101-494: The Suseo–Pyeongtaek high-speed railway (formerly known as Sudogwon HSR Line), also known as Suseo–Pyeongtaek HSR , is a high-speed rail line from Suseo station in southeast Seoul to a junction with the existing Gyeongbu high-speed railway in South Korea. The line was built to ensure southeast Seoul (or Gangnam area) and southern Gyeonggi-do have high-speed rail connections. While South Korea's first high-speed line,
202-433: A swingnose crossing ( coeur à pointe mobile or 'moveable point frog'), which eliminates the gap in rail support that causes shock and vibration as wheels of a train pass over the 'frog' of conventional points. Eliminating these gaps makes the passage of a TGV over LGV switches imperceptible to passengers, reduces stresses on wheels and track, and permits much higher speeds, 160 km/h (99 mph). At junctions, such as
303-427: A budget of 4.18 trillion South Korean won was foreseen to be complete in 2015. The travel time from Suseo to Dongtan was foreseen to be 12 minutes. The target date for finishing the line was later moved ahead to 2014. The basic design was completed on April 28, 2010. The planned length of the line changed to 61.1 km (38.0 mi), and planned stations reduced to two, at Suseo and Dongtan. The government set out
404-408: A carbody design that would reduce wind resistance at high speeds. A long series of tests was carried. In 1905, St. Louis Car Company built a railcar for the traction magnate Henry E. Huntington , capable of speeds approaching 160 km/h (100 mph). Once it ran 32 km (20 mi) between Los Angeles and Long Beach in 15 minutes, an average speed of 130 km/h (80 mph). However, it
505-629: A final destination, or run significant distances from Paris without any stop before they serve a couple of stations. There is no Clock-face scheduling in the sense it is used in Germany, Britain, the Netherlands or Switzerland or for urban rail in France. For example, TGV from Paris to Bordeaux and beyond generally bypass Tours , while some stop at the station of Saint-Pierre-des-Corps, a suburb of Tours. Other TGV serve only Paris to Tours, ending in
606-578: A high-speed railway network in Russian gauge . There are no narrow gauge high-speed railways. Countries whose legacy network is entirely or mostly of a different gauge than 1435mm – including Japan and Spain – have however often opted to build their high speed lines to standard gauge instead of the legacy railway gauge. High-speed rail is the fastest and most efficient ground-based method of commercial transportation. However, due to requirements for large track curves, gentle gradients and grade separated track
707-546: A new top speed for a regular service, with a top speed of 160 km/h (99 mph). This train was a streamlined multi-powered unit, albeit diesel, and used Jakobs bogies . Following the success of the Hamburg line, the steam-powered Henschel-Wegmann Train was developed and introduced in June 1936 for service from Berlin to Dresden , with a regular top speed of 160 km/h (99 mph). Incidentally no train service since
808-721: A section of classical track: LGV Interconnexion Est connects LGV Sud-Est to LGV Nord around Paris. In 2017 French President Emmanuel Macron announced a plan to "reassess" planned LGV construction, implying that many of the projects listed here will be delayed or not constructed at all. Contrary to this, the French government confirmed 5 new lines in late summer 2018. The table shows minimum travel times between cities with direct high-speed trains (note: certain cities are linked by high-speed trains which do not travel at high-speed, for example Bordeaux-Toulouse and Marseille-Nice). Most TGV operate more or less point to point from Paris to
909-548: A simple and inexpensive proposition, using existing intra-city tracks and stations built for conventional trains. LGV route designers have tended to build new intermediate stations in suburban areas or in the open countryside several kilometers away from cities. This allows TGVs to stop without incurring too great a time penalty, since more time is spent on high-speed track; in addition, many cities' stations are stub-ends, while LGVs frequently bypass cities. In some cases, stations have been built halfway between two communities, such as
1010-555: A some other interurban rail cars reached about 145 km/h (90 mph) in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers. Extensive wind tunnel research – the first in the railway industry – was done before J. G. Brill in 1931 built the Bullet cars for Philadelphia and Western Railroad (P&W). They were capable of running at 148 km/h (92 mph). Some of them were almost 60 years in service. P&W's Norristown High Speed Line
1111-432: A steel bar. Heavy rail ( UIC 60) is used and the rails are more upright, with an inclination of 1 in 40 as opposed to 1 in 20 on normal lines. Use of continuously welded rails in place of shorter, jointed rails yields a comfortable ride at high speed, without the "clickety-clack" vibrations induced by rail joints. The points/ switches are different from those on the lignes Classique's . Every LGV set of points incorporates
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#17327979204471212-517: A timeplan, according to which detailed design was to commence immediately, and construction was to take place from the second half of 2011 until the end of 2014. The first detailed design contracts were awarded in September 2010. Once the line is completed, the expected travel time will be 1 hour 59 minutes from Suseo to Busan via the Gyeongbu HSR, and 1 hour 49 minutes from Suseo to Mokpo via
