Necessities For Future High Speed Rolling Stock

World High Speed Rolling Stock 20 Oct.
2009
Tractive Max.Tr. Max.Op. Weight of the Power weight Max.Axle Train Train Seats
Number of Year in Power Acceleratio Signaling
Country Company Class Train set Formula Features Effort Speed Speed Voltage train ratio Load length width Suppliers Observations
train sets Service [kW] n[m/s2] 1st class 2nd class Total systems
[kN] [km/h] [km/h] [t] [kW/t] [t] [m] [mm]
M: Motor Coach, C: Concentrated Succeeded company is

Current Loaded
T: Trailer Coach, powered, Train sets For shown in case of original
Maximum Maximum (planned) (Calculated from For 3 classes train, 1st and 2nd classes are
L: Locomotive, A: Articulated, currently used Unloaded Loaded Passenger company disappeared.
acceleration train speed operation the data on this included in '1st class'
MB: Motor Bogie, T: Tilting, and planned car Some subsidary comapanies
speed table)
TB: Trailer Bogie D: Double Decker are neglected.
3kV
wikimedia
Czech CD 680 4M3T T 7 2003- 3920 200 230 200 15KV16.7Hz 385 9.5 184.4 2800 105 228 333 LS, LZB/PZB Alstom
commons
25kV50Hz
wikimedia
Finland VR Sm3 4M2T T 18 1995- 4000 163 0.5 220 220 25kV50Hz 328 11.5 14.3 159 3200 47 238(+2) 285(+2) EBICAB900 Alstom Broad gauge (1524)
commons
No. 3001-
2L18T 0.75kV
France, Eurostar Eurostar, 31 394 206 544 750 TVM/KVB,TB 18 cars: SNCF 16, BR 11, SNCB 4; 14 cars: NoL 7
2L14T C, A 1993- 12200 300 300 3kV 752 15.0 17 2814 Alstom
Belgium, UK SNCF TGV TMST tric. 7 320 114 444 558 L,AWS/TPWS 27 sets (18-car): Eurostar, others: French domestic use
(+ 2MB) 25kV50Hz
7 sets (14-car): French domestic use
France,
1.5kV TVM/KVB,
Belgium, No. 4531-4540, owned by SNCF
Thalys Thalys PBA 2L8T C, A 9 1996- 8800 320 300 3kV 385 21.2 17 200 2904 120 257 377 TBL,ATB, Alstom
Germany, Same series as TGV Réseau (tric.)
25kV50Hz ETCS
Netherlands
France, 1.5kV TVM/KVB,
Belgium, 3kV TBL/TBL2, No.4301-4346
Thalys Thalys PBKA 2L8T C, A 17 1996- 8800 320 300 385 21.2 17 200 2904 120 257 377 Alstom
Germany, 15kV16.7Hz ATB,PZB/LZB Owned by SNCF 6, NS 2, SNCB 7, DB 2
Netherlands 25kV50Hz ,ETCS
No. 1-102
2L8T 1.5kV 110 240 350
France SNCF TGV PSE (bic.) C, A 98 1978- 6400 300 300 385 15.5 17 200 2814 TVM/KVB Alstom No38 -> TGV Postal, No88 -> tri-current, No99 was abandoned, No70 was
(+ 2MB) 25KV50Hz 69 276 345
abandoned after the accident at Voiron
1.5kV No. 110-118

