High Speed Bullet Train

High-speed rail is a type of passenger rail transport that operates significantly faster than the normal speed of rail traffic. Specific definitions include 200 km/h (124 mph) and faster — depending on whether the track is upgraded or new — by the European Union, and above 90 mph (145 km/h) by the United States Federal Railroad Administration, but there is no single standard, and lower speeds can be required by local constraints. While high-speed rail is designed for passenger travel, some high speed systems offer also some kind of freight service. For instance, the French mail service La Poste owns a few special TGV trains for carrying postal freight.

Rationale

In both Japan and France the initial impetus for the introduction of high speed rail was the need for additional capacity to meet increasing demand for passenger rail travel. By the mid-1950s, the Tōkaidō Main Line in Japan was operating at full capacity, and construction of the first segment of the Tōkaidō Shinkansen between Tokyo and Osaka started in 1959. The Tōkaidō Shinkansen opened on October 1, 1964, in time for the Tokyo Olympics. The situation for the first line in Japan was different than the subsequent lines. The route was already so densely populated and rail oriented that highway development would be extremely costly, and that one single line between Tokyo and Osaka could bring service to over half the nation's population, in 1959 that was nearly 45 million people, today well over 65 million. The Tokaido Shinkansen line is the most heavily traveled high speed line in the world, and still transports more passengers than all other high speed rail lines in the world combined, including in Japan. The subsequent lines in Japan had rationale more similar to situations in Europe. In France the main line between Paris and Lyon was projected to run out of capacity by 1970, so it was decided to build a new line. In both cases the choice to build a completely separate passenger-only line allowed for the much straighter higher speed lines. The dramatically reduced travel times on both lines bringing cities within three hours of one another caused explosions in ridership. It was the commercial success of both lines that inspired those countries and their economies to expand or start high speed rail networks. In the United States the decades after World War II, improvements in automobiles and aircraft, severe antitrust restrictions on railroads, and government subsidization of highways and airports made those means practical for a greater portion of the population than previously. In Europe and Japan, emphasis was given to rebuilding the railways after the war. In the United States, emphasis was given to building a huge national interstate highway system and airports. Urban mass transport systems in the United States were largely eschewed in favor of road expansion. The U.S. railways have been less competitive partly because the government has tended to favour road and air transportation more than in Japan and European countries, and partly because of lower population density in the United States, but as energy costs increase, rail ridership is increasing across the country. Travel by rail becomes more competitive in areas of higher population density or where gasoline is expensive, because conventional trains are more fuel efficient than cars . Very few high-speed trains consume diesel or other fossil fuels but the power stations that provide electric trains with power can consume fossil fuels. In Japan and France, where the most extensive high speed rail networks exist, a large proportion of electricity comes from nuclear power. Even using electricity generated from coal or oil, trains are more fuel efficient per passenger per kilometer traveled than the typical automobile because of efficiencies of scale in generator technology. Rail networks, like highways, require large fixed capital investments and thus require a blend of high density and government investment to be competitive against existing capital infrastructure for aircraft and automobiles. Urban density and mass transit have been key factors in the success of European and Japanese railway transport, especially in countries such as the Netherlands, Belgium, Germany, Switzerland, Spain and France.

Technology

Much of the technology behind high-speed rail is an improved application of mature standard gauge rail technology using overhead electrification. By building a new rail infrastructure with 20th century engineering, including elimination of constrictions such as roadway at-grade (level) crossings, frequent stops, a succession of curves and reverse curves, and not sharing the right-of-way with freight or slower passenger trains, higher speeds (250–320 km/h) are maintained. Total cost of ownership of HSR systems is generally lower than the total costs of competing alternatives (new highway or air capacity). Japanese systems are often more expensive than their counterparts but more comprehensive because they have their own dedicated elevated guideway, no traffic crossings, and disaster monitoring systems. Despite this, the lion's share of the Japanese system's cost is related to boring tunnels through mountains, as was in Taiwan. Recent advances in wheeled trains in the last few decades have pushed the speed limits past 400 km/h, among the advances being tilting trainsets, aerodynamic designs (to reduce drag, lift, and noise), air brakes, regenerative braking, stronger engines, dynamic weight shifting, etc. Some of the advances were to fix problems, like the Eschede disaster. The record speed for a wheeled electric train is 574.8 km/h is held by a shortened TGV train and long straight highly modified track. The record speed for an unmodified commercial trainset is 403.7 km/h, held by the Velaro E. European high-speed routes typically combine segments on new track, where the train runs at full commercial speed, with some sections of older track on the extremities of the route, near cities. In France, the cost of construction (which was €10 million/km (US$15.1 million/km) for LGV Est) is minimized by adopting steeper grades rather than building tunnels and viaducts. However, in mountainous Switzerland, tunnels are inevitable. Because the lines are dedicated to passengers, gradients of 3.5%, rather than the previous maximum of 1–1.5% for mixed traffic, are used. Possibly more expensive land is acquired in order to build straighter lines which minimize line construction as well as operating and maintenance costs. In other countries high-speed rail was built without those economies so that the railway can also support other traffic, such as freight. Experience has shown however, that trains of significantly different speeds cause massive decreases of line capacity. As a result, mixed-traffic lines are usually reserved for high-speed passenger trains during the daytime, while freight trains go at night. In some cases, nighttime high-speed trains are even diverted to lower speed lines in favor of freight traffic.

