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HIGH SPEED TRAINS

ABSTRACT

When English inventor Richard Trevithick introduced the steam locomotive on 21 February 1 804 in

Wales, it achieved a speed of 8 km/h (5 mph). In 1815, Englishman George Stephenson built the

world's r st workable steam locomotive.

In 1825, he introduced the rst passenger train, which steamed along at 25 km/h (16 mph). Today,

trains ca n y d own the tracks a t 500 km/h (311 mph). And y they do, not touching the tracks.

There is n o dened speed at which you can call a train a high speed train but trains r unning at and

above150 km/h are called High Speed Trains.

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1. INTRODUCTION

When English inventor Richard Trevithick introduced the steam locomotive on 21 February 1804 inWales, it achieved a s eed o! 8 km"h #$ m h%& 'n 181$, Englishman (eorge )te henson built the *orld+s *orkable steam locomotive& 'n 182$, he introduced the !irst assenger train, *hich steamed along at 2$km"h #1 m h%& Today, trains can !ly do*n the tracks at $00 km"h #-11 m h%& .nd !ly they do, not toucthe tracks&

There is no de!ined s eed at *hich you can call a train a high s eed train but trains running at and

above1$0 km"h are called /igh ) eed Trains&

1&1&T/E E '3E F R.' .) . F R5 F 6.))E3(ER TR.3)6 RT

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)ince the automobile has become more *ides read *ith the e7istence o! motor*ays, cars may reachs eeds o! u to $ m h #120 km"h% or thereabouts de ending on local la*s& )tandard mainline rail*ay trrunning at 100 m h #1 0 km"h% have !ound it di!!icult to com ete *ith the car, as once 9ourney time to a!rom the station and *aiting !or the trains had been calculated, rail travel did no longer o!!er a signi!icant 9ourney time advantage over the car& 'n order to attract eo le to rail*ays ticket rices had to be at the

lo*est ossible, meaning minimal ro!its& 3o one *ould *ant to build a brand ne* rail*ay line: the interest ayments *ould crush any com any& .ll this has meant that in the early;mid 20th century ne* rail*ays *ereunheard o! and some small lines *ere o!ten closed do*n because they made a loss&

't seems

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m h or 2$0;-20 km"h, *hich are also long enough to allo* the trains to accelerate u to these s eeds #o!tenmany miles% and decelerate, is

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(entle curves are key in *hat high s eed lines are about& Tight curves on T(C lines have a radius o! about -miles or $ km& urves are also banked u a lot more than on conventional lines& This is because slo* trai*ill not run on them and it is e7tremely rare !or a T(C to come to a sto because o! a signal& The degree o banking is calculated to e7actly balance centri!ugal !orces at running s eed&

6erha s sur risingly greater gradients are allo*ed on high s eed lines than conventional rail*ays& There at*o key reasons !or this, !irst o! all modern high s eed trains are e7tremely o*er!ul, T(Cs generate asmuch as 12,000h , steam engines *ere no *here near as o*er!ul #about 1,000h % in the era *henconventional rail*ays *ere built& The second reason is that the !aster a train travels the less it *ill slo*do*n !or the same rise in height& This is because as it is going !ast it takes less time to climb the hill and sogravity has less time to act to slo* the train do*n&

(enerally s eaking engineers try and avoid tunnels on high s eed lines& This is because *hen a train enters

tunnel at s eed it causes large ressure changes& This can be ain!ul and harm!ul to assengersD ear drumsolution *as thought to ressure seal trains #as *ith the T(C%& /o*ever *ith very high s eed trains #-00km"h%, the ressure changes can be so large it can shatter the *indo*s, articularly *hen t*o trains ass ino osite directions in a tunnel *ith a closing s eed o! 00 km"h in a con!ined s ace& /o*ever (erman and'talian high s eed lines include tunnels but they have subseritish conventional rail*ay out er!orms the 'talian high

s eed line in terms o! s eed *ith an average o! 180 km"h bet*een ondon and Aork

2&2 W/ERE /'(/ )6EE '3E) R?3't must be em hasiGed that high s eed trains may run on conventional rail*ay but are usually limite

to 2-0 km"h;200 km"h& 5ost high s eed rail*ay services in Euro e s end most o! their 9ourney onconventional lines, but come together !or a !ast run on a trunk line&

3. TILTING TRAINS

We all kno* that i! you are driving in your car and you take a corner at s eed you !eelcentri!ugal !orces& Well it is no di!!erent !rom trains, i! a train takes a corner at s eed then centri!ugal !orccome in& !ten train o erating com anies !ace a decision !or building a high s eed rail*ay trans ort syste

i&e&, they can either invest money in the train to make it tilt but use e7isting rail*ay lines, or they invest

money in a ne* rail*ay but don+t need to s end money on e7 ensive tilting mechanisms& This is *hy T(C

