DOCSLIB.ORG

Alstom—Future Trends in Railway Transportation François Lacôte

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Alstom—Future Trends in Railway Transportation François Lacôte F Rolling Stock and Manufacturers (part 2) eature Alstom—Future Trends in Railway Transportation François Lacôte newcomers are emerging and both groups very-high-speed trains, Alstom is now Introduction are demanding more. And their developing the fourth generation customers—railway operating Automotrice Grande Vitesse (AGV) with There is no doubt that railway companies—are changing too! They are prototype delivery due in late 2007. The transportation has a great future—it less technical, meaning less ‘directive’ in AGV will offer more modularity, more perfectly matches the needs of our modern their technical specifications, but are operation flexibility (ability to couple three society and economy, which is becoming more commercial and more trains), and will be more energy efficient characterized by increasing mobility of business oriented in order to attract due to massive weight reduction. The goods and persons, high value of time passengers and increase revenues. AGV will meet the various needs of all saving, and demand for more safety while In this rapidly changing world, Alstom train operators worldwide. ensuring sustainable development. The wants to be the leader in offering new Together with Alstom’s redesigned duplex public is coming to appreciate more-and- products matching customers’ needs as (double-deck) TGV, the company’s AGV more the advantages of railways over demonstrated by its ‘Customer First’ cutting-edge traction technology will other transport modes—higher energy corporate slogan. complete the product line of very-high- efficiency, lower land occupation, lower speed trains from the AGV’s seating emission (CO2, pollutants), etc. capacity of 250 to 500 seats on the duplex However, although rail’s future looks Mature Railway Systems TGV and up to more than 1200 seats on brighter than it has for years, the world is the ‘jumbo’ duplex TGV. changing fast with more competition High-speed rail transport The debate over distributed traction versus between transport modes. For example, Alstom has been the major player in the centralized loco traction is finished low-cost airlines are now competing evolution towards high-speed services because Alstom has mastered both and directly with railway operators over some with over 500 very-high-speed trains leaves the choice to the customer’s sectors. To make rail’s bright future a already delivered in Europe and specific needs—distributed traction for reality, railway engineering companies throughout the world, and over single-deck medium-capacity services, must prepare and anticipate by investing 400 high-speed (more than 220 km/h) and centralized power for double-deck in new technologies. tilting trains. Alstom technology set the large-capacity services. The new transportation systems (high- world railway speed record (515.3 km/h) speed rail, tilting trains, digital signalling, in 1990, demonstrating the quality of its Digital signalling driverless metros) developed in the last concepts and proving that there are still The new European Rail Traffic 20 years are now mature worldwide some margins left for even higher Management System (ERTMS) represents standards. In addition to ‘historical’ operations speeds. a huge change in European train signalling operators extending their networks, After building three generations of TGV systems. It is the first system adopted by all European networks after many decades of each country using dedicated national systems. It is the first digital system using a ‘non-specific railway’ media transmission called GSM-R between infrastructure and rolling stock. The system is flexible and can manage the movement of any train operating on any network, offering migration of train intelligence from the trackside onto the train. This is a real signalling revolution. Now the time for implementation has come after years of development (and millions of euros in costs); Alstom is playing a key role in implementation by taking the lead in two major European New AGV rolling stock (Alstom) projects—conventional lines in 4 Japan Railway & Transport Review 42 • December 2005 Switzerland, and a new high-speed line acquired through various contracts (high- between Rome and Naples in Italy, as