Magnetic Levitation Train (Maglev) Transport

A maglev, or magnetically levitating train is a form of transportation that suspends, guides and propels vehicles (predominantly trains) using electromagnetic force. This method has the potential to be faster and quieter than wheeled mass transit systems, potentially reaching velocities comparable to turboprop and jet aircraft (900 km/h, 600 mph). The highest recorded speed of a maglev train is 581 km/h (361 mph), achieved in Japan in 2003, 6 km/h faster than the conventional TGV speed record.

Maglev Commercial operation

The first commercial Maglev "people-mover" was officially opened in 1984 in Birmingham, England. It operated on an elevated 600-metre (1,969 ft) section of monorail track between Birmingham International Airport and Birmingham International railway station. It ran at 42 km/h (26 mph) until the system was eventually closed in 1995 due to reliability and design problems. The best-known high-speed maglev currently operating commercially is the IOS (initial operating segment) demonstration line of the German built Transrapid train that can transports people 30 km (18.6 miles) in just 7 minutes 20 seconds, achieving a top velocity of 431 km/h (268 mph), averaging 250 km/h (150 mph). Other commercially operating lines exist in Japan, such as the Linimo line. Maglev projects worldwide are being studied for feasibility. In Japan at the Yamanashi test track, current maglev train technology is mature, but costs and problems remain a barrier to development, alternative technologies are being developed to address those issues.

Maglev Technology

All operational implementations of maglev technology have had minimal overlap with wheeled train technology and have not been compatible with conventional rail tracks. Because they cannot share existing infrastructure, maglevs must be designed as complete transportation systems. The term "maglev" refers not only to the vehicles, but to the railway system as well, specifically designed for magnetic levitation and propulsion. There are two primary types of maglev technology:

Electromagnetic suspension (EMS) uses the attractive magnetic force of a magnet beneath a rail to lift the train up.

Electrodynamics suspension (EDS) uses a repulsive force between two magnetic fields to push the train away from the rail.

Another experimental technology, which was designed, proven mathematically, peer reviewed, and patented, but is yet to be built, is the magnetodynamic suspension (MDS), which uses the attractive magnetic force of a permanent magnet array near a steel track to lift the train and hold it in place.

Electromagnetic Suspension In current EMS systems, the train levitates above a steel rail while electromagnets, attached to the train, are oriented toward the rail from below. The electromagnets use feedback control to maintain a train at a constant distance from the track, at approximately 15 millimeters (0.6 in). Electrodynamics Suspension EDS Maglev Propulsion via propulsion coilsIn Electrodynamics suspension (EDS), both the rail and the train exert a magnetic field, and the train is levitated by the repulsive force between these magnetic fields. The magnetic field in the train is produced by either electromagnets (as in JR-Maglev) or by an array of permanent magnets (as in Inductrack). The repulsive force in the track is created by an induced magnetic field in wires or other conducting strips in the track. At slow speeds, the current induced in these coils and the resultant magnetic flux is not large enough to support the weight of the train. For this reason the train must have wheels or some other form of landing gear to support the train until it reaches a speed that can sustain levitation. Propulsion coils on the guideway are used to exert a force on the magnets in the train and make the train move forward. The propulsion coils that exert a force on the train are effectively a linear motor: An alternating current flowing through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of the alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and the applied field create a force moving the train forward. Propulsion An EMS system can provide both levitation and propulsion using an onboard linear motor. EDS systems can only levitate the train using the magnets onboard, not propel it forward. As such, vehicles need some other technology for propulsion. A linear motor (propulsion coils) mounted in the track is one solution. Over long distances where the cost of propulsion coils could be prohibitive, a propeller or jet engine could be used. Stability Earnshaw's theorem shows that any combination of static magnets cannot be in a stable equilibrium. However, the various levitation systems achieve stable levitation by violating the assumptions of Earnshaw's theorem. Earnshaw's theorem assumes that the magnets are static and unchanging in field strength and that permeability is constant everywhere. EMS systems rely on active electronic stabilization. Such systems constantly measure the bearing distance and adjust the electromagnet current accordingly. All EDS systems are moving systems (no EDS system can levitate the train unless it is in motion). Because Maglev vehicles essentially fly, stabilization of pitch, roll and yaw is required by magnetic technology. In addition translations, surge (forward and backward motions), sway (sideways motion) or heave (up and down motions) can be problematic with some technologies.

