Necessities for future high speed rolling stock

World High Speed Rolling Stock 20 Oct. 2009

Seats

1st class 2nd class Total

M: Motor Coach,T: Trailer Coach,L: Locomotive,MB: Motor Bogie, TB: Trailer Bogie

C: Concentrated powered, A: Articulated, T: Tilting, D: Double Decker

Train sets currently used and planned

Maximum acceleration

Maximum train speed

Current (planned) operation speed

Unloaded

Loaded(Calculated from the data on this

table)

LoadedFor Passenger car

Succeeded company is shown in case of original company disappeared.Some subsidary comapanies are neglected.

Czechwikimedia commons

CD 680 4M3T T 7 2003- 3920 200 230 2003kV

15KV16.7Hz25kV50Hz

385 9.5 184.4 2800 105 228 333 LS, LZB/PZB Alstom

Finlandwikimedia commons

VR Sm3 4M2T T 18 1995- 4000 163 0.5 220 220 25kV50Hz 328 11.5 14.3 159 3200 47 238(+2) 285(+2) EBICAB900 Alstom Broad gauge (1524)

France, Belgium, UK

EurostarSNCF

Eurostar,TGV TMST tric.

2L18T2L14T(+ 2MB)

C, A317

1993- 12200 300 3000.75kV3kV

25kV50Hz752 15.0 17

394320

2814206114

544444

750558

TVM/KVB,TBL,AWS/TPWS

Alstom

No. 3001-18 cars: SNCF 16, BR 11, SNCB 4; 14 cars: NoL 727 sets (18-car): Eurostar, others: French domestic use7 sets (14-car): French domestic use

France, Belgium, Germany, Netherlands

Thalys Thalys PBA 2L8T C, A 9 1996- 8800 320 3001.5kV3kV

25kV50Hz385 21.2 17 200 2904 120 257 377

TVM/KVB, TBL,ATB,ETCS

AlstomNo. 4531-4540, owned by SNCFSame series as TGV Réseau (tric.)

France, Belgium, Germany, Netherlands

Thalys Thalys PBKA 2L8T C, A 17 1996- 8800 320 300

1.5kV3kV

15kV16.7Hz25kV50Hz

385 21.2 17 200 2904 120 257 377

TVM/KVB, TBL/TBL2,

ATB,PZB/LZB,ETCS

AlstomNo.4301-4346 Owned by SNCF 6, NS 2, SNCB 7, DB 2

France SNCF TGV PSE (bic.)2L8T

(+ 2MB)C, A 98 1978- 6400 300 300

1.5kV25KV50Hz

385 15.5 17 200 2814110 69

240276

350345

TVM/KVB AlstomNo. 1-102No38 -> TGV Postal, No88 -> tri-current, No99 was abandoned, No70 was abandoned after the accident at Voiron

France, Switzerland

SNCF, SBBTGV PSE (tric.)

Lyria2L8T

(+ 2MB)C, A 9 1978- 6400 270 270

1.5kV15kV16.7Hz25kV50Hz

385 15.5 17 200 2814 110 248 358TVM/KVB,ZU

BAlstom

No. 110-118No 9 <- bi-current setNo 112, 114: SBB

France SNCF TGV Postal2L8T

(+ 2MB)C, APostal

3.5 1978- 6400 270 2701.5kV

25KV50Hz385 17 200 2904 N/A N/A N/A TVM/KVB Alstom

No.901-907 5 half sets are alternative for maintenance2 additional half sets will come from PSE 38

France SNCF TGV Atlantique 2L10T C, A 105 1988- 8800 300 3001.5kV

25kV50Hz435 18.6 17 237 2904 116 364 480 TVM/KVB Alstom

No.301-405Renovating by Lacroix to 455 places(105+350) TVM430 is installed from No 386 to No 405

France SNCF TGV Réseau (bic.) 2L8T C, A 33 1993- 8800 320 3201.5kV,

25kV50Hz383 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)

