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5/20/2018 Integrated Projects Application 1
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I ntegrated Project Appli cations7CV007
Student:
Talines Hungria 1325094
Module Leader:
Dr Suresh Renukappa
Date of Submission:
5thof June 2014
U n i v e r s i t y o f W o l v e r h a m p t o n
AN EVALUATION OF
THE HIGH SPEED TWOBIRMINGHAM TO MANCHESTER
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Table of Contents
Introduction .................................................................................................... 3
1. Client Requirements ................................................................................ 41.1. UKs National Infrastructure Plan 2013..................................................... 4
2. Overview of the HS2 Rail Infrastructure ................................................. 62.1. The HS2 Technical Specification .............................................................. 9
3. Evolution of The Phase Two Proposals ................................................. 113.1. Phase Two: Proposed Route .................................................................... 13
4. The HS2 Issues ........................................................................................ 164.1. Staffordshire ............................................................................................. 164.2. Whitmore .................................................................................................. 174.3. A Greener Vision for the HS2 .................................................................. 20
5. Magnetic Levitation Trains .................................................................... 205.1. High Speed Two Vs. Maglev Trains ......................................................... 22
6. Sustainability Issues ............................................................................... 246.1. Economic ................................................................................................. 246.2. Social ........................................................................................................ 256.3. Environmental .......................................................................................... 26
7. Safety and Risk Management .............................................................. 26
Recommendations and Conclusion .......................................................... 28
References ................................................................................................... 29
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Introduction
With a rapidly growing world population and the pressure being put on thetransportation sector in both urban and rural communities, there are several nations
adopting alternative public transportation policies to better serve their citizens and
England is not the exception. Transportation planners around the world are thus
considering serious public policy changes related to existing mass transportation.
Whether for short or long distance travel, existing transportation sectors are in
desperate need of upgrades. Unfit for purpose roads and lack of technology are the
leading cause of traffic congestion, and are the main contributors to increased
pollution. Therefore, the pursuit of alternative transportation has come in the form
of high-speed rail transit. This form of transport is not new to the transportation
sector, but it has been met with opposition, primarily because of concerns over cost
and the impact upon existing transportation sectors (Zaidi, 2007).
Furthermore it is acknowledged that high-speed railways (HSR) are currently
regarded as one of the most significant technological breakthroughs in passenger
transportation developed in the second half of the 20th century. At the beginning of2008, there were about 10,000 km of new high-speed lines in operation around the
world and, in total (including upgraded conventional tracks), more than 20,000km of
the worldwide rail network was devoted to providing high-speed services to
passengers willing to pay for shorter travel time and a quality improvement in rail
transport.
As described by Campos and Rus (2009) in Japan alone, where the concept of the
bullet train was born in 1964, 100 million passenger trips have been performed per
year during the last 40 years. In Europe, traffic figures average 50 million passenger
trips per year, although they have been steadily growing since 1981 by an annual
percentage rate of 2.6. Currently there are high-speed rail services in more than 15
countries,and the network is still growing at a very fast pace in many more: it is
expected to reach 25,000 km of new lines by 2020 (UIC, 2005).
Therefore it is somewhat evident that the construction of an enhanced railway
network is vital for the UKs transport infrastructure. The British Government
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alongside the European Commission have established a number of strategic policies
and recommendations that support investment in the rail sector and encourage the
development of sustainable transport. Furthermore, according to Alison Munro,
Chief Executive of the HS2, on of the main ambitions of this avant grade transportinfrastructure is to be an exemplar project within the HS2 Sustainability Policy
(2013). This policy states that we strive to limit the negative impacts through
design, mitigation and by challenging industry standards and we will look for
environmental enhancement and benefits (HS2 Ltd., 2013a). By the construction of
the HS2, the UK will ensure its commitment of providing a low carbon economy by
reducing environmental impact linked to transportation. Hence, this train will
operate with electricity, which will contribute to enhance air quality and decrease
noise pollution (HS2 Ltd., 2013b). Moreover, high-speed rails also target to decrease
road traffic and thus minimise carbon emissions generated by vehicles. Nonetheless,
on certain occasions this does not occur, such is the case of Taiwan where do to the
lack of use of the high-speed train this goal has yet to be achieved (Cheng, 2010).
Nevertheless, building, maintaining and operating HSR lines is expensive, involves a
significant amount of sunk costs and may substantially compromise both the
transport policy of a country and the development of its transport sector for decades.