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and bullet trains do not tilt, because they have their o*n dedicated high s eed rail*ay lines *here curves are built *ith very high radii&

't is *orth ointing out that the centri!ugal !orce is a !unction o! Hv2"rD *here HvD is the velocity and HrD is theradius& This means that i! you double the velocity, you

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-&1 W/A T' T'3( /E 6)When sitting on a corner going at s eed there are t*o !orces acting on you, gravitational !orce and

the centri!ugal !orce *hich is accelerating you into the corner& When t*o !orces act, it causes a resultant

!orce& The resultant !orce *ill ush you into your seat and to the side& /o*ever i! the train is tilting, then tnormal contact !orce o! you on your seat *ill be the same as the resultant !orce you are e7 eriencing& Thismeans as !ar as the assenger is concerned he or she is 9ust being ulled into his or her seat, and he or she used to that, so no discom!ort is !elt&

This is true also o! aero lanes, commercial lanes tilt a large amount, u to -0 degrees *hen goingaround corners in some cases to cater !or assenger com!ort& .s the tilting o! the aero lane is to get rid o!the roblem o! centri!ugal !orces, or more accurately to disguise the centri!ugal !orces as a art o! gravity

!ar as the assengers are concerned& The only *ay you kno* i! the aero lane is tilting is to look out o! the*indo*&

Trains that tilt can go u to 2$I to 40I !aster around curves than conventional trains *ithout u setting the assengers, and as mentioned be!ore this can signi!icantly increase average s eeds and cut 9ourney times&

-&2 T' T'3( F TR. B)

/igh s eed lines in the ?B are heavily banked u on corners, but going in a high s eed train, you

don+t notice it at all& ccasionally *hen a high s eed train comes to a sto because o! a red signal orsomething on a curve you can really notice ho* much itDs slanted& n a sto on a curve ut a bottle on th!loor and *ill slide across to the other side&

/o*ever there are limitations *ith tilting tracks& First o! all, the banking has to be designed *ith

a s eci!ic s eed in mind& . banked u track meant !or 12$ m h trains is going to cause discom!ort to assengers in a local $ m h train, as *hen a slo*er train goes round a banked corner it *ill make

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until horiGontal is read& .gain this *ill not be horiGontal to the ground, but as !ar as anyone on the train isconcerned it *ill be horiGontal, kee ing the assengers ha y&

'n the early days it *as tried to use inertial !orce to let the trains tilt& i&e&, they *ould have nomechanism to make them tilt but the carriages *ould have a lo* centre o! gravity so centri!ugal !orces onthe carriage *ould cause them to tilt& This roved unsuccess!ul&

4& 5.( EC # 5.(3ET' . A EC'T.TE TR.'3) %

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The rinci le o! a 5agnet train is that it !loats on a magnetic !ield and is ro elled by a linear

induction motor& They !ollo* guidance tracks *ith magnets& These trains are o!ten re!erred to as5agnetically evitated trains *hich are abbreviated to 5aglev. .lthough maglev don+t use steel *heel onsteel rail usually associated *ith trains, the dictionary de!inition o! a train is a long line o! vehicles travelingin the same direction ; it is a train&

4.1 WORKING PRINCIPLE

. maglev train !loats about 10mm above the guide*ays on a magnetic !ield& 't is ro elled by the guid*ay

itsel! rather than an onboard engine by changing magnetic !ields& nce the train is ulled into the ne7tsection the magnetism s*itches so that the train is ulled on again& The Electro;magnets run the length o! guide*ay&

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4.2 ADVANTAGES OF MAGLEV

Well it sounds high;tech, a !loating train: they do o!!er certain bene!its over conventional steel rail osteel *heel rail*ays& The rimary advantage is maintenance& >ecause the train !loats along there is nocontact *ith the ground and there!ore no need !or any moving arts& .s a result there are no com onents th*ould *ear out& This means in theory trains and track *ould need no maintanence at all& The secondadvantage is that because maglev trains !loat, there is no !riction& 3ote that there *ill still be air resistance&third advantage is less noise, because there are no *heels running along there is no *heel noise& /o*evernoise due to air disturbance still occurs& The !inal advantage is s eed, as a result o! the three revious listit is more viable !or maglev trains to travel e7tremely !ast, i&e&, $00 km"h or -00 m h& .lthough this is ossible *ith conventional rail it is not economically viable& .nother advantage is that the guide*ay can bemade a lot thicker in laces, e&g&, a!ter stations and going u hill, *hich *ould mean a maglev could get u-00 km"h #18 m h% in only $ km *here currently takes 18 km& .lso greater gradients *ould be a licab

