DOCSLIB.ORG

High Speed Trains – a Second Golden Age for Railways? Murray Hughes, Chief Editor (Currently Consultant Editor), Railway Gazette International

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
High Speed Trains – a Second Golden Age for Railways? Murray Hughes, Chief Editor (Currently Consultant Editor), Railway Gazette International SSpecialpecial featurefeature articlearticle 12th JR East R&D Symposium High Speed Trains – a Second Golden Age for Railways? Murray Hughes, Chief Editor (Currently Consultant Editor), Railway Gazette International. Murray Hughes holds a BA (Hons) degree in Applied Language Studies, and after spending a year with Swiss Federal Railways, he worked for the International Union of Railways in Paris before joining Modern Railways as Foreign Editor. He moved to Railway Gazette International as News Editor, where he later became Assistant Editor and then Deputy Editor. Appointed as Editor in 1991, he stepped down in April 2006 to become Consultant Editor. From 1995 to 2006 he was also Editor-in-Chief of the fortnightly newsletter devoted to Britain's privatised railway industry, Rail Business Intelligence, originally launched as Rail Privatisation News. He was also responsible for Railway Gazette International's related publications Metro Report and Railway Directory. He is the author of Rail 300 - The World High Speed Train Race, which has been published in England, Spain, Sweden, Japan and Germany. Railway Gazette International contains technical and business articles relating to railways around the world and is read by managers and engineers in over 135 countries. Railway Gazette International website: www.railwaygazette.com you all know far more than I do about the world’s premier high speed railway, but the Shinkansen will be the starting point of my presentation. When the Tokaido Shinkansen opened in 1964, it sparked a fresh interest in railways across the world. At the time, in Europe and North America, there was a school of thought that held railways to be old-fashioned and doomed to extinction. The future, they thought, lay exclusively with jet aircraft and private cars. How wrong they were! That famous opening of the Shinkansen in October 1964 was a milestone in world railway history – and indeed world history. Since then the concept of high speed train travel has spread to at least 15 countries, with many others building, planning or proposing high speed railways. 1 Introduction Good afternoon, Ladies & Gentlemen. I am deeply honoured to be addressing you today. I am especially honoured because I have been asked to talk about high speed trains in the country where the high speed train was born. I shall begin by looking briefly at some key events in the history of high speed railways. I shall then invite you to join me on a tour of Europe to review recent progress with high speed railway developments. I will also touch on plans and projects outside Europe. Finally, I shall look ahead to future plans and briefly discuss the challenges that face high speed train operators in the years to come. The theme of today's symposium is "Aiming for Further Progress for the Shinkansen". I shall not say a great deal about the Shinkansen, as 42 JR EAST Technical Review-No.8 Special feature article At this point, it is important to define high speed. High speed is a On October 27 1903, one of the railcars set a world rail speed record relative term, but generally, this is taken to mean 200 km/h or more. of 210.2 km/h. That momentous feat was over 100 years ago. That speed is practised on historic infrastructure in many countries, Today we take it for granted that we can simulate what happens if with Portugal touching 220 km/h and Amtrak in the USA 240 km/h engineering is pushed beyond accepted limits. But back in the early – although only on short sections of route. 1900s, that was entirely impossible. And because the engineers did But in most cases speeds higher than 200 km/h demand their own not know what would happen, the trials came close to disaster. dedicated tracks. During one test, a bogie on one of the railcars actually lifted off the There are at least 12 countries where purpose-built high speed rails. But fortunately, it landed back on the track in the same railways are under construction. alignment, avoiding tragedy. Today, the benchmark speed for high speed lines is 300 km/h. But We’ll fast forward now for 50 years or so towards the present day to one railway already touches 320 km/h, and over the next 10 years we an event that was even more daring. In March 1955, the French shall see at least two more operators exceed the 300 km/h threshold. Railways, SNCF, staged a series of tests on the main line south of And one of them, of course, will be JR East. Bordeaux. Two locomotives were regeared, given new pantographs and fitted with