France, TGV PSE (tric.) 2L8T TVM/KVB,ZU
SNCF, SBB C, A 9 1978- 6400 270 270 15kV16.7Hz 385 15.5 17 200 2814 110 248 358 Alstom No 9 <- bi-current set
Switzerland Lyria (+ 2MB) B
25kV50Hz No 112, 114: SBB
No.901-907
2L8T C, A 1.5kV
France SNCF TGV Postal 3.5 1978- 6400 270 270 385 17 200 2904 N/A N/A N/A TVM/KVB Alstom 5 half sets are alternative for maintenance
(+ 2MB) Postal 25KV50Hz
2 additional half sets will come from PSE 38
No.301-405
1.5kV
France SNCF TGV Atlantique 2L10T C, A 105 1988- 8800 300 300 435 18.6 17 237 2904 116 364 480 TVM/KVB Alstom Renovating by Lacroix to 455 places(105+350)
25kV50Hz
TVM430 is installed from No 386 to No 405
No.501-553, 19 sets are converted to POS and Duplex Réseau, 3sets are
1.5kV, added from Réseau tric.
France SNCF TGV Réseau (bic.) 2L8T C, A 33 1993- 8800 320 320 383 21.3 17 200 2904 118 257 375 TVM/KVB Alstom
25kV50Hz No 502 was abandoned after the accident at Bierne Renovating by Lacroix to
355 places(105+252)
1.5kV
TVM/KVB,TB No. 4501-4530, 3 sets are converted to Réseau bi.
France SNCF TGV Réseau (tric.) 2L8T C, A 26 1993- 8800 320 320 3kV 383 21.3 17 200 2904 118 257 375 Alstom
L,SCMT 4507-30: suited for Belgium(TBL), 4501-06: suited for Italy(SCMT)
25kV50Hz
1.5kV
France SNCF TGV Duplex 2L8T C, A, D 89 1996- 8800 320 320 380 20.9 17 200 2896 182 330 512 TVM/KVB Alstom No.201-289
25kV50Hz
1.5kV
No.601-619
France SNCF TGV Réseau Duplex 2L8T C, A, D 19 2006- 8800 320 320 25kV50Hz 380 20.9 17 200 2896 182 330 512 TVM/KVB Alstom
613-615: tri-voltage(+15kV16.7Hz)
(15kV16.7Hz)
1.5kV TVM/KVB,PZ
France, No. 4401-4419
SNCF, SBB TGV POS 2L8T C, A 19 2006- 9280 320 320 15kV16.7Hz 383 22.5 17 200 2904 105 252 357 B/LZB,SUB,E Alstom
Switzerland 4406: SBB
25kV50Hz TCS
TGV Duplex Dasye 16 1.5kV TVM/KVB,ET

France SNCF 2L8T C, A, D 2009- 9280 320 320 380 22.0 17 200 2896 182 330 512 Alstom No.701-724
(bic.) (24) 25kV50Hz CS
1.5kV TVM/KVB,PZ
TGV Duplex Dasye
France SNCF 2L8T C, A, D (28) (2009-) 9280 320 320 15kV16.7Hz 380 22.0 17 200 2896 182 330 512 B/LZB,SUB,E Alstom No.725-752
(tric.)
25kV50Hz TCS
1.5kV TVM/KVB,PZ
TGV Duplex
France SNCF 2L8T C, A, D (55) (2010-) 9280 320 320 15kV16.7Hz 380 22.0 17 200 182 330 512 B/LZB,SUB,E Alstom No.4701-4730, 801-825
RGV2N2
25kV50Hz TCS
1.5kV
C, A TVM/KVB,TB
France SNCF IRIS320 2L8T 1 1993- 8800 320 320 3kV 200 2904 N/A N/A N/A Alstom TGV Réseau (tric.) 4530
Inspection L,SCMT
25kV50Hz
sets have 197/506 seats after modernisation (which is completed now); 1