well speed trains (AVEs) for RENFE in Spain, as other Europe-wide projects. One metros like the London Underground, challenge is keeping with the ‘base’ locomotives as for the Burlington Northern product guaranteeing Europe-wide Santa Fe (BNSF) Railway in the USA, etc. interoperability, while taking as much in Europe (especially in the UK and Spain) account as possible of the specific needs and the USA, Alstom has launched its new of customers who are not ready to adapt ‘Design for Operability and Serviceability’ their operational rules to the new ERTMS. programme, to give the company all the It is imperative for Alstom to make ETRMS tools and methodology required to master an operational reality, because it is of all aspects of a new product in order to paramount importance in development of meet customers’ needs for products that are European cross-border operations! ready to operate and easy to maintain with the lowest life-cycle cost. By mastering Driverless metros every aspect of the train, it becomes After the great success of our first fully possible to pre-fit a train for modern driverless Singapore subway, operated by maintenance technologies, such as Singapore MRT Ltd. (see JRTR 18, conditional and predictive maintenance. New CTRL2 high-speed line in UK (Alstom) pp. 26–30), the first system in the world designed and implemented by a single Mastering system well known for its rolling stock and company, our goal is to create a unique Many of our customers have been defining signalling products, few non-engineers generic product that we are calling Urbalis and designing whole systems such as know that the company is also in charge Evolution to meet the needs of every high-speed systems for main lines and of design and delivery of the various customer worldwide. It will support both urban metros themselves. elements (power supply, catenary, slab the moving-block signalling system for On the other hand, some (mostly track) for the new Channel Tunnel Rail driver operation as well as driverless newcomers to the rail business) prefer to Link Section 2 (CTRL2) high-speed line operations, providing an easy migration focus on their operator role and require linking the Channel Tunnel and London path when the time is ripe. Support for delivery of a complete turnkey system that St. Pancras due to open for Eurostar platform doors, or any other system is ready to operate. Two good examples services in 2007. offering a very high level of safety for of the latter are Alstom’s delivery of major Clearly, any railway integrator like Alstom controlling passenger access to trains, is components for the high-speed Korean must now be able to master large another example of the system’s flexibility. Train Express (KTX) of Korea Railroad transportation systems based on (Korail) (see JRTR 40, pp. 8–13), and the comprehensive knowledge of each and fully driverless Singapore subway. every component. Future Products and Systems To execute these two large contracts, Alstom developed a comprehensive Standardized or Specific Customers first and technology engineering database including specific Products platforms knowledge about all components of such The days when customers (especially in systems, as well as mastery of all logistics The majority of European operators have Europe) were involved (at least partly) in interfaces needed to make the projects a a long history of defining products (rolling rolling stock design and fed their expertise success. The successful day-to-day stock, power supply, signalling, in operations and maintenance into new- operations of these two systems catenaries) they need. Consequently, product development have passed. demonstrates Alstom’s capacity to design, during product development, they were European rolling-stock companies now build, manage, and deliver high-quality closely involved in design review, perform development using their own transportation systems that integrate the prototype testing at their own facilities, resources, requiring increases in their specificities and operational practices of and integrating maintenance and expertise in new fields, such as operations pre-existing networks for customers operations requirements. and maintenance engineering. Based on anywhere in the world. Under these circumstances, they were its world-leading maintenance expertise As another example, although Alstom is prepared to pay for