monobloc wheels, and 2 trains were prepared by attaching passenger coaches. Every component was checked to ensure that it was in perfect working order for what was to follow. The objective was simply to see how fast the locomotives could go. The test site featured a long straight section – although there was a curve at the far end. This curve was a critical limiting factor, and to ensure the train would slow down in time for the curve, staff were on board just to lower the windows to assist with braking. Word of the trials had spread to the surrounding area, and when the tests started there was quite a crowd at the line side. These observers were rewarded with a stunning display of what we would today term as raw railway research. 2 Major Events in High Speed Rail I would ask you now to travel back in time to look at some early speed records. Our time machine will land over a century ago in Germany, just south of Berlin, where engineers were exploring what was then a new technology. It was called electric traction. Using a 23 km military railway, they were investigating the potential for speed, and in 1901 they accelerated an electric locomotive up to 162.5 km/h. These early trials were followed by tests with two electric railcars, during which the 200 km/h barrier was breached for the first time. In a whirlwind of noise and dust, the trains flashed past, flinging ballast into the air and trailing clouds of smoke as the pantographs dissolved into shards of red-hot metal. One of the locomotives touched 326 km/h, and the other recorded 331 km/h. This was a truly astounding achievement. But this exploit also came within a hair’s breadth of catastrophe. Look carefully at the picture on the right, and you will see that the track was seriously bent by the hunting of the bogies (trains). The lesson was that the dynamic forces exerted on the track by high speed trains had to be fully controlled. This critical factor was fully understood here in Japan when the Tokaido Shinkansen opened between Tokyo and Osaka just nine JR EAST Technical Review-No.8 43 Special feature article years later. The trains were lightweight with low axle loads. This On May 18 1990, TGV Set 325 roared into railway history with a policy has been followed to this day in successive generations of record-breaking speed for a passenger-carrying train of 515·3 km/h. Shinkansen rolling stock. This has also been true for other high Excluding magnetic levitation vehicles, that record still stands today. speed trains besides the Shinkansen. But achieving one-off world records is comparatively easy. It is less Let us stay in France for the moment and move on again to 1981. easy to do it every day in commercial service with real passengers on This was a landmark year for France and for Europe. Not only did board. Let’s glance at the history of world speed records in relation to SNCF open the first section of Europe’s first high speed line between the highest average speeds attained in day-to-day service. Paris and Lyon, but its engineers proved to the rest of the world that they had truly mastered high speed technology. Their creation was the TGV or Train à Grande Vitesse, developed after a long programme of research begun in the early 1970s. TGV was a trend- setting train, and the letters TGV have become a household name in France and across Europe. In terms of railway technology, the TGV broke with tradition. This train had articulated trailer coaches, long wheelbase bogies and the lineside signals were moved into the cab. Maximum speed in commercial service was initially 260 km/h. As part of the preparations for opening the new line between Paris and Lyons, tests were carried out with a specially-modified TGV. SNCF's tests culminated on February 26 1981 when SNCF grabbed the attention of the world’s media. The TGV test train crushed the 1955 world The individual speed exploits are shown above the line. In many speed record with a spectacular dash that peaked at 380 km/h. It was cases, these were standard trains that had been specially prepared for proof that high speed rail travel was safe and that the engineers were the occasion, but some were experimental vehicles that were never in full control. Not only that, but there were suggestions that even going to carry fare-paying passengers. The red line on the graph higher speeds were attainable. shows the highest average point-to-point speed in a public timetable Nine years later, in 1990, French railway engineers hit the headlines from the earliest days of railways to the present day. In 2005 the once again. By now they had amassed plenty of experience with high fastest scheduled service in the world is a TGV between Lyon and speed rail, and they again set out to test the limits of wheel-on-rail Aix-en-Provence, attaining a start-to-stop average speed of 263·3 technology.