4.3 DISADVANTAGES WITH MAGLEV

There are several disadvantages *ith maglev trains& 5aglev guide aths are bound to be more costlythan conventional steel rail*ays& The other main disadvantage is incom atibility *ith e7isting in!rastructuFor e7am le i! a high s eed line bet*een t*o cities is built, then high s eed trains can serve both cities butmore im ortantly they can serve other nearby cities by running on normal rail*ays that branch o!! the highs eed line& The high s eed trains could go !or a !ast run on the high s eed line, and then come o!! it !or threst o! the 9ourney& 5aglev trains *ouldn+t be able to do that: they *ould be limited to *here maglev linesrun& This *ould mean it *ould be very di!!icult to make construction o! maglev lines commercially viable

unless there *ere t*o very large destinations being connected& ! the $000 km that T(C trains serve in

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France, only about 1200 km is high s eed line, meaning $I o! T(C services run on e7isting track& The !acthat a maglev train *ill not be able to continue beyond its track may seriously hinder its use!ulness&

4.4 EFFECT ON ENVIRONMENT

'n terms o! energy consum tion maglev trains are slightly better o!! than conventional trains& This is beca

there is no *heel;on;rail !riction& That said, the vast ma9ority o! resistive !orce at high s eed is air resistan#o!ten amounting to several tons%, *hich means the energy e!!iciency o! a maglev is only slightly better tha conventional train&

(erman engineers claim also that a maglev guide*ay takes u less room and because greatergradients are acce table there is not so much cuttings and embankments meaning a ne* guide*ay *ould beless disru tive to the countryside than a ne* high s eed conventional rail*ay&

5. IMPORTANT HIGH SPEED TRAINS.

$&1 T/E 6E3 3 '3'Table $&1 'T. '.3 6E3 '3')

lass ETR 4$0 ETR $00

'ntroduced 1=8 1==

ommercial ) eed 2$0 km"h #1$$ m h% -00 km"h #18 m h%

>est .verage ) eed 1 4&$ km"h #102&4 m h% 3".

$&2 T/E . C.3 E 6.))E3(ER TR.'3Table $&2 T/E . C.3 E 6.))E3(ER TR.'3

To 6lanned ommercial ) eed 1$0 m h #240km"h%

) eed Records.6TJE 1$2 m h #244km"h% 1= $.6TJ6 1 2 m h #2 0km"h% 1= =

$&- T/E E?R )T.R Table $&- E?R )T.R

To ommercial ) eed 18 m h, -00km"hTo s eed in England 100 m h 1 0km"hTo s eed in the hannel Tunnel 100 m h 1 0km"h

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6.2.HUGE CAPACITY

/igh s eed rail*ays have by !ar the highest ca acity er unit land they use& . high s eed rail needs 9ust a double track rail*ay, one rail !or trains in each direction& These have a ca acity !or 1 trains er hoeach train *ith a ca acity o! 800 assengers& This means a high s eed rail has a ma7imum ca acity o!12,800 assengers er hour, *hich clearly is enough to satis!y the highest o! demand: only one rail*ay line

is needed& This is unlike motor*ays *hich take u a very large amount o! s ace and o!ten cannot satis!ydemand !ully at eak times&

6.3.REDUCED TRAFFIC

'magine you have t*o cities about $00km or -12miles a art, by car, the 9ourney time *ill be about hours& The motor*ays *ill be 9ammed !ull& '! you can rovide a ne* rail service o! -00km"h 18 m h bet*een t*o cities the 9ourney time by rail *ill be about 2 hours& 6rovided the rail service is *ell riced,

very !e* eo le are likely to drive any more bet*een the cities, causing a massive decrease in tra!!ic& !course *ith a decrease in tra!!ic, ollution decreases too&

6.4.ENERGY EFFICIENCY

The energy resources are limited & The train o!!ers er assenger energy e!!iciency that no other !oo! trans ort can achieve& The reason is because o! steel *heels on steel rails The hard smooth sur!aces rovide very little !riction& .lso because the *heels are held by steel ball bearings, !riction is very lo* even

at high s eed& .ir resistance o! a train is not really a roblem because it is thin and long& n the other hanaircra!t must burn huge amounts o! !uel even to move at all, and in !light the engines have to continue to burn 9ust to kee the lane in the sky& nce a train is moving, even i! the engines are s*itched o!!, the traidoesn+t even decelerate noticeably, even at very high s eeds& ars, as everyone kno*s, are by !ar the leaste!!icient !orm o! trans ort&