Thus, the main target of this paper is to produce an evaluation of the proposed route
for the HS2 network from Birmingham to Manchester.
1.
Client Requirements
1.1. UKs National Infrastructure Plan 2013
According to the UKs National Infrastructure Plan (2013) Britains Government
will work in partnership with regulators and industry to maintain the performance
of the UKs transport networks over time, while ensuring that they provide good
value for money for users and taxpayers. Nonetheless, the main aim of the
government is to go beyond improving the performance of the existing network by
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creating a transport system that is capable of satisfying the needs of future
generations. Hence, in order to accomplish this mission any solution must satisfy all
or great part of the plans ambitions:
Enable Britain to keep moving by improving the capacity, performance and
resilience of roads, railways and international gateways, making smarter use
of existing infrastructure and tackling performance problems. To do so, the
Government must deliver: (i) a rolling programme of high value investments
aimed at reducing both road and rail congestion and (ii) a programme of
reforms aimed at improving capacity, performance and resilience of airports.
Enhance integration between different modes of transport, improving
travellers choice as to how they travel and facilitating movement of freight
from road to rail and water where this is viable and appropriate.
Support the move to a low carbon economy, reducing the environmental
impacts of the transport system so that transport greenhouse gas emissions
are falling, as measured in the Department for Transport business plan
impact indicator, and supporting cost effective delivery of the UKs carbon
budgets.
Increase connectivity and capacity between main urban areas and between
them and international gateways, to deal with longer term capacity
constraints, by delivering a series of projects to enhance network capability,
including reducing journey times and improving interchanges.
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Figure 1: UKs National Infrastructure Plan 2013 Ambitions.
2. Overview of the HS2 Rail Infrastructure
The HS2 is one of the most challenging and potentially beneficial projects Britainhas historically invested in. It is designed to re-establish Britain as the best-
connected island, not only in Europe but also in the world (HS2 Ltd., 2013b).
Nonetheless, such an ambitious project has been targeted as controversial and
unnecessary. However, many previous investments have also polemic at the time
they were planned and built but have since become an essential part of national life.
The case for the new line rests on the capacity and connectivity it will provide.
Traditional railways across Britain are confronting complete congestion due to the
50% growth in passenger journeys during the last decade. Other agencies, such as
the Network Rail predict that the West Coast Main Line, one of Europes most
important mixed-use railways, will be saturated by the middle of the next decade. As
a consequence UKs economic performance will suffer if a solution is not undertaken.
This project is capable of creating the extra capacity that is needed with slight
disruption to the existing lines and networks.
Reducetraffic
Enhance allmodes of travel
MinimiseCO2
Responsiblypriced
Britain
as anaviation
hub.
Integrate allmodes of travel
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The new north-south railway is a long-term solution to a long-term problem.
Without the existence of this high-speed railway the West Coast, East Coast and
Midland Main Lines are likely to be overwhelmed. The HS2 will: (i) transform
intercity travel, (ii) radically improve commuter services into London and othermajor cities and (iii) increase the amount of rail freight. These transport
improvements will help support economic growth and make a major contribution
towards rebalancing the economy of the nation (HS2 Ltd., 2013b).
Figure 2: The HS2 Benefits.
The HS2 will be built in two phases and will be fully integrated with the rest of the
existing network.
Nevertheless, the main benefits of Phase One (from London to Birmingham) will be
to provide more intercity train services; additional capacity on the main lines for
commuter services in to Birmingham and London and additional capacity for freight.
In addition, from the very first day, Phase One will improve journey times and train
services to the North West because these will use the new track from Birmingham
to London. On the other hand, Phase Two (from Birmingham to Manchester and
Leeds) will spread these benefits further north and improve links between the cities
of the north, such as Birmingham and the East Midlands, Sheffield, Leeds and
Newcastle (HS2 Ltd., 2013c).
Generatespace.
Increase routesfor freight.
Improveconnectivity.
Decreasejourney time.
Reduce CO2.
Economicgrowth.
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Other benefits linked to the HS2 are:
Generating crucial space on crowded networks.
Renewing routes for freight.
Improve connectivity.
Decrease journey times for travellers.
Figure 3:Journey Times for
The HS2.
Reduce environmental impact.
Economic benefits and job creation.
The HS2 has the ability of regenerating UKs economic geography by improving
connectivity in the West Midlands. It will also be in the capacity of creating
numerous job opportunities (HS2 Ltd., 2013b).
