinkansen loading gauge. If car length is shortened, the width of RS can be maximized within the regulated loading gauge. The aerodynamic issue by large loading gauge is mentioned in the section 3.3.6 and 3.5.1.
3.1.3 Axle load Axle load should be minimised to reduce infrastructure maintenance work unless this conflicts with safety and operational needs such as running stability, signalling, and so on. To this end the weight of parts such as body shell, electric components, interior fittings, seats and so on should be reduced as much as possible. Total weight saving is easier if a single widely used part can be made lighter. Since bogies are by definition very heavy, simplifying their structure can also be an effective way to reduce weight. Generally, non-articulated and EMU type structures will have lighter maximum axle load. Weight reduction will also give a positive effect on the energy consumption. For safety reasons, wheel balance must be taken into account. Therefore it is necessary to maintain the wheel difference ratio within a certain percentage margin.
3.1.4 Train length The maximum length of a train in Europe, as stipulated by the TSI is 400m, which is the same as in Japan. This seems based on the maximum optimum length in practice. Of Necessities for future high speed rolling stock v2.1 11
course the longer length could be considered if we foresee the future demand increase. Having same length trains (for example two 200m trains) operated as a coupled train set to adapt to changes in demand and line capacity ensures efficiency and flexibility. Mixed operation of long single set and coupled short train set has already operated (ex.400m ICE1 and 2*200m ICE2 in Germany, or 400m CRH2A and 2*200m CRH2B in China). Operation by trains able to couple three trains is possible (for example, 120m trains *3). This may be a good idea for direct connection service for less demand. However, the total capacity will be reduced because of the train nose which decreases the passenger space, and also the cost will be higher because of the number of leading cars which costs much. It may be possible to design the configuration of the train separated as 1/3 and 2/3 (for example, 240m train + 120m train). It can also be useful for direct connection service for less demand with overcoming disadvantage of three train configuration and it can realise 1/3 length, 2/3 length and full length train by combining 2 kinds of train sets. Noses on high speed trains are getting longer which unfortunately diminishes the capacity, given this maximum permissible length. So in the interest of optimising capacity the nose should be as short as possible. From the commercial point of view, the capacity of one train set is crucial to determine the train length. The train set formula should also be determined by the operational point of view.
3.1.5 Car length The basic car length on an articulated HS train is about 13-19m and cars on non-articulated trains measure about 25m. These again will be the optimum values relative to capacity and loading gauge. In case the shorter body by widen body structure, the train may require articulated structure for optimum number of bogies. Again, if car length is shorten, the width of RS can be maximized within the regulated loading gauge.
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3.1.6 Distributed/Concentrated There are two types of trains from in terms of the traction distribution: distributed powered and concentrated powered. In concentrated powered train, it can be classified to three types. The general comparison of them is listed below. Distributed
Concentrated
Concentrated
Loco Hauled
Power
Power
Power
(one
locomotive
with
fixed train set) Propulsion system
Lower and
Traction
performance
relating to number of
power large
Higher
power
Higher power and
Higher
power
and
small
small number
and
small
number
number
Higher
Lower adhesion
number Lower adhesion
Lower
adhesion
adhesion
traction wheels Maximum axle load
Lighter
Heavier
Heavier
Heavier
Passenger capacity
Full
2 cars less than
1 car less than
1 car less than
distributed
distributed
distributed
Noise
in
passenger
Larger
Smaller
Smaller
Smaller
costs
Larger
Smaller
Smallest
Smallest
Flexibility of train set
Lower
Lower
Lower
Higher
Redundancy of the main
Higher
Lower
Lowest
Lowest
More difficult
More difficult
Medium
Easier
No
No
Possibly
saloon Maintenance
relating to the number of traction motor
component failure Change
over
between
systems Maximum
speed
restriction for running
yes
push mode
in
Possibly yes in push mode
direction The recent design trend of HSRS is distributed powered. The latest HSRS designed by major European suppliers are distributed powered, and in Japan, all HSRS is distributed powered from the beginning of the history. The main reasons of the stream seem its traction performance, capacity especially in European countries, and maximum axle load especially in Japan. The type of system selected also depends on existing maintenance facilities. If the facility is Necessities for future high speed rolling stock v2.1
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particularly suited to one type, it is disadvantageous to select anything else.