1313-502: A train's onboard computer to generate a continuous speed control curve in the event of an emergency brake activation, effectively forcing the driver to reduce speed safely without releasing the brake by displaying the Flashing Signal Aspects on the speedometer. When the flashing signal is displayed, the driver must apply the brake and target speed will be more constrained at the next block section. The signalling system
1414-569: A world record for narrow gauge trains at 145 km/h (90 mph), giving the Odakyu engineers confidence they could safely and reliably build even faster trains at standard gauge. Conventional Japanese railways up until that point had largely been built in the 1,067 mm ( 3 ft 6 in ) Cape gauge , however widening the tracks to standard gauge ( 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in )) would make very high-speed rail much simpler due to improved stability of
1515-403: A yellow triangle. Dashboard instruments show the maximum permitted speed for the current block and a target speed based on the profile of the line ahead. The speeds are based on factors such as the proximity of trains ahead (with steadily decreasing speeds permitted in blocks closer to the rear of the next train), junction placement, speed restrictions, the top speed of the train and distance from
1616-461: Is 17 t, imposed to prevent heavy rolling stock from prematurely damaging the very accurate track alignment ('surface') required for high-speed operation. Conventional trains hauled by locomotives are generally not allowed, since the axle load of a typical European electric locomotive exceeds 20 t. The only freight trains that are generally permitted are mail trains run by the French postal service, using specially adapted TGV rolling stock. TGV power cars,
1717-476: Is a set of unique features, not merely a train travelling above a particular speed. Many conventionally hauled trains are able to reach 200 km/h (124 mph) in commercial service but are not considered to be high-speed trains. These include the French SNCF Intercités and German DB IC . The criterion of 200 km/h (124 mph) is selected for several reasons; above this speed,
1818-667: Is equipped with European Train Control System Level 2 signalling together with TVM-430. It is equipped with GSM-R radio communications, one component of the European Rail Traffic Management System : the communications-based ETCS Level 2 signalling system is the other component, which makes use of the radio network. Trains can operate using either signalling system. Domestic TGVs use TVM-430, while TGV POS trainsets that operate into Germany use ETCS Level 2. ETCS Level 2 and TVM-430 use
1919-584: Is no single standard that applies worldwide, lines built to handle speeds above 250 km/h (155 mph) or upgraded lines in excess of 200 km/h (125 mph) are widely considered to be high-speed. The first high-speed rail system, the Tōkaidō Shinkansen , began operations in Honshu , Japan, in 1964. Due to the streamlined spitzer -shaped nose cone of the trains , the system also became known by its English nickname bullet train . Japan's example
2020-408: Is normally permissive: the driver of a train is permitted to proceed into an occupied block section without first obtaining authorisation. Speed is limited to 30 km/h (19 mph), and if it exceeds 35 km/h (22 mph) the emergency brake is applied. If the board marking the entrance to the block section is accompanied by a sign marked Nf, non-franchissable (non-passable) the block section
2121-486: Is not permissive, and the driver must obtain authorisation from the PAR, "Poste d'Aiguillage et de Régulation" (Signalling and Control Centre), before entering. Once a route is set or the PAR has provided authorisation, a white lamp above the board is lit to inform the driver. The driver acknowledges the authorisation by a button on the control panel. This disables the emergency braking, which would otherwise occur when passing over
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#17327979204472222-539: Is still in use, almost 110 years after P&W in 1907 opened their double-track Upper Darby–Strafford line without a single grade crossing with roads or other railways. The entire line was governed by an absolute block signal system. On 15 May 1933, the Deutsche Reichsbahn-Gesellschaft company introduced the diesel-powered " Fliegender Hamburger " in regular service between Hamburg and Berlin (286 km or 178 mi), thereby achieving
2323-473: Is that line capacity is sharply reduced when trains of differing speeds are mixed, as the interval between two trains then needs to be large enough that the faster one cannot over-take the slower one between two passing loops. Passing freight and passenger trains also constitute a safety risk, as cargo on freight cars could be destabilised by the air turbulence caused by the TGV. The permitted axle load on LGV lines
2424-520: Is the time taken by a Eurotunnel shuttle train (maximum speed 140 km/h (87 mph)) to traverse the tunnel. A single Eurostar running at 160 km/h (99 mph) occupies 2.67 standard paths; a second Eurostar running 3 minutes behind the first "costs" only a single additional path, so Eurostar services are often flighted 3 minutes apart between London and Lille. A freight train running at 120 km/h (75 mph) occupies 1.33 paths, at 100 km/h (62 mph) 3 paths. This illustrates
2525-619: The Chicago-New York Electric Air Line Railroad project to reduce the running time between the two big cities to ten hours by using electric 160 km/h (99 mph) locomotives. After seven years of effort, however, less than 50 km (31 mi) of arrow-straight track was finished. A part of the line is still used as one of the last interurbans in the US. In the US, some of the interurbans (i.e. trams or streetcars which run from city to city) of