Load more

Recommended publications
  • The California High Speed Rail Proposal: a Due Diligence Report
    September 2008 THE CALIFORNIA HIGH SPEED RAIL PROPO S AL : A DUE DILIGENCE REPOR T By Wendell Cox and Joseph Vranich Project Director: Adrian T. Moore, Ph.D. POLICY STUDY 370 Reason Citizens Against Howard Jarvis Taxpayers Foundation Government Waste Foundation reason.org cagw.org hjta.org/hjtf Reason Foundation’s mission is to advance Citizens Against Government Waste Howard Jarvis Taxpayers Foundation a free society by developing, applying and (CAGW) is a private, nonprofit, nonparti- (HJTF) is devoted to promoting economic promoting libertarian principles, including education, the study of tax policy and san organization dedicated to educating the individual liberty, free markets and the rule defending the interests of taxpayers in the American public about waste, mismanage- of law. We use journalism and public policy courts. research to influence the frameworks and ment, and inefficiency in the federal govern- The Foundation funds and directs stud- actions of policymakers, journalists and ment. ies on tax and economic issues and works opinion leaders. CAGW was founded in 1984 by J. Peter to provide constructive alternatives to the Reason Foundation’s nonpartisan public Grace and nationally-syndicated columnist tax-and-spend proposals from our state policy research promotes choice, competi- Jack Anderson to build support for imple- legislators. tion and a dynamic market economy as the HJTF also advances the interests of mentation of the Grace Commission recom- foundation for human dignity and progress. taxpayers in the courtroom. In appro- mendations and other waste-cutting propos- Reason produces rigorous, peer-reviewed priate cases, HJTF provides legal repre- research and directly engages the policy als.
    [Show full text]
  • AGV FULL SPEED AHEAD INTO the 21ST CENTURY in the 21St Century, Very High Speed Rail Is Emerging As a Leading Means of Travel for Distances of up to 1000Km
    AGV FULL SPEED AHEAD INTO THE 21ST CENTURY In the 21st century, very high speed rail is emerging as a leading means of travel for distances of up to 1000km. The AGV in final assembly in our La Rochelle facility: placing the lead car on bogies ALSTOM’S 21ST CENTURY RESPONSE INTERNATIONAL OPPORTUNITY KNOCKS AGV, INNOVATION WITH A CLEAR PURPOSE Clean-running very high speed rail offers clear economic and The AGV is designed for the world’s expanding market in very high environmental advantages over fossil-fuel powered transportation. speed rail. It allows you to carry out daily operations at 360 km/h in total It also guarantees much greater safety and security along with high safety, while providing passengers with a broad new range of onboard operational flexibility: a high speed fleet can be easily configured and amenities. reconfigured in its operator’s service image, whether it is being acquired With responsible energy consumption a key considera- to create a new rail service or to complement or compete with rail and The single-deck AGV, along with the double-deck TGV Duplex, bring tion in transportation, very high speed rail is emerging airline operations. operators flexibility and capacity on their national or international itineraries. Solidly dependable, the AGV delivers life-long superior as a serious contender for market-leading positions in Major technological advances in rail are helping to open these new performance (15% lower energy consumption over competition) while business prospects. As new national and international opportunities assuring lower train ownership costs from initial investment through the competition between rail, road and air over distances arise, such advances will enable you to define the best direction for your operating and maintenance.
    [Show full text]
  • Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan
    Volume 5 | Issue 3 | Article ID 2367 | Mar 01, 2007 The Asia-Pacific Journal | Japan Focus Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan Christopher P. Hood Bullets and Trains: ExportingJapan ’s Japan, like many other countries has a de facto Shinkansen to China and Taiwan two-China policy with formal recognition of the People’s Republic but extensive economic and By Christopher P. Hood other ties with the Republic. One example of this dual policy is the use of Haneda Airport by China Airlines (Taiwan), but the use of Narita It is over forty years since the Shinkansen Airport by airlines from China. (‘bullet train’) began operating between Tokyo and Osaka. Since then the network has The Shinkansen expanded, but other countries, most notably France and Germany, have been developing The Shinkansen is one ofJapan ’s iconic their own high speed railways, too. As other symbols. The image ofMount Fuji with a countries, mainly in Asia, look to develop high passing Shinkansen is one of the most speed railways, the battle over which country projected images of Japan. The history of the will win the lucrative contracts for them is on. Shinkansen dates back to the Pacific War. It is not only a matter of railway technology. Shima Yasujiro’s plan for thedangan ressha Political, economic & cultural influences are (‘bullet train’) then included the idea of a line also at stake. This paper will look at these linking Tokyo with Korea and China (1). various aspects in relation to the export of the Although that plan never materialised, the Shinkansen to China in light of previous Shinkansen idea was reborn nearly two Japanese attempts to export the Shinkansen decades later, as yume-no-chotokkyu (‘super and the situation in Taiwan.