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Figure 4: The HS2 Route.
2.1. The HS2 Technical Specification
Britains new high-speed railway will be constructed with technology that has
already been proven effective in a wide range of European and Asian countries.
Thus, it has been designed using integrated system engineering principles to deliver
very high performance. In addition, modern train control systems and rolling stock
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will ensure a punctual and reliable service (HS2 Ltd., 2013b).
Braking Capability:Based upon the Alstom AGV, a European high-speed
train capable of reaching of 225mph (360kph), the new train will employ this
reliable technology (HS2 Ltd., 2013d).
Control: Previously used in a number of European countries, such as
Germany, France and Belgium, the HS2 will operate with the European
Standard cab based system European Train Control System (ETCS), which is
part of the European Rail Traffic Management System (ERTMS) (HS2 Ltd.,
2013d).
Train Operation: An Automatic Train Operation (ATO) will be used in
order to assure the delivery of 18 trains per hour (HS2 Ltd., 2013d).
Power Supply: It has been specified that a 25kV Alternating Current
autotransformer power supply has been preferred for the HS2 (HS2 Ltd.,
2013d).
Telecommunications: A second-generation digital technology referred to
as GSM-R (Global System for Mobile Communications-Railway) has been
specified for the HS2. However, it is expected that by 2025
telecommunication technology will have advanced to fourth generation
technology known as Long Term Evolution (LTE) (HS2 Ltd., 2013d).
Design Speed:The HS2 is designed for a top speed of 250mph although
trains will run at up to 225mphthe standard for new high-speed lines.
Operation at 250mph will be possible, but the noise impacts (for example)
will need to be considered first (HS2 Ltd., 2013b).
Hours of Operation: It has been established that the HS2 will operate
between the hours of 05.00 to 23.59 hours Monday to Saturday and 08.00 to23.59 hours on Sunday (HS2 Ltd., 2013d).
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Capacity: New stations on the line would be built to accommodate 400m
long trains, much longer than those currently in use on the current network,
and each capable of carrying up to 1,100 passengers (HS2 Ltd., 2013b).
Figure 5: The HS2 Technical Specifications.
3. Evolution of The Phase Two Proposals
In the initial stages of Phase Two, during the autumn of 2010, the focus was centred
towards the selection of the best route possible for the HS2. From preliminary long
lists, many options were rejected mainly due to their potential sustainability impacts.
Once a short list of favoured options was elected, the main target drifted towards
making refinements to the alignments and, where necessary, building up
engineering detail to better understand how potential impacts could be avoided or
reduced. As a consequence, it was possible to analyse the potential impacts on
settlements and properties, as well as on important environmental features, such as
protected habitats and historic features. Furthermore, the elaboration of the HS2 hasincluded a variety of authorities, including Government's advisory bodies, such as
Capacity
Hours of Operation
Design Speed
Telecommunications
Power Supply
Train Operation
Control
Braking Capability
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the Natural England, the Environment Agency and English Heritage. Nonetheless,
station options were discussed with relevant local councils and transport
organisations, which provided context on wider transport and planning proposals
(HS2 Ltd., 2013e).
Approximately two years later, in March 2012, a relatively small number of options
remained, and thus were presented to the Government. The Secretary of State for
Transport met with council leaders to discuss station options, and separately visited
areas affected by the proposals. Subsequently, the scheme was modified and hence
paving the road for the initial preferred scheme. In January 2013 the Government
announced the proposal. The plan was described within the command paper, High
Speed Rail: Investing in Britain's Future - Phase Two: The route to Leeds,
Manchester and beyond. The sustainability impacts considered were described
within HS2 Phase Two Initial Preferred Scheme, Sustainability Summary (HS2 Ltd.,
2013f).
Figure 6: Evolution of Phase Two Proposal.
Following this announcement, ministers met with MPs affected by the proposed
scheme. During this period, the HS2 Ltd spoke with local authorities along the
route, as well as with key organisations in the affected cities as well and the main
environment and heritage organisations. This led to further refinement of the
designed proposals.
Short list options.Discussion withauthorities andorganisations.
Modification ofpreferred route.
Proposalannouncement.
Consultation withcommunities
affected.
Refinement ofproposal.
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Figure 7: Evolution of Phase Two Route.