2626-553: The 0 Series Shinkansen , built by Kawasaki Heavy Industries – in English often called "Bullet Trains", after the original Japanese name Dangan Ressha ( 弾丸列車 ) – outclassed the earlier fast trains in commercial service. They traversed the 515 km (320 mi) distance in 3 hours 10 minutes, reaching a top speed of 210 km/h (130 mph) and sustaining an average speed of 162.8 km/h (101.2 mph) with stops at Nagoya and Kyoto. Speed
2727-681: The Aérotrain , a French hovercraft monorail train prototype, reached 200 km/h (120 mph) within days of operation. After the successful introduction of the Japanese Shinkansen in 1964, at 210 km/h (130 mph), the German demonstrations up to 200 km/h (120 mph) in 1965, and the proof-of-concept jet-powered Aérotrain , SNCF ran its fastest trains at 160 km/h (99 mph). In 1966, French Infrastructure Minister Edgard Pisani consulted engineers and gave
2828-1169: The LGV Est since 2007. It uses ICE Velaro D trainsets. Renfe operates on the LGV Rhône-Alpes , the LGV Méditerranée and the LGV Perpignan–Figueres since 2023, using AVE Class 100 trainsets. Trenitalia France , a subsidiary of Trenitalia , operates on the LGV Sud-Est since 2021 with services from Paris Gare de Lyon to Milano Centrale with stops in Lyon-Part-Dieu , Chambéry , Modane and Torino Porta Susa . It uses Frecciarossa 1000 trainsets. In June 2021 there were approximately 2,800 km (1,740 mi) of Lignes à Grande Vitesse (LGV), with four additional line sections under construction. The current lines and those under construction can be grouped into four routes radiating from Paris and one that currently only connects to Paris through
2929-686: The LGV Interconnexion Est since 1996, with services from Paris-Nord, Marne-la-Vallée, Lille-Europe, Calais-Fréthun and Brussels (Belgium) to the UK. Seasonal services to the French Alps and to the south of France use the LGV Sud-Est , the LGV Rhône-Alpes and the LGV Méditerranée . It uses Eurostar e300 and e320 as well as TGV PBA and PBKA trainsets. As part of their service cooperation with SNCF Voyageurs between France and Germany (formerly named Alleo), Deutsche Bahn operates on
3030-590: The Marienfelde – Zossen line during 1902 and 1903 (see Experimental three-phase railcar ). On 23 October 1903, the S&;H-equipped railcar achieved a speed of 206.7 km/h (128.4 mph) and on 27 October the AEG-equipped railcar achieved 210.2 km/h (130.6 mph). These trains demonstrated the feasibility of electric high-speed rail; however, regularly scheduled electric high-speed rail travel
3131-647: The Morning Hiawatha service, hauled at 160 km/h (99 mph) by steam locomotives. In 1939, the largest railroad of the world, the Pennsylvania Railroad introduced a duplex steam engine Class S1 , which was designed to be capable of hauling 1200 tons passenger trains at 161 km/h (100 mph). The S1 engine was assigned to power the popular all-coach overnight premier train the Trail Blazer between New York and Chicago since
Suseo–Pyeongtaek high-speed railway - Misplaced Pages Continue
3232-545: The Prussian state railway joined with ten electrical and engineering firms and electrified 72 km (45 mi) of military owned railway between Marienfelde and Zossen . The line used three-phase current at 10 kilovolts and 45 Hz . The Van der Zypen & Charlier company of Deutz, Cologne built two railcars, one fitted with electrical equipment from Siemens-Halske , the second with equipment from Allgemeine Elektrizitäts-Gesellschaft (AEG), that were tested on
3333-660: The TGV 2N2 "Euroduplex", in 2011. Lyria , a joint-company between SNCF and the Swiss Federal Railways , operates on the LGV Sud-Est since 1993, the LGV Rhin-Rhône since 2011, the LGV Nord , the LGV Rhône-Alpes and the LGV Méditerranée since 2012. It did operate on the LGV Est between 2007 and 2011. TGV 2N2 are used by Lyria on these lines. Eurostar operates on the LGV Nord since 1994, and on
3434-474: The World Bank , whilst supporting the project, considered the design of the equipment as unproven for that speed, and set the maximum speed to 210 km/h (130 mph). After initial feasibility tests, the plan was fast-tracked and construction of the first section of the line started on 20 April 1959. In 1963, on the new track, test runs hit a top speed of 256 km/h (159 mph). Five years after
3535-677: The centripetal acceleration felt by passengers. The radii of LGV curves have historically been greater than 4 km (2.5 mi): new lines have minimum radii of 7 km (4.3 mi) to allow for future increases in speed. LGVs can incorporate steeper gradients than normal. This facilitates planning and reduces their cost of construction. The high power/weight and adhesive weight/total weight ratios of TGVs allow them to climb much steeper grades than conventional trains. The considerable momentum at high speeds also helps to climb these slopes very quickly without greatly increasing energy consumption. The Paris-Sud-Est LGV has gradients of up to 3.5% (on
3636-490: The Dutch HSL-Zuid and British High Speed 1 planned to carry 200 and 225 km/h (124 and 140 mph) domestic intercity services respectively and 300 km/h (186 mph) international services. The Channel Tunnel is not an LGV, but it uses LGV-type TVM signalling for mixed freight, shuttle and Eurostar traffic at between 100 and 160 km/h (60 and 100 mph). The standard pathway for allocation purposes
3737-642: The French National Railway started to receive their new powerful CC 7100 electric locomotives, and began to study and evaluate running at higher speeds. In 1954, the CC 7121 hauling a full train achieved a record 243 km/h (151 mph) during a test on standard track. The next year, two specially tuned electric locomotives, the CC 7107 and the prototype BB 9004, broke previous speed records, reaching respectively 320 km/h (200 mph) and 331 km/h (206 mph), again on standard track. For
