El Tren De Pasajeros, Metro Y La Propuesta De Alta Velocidad Alumno: José Luis González Campillo [email protected] Fecha De Entrega: Lunes 25 De Enero De 2021

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El Tren De Pasajeros, Metro Y La Propuesta De Alta Velocidad Alumno: José Luis González Campillo Jlgcmcmxcv@Gmail.Com Fecha De Entrega: Lunes 25 De Enero De 2021 1 Universidad Nacional Autónoma de México Facultad de Ingeniería Materia: Ferrocarriles Semestre 2021-1 Prof. Jaime de Jesús Paredes Camacho [email protected] El tren de pasajeros, metro y la propuesta de alta velocidad Alumno: José Luis González Campillo [email protected] Fecha de entrega: lunes 25 de enero de 2021 Tren arribando a la estación Flughafen/Messe del tren de cercanías (S-Bahn) de Stuttgart, Alemania 2 Índice I. Introducción 3 II. Marco teórico 5 II.1. Un poco de historia del ferrocarril 5 II.2. Ferrocarril de pasajeros en el mundo 8 II.2.1. Ferrocarril de larga distancia 10 II.2.1.1. Tren de alta velocidad 11 II.2.1.2. Tren interurbano 12 II.2.1.3. Tren regional 13 II.2.1.4. Tren de mayor velocidad 14 II.2.1.5. Tren nocturno 15 II.2.2. Ferrocarril de corta distancia 15 II.2.2.1. Tren de cercanías 16 II.2.2.2. Metro 17 II.2.2.3. Tranvía 18 II.3. Trenes de alta velocidad 19 II.3.1. Italia 23 II.3.2. Japón 25 II.3.3. Francia 28 II.3.4. Alemania 30 II.3.5. España 32 II.3.6. China 34 II.3.7. Corea del Sur 37 II.3.8. Otros sistemas de alta velocidad 39 II.3.9. Cuestiones técnicas 42 II.3.10. Estadísticas generales de la alta velocidad ferroviaria 45 II.4. Sistemas de metro 45 II.4.1. El metro en el mundo 48 II.4.2. Datos operativos 54 II.5. El ferrocarril de pasajeros en México 58 III. Lista de obras citadas 65 3 I. Introducción Los procesos económicos en general se fundamentan en la necesidad de ofrecer productos traducidos en bienes y servicios y/o concluir un plan de negocios entre dos o más personas. Para hacer realidad lo dicho anteriormente, por lo regular hay que llegar a un punto de reunión previamente acordado por aquellas personas que participan directamente en los procesos económicos, y el punto de reunión puede o no estar cerca de todos los participantes o incluso de ninguno de ellos. En la antigüedad, el intercambio comercial entre comunidades y estados enteros podía durar varios meses. Con la llegada de la Revolución Industrial en Europa y, más aún, con los avances tecnológicos de la actualidad, sobre todo en cuestión de transporte, llevar a cabo los intercambios comerciales, los servicios y muchos de los procesos productivos que existen a plazos largos sería impensable y no tendrían viabilidad financiera. Imagen 1. Mapa de la red ferroviaria estadounidense de pasajeros Amtrak, la cual conecta también con algunas ciudades canadienses. Uno de los sistemas de transporte que mueve mayor número de personas es el ferrocarril. Se puede afirmar que, los países que cuentan con mayor extensión 4 de vías férreas en uso, cuentan con una solidez macroeconómica muy grande, la cual se puede comprobar por medio su PIB nacional. El desarrollo del ferrocarril de pasajeros ha contribuido a elevar la calidad de vida de las poblaciones que tienen un acceso a él, ya que la conexión que ofrecen las líneas ferroviarias entre varias localidades les permite a los pasajeros formar parte de los procesos de intercambio económico que probablemente no son comunes en donde viven o son significativamente más redituables que las actividades económicas de su localidad. El ferrocarril, al igual que los otros medios de transporte, es usado por las personas para actividades recreativas, culturales, educativas e incluso familiares, las cuales también están relacionadas en mayor o menor medida con los procesos económicos. Para entender más sobre el papel que juegan los sistemas ferroviarios de pasajeros a nivel mundial, se hablará brevemente de la historia del ferrocarril a través de sus etapas clave de desarrollo. Imagen 2. Vista exterior de la Terminal de Victoria, Bombay, India, una de las terminales ferroviarias de pasajeros más transitadas del mundo. Es considerada además Patrimonio Cultural de la Humanidad por la UNESCO. 5 II. Marco teórico II.1. Un poco de historia del ferrocarril El nacimiento del ferrocarril con tracción propia se dio en 1811, cuando el ingeniero inglés John Blenkinsop diseñó la primera locomotora funcional con tracción propia a base de vapor denominada “Salamanca” en un tramo comprendido entre las ciudades inglesas de Middleton y Leeds que servía para transportar carbón1. En 1824, el ingeniero inglés George Stephenson puso en marcha una línea ferroviaria entre las ciudades inglesas de Stockton y Darlington con la locomotora de vapor “Locomotion” que fue la primera en arrastrar vagones de transporte público. Para 1829, Stephenson construyó la locomotora de vapor “Rocket”, cuyo éxito fue tal en su momento que acaparó la demanda ferroviaria de temprana expansión en Estados Unidos y el continente europeo2. Las primeras vías ferroviarias fueron fabricadas a base de hierro, el cual fue