6.5.REDUCED POLLUTION

>ecause o! their e!!iciency, the ollution that a train makes is very lo*, and i! the electricity beingused !or the train is generated by a green source then there may *ell be no ollution at all as a result o!running the train& Reduced tra!!ic also reduces ollution, no more cars um ing out gases in huge amounand o! course com ared to aero lanes *hich need to burn !uel at an astonishing rate 9ust to get thrust& 'n!act, it has been calculated that a Eurostar train *ith a ca acity o! 800 causes ollution level through o*erstations about e

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6.6.SPEED

-00 km"h is very !ast& That is the s eed at *hich these trains !ly along& 3o time is *asted in getting eo le to their destinations& There is no *orry about *aiting in tra!!ic, or having a long stress!ul drive& .lsit means that !lying can be avoided, *hich is articularly *elcome !or the more ecological eo le&

6.7.CONVENIENCEWhile air orts are o!ten out o! to*n and hard to access, rail*ay stations are usually located in the

heart o! the city& .lso *ith some services you can 9ust buy a ticket and get straight on the train, *ith noadvanced booking re. B)

The rimary ob9ection is al*ays cost& /igh s eed rail*ays are very e7 ensive& To build the highs eed link in the ?B bet*een ondon and the hannel tunnel !or -00km"h Eurostars it is costing the

1$

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(overnment and rivate com anies N- billion #?) O4&8 billion%& This rail*ay is 9ust 8 miles long #108This is erha s an e7treme e7am le, high s eed rail*ays ty ically are not so e7 ensive but di!!icultgeogra hy #rolling hills% and high o ulation density o! the area have ushed u the cost&

7.2.COST EFFECTIVENESS ON THE BASIS OF POLLUTION CONTROL

/igh initial costs o!ten mean ublic money has to be used because the rivate sector is usuallyun*illing to engage in such large ro9ects& .s a result many *ould argue that the money used to build suchrail systems *ould be more e!!ectively s ent in other ro9ects i! the rimary ob9ectives *ere to reduce tra!congestion" ollution&

7.3.LIMITATIONS OF HIGH SPEED RAIL

/igh s eed rail is only a licable to inter;city services in high density corridors #having said that

connecting trains can deliver eo le door to door%& This means that, in order to *ork e!!ectively, high srail must be backed u by a decent urban"light rail transit system, as !ound in Euro e and a an& )uchsystems are rarer&

7.4.LIMITATIONS OF GEOGRAPHY

/igh s eed rail*ay lines need to be as straight and level as ossible& There!ore o!ten the rail*ays arecarried over di s and hills in the countryside by embankments, viaducts, cuttings and tunnels& #Tunnels asometimes unsuitable due to *ind turbulence roblems&% /o*ever these greatly increase the cost o! therail*ay and o! course, i! the landsca e is mountainous then it becomes very di!!icult to build it straight andleveled& 3aturally, rail*ays cannot be built over *ater !or long distances&

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. CONCLUSION

.lthough there have been derailments, in the almost t*o decades o! daily o eration, there has been

no casualties& While the very high s eed trains like the T(C could be regarded as the Rolls Royce o! trainstilting trains could be thought o! as the chea and cheer!ul mini metro& The rice di!!erential is !airly simtoo: it costs about 20 times more er unit distance to build a dedicated high s eed line than it does tou grade e7isting lines !or tilting trains& This is *hat makes tilting trains e7tremely attractive& /o*ever theare disadvantages& 140 m h or 2-0 km"h is about as !ast as trains go *hen not on dedicated lines& .nd thethey have to be !itted in *ith slo*er moving tra!!ic& With rail travel gro*ing all over Euro e, the roblemso! rail*ays reaching saturation oint has !orced ne* lines to be build& This is *hy des ite the success o! th

'talian 6endolini, a ne* high s eed line *ith -00 km"h trains is being built, because e7isting lines are atsaturation oint& 5ost o! the high s eed train !unctions are controlled digitally, true to being the vehicle o!the digital age&

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!.REFERENCES

1 Science and Technology Review , une 1==8&

2 /ood, hristo her 6,Shinkansen- From Bullet Train to Symbol of Modern Ja an , Routledge, 200 &

- 5oon, Francis , Su erconducting !evitation " lications to Bearings and MagneticTrans ortation , Wiley;C /, 1==4&

4 en&*iki edia&org

$ ***&o;keating&com

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