3.1.7 Articulated/Non-articulated Generally speaking, articulated trains offer several advantages: overall lighter train set, lower cost of bogie maintenance (fewer bogies), improved ride comfort because of rigid train-set structure as well as some arguments to say that they are safer in the case of derailment. Non-articulated trains have the advantage of having lighter axle loads, easy separation of cars for maintenance, easy rearrangement of cars as well as higher capacity for the same train length because there are less partitions. Selection of one type of train or another will also depend on what maintenance facilities already exist.
3.1.8 Double decker trains Generally double decker trains increase capacity. Capacity depends on the structure of the train set, i.e. floor height of the door (fitted for low platform or high platform), articulated or non-articulated, and concentrated power or distributed power. Double decker trains by definition need stairs and in future, lifts will have to be fitted to improve accessibility. Generally a double deck increases the axle load since structure and capacity are larger. A double deck also tends to weaken resistance to cross winds because of the large height of the vehicle.
3.1.9 Floor and ceiling height Floor and platform height must be compatible and accessibility should be facilitated by having flat floors. To ensure accessibility, HSRS floor height is ideal if it is level with platforms. Some countries, Japan, China and Taiwan etc. are already accordance with this principle. In Europe, the minimum mandatory requirements are set out in a TSI. In such situation Necessities for future high speed rolling stock v2.1
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that many platform heights exists, some measures are necessary to compromise. A compromise is reached by installing step. It may also be reached by suspension control to compensate the height difference between platform and floor height. The ceiling height should be calculated for comfort and for overhead luggage storage if necessary.
3.2 Basic performance 3.2.1 Maximum speed Maximum speeds today vary between 240-350km/h on the majority of main lines and 200-250km/h on upgraded lines. Current world maximum speed RS is CRH3 in China at 350km/h. The maximum speed for newly constructed main lines will be 300-360km/h, and the step after the next will be 400km/h. The maximum speed should be determined by the commercial point of view (travel time between cities), estimated cost (extreme high speed may not be economically feasible), and technical issues. Currently, we can categorize HSRSs in three types in the market, -Extreme high speed (over 300km/h): running mainly on the dedicated high speed line. Several series are already operated and some series are being developed. -High speed (240km/h-300km/h): typical high speed train operated in the world and running mainly on the dedicated line. -High speed for conventional (200km/h-250km/h): running on both dedicated high speed line and upgraded conventional line. Many of such RSs have tilting function.
3.2.2 Acceleration and deceleration Given that the main aim of HS is to reduce travel time between two points, acceleration and deceleration performance will especially be an important factor to be taken into account for trains running short distance, running with many stops, or running on lines with speed restricting factors such as curves. Higher deceleration in emergency should be taken into account for safety.
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3.2.3 Current collection HSRS pantograph geometry must be compatible with the infrastructure where it is to be used. Contact performance should be excellent for high speed current collection and for preventing contact wire wear which leads to higher costs since replacing a contact strip will be easier than replacing a contact wire. A holistic approach to optimisation of current collection system is all the more important when the IMs and RUs comprising the HS rail system are separate companies. Reduction of pantograph may be necessary for the weight reduction, noise reduction, and cost reduction. Unified pantograph may be necessary for multi voltage train. Also the system to collect current from only one pantograph per train may be necessary. The distance between the two pantographs attached to the roof should be also determined according to current collection performance analysis to avoid the dynamic interference added by two pantographs to the catenary. For HSRS to run on non-electrified line, diesel powered HSRS is possible. However it may be powerless and unfriendly to the environment. Though the calculation of CO2 emission, energy consumption and cost should be executed, electrification or diesel-motor hybrid system may be suitable to the future HS system.
3.3 Safety and security issues 3.3.1 Running stability The TSI stipulates that HS trains must be stable at 110% of the maximum operational speed. Nevertheless the percentage value, RS should be assured to have safety margin for stable running at maximum operating speed. Dimension of the bogie such as wheel base, design and parameter of damper and spring, etc should be thoroughly designed and tested. The conicity might be reconsidered according to the wheel base of the bogie, maximum speed, and the track dimension for stability and lateral force reduction. (see also section 3.8.8 and 5.1) Necessities for future high speed rolling stock v2.1
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3.3.2 Signalling Cab signalling is mandatory for high speed. Currently for dedicated high speed tracks, continuous control systems like TVM in France, LZB in Germany, ATC in Japan, ETCS as a European standard, etc. are applied. In almost all of their systems permissible speed is indicated not only as a discrete value but continuous braking curve realizing high density operation and good riding comfort. In the case of high density operations, performance can be improved with braking curves and mobile block sectioning. ETCS (level 3) in European countries, CTCS in China, and ATACS in Japan are examples of this kind of system. ETCS is destined to be used mainly in European countries and the next standard of European signalling system, and ATACS is currently being tested (currently only for conventional lines). On board signalling systems should be compatible with all lines on which the train runs. ERTMS, a common international signalling system in Europe, is being developed to simplify interoperability. However, until the latter is fully developed, trains will have to run with several on board systems, so signalling components will have to be integrated to be compact for fitting on the RS.