sustituido por acero hasta 1857, material con el cual se fabrican los rieles de las vías ferroviarias hasta nuestros días debido a la alta resistencia que ofrece3. Imagen 3. Locomotora de vapor Rocket inventada por George Stephenson para transportar pasajeros. La primera línea de ferrocarril de pasajeros se inauguró en 1830, y corría por medio de una locomotora de tracción a vapor entre las ciudades de 6 Liverpool y Mánchester, en Gran Bretaña; a partir de esto, el ferrocarril de pasajeros se extendió en el Reino Unido, y poco tiempo después en el resto del mundo, principalmente Estados Unidos y varios estados europeos. La invención de la primera línea ferroviaria de pasajeros dio origen también al ancho estándar de rieles de 1,435 mm, el cual es utilizado en la gran mayoría de ferrocarriles todo el mundo hasta el día de hoy. Desde la invención del servicio ferroviario de pasajeros se diseñaron las primeras estaciones de pasajeros que se componían de andenes para entrada y salida de los trenes y taquillas para la compra de boletos de acceso a los trenes en sus diferentes servicios de pasajeros y líneas4. La evolución del ferrocarril de pasajeros fue de la mano desde su inicio con los avances tecnológicos que se daban con el paso de los años. En 1837, surgió el primer sistema ferroviario electrificado en el mundo con una locomotora alimentada por corriente directa inventada por el químico escocés Robert Davidson; dicha locomotora, de nombre “Galvani”, funcionaba a partir de celdas galvanizadas recargables5. Al crearse la corriente alterna, se desarrollaron locomotoras de motores trifásicos, las cuales eran más eficientes que aquéllas alimentadas con corriente directa, y en un principio fueron utilizadas para líneas de tranvía6. Con el auge del combustible fósil, el uso del diésel cobró relevancia en el transporte operado sobre rieles, por lo que en 1914 la empresa alemana “Waggonfabrik Rastatt” y las compañías suizas “Brown, Boveri & Cie” y “Swiss Sulzer AG” construyeron los primeros ejemplares exitosos comercialmente con motores diésel para los “Ferrocarriles Estatales Reales Sajones”, en Alemania7. Con el paso del tiempo, varias de las técnicas de diseño de trenes mencionadas anteriormente incluso se han combinado para aumentar la operatividad de los trenes y reducir en gran medida los costos que implica la operación y el mantenimiento de las líneas ferroviarias de pasajeros. 7 Imagen 4. Dibujo de pasajeros abordando un tren en el Metro de Londres, el más antiguo del mundo, inaugurado en 1863. Éste fue uno de los pioneros en el uso de electricidad como fuente de energía para el desplazamiento de los carros de ferrocarril. Imagen 5. Primer carro de ferrocarril diésel-eléctrico fabricado por suizos y alemanes en 1914. El mundo de ferrocarril dio un giro cuando se empezaron a crear locomotoras capaces de alcanzar velocidades considerablemente mayores a las de los vehículos automotores, los cuales estaban acaparando buena parte de la demanda del servicio de transporte terrestre 8 de pasajeros, sobre todo en el periodo de la Posguerra. La primera línea ferroviaria comercial de alta velocidad se inauguró en 1939 en Italia con la puesta en operación de la locomotora de corriente directa “ElettroTreno ETR 200” en un tramo comprendido entre Milán y Nápoles atravesando Bolonia, Florencia y Roma8. Posteriormente, en 1964 los japoneses inauguraron su primera línea de alta velocidad entre Tokio y Osaka operada con la “Serie 0” de “Shinkansen”, con mejoras significativas en cuanto a velocidad, uso de corriente alterna y operación en general con respecto a la locomotora de alta velocidad diseñada décadas antes por los italianos; desde ese momento, el transporte ferroviario recobró importancia en los países desarrollados, específicamente en el occidente de Europa. Décadas más tarde países como Francia, España, Italia, Alemania y China desarrollarían también sus redes ferroviarias de alta velocidad. Imagen 6. Tren de alta velocidad TCDD TH80000 de Siemens en la Estación de Ferrocarril de Ankara, Turquía. II.2. El ferrocarril de pasajeros en el mundo De acuerdo con el Banco Mundial, el ferrocarril de pasajeros ha incrementado de 2016 millones de pasajeros-kilómetro en 1995 a 2,344 millones de pasajeros-kilómetro en 2007 (véase Gráfica 1)9. Esto se debe 9 a un esfuerzo de los gobiernos de varios países de ampliar la cobertura ferroviaria en poblados donde antes no existían vías por dificultades en el terreno o simplemente porque en el pasado no existía la demanda o los recursos suficientes que justificaran el paso de trenes a través de dicha zona. El aumento exponencial de la población de varias naciones ha obligado a los gobiernos de proveer nuevas líneas de ferrocarril que conecten poblados remotos con un número importante de personas económicamente activas. En otros casos, se han rehabilitados los derechos de vía existentes para optimizar el paso de trenes y así aumentar la oferta en el servicio ferroviario de pasajeros.
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