Dual-Mode High Speed Train Concept

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APPENDIX A:

DUAL-MODE HIGH SPEED TRAIN CONCEPT

RE: DOCKET NUMBER FRA-2016-0014

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL RAILROAD ADMINISTRATION

NOTICE OF REQUEST FOR PROPOSALS FOR IMPLEMENTING A HIGH-SPEED RAIL CORRIDOR

AGENCY: FEDERAL RAILROAD ADMINISTRATION (FRA),

ACTION: NOTICE OF REQUEST FOR PROPOSALS.

FROM: BRAD PERKINS AND RUDY NIEDERER, CASCADIA HIGH SPEED RAIL, LLC

DATE: AUGUST 30, 2016

DESIGN AND POWER REQUIREMENTS FOR DUAL-MODE HIGH SPEED TRAIN FOR SERVICE IN THE CASCADIA PACIFIC NORTHWEST CORRIDOR

Brian Scales, P.E., Ph.D., Transportation and Mechanical Engineer

Edwin Kraft, Ph.D., Systems and Civil Engineer

Transportation Economics & Management Systems, Inc. August 2016

SUMMARY

The Report describes conceptual design standards and power requirements for a dual-mode electro-diesel high speed train for service in the Cascadia Rail Corridor of the Pacific Northwest. This train is to be powered by both diesel engines and electricity from an overhead catenary system. Initially, the train is to operate in diesel mode exclusively. At an intermediate stage, the train is to operate in electric mode part-way and in diesel mode for the remainder of the trip as the Corridor is improved and electrified progressively. Finally, the train is to operate in electric mode throughout. The European design standards for high speed trains of 17 metric tons maximum axle load and 200 metric tons compressive strength are recommended for the train as being suitable for the Corridor. Recently, the US Federal Railroad Administration's (FRA) Railroad Safety Advisory Committee (RSAC) voted unanimously on implementing new crashworthiness performance standards for next-generation passenger high speed rail (HSR) equipment that will operate in the U.S. These “Alternative Tier I Compliance” standards,1 which FRA is developing now before they are published later this year in a Notice of Proposed Rulemaking, will provide baseline safety requirements for next-generation rail equipment that would travel up to speeds of 220 mph on high-speed rail tracks, while providing the flexibility to operate with existing freight and passenger systems up to speeds of 125 mph. The key to these new performance based approaches will be the application of modern and advanced design techniques, such as crash energy management, which have for a long time been incorporated into European designs. According to former FRA Administrator Joseph Szabo, this "action by RSAC is a continuation of FRA's move away from prescriptive regulations towards a more performance- based regulatory environment." It is good to know that the market is moving towards a standard interoperable platform that could operate anywhere in North American or in Europe. This in turn promotes maximal economies of scale for the equipment manufacturers, which should reflect in lower up-front capital costs and likely lower ongoing maintenance costs for equipment. A possible conceptual configuration for a train to carry 420 to 450 passengers in diesel mode consists of a rake of 6 passenger cars with a driving diesel-engined power tender at each end. Essentially, the assumed design configuration is based on a standard 220-mph electric train (EMU) that has traction motors distributed under the passenger coaches, approximately 50% of axles powered. The A version of the train comprises 5 Standard Class cars, each having a capacity of 80 passengers, and a First Class car, with a capacity of 50 passengers and including a galley for meal service, at one end of the rake. The B version of the train comprises 4 Standard Class cars and 2 First Class cars, one at each end of the rake. Electrical power from the (end car) power tenders feeds a 1,000-2,000 volts direct current bus line that runs the length of the train, supplying power to propulsion packages and traction motors on the two outer cars at each end of the rake. The two center cars would carry under floor-mounted diesel generator sets for auxiliary hotel power.

1 See: http://www.progressiverailroading.com/passenger_rail/article/FRA-issues-alternativedesign-vehicle-waiver-to-Denton-County- Transportation-Authority--31230, http://www.railwayage.com/index.php/safety/fra-committee-oks-hsr-crashworthiness- standards.html?channel=60