Hydrail - Hydrogen Railway Trains (prior September 2007)

Hydrail is a term used to describe the new breed of hydrogen railway trains. Much focus has been given lately to hydrogen cars and other vehicles, but little light has been shown on the emerging hydrail field. Hydrogen trains pack the promise of clean propulsion, fewer emissions and less dependency upon fossil fuel (excavation of coal and oil). One of the most compelling arguments for adopting hydrogen trains rapidly is that a vast hydrogen distribution network will not have to be built anywhere near the scale that it will have to be built for hydrogen cars. The decreased mobility of a train as compared to a car will be an advantage in delivering hydrogen to just a few key refueling points along the rail line. Trains don't drive off-road or in complicated city streets and alleys like cars do, so this is an inherent advantage of hydrail. It's true that hydrogen trains are not quite here yet, but the future looks bright. So bright in fact, that the light you see at the end of the tunnel, may one day just be a hydrogen train. Benefits of Hydrogen Trains Trains have been for generations the main transport for crucial goods. Tracks spanned the landscape and during WWI and WWII, helped to mobilize nations. Although the glory days of trains have faded there is a new resurgence of interest in trains, especially those powered by hydrogen. This interest is sweeping the world. The potential for hydrogen power is largely untapped, with only a handful of vehicles and contrivances currently on the market. Hydrogen trains, or hydrail as some are calling it, have the potential to provide benefits to the environment and, once setup, are economical to operate. The Hydrogen Train, Hop on Board Farsighted entities from local governments to nations have been exploring the potential of hydrogen trains. For example, in North Carolina, there is a campaign to fund and promote the use of hydrogen trains. The Department of Commerce is sponsoring an initiative to make the technology accessible and feasible. In Denmark, there is a full-scale push to establish a working hydrogen train system as part of their efforts to convert to renewable fuels. The Danes are aggressively promoting the development of the hydrail system, with an eye on being the first in Europe to do so. The Railway Technical Research Institute is also racing ahead with aggressive plans to put a hydrogen fuel cell train on the tracks by 2010. Why Not, Indeed? Not only are hydrogen trains more environmentally friendly than others, the byproduct is water, and there are other practical reasons to pursue this technology for trains.

Hydrogen is renewable

Reduces the need for fossil fuels

Economical

Hydrogen will allow communities to be independent from foreign fuels. The ability to manufacture and utilize available resources is practical on many levels, socially, economically and politically. Socially, there can be a great sense of pride knowing that that a community is free from the dependence inherent in fossil fuels, and in knowing that the community is resourceful and proactive in addressing the eminent issues of global warming and diminishing resources. Economically, entities that invest now in the technologies to manufacture and to establish the infrastructure for hydrogen trains, will realize savings on fuel costs for generations. Politically, reducing dependence on foreign oil will go a long way to diminishing the conflict inherent in the manufacture and distribution of fossil fuels. Also, offering clean air to constituents is a popular platform for many politicians. The first hydrogen trains in the hydrail industry have been used successfully in mining operations. Since hydrail wouldn't need a vast hydrogen infrastructure built around it as is required of the automotive industry, hydrogen-powered trains make sense. Japan is also moving forward in building and promoting commuter hydrogen trains. Of note is East Japan Railway (JR East), which has just demonstrated the world's first commuter hydrogen hybrid train. This train will replace both diesel and electric trains in the area which travel to remote regions. The JR East New Energy Train boasts two 65kw PEM fuel cells and two 95kw electric motors. Regenerative braking recharges the lithium-ion battery pack. JR East has been competing with Tokyo's Railway Technical Research Institute (RTRI) for bringing Japan's first hydrogen commuter train to market. The New Energy Train is supposed to go live for commuters in the second quarter of 2007. Isn't it time you got started and hopped aboard the hydrogen train? If not now, you'll be hopping aboard just a few years from now.

Taking it One Step Further - Hydrogen Bullet Train

With the success of the Japanese Hydrail roll out last year, the first Hydrail to be constructed and operational in the world, the rush to redesign and re-engineer high speed 'bullet' train fitted with hydrogen fuel cell is apparent. The investment needed to stimulate such an interest, the race towards being the first in the line of innovative and pioneering product, is to land on receiving a concession award - a concession award from a regional government to build this Hydrogen Bullet Train, anywhere in the world. This is where PROJECT INDONESIA INITIATIVE is where innovative and pioneering entrepreneurs have the opportunity to propose their products and/or solutions to make their dreams come true. The INITIATIVE provide the impetus where new ideas and R&D products, particularly in the clean, green, renewable and sustainable solutions, can step out and be able to be introduced into the market place with the backing and support of the public-private partnership collaboration of Caedz, LLC and the Indonesian Government. The INITIATIVE provide businesses and entreprenuers from around the world access to a large captured market (44 million consumers) to realize qualified new, innovative and bleeding edge solutions into the real world, not only the Indonesian market but globally quickly. Interestingly enough, such a hydrgen operated high speed railway technology is already available. The INITIATIVE provide the site and the governmental approval and clearance to deploy, test, construct and operate an integrated hydrogen operated high speed train system.