3.1. Phase Two: Proposed Route
As stated in the HS2 Environmental Statement 2013, Phase Two will provide new
lines directly to the heart of Manchester and Leeds, and will also serve Sheffield,
East Midlands and Manchester airport with new stations. These will unlock further
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improvements to the existing rail network, such as: (i) more capacity for local and
regional services serving the West Midlands from the North, Staffordshire, Cheshire
and Manchester, (ii) a re-orientation of the routes from Leeds to Sheffield, Wakefield
and Doncaster, allowing more frequent commuter trains into these centres and (iii) abypass of the congested East Coast Main Line, especially the two-track bottleneck
south of Stevenage.
Figure 8: How the HS2 will Improve Services Across the Country.
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The Western Leg:is set to commence commence from the Phase One route
in the West Midlands and connect with the West Coast Main Line (WCML)
near Golborne (north of Warrington), which would allow onward journeys
to Scotland on the existing line. It would include a station in Manchester citycentre, as well as an interchange station at Manchester Airport. Tunnels
would take it beneath Crewe and Manchester. It would have two depots, one
at Golborne for servicing and parking trains and one at Crewe for
maintaining the railway. A second connection with the WCML at Crewe
would enable links along the existing railway with cities such as Liverpool
(HS2 Ltd., 2013f).
Figure 9: The HS2 Western Leg (Crewe).
The Eastern Leg:has been designed to initiate from the Phase One route in
the West Midlands and connect to the existing railway which connects with
the East Coast Main Line (ECML) south-west of York, enabling links with
stations further north, such as Newcastle and Edinburgh. It would have a
new station in Leeds city centre, as well as intermediate stations comprising
the East Midlands Hub at Toton west of Nottingham, and at Sheffield
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Meadowhall. Like the western leg, it would have two depots, one south of
New Crofton for servicing and parking trains and one at Staveley for
maintaining the railway (HS2 Ltd., 2013f).
Figure 10: The HS2 Eastern Leg (East Midlands Hub).
4. The HS2 Issues
4.1. Staffordshire
Located in the West Midlands, Staffordshire is formed by 9 districts. It
attachesCheshire to the north west,Derbyshire and Leicestershire to the
east,Warwickshire to the south east,West Midlands andWorcestershire to the
south andShropshire to the west (SCC, 2013).
Of the 95 miles for the Phase Two West Midlands to Manchester route, 33 miles are
in Staffordshire, which will have a significant impact on our countryside and
communities. There is also a short section of the West Midlands to Leeds route at
the very southern tip of Tamworth (SCC, 2013).
http://en.wikipedia.org/wiki/Cheshirehttp://en.wikipedia.org/wiki/Derbyshirehttp://en.wikipedia.org/wiki/Leicestershirehttp://en.wikipedia.org/wiki/Warwickshirehttp://en.wikipedia.org/wiki/West_Midlands_(county)http://en.wikipedia.org/wiki/Worcestershirehttp://en.wikipedia.org/wiki/Shropshirehttp://en.wikipedia.org/wiki/Shropshirehttp://en.wikipedia.org/wiki/Worcestershirehttp://en.wikipedia.org/wiki/West_Midlands_(county)http://en.wikipedia.org/wiki/Warwickshirehttp://en.wikipedia.org/wiki/Leicestershirehttp://en.wikipedia.org/wiki/Derbyshirehttp://en.wikipedia.org/wiki/Cheshire5/20/2018 Integrated Projects Application 1
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Figure 11: The Staffordshire County.
4.2. Whitmore
The proposed HS2 route passes under the A53 to the east of Baldwins Gate in
cutting before entering a tunnel under Whitmore Heath for 710m. It is of great
concern for the community of Whitmore due to the combined noise impact on the
village from trains exiting the tunnel and also from the existing West Coast MainLine to the west. Furthermore, the HS2 is supposed to pass under Whitmore Heath
but then travels through Whitmore Wood Ancient Woodland in cutting (See Figure
12). It has been proven effective that the continuance of the tunnel would radically
reduce habitat and severance effects for this irreplaceable habitat. Despite coniferous
planting, the woodland retains ancient woodland species diversity.
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Figure 12: Cutting Train Passage.
The construction of the HS2 will require a considerable amount of earthworks due
to cuttings. Additionally, in the Draft Environmental Statement (2013) it is specified
that all material excavated will be reused. Nonetheless, effects from these
earthworks can and will result in the disruption and destruction of local habitats.