LZB/PZB,ZU Siemens
Germany DB AG 401(ICE1) 2L12T C 59 1991- 9600 400 280 280 15kV16.7Hz 782 11.5 19.5 358 3020 197 506 703 was abandoned by Eschede accident. 19 sets also suited for traffic to
B Bombardier
Switzerland (ZUB installed)
Siemens
Germany DB AG 402(ICE2) 1L7T C 44 1996- 4800 200 280 280 15kV16.7 Hz 410 10.9 19.5 205 3020 105 263 368 LZB/PZB Passenger car consists of 6 coaches and driving trailer.
Bombardier
Siemens
Germany DB AG 403(ICE3) 4M4T 50 2000- 8000 300 330 300 15kV16.7 Hz 409 18.0 16 200 2950 98 331 429 LZB/PZB Last 13 delivered from 2005 (with 98/344 seats)
Bombardier
1.5kV
3kV
Germany DB AG 407(ICE3) 4M4T (15) (2011-) 8000 320 200 2950 444 Siemens
15kV16.7Hz
25kV50Hz
1.5kV
4 sets belong to NS.
Germany, DB AG, 330 3kV LZB/PZB, Siemens
406(ICE3M) 4M4T 11 2000- 8000 300 300 435 17.1 16 200 2950 93 326 419 For Frankfurt-Brussels/Amsterdam and Basle-Amsterdam. 3500kW and
Netherlands NS 220(DC) 15kV16.7Hz ATB,TBL Bombardier
220km/h under DC
25kV50Hz
1.5kV
LZB/PZB,
330 3kV Siemens
Germany DB AG 406(ICE3MF) 4M4T 6 2000- 8000 300 320 435 17.1 16 200 2950 91 322 413 ATB,TBL, For Frankfurt-Paris (2007).
220(DC) 15kV16.7Hz Bombardier
TVM/KVB
25kV50Hz
Siemens
Germany, DB AG, 411(ICE-T) DB LZB/PZB,ZU 2 were sold from DB to ÖBB (class 4011). 5 sets with ZUB are suited for
4M3T T 32 2000- 4000 200 230 230 15kV16.7 Hz 350 10.6 15 185 2850 53 304 357 Bombardier
Austria ÖBB 4011(ICE-T) ÖBB B operation in Switzerland.
Alstom
Siemens
Germany DB AG 411(ICE-T2) 4M3T T 28 2005- 4000 200 230 230 15kV16.7 Hz 350 10.5 15 185 2850 55 321 376 LZB/PZB Bombardier Additional ICE-T trainsets (named ICE-T2) with more seating capacity
Alstom
Siemens
LZB/PZB,ZU
Germany DB AG 415(ICE-T) 3M2T T 10 1999- 3000 150 230 230 15kV16.7 Hz 273 10.2 15 133 2850 41 209 250 Bombardier Similar to class 411, 5 are suited for operation in Switzerland.
B
Alstom
Siemens
LZB/PZB,
Germany DB AG 605(ICE-TD) 4M T 10 2001- 2240 160 200 200 Diesel 200 10.4 106 2850 195 Bombardier 5 were suited for operation in Denmark.
ZUB
Alstom
wikimedia C
Germany DB AG ICE-S 2L1T 1 2006- 9600 280 280 15kV16.7 Hz 211 120.3 2856 N/A N/A N/A LZB/PZB Siemens
commons Inspection
UIC High Speed

World High Speed Rolling Stock 20 Oct. 2009
12.5
Italy Trenitalia ETR450 8M1T T 14 1988- 5000 250 250 3kV 435 10.7 233.9 2750 170 220 390 SCMT/BACC Alstom 15 train sets were produced.
(unloaded)
13.5
Italy Trenitalia ETR460 6M3T T 10 1995- 5880 207 250 250 3kV 445 12.2 237 2800 139 341 480 SCMT/BACC Alstom
(unloaded)
Italy, 3kV SCMT/BACC,

Cisalpino ETR470 6M3T T 9 1996- 5880 200 200 460 11.8 15.1 236.6 2800 151 324 475 Alstom
Switzerland 15KV16.7Hz ZUB
3kV 13.5
Italy Trenitalia ETR480 6M3T T 15 1997- 5880 250 250 422 12.8 237 2800 139 341 480 SCMT/BACC Alstom
25kV50Hz (unloaded)
Ansaldobreda
3kV SCMT/BACC
Italy Trenitalia ETR500 2L12T C 59 1995- 8800 400 300 300 640(loaded) 13.8 17 354 2860 39+156 476 671 Alstom 3 classes
25kV50Hz ETCS
Bonbardier
10 3kV SCMT/BACCE
Italy Trenitalia ETR600 4M3T T 2008- 5600 0.48 250 250 443(loaded) 12.6 17 187.4 2830 432 Alstom
(+2) 25kV50Hz TCS
3kV SCMT/BACC,
Italy,
Cisalpino ETR610 4M3T T 14 5600 0.48 250 250 15KV16.7Hz 450(loaded) 12.4 17 187.4 2830 431 LZB/PZB,ZU Alstom
Switzerland
25kV50Hz B,ETCS
EMU-11 3kV Approx