For dual-mode operation, the two center cars are fitted with pantographs, high-voltage transformers and rectifiers to feed the direct current bus line during electric running, and electric auxiliary power packages for hotel power. For straight electric mode, the power tenders are replaced by driving trailers (cab cars) at each end. Each driving trailer can carry approximately 40 more First Class or 60 more Standard Class passengers, the exact number depending on the streamlining incorporated in the driving end. The diesel generator sets remain on the center cars to provide auxiliary hotel power and get-you-home traction power in the event of electric overhead traction system failure. Retaining the diesel generator sets would also allow the train to move on its own power in unelectrified territory. This could avoid some infrastructure expense, for example it would not be necessary to electrify the maintenance shop or train storage yard. Traction power requirements for the train in diesel mode at the proposed maximum speed of 110 and 130 mph and in electric mode at the proposed maximum speed of 186 and 220 mph have been conservatively estimated. Estimates are made of the auxiliary hotel power requirements for the diesel auxiliary power units for diesel mode operation and for the electric auxiliary power packages for electric mode operation. Estimates of the power requirements for the proposed train are conservatively estimated as follows: 1. Diesel mode -130 mph maximum - 5,000 horsepower at engine 2. Diesel mode - 110 mph maximum - 3,500 horsepower at engine 3. Electric mode - 220 mph maximum - 13,500 horsepower continuous rating at rail 4. Electric mode - 186 mph maximum – 8,500 horsepower continuous rating at rail 5. Diesel auxiliary power for up to 8 vehicles - 1,000 horsepower 6. Electric auxiliary power for up to 8 vehicles - 750 kW

As a result, given the state of existing train technology, by minimal enhancement of off-the- shelf train models it should be possible to develop a dual-mode diesel and electric train, which could meet the requirements for a dual-mode active tilting train for service in the corridor. More detail on technical aspects of the proposed train will be developed in the following pages.

CONTENTS

1.0 Introduction

2.0 High Speed Train Configurations

3.0 Design Standards

3.1 Axle Load Limit

3.2 Compressive Strength

4.0 Proposed Train Configurations

4.1 Diesel Powered Train

4.2 Dual-mode Train

4.3 Electrically Powered Train

5.0 Conclusions

APPENDIX

A.1.0 Traction Power Requirements

A.2.0 Traction Power in Diesel Mode

A.2.1 Traction Power for 110 mph Operations

A.2.2 Traction Power for 130 mph Operations

A.3.0 Traction Power in Electric Mode

A.3.1 Traction Power for 186 mph Operations

A.3.2 Traction Power for 220 mph Operations

A.4.0 Diesel Auxiliary Power Units

A.5.0 Electric Auxiliary Power Packages

1.0 Introduction: Cascadia Rail is considering the possibility of high speed train service in the Pacific Northwest Corridor. The proposed service may be implemented in stages as the system is fully built out over time. In the first stage, the trains will be powered by diesel engines throughout, with a maximum speed of 110 mph on upgraded existing tracks. In the second stage, new dedicated electrified tracks will be constructed, with a maximum speed of 220 mph in electric mode. The train will be powered by diesel engines for the rest of the route, with a maximum speed of 110 mph on the shared BNSF or UP freight tracks. In the final stage, the entire route will be dedicated and electrified with no shared use of existing freight trains. It would have a maximum speed of 220 mph and the diesel power tenders (but not the auxiliary hotel power gensets) may be removed and replaced by additional passenger-carrying cars of the same weight. The objective of this Report is the conceptualization of a dual-mode high speed train capable of operating with both diesel and electric power as described above and carrying 400 to 450 passengers. This train must meet contemporary design standards and incorporate the features of high speed trains currently in operation, where possible. Estimates are made of the power requirements for diesel powered and electrically powered modes of operation for the proposed dual-mode train. These estimates are made for maximum speeds of 130 and 110 mph in diesel mode and 220 and 186 mph in electric mode for comparison.

2.0 High Speed Train Configurations: Existing high speed trains, capable of operating at a speed of 125 mph or greater, have been constructed in a range of configurations as follows: 1. Rake of trailer cars, with driving power cars at each end. Typical examples are: British High Speed Train (InterCity 125) Siemens InterCity-Express (ICE 1 & 2) Alstom Train A Grande Vitesse (TGV, single-deck) Alstom Channel Tunnel Train (Eurostar) Talgo Train 2. Rake of trailer cars, with driving power car at one end and driving trailer at other end. Typical Examples are: British East Coast Main Line (InterCity 225) Bombardier High Speed Train (SJ 2000, formerly X-2000) 3. Rake of double-deck trailer cars, with a driving power car at each end. Typical example is: Alstom Train A Grande Vitesse (TGV, double deck)