France SNCF TGV Réseau (tric.) 2L8T C, A 26 1993- 8800 320 3201.5kV3kV

25kV50Hz383 21.3 17 200 2904 118 257 375

TVM/KVB,TBL,SCMT

AlstomNo. 4501-4530, 3 sets are converted to Réseau bi.4507-30: suited for Belgium(TBL), 4501-06: suited for Italy(SCMT)

France SNCF TGV Duplex 2L8T C, A, D 89 1996- 8800 320 3201.5kV

25kV50Hz380 20.9 17 200 2896 182 330 512 TVM/KVB Alstom No.201-289

France SNCF TGV Réseau Duplex 2L8T C, A, D 19 2006- 8800 320 3201.5kV

25kV50Hz(15kV16.7Hz)

380 20.9 17 200 2896 182 330 512 TVM/KVB AlstomNo.601-619613-615: tri-voltage(+15kV16.7Hz)

France, Switzerland

SNCF, SBB TGV POS 2L8T C, A 19 2006- 9280 320 3201.5kV

15kV16.7Hz25kV50Hz

383 22.5 17 200 2904 105 252 357TVM/KVB,PZB/LZB,SUB,E

TCSAlstom

No. 4401-44194406: SBB

France SNCFTGV Duplex Dasye

(bic.)2L8T C, A, D

16(24)

2009- 9280 320 3201.5kV

25kV50Hz380 22.0 17 200 2896 182 330 512

TVM/KVB,ETCS

Alstom No.701-724

France SNCFTGV Duplex Dasye

(tric.)2L8T C, A, D (28) (2009-) 9280 320 320

1.5kV15kV16.7Hz25kV50Hz

380 22.0 17 200 2896 182 330 512TVM/KVB,PZB/LZB,SUB,E

TCSAlstom No.725-752

France SNCFTGV Duplex RGV2N2

2L8T C, A, D (55) (2010-) 9280 320 3201.5kV

15kV16.7Hz25kV50Hz

380 22.0 17 200 182 330 512TVM/KVB,PZB/LZB,SUB,E

TCSAlstom No.4701-4730, 801-825

France SNCF IRIS320 2L8TC, A

Inspection1 1993- 8800 320 320

1.5kV3kV

25kV50Hz200 2904 N/A N/A N/A

TVM/KVB,TBL,SCMT

Alstom TGV Réseau (tric.) 4530

Germany DB AG 401(ICE1) 2L12T C 59 1991- 9600 400 280 280 15kV16.7Hz 782 11.5 19.5 358 3020 197 506 703LZB/PZB,ZU

BSiemens

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)

Germany DB AG 402(ICE2) 1L7T C 44 1996- 4800 200 280 280 15kV16.7 Hz 410 10.9 19.5 205 3020 105 263 368 LZB/PZBSiemens

BombardierPassenger car consists of 6 coaches and driving trailer.

Germany DB AG 403(ICE3) 4M4T 50 2000- 8000 300 330 300 15kV16.7 Hz 409 18.0 16 200 2950 98 331 429 LZB/PZBSiemens

BombardierLast 13 delivered from 2005 (with 98/344 seats)

Germany DB AG 407(ICE3) 4M4T (15) (2011-) 8000 320

1.5kV3kV

15kV16.7Hz25kV50Hz

200 2950 444 Siemens

Germany, Netherlands

DB AG,NS

406(ICE3M) 4M4T 11 2000- 8000 300330

220(DC)300

1.5kV3kV

15kV16.7Hz25kV50Hz

435 17.1 16 200 2950 93 326 419LZB/PZB,ATB,TBL

SiemensBombardier

4 sets belong to NS.For Frankfurt-Brussels/Amsterdam and Basle-Amsterdam. 3500kW and 220km/h under DC

Germany DB AG 406(ICE3MF) 4M4T 6 2000- 8000 300330

220(DC)320

1.5kV3kV

15kV16.7Hz25kV50Hz

435 17.1 16 200 2950 91 322 413LZB/PZB,ATB,TBL,TVM/KVB

SiemensBombardier

For Frankfurt-Paris (2007).