Considering that Whitmore Wood Ancient Woodland is an area of high landscape
quality it is acknowledged that the creation of a bored tunnel (See figure 13) could
reduce landscape impacts of HS2 in this area. This type of tunnel is constructed
using one or more tunnel boring machines. Bored tunnels are used for long, deep
tunnels and are less damaging to the environment than cut-and-cover tunnels (See
figure 14) and cuttings, because the majority of the work is done underground
(TWT, 2013). However, in order to accomplish this tunnel the length of such tunnel
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must be prolonged.
Figure 13: Bored Tunnel.
Figure 14: Cut and Cover Tunnel.
Ancient woodland is an irreplaceable habitat, developed over centuries through
combination of factors owing to its location and history. If careful consideration is
not taken, the repercussions would terminate with one of Britains most important
environmental assets.
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Figure 15: Proposed Lower HS2 Alignment.
4.3. A Greener Vision for the HS2
In a recent report published by the Wildlife Trust (2014), entitled HS2: The case
for a greener vision it is stipulated that the HS2 must look beyond current terms of
mitigation and ensuring no net loss. Proclaimed by Government as a visionary
project, it should be visionary at every level. Both The Landscape Institute (2011)
and Sunderland (2012) agree that the socio-economic benefits of green infrastructure
are increasingly well understood and recognised by industry and public bodies.
The HS2 train should be an exemplar project for Britain, demonstrating how a
major infrastructure development can be used to help restore the natural
environment. On April 7th 2014 the Environmental Audit Select Committee
published a report HS2 and the Environment which stated that HS2 must aim
higher than the objective of no net biodiversity loss. It identified several other key
flaws with the proposed environmental mitigation and compensation. As a
consequence, it is the HS2s obligation to assure a much more ambitious and
integrated strategy for mitigation and compensation (TWT, 2014). Hence this major
infrastructure project must go beyond the constraints of these concepts. The
opportunity should be grasped to restore nature on a grand scale along a corridor
stretching well over half the length of England.
5.
Magnetic Levitation Trains
Proposed710m-bored tunnelthrough Whitmore Wood.
ProposedLower HS2 alignment to create abored tunnel through Whitmore Wood.
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Nevertheless, as discussed in previous segments it is quite evident that another
option for a high-speed train in Britain must be taken into consideration. Minor
adjustments are not sufficient. In order to obtain a greener high-speed rail, the
government must seek a more ambitious project. Thus, a Magnetic Levitation(Maglev) Train can be seen as an option.
A Maglev consists of a train that does not physically touch the rail track, but moves
between two electro-magnetic fields, thereby producing forward motion. There are
electromagnets attached to the moving railcar, but they are positioned facing the
underside of the guideways steel rails (Murai and Tanaka, 2007). Some of the
advantages Maglev trains present are that do not have engines, and the railcar is
interlocked with the guideway so there is no risk of derailment. This physical
configuration also allows the railcar to accelerate and decelerate at ease, move at
steep inclines and tight curves, and to produce very little wear and tear on the track
itself; magnetic fields created by the electrified coils in the guideway walls and the
track come together to propel the train (Lee, Kim and Lee, 2006).
The guideway is a magnetized coil running along the truck, and repels the large
magnets on the trains undercarriage, thereby allowing the train to levitate above
the guideway. Once the train is levitated, power is supplied to the coils within the
guideway walls and creates a magnetic field that pulls and pushes the train along the
guideway. In this way, Maglev trains essentially float on a cushion of air and, given
the aerodynamic design of the train, helps eliminate friction to allow these trains to
reach very high speeds (Zaidi, 2008).
The Maglev train has been the central focus of technological research and
application on modern high-speed rail transit systems for many years. In particular,
Maglev technology has received the most attention, particularly in North America,
considering its attractive feature of greatly reducing its environmental impact on
surrounding communities. Some nations utilizing Maglev technology include
Germany and Japan.
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Figure 16: Maglev Track Design.
5.1. High Speed Two Vs. Maglev Trains
Table 1. COMPARISON BETWEEN HIGH SPEED TRAINS
Characteristic HS2 Maglev
1. Speed Capable of obtainingspeeds of 240km/h(150mph).
Can achieve routineoperating speeds of up to500km/h (310mph).
2. Rail Steel wheel on steel railtechnology.
The system utilizesconventionalelectromagnets to attract
the bottom frame of thevehicle upward to within10 mm (3/8 in.) of thebottom of the guideway.Due to the use ofelectromagnets, no wheelsare needed either on orunder the vehicle.