development costs and Japan Railway & Transport Review 42 • December 2005 5 Rolling Stock and Manufacturers (part 2) could accept a development schedule that must have rheostatic braking for safety. Citadis—Standardization and included a debugging period early in the Consequently, even the two very high- Customization new product life cycle. However, this is speed Duplex TGV and AGV both have no longer true for any customer. Now rheostatic and regenerative braking. The new Citadis LRV product range is an products must be delivered on a very tight Another and complementary way to save example of the genuine synthesis Alstom schedule, fully ready for operation with energy is to reduce train weight. This is a is achieving in developing new products operating and maintenance rules permanent ongoing project for Alstom and typifies what the company aims to integrated. And the development cost engineers based on intelligent design
Load more

Recommended publications
  • 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]
  • 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]
  • 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]
  • High Speed Rail and Sustainability High Speed Rail & Sustainability
    High Speed Rail and Sustainability High Speed Rail & Sustainability Report Paris, November 2011 2 High Speed Rail and Sustainability Author Aurélie Jehanno Co-authors Derek Palmer Ceri James This report has been produced by Systra with TRL and with the support of the Deutsche Bahn Environment Centre, for UIC, High Speed and Sustainable Development Departments. Project team: Aurélie Jehanno Derek Palmer Cen James Michel Leboeuf Iñaki Barrón Jean-Pierre Pradayrol Henning Schwarz Margrethe Sagevik Naoto Yanase Begoña Cabo 3 Table of contnts FOREWORD 1 MANAGEMENT SUMMARY 6 2 INTRODUCTION 7 3 HIGH SPEED RAIL – AT A GLANCE 9 4 HIGH SPEED RAIL IS A SUSTAINABLE MODE OF TRANSPORT 13 4.1 HSR has a lower impact on climate and environment than all other compatible transport modes 13 4.1.1 Energy consumption and GHG emissions 13 4.1.2 Air pollution 21 4.1.3 Noise and Vibration 22 4.1.4 Resource efficiency (material use) 27 4.1.5 Biodiversity 28 4.1.6 Visual insertion 29 4.1.7 Land use 30 4.2 HSR is the safest transport mode 31 4.3 HSR relieves roads and reduces congestion 32 5 HIGH SPEED RAIL IS AN ATTRACTIVE TRANSPORT MODE 38 5.1 HSR increases quality and productive time 38 5.2 HSR provides reliable and comfort mobility 39 5.3 HSR improves access to mobility 43 6 HIGH SPEED RAIL CONTRIBUTES TO SUSTAINABLE ECONOMIC DEVELOPMENT 47 6.1 HSR provides macro economic advantages despite its high investment costs 47 6.2 Rail and HSR has lower external costs than competitive modes 49 6.3 HSR contributes to local development 52 6.4 HSR provides green jobs 57
    [Show full text]
  • Global Competitiveness in the Rail and Transit Industry
    Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner September 2010 2 GLOBAL COMPETITIVENESS IN THE RAIL AND TRANSIT INDUSTRY © 2010 Worldwatch Institute, Washington, D.C. Printed on paper that is 50 percent recycled, 30 percent post-consumer waste, process chlorine free. The views expressed are those of the authors and do not necessarily represent those of the Worldwatch Institute; of its directors, officers, or staff; or of its funding organizations. Editor: Lisa Mastny Designer: Lyle Rosbotham Table of Contents 3 Table of Contents Summary . 7 U.S. Rail and Transit in Context . 9 The Global Rail Market . 11 Selected National Experiences: Europe and East Asia . 16 Implications for the United States . 27 Endnotes . 30 Figures and Tables Figure 1. National Investment in Rail Infrastructure, Selected Countries, 2008 . 11 Figure 2. Leading Global Rail Equipment Manufacturers, Share of World Market, 2001 . 15 Figure 3. Leading Global Rail Equipment Manufacturers, by Sales, 2009 . 15 Table 1. Global Passenger and Freight Rail Market, by Region and Major Industry Segment, 2005–2007 Average . 12 Table 2. Annual Rolling Stock Markets by Region, Current and Projections to 2016 . 13 Table 3. Profiles of Major Rail Vehicle Manufacturers . 14 Table 4. Employment at Leading Rail Vehicle Manufacturing Companies . 15 Table 5. Estimate of Needed European Urban Rail Investments over a 20-Year Period . 17 Table 6. German Rail Manufacturing Industry Sales, 2006–2009 . 18 Table 7. Germany’s Annual Investments in Urban Mass Transit, 2009 . 19 Table 8.