    [Show full text]
  • Railway Station Liège-Guillemins
    Reference report Railway station Liège-Guillemins A shining example of a European transport hub in the Wallonia region Designing clean entrances Liège-Guillemins: Liège‘s high-speed railway station The most important railway station in the Belgian city of Liège and in Fresh momentum for the city the Wallonia region as a whole, Liège-Guillemins was erected in Sep- This image of communication and transparency stands in sharp con- tember 2009 on the basis of designs by Santiago Calatrava. It is a stop- trast to the structure that preceded it. The old railway station, a 1958 ping point for Thalys and Intercity-Express trains, making the station a building that had fallen into disrepair, attempted to exert a sense of hub within the European high-speed network that runs between Lon- control over the growing numbers of railway services it saw – but the don, Paris, Brussels, Amsterdam and Cologne/Frankfurt: the distance glass and steel work of art that replaces it exudes light and radiance between Cologne and Liège can now be covered in just under an hour. and has given fresh momentum to Belgium‘s third-largest city. Oth- A good 500 trains per day are accommodated by this through station, er projects involving the station are being planned and the recently whose monumental canopy transforms it into a real landmark. opened Médiacité shopping and media centre, designed by Ron Arad, has created another new highlight. The futuristic station complex has Guiding principles: Communication and transparency a pivotal role to play in all these developments. The steel and glass roof – at once powerful and delicate – hangs above the platform like a colossal wave and flows into the oscillating roof Daylight on every level that reaches up to 50 metres over the 33,000-square metre main hall.
    [Show full text]
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • HO Scale Price List 2019
    GAUGEMASTER HO Scale price list 2019 Prices correct at time of going to press and are subject to change at any time Post free option is available for orders above a value of £15 to mainland UK addresses*. Non-mainland UK orders are posted at cost. Orders to non-EC destinations are VAT free. *Except orders containing one or more items above a length of 600mm and below a total order value of £25. Order conforming to this exception will be charged carriage at cost (not to exceed £4.95) Gaugemaster Controls Ltd Gaugemaster House Ford Road Arundel West Sussex BN18 0BN Tel - (01903) 884321 Fax - (01903) 884377 [email protected] [email protected] [email protected] Printed: 06/09/2019 KEY TO PRICE LISTS The following legends appear at the front of the Product Name for certain entries: * : New Item not yet available # : Not in production, stock available #D# : Discontinued, few remaining #P# : New Item, limited availability www.gaugemaster.com Registered in England No: 2714470. Registered Office: Gaugemaster House, Ford Road, Arundel, West Sussex, BN18 0BN. Directors: R K Taylor, D J Taylor. Bankers: Royal Bank of Scotland PLC, South Street, Chichester, West Sussex, England. Sort Code: 16-16-20 Account No: 11318851 VAT reg: 587 8089 71 1 Contents Atlas 3 Magazines/Books 38 Atlas O 5 Marklin 38 Bachmann 5 Marklin Club 42 Busch 5 Mehano 43 Cararama 8 Merten 43 Dapol 9 Model Power 43 Dapol Kits 9 Modelcraft 43 DCC Concepts 9 MRC 44 Deluxe Materials 11 myWorld 44 DM Toys 11 Noch 44 Electrotren 11 Oxford Diecast 53 Faller 12
    [Show full text]
  • The Effect of Pendolino High-Speed Rail on the Structure of Buildings Located in the Proximity of Railway Tracks