3.3.3 Communication In European countries, GSM-R is being developed and used as a part of ERTMS system for a standard track-train communication. In Japan, the most commonly used system is LCX cable digital radio. Communication system would be better to be used not only for operation use, i.e. train staff and traffic control but also for passenger services such as internet service. It will need high capacity.
3.3.4 Crash resistance (designs to prevent of loss of life) In TSI for European countries, there is already a regulation which demands RS to have a structure to absorb crash energy. Crash safety is particularly important in the case of HSRS running on lines with level crossings. The train should be built in a way that ensures there is a crash resistant safety Necessities for future high speed rolling stock v2.1
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zone that prevents loss of life to passengers and driver. This philosophy may increase weight of RS and may not be feasible if the required energy level is extremely high. If RS runs on dedicated HS lines with high level safety systems this is less of an issue. Especially in case the RS design is not feasible (too much heavy etc), the crash safety should be assured by the whole HS system, i.e. signalling system, track design, operation system and so on, and not only by RS.
3.3.5 Fire safety Materials used in HSRS should be non-flammable or at least flame resisting. They should be also light weight, environmentally friendly, and economically feasible. Also, evacuation regulation should be obeyed to the rule applied to the country where the RS will be operated. For fast evacuation, the size of doors (wider is better), size of walking corridor (wider is better), and layout of cabin (number of doors and large and breakable windows) should be considered well.
3.3.6 Crosswind resistance The risk of overturning due to crosswinds must be factored into the design equation due to operational conditions in high speed (running over viaducts, embankments etc). Further research should be executed. Common measures to counter this risk for RS will be: reducing car height, reducing the height of the center of gravity, rounding off roof edges etc. However these are possible to reduce passenger comfort inside the saloon. A common external measure is to build a line side wind breaker to reduce the impact of crosswinds on the train. This issue may be taken into account the combination of measure for RS and infrastructure.
3.3.7 Security Some RUs already have railway station security systems. For RS, CCTV (Close Circuit TV) or other sensors will be considered to find dangerous objects or suspicious person during Necessities for future high speed rolling stock v2.1
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operation. When such system exists on RS, research should follow on how to prevent incidents and how to process collected data.
3.3.8 Derailment Derailment may happen by external and internal cause to the RS. External cause, not necessary to mention in this paper, is for example natural disaster like landslide and collision at the level crossing. Internal cause is for example the defect of bogie parts and track irregularity which interacts directly to the wheel. To assure the safety to the derailment, each type of RS should be measured the derailment coefficient on the whole line where the RS will be operated. The coefficient value is related to many elements, the profile of wheel/rail, weight, weight balance, dimension of the bogie, running velocity, and so on. The verification standards have already exists in countries where HS train is operated and should be respected. For further high speed they may be possibly revised, therefore field tests should be done repeatedly for the revision. Of course, the defect of RS parts should not cause derailment. Especially after the change of the bogie design, bench tests and field tests should be done carefully and sufficiently. The safety after derailment should be considered. There are arguments to say that articulated trains are safer in the case of derailment. (It may or may not be true.) To increase the safety after derailment, there is an idea to attach guiding devices under HSRS axle boxes to avoid significant deviation from the track after derailment. This idea is realized in Japan as a measure after derailment by the huge earthquake.
3.4 Environment 3.4.1 CO2 and energy Reduction in CO2 emissions from HSRS is proportionate to the reduction in energy consumption. Various methods exist to reduce energy consumption: reduction of power unit energy loss, use of regenerative braking and reduction of running resistance. Better management of power unit would be realized to redesign the circuit and control. Adoption of highly efficient devices would be also effective for the reduction of energy loss. Smoother car body surfaces etc. diminish running resistance (see section 3.5.1). Reduction of weight will also be effective. The energy saving for stand-by RS would be necessary by better Necessities for future high speed rolling stock v2.1
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management of main circuit system, air-conditioning system and so on. For air conditioning system, the better heat insulation structure would be effective. In the competitive situation of different operators on the same line, the energy consumption meter may be necessary to report energy consumption to IM. It will be useful for reducing energy consumption because the measurement will motivate energy consumption reduction. The energy saving driving could be planned on the diagram, and the driving support system for the driver with less energy could be created. ATO could also be used.
