HSR: SYSTEM INTEGRATION FOR HIGH LEVEL PERFORMANCE Eduardo Romo
I. HSR, AN INTEGRATED SYSTEM I
Different transportation modes Pedestrian HS Train single unit system multicomponent complex system Different performance level I.1
ELECTRIFICATION SIGNALING TRAIN PERMANENT WAY INFRASTRUCTURE I.2
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Different transportation modes Single, closed, system Component by component Different strategies and results Purchase strategy Suppliers selection process Industrial development strategy System management options I.3
The great integration level of the railroad system Different level of integration / different performance level I.4
II. JOURNEY TIME AS THE MAIN GOAL II
Transportation systems main target minimum travel time Time versus speed (maximum, average, minimum) Other modes limits to speed I. 1 6 Lower level of integration - Safety - Economy - Environmental issues II.1
I. Km/h COMPARISON WITH OTHER MODELS 700 600 500 400 350 Maximum speed test 300 200 Maximum operating speed 100 0 1950 1960 1970 1980 1990 2000 2010 2020 2030 II.2
Journey time is the main driver of the HSR system Capacity improvement is also at the origin of this technology (Japan, Paris-Lyon) Main components involved (infrastructure, rolling stock) Different time scale to be considered - Long term - Mid term - Short term Efficient management - Infrastructure - Permanent way - Electrification - Safety /signaling /communications - Rolling stock II.3
III. THE WAY, THE ALIGNMENT, THE INFRASTRUCTURE III
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Advantages of a self guided system - Safety - Comfort level - Centralized traffic control Reliability, cost effectiveness, high speed Comparison with other modes - Road - Air - Shipping Self guidance as key factor for journey time performance III.2
Plan alignment and long profile play a main role in the speed / journey time definition Main parameter involved on the speed definition - Curve radius - Transversal acceleration - Cant - Slope (value and length) External factors to be considered - Environmental - Row availability - Costs Corridor study - Straight alignment - Intermediate cities - Final decision options multicriteria analysis III.3
16/17 III.4
HS line curvature diagram III.6
Existing line curvature diagram III.5
Main factors to take into account - Territory structure - Environmental condition - Orography - Urban areas - Hydrological and geotechnical conditions Sequential development - Corridor analysis functionality/intermodality/connectivity - Route selection and predesign journey time/performance cost analysis - Detailed design detailed alignment geometry III.7
International standards Interpretation Limiting values Maximum speed Complex parameters Tilting trains III.8
IV. THE ROLLING STOCK IV
Main role in journey time Technology under continuous evolution Compatibility / interoperability Key factors - Adherence - Power - Traction effort - Mass IV.1
TRAIN POWER DIAGRAM 20 IV.2
Technology trends - Acceleration capacity - Braking process - Tilting bodies Associated costs - Purchasing - Maintenance - Operational - Energy efficiency IV.3
V. TOOLS FOR ANALYSIS INTERACTION. SIMULATING TRAIN S RUNS V
SIMULATORS Multiple trains Single train capacity analysis / timetable production speed / journey time V.1
INPUTS / OUTPUTS Inputs Alignment geometry Rolling stock features Operation mode Outputs Speed/acceleration/journey time Value/diagrams Other results (energy consumption ) Main running parameters V.2
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VI. ALIGNMENT, ROLLING STOCK AND OPERATION MODE INTEGRATED PERFORMANCE VI
6.2 ACCELERATION / BRAKING PROCESS VI.1