4. Distributed power arrangement, with traction motors installed on all or some of cars and driving car at each end. Typical examples are: British Class 395 Javelin (HS 1) Siemens InterCity Express (ICE 3) and Velaro Alstom Automotrice A Grande Vitesse (AGV) and Italian NTV Bombardier Zefiro Japanese Shinkansen and “A-Train” concepts 5. Dual-mode train, consisting of rake of trailer cars, with driving electric power car and associated diesel power tender at each end. Typical example is: Talgo 250 Dual-mode Train

3.0 Design Standards: There are two essential design standards that have been developed in Europe that should be adopted for the dual-mode high speed train. 3.1 Axle Load Limit: A maximum axle load of 17 metric tonnes, or 18.74 tons, is recommended for European high speed trains in order to minimize damage to the track resulting from the dynamic loading of trains at high speed. On this basis, the maximum weight for a four axle car can be taken to be 75 tons for practical purposes, including a minor rounding up from the exact figure of 74.96 tons. 3.2 Compressive Strength: The conventional requirement for compressive strength of European high speed trains is generally 200 metric tonnes or 220 tons (441,000 lbs.). The relevant European design standards are EN15227 and EN126632 which rely more on crash energy management (CEM) rather than vehicle strength to provide occupant protection. In contrast, the historical United States specification for compressive strength of passenger trains is 400 tons (800,000 lbs.) but does not require any specific CEM features for Tier 1 certification. CEM is not needed under current United States regulations unless a Tier 2 certification is being sought. However, new “Alternative Tier 1 Compliance” regulations now being promulgated in the United States place greater reliance on CEM. These are intended to permit the operation of minimally modified European High Speed trainsets in mixed freight and passenger service. These regulatory changes will likely promote the development of a broader market base for standardized interoperable train sets. This is a very favorable development for passenger rail operators in the USA since it removes the burden of the need for equipment customizations, which is likely to reduce both the capital and operating costs for the train sets.

2 See: http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Documents/FRA+Waiver+2009/Ref08- Caltrain+European+EMU+CFR+Compliance+Evaluation+Final.pdf

4.0 Proposed Train Configurations: The design of the train is constrained by the design standards described above and by the requirements for the train to perform in the three operating modes of diesel power initially, dual-mode diesel and electric power at the intermediate stage and electric power finally. These three modes of operation are required to maintain high speed train service as the route is improved in stages and electrified at 25kV 60 hertz. The conceptual design of a train configuration to carry 420 to 450 passengers for each of these above modes operation is described below. 4.1 Diesel Powered Train: The diesel powered train is designed to function in the diesel-only mode as a high speed train capable of operation at speeds up to 130 mph. In addition, the design includes provision for the installation of pantographs, high voltage transformers and power conversion packages for use in the dual-mode and the all-electric versions of the train. The dual-mode and all-electric versions of the train are to be capable of operation at speeds up to 220 mph in the electric mode, therefore the suspension system must be capable of operating satisfactorily at this speed although the maximum speed for the diesel-only version is to be 130 mph. The passenger cars should be equipped with a tilt system that provides five inches of tilt as required on curves. This level of tilt would allow for operation of the trains at up to 9 inches of cant deficiency, the same as the Swedish X2000. From the perspective of truck (or bogie) design as shown the drawings below, a steering radial truck could accommodate this level of tilt and would provide excellent curving performance, without limiting the high-speed capability of the train.