Germany, Austria

DB AG,ÖBB

411(ICE-T) DB4011(ICE-T) ÖBB

4M3T T 32 2000- 4000 200 230 230 15kV16.7 Hz 350 10.6 15 185 2850 53 304 357LZB/PZB,ZU

B

SiemensBombardierAlstom

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/PZBSiemens

BombardierAlstom

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 250LZB/PZB,ZU

B


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 195LZB/PZB,

ZUB


5 were suited for operation in Denmark.

Germanywikimedia commons

DB AG ICE-S 2L1TC

Inspection1 2006- 9600 280 280 15kV16.7 Hz 211 120.3 2856 N/A N/A N/A LZB/PZB Siemens

FeaturesMax.Tr.Speed[km/h]

VoltagePower weight

ratio[kW/t]

Max.Op.Speed[km/h]

Suppliers ObservationsWeight of the

train[t]

Max.AxleLoad[t]

Trainlength [m]

Train width[mm]

Signalingsystems

Country Company Class Train set Formula

For 3 classes train, 1st and 2nd classes are included in '1st class'

Year in Service

Power [kW]

Number of train sets

Tractive Effort [kN]

Acceleration[m/s2]

UIC High Speed


Seats

1st class 2nd class TotalFeatures

Max.Tr.Speed[km/h]

VoltagePower weight

ratio[kW/t]

Max.Op.Speed[km/h]


train[t]

Max.AxleLoad[t]

Trainlength [m]

Train width[mm]

Signalingsystems

Country Company Class Train set FormulaYear in Service

Power [kW]



Acceleration[m/s2]

Italy Trenitalia ETR450 8M1T T 14 1988- 5000 250 250 3kV 435 10.712.5

(unloaded)233.9 2750 170 220 390 SCMT/BACC Alstom 15 train sets were produced.

Italy Trenitalia ETR460 6M3T T 10 1995- 5880 207 250 250 3kV 445 12.213.5

(unloaded)237 2800 139 341 480 SCMT/BACC Alstom

Italy, Switzerland

Cisalpino ETR470 6M3T T 9 1996- 5880 200 2003kV

15KV16.7Hz460 11.8 15.1 236.6 2800 151 324 475

SCMT/BACC,ZUB

Alstom

Italy Trenitalia ETR480 6M3T T 15 1997- 5880 250 2503kV

25kV50Hz422 12.8

13.5(unloaded)

237 2800 139 341 480 SCMT/BACC Alstom

Italy Trenitalia ETR500 2L12T C 59 1995- 8800 400 300 3003kV

25kV50Hz640(loaded) 13.8 17 354 2860 39+156 476 671

SCMT/BACCETCS

AnsaldobredaAlstom

Bonbardier3 classes

Italy Trenitalia ETR600 4M3T T10(+2)

2008- 5600 0.48 250 2503kV

25kV50Hz443(loaded) 12.6 17 187.4 2830 432

SCMT/BACCETCS

Alstom

Italy, Switzerland

Cisalpino ETR610 4M3T T 14 5600 0.48 250 2503kV

15KV16.7Hz25kV50Hz

450(loaded) 12.4 17 187.4 2830 431SCMT/BACC,LZB/PZB,ZU

B,ETCSAlstom

Italy NTV AGVEMU-11(6MB6TB)

A (25) (2011-) 8640 300 3003kV

25kV50Hz22.6 200 2900

Approx500

Alstom

Italy RFI "Epsilon" 2L8TC

Inspection2 2008- 8800 300 300

3kV25kV50Hz

17 249 2860 N/A N/A N/ASCMT/BACC

ETCS

AnsaldobredaAlstom

BonbardierBased on ETR500

NetherlandsBelgium

NS HispeedSNCB

V250 4M4T (19) (2010-) 5500 300 0.58 250 2501.5kV3kV

25kV50Hz423 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 3048203246

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 AlstomBroad gauge (1668)Loading gauge according to CP requirements

