High-speed rail service: Issues for the Detroit-Chicago corridor

Dual-mode propulsion in the form of electro-diesel and battery-electric locomotives is an established concept. Locomotives using these technologies have been in service for many years to provide a ‘last-mile’ capability for freight trains and traction capability when electric power is not available due to system failure or intentionally during engineering work on the infrastructure. In recent times, dual-mode propulsion has extended the range of commuter trains with the introduction of electro-diesel locomotives that operate with third-rail or OHL electric power, or with diesel prime mover. In similar fashion, the range of high speed trains, capable of speeds of 110 mph or greater, can be extended beyond the OHL by adopting dual-mode propulsion. There are three circumstances where dual-mode propulsion of high speed trains is appropriate. The first case is where it is desired to extend high speed rail service now beyond the existing OHL territory in an interim stage while OHL equipment is installed on the route. The second case involves the extension of high speed rail service over an existing route where it not feasible to install OHL equipment. A typical example of the second case is where most of the operation is over an electrified line and the extension is a relatively small proportion of the total trip, possibly involving running over a line that also carries freight trains. The third case is the commencement of high speed rail service on an established line that is not electrified while the line is electrified progressively or completely new electrified line is being constructed. The Paper describes the conceptual design of a dual-mode high speed train that has the capability of operating in electric mode up to 186 mph and in diesel mode up to 110 mph. The train follows contemporary European high speed EMU practice for the electric mode aspect, with the driving cars replaced by driving power tenders (mobile traction power houses). The power tenders input electrical power to the EMU train at the direct current link in the propulsion system. Hotel and auxiliary power is provided by diesel generators mounted underfloor on two EMU cars. For changeover to all-electric propulsion, the power tenders are replaced by driving trailers, which increases the seating capacity of the train. The diesel generator sets are retained in the all-electric mode to provide hotel and auxiliary power and limited input traction power for get-u-home capability in the event of failure of the OHL system.

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Potential Scenarios of Concern for High Speed Rail Operations

2011 Joint Rail Conference ◽

10.1115/jrc2011-56074 ◽

2011 ◽

Author(s):

Michael Carolan ◽

Laura Sullivan

Keyword(s):

United States ◽

High Speed ◽

The United States ◽

Operating Environment ◽

System Safety ◽

High Speed Rail ◽

Protection Measures ◽

Occupant Protection ◽

Starting Point ◽

Rail Service

Currently, multiple operating authorities are proposing the introduction of high-speed rail service in the United States. While high-speed rail service shares a number of basic principles with conventional-speed rail service, the operational requirements on a high-speed rail system are typically more demanding than those for conventional-speed operations. The operating environment will require specialized maintenance and inspection procedures, enhanced protection or grade-separation of highway-rail crossings, effective separation of other rail traffic, and detection of potential hazards along the track to help ensure the safety of the system. With the required implementation of positive train control (PTC) by passenger-carrying rail operators, the frequency and/or severity of several types of railroad accidents can be decreased. While all of these measures will contribute to the overall system safety, incidents that pose a threat to passenger and crew safety may still occur that cannot be prevented through the design of the operating environment alone. It is important to consider these types of incidents when selecting the rail vehicles for use in a particular operation, and include appropriate crashworthiness and occupant protection measures. This paper presents a series of example scenarios of some of the potential hazards that may affect the safe operation of high-speed passenger trains in the United States. These situations are drawn from actual accidents that have occurred in the U.S. and abroad. The scenarios provide a starting point for discussing system safety features, which includes vehicle crashworthiness and occupant protection features. As an operating environment may be designed to limit the likelihood of certain types of incidents from occurring, three different hypothetical high-speed operating environments are discussed in this paper. While the number of potential scenarios varies with each operating environment, in all environments it is important to consider the need for a train’s crashworthiness features to mitigate the consequences of potential incidents.

