Chicken or Egg: Infrastructure Design vs. Train Performance · Chicken or Egg: Infrastructure...

Felix Schmid and Daisuke Hasegawa

The University of BirminghamWith many thanks to Central Japan Railway Company

Chicken or Egg:

Infrastructure Design

vs. Train Performance

Chicken or Egg: Infrastructure Design vs. Train Performance

RAILcph Danis Railway Conference, 15 May 2017Slide No: 2

F Schmid and D Hasegawa

Overview of Presentation

• Conventional thinking about high-speed rail systems;

• Why high-speed rail is so successful in Japan;

• Visit to Japan thanks to Central Japan Railway’s exchange programme:

– I had read lots about Japan’s railways and the Shinkansen;

– I was convinced that I would learn nothing new!

• And then I understood…

• I also brought back an excellent doctoral student from Central Japan Railway Company…

• He applied a lean approach to high-speed railways.




Is High-Speed Rail all about Speed?

Inte

rnat

ional

Unio

n o

f R

ailw

ays,

2009




Agreed High-Speed Rail Principles

• Minimise journey time by operating at high

speed;

• Minimise journey time by reducing number of

stops;

• Minimise journey time reducing duration of

dwells;

• Avoid speed reduction by minimising stops;

• Optimise station and station design principles;

• Use the best technology that money can buy!




High Performance Infrastructure Theory

• High-speed railways require high-speed infrastructure:

– ‘normal direction’: turnouts must allow operation at line-speed;

– ‘reverse direction’: turnouts must allow operation at a speed that is as high as possible.

• Long overtaking / stopping loops give best performance.

Top of the Range European High-Speed Rail Station – Planned

Station

230 km/h diverging

230 km/h converging95 km/h

95 km/h

Start of Braking for 95 km/h-5893 m from Platform End

Train




Scaled Length of High-Speed Turnouts

toe - 220 m – crossover centre

toe - 440 m – crossover centre – tangent track


4.5

m

95 km/h turnout near station

240 km/h turnout to access station





GB High Speed 1,© Google Earth




Choose the Best Kit that Money can BuyPoints on Swiss Mattstetten-Rothrist Line

‘© Charles Watson




Turkish High Speed Line S&C (Polatlı)

Turkish High-Speed Rail © Vossloh-Cogifer

With Thanks to Central Japan Railway

Company and ATOC

A Case Study:

The Tokyo to Osaka

Shinkansen Line




Tokyo - Osaka is served by Shinkansen

• Tokyo-Osaka built to standard gauge rather than 1067 mm:– Avoids any chance of enforced mixed traffic operation;

– Greater loading gauge and greater roll stability;

– Standard gauge allows higher speeds;

– Electric multiple units, known as ‘bullet’ trains, from day one;

– Tokyo-Osaka commenced service in 1964, at 200 km/h;

– Accident free thanks to traffic separation and robust train control;

– Super Express (Nozomi), Express (Hikari), and ‘slow’ (Kodama).

• Today, Shinkansen services operate throughout Japan:– Network is over 2400 km long, more being built to remote areas;

– Covers most of Honshu and Kyushu;

– Links into other services and islands;

– Operates fastest station to station scheduled service in the world:• Hiroshima to Kokura, 192 km in 44 minutes (261.8 km/h);

– Frequency of service high, with as little as 2 minute headway;




Distribution of 126 M Japanese People

• Japan as a whole: 380,000 km2, 126m people

• Honshu Island: 230,897 km2, 105m inhabitants:– Kanto Plain with (Sendai 0.7 M) Tokyo 12 M, Yokohama 3.5 M;

– Nagoya 2 M, Kyoto 1.5 m Osaka 2.7m, Kobe 1.4 m, Hiroshima 1m.

– In total 20m people in city centres.

• Kyushu Island: 35,640 km2, 12m inhabitants:– Fukuoka 1.4m Nagasaki 0.5m;

– Tunnel link to Honshu , the ‘mainland’.

• Shikoku Island: 18,800 km2, 4.1m inhabitants: – Matsuyama 512,000;

– 9.4 km Seto Ohashi bridge system links Shikoku to Honshu.

• Hokkaido Island: 83,452 km2, 5m inhabitants:– Sapporo is the main city, link to Honshu through a sub-sea tunnel.