3. Guideway/Track Although in many cases,true high-speed operation
of the HS2 may requirenew or significantly
This system uses its owndedicated track, commonly
called a guideway, built ofsteel or concrete beams
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improved railinfrastructure, the use ofexisting tracks may bepossible.
supported by concretesubstructures.
4. Performance The HS2 will incorporatetilting technology intoboth locomotives andpassenger cars for bettertravel in curves. Thecomputer-controlled andhydraulically activatedsystem allows the body ofthe car to tilt into the
direction of a turn,resulting in reduced sideforces and improvedpassenger comfort. Grade-climbing ability and trackbanking are typical ofconventional high-speedrail. However, whensharing track with freightoperations, compromiseson track grade and
banking are required,further reducingperformance.
In addition to its 500km/h(310mph) speed capability,the Maglev system offersother significantperformance advantagesdesigned to overcome thelimitations of steel-wheelsystems. The technologyallows for routine
climbing and descendingof grades up to 10 percent(10 feet of elevation forevery 100 feet of guidewaylength), almost threetimes steeper thanconventional rail systems.Maglev vehicles can round50-percent tighter curves(horizontal and vertical) atthe same speeds as
conventional high-speedrail. Similarly, they cantravel through a curve ofthe same radius at muchhigher speeds thanconventional systems. Theguideway can be bankedto 12 degrees ofsuperelevation, allowingvehicles to travel throughtight-radius curves while
still at high speeds.Adequate bankingeliminates uncomfortablesideward forces, ensuringride comfort.
Acceleration and brakingcapabilities of the Maglevsystem result in minimalloss of time for stationstops. The vehicles reach
high operating speeds in aquarter of the time and
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less than one quarter ofthe distance ofconventional high-speedrail systems. The systemis controlled in alldirections of movement toensure ride comfortthroughout all phases ofoperation. Seat belts arenot required andpassengers are free tomove about the cabin atall speeds.
5. Operation ControlSystem
Automatic Train Control,Driver required.
Fully AutomatedCommunication andControl System, DigitalRadio Transmission,Driver optional.
Other characteristic comparisons between these train system technologies include:
From a station stop, Maglev attains two and a half times the speed and
covers twice the distance than a conventional high-speed train in the same
amount of time.
Maglev requires only one-quarter the time and distance to obtain the HS2s
top speed.
The HS2 is almost twice as noisy as the Maglev at similar operational speeds.
Maglev can climb grades from two and a half times to eight times steeper
than the HS2 with no loss of speed.
Maglevs unique guideway precludes interfacing with heavy freight trains,
locomotives and grade crossings.
6. Sustainability Issues
6.1. Economic
According to previous studies, initial capital investment for the construction of a
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Maglev system has been shown to be comparable to the construction of a
conventional European high-speed rail line (Zaidi, 2008). However, building new
infrastructure for any transportation mode will require a significant initial
investment. The construction, for example, of Phase Two is estimated to be of21.2bn (HS2 Ltd., 2013b). In contrast, the construction of a train with Maglev
technology would cost approximately half of HS2 (Lane, 2010).
Another advantage Maglev trains present are the low maintenance costs (compared
to conventional high speed rails) linked to this system due to the use of automated
non-contact technology. Vehicle operation causes neither misalignment nor wear of
the guideway structure, equipment and surfaces. Most moving mechanical
components that wear down for other technologies have been replaced by non-
wearing electronic and electromagnetic components in Transrapid. In addition,
vehicle weight is evenly distributed by the full-length levitation magnets resulting
in less stress and lower dynamic loads on the guideway (AMG,2002).
Table 2. TRAIN COSTS.
HS2 Maglev
Initial Investment 21.2bn 10.6bn
Operational Costs 8.2bn 2.1bn
6.2. SocialThe creation of a high-speed train system is one of the most ambitious projects
Britain has embarked on in the last decade. Nonetheless, this project will connect the
United Kingdom. Countries are judged on their engineering; such is the case of
Japans Bullet train and Frances TGV network. With these transport projects these
nations created a national brand. The rail network that Britain built in the Victorian
era not only created a national market but also established the idea of Britain as the
most advanced country in the world, with all the prestige and the commercialadvantages that came with such title. However, this pioneering spirit lost
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momentum in the 20th century. By creating a high-speed train with Maglev
technology Britain will be reborn and will revolutionized transport not only for the
UK but also for Europe.