Steering Radial Truck Concept for Tilting High Speed Train

The proposed train is to carry 420 to 450 passengers. The proposed ‘A’ train design provides 400 Standard Class seats in five 85 foot long cars, with 80 passengers per car, and one First Class car with 50 seats in a 85 foot long car that also includes a galley for meal service. Meal service for the Standard Class passengers is provided by trolleys airline-style, with supplies stored in the galley area of the First Class car, which is positioned at one end of the train. The alterative proposed ‘B’ train design provides 320 Standard Class seats in four 85 foot long cars, with 80 passengers per car, and 100 First Class seat in two 85 foot long cars, with 50 seats each and a galley for meal service in each car. The First Class cars are positioned one each end of the train. Prime mover power for the train is provided by a power tender at each end of the train. The power tender incorporates a driving position at the outer end. One, or more diesel generator set(s) having a total power output of 2,500 horsepower is/are installed in each power tender for operation at the maximum speed of 130 mph. For operation at the alternative maximum speed of 110 mph, diesel generator set(s) having a power output of 1,750 horsepower are required for each power tender. For propulsion, electrical power in the form of direct current at approximately 1,000- 2,000 volts would be fed from each of the power tenders at the ends of the train, into a bus line that runs the length of the train. Calculations of the above power requirements in the diesel mode are detailed in the Appendix to this report. It should be noted that these power requirements are based on “worst case” conservative assumptions that each of the cars and power tenders will weigh 75 tons, the maximum allowable to meet the European 17 (metric) ton axle load limitation. However, many of the modern high speed trains (e.g. Bombardier Zefiro or Siemens Velaro) weigh substantially less than this. If the train weighs less, then the power requirement will be correspondingly reduced and/or a longer train with greater seating capacity could be operated. A fuel tank capacity of 1,500 gallons (U.S.), or 5,860 liters, should be more than sufficient to allow the unit to operate all day without requiring refueling; and provide an adequate fuel reserve for any unexpected delays or inclement weather. (The Talgo T-21 locomotive concept, proposed only a 700 gallon fuel tank.) Potential safety issues regarding the carriage of fossil fuel on board a High Speed train will need to be addressed. Firstly, although diesel fuel is flammable, unlike gasoline it does not explode and does not release a large amount of flammable vapor3. There are two recent high profile derailments of passenger trains that involved diesel locomotives:  The recent Santiago de Compostela derailment in Spain4 resulted in a fuel tank breach and a fire.

3 See: http://en.wikipedia.org/wiki/Diesel_engine 4 See: http://en.wikipedia.org/wiki/Santiago_de_Compostela_derailment

 The Chatsworth collision in the United States5 also involved a fuel tank breach which caused a fire.

It should be noted that both of these accidents occurred on conventional lines at conventional speeds. Both were considered human failures that could have been prevented by signal system enhancements. Additionally grade crossing hazards on conventional lines are known to pose a risk to trains. Obviously this matter will be of concern to safety regulators and equipment designers who should try to mitigate these risks as much as possible. However, it should be noted that High Speed rail in general has a fantastic safety record, so the probability of an incident on a High Speed line would appear to be vanishingly small. We would recommend that a formal risk analysis for this technology be carried out as a part of the environmental review. However, we believe that it would be fair at this point, to assume that the mains risks associated with power tenders would be mostly associated with the portion of the operation that would be conducted on conventional lines and at conventional speeds. Those risks are not much different than those associated with conventional diesel operations. The best risk mitigation strategy would seek to develop dedicated high speed infrastructure from end to end at the earliest possible date. The weight of the diesel power tender has been benchmarked to comparable diesel locomotives.  As shown in the figure below, Talgo and Siemens proposed a diesel locomotive concept (2,720 HP) for a US Tier I compliant T-21 train that would weigh in at 180,000 pounds for each four axle locomotive – 90 short tons. This concept design is very similar to the Siemens Charger locomotive that is now under construction for several North American passenger rail system.  The British HST -125 locomotives diesel (2,250 HP) are reported as 70- tonnes6 or 77 short tons, at 17.5 tonnes axle load these locomotives would be very close to the 17 tonne load limit for HSR lines.  TRAXX diesel locomotive (3,000 HP) F140 DE 7weighs 88 short tons. As an existing locomotive this is very similar to the weight and power that was proposed for T-21.

5 See: http://en.wikipedia.org/wiki/2008_Chatsworth_train_collision 6 See: http://en.wikipedia.org/wiki/InterCity_125#cite_note-9 7 See: http://en.wikipedia.org/wiki/TRAXX#TRAXX_dual-mode_version 10

Talgo T-21 Proposed Locomotive Concept

None of these existing diesel locomotives meets the 17-tonne weight limit, although the HST-125 comes close. However, the power tender does not need traction motors since these will be underneath the adjoining rail cars. By removing the four traction motors and related power control equipment (estimated at 3 tons each, 12 tons total) the weight of the TRAXX diesel locomotive would be reduced to 76 short tons. If the HST-125 locomotive were used as the starting point, removing the traction motors would reduce its weight to 65 tons, which comes well under the 17 tonne axle load limitation for high speed lines. Obviously, these calculations could be refined through more detailed engineering. While it is apparent that keeping the axle loading of the power tender under 17 tonnes is going to be a challenge, based on these benchmarks it does appear to be a plausible design concept. Because a more powerful tender will weigh more and will need more fuel, clearly the ability to minimize the weight of the train has a strong impact on the power tender requirements. For example, Siemens’ Velaro E8 has 8 cars and 404 seats. It weighs 439 metric tons empty, or 483 short tons. A full passenger load (404 x 180 lbs/passenger) is 36 tons, so the total train weight is 519 tons, or 65 tons per car. This is substantially less than the 75 tons per car upon which the train performance calculations have been based. If this type of train were used as the base for the proposed dual-mode train, the power requirements might be reduced. This will help in keeping the weight of the power tender beneath the 17 metric tonnes standard. The two passenger cars at each end of the train adjoining the power tenders would be fitted with standard propulsion packages that draw power from the bus line to provide 3-phase electricity to four traction motors connected to the axles of each car. The two center cars of the train are not powered, but would instead include mountings to accept a pantograph, a high voltage transformer and a rectifier when required. In addition, an under floor mounted auxiliary power diesel alternator set