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Comparative Study of High-Speed Passenger Rail Deployment in Megaregion Corridors: Current Experiences and Future Opportunities

2011 Joint Rail Conference ◽

10.1115/jrc2011-56115 ◽

2011 ◽

Cited By ~ 2

Author(s):

Sevara Melibaeva ◽

Joseph Sussman ◽

Travis P. Dunn

Keyword(s):

High Speed ◽

Long Distance ◽

High Speed Rail ◽

Passenger Rail ◽

International Experiences ◽

Wide Range ◽

The Us ◽

The World ◽

The Impact ◽

Rail Service

Deployment of high-speed passenger rail services has occurred around the world in densely-populated corridors, often with the effect of either creating or enhancing a unified economic “megaregion” agglomeration. This paper will review the technical characteristics of a variety of megaregion corridors, including Japan (Tokyo-Osaka), France (Paris-Lyon), and Germany (Frankfurt-Cologne), and their economic impacts. There are many lessons to be drawn from the deployment and ongoing operation of high-speed passenger rail service in these corridors for other countries now considering similar projects, such as the US and parts of the European Union. First, we will review three international cases, describing the physical development of each corridor as well as its measured impacts on economic development. In each case, the travel time reductions of the high-speed service transformed the economic boundaries of the urban agglomerations, integrating labor and consumer markets, while often simultaneously raising concerns about the balance of growth within the region. Moreover, high-speed travel within the regions has had important implications for the modes and patterns of travel beyond the region, particularly with respect to long-distance air travel. An example is the code-shared rail-air service between DeutscheBahn and Lufthansa in the Frankfurt-Cologne corridor. Next, we will examine the implications of these international experiences for high-speed rail deployment elsewhere in the world, particularly the US and Portugal, one of the EU countries investing in high-speed rail. Issues considered include the suitability of high-speed passenger rail service in existing megaregions as well as the potential for formation of megaregions in other corridors. By understanding the impact of high-speed passenger service on economic growth, labor markets, urban form, and the regional distribution of economic activity, planners can better anticipate and prepare countermeasures for any negative effects of high-speed rail. Examples of countermeasures include complementary investments in urban and regional transit connections and cooperation with airlines and other transportation service operators. High-speed passenger rail represents a substantial investment whose implementation and ultimate success depends on a wide range of factors. Among them is the ability of planners and decision-makers to make a strong case for the sharing of benefits across a broad geography, both within and beyond the megaregion (and potential megaregion) corridors where service is most likely to be provided. This paper provides some useful lessons based on international experiences.

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Assessment of High-Speed Rail Service Coverage in Municipalities of Peninsular Spain

Infrastructures ◽

10.3390/infrastructures5020011 ◽

2020 ◽

Vol 5 (2) ◽

pp. 11 ◽

Cited By ~ 1

Author(s):

José Manuel Naranjo Gómez ◽

Rui Alexandre Castanho ◽

José Cabezas Fernández ◽

Luís Carlos Loures

Keyword(s):

Catchment Area ◽

High Speed ◽

Interaction Model ◽

Application Framework ◽

High Speed Rail ◽

High Speed Railway ◽

Service Coverage ◽

Almost All ◽

Rail Service ◽

Peninsular Spain

The Spanish transportation and housing infrastructure plan has planned that in 2024 all provincial capitals in peninsular Spain are to be connected by high-speed rail lines. Nowadays, 35 stations are already operational. These stations and the roads to access them are very important, as these are the only access points for travelers to benefit from the high railway speed. The goal of this study is to evaluate the railway coverage of high-speed services in Spanish peninsular municipalities in 2018 and planned for 2024. A methodology and research tools related to accessibility from municipalities to stations have been used, based on Geographic information Systems. An interaction model was used based on the floating catchment area in three steps. The resulting thematic maps and the analysis of the number of municipalities and the resident population is based on the degree of coverage in 2018. Likewise, in 2024 almost all of the municipalities are planned to have high high-speed railway coverage, these being the most densely populated. The analysis allowed us to present a detailed view of the problem; a methodology and a specific application framework are offered to make the high-speed rail services in Spain more equitable.

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When is High-Speed Rail Fast Enough?

2010 Joint Rail Conference, Volume 2 ◽

10.1115/jrc2010-36105 ◽

2010 ◽

Author(s):

Kenneth G. Sislak

Keyword(s):

United States ◽

High Speed ◽

Cost Effective ◽

The United States ◽

High Speed Rail ◽

Hampton Roads ◽

Capital Costs ◽

Passenger Rail ◽

Rail Service

The vision for high-speed rail in America includes corridors that are “emerging” as candidates for investment in passenger rail service improvements including increasing maximum authorized speeds to 90 and 110 mph. Will increasing speeds up to 110 mph be cost effective in terms of attracting new riders? This paper will explore the results of studies examining incremental capital costs and the marginal ridership and revenue increases in the Richmond – Hampton Roads passenger rail project and other current emerging high-speed rail corridors throughout the United States.

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