3838-565: The French National Railways twelve months to raise speeds to 200 km/h (120 mph). The classic line Paris– Toulouse was chosen, and fitted, to support 200 km/h (120 mph) rather than 140 km/h (87 mph). Some improvements were set, notably the signals system, development of on board "in-cab" signalling system, and curve revision. The next year, in May 1967, a regular service at 200 km/h (120 mph)
3939-547: The German NBS high-speed line between Cologne and Frankfurt they reach 4%). On a high-speed line it is possible to have greater superelevation (cant), since all trains are travelling at the same (high) speed and a train stopping on a curve is a very rare event. Curve radii in high-speed lines have to be large, but increasing the superelevation allows for tighter curves while supporting the same train speed. Allowance for tighter curves can reduce construction costs by reducing
4040-615: The Gyeongbu HSR, one of which would lead to a second Seoul terminus at Suseo in the southeast part of the city. However, in plans made official in August 2006, the Suseo branch was no longer included. The Suseo branch was re-launched as a separate project, the Metropolitan Area high-speed railway (initially the Suseo high-speed railway), on June 1, 2008, to improve traffic connections to two new housing development areas situated along
4141-540: The Gyeongbu high-speed railway (Gyeongbu HSR) was in construction between Seoul and Busan , the government considered a second line from Seoul to Mokpo, the Honam high-speed railway (Honam HSR). The first feasibility study in 2003 came to the conclusion that the construction of a full line is not justified by demand, and proposed a two-stage construction. The first stage, to be realised by 2015, would involve two branches from
Suseo–Pyeongtaek high-speed railway - Misplaced Pages Continue
4242-550: The Honam HSR. On September 1, 2010, the South Korean government announced a strategic plan to reduce travel times from Seoul to 95% of the country to under two hours by 2020. As part of the plan, tracks for up to 230 km/h (143 mph) are to connect Suseo and Yongsan in central Seoul. In November 2020, MOLIT announced extension of Suseo–Pyeongtaek high-speed railway to Uijeongbu . However, no completion date for
4343-623: The LGV Mediterranée. The British High Speed 1 from the Channel Tunnel to London has been built with passing loops to support freight use, but this facility is used infrequently. Maintenance on LGVs is carried out at night, when no TGVs are running. Outside France, LGV-type lines often carry non-TGV intercity traffic, often as a requirement of the initial funding commitments. The Belgian LGV from Brussels to Liège carries 200 km/h (124 mph) loco-hauled trains, with both
4444-469: The LGV at the respective exit. Some cities are mostly served by TGVs through so called "beetroot stations" (named after Haute Picardie TGV which was surrounded by sugar beet fields at the time it opened) well outside the built up area but conveniently located along the existing LGV. All this speeds up travel time between Paris and the respective final destinations and probably avoids a lower use of capacity at
4545-563: The Mediterranean with Lille, Marseilles with Rennes and Bordeaux with Strasbourg. (All examples from 2021 timetable.) This approach is quite different from the operational scheme of ICE in Germany: German ICE lines usually connect major final stations like Cologne/Düsseldorf, Hamburg, Berlin, Munich and Basel every hour with a couple of intermediate stops, except for trains that would depart too early or arrive too late at
4646-452: The Netherlands, Luxembourg, Germany, Switzerland, and Italy. The SNCF, France's state-owned rail company, operates both a premium service ( TGV inOui ) and a budget service ( Ouigo ). The French national high-speed rail network follows the spoke-and-hub model , centered on Paris. Besides its main operator, the SNCF, it is also used by Eurostar, Thalys, Deutsche Bahn, Trenitalia France, RENFE, and
4747-679: The Swiss Federal Railways. The newest high-speed lines allow speeds of 320 km/h (199 mph) in normal operation: originally LGVs were defined as lines permitting speeds greater than 200 km/h (124 mph), revised to 250 km/h (155 mph). Like most high-speed trains in Europe, TGVs also run on conventional tracks (French: lignes classiques ), at the normal maximum speed for those lines, up to 220 km/h (137 mph). This allows them to reach secondary destinations or city centres without building new tracks all
4848-551: The US, 160 km/h (99 mph) in Germany and 125 mph (201 km/h) in Britain. Above those speeds positive train control or the European Train Control System becomes necessary or legally mandatory. National domestic standards may vary from the international ones. Railways were the first form of rapid land transportation and had an effective monopoly on long-distance passenger traffic until
4949-579: The beginning of the construction work, in October 1964, just in time for the Olympic Games , the first modern high-speed rail, the Tōkaidō Shinkansen , was opened between the two cities; a 510 km (320 mi) line between Tokyo and Ōsaka. As a result of its speeds, the Shinkansen earned international publicity and praise, and it was dubbed the "bullet train." The first Shinkansen trains,
5050-443: The cancelation of this express train in 1939 has traveled between the two cities in a faster time as of 2018 . In August 2019, the travel time between Dresden-Neustadt and Berlin-Südkreuz was 102 minutes. See Berlin–Dresden railway . Further development allowed the usage of these "Fliegenden Züge" (flying trains) on a rail network across Germany. The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) had been in