    [Show full text]
  • Trainset Presentation
    4/15/2015 California High-Speed Rail Common Level Boarding and Tier III Trainsets Peninsula Corridor Joint Powers Board Level Boarding Workshop May 2015 1 Advantages of Common Level Boarding • Improved operations at common stations (TTC, Millbrae, Diridon) • Improved passenger circulation • Improved safety • Improved Reliability and Recovery Capabilities • Significantly reduced infrastructure costs • Improved system operations • Accelerated schedule for Level Boarding at all stations 2 1 4/15/2015 Goals for Commuter Trainset RFP • Ensure that Caltrain Vehicle Procurement does not preclude future Common Level Boarding Options • Ensure that capacity of an electrified Caltrain system is maximized • Identify strategies that maintain or enhance Caltrain capacity during transition to high level boarding • Develop transitional strategies for future integrated service 3 Request for Expressions of Interest • In January 2015 a REOI was released to identify and receive feedback from firms interested in competing to design, build, and maintain the high-speed rail trainsets for use on the California High-Speed Rail System. • The Authority’s order will include a base order and options up to 95 trainsets. 4 2 4/15/2015 Technical Requirements - Trainsets • Single level EMU: • Capable of operating in revenue service at speeds up to 354 km/h (220 mph), and • Based on a service-proven trainset in use in commercial high speed passenger service at least 300 km/h (186 mph) for a minimum of five years. 5 Technical Requirements - Trainsets • Width between 3.2 m (10.5 feet) to 3.4 m (11.17 feet) • Maximum Length of 205 m (672.6 feet). • Minimum of 450 passenger seats • Provide level boarding with a platform height above top of rail of 1219 mm – 1295 mm (48 inches – 51 inches) 6 3 4/15/2015 Submittal Information • Nine Expressions of Interest (EOI) have been received thus far.
    [Show full text]
  • How Acela Trainsets Are Made: Inside the Alstom Facility Written by William C
    VOLUME 50 NUMBER 9 DISTRICT 2 - CHAPTER WEBSITE: WWW.NRHS1.ORG SEPTEMBER 2019 HOW ACELA TRAINSETS ARE MADE: INSIDE THE ALSTOM FACILITY WRITTEN BY WILLIAM C. VANTUONO, EDITOR-IN-CHIEF, RAILWAY AGE RAILWAY AGE AT THE ALSTOM MANUFACTURING FACILITY, HORNELL, N.Y., JUNE 12, 2019: Alstom Transportation is building the next generation of high-speed trainsets for Amtrak‘s Northeast Corridor Acela Express service. The new equipment is scheduled to enter service sometime in 2021 between Washington, D.C. and Boston. Amtrak says that this equipment will provide a smoother and more comfortable ride than what it is replacing. Each trainset will have 378 seats, with such amenities as personal power outlets, USB ports and adjustable reading lights. There will be an onboard information system providing real-time information such as location, train speed and conductor announcements. Part of the full ADA accessibility will be spacious restrooms with a 60-inch-diameter turning radius to accommodate people in wheelchairs. Amtrak will be implementing an advance seat reservation system. Food service is described as “contemporary, offering easy access and greater selection.” Twenty-eight of these trainsets are under construction, and Amtrak has created a microsite with photos and facts about the new trainsets. They are much lighter than the current equipment, with 17-metric-ton axle loads. The power cars are constructed of carbon steel; the coaches of aluminum. The trainsets meet FRA Tier III Passenger Equipment Safety Standards; Standards for Alternative Compliance and High-Speed Trainsets. Here is a close look at this equipment under construction. POWER CAR UNDER CONSTRUCTION.
