Historical and technological evolution of High Speed Train technology

IGURE AST HINKANSEN LINEUP AT IIGATA EPOT BY SA WN WORK

F 10 – E D C ............................................................................................................ 17

IGURE ARTHQUAKE ETECTION ALONG THE OAST

F 11 – "P ‐ TGV" ‐ O . L CC BY 3.0 C ................................................................... 18

IGURE ARIS WN WORK ICENSED UNDER VIA OMMONS

F 12 – "S FLIRT " K / D G ........................................................... 20

IGURE TADLER JOINT FOR JACOBS BOGIE EDIT BY ABELLEGER AVID UBLER

F 13 – P T T .................................................................................................................................... 20

IGURE ENDOLINO ILTING RAIN

F 14 – "S L0" S H ........................................................................................................................ 21

IGURE ERIES BY ARUNO IROBANO

F 15 – O , ( )

IGURE PERATING SPEED CONSTRUCTION COST AND COMPATIBILITY WITH THE CONVENTIONAL NETWORK CHARACTERISTICS OF THE

‐ ..................................................................................................................................... 22

FOUR HIGH SPEED TRAIN MODELS

F 16 – C MAGLEV ‐ ‐ .......................................................................................... 23

IGURE OMPARISON ON AND WHEEL ON RAIL SYSTEM

F 17 – E : ( ) ( ) 24

IGURE LECTROMAGNETIC SUSPENSION A LEVITATION AND GUIDANCE INTEGRATED AND B LEVITATION AND GUIDANCE SEPARATE

F 18 – E ( ) U ( ) U . ................. 25

IGURE LECTRODYNAMIC SUSPENSION A SING PERMANENT MAGNETS AND B SING SUPERCONDUCTING MAGNETS

F 19 – C ........................................................................................ 26

IGURE ONCEPT OF THE LINEAR MOTOR FROM THE ROTARY MOTOR

F 20 – L (LP ) ...................................................................................................................... 26

IGURE INEAR INDUCTION MOTOR TYPE

F 21 – P ‐ J MLU‐002 ....................................................................................... 27

IGURE ROPULSION GUIDANCE COILS USED IN APANESE 1

Index

F 22 – C M ................................................................................................ 27

IGURE LASSIFICATION OF THE AGLEV TRAIN IN OPERATION

F 23 – C M T (R ) ............................................................................................. 28

IGURE LASSIFICATION OF THE AGLEV RAIN EADY TO USE

F 24 – T ....................................................................................................................................................... 28

IGURE RANSRAPID

F 25 – HSST ................................................................................................................................................................ 28

IGURE 2

Chapter 1 – Historical evolution

CHAPTER 1 – Historical evolution

1.1 Introduction

Train history starts much further than you

might think; already during the Roman Age, for

material handling inside the mines, they were

used in small convoys of trucks moving on

wood-made guides and were pulled by draft

animals or slaves. Just at this time, it dates the

invention of the typical shape of the wheel with

the excavation of the typical trains to make Figure 1 – Convoy for debris transportation

good the debris that has accumulated in the Source: www.liceopercoto.ud.it

guides and in fact, it increased the friction doing to lose the advantage of this method of

transport. Inside the mines, this system was widely used and in fact remained unchanged

for many centuries.

1.2 Trains in the Age of Industrial Revolution

The steam engine by James Watt finds application in

mining: a steam engine, very cumbersome, who

moved the carts. In 1801, Richard Trevithick was able

to build the first locomotive railcar: the locomotive

Coalbrookdale successfully used to transport the ore

from the mine to the steel mill of Pen Y Darren in

Wales; He was able to tow 10 tons of iron and sixty

people for 16 km through about 4 hours while

maintaining a speed of 4 kph. The new engines of

George Stephenson and his son Robert, more powerful

and efficient, represented the turning point to get to the Figure 2 ‐ Minnesota, March 1881, train

stopped by the snow

big step, to become a feature of the industrial period, the Source: it.wikipedia.org/wiki/ 3

Chapter 1 – Historical evolution

first commercial train. On 27 September 1825, the # 1 Locomotion hauled the first train

commercial history, the route between Stockton on Tees and Darlington (both the

locomotive that George Stephenson had designed trafficking). The train consisted of carts

from the mine on which they were loaded passengers common and the first passenger

carriage itself; the average speed was approximately 9 kph. Four years later the Rocket

Robert Stephenson reached 48 kph. The first railway in the world (14 km long) was the

Liverpool-Manchester, active since 1930, followed by the Saint Etienne-Lyon (15 km

long). It was later built a railway leading from Paris to San Germano, who implemented a

locomotive that reached 15 kph. For a better understanding how this innovation was

something extraordinary for that period, we quote the eloquent words written in a letter

from Victor Hugo to his wife during a long trip:

“E' un movimento magnifico, che bisogna aver sentito per rendersene conto. La rapidità è

inaudita. I fiori ai lati della via non son più fiori, sono macchie anzi sono strisce rosse o

bianche;... le città, i campanili e gli alberi danzano e si perdono follemente

nell'orizzonte;...Occorre uno sforzo per non figurarsi che il cavallo di ferro sia una vera

bestia”.