5151-618: The central station of Tours. Even Lyon (with a population of 1.4 million people in the Métropole de Lyon ) is bypassed by many TGV on their way to the Mediterranean , which rather have a first stop at Avignon TGV or even Marseille, or at Valence TGV for trains to Montpellier. On the other hand, most trains that link Paris with Lyon end at Lyon Perrache station and their majority runs non-stop. LGV bypasses of most cities support this scheme, so that only trains destined to these towns leave
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#17327979204475252-562: The construction of high-speed rail is more costly than conventional rail and therefore does not always present an economical advantage over conventional speed rail. Multiple definitions for high-speed rail are in use worldwide. The European Union Directive 96/48/EC, Annex 1 (see also Trans-European high-speed rail network ) defines high-speed rail in terms of: The International Union of Railways (UIC) identifies three categories of high-speed rail: A third definition of high-speed and very high-speed rail requires simultaneous fulfilment of
5353-464: The curve radius should be quadrupled; the same was true for the acceleration and braking distances. In 1891 engineer Károly Zipernowsky proposed a high-speed line from Vienna to Budapest for electric railcars at 250 km/h (160 mph). In 1893 Wellington Adams proposed an air-line from Chicago to St. Louis of 252 miles (406 km), at a speed of only 160 km/h (99 mph). Alexander C. Miller had greater ambitions. In 1906, he launched
5454-603: The deputy director Marcel Tessier at the DETE ( SNCF Electric traction study department). JNR engineers returned to Japan with a number of ideas and technologies they would use on their future trains, including alternating current for rail traction, and international standard gauge. In 1957, the engineers at the private Odakyu Electric Railway in Greater Tokyo Area launched the Odakyu 3000 series SE EMU. This EMU set
5555-508: The development of the motor car and airliners in the early-mid 20th century. Speed had always been an important factor for railroads and they constantly tried to achieve higher speeds and decrease journey times. Rail transportation in the late 19th century was not much slower than non-high-speed trains today, and many railroads regularly operated relatively fast express trains which averaged speeds of around 100 km/h (62 mph). High-speed rail development began in Germany in 1899 when
5656-595: The early 20th century were very high-speed for their time (also Europe had and still does have some interurbans). Several high-speed rail technologies have their origin in the interurban field. In 1903 – 30 years before the conventional railways started to streamline their trains – the officials of the Louisiana Purchase Exposition organised the Electric Railway Test Commission to conduct a series of tests to develop
5757-505: The end of the LGV. As trains cannot usually stop within one signal block, which can range in length from a few hundred metres to a few kilometres, drivers are alerted to slow gradually several blocks before a required stop. Two versions, TVM-430 and TVM-300, are in use. TVM-430 was first installed on the LGV Nord to the Channel Tunnel and Belgium, and supplies trains with more information than TVM-300. Among other benefits, TVM-430 allows
5858-413: The extension was announced. The Suseo–Pyeongtaek high-speed railway is currently utilized by Super Rapid Train (SRT) high-speed rail service. High-speed rail High-speed rail ( HSR ) is a type of rail transport network utilizing trains that run significantly faster than those of traditional rail, using an integrated system of specialized rolling stock and dedicated tracks . While there
5959-420: The far end of train routes, beyond a significant intermediate destination. However, this results in less services between the towns apart from Paris, even if they are situated along the same LGV (e.g. Tours to Bordeaux or Lyon to Marseille), and thus also less suitable interconnections to and between secondary lines. A few TGV (or their Ouigo substitutes) also bypass Paris when connecting e.g. Bordeaux with Lille,
6060-438: The first time, 300 km/h (185 mph) was surpassed, allowing the idea of higher-speed services to be developed and further engineering studies commenced. Especially, during the 1955 records, a dangerous hunting oscillation , the swaying of the bogies which leads to dynamic instability and potential derailment was discovered. This problem was solved by yaw dampers which enabled safe running at high speeds today. Research
6161-575: The following two conditions: The UIC prefers to use "definitions" (plural) because they consider that there is no single standard definition of high-speed rail, nor even standard usage of the terms ("high speed", or "very high speed"). They make use of the European EC Directive 96/48, stating that high speed is a combination of all the elements which constitute the system: infrastructure, rolling stock and operating conditions. The International Union of Railways states that high-speed rail
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#17327979204476262-474: The ground loop adjacent to the Nf board. When trains enter or leave LGVs they pass over a ground loop that automatically switches the driver's dashboard indicators to the appropriate signalling system. For example, a train leaving an LGV for a "ligne classique" has its TVM system deactivated and its traditional KVB "Contrôle de Vitesse par Balises" (beacon speed control) system enabled. The most recent LGV, LGV Est ,