    [Show full text]
  • Simulation Model for Optimization of a Landside Harbor Logistic Chain of Container Terminals
    University of Louisville ThinkIR: The University of Louisville's Institutional Repository Electronic Theses and Dissertations 5-2014 Simulation model for optimization of a landside harbor logistic chain of container terminals. Klaus Striegel University of Louisville Follow this and additional works at: https://ir.library.louisville.edu/etd Part of the Industrial Engineering Commons Recommended Citation Striegel, Klaus, "Simulation model for optimization of a landside harbor logistic chain of container terminals." (2014). Electronic Theses and Dissertations. Paper 2268. https://doi.org/10.18297/etd/2268 This Doctoral Dissertation is brought to you for free and open access by ThinkIR: The nivU ersity of Louisville's Institutional Repository. It has been accepted for inclusion in Electronic Theses and Dissertations by an authorized administrator of ThinkIR: The nivU ersity of Louisville's Institutional Repository. This title appears here courtesy of the author, who has retained all other copyrights. For more information, please contact [email protected]. SIMULATION MODEL FOR OPTIMIZATION OF A LANDSIDE HARBOR LOGISTIC CHAIN OF CONTAINER TERMINALS By Klaus Striegel Dipl.-Physiker, University of Stuttgart,1977 Betriebswirt (VWA), VWA Stuttgart,1985 A Dissertation Submitted to the Faculty of the J. B. Speed Scientific School of the University of Louisville in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy Department of Industrial Engineering University of Louisville Louisville, Kentucky May 2014 © Copyright 2013 by Klaus Striegel All rights reserved SIMULATION MODEL FOR OPTIMIZATION OF A LANDSIDE HARBOR LOGISTIC CHAIN OF CONTAINER TERMINALS By Klaus Striegel Dipl.-Physiker,University of Stuttgart,1977 Betriebswirt (VWA),VWA Stuttgart,1985 A Dissertation Approved on December 3, 2013 by the following Dissertation Committee: ______________________________________________ William E.
    [Show full text]
  • American Public Transportation Association High Speed And
    High-Speed Rail Summary Presentation for Silicon Valley Young Democrats August 19, 2013 Rod Diridon Sr. Chair, US High Speed Rail Association Past Chair Intercity High Speed Rail Committee American Public Transit Association Chair Emeritus California High Speed Rail Authority Board Executive Director Mineta National Transit Research Consortium Mineta Transportation Institute First, Some Perspective from the UN Created by Mineta Transportation Institute Heat-Trapping Gas Passes Milestone, Raising Fears May 11, 2013 SanSan JoseJose MercuryMercury NewsNews FrontFront Page,Page, AugustAugust 8,8, 20132013 CarbonCarbon FootprintFootprint ModeMode ComparisonComparison Created by Mineta Transportation Institute TransitTransit CommunitiesCommunities Source: “Centers for the Bay Area: Walkable Communities on Transit” by Peter Lydon HighHigh SpeedSpeed RailRail SystemSystem inin AsianAsian CountriesCountries § Korea: KTX § Japan: Shinkansen § Taiwan: HSR 700T § China: CRH Systems Created by Mineta Transportation Institute High Speed Rail in Japan Shinkansen System • Opened in 1964 • Total Service Mileage: 1,500+ miles • Operated by 4 Private Japan Railway Companies • Total Fleet approx. 4,000 cars • Max. 12 Trains during peak hour • Up to 350 km/h operation Created by Mineta Transportation Institute HighHigh SpeedSpeed RailRail inin JapanJapan RouteRoute MapMap Created by Mineta Transportation Institute High Speed Rail in Japan New Train set N700 Series Created by Mineta Transportation Institute HighHigh SpeedSpeed RailRail inin KoreaKorea KTXKTX
    [Show full text]
  • The Scandinavian High-Speed Rail
    THE SCANDINAVIAN HIGH-SPEED RAIL INDUSTRIAL DESIGN DIPLOMA BY THOMAS LARSEN RØED INDUSTRIAL DESIGN DIPLOMA BY THOMAS LARSEN RØED THE SCANDINAVIAN HIGH-SPEED RAIL SuperVisors: NINA BJØRNSTAD SVEIN GUNNAR KJØDE Floire Nathanael Daub Oslo 2012 6 DEPARTURE INTRO PreFace 7 PREFACE IMAGINE GETTING ON THE These parts represents the phases of TRAIN IN OSLO AT 8 IN THE the project. In Departure you find this MORNING. YOU GET SOME preface, the scope of the project and WORK DONE, RELAX AND background information. In Journey, HAVE A SNACK. AT 11 YOU’RE the research is presented, while Arrival IN COPENHAGEN ARRIVING AT shows results. The Notes part has a YOUR MEETING. summary of the project, a glossary and the appendix. This is a possibility. The terminology used is generally Linjen is an industrial design explained in the text, but should you diploma written at The Oslo School encounter problems understanding a of Architecture and Design in 2012, word or abbreviation, it might be useful between August 13th and December to look in the glossary. 