Russia, FinlandKarelian Railways

(Pendolino) 4M3T T (4) (2009-) 5500 226 220 2203kV

25kV50Hz409(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 2503kV

25kV50Hz678(Loaded) 11.8 18.3 250 3265 604 Siemens

Broad gauge (1520)3 sets for 3kV, 5 sets for 3kV and 25kV50Hz

Sloveniawikimedia commons

SZ ETR310 2M1T T 3 2002- 1980 200 200 3kV 14.8 81.2 2800 30 136 166SCMT/BACC,

PZBAlstom

SpainRenfe

OperadoraS100 2L8T C, A 18 1992- 8800 220 300 300

3kV25kV50Hz

392 21.0 17.2 200.15 2904 38+78 213(+2hp) 329(+2hp) ASFA/LZB Alstom"AVE"3 classes

Spainwikimedia commons

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

B900Alstom

"Euromed"Gauge 1668Converted to standard gauge are planned.

SpainRenfe

OperadoraS102 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/ETCS

TalgoBombardier

"AVE"3 classes

SpainRenfe

OperadoraS103 4M4T

16(+10)

2007- 8800 283 350 300 25kV50Hz 439 18.7 <17 200 2950 37+103 264(+2hp) 404(+2hp)ASFA/LZB/ET

CSSiemens

"AVE"3 classes

SpainRenfe

OperadoraS104 4M 20 2005- 4000 212 0.72 250 250 25kV50Hz 222 16.6 17 107.1 2920 30 206(+1hp) 236(+1hp)

ASFA/LZB/ETCS

CAFAlstom

"Avant"

SpainRenfe

OperadoraS112 2L12T C, A, T

10(+20)

2008- 8000 330 300 25kV50Hz 17 200.244 2960 346(+2hp)ASFA/LZB/ET

CSTalgo

BombardierSimilar to S102 but capacity is increased.

SpainRenfe

OperadoraS114 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/ETCS

Alstom "Avant"

SpainRenfe

OperadoraS120 4M 28 2006-

4000 (2700)

150 0.52250

220(DC) 250

220(DC)3kV

25kV50Hz256 14.5 16.2 107.3 2920 82(+1hp) 156 238(+1hp)

ASFA/LZB/ETCS

CAFAlstom

Bombardier

"Alvia"Dual gauge (1668,1435)

SpainRenfe

OperadoraS121 4M (29) 2009- 4800 0.68

250 220(DC)

250220(DC)

3kV25kV50Hz

252 17.5 107.4 2920 N/A 280(+1hp) 280(+1hp)ASFA/LZB/ET

CSCAF

Alstom"Avant"Dual gauge (1668,1435)

SpainRenfe

OperadoraS130 2L11T C, A, T

34(+9)

2007-4800 (4000)

250 220(DC)

250220(DC)

3kV25kV50Hz

18 185.2 2960 62(+1hp) 236 298(+1hp)ASFA/LZB/EBICAB900/ETC

S

TalgoBombardier

"Alvia"Dual gauge (1668,1435)

SpainRenfe

OperadoraS490 2M1T T 10 1999- 2200 130 220 220 3kV 159 12.8 16 3282 49 111 160(+1hp) ASFA Alstom

"Alaris"Broad gauge (1668)

Spainwikimedia commons

ADIF A330 2L3TC,A,T

Inspection1 2007- 330 25kV50Hz 190 82 2960 N/A N/A N/A

ASFA ETCS

TalgoBombardier

Sweden SJ X2(X2000)1L5T1L6T

C, T736

1990- 3260 160 200 200 15kV16.7Hz 360(6T) 8.5 18.5140165

30804896

213261(+2hp)309(+2hp)

EBICAB700 Bombardier

UIC High Speed


Seats


Max.Tr.Speed[km/h]

VoltagePower weight

ratio[kW/t]

Max.Op.Speed[km/h]


train[t]

Max.AxleLoad[t]

Trainlength [m]

Train width[mm]

Signalingsystems


Power [kW]



Acceleration[m/s2]

Sweden SJ X402M3M

D1627

2005-16002400

0.64 200 200 15kV16.7Hz140205

10.455.181.5

2960 0180288

180288

EBICAB700 Alstom

SwedenArlanda Express

X3 2M2T 7 1999- 2240 200 200 15kV16.7Hz 193 10.8 93.4 3063 0 190 190 EBICAB700 Alstom