• Main corridor of Japanese commercial activity:– Japan: Tokyo to Nagasaki , corridor ca. 900 km long by 20-40 km wide.




Tokyo to Osaka, an Economic Corridor

• Land area: 23.7% of total land area of Japan;

• Population: 59.7% of total population of Japan;

• Share of Japan’s GDP: 64%. Source, CJR Data Book 2012




300km

Radius

Busan

Kita Kiyushu

Higoshima

Aomori

Fukushima

Sendai

Nagoya

Sapporo

Tokyo

Osaka

‘Japan by Night’ Photograph

© Dundee University




Views from Hotel in Shin Yokohama




The Japanese Choice



230 km/h?


70 km/h


4.5

m95 km/h

230 km/h




Keep it Simple Infrastructure PracticeTop of the Range European High-Speed Rail Station – Planned

Typical Shinkansen Station (Shin Yokohama)

Station

230 km/h diverging

230 km/h converging95 km/h

95 km/h


Train

70 km/h

70 km/h


Train

Station




Train Motions and Following Trains

0

50

100

150

200

250

0

10

20

30

40

50

60

70

80

90

100

-6000 -5000 -4000 -3000 -2000 -1000 0

Braking Curve Europe

Braking Curve Japan

Elapsed Time Europe

Elapsed Time Japan

Following Train E

Following Train J

Station

PlatformTrain

BCE BCJ

ETJETE

FTJ

FTE




Turnout Clearing Behaviours

0

5

10

15

20

25

30

35

40

02004006008001000

Europe

Japan

Distance from Stopping Point [m]

Spe

ed o

f H

ead

of

Trai

n [

m/s

²]

Turnout Clearing Distance

Turnout Clearing Distance

Station Platform

Train




Japanese Approach to Railway Design

1. Identify demand:

– Quantity, journey time, competitors.

2. Design Rolling Stock:

– Traction power;

– Powered axles.

3. Design Infrastructure:

– Gradients, curves;

– Stations.

4. Define Timetable:

– Number of trains;

– Service pattern.

ROLLING

STOCK




Central Japan Railway: N700 Series




Highly Powered Rolling Stock

• Design best possible rolling stock:– Build it light: Shinkansen N700 weighs 730 t;

– Put in lots of seats: Shinkansen N700 offers 1400;

– Shinkansen N700 has 56 out of 64 axles powered, with motors rated at 300 kW / each – 17.1 MW of power:

• N700 reaches 300 km/ h over distance of 11 km;

• Allows all-electric braking down to ~15-20 km/h.

• Design rolling stock that copes with the job in hand:– Build it light: Pendolino (9 car) weighs 460 t;

– Put in a fair number of seats: Pendolino offers 480;

– Pendolino (9 car) has 14 out of 36 axles powered, with motors rated at ~360 kW each – 5.1 MW of power:

• Pendolino reaches 200 km/ over distance of 11 km;

• Requires blended braking at high speed.




Simplified Infrastructure

• Short stopping / dwelling tracks at stations;

• Short turnouts / straightforward S&C;

• Steep gradients (2%) / tight curves;

• High integrity railway control system:

– Unidirectional signalling only;

– Driver controlled with ATP on plain line sections;

– Automatic braking on approach to stations (ATC).

• Ballasted track to cope with seismic activity;

• Substantial maintenance window each night.




Mishima Station

at the Foot of

Mount Fuji...

Short S&C and Tight

Curves in Simple

Ballasted Track




Tokaido Shinkansen: Generalised Cost

• Fare is affordable compared to road transport;

• High speed results in short journey time;

• High proportion of comfortable seated travel:

– Company ensures spare capacity on most trains.

• Stations in all major towns and cities;

• Good integration with local public transport;

• High service frequency minimises waiting time;

• Average delay of 0.6 min per train results in perception of very high reliability.




Tokyo to Shin Osaka (Tokaido Services)

Type Journey Time Frequenc

y

Intermediate

Stops

Fare

(Yen)

Fare (£)

Nozomi 2:30 7 per hour 4 14,050¥ £117.00

Hikari 2:57 – 3:10 2 per hour 7 – 9 13,750¥ £114.60

Kodama 3:54 – 4:00 2 per hour 15 13,750¥ £114.60

Road Toll 6:11 n.a. n.a. 9,100¥ £80.00

Maglev Line




Benefits of Japanese Approach

• High ratio of motored axles increases acceleration and braking rates – latest trains are 100% powered;

• Large size traction machines allow purely electro-dynamic braking (270 km/h to 30 km/h);

• Low speed (70 km/h) turnouts have multiple benefits:– No need for swing nose crossings / moving frogs;

– Low complexity and cheaper to buy and renew;

– Reduced land take and lower track forces;

– Replacement in one 5 hour maintenance window.