On the other hand, the construction of an advanced transport system of this style
will incentivize local economies, creating jobs and greater commercial connections.
6.3. Environmental
Maglev trains are one of the first transportation systems to be specially developed to
protect the environment. The system can be collocated with existing transportation
corridors and needs a minimum amount of land for the support of guideway beams.
Use of elevated guideway minimises disturbance to existing land, water and wildlife,
while flexible alignment parameters allow the guideway to adapt to the landscape
(Zaidi, 2008).
With its non-contact levitation and propulsion technology, highly efficient linear
motor (mounted in the guideway) and low aerodynamic resistance, the energy
consumption of the Maglev system is very economical when compared to other
transportation modes. It typically requires 25 to 30 percent less energy per
passenger than conventional high-speed rail systems. In addition, there are no direct
emissions from the moving vehicles to affect air quality.
The Maglev technology is much quieter than other transportation systems as it does
not produce any rolling, gearing or engine noise. Noise, predominantly
aerodynamic, is minimal at speeds up to 250 km/h (155 mph) and is significantly less
than conventional trains at higher speeds. Maglev is the quietest high-speed ground
transportation system available today. Electromagnetic fields (EMF) produced by
the Maglev system are negligible and are roughly equivalent to the Earths natural
magnetic field. Due to their exposed sources of high voltage, a typical electrified
conventional train and a subway system have approximately four and eight times the
field strength, respectively, of the Maglev system (AMG, 2002).
7. Safety and Risk Management
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The HS2 seeks to deliver a safe and reliable railway system throughout its design,
construction, operation and maintenance. It is recognised that HS2 is likely to
operate at maximum linespeeds higher than those currently employed in the UK.
Whilst the consequences of any incident at high linespeed can be severe, HS2sprimary aim will be to specify and design out safety risk to prevent incidents
occurring in the first place. If safety risk cannot be eradicated, it will be mitigated as
far as is reasonably practicable (ref). In contrast, certain risks such as collision with
other transportation systems is avoided as the Maglev uses its own dedicated
guideway without intersections with other modes such as roads and highways.
Nevertheless, the vehicles are designed to withstand collisions with small objects on
the guideway. In addition, since the Maglev vehicle wraps around the guideway
beam, a derailment is virtually impossible (AMG, 2002).
Additionally, Maglevs technical concept has eliminated the safety risks associated
with the operation of conventional rail transportation systems in general.
Redundancies achieved through the duplication of components as well as the
automated, radio-controlled system ensure that operational safety is never
jeopardized. The principle of synchronized propulsion makes collisions between
vehicles virtually impossible. For example, if two or more vehicles were ever placed
simultaneously in the same guideway segment, they would be forced by the motor in
the guideway to travel at the same speed in the same direction (AMG, 2002).
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Recommendations and Conclusion
Britain has set sail towards a very ambitious transport project, the construction of a
high-speed rail, capable of uniting Great Britain and therefore regenerating the
economy of the UK. However, although this infrastructure project can, to certaindegree: create space on overcrowded networks, regenerate freight routes, increase
connectivity within the region, lower journey times, enable job opportunities and
decrease carbon footprints, it has raised controversy amongst authorities,
organisations and the British population in general. On occasions this is due to the
negative environmental repercussions this train may cause across the island. Whilst
careful consideration has been taken in counter for the design of the HS2, there is
can still be room for improvement. By utilising Maglev technology instead of
conventional high-speed trains, not only will the initial construction investment
drop to half of the cost of the HS2 but maintenance costs will also decrease. In
addition, Maglev trains offer better safety for passengers and crewmembers aboard.
Countries are judged by their engineering. If the UK is going to invest in such a vast
infrastructure project due to last for many generations to come, why is it
considering a technology that is soon to be obsolete? Investing for the future would
mean investing in a rail technology that will relocate the UK, revolutionise the
image of transport and benchmark Great Britain as a brand. Nevertheless, the wide
range of sustainability issues a Maglev train can avoid is very wide in comparison to
the HS2.
It is also important to note, that certain sectors and localities will be severely
disrupted by the HS2 and will not receive much benefits. Such is the case of
Staffordshire. Nonetheless, the alteration of the final selected route or adding more
stations will disrupt the efficiency of the HS2 and hence, could result in decreasing
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the speed of the train. Thus, as stated above, a less disruptive technology must be
taken into consideration and the Maglev train is the key.
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