    Int. J. of Applied Mechanics and Engineering, 2016, vol.21, No.1, pp.231-238 DOI: 10.1515/ijame-2016-0015 Technical note THE EFFECT OF PENDOLINO HIGH-SPEED RAIL ON THE STRUCTURE OF BUILDINGS LOCATED IN THE PROXIMITY OF RAILWAY TRACKS K. GRĘBOWSKI* and Z. ULMAN Department of Structural Mechanics Faculty of Civil and Environmental Engineering Department of Technical Bases of Architectural Design Faculty of Architecture Gdansk University of Technology ul. Narutowicza 11/12, 80-233 Gdansk, POLAND E-mails: [email protected]; [email protected] The following research focuses on the dynamic analysis of impact of the high-speed train induced vibrations on the structures located near railway tracks. The office complex chosen as the subject of calculations is located in the northern part of Poland, in Gdańsk, in the proximity of Pendolino, the high speed train route. The high speed trains are the response for the growing needs for a more efficient railway system. However, with a higher speed of the train, the railway induced vibrations might cause more harmful resonance in the structures of the nearby buildings. The damage severity depends on many factors such as the duration of said resonance and the presence of additional loads. The studies and analyses helped to determinate the method of evaluating the impact of railway induced vibrations on any building structure. The dynamic analysis presented in the research is an example of a method which allows an effective calculation of the impact of vibrations via SOFISTIK program. Key words: high-speed trains, FEM, dynamic analysis, railway tracks, structural damage.
    [Show full text]
  • Finansijski Rasteretiti Privredu ISSN 0350-5340 Godina LVI Broj 1 Januar 2020
    Predsjednik PKCG, Vlastimir Golubović Finansijski rasteretiti privredu ISSN 0350-5340 Godina LVI Broj 1 Januar 2020. Broj ISSN 0350-5340 Godina LVI Dr Zoran Vukčević Sanja Ćalasan Dragan Turčinović Investiciono - razvojni fond Pivara Trebjesa Tunik Milijardu eura "Trebjesin" pivski Eko kapi plasirali u razvoj pečat prepoznatljiv iz blaga privrede u svijetu prirode Na osnovu člana 8 Pravilnika o nagradama Privredne komore Crne Gore, objavljuje se KONKURS ZA DODJELU NAGRADA PRIVREDNE KOMORE CRNE GORE ZA 2019. GODINU Nagrade se dodjeljuju u sljedećim kategorijama: 1. Nagrada za uspješno poslovanje (članice Komore) 2. Nagrada za društvenu odgovornost (članice Komore) 3. Nagrada za inovativnost (članice Komore, pojedinci ili grupe) 4. Nagrada za unapređenje menadžmenta (članice Komore, pojedinci) POZIVAMO! Članice Komore, organe Komore, odbore udruženja i druge oblike organizovanja u Komori, privredne asocijacije, institucije i pojedince da daju predloge za nagrade Komore za 2019. godinu. Nagrade će biti dodijeljene na Dan Privredne komore Crne Gore, 21. aprila 2020. godine. Detaljnija objašnjenja, kriterijumi i upitnici dostupni su na internet adresi: www.privrednakomora.me Predlozi se dostavljaju do 16. marta 2020. godine, u pisanoj formi, na adresu: Privredna komora Crne Gore, ul. Novaka Miloševa 29/II, Podgorica 81000, faksom: 020 230 493 ili e-mailom: [email protected] Kontakt telefon: 020 230 545 IMPRESUM 3 Broj 1 Januar 2020. Sadržaj Na osnovu člana 8 Pravilnika o nagradama Privredne komore Crne Gore, objavljuje se KONKURS ZA DODJELU NAGRADA PRIVREDNE KOMORE CRNE GORE ZA 2019. GODINU Izdavač: Nagrade se dodjeljuju u sljedećim kategorijama: Privredna komora Crne Gore Novaka Miloševa 29/II Podgorica 81000, Crna Gora 1. Nagrada za uspješno poslovanje Tel: +382 20 230 545 (članice Komore) e-mail: [email protected] http://www.privrednakomora.me 2.