3.4.2 EMC EMC must meet government and other regulatory requirements and it is important to test not only isolated components but also entire HSRS once it is assembled. A huge amount of tests must be conducted under the several conditions (power, brake, coupled, and so on.) Further research to obtain general principle is anticipated to reduce the test.
3.4.3 Noise (Outside) External HS train noise is classified as rolling noise, noise from mechanical parts and electrical components, contact noise from the pantograph, and aerodynamic noise. Aerodynamic noise forms the main source of noise on HSRS according to the research and tests so far. It stems from pantograph, roughness of car body, the gap between cars, the nose, the space around bogie, and so on. This can be reduced with smoother surfaces, using noise dampers, using aerodynamic parts and fitting insulation panels around pantographs and bogies etc. Rolling noise, not much dominant at higher speed, will be reduced by both measures for wheel and rail. One of the measure for rolling stock measure, for example, is damped wheel. Parts and components should be designed to aim at low noise structure as blower-less structure, for example, and noise insulation. Contact noise will be reduced by the improvement of contact loss late. Necessities for future high speed rolling stock v2.1
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3.4.4 Ground vibration Ground vibration depends on track side conditions, infrastructures, axle distribution in a train set and axle load. The most effective measure to tackle this in the case of RS is to reduce axle loads. It will be necessary for RU’s to promote RSS to manufacture HSRS in ecological way.
3.4.5 LCA LCA should be considered in the future HSRS. Further research and benchmark should be executed. Concerning to the LCA, the materials used in RS should be environmentally friendly and be recyclable or reusable. Because plastic and glass are difficult to recycle, it will be necessary to develop ways to recycle and reuse these materials. Some heavy metals and liquids harmful to the environment should be prohibited to be used. The use of composite materials which may be difficult to recycle will increase in the future. The disposal of them must be taken into account.
3.5 Aerodynamics Aerodynamics is a key issue for HS trains.
3.5.1 Aerodynamic resistance Reducing the loading gauge helps reduce aerodynamic resistance. Once again however, smaller loading gauges reduce passenger space that effect comfort and capacity. Both advantages and disadvantages should be balanced. The large loading gauge may be possibly increase aerodynamic resistance due to the increase of perimeter of the cross section. If we compare the same capacity of two trains, a shorter train with larger loading gauge and longer train with smaller loading gauge, we can find that the aerodynamic resistance of shorter train may be smaller because the aerodynamic resistance depends more on the length of the train. The comparison can be done by simple calculation and some formulas are used already in some countries. Necessities for future high speed rolling stock v2.1
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Smoother body shape, i.e. flat window, flat door, covered gap between cars, aerodynamic shaped protuberance, covered protuberance, flat undercover, etc, also helps reduce the resistance. Having a longer nose has a limited impact on aerodynamic resistance given that most resistance is from the body surface especially of the longer train. Resistance by the rear nose and coupled nose should be considered.
3.5.2 Tunnel micro-pressure waves On lines where HSRS runs through a high number of tunnels, this issue becomes a problem. Lengthening the nose, optimizing the nose shape and having a smaller loading gauge mitigate micro-pressure waves. However, these measures again reduce passenger comfort. A balance must therefore be struck to achieve optimum effect. There is an idea that leading car will be designed to lower the roof height or reduce its width to smaller clearance gauge.
3.5.3 Pressure fluctuation from passing trains running through tunnels This problem would be larger if the proportion of tunnel cross section and train loading gauge. This issue also relates to the riding comfort (see also section 3.6.4). General effective countermeasures to this are to lengthen the nose, smooth the car body and use a smaller loading gauge. However, longer noses and smaller loading gauges reduce passenger space. A balance must therefore be struck to achieve optimum effect. In addition, the body shell must be sufficiently robust to resist repeated exposure to such pressure fluctuation. This is important especially for the RS running on the line with many tunnels. The HSRS should be enough air tightness for passenger comfort. (see section 3.6.4)
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3.5.4 Flying ballast Certain HS trains sometimes cause ballast to scatter. It is believed that this phenomenon is due to the vortex created by the train. It may be related to the lower body structure. As a solution for the RS, some aerodynamic parts are fitted to the RS to smooth air flow around bogies (Germany). To avoid applying measure after operation and incorporating the measure in RS design stage, further research is necessary. Solutions applied to the infrastructure are lowering the ballast level of the track (Spain) and installing net covering the ballast under the track (Japan).