• Unidirectional operation is simple and safe;

• Low technology maintenance is flexible.

A ‘Lean’ Approach to

High Speed Rail




WizzAir – The Ultimate Lean Approach




Value Stream Map: Passenger Journey

London to Birmingham

10 min

Walk

10 min

Queue

Buy a

ticket

10 min

Walk to gate

Ticket check

Walk to a

platform

60 min

Board train

Ride train

Alight from

train

5 min

Walk to

gate

Ticket

check

10 min

Walk




Value Adding Activities in H-S Rail




Value Stream Management in H-S Rail




Value Stream Mapping: Single Train

VANVA

Move

Alight Board

Move

Terminus

Terminus

Train path

VA: Value adding step Necessary activity

NVA: Non Value adding step Unnecessary activity




VSM: Turnaround at Terminus

VA

NVA

Move

Alight Board

Move

Terminus




VSM: Cumulative Negative Effect




VSM: Original vs. Lean Operation

VA

NVA

Terminus

Original

Lean




VSM: Reduced Negative Effect




VSM+JIT Running Time Optimization

JIT

How do we benefit from slower running?




Maximum Velocity HS2: 200-360 km/h




JIT: Journey Time and Energy Use

+ 3 min

- 11.7 %




Train Turnaround Activities

Alighting Boarding

Hand over Checking

Toilet cleaning

Wiping tables

Collecting rubbish Internal

Arrival Departure




SMED: Train Turnaround Activities

Alighting Boarding

Hand over Checking

Toilet cleaning

Wiping tables

Arrival Departure

Collecting rubbish

External

Internal







Britain might be better than Japan!

Voith TESSEI*

VehicleImaginary

Class 390 (18 car)E5 + E6 (17 car)

Train length (m) 434 401.7

Number of seats 916 1069

Turnaround time (min) 12 12

Cleaning time (min) 7 7

Coach cleaners 6 35

Toilet cleaners 3 9

On board cleaners 2 0

4411




Non-Optimised Terminus Operation




SMED+JIT+VSM at a Terminus




Operations Stability: Taguchi Analysis

• Taguchi Analysis:

– Variation of multiple factors;

– Identification of highly influencing factors;

– Minimisation of numbers of experiments.

• Factors used:

– 4, 5 or 6 station tracks;

– 4 station track layouts;

– 8, 7 or 6 min turnrounds;

– 40, 30 or 20 s signalling system headways.

• Signals, greatest influence.

1 1 1 2 3 4

Arrival 2 Arrival 2 1 × × ×

4 platform tracks Layout a 2 × × ×

3 3 3 〇〇 ×

Departure 4 Departure 4 4 〇〇 ×

1 1 1 2 3 4

2 2 1 × × ×

5 platform tracks Layout b 2 〇 × ×

3 3 3 〇〇 ×

4 4 4 〇〇 ×

5 1 1 2 3 4

2 1 × × ×

1 Layout c 2 〇 × ×

3 3 〇〇 ×

2 4 4 〇〇〇

3

6 platform tracks 1

4 1 2 3 4 5 6

5 2 1 × × × × ×

3 2 〇 × × × ×

6 Layout c 3 〇 × × × ×

4 4 〇〇〇 × ×

5 5 〇〇〇 × ×

6 〇〇〇〇〇

6

AD

D A

AD

AD




Summary and Conclusion

• Focus on simplicity rather than complexity;

• Improved control of resources and performance causes a leap in process predictability;

• This allows focused decision making for:

– More reliable outcomes for customers,

– More targeted allocation of operational resources; and

– More motivated process owners through achievable targets and measurable success criteria.

• This change can not be ‘acquired’ by just buying tools but also demands:

– Change in attitudes at all levels of management towards continued improvement of processes.

Date post:	31-Aug-2018
Category:	Documents
Upload:	dinhkhanh
View:	214 times
Download:	0 times

Chicken or Egg: Infrastructure Design vs. Train Performance · Chicken or Egg: Infrastructure...

Documents