Switzerland SBB RABDe500(ICN) 4M3T T 44 2000- 5200 210 220 200 15kV16.7Hz 355 13.3 188 2830 125 326 451 ZUBBombardierAlstom

UK FGW,NEEC,EM IC1252L7T2L8T

C 80 1976- 3360200

(125mph)200

(125mph)Diesel 383(2L7T)

197220

2740 AWS/TPWSFGW:First Great Western, NEEC:National Express East Coast, EM: East Midland

UKNational

Express East Coast

IC225 1L9T C 30 1989- 4350225

(140mph)200

(125mph)25kV50Hz 226 2740 AWS/TPWS

UKGC,HT,NEEC,N

R180 5M 13 2000- 2800

200(125mph)

200(125mph)

Diesel 252.5 10.2 116.5 2730 42 226 268 AWS/TPWS Alstom"Adelante"GC: Grand Central, HT: Hull Trains, NEEC:National Express East Coast, NR: Northern Rail

UKwikimedia commons

Cross Country 220 4M 34 2001- 2200200

(125mph)200

(125mph)Diesel 185.6 11.0 93.34 2730 26 162 188 AWS/TPWS Bombardier "Voyger"

UKCross Country,

Virgin 221

4M5M

T440

2002-2800(5M)

200(125mph)

200(125mph)

Diesel227(4M)282.8(5M)

9.293.3(4M)116.2(5M)

2730 26162(4M)224(5M)

188(4M)250(5M)

AWS/TPWS Bombardier "Super Voyger"

UKEast Midlands Trains, Hull

Trains222

4M5M7M

4176

2004-3920(7M)

200(125mph)

200(125mph)

Diesel 161.8(7M) 2730 106 236 342 AWS/TPWS Bombardier "Meridian"

UK Virgin 390 6M3T T52(+4)

2002- 5500 204225

(140mph)200

(125mph)25KV50Hz

458(loaded)

12.0 16.1 217 2730 145 294 439 AWS/TPWS AlstomDecided to increasing train length to 11 car for 31 train sets and creation of 4 new 11 car trainsets.

UK Southeastern 395 4M2T (29) (2009-) 3360 0.7 225 2250.75KV

25kV50Hz

11(unloaded,

Avg.)121.8 2810 0 348 348

TVM/KVB AWS/TPWS

Hitachi Already introduced to preview service.

China CRCRH1ACRH1B

5M3T10M6T

40(+20 by 2010)

2007- 5500 320 200 200 25kV50Hz 421 11.6 16213.5426

3328 144(128) 524(483) 668(611) CTCS 2 Bombardier Sifang PowerAs for the number of seats, outside the parenthesis is for the fixed seats, inside the parenthesis is for the rotatable seats. Additional 20 sets are 16-car formula.

China CR CRH1E 10M6T (20 by 2010) (2009-) 13500 0.6 250 250 25kV50Hz 859 15.0 16.5 429400+16(Sleeping

Car)122 538 CTCS 2 Bombardier Sifang Power

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.

China CR CRH1-3504M4T8M8T

(80 by 2014) (2012-) 20000 0.48 380 350 25kV50Hz 934 19.2 17215428

6641336

CTCS 2 Bombardier Sifang Power 20 sets are 8-car sets, 60 sets are 16-car sets.

China CRCRH2ACRH2B

4M4T8M8T

702007-2008-

48009600

176352

250 250 25kV50Hz359.7 758.8

11.8 14201401

338051 155

559 10746101229

CTCS 2Kawasaki CSR Sifang

CRH2A: 60 sets with 8-car. 1 car is 1st seating car,7 cars are 2nd seating carsCRH2B: 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 Sifang1 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 3380520

(Sleeping Car)

100 620 CTCS 2 CSR Sifang13 cars are 1st class sleeping cars, 2 cars are 2nd class seating cars, 1 car is dining car.