8 See: http://www.siemens.com/press/pool/de/materials/industry/imo/velaro_e_en.pdf

rated at 500 hp, or 375KW, is installed on each center car to provide hotel power at 480 volts, 3-phase current. •The weight of the diesel genset has been benchmarked9 as 3,800 kg or 4.2 tons. It burns 35.7 gallons per hour10 so a 16-hour fuel supply (density 6.943 lbs/gallon) weighs 2 tons. Overall weight of the genset and fuel would be 6.2 tons. The weight of the transformer and rectifier unit has been estimated at 5 tons.11 As a result it would appear that the combined weight of the transformer, rectifier and underfloor genset would be about the same as the four traction motors that would be installed on each of the adjoining powered cars. This appears to promote a very uniform weight distribution of electrical and mechanical equipment across all the cars of the train. Based on this, it does appear reasonable to suggest that the underfloor gensets could be added, without violating the 17 metric tonne axle weight limit for the high speed trains. The high voltage transformers on board the center cars would convert power in the form of 25kV 60 Hertz electricity to direct current at approximately 1,000-2,000 volts to supply the bus line previously mentioned. Each car is also designed to allow the installation of an auxiliary power package to provide hotel power at 480 volts, 3- phase alternating current. This hotel power subsystem would be separate from the main traction power bus. When the train is operating in diesel mode, the hotel power for the train can be provided by only one auxiliary power diesel alternator set in order to provide sufficient auxiliary power in the event of failure of one of the two sets. Except in the case of failure, both auxiliary power diesel alternator sets would operate in order to share the work-load. One air compressor is installed on each of the two center cars. The motors of the air compressors would be powered by the auxiliary power system as described above. The compressors would be arranged to operate alternately or simultaneously when required in order to share the work-load. The calculation of the above rating for the auxiliary power diesel alternator sets is given in the Appendix.

4.2 Dual-mode Train: All the features of the diesel powered train are retained in the dual-mode train. The items necessary for operation in the electric mode are installed in the locations provided in the two center cars as previously described. These items for each car are a pantograph, a high-voltage transformer, a rectifier and an electric auxiliary power package capable of supplying hotel power at 480 volts 3-phase current for the train. In order to minimize weight, the ratings for the transformer and rectifier are based

9 See: http://excellentpower.en.alibaba.com/product/958623439-213795743/500HP_Silent_Diesel_Generator_for_Sale.html 10 See: http://www.dieselserviceandsupply.com/Diesel_Fuel_Consumption.aspx 11 From http://en.wikipedia.org/wiki/TRAXX#TRAXX_dual-mode_version the weight of an AC/DC F140 MX TRAXX locomotive is 94 short tons. The weight of the DC-only F140 DC that lacks a transformer is 89 short tons. From this difference of the weight of an AC versus DC-only locomotive, the weight of the transformer is 5 tons. 12

on providing power only to the two adjoining motor cars. In the event of failure of one transformer and/or rectifier, operation at reduced speed is possible, taking lower voltage power from the remaining functioning transformer-rectifier combination. The pantographs on the two center cars may be connected by a high-voltage jumper, so that only one pantograph need be activated to supply electrical power to both cars. This provides a redundant pantograph with a very short high-voltage jumper cable between them (since the two pantographs are mounted on adjacent cars.) Although it is possible to operate a high speed train with more than one pantograph raised, due to the dynamic behavior of the catenary at high speed it is better to only raise one pantograph. This minimizes the likelihood that the second pantograph may rip the catenary down. Because the power source is high voltage 25kV, the amperage will be low so a single pantograph is sufficient to supply the power needs for the whole train. In the event of total electrical system failure during electric mode operation, the power tenders can be activated and operation can continue in diesel mode at reduced speed. Similarly, the auxiliary power diesel alternator sets can be activated to provide hotel power. Since it is assumed that all new dedicated lines will be equipped with catenary in this development phase of the system, diesel operations would be limited to existing rail lines shared with freight trains with top speeds limited to 110-mph. Since there will no longer be a requirement to operate to 130-mph under diesel power, it might make sense to remove one of the two diesel power tenders, and replace it with an unpowered driving trailer car, which increases the seating capacity of the train. A single power tender could provide enough power for the train to reach 110-mph especially since the power tender does not have any parasitic drain of hotel power. As a result 100% of the output of the power tender is available for use as traction power, since hotel power is separately provided by the underfloor gensets in this concept.