6363-502: The ill-fated Advanced Passenger Train ), so the two power cars could be connected without a high voltage cable through passenger vehicles. The same applies when two TGVs run in multiple. On lignes classiques , slower maximum speeds prevent oscillation problems, and on DC lines both pantographs must be raised to draw sufficient current. LGVs are fenced to prevent trespassing by animals and people. Level crossings are not permitted and overbridges have sensors to detect objects that fall onto
6464-414: The impacts of geometric defects are intensified, track adhesion is decreased, aerodynamic resistance is greatly increased, pressure fluctuations within tunnels cause passenger discomfort, and it becomes difficult for drivers to identify trackside signalling. Standard signaling equipment is often limited to speeds below 200 km/h (124 mph), with the traditional limits of 127 km/h (79 mph) in
6565-461: The initial ones despite greater speeds). After decades of research and successful testing on a 43 km (27 mi) test track, in 2014 JR Central began constructing a Maglev Shinkansen line, which is known as the Chūō Shinkansen . These Maglev trains still have the traditional underlying tracks and the cars have wheels. This serves a practical purpose at stations and a safety purpose out on
6666-580: The junction on the TGV Atlantique where the line to Le Mans diverges from the line to Tours, special points designed for higher speeds are installed which permit a diverging speed of 574 km/h (357 mph). The diameter of tunnels is greater than normally required by the size of the trains, especially at entrances. This limits the effects of air pressure changes and noise pollution such as tunnel boom , which can be problematic at TGV speeds. LGVs are reserved primarily for TGVs. One reason for this
6767-531: The largest in Europe and the world. As of early 2023, new lines are being constructed or planned. The first French high-speed railway, the LGV Sud-Est , linking the suburbs of Paris and Lyon , opened in 1981 and was at that time the only high-speed rail line in Europe . In addition to serving destinations across France, the high-speed rail system is also connected to the United Kingdom, Spain, Belgium,
6868-542: The late 1940s and it consistently reached 161 km/h (100 mph) in its service life. These were the last "high-speed" trains to use steam power. In 1936, the Twin Cities Zephyr entered service, from Chicago to Minneapolis, with an average speed of 101 km/h (63 mph). Many of these streamliners posted travel times comparable to or even better than their modern Amtrak successors, which are limited to 127 km/h (79 mph) top speed on most of
6969-418: The lightweight streamlined locomotives at both ends of TGV trainsets, are within the 17 t limit, but special design efforts were needed (a 'hunt for kilograms', chasse aux kilos ) to keep the mass of the double-deck TGV Duplex trains within the 17 t limit when they were introduced in the 1990s. The steep gradients common on LGVs would limit the weight of slow freight trains. Slower trains would also mean that
7070-460: The line in Dongtan . Preliminary plans foresaw a 60.7 km (37.7 mi) long line from Suseo to the junction with the Gyeongbu HSR near Pyeongtaek , and three new KTX stations at Suseo, Dongtan and Pyeongtaek, with the last one situated after the junction on the Gyeongbu HSR. The line was to run in a tunnel at a depth of 50 m (160 ft) between Suseo and Dongtan, and construction with
7171-432: The lines in the event of a power failure. However, in normal operation, the wheels are raised up into the car as the train reaches certain speeds where the magnetic levitation effect takes over. It will link Tokyo and Osaka by 2037, with the section from Tokyo to Nagoya expected to be operational by 2027. Maximum speed is anticipated at 505 km/h (314 mph). The first generation train can be ridden by tourists visiting
7272-525: The maximum track cant (banking on curves) would be limited, so for the same maximum speed a mixed-traffic LGV would need to be built with curves of even larger radius. Such track would be much more expensive to build and maintain. Some stretches of less-used LGV are routinely mixed-traffic, such as the Tours branch of the LGV Atlantique and the currently under construction Nîmes/Montpellier branch of
7373-416: The most remarkable stations on the network, with a spectacular 340 m (1,115 ft 6 in)-long glazed roof that has been compared to that of a cathedral. SNCF Voyageurs is the main high-speed train operator in France, with its main brand TGV inOui , as well as its low-cost brand Ouigo Grande Vitesse . It uses a variety of TGV type trains, from the original TGV Sud-Est , introduced in 1981, to
7474-505: The network. The German high-speed service was followed in Italy in 1938 with an electric-multiple-unit ETR 200 , designed for 200 km/h (120 mph), between Bologna and Naples. It too reached 160 km/h (99 mph) in commercial service, and achieved a world mean speed record of 203 km/h (126 mph) between Florence and Milan in 1938. In Great Britain in the same year, the streamlined steam locomotive Mallard achieved
7575-454: The number and/or length of tunnels or viaducts and the volume of earthworks. Track alignment is more precise than on normal railway lines, and ballast is in a deeper-than-normal profile , resulting in increased load-bearing capacity and track stability. LGV track is anchored by more sleepers/ ties per kilometre than normal, and all are made of concrete, either mono- or bi-bloc, the latter consisting of two separate blocks of concrete joined by