China CR CRH34M4T(8M8T)

60(+100 by 2010)

2008-8800(18400

)300 0.38 350 350 25kV50Hz 447 17.9 17

200(400)

3265557

(1026)CTCS-3D

SiemensCNR 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 2Alstom

Changchun CarAs 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 25kV60Hz970 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 1006M4M

20 1985-55203680

0.44 230 220 25kV60Hz925 for original

16-car set(Loaded)

11.9 15152102

338000

394250

394250

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 25kV50Hz688 for original

12-car set (Loaded)

16.0 16.1 250 3380 52 710 762ATC

DS-ATCH,KHI,KS,NS,TCC*

12cars when introduced. A train set was abandoned after the derailment at Chuetsu Earthquake.

JapanJRCJRW

300300-3000

10M6T 50 1992- 12000 0.44 270 270 25kV60Hz710

(Loaded)16.9 12 402.1 3380 200 1123 1323

ATCATC-NS

H,KHI,KS,NS* JRC 61 sets, JRW(300-3000) 9 sets

Japan JRE 400 6M1T5

(0 by 2009)1992-(2009)

5040 0.44 240 24025kV50Hz20kV50Hz

318(Loaded)

15.8 12.9 149 2947 20 379 399ATC

DS-ATCATS-P

KHI,TCC*For through operation b/w Shinkansen line and improved classical line (Yamagata line). All sets will be replaced by E2-2000.

Japan JRW 50016M8M

9 1996-182409120

0.44 300 300 25kV60Hz688(16M)(Loaded)

26.5 11.7404204

3380200(16M) 1124(16M) 1324(16M) ATC

ATC-NSH,KHI,KS,NS*

16-car: 5 sets8-car: 4 sets. Shortened for local transportation to replace 0 series.

JapanJRCJRW

700700-3000

12M4T 75 1998- 13200 0.56 285 285 25kV60Hz708

(Loaded)18.6 11.4 404.7 3380 200 1123 1323

ATCATC-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 25kV60Hz356

(Loaded)18.5 11.4 204.7 3380 0 571 571

ATCATC-NS

H,KHI,KS,NS*

JapanJRCJRW

N700N700-3000

14M2T T48

(96 by 2011)2007- 17080 0.72 300 300 25kV60Hz

715(Loaded)

23.9Approx11

404.7 3360 200 1123 1323ATC

ATC-NSH,KHI,KS,NS* JRC 16 sets, JRW(N700-3000) 8 sets

JapanJRWJRK

N700-7000 8M (29) (2011-) 9760 0.72 300 300 25kV60HzApprox11

204.7 3360 24 522 546ATC

KS-ATCJRW 19 sets, JRK 10 sets

Japan JRK800

800-10004M2T

7(9 by 2011)

2004- 66000.690.72

260 260 25kV60Hz276

(Loaded)23.9 11.4 154.7 3380 0

392384

392384

KS-ATC H*6sets: 8003sets: 800-1000

UIC High Speed


Seats


Max.Tr.Speed[km/h]

VoltagePower weight

ratio[kW/t]

Max.Op.Speed[km/h]


train[t]

Max.AxleLoad[t]

Trainlength [m]

Train width[mm]

Signalingsystems


Power [kW]



Acceleration[m/s2]

Japan JRE E1 6M6T D 6 1994- 9840 0.44 240 240 25kV50Hz693

(Loaded)14.2 17 302 3380 102 1133 1235

ATCDS-ATC

H,KHI*

Japan JRE E2 6M2T 14 1997- 7200 0.44 275 27525kV50Hz25kV60Hz

352(Loaded)

20.5 13.2 201.4 3380 51 579 630ATC

DS-ATCH,KHI,NS,TCC* For Nagano line.

Japan JREE2

E2-10008M2T 33

1997-2002-

9600 0.44 275 275 25kV50Hz492

(Loaded)19.5 13.2 251.4 3380 51 763 814

ATCDS-ATC

H,KHI,NS,TCC*For Tohoku line. 14 sets were lengthened from 8-car-E2. 19 sets are E2-1000.