4.3 Electrically Powered Train: The electrically powered train is designed to run in the all-electric mode at speeds up to 220 mph. Both diesel power tenders are replaced by unpowered driving trailer cars, which increases the seating capacity of the train. Since under new proposed US Tier 3 and Alternative Tier 1 crashworthiness regulations passengers are allowed in the leading car of the train, in the case of the ‘A’ train previously described, the driving trailer adjoining the First Class car at one end of the train could carry about 40 more First Class passengers and the driving trailer at the other end of the train could carry about 60 more Standard Class passengers. The exact amount of passenger carrying space available in the driving trailers depends on the degree of front-end streamlining as well as crumple zone, considered essential to minimize aerodynamic resistance and provide for passenger

safety. The addition of 40 First Class and 60 Standard Class passengers increases the capacity of the ‘A’ train in all-electric mode to 550 passengers in place of 450. Similarly, in the case of the ‘B’ train previously described, each driving trailer could carry about 40 more First Class passengers. The addition of 80 more First Class passengers increases the capacity of the ‘B’ train to 500 passengers in place of 420. The electric propulsion system, consisting of two high voltage transformers, two rectifiers, 4 propulsion packages and 16 traction motors, requires a system capacity of 13,500 horsepower continuous rating at the rail for a maximum speed of 220 mph. The alternative maximum speed of 186 mph requires a system capacity of 8,500 horsepower continuous rating at the rail. In addition to the traction loading, the two high voltage transformers and two rectifiers must be capable of supplying input power to the two electric auxiliary power packages, totaling 750kW. One transformer and one associated rectifier must be capable of supplying the above input power for auxiliary power packages for the entire train in the event of failure of one transformer and/or rectifier. Calculations of the above traction and auxiliary power requirements are given in the Appendix to this Report. The two auxiliary power diesel alternator sets remain on the two center cars in order to provide emergency hotel power for the train and a limited get-you-home capability in the event of failure of the catenary electric power supply, or failure of critical components in the train, such as both pantographs becoming damaged or both electric auxiliary power packages failing. In the get-you-home case, the output of one auxiliary power diesel alternator set would be rectified and fed into the train bus line to supply limited power to the propulsion packages and traction motors. A train speed of about 50 mph could be expected, allowing the train to clear the disabled section of the line to a place where catenary power is restored. The second auxiliary genset is sufficient to keep the heat, lights and air conditioning on so that passenger safety and comfort would not be comprised in the event of electrical system failure.

5.0 Conclusion: The following estimates of traction and auxiliary hotel power have been developed for the proposed dual-mode train: 1. Diesel mode - 130 mph – 5,000 horsepower for traction at engines 2. Diesel mode -110 mph – 3,500 horsepower for traction at engines 3. Electric mode – 220 mph – 13,500 horsepower continuous rating for traction at rail* 4. Electric mode – 186 mph – 8,500 horsepower continuous rating for traction at rail* 5. Diesel auxiliary power for 8 cars – 1,000 horsepower 6. Electric auxiliary power for 8 cars – 750 kW *Short time ratings up to 32% higher

Calculations of the above power requirements are given in the Appendix to this report.