    [Show full text]
  • Usability of the Sip Protocol Within Smart Home Solutions
    4 55 Jakub Hrabovsky - Pavel Segec - Peter Paluch Peter Czimmermann - Stefan Pesko - Jan Cerny Marek Moravcik - Jozef Papan USABILITY OF THE SIP PROTOCOL UNIFORM WORKLOAD DISTRIBUTION WITHIN SMART HOME SOLUTIONS PROBLEMS 13 59 Ivan Cimrak - Katarina Bachrata - Hynek Bachraty Lubos Kucera, Igor Gajdac, Martin Mruzek Iveta Jancigova - Renata Tothova - Martin Busik SIMULATION OF PARAMETERS Martin Slavik - Markus Gusenbauer OBJECT-IN-FLUID FRAMEWORK INFLUENCING THE ELECTRIC VEHICLE IN MODELING OF BLOOD FLOW RANGE IN MICROFLUIDIC CHANNELS 64 21 Peter Pechac - Milan Saga - Ardeshir Guran Jaroslav Janacek - Peter Marton - Matyas Koniorczyk Leszek Radziszewski THE COLUMN GENERATION AND TRAIN IMPLEMENTATION OF MEMETIC CREW SCHEDULING ALGORITHMS INTO STRUCTURAL OPTIMIZATION 28 Martina Blaskova - Rudolf Blasko Stanislaw Borkowski - Joanna Rosak-Szyrocka 70 SEARCHING CORRELATIONS BETWEEN Marek Bruna - Dana Bolibruchova - Petr Prochazka COMMUNICATION AND MOTIVATION NUMERICAL SIMULATION OF MELT FILTRATION PROCESS 36 Michal Varmus - Viliam Lendel - Jakub Soviar Josef Vodak - Milan Kubina 75 SPORTS SPONSORING – PART Radoslav Konar - Marek Patek - Michal Sventek OF CORPORATE STRATEGY NUMERICAL SIMULATION OF RESIDUAL STRESSES AND DISTORTIONS 42 OF T-JOINT WELDING FOR BRIDGE Viliam Lendel - Stefan Hittmar - Wlodzimierz Sroka CONSTRUCTION APPLICATION Eva Siantova IDENTIFICATION OF THE MAIN ASPECTS OF INNOVATION MANAGEMENT 81 AND THE PROBLEMS ARISING Alexander Rengevic – Darina Kumicakova FROM THEIR MISUNDERSTANDING NEW POSSIBILITIES OF ROBOT ARM MOTION SIMULATION
    [Show full text]
  • Case of High-Speed Ground Transportation Systems
    MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THESIS N° 2568 (2002) PRESENTED AT THE CIVIL ENGINEERING DEPARTMENT SWISS FEDERAL INSTITUTE OF TECHNOLOGY - LAUSANNE BY GUILLAUME DE TILIÈRE Civil Engineer, EPFL French nationality Approved by the proposition of the jury: Prof. F.L. Perret, thesis director Prof. M. Hirt, jury director Prof. D. Foray Prof. J.Ph. Deschamps Prof. M. Finger Prof. M. Bassand Lausanne, EPFL 2002 MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THÈSE N° 2568 (2002) PRÉSENTÉE AU DÉPARTEMENT DE GÉNIE CIVIL ÉCOLE POLYTECHNIQUE FÉDÉRALE DE LAUSANNE PAR GUILLAUME DE TILIÈRE Ingénieur Génie-Civil diplômé EPFL de nationalité française acceptée sur proposition du jury : Prof. F.L. Perret, directeur de thèse Prof. M. Hirt, rapporteur Prof. D. Foray, corapporteur Prof. J.Ph. Deschamps, corapporteur Prof. M. Finger, corapporteur Prof. M. Bassand, corapporteur Document approuvé lors de l’examen oral le 19.04.2002 Abstract 2 ACKNOWLEDGEMENTS I would like to extend my deep gratitude to Prof. Francis-Luc Perret, my Supervisory Committee Chairman, as well as to Prof. Dominique Foray for their enthusiasm, encouragements and guidance. I also express my gratitude to the members of my Committee, Prof. Jean-Philippe Deschamps, Prof. Mathias Finger, Prof. Michel Bassand and Prof. Manfred Hirt for their comments and remarks. They have contributed to making this multidisciplinary approach more pertinent. I would also like to extend my gratitude to our Research Institute, the LEM, the support of which has been very helpful. Concerning the exchange program at ITS -Berkeley (2000-2001), I would like to acknowledge the support of the Swiss National Science Foundation.