20th. This report consist of four parts: Departure, Journey, Arrival and Notes. 8 DEPARTURE INTRO COntent 9 Intro Preface 6 Brand strategy Content 8 DEPARTURE Scope 10 74 Clarifying strategy 90 Brand brief Background 92 Visual identity preview High-speed rail 12 Partners 14 Concept ARRIVAL 98 Initial sketch process 104 Specifications 106 Directions 143 Concept development Research 158 Results Reality check: Field study 20 The Green Train 26 The Scandinavian 8 Million City 30 JOURNEY Product Analysis 34 Recap Identity 176 Summary Identity Research 46 180 Glossary NOTES Workshop 60 182 Appendix Interviews 64 The products role in a brand 70 10 DEPARTURE INTRO SCOpe 11 The aim is to create a high- speed rail concept on Scandinavian values I BELIEVE WE NEED A HIGH- of a Scandinavian HSR more tangible SPEED RAIL NETWORK IN and realistic, which hopefully would SCANDINAVIA.
    [Show full text]
  • A Review of Train Aerodynamics Part 2 – Applications Baker, Christopher
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by University of Birmingham Research Portal A review of train aerodynamics Part 2 – Applications Baker, Christopher License: Creative Commons: Attribution (CC BY) Document Version Early version, also known as pre-print Citation for published version (Harvard): Baker, C 2014, 'A review of train aerodynamics Part 2 – Applications', The Aeronautical Journal, vol. 118, no. 1202. Link to publication on Research at Birmingham portal General rights Unless a licence is specified above, all rights (including copyright and moral rights) in this document are retained by the authors and/or the copyright holders. The express permission of the copyright holder must be obtained for any use of this material other than for purposes permitted by law. •Users may freely distribute the URL that is used to identify this publication. •Users may download and/or print one copy of the publication from the University of Birmingham research portal for the purpose of private study or non-commercial research. •User may use extracts from the document in line with the concept of ‘fair dealing’ under the Copyright, Designs and Patents Act 1988 (?) •Users may not further distribute the material nor use it for the purposes of commercial gain. Where a licence is displayed above, please note the terms and conditions of the licence govern your use of this document. When citing, please reference the published version. Take down policy While the University of Birmingham exercises care and attention in making items available there are rare occasions when an item has been uploaded in error or has been deemed to be commercially or otherwise sensitive.
    [Show full text]
  • Improving the Energy Efficiency of High Speed Rail and Life Cycle Comparison with Other Modes of Transport
    Imperial College London Department of Mechanical Engineering Improving the energy efficiency of high speed rail and life cycle comparison with other modes of transport Jing Zhou September 2014 Thesis submitted for the Diploma of Imperial College (DIC) PhD degree of Imperial College London 1 2 I declare that this written work is original work of which I am the sole author and written in my own words, except where other sources are acknowledged. 3 4 Copyright Declaration The copyright of this thesis rests with the author and is made available under a Creative Commons Attribution Non-Commercial No Derivatives licence. Researchers are free to copy, distribute or transmit the thesis on the condition that they attribute it, that they do not use it for commercial purposes and that they do not alter, transform or build upon it. For any reuse or redistribution, researchers must make clear to others the licence terms of this work. 5 6 Abstract The world energy crisis and global warming call for a reduction of energy consumption. High speed rail, increasingly viewed as an effective solution to inter-city passenger transportation challenge of the 21st century, has the significant ability of increasing passenger capacity and reducing journey time. The advent of high speed rail provided many research opportunities. So far studies have been contributed from different perspectives: economical, environmental, and technical. The main research gaps are: addressing the problem of the effects of route geometry on train energy consumption and quantifying the contributing factors towards differences in energy consumption between different types of high speed trains.
    [Show full text]