Proposals for dual-mode high speed trains submitted by manufacturers should comply with the design standards for maximum axle load and crashworthiness (as specified in Section 3 of this report.) However, the proposed train configuration described here must not be regarded as a design specification for a future dual-mode high speed train. It is intended as a concept document only to suggest possible performance specifications for such a train. This configuration should only be regarded as one possible arrangement to meet the specific operational requirements and incorporating existing technology now in operation in Europe and Asia. Similarly, the estimates of traction and auxiliary hotel power given above are only to be used as a guide to the order of what is to be expected in a proposal from a manufacturer for a production train. Traction power requirements in practice depend on the weight and features of the proposed production dual-mode high speed train. These requirements might differ significantly from the values suggested above for an alternative configuration for a proposed train. Given the current state of train technology, it should be possible for equipment manufacturers to develop a dual-mode diesel and electric train that can operate on diesel power at speeds up to 130-mph and electric speeds up to 220-mph. The key requirement is to keep the axle loading of all the equipment units, including the diesel power tender, below the 17 metric ton standard for high speed operation. This paper has explored the potential feasibility and issues associated with doing this. As a result it is suggested that it should be feasible to add a diesel power tender without impairing the top speed performance capability of the 220-mph EMU train, which formed the basis of this analysis.

APPENDIX

A.1.0 Traction Power Requirements: The traction power requirements calculations assume that all the cars are operating in the fully loaded condition and are at the maximum allowable weight of 75 tons each. This assumption gives a conservative estimate of traction power requirements. Therefore a train consisting of 6 passenger cars and 2 power tenders is assumed to weigh 8 x 75 = 600 tons. In order to allow for the increased drag of the leading vehicle in the train, assumed to be twice that of the other vehicles in the train, as allowance of an extra 75 tons (i.e. one car weight) is to be added to the train weight when calculating train rolling resistance for the projected maximum train speed. The train rolling resistance for a 75 ton 4 axle car is calculated from the following formula: Resistance (lb. per ton) R = 1.666 + 0.01V + 0.000622V2, where V = train speed in mph. From knowledge of the rolling resistance of the train at its maximum speed the traction power required to maintain this speed in a cruise condition can be calculated. An estimate of the installed power required to achieve the cruise condition can be made in conclusion, i.e. provide sufficient power to accelerate to the cruise condition and then reduce power as necessary to maintain cruise speed.

A.2.0 Traction Power in Diesel Mode: The traction power required in diesel mode is calculated for maximum speeds of 110 mph and 130 mph.

A.2.1 Traction Power for 110 mph Operation: Substituting for V=110 in the formula for train resistance, R = 1.666 + 0.01 x 110 + 0.000622 x 110 x 110 = 1.666 + 1.100 + 7.526 = 10.3 lbs. per ton Therefore train resistance R = (600 + 75) x 10.3 = 6,953 lbs. Using the formula 1 horsepower = 1 lb. at 375 mph, Traction horsepower required for cruise = 6,953 x 110 / 375 = 2,040 hp Allowing for transmission efficiency from engine to rail of 83%, Engine power required for cruise = 2,040 / 0.83 = 2,458 hp Force required to accelerate train to cruise condition assumes final acceleration rate of 0.05 mph / sec, or increase in speed of 1 mph in 20 seconds. Acceleration rate of 0.05 mph / sec = 0.0734 ft / sec / sec Therefore accelerating force for 600 ton train = mass x acceleration = 600 x 2,000 x 0.0734 / 32.2 = 2,735 lbs.

Traction horsepower required for acceleration = 2,735 x 110 / 375 = 802 hp Allowing for transmission efficiency from engine to rail of 83% Engine power for acceleration = 802 / 0.83 = 966 hp Total engine horsepower required = cruise power + acceleration power = 2,458 + 966 = 3,424 hp Rounding off the above figure to 3,500 hp for 2 power tenders, Each power tender requires engine(s) rated at 1,750 hp

A.2.2 Traction Power for 130 mph Operation: Substituting for V = 130 mph in the formula for train resistance, R = 1.666 + 0.01 x 130 + 0.000622 x 130 x 130 = 1.666 + 1.300 + 10.512 = 13.5 lbs. per ton Therefore train resistance R = (600 + 75) x 13.5 = 9,113 lbs. Using the formula 1 horsepower = 1 lb. at 375 mph, Traction horsepower required for cruise = 9,113 x 130 / 375 = 3,159 hp Allowing for transmission efficiency from engine to rail of 83%, Engine power for cruise = 3,159 / 0.83 = 3,806 hp Force required to accelerate to cruise condition assumes final acceleration rate of: 0.05 mph / sec = 0.0734/ ft / sec / sec Therefore accelerating force for 600 ton train = mass x acceleration = 600 x 2,000 x 0.0734 / 32.2 = 2,735 lbs. Traction horsepower required for acceleration = 2,735 x 130 / 375 = 948 hp Allowing for transmission efficiency for engine to rail of 83%, Engine power for acceleration = 948 / 0.83 = 1,142 hp Total engine horsepower required = cruise power + acceleration power = 3,806 + 1,142 = 4,948 hp Rounding off the above figure to 5,000 hp for 2 power tenders, Each power tender requires engine(s) rated at 2,500 hp.