    [Show full text]
  • Notice of Series N700 Shinkansen Train Bogie Frames Matter
    Kawasaki Heavy Industries, Ltd. February 28, 2018 Notice of Series N700 Shinkansen Train Bogie Frames matter Kawasaki hereby reports on the above matter, as described in the attached documents. It is still not clear how far this matter will affect business performance; however, should matters requiring disclosure be identified, you will be notified promptly. February 28, 2018 Kawasaki Heavy Industries, Ltd. Series N700 Shinkansen Train Bogie Frames With reference to the crack (structural failure) of the bogie (or truck) frame (hereinafter referred to as the “Failed Bogie Frame”) of series N700 Shinkansen train owned by West Japan Railway Company (hereinafter referred as "JR West") occurred at Nagoya Station on 11 December 2017, we, as the manufacturer of the Failed Bogie Frame, hereby express our sincere apology for inconvenience and concern caused to passengers of Tokaido-Sanyo Shinkansen, JR West, Central Japan Railway Company (hereinafter referred to as “JR Central”) and any other related party. While the Japan Transport Safety Board (hereinafter referred to as “JTSB”) is currently conducting dedicated investigations into a root cause of the crack of the Failed Bogie Frame, we hereunder report what has been revealed in the investigation until now and our remedial actions to be taken. 1. Results of the investigation of the Failed Bogie Frame and defects during manufacturing process We manufactured the Failed Bogie Frame in February 2007 at Kawasaki’s Rolling Stock Company Hyogo Works, and the followings have been revealed in the investigation until now. (1) Although the bottom plate of the side frame of the bogie frame of series N700 Shinkansen train should be 8mm thick the design specifications (more than 7mm post-processing), it is 4.7mm at the thinnest location.
    [Show full text]
  • Ricardo Supports Siemens Mobility on New ICE Trains for Deutsche Bahn
    Ricardo plc Shoreham Technical Centre, Old Shoreham Road, Shoreham-by-Sea, West Sussex, BN43 5FG, UK Tel: +44 (0)1273 455 611 • Fax: +44 (0)1273 794 556 • Web: www.ricardo.com • Registered in England: 222915 PRESS RELEASE 14 September 2020 Ricardo supports Siemens Mobility on new ICE trains for Deutsche Bahn Siemens Mobility has nominated Ricardo Certification in the role of Notified Body for its project to supply 30 new high speed intercity express (ICE) trains for German national railway operator Deutsche Bahn The new trainsets, based on the Velaro MS design and due to be delivered into service starting in 2022, are part of a one billion Euro investment by Deutsche Bahn (DB) to expand its mainline fleet. Ricardo Certification is accredited by the EU Agency for Railways as a Notified Body (NoBo). In this role, the company is accredited to provide conformity assessments of trains and subsystems against the relevant requirements of the European Interoperability Directives 2008/57/EC and 2016/797/EC. Specifically, Ricardo Certification will verify the new ICE trains in terms of compliance with the current European Technical Specifications for Interoperability (TSI) regulations, including the quality management system of the production process. Preparing DB for the future The new ICE trains will initially run on routes between the state of North Rhine- Westphalia and Munich via the high-speed Cologne-Rhine-Main line, increasing DB’s daily passenger capacity on these mainline routes by 13,000 seats. DB is investing in a strong future proof rail system and plans to expand its fleet by over 20 percent in the coming years.
    [Show full text]