Italy NTV AGV A (25) (2011-) 8640 300 300 22.6 200 2900 Alstom
(6MB6TB) 25kV50Hz 500
Ansaldobreda
C 3kV SCMT/BACC
Italy RFI "Epsilon" 2L8T 2 2008- 8800 300 300 17 249 2860 N/A N/A N/A Alstom Based on ETR500
Inspection 25kV50Hz ETCS
Bonbardier
1.5kV
Netherlands NS Hispeed ATB,TBL,LZB
V250 4M4T (19) (2010-) 5500 300 0.58 250 250 3kV 423 11.8 17 200.9 2870 127 419 546 Ansaldobreda NS Hispeed:16 sets, SNCB 3 sets
Belgium SNCB ,ETCS
25kV50Hz
Norway Flytoget BM71 3M 16 1997- 1950 210 210 15KV16.7Hz 158 11.4 82.1 3048 0 168 168 EBICAB700 Bombardier An intermediate car is being introduced for all sets.
203
Norway NSB BM73 4M T 22 1999- 1950 210 210 15KV16.7Hz 212 8.5 16.5 108 3048 EBICAB700 Bombardier "Signatur"
246
Broad gauge (1668)

Portugal CP CPA4000 4M2T T 10 1999- 3920 210 220 220 25kV50Hz 299 12.1 14.4 158.9 2920 96 205 299 +2hp EBICAB700 Alstom
Loading gauge according to CP requirements
Karelian 3kV
Russia, Finland (Pendolino) 4M3T T (4) (2009-) 5500 226 220 220 409(Loaded) 13.4 17 184.8 3200 42+6 304 352+2hp Alstom Broad gauge (1522)
Railways 25kV50Hz
Russia RZD ER200 8M2T 2 1974- 7680 200 200 3kV 557.4 12.8 260 3130 544 RVR Broad gauge (1520)
(3) 3kV Broad gauge (1520)

Russia RZD (Velaro) 4M6T 2009- 8000 300 250 678(Loaded) 11.8 18.3 250 3265 604 Siemens
(5) 25kV50Hz 3 sets for 3kV, 5 sets for 3kV and 25kV50Hz
wikimedia SCMT/BACC,
Slovenia SZ ETR310 2M1T T 3 2002- 1980 200 200 3kV 14.8 81.2 2800 30 136 166 Alstom
commons PZB
Renfe 3kV "AVE"

Spain S100 2L8T C, A 18 1992- 8800 220 300 300 392 21.0 17.2 200.15 2904 38+78 213(+2hp) 329(+2hp) ASFA/LZB Alstom
Operadora 25kV50Hz 3 classes
"Euromed"
wikimedia Renfe ASFA/EBICA
Spain S101 2L8T C, A 6 1996- 5400 200 200 3kV 392 12.9 17.2 200.15 2904 112 202(+2hp) 316(+2hp) Alstom Gauge 1668
commons Operadora B900
Converted to standard gauge are planned.
Renfe ASFA/LZB/ET Talgo "AVE"

Spain S102 2L12T C, A, T 16 2005- 8000 330 300 25kV50Hz 324 22.9 17 200.244 2960 45+78 196+2 319(+2hp)
Operadora CS Bombardier 3 classes
Renfe 16 ASFA/LZB/ET "AVE"

Spain S103 4M4T 2007- 8800 283 350 300 25kV50Hz 439 18.7 <17 200 2950 37+103 264(+2hp) 404(+2hp) Siemens
Operadora (+10) CS 3 classes
Renfe ASFA/LZB/ET CAF