A.3.0 Traction Power in Electric Mode: The traction power required in electric mode is calculated for maximum speeds of 186 mph and 220 mph. A.3.1 Traction Power for 186 mph Operation: Substituting for V = 186 mph in the formula for train resistance, R = 1.666 + 0.01 x 186 + 0.000622 x 186 x 186 = 1.666 + 1.860 + 21.519 = 25.0 lbs. per ton Therefore train resistance R = (600 + 75) x 25.0 = 16,875 lbs. Using for formula 1 horsepower = 1 lb. at 375 mph Traction horsepower required for cruise = 16,875 x 186 / 375 = 8,370 hp For electric trains, traction horsepower is rated conventionally as horsepower delivered at the rail. Therefore traction horsepower for cruise for electric mode at 186 mph, with minor rounding up, is 8,500 hp or 6,500 kW continuous rating, for 2 electric propulsion systems. Each of the 2 main high voltage transformers, rectifiers and propulsion system is to be rated at 4,250 hp or 3,250 kW. Force required to accelerate train to cruise condition assumes final acceleration rate of 1 mph per second, or increase in speed of 1 mph in 10 seconds. Acceleration rate 0f 0.1 mph/sec = 0.1467 ft/sec/sec. Therefore accelerating force for 600 ton train = mass x acceleration = 600 x 2,000 x 0.1467 / 32.2 = 5,467 lbs. Traction horsepower required for acceleration = 5,467 x 186 / 375 = 2,712 hp Some electric trains are capable of operating in ‘overload’ for a short period, such as when accelerating a train or ascending a rising grade, at up to 33% increase in rated horsepower. In this specific case, % increase in rated horsepower required = (acceleration power / cruise power) x 100 = (2,712 / 8,370) x 100 = 32.4%, which is less than 33% The above increase in horsepower for a short period may, or may not, be acceptable for the manufacturers. If the manufacturers cannot provide the ‘overload’ feature, then the power rating becomes 8,370 + 2,712 = 11,082 hp With minor rounding up, the rated horsepower becomes 11,100 hp or 8,300 kW. In this case, each of the 2 main high voltage transformers, rectifiers and propulsion package pairs is to be rated at 5,550 hp or 4,150 kW.

A.3.2 Traction Power for 220 mph Operation: Substituting V = 220 mph in the formula for train resistance, R = 1.666 + 0.01 x 220 + 0.000622 x 220 x 220 = 1.666 + 2.200 + 30.105 = 34.0 lbs. per ton Therefore train resistance R = (600 + 75) x 34.0 = 22,950 lbs. Using the formula 1 horsepower = 1 lb. at 375 mph, Traction horsepower required for cruise = 22,950 x 220 / 375 = 13,464 hp With rounding up, rated horsepower becomes 13,500 hp or 10,000 kW continuous rating for 2 electric propulsion systems, i.e. 5,000 kW each. As previously described, a force of 5,467 is required to accelerate the train at a rate of 0.1 mph / sec to cruising speed of 220 mph. Traction horsepower for acceleration = 5,467 x 220 / 375 = 3,207 hp As described previously, the above horsepower required for acceleration may be allowable in ‘overload’ for a short period. In this specific case % increase in total horsepower = (acceleration power / cruise power) x 100 = (3,207 / 13,464) x 100 = 23.8% which is less than 33% If manufacturers cannot provide the ‘overload’ feature, then the power rating becomes 13,464 + 3,207 = 16,671 hp With some rounding up, the rated horsepower becomes 16,750 hp or 12,500 kW

A.4.0 Diesel and Electric Auxiliary Power Units: The auxiliary hotel power is assumed to be 45 kW per car. So for 8 cars, total power = 8 x 45 = 360 kW Compressor power is assumed to be 20 hp = 15 kW. So total auxiliary power = 360 + 15 = 375 kW

This power load is equivalent to 500 hp for a diesel alternator set. So diesel auxiliary power unit is rated at 500 hp. There are two diesel auxiliary power diesel alternator sets, one set in operation can supply the entire train in order to maintain auxiliary power in the event of one set failing. Each of the two electric auxiliary power packages is also rated at 375 kW. One package can supply the entire train if one of the two packages fails.