3.5.5 Riding comfort by aerodynamic fluctuation Especially in tunnels, the riding comfort may be possibly influenced by the aerodynamic fluctuation vibrating the car body. It should be researched if the phenomenon is assured.
3.6 Comfort 3.6.1 Ride comfort Choice of proper primary and secondary suspension are fundamental for ensuring ride comfort. Now the majority of secondary suspension is air suspension. Active suspension (full active suspension or semi active suspension) is increasingly being introduced to control secondary suspension, mainly to reduce lateral vibration but which may also help to reduce vertical vibration. Research is being carried out to introduce active suspension to primary suspension too. Reducing elastic vibration depends very much on how stiffen the car body shell can be made. The natural frequency of elastic vibration must not coincide with the operation speed frequency. Tilting system will be problematic in ride comfort (see section 3.6.3). The test should be well done before introducing to commercial service.
3.6.2 Noise abatement in the passenger saloon Materials and structure design for passenger cars should aim dampen or cut noise emanating from the floor, windows, walls, ceiling and eliminate sources of noise generally. In the case of EMUs, noise abatement measures are especially important since a large number of noisy components are located beneath the passenger saloon. Air conditioning Necessities for future high speed rolling stock v2.1
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system and forced ventilation system are also strong noise sources at the component itself and air duct. Silence structure should be considered. The standard for the noise level would be determined by each RU according to the required service level for the RU.
3.6.3 Tilting system Tilting systems for better ride comfort in curves have already been introduced on HS trains as a necessary measure for running on conventional lines at high speed. Although this measure may not be necessary for HS trains running mainly on HSL, the latest Shinkansen (running on old HSLs) introduced a small degree of tilting by means of air suspension control in order to keep the running speeds through curves. So in the future we may see even HS trains running mainly on HSL, using such tilting technology to increase running speeds. There are several systems for tilting train; natural tilting with higher roll center and forced tilting by the actuator or air suspension. The ride comfort in each tilting action is different in each system. Ride comfort not only in curves but in transition period between curve and straight track would be more important. Tests should be well done before commercial service. The loading gauge of tilting train tends to narrower. It should be paid attention that it could deteriorate passenger comfort.
3.6.4 Airtight structure HSRS should have airtight structure not to expose passengers to extreme pressure fluctuation. This is essential in the case of HS trains especially for those running through tunnels. Current HSRSs have onboard systems which close vents on entering a tunnel or remain airtight with continuous ventilation. Car body including doors must be well sealed.
3.6.5 Air conditioning Air conditioning must be installed for passenger comfort. The power of the air conditioning component should be determined by the climate where the RS will be operated. The function to control humidity would be an option especially for humid or dry country. Heat Necessities for future high speed rolling stock v2.1
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insulation of the car body is essential for the effective air conditioning. Air conditioning in driver’s cab is important because large windows around the cab easily transmit heat and also the requirement for the driver’s working environment should be complied. An independent air conditioning system for driver’s cab will be necessary. Ventilation system is also necessary and it should avoid the large pressure fluctuation in cabin at the tunnel sections. If the line has many tunnels, continuous forced ventilation system will be necessary to ventilate enough air or at least the system shutting the opening for ventilation before entering tunnel. Air condition for each seat may be an idea for passenger comfort.
3.6.6 Extreme climatic conditions HSRS will increasingly be operated in extreme climates – very high or very low temperatures, exposed to sunshine, snow and dustier conditions or dry or humid climates. For each case, further research is needed along with extensive field tests. Factors to be considered include as follows. For high temperatures: air conditioning performance, heat transmission, time required for preparation to enter service after train activation For snow and low temperatures: heat transmission, clearing of snow and ice to avoid destroying infrastructure and preventing damage to RS, anti-icing of mechanical parts like door, bogie and pantograph, avoiding infiltration of snow into components, time required for preparation to enter service after train activation For dry or humid and/or dusty climate: sealing on components, filters on components, air conditioning able to remove/add humidity of passenger cabin, keeping electrical components dry to avoid electrical problems. Sunshine: deterioration of certain parts.
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4 Commercial and human factor aspects of high speed rolling stock For the recent competitive situation and the increase of the level of customer demand, the RS to assure customer satisfaction will be necessary. Similarly the RS friendly to the staffs working on RS will be necessary.