However not everyone was of the same mind, perceiving in this innovation a potential

danger. A prudent apostle of progress on Quarterly magazine wrote:

"E' una pretesa assurda e ridicola quella di voler far viaggiare locomotive con una

velocità doppia delle carrozze di posta. Tanto varrebbe viaggiare su di una bomba!

Vogliamo sperare che il Parlamento non approvi alcuna domanda di ferrovia senza

prescrivere che la velocità di nove miglia all'ora (14 kph) - la massima che possa

adottarsi senza pericoli - non debba essere giammai superata!".

Also in England in 1839 was issued a decree that limited to 16 kph top speed of the

locomotives outside the city, and prevented movement within the towns, because of some

accidents. Nevertheless, the usefulness and potential of this innovation prevailed on all the

issues that opposed it: the commercial trains spread strongly in other countries like the

United States and Italy (1839, Naples-Portici). In thirty years, or less, the train took on a

key role in the new society that was emerging with the Industrial Revolution. The advent

of trains swept the industrial landscape and commercial, redesigning the system of

exchanges between areas of production and markets, between town and country, with a

4

Chapter 1 – Historical evolution

consequent impact on the geography of production centers. Many doors were opened with

the support of the trains, hitherto unthinkable: the aforementioned new geographic

opportunities for trade and business, and new possibilities for military European power,

which could now easily communicate with their colonies and distant frontiers (striking

examples in this regard are the transcontinental lines of the USA, the Russian Trans-

Siberian Railway, the strategies in India and

other colonial countries). The main

technological challenges for trains of that era

were mostly geographical issues, such as the

overcoming of mountain ranges or rivers that

were located along the designated path for a

given rail. Of course, they had a very thick

also security issues, facing completely new

situations using a technology as new. They

were introduced innovations such as exercise

in consensus telegraphic and semaphores;

also, several studies were made about the

brakes (primary element for safety). The

development of the railways, which involved Figure 3 ‐ Aus: R.Heinersdorff, Die große Welt der

Eisenbahn, München 1985, 212.

long and short paths in the underground, Source: www.oberegger2.org

pushed manufacturers to study the possibility

of using electricity. This led to the construction of new types of locomotives based on

connecting the generator-motor (1893).

1.3 Historical events of the XX century until ‘70

We now see the historical iter of trains during the century of two world wars. With the

coming of age of the technologies used, the use in war of the railways became the logical

next step. The military utility of this innovation were numerous, and were not confined to

the mere transport function. Already in the American Civil War, it had emerged the

strategic potential of the trains in the logistics of troops, ammunition and equipment. With

the First World War in fact, it became the primary means for moving troops and weapons,

which in a few days they could meet in the border war. The particular characteristics of

mobility added trains the function of field hospitals, starting from an approximate model

5

Chapter 1 – Historical evolution

invented by the French up to a standard carriages 16 (fitted also phones) used by the

British. The speed, stability and power turned trains also into a real weapon, through the

installation of large caliber guns on special wagons, capable of firing salvos and disappear

in a few minutes: thus cannon rail. This result led to the construction of real chariot armed

(with 80 mm cannons on the front

and sides). During the first post-war

train continued to confirm its

unstoppable rise. In the design of the

trains, he rejoined the discipline of

Industrial Design, with the task of

eliminating the mechanical aspect

that had hitherto characterized the

locomotives, with pistons and pipes

Figure 4 – Hospital train composed by hundred‐door carriage in sight. The main advantage was of

Source: www.clamfer.it course the image of the media, which

demanded an improvement given the importance that this innovation was taking too

common in society. The managers of the railway service added more and more services

for travelers, from dining cars to sleeping cars, contributing to the rapid massification of

supply and the increase in the standard of passenger comfort. In Italy, the train became the

interwar a vehicle to spread very widespread, so much, so that the fascist regime to

establish the Popular Trains, special trains to tourist resorts and cities of art. The same

Futurist art movement appropriates the image of the train praising the mechanical power

and making it an icon of strength and speed. After a

peaceful, in the Second World War, the train returned

to play his role in the war, in the tasks already known

and other new and additional military capab