Spain S104 4M 20 2005- 4000 212 0.72 250 250 25kV50Hz 222 16.6 17 107.1 2920 30 206(+1hp) 236(+1hp) "Avant"
Operadora CS Alstom
Renfe 10 ASFA/LZB/ET Talgo

Spain S112 2L12T C, A, T 2008- 8000 330 300 25kV50Hz 17 200.244 2960 346(+2hp) Similar to S102 but capacity is increased.
Operadora (+20) CS Bombardier
Renfe ASFA/LZB/ET
Spain S114 4M (13) (2009-) 4000 212 0.74 250 250 25kV50Hz 248 15.0 16 107.9 2830 N/A 236(+1hp) 236(+1hp) Alstom "Avant"
Operadora CS
CAF
Renfe 4000 250 250 3kV ASFA/LZB/ET "Alvia"
Spain S120 4M 28 2006- 150 0.52 256 14.5 16.2 107.3 2920 82(+1hp) 156 238(+1hp) Alstom
Operadora (2700) 220(DC) 220(DC) 25kV50Hz CS Dual gauge (1668,1435)
Bombardier
Renfe 250 250 3kV ASFA/LZB/ET CAF "Avant"

Spain S121 4M (29) 2009- 4800 0.68 252 17.5 107.4 2920 N/A 280(+1hp) 280(+1hp)
Operadora 220(DC) 220(DC) 25kV50Hz CS Alstom Dual gauge (1668,1435)
ASFA/LZB/EB
Renfe 34 4800 250 250 3kV Talgo "Alvia"
Spain S130 2L11T C, A, T 2007- 18 185.2 2960 62(+1hp) 236 298(+1hp) ICAB900/ETC
Operadora (+9) (4000) 220(DC) 220(DC) 25kV50Hz Bombardier Dual gauge (1668,1435)
S
Renfe "Alaris"
Spain S490 2M1T T 10 1999- 2200 130 220 220 3kV 159 12.8 16 3282 49 111 160(+1hp) ASFA Alstom
Operadora Broad gauge (1668)
wikimedia C,A,T ASFA Talgo

Spain ADIF A330 2L3T 1 2007- 330 25kV50Hz 190 82 2960 N/A N/A N/A
commons Inspection ETCS Bombardier
1L5T 7 140 48 261(+2hp)

Sweden SJ X2(X2000) C, T 1990- 3260 160 200 200 15kV16.7Hz 360(6T) 8.5 18.5 3080 213 EBICAB700 Bombardier
1L6T 36 165 96 309(+2hp)
UIC High Speed

2M 16 1600 140 55.1 180 180

Sweden SJ X40 D 2005- 0.64 200 200 15kV16.7Hz 10.4 2960 0 EBICAB700 Alstom
3M 27 2400 205 81.5 288 288
Arlanda
Sweden X3 2M2T 7 1999- 2240 200 200 15kV16.7Hz 193 10.8 93.4 3063 0 190 190 EBICAB700 Alstom
Express
Bombardier
Switzerland SBB RABDe500(ICN) 4M3T T 44 2000- 5200 210 220 200 15kV16.7Hz 355 13.3 188 2830 125 326 451 ZUB
Alstom
2L7T 200 200 197 FGW:First Great Western, NEEC:National Express East Coast, EM: East
UK FGW,NEEC,EM IC125 C 80 1976- 3360 Diesel 383(2L7T) 2740 AWS/TPWS
2L8T (125mph) (125mph) 220 Midland
National
225 200
UK Express East IC225 1L9T C 30 1989- 4350 25kV50Hz 226 2740 AWS/TPWS
(140mph) (125mph)
Coast
"Adelante"
GC,HT,NEEC,N 200 200
UK 180 5M 13 2000- 2800 Diesel 252.5 10.2 116.5 2730 42 226 268 AWS/TPWS Alstom GC: Grand Central, HT: Hull Trains, NEEC:National Express East Coast, NR:
R (125mph) (125mph)
Northern Rail
wikimedia 200 200