4.1 Ergonomics Ergonomics is an important factor for optimising man-machine system performance because it makes human beings central to design. It helps to improve safety and comfort for passengers including those with reduced mobility as well as working conditions for staff. For RS to be used over a long period of time, anthropometry, i.e. evolution of human body, should be taken into account. (For example, in Japan in 2006, it was established that the height of the population had increased about 3cm in 12 years.)
4.2 PRM(Person Reduced Mobility) - Accessibility Factors that should be borne in mind to ensure accessibility and freedom of movement within the train especially for those with reduced mobility are: Flat floors, same floor and platform heights, mechanisms to reduce the gap between the train and the platform, widened doors to allow for wheels chairs, lifts for double decks, fastening to secure wheel chairs in place, properly equipped rest rooms, visual and voice guidance etc. Many of them will violate to the train capacity, however, this must be taken into account and would be more and more important for future HSRS.
4.3 Driver desk and cab Analysis of current and future tasks should determine the design of the driver desk. Analysis is all the more important when new technology or interfaces are introduced. Given the increasing number of functions required for interoperability and the decrease in space due to nose aerodynamics, priorities for design will be: ease of operation, prevention Necessities for future high speed rolling stock v2.1
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of operational errors, ensuring sufficient front vision, reducing driver fatigue, noise abatement and ensuring sufficient space for the driver. Designs can be tested using mock-ups. The driver desk design may be necessary to be easily interchangeable to meet new requirements such as signalling system upgrades. Standardisation of devices used by drivers may be necessary to reduce driver workload and operational errors. For interoperable trains, the design should be standardised throughout those countries where the train is in operation. Nonetheless, a standardised driver’s desk may not be technically optimal since a standard may be the result of too much compromise among several countries. What is clear is that the search for optimal solutions will have to continue. Automatic train driving systems already used for urban transport in some cases could be applied for dedicated HS system with the necessary safeguards to guarantee safety. The job of drivers on such trains would then be more service orientated.
4.4 Cabin design Cabin design is directly related to passenger comfort and affects an operator’s image and profitability. Also the design strongly depends on the policy of the RU.
4.4.1 Capacity Capacity is one of the most prioritised parameter for cabin design. It is advantageous to increase capacity as much as possible unless the comfort for passengers is violated. For example, service facilities such as restaurant car will reduce the total capacity, however, it must not be avoidable according to the policy of the RU. To increase capacity, if the car body width allows, 2+2 rows will be fit in 1st class and 2+3 rows in 2nd class and for high density and short distance transportation, 3+3 row may also be possible. The double decker structure will increase the capacity depending on the structure of the train like articulated or not and component arrangement. Necessities for future high speed rolling stock v2.1
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4.4.2 Seating Seating and service category Seating in HSRS today is arranged into compartments, facing, in rows or a mixture of these three. Preferences depend on the country and type of service. Row seating appears to be the most popular choice generally, and for very long distances, compartments - especially for personal use or small group use - will be still the preferred choice for customers. Currently most of the HSRS has two class seats and in some countries, three class services are introduced. To differentiate the service from air service, it may be worth to introduce. The class may be differentiated not only by classes but by the other criteria such as, for example, silent (no mobile phone, no announcement) or not, marketing category (normal TGV and iDTGV in France for example), personal/business or family, and so on. The seating design may be determined by the criteria. In China, HS sleeper exists for long distance services (ex. Beijing-Shanghai). Though such a sleeper operated for specialised use may reduce train operation efficiency, it may be necessary for long distance service. Flexible seating An idea of flexible seating exists that a rail is fitted to the floor and seats can be fixed at the desired point. It is important that the design should be allowed the flexible arrangement in the cabin when renovation. Seat dimension The seat pitch in 1st class should allow most people to stretch out their legs in front of them. 2nd class provides knee space for the average individual even when the seat in front is reclined. The width of a seat in 2nd class should be of average shoulder width at least. Depending on the class of service, seats also need to recline, and some should be fitted with head rest, foot rest and arm rest. In any case sensor tests can be used to help determine the seat structure. Rotating seats provide extra comfort for those passengers who dislike contrary to the train Necessities for future high speed rolling stock v2.1
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direction. In some countries rotative seats are introduced. In Spain, the staffs rotate the seats at the departure station. In Japan, also staff rotates the seat by hand or using system that seats can be automatically turned around. Passenger can easily turn the seats. As it is assumed that most people will use a laptop, the flip down or flip up table design should take this into account and should be borne in mind for the placement of power sockets and wired or WiFi internet connection.