Japan JRE E3 4M2T 26 1997- 4800 0.44 275 27525kV50Hz20kV50Hz

259(Loaded)

18.5 12.2 128.2 2945 23 315 338ATC

DS-ATCATS-P

KHI,TCC*For through operation b/w Shinkansen line and improved classical line (Akita line)

Japan JRE E3-1000 5M2T 3 1999- 6000 0.44 275 27525kV50Hz20kV50Hz

311(Loaded)

19.3 12.2 148.7 2945 23 379 402ATC

DS-ATCATS-P

KHI,TCC*For through operation b/w Shinkansen line and improved classical line (Yamagata line).

Japan JRE E3-2000 5M2T7(12

by 2009)2008- 6000 0.44 275 275

25kV50Hz20kV50Hz

148.7 2945 23 371 394ATC

DS-ATCATS-P

All sets will replace Series 400.

Japan JRE E4 4M4T D 26 1997- 6720 0.46 240 240 25kV50Hz428

(Loaded)15.7 16 201.4 3380 54 763 817

ATCDS-ATC

H,KHI*

Japan JRE E5 8M2T T (59) (2011-) 9600 0.47 320300

320(2013-)25kV50Hz

453(Loaded)

22.4 253 33501855

658 731ATC

DS-ATC3 classesFirst set is being tested.

JapanJRCJRW

923923-3000

6M1T Inspection11

2001-2005-

6600 0.56 270 270 25kV60Hz 179.7 3380 N/A N/A N/AATC

ATC-NSBased on 700

Japan JRE E926 5M1T Inspection 1 2001- 6000 0.44 275 27525kV50Hz20kV50Hz

128.2 2945 N/A N/A N/AATC

DS-ATCATS-P

Based on E3

Korea KORAIL KTX2L18T(+ 2MB)

C, A 46 2004- 13560 300 300 25kV60Hz 701 17.5 17 388 2904 127 808 935 ATC(TVM)Alstom

HyundaiRotem

Korea KORAIL KTXII 2L8T C, A (10) (2009-) 8800 210 0.45 330 300 25kV60Hz 434 19.0 201 2970 30 333 363 ATC(TVM) HyundaiRotem

Taiwan THSRC 700T 9M3T 30 2007- 10260 300 300 25kV60Hz 503 17.6 304 3380 66 923 989 ATP H,KHI,NS*

Turkeywikimedia commons

TCDD HT65000 4M2T3

(10)2009- 4800 200 0.48 250 250 25kV50Hz 158.5 2920 55 364 419 ETCS, ATS CAF

USA Amtrak Acela 2L6T C, T 20 2000- 9200 225241

(150mph)241

(150mph)

25kV60Hz12kV60Hz12kV25Hz

566 15.6 23 203 3175 44 260 304 ATP Bonbardier Alstom

Total (current) 2225

*Japanese suppliers:H:HitachiKHI:Kawasaki Heavy IndustryKS:Kinki SharyoNS:Nippon SharyoTCC:Tokyu Car Corporation

UIC High Speed

Necessities for future high speed rolling stock v2.1 1

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,


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


(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


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


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.


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.


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.


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.


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


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.


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


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.


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

Power

Concentrated

Power

Concentrated

Power (one

locomotive with

fixed train set)

Loco Hauled

Propulsion system Lower power

and large

number

Higher power

and small

number

Higher power and

small number

Higher power

and small

number

Traction performance

relating to number of

traction wheels

Higher

adhesion

Lower adhesion Lower adhesion Lower

adhesion

Maximum axle load Lighter Heavier Heavier Heavier

Passenger capacity Full 2 cars less than

distributed

1 car less than

distributed

1 car less than

distributed

Noise in passenger

saloon

Larger Smaller Smaller Smaller

Maintenance costs

relating to the number of

traction motor

Larger Smaller Smallest Smallest

Flexibility of train set Lower Lower Lower Higher

Redundancy of the main

component failure

Higher Lower Lowest Lowest

Change over between

systems

More difficult More difficult Medium Easier

Maximum speed

restriction for running

direction

No No Possibly yes in

push mode

Possibly yes in

push mode

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


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


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.


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)


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


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


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


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.


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.


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)


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


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


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.


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


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.


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


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.


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.


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)


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


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.


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.


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

Documents

Necessities for future high speed rolling stock