7676-469: The official world speed record for steam locomotives at 202.58 km/h (125.88 mph). The external combustion engines and boilers on steam locomotives were large, heavy and time and labor-intensive to maintain, and the days of steam for high speed were numbered. In 1945, a Spanish engineer, Alejandro Goicoechea , developed a streamlined, articulated train that was able to run on existing tracks at higher speeds than contemporary passenger trains. This
7777-471: The old terminus stations dating back to the 19th century, before the formation of SNCF. Therefore, most trips on the TGV which require a connection in Paris require passengers to travel from one terminus to the other via metro or taxi. This is unlike the situation in Germany with Berlin main station or Austria with Vienna main station (both built in the 21st century) serving virtually all high speed trains in
7878-555: The planning since 1934 but it never reached its envisaged size. All high-speed service stopped in August 1939 shortly before the outbreak of World War II . On 26 May 1934, one year after Fliegender Hamburger introduction, the Burlington Railroad set an average speed record on long distance with their new streamlined train, the Zephyr , at 124 km/h (77 mph) with peaks at 185 km/h (115 mph). The Zephyr
7979-554: The problem of mixed traffic at different speeds. LGVs are all electrified at 25 kV 50 Hz AC . Catenary wires are kept at a greater mechanical tension than normal lines because the pantograph causes oscillations in the wire, and the wave must travel faster than the train to avoid producing standing waves that would cause the wires to break. This was a problem when rail speed record attempts were made in 1990; tension had to be increased further still to accommodate train speeds of over 500 km/h (311 mph). On LGVs only
8080-400: The rails, providing speed, target speed, and stop/go indications directly to the driver via dashboard-mounted instruments. This high degree of automation does not eliminate driver control, though there are safeguards that can safely stop the train in the event of driver error. An LGV is divided into signal blocks of about 1500 m (≈1 mile) with the boundaries marked by blue boards with
8181-418: The rear pantograph is raised, avoiding amplification of the oscillations created by a front pantograph. The front power car is supplied by a cable along the roof of the train. Eurostar trains are long enough that oscillations are damped sufficiently between the front and rear power cars (British designers were wary of running a high-power line through passenger carriages, thus the centrally located power cars in
8282-468: The respective ends of the ICE line. To a lesser extent ICEs end or start in towns like Frankfurt, Bremen and Dresden. Large cities along the routes such as Nuremberg, Stuttgart, Frankfurt, Essen, Dortmund, Hannover, Leipzig and Frankfurt and Bremen are served by almost all ICE that pass these towns, whereas bypasses for passenger traffic usually do not exist. The vast majority of TGVs serving Paris stop at one of
8383-632: The same block sections, but use different means (radio links for ETCS, and track-to-train transmission for TVM-430) to transmit signal information to trains. Since ERTMS is mandated for eventual adoption throughout the European Union, similar installations including ETCS signalling are expected on future LGVs. One of the main advantages of TGV over technologies such as magnetic levitation is that TGVs can use existing infrastructure at its lower design speed. This makes connecting city centre stations such as Paris- Gare de Lyon and Lyon-Perrache by TGV
8484-458: The station is now used by a reasonable number of people, especially impressive as it has no service to Paris (so not to extract passengers from Amiens station). This nickname is now applied to similar stations away from town and city centres, whether in the vicinity of beet fields or not. New railway stations have been built for TGVs, some of which are major architectural achievements. Avignon TGV station , opened in 2001, has been praised as one of
8585-450: The station serving Montceau-les-Mines and Le Creusot , and Haute Picardie station between Amiens and Saint-Quentin . The press and local authorities criticised Haute Picardie as being too far from either town to be convenient, and too far from connecting railway lines to be useful for travellers. The station was nicknamed la gare des betteraves ('beet station') as it was surrounded by sugar beet fields during construction. That said,
8686-535: The test track. China is developing two separate high-speed maglev systems. In Europe, high-speed rail began during the International Transport Fair in Munich in June 1965, when Dr Öpfering, the director of Deutsche Bundesbahn (German Federal Railways), performed 347 demonstrations at 200 km/h (120 mph) between Munich and Augsburg by DB Class 103 hauled trains. The same year
8787-446: The track. All LGV junctions are grade-separated , the tracks crossing each other using flyovers or tunnels, eliminating crossings on the level. Because TGVs on LGVs travel too fast for their drivers to see and react to traditional lineside signals , an automated system called TVM, " Transmission Voie-Machine " (track-to-train transmission) is used for signalling. Information is transmitted to trains by electrical pulses sent through
8888-541: The way, reducing costs compared to the magnetic levitation train project in Japan, for example, or complete high-speed networks with a different gauge from the surrounding conventional networks, in Spain and Japan, for example. High-speed railway track construction in France has a few key differences from normal railway lines. The radii of curves are larger so that trains can traverse them at higher speeds without increasing