4.4.3 Windows Larger windows with narrower frames create more noise, heat, sunshine and weaken the vehicle body but have the advantage of producing an impression of space and improving the view from all seats. To maintain high visibility from all seated positions, the location of windows is better to be defined after the seats have been arranged. For example, on the Shinkansen each seat corresponds to a window. However it makes difficult to change seating in renovation. Narrower window frames improve visibility in the case of flexible seating.
4.4.4 Doors HSRS today has a pair of doors for every 30-90 seats. Shorter distances to doors improve accessibility and reduce time for boarding and disembarking at stations which helps reduce stopping time and evacuation time in case of emergency. However, more doors mean reduced capacity. PRM and large pieces of luggage must be borne in mind when calculating door width. In the case of large gaps between the platform and train (such as curved platforms or small loading gauges) extendible steps may have to be fitted for better accessibility.
4.4.5 Toilets By and large, current HSRS has one toilet per car. There may be a minimum of one toilet facility for PRM per train. For more comfort, there may also be baby-changing tables or spaces for applying make up. Necessities for future high speed rolling stock v2.1
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The water and waste tank capacity will determine running time between service stops. Materials used and the design should make keeping the toilets clean, easy, i.e. easy maintenance and wear resistant. Reduction of LCC should be taken account. Recently, a biochemical process is being developed for the disposal of sewage. It may be an eco-friendly method and could make operation easier.
4.4.6 Luggage storage HSRS currently provides overhead, end of saloon and floor storage for luggage. Storage close to the passenger is preferable to avoid lost luggage. Floor storage uses up considerable capacity so overhead storage is probably the best solution for small items.
4.4.7 Cleaning Each car may need to be installed with sockets for cleaning equipment. Innovative materials or coverings can contribute to make cleaning easier. Robots can be used to clean floors. Seats with cantilever legs will realise easy floor cleaning.
4.4.8 External design External design of HSRS is important for image. Engineering requirements will have a large impact on the external appearance of HS trains, so close cooperation is required to meet engineering and design needs.
4.5 Passenger services 4.5.1 Information network Railways will eventually have to provide some sort of local network facility, as exists for homes and offices. This would also enable railways to positively differentiate their services in comparison to airlines. Necessities for future high speed rolling stock v2.1
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Games, videos etc. could be offered as entertainment services, with movies offered on long distance trips via personal screens in the seats. Korea already has a train service with an on board cinema. In addition, there is an idea to introduce a service giving information about the destination and traffic etc. which the passenger would be able to access at any time. It is to say travel support system. Implementing such a service would require the development of a special system and hardware.
4.5.2 Catering There are two catering options: restaurant and buffet service with dedicated space or in-seat (trolley) service. The option selected will depend, among other things, on the travel distance and time, number of stops, demand for such a service and the train capacity (restaurant cars use up space). Also it strongly depends on the policy of the RU. It should be mentioned that the catering service requires huge backyard works.
5 Other technical aspects of high speed rolling stock 5.1 Body and bogie structure Most current HSRS is made from aluminium alloy, steel and stainless steel. Generally aluminium is expensive but is light weight. Steel is cheaper but has low endurance (high maintenance cost) and is heavy. Stainless steel can be used to construct a light weight structure at low cost, but is difficult to make airtight and has lower design flexibility, for the nose in particular. For light weight structures, use of carbon composites, which are already used on some HSRS as a structural component may be extended. Aluminium honeycomb is also used on some HSRS. High cost of these new materials must be taken into account and the test for safety is also necessary when newly introduced. Crash safety, usually comes in the form of a crash proof zone at the back of the driver’s cab. Providing such protection has to be subject to a weight, cost and risk analysis and of course obeyed by the regulation. (See also section 3.3.4)
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To increase ride comfort, the structure should be as stiff as possible in bending and twisting mode and necessary to dynamic analysis to avoid resonance. To increase resistance to bending, placing doors towards the middle of the body would be better to be avoided. Bogies have to be both safe and reliable enough assured by bench and track tests. The bogie is one of the heaviest components on RS, the weight of certain of their parts may be necessary to be reduced – such as bearings, axles, wheels, gears, brakes etc. so long as the level of safety or reliability is not affected. Generally speaking, the simpler the bogie structure, the lighter and more cost effective it will be. Given the bogie’s central role in running safety, a large number of sensors will be placed on the bogie to measure status such as temperature, vibration acceleration, structural safety, and so on. The sensors themselves and the total system will need to be tested well in the field to avoid later problems in operation. Radio communication will used instead of wiring to make placement of sensors easier and improve reliability. Maintenance management will be improved if such kinds of data are collected. (See also section 2.6) The location of component and its design will depend on and the arrangement in a train set, weight balance of RS and maintenance considerations. For components located under the floor, extra factors should be borne in mind such as ease of access, detachment and replacement for maintenance, from which side it should be accessed etc. It should be determined the maintenance policy, method, and facilities. It would be better to avoid installing components on the roof to lower the centre of gravity.