LONG SLOPE VI.2
200 DIAGRAMA TEÓRICO DE VELOCIDADES 180 160 140 VELOCIDAD (km/h) 120 100 80 60 Velocidad máxima: 160 km/h Velocidad máxima: 190 km/h 40 Tiempo de recorrido: 27min36s Tiempo de recorrido: 23min16s 20 Velocidad media: 130,42 km/h Velocidad media: 154,74 km/h 0 0+000 10+000 20+000 30+000 40+000 50+000 60+000 P.K. VI.a.1
340 DIAGRAMA TEÓRICO DE VELOCIDADES 320 300 280 260 240 220 VELOCIDAD (km/h) 200 180 160 140 120 100 80 Velocidad máxima: 300 km/h Velocidad máxima: 335 km/h 60 Tiempo de recorrido: 16min26s Tiempo de recorrido: 15min48s 40 20 Velocidad media: 219,11 km/h Velocidad media: 227,81 km/h 0 0+000 10+000 20+000 30+000 40+000 50+000 60+000 P.K. VI.a.2
340 DIAGRAMA TEÓRICO DE VELOCIDADES 320 300 280 260 240 220 VELOCIDAD (km/h) 200 180 160 140 120 100 80 Velocidad máxima: 300 km/h Velocidad máxima: 335 km/h 60 Tiempo de recorrido: 43 min59s Tiempo de recorrido: 40min38s 40 20 Velocidad media: 272,79 km/h Velocidad media: 295,38 km/h 0 0+000 40+000 80+000 120+000 160+000 200+000 P.K. VI.a.3
320 DIAGRAMA TEÓRICO DE VELOCIDADES 300 280 260 240 220 200 VELOCIDAD (km/h) 180 160 140 120 100 80 60 Velocidad máxima: 250 km/h Tiempo de recorrido: 1h07 min29s Velocidad máxima: 300 km/h Tiempo de recorrido: 1h03 min57s 40 Velocidad media: 177,82 km/h Velocidad media: 187,64 km/h 20 0 0+000 40+000 80+000 120+000 160+000 200+000 P.K. VI.a.4
16% 4% 8% 5% VI.a.5
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ROUTE TIMES AS A DESIGN OBJECTIVE Running speed 100-120 km/h Running speed 80-100 km/h Alignment geometry Vehicle characteristics Operation criteria VI.c.1
DIAGRAM OF CURVATURES. PRESENT CONDITION VI.c.2 Radius of curvatures (m)
SPEED DIAGRAM. PRESENT CONDITION Speed (km/h) 39 min. 27s 38 min. 54s 40 min. 35s 34 min. 37s Tipe of train: INTERCITY Maximum speed: 220km/h Tipe of train: TILTING Maximum speed: 220km/h VI.c.3
LOCAL INTERVENTIONS ON AN EXISTING LINE VI.c.4
Radius of curvature (m) VI.c.5
LOCAL INTERVENTIONS ON AN EXISTING LINE THEORETICAL SPEED DIAGRAM 350 300 250 200 150 100 50 LOGROÑO 21 min. 33s 21 min. 56s 24 min. 50s 20 min. 26s Type of train: INTERCITY Maximum speed: 220km/h Type of train: TILTING Maximum speed: 220km/h MIRANDA DE EBRO 0 0+ 000 10+ 000 20+ 000 30+ 000 40+ 000 50+ 000 60+ 000 P. K. VI.c.6
LOCAL INTERVENTIONS ON AN EXISTING LINE THEORETICAL SPEED DIAGRAM. INCLUDING INTERMEDIATE STOPS Type of train: INTERCITY Maximum speed: 220km/h Type of train: Maximum speed: 220km/h TILTING Speed (km/h) 29 min. 48s 29 min. 51s 32 min. 45s 28 min. 43s VI.c.7
CURVATURES DIAGRAM OF THE ALTERNATIVES VI.c.8 Radius of curvature (m)
SPEED DIAGRAM OF THE ALTERNATIVES Speed (km/h) 15 min. 31s 18 min. 03s 22 min. 34s 17 min. 54s Tipo de tren: INTERCITY Velocidad máxima: 220km/h Tipo de tren: TILTING Velocidad máxima: 220km/h VI.c.9
SPEED DIAGRAM OF THE ALTERNATIVES INCLUDING INTERMEDIATE STOPS Speed (km/h) 27 min. 42s 28 min. 06s 31 min. 39s Type of train: INTERCITY Maximum speed: 220km/h VI.c.10
LINE: LOGROÑO-MIRANDA DE EBRO (TRAIN: TALGO) Actual situation Travel time Local interventions on existing line New alternative % time vs. Actual situation Average speed (km/h) Length (km) VI.c.11
COMPARISON OF TRAVEL TIME IN VARIOUS SITUATIONS Journey time AVE INTERCITY TRD TILTING TRAIN Actual situation Local interventions with stops Interventions without stops Alternative alignment with stops Alternative alignment without stops VI.c.12
VII. FINAL COMMENTS VII
Final comments Integration in the origin of the high level performance Journey time versus maximum speed as main target Alignment, rolling stock and operation mode determine the travel time Methodology to study a complex process VII.1