8989-540: The wider rail gauge, and thus standard gauge was adopted for high-speed service. With the sole exceptions of Russia, Finland, and Uzbekistan all high-speed rail lines in the world are still standard gauge, even in countries where the preferred gauge for legacy lines is different. The new service, named Shinkansen (meaning new main line ) would provide a new alignment, 25% wider standard gauge utilising continuously welded rails between Tokyo and Osaka with new rolling stock, designed for 250 km/h (160 mph). However,
9090-629: The world's population, without a single train passenger fatality. (Suicides, passengers falling off the platforms, and industrial accidents have resulted in fatalities.) Since their introduction, Japan's Shinkansen systems have been undergoing constant improvement, not only increasing line speeds. Over a dozen train models have been produced, addressing diverse issues such as tunnel boom noise, vibration, aerodynamic drag , lines with lower patronage ("Mini shinkansen"), earthquake and typhoon safety, braking distance , problems due to snow, and energy consumption (newer trains are twice as energy-efficient as
9191-962: The world's total. In addition to these, many other countries have developed high-speed rail infrastructure to connect major cities, including: Austria , Belgium , Denmark , Finland , Greece , Indonesia , Morocco , the Netherlands , Norway , Poland , Portugal , Russia , Saudi Arabia , Serbia , South Korea , Sweden , Switzerland , Taiwan , Turkey , the United Kingdom , the United States , and Uzbekistan . Only in continental Europe and Asia does high-speed rail cross international borders. High-speed trains mostly operate on standard gauge tracks of continuously welded rail on grade-separated rights of way with large radii . However, certain regions with wider legacy railways , including Russia and Uzbekistan, have sought to develop
9292-470: Was achieved by providing the locomotive and cars with a unique axle system that used one axle set per car end, connected by a Y-bar coupler. Amongst other advantages, the centre of mass was only half as high as usual. This system became famous under the name of Talgo ( Tren Articulado Ligero Goicoechea Oriol ), and for half a century was the main Spanish provider of high-speed trains. In the early 1950s,
9393-530: Was also made about "current harnessing" at high-speed by the pantographs, which was solved 20 years later by the Zébulon TGV 's prototype. With some 45 million people living in the densely populated Tokyo– Osaka corridor, congestion on road and rail became a serious problem after World War II , and the Japanese government began thinking about ways to transport people in and between cities. Because Japan
9494-403: Was extended a further 161 km (100 mi), and further construction has resulted in the network expanding to 2,951 km (1,834 mi) of high speed lines as of 2024, with a further 211 km (131 mi) of extensions currently under construction and due to open in 2031. The cumulative patronage on the entire system since 1964 is over 10 billion, the equivalent of approximately 140% of
9595-535: Was followed by several European countries, initially in Italy with the Direttissima line, followed shortly thereafter by France , Germany , and Spain . Today, much of Europe has an extensive network with numerous international connections. More recent construction since the 21st century has led to China taking a leading role in high-speed rail. As of 2023 , China's HSR network accounted for over two-thirds of
9696-597: Was inaugurated by the TEE Le Capitole between Paris and Toulouse , with specially adapted SNCF Class BB 9200 locomotives hauling classic UIC cars, and a full red livery. It averaged 119 km/h (74 mph) over the 713 km (443 mi). High-speed rail in France France has a large network of high-speed rail lines. As of June 2021, the French high-speed rail network comprises 2,800 km (1,740 mi) of tracks, making it one of
9797-543: Was made of stainless steel and, like the Fliegender Hamburger, was diesel powered, articulated with Jacobs bogies , and could reach 160 km/h (99 mph) as commercial speed. The new service was inaugurated 11 November 1934, traveling between Kansas City and Lincoln , but at a lower speed than the record, on average speed 74 km/h (46 mph). In 1935, the Milwaukee Road introduced
9898-407: Was not only a part of the Shinkansen revolution: the Shinkansen offered high-speed rail travel to the masses. The first Bullet trains had 12 cars and later versions had up to 16, and double-deck trains further increased the capacity. After three years, more than 100 million passengers had used the trains, and the milestone of the first one billion passengers was reached in 1976. In 1972, the line
9999-472: Was resource limited and did not want to import petroleum for security reasons, energy-efficient high-speed rail was an attractive potential solution. Japanese National Railways (JNR) engineers began to study the development of a high-speed regular mass transit service. In 1955, they were present at the Lille 's Electrotechnology Congress in France, and during a 6-month visit, the head engineer of JNR accompanied
10100-402: Was still more than 30 years away. After the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with road traffic at grade crossings, etc. The physical laws were well-known, i.e. if the speed was doubled,
10201-477: Was too heavy for much of the tracks, so Cincinnati Car Company , J. G. Brill and others pioneered lightweight constructions, use of aluminium alloys, and low-level bogies which could operate smoothly at extremely high speeds on rough interurban tracks. Westinghouse and General Electric designed motors compact enough to be mounted on the bogies. From 1930 on, the Red Devils from Cincinnati Car Company and
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