5.2 Power and Braking systems In recent years, thanks to progress in the field of power electronics, HSRS has gradually been equipped with new technology, controllers, devices and motors which have improved energy efficiency and reduced maintenance costs. AC motors with IGBT / VVVF controllers are now more or less main stream. AC motors, currently broadly used, include induction motors and synchronous motors. Recently synchronous motors with permanent magnets are introduced. Each type has its advantage and disadvantage in terms of weight, efficiency, and controllability. Linear motors may be a possibility but will not widely be used mainly for reasons of cost and compatibility with the existing infrastructure. For the equipment of main circuit system, the heat capacity should be considered. Special Necessities for future high speed rolling stock v2.1
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cooling system such as blower-less system, pump-less system for cooling liquid may be worth to consider for maintenance cost reduction, weight reduction, and noise reduction. Regenerative braking is essential to reduce energy consumption and may even be used instead of mechanical brakes for stopping the train, to help reduce maintenance costs related to the latter. Mechanical brakes however would still be necessary as a backup system in emergency. Rail brakes can reduce the stopping distance in an emergency: it generates a higher friction force than simple rail / wheel contact, but weight and possible negative impact on rail and signalling are drawbacks. Aerodynamic braking is an effective means for braking which does not depend on rail/wheel friction and is more effective for higher speeds but uses up passenger space for installation and increase total weight. A simple alternative then would be to introduce a device for increasing rail/wheel adhesion, such as ceramic particle jets. The technology for optimal distribution of traction and brake in a train set may be necessary for the improvement of train’s traction and braking performance by the effective use of maximum friction force which will not be equally distributed in the train set. The friction force is of course nearly proportional to the axle load, then the traction and brake system should be included the measurement of the weight. Anti-lock / anti-skid function will be necessary to avoid the wear of wheel and rail.
5.3 On board train control and information system Recent trains are installed on board control and information systems which controls, monitors, diagnoses and displays the status of the train and its components. It may be able to integrate the signalling system and communication system. It will be like a “brain” and a “nerve” of the train. Such system will allow: Better train control Better train service on board Better interface on board for operation staffs and passengers Efficient management and improvement of operation Efficient management and improvement of maintenance Efficient improvement of RS design Function integration will create new value for the RS. Integration of functions may reduce the weight of train by reducing wire and controller of each component. Necessities for future high speed rolling stock v2.1
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The interface between system and components should be unified for the system integration. The system should be robust for failure and adequately redundant because of its key element for the operation.
5.4 Other equipment 5.4.1 Auxiliary power units (APU) APU mainly provide power for service related equipment. The capacity of an APU should provide enough power for every seat-side plug. The APU should also have enough capacity to provide power to all necessary components when the train stops accidentally. In case of an emergency when the train loses the power source, it should provide power to at least the emergency lighting, toilets and communication devices.
5.4.2 Compressors Pressurised air is broadly used as a power source of mechanisms like brakes, doors, etc, because such system can be simply constructed. However, the compressor making pressurised air vibrates itself and also car body and needs constant maintenance. The RS without compressors and the air system may be introduced by replacing it to motor actuators etc. Development of compressor with low vibrated or vibration insulated and low noise compressor will be necessary especially for the installation near the passenger cabin.
5.4.3 Automatic coupling system To guarantee flexible train services, there must be a connector system for easy coupling and decoupling. The coupling system should be designed to be coupled with other types of train to rescue other trains and, if possible, operate commercially.
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6 Conclusion This report aimed to show a general overview of issues which should be taken into account for future high speed rolling stock. In chapter 2, necessities are enlisted according to the business process and other general issues as RAMS and standardisation. In chapter 3, necessities in basic dimensions in train design and planning are enlisted. In chapter 4, necessities in commercial and passenger point of views are enlisted. In chapter 5, necessities in other special technical issues are enlisted. This study shows all possible necessary aspects as much for future HSRS. It would be helpful for RU in introducing new HSRS.
7 Appendix -Current high speed rolling stock -Examples of timetables in introducing new high speed rolling stock
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