UK Cross Country 220 4M 34 2001- 2200 Diesel 185.6 11.0 93.34 2730 26 162 188 AWS/TPWS Bombardier "Voyger"
commons (125mph) (125mph)
Cross Country, 4M 4 2800(5 200 200 227(4M) 93.3(4M) 162(4M) 188(4M)

UK 221 T 2002- Diesel 9.2 2730 26 AWS/TPWS Bombardier "Super Voyger"
Virgin 5M 40 M) (125mph) (125mph) 282.8(5M) 116.2(5M) 224(5M) 250(5M)
East Midlands 4M 4
3920(7 200 200
UK Trains, Hull 222 5M 17 2004- Diesel 161.8(7M) 2730 106 236 342 AWS/TPWS Bombardier "Meridian"
M) (125mph) (125mph)
Trains 7M 6
52 225 200 458 Decided to increasing train length to 11 car for 31 train sets and creation of
UK Virgin 390 6M3T T 2002- 5500 204 25KV50Hz 12.0 16.1 217 2730 145 294 439 AWS/TPWS Alstom
(+4) (140mph) (125mph) (loaded) 4 new 11 car trainsets.
11
0.75KV TVM/KVB
UK Southeastern 395 4M2T (29) (2009-) 3360 0.7 225 225 (unloaded, 121.8 2810 0 348 348 Hitachi Already introduced to preview service.
25kV50Hz AWS/TPWS
Avg.)
40 As for the number of seats, outside the parenthesis is for the fixed seats,
CRH1A 5M3T 213.5
China CR (+20 by 2007- 5500 320 200 200 25kV50Hz 421 11.6 16 3328 144(128) 524(483) 668(611) CTCS 2 Bombardier Sifang Power inside the parenthesis is for the rotatable seats.
CRH1B 10M6T 426
2010) Additional 20 sets are 16-car formula.
400+16
13 cars are 1st class sleeping cars(1 car is special 1st class sleeping), 2 cars
China CR CRH1E 10M6T (20 by 2010) (2009-) 13500 0.6 250 250 25kV50Hz 859 15.0 16.5 429 (Sleeping 122 538 CTCS 2 Bombardier Sifang Power
are 2nd class seating cars, 1 car is a dining car.
Car)
4M4T 215 664

China CR CRH1-350 (80 by 2014) (2012-) 20000 0.48 380 350 25kV50Hz 934 19.2 17 CTCS 2 Bombardier Sifang Power 20 sets are 8-car sets, 60 sets are 16-car sets.
8M8T 428 1336
CRH2A: 60 sets with 8-car. 1 car is 1st seating car,7 cars are 2nd seating
CRH2A 4M4T 2007- 4800 176 359.7 201 51 610 Kawasaki cars
China CR 70 250 250 25kV50Hz 11.8 14 3380 559 1074 CTCS 2
CRH2B 8M8T 2008- 9600 352 758.8 401 155 1229 CSR Sifang CRH2B: 10 sets with 16-car. 3 Cars are 1st seating cars,12 cars are 2nd
seating cars,1 car is dining car.
1 car is 1st seating car, 6 cars are 2nd seating cars, 1 car is 2nd
China CR CRH2C 6M2T 10 2008- 8200 264 300(350) 300(350) 25kV50Hz 370.8 19.5 14 201 3380 51 559 610 CTCS 2 CSR Sifang
seating/dining car
520
13 cars are 1st class sleeping cars, 2 cars are 2nd class seating cars, 1 car is
China CR CRH2E 8M8T 10 2008- 9600 352 250 250 25kV50Hz 778.9 11.6 14 401 3380 (Sleeping 100 620 CTCS 2 CSR Sifang
dining car.
Car)
60 8800 1 car is 1st class seating car, 6 cars are 2nd seating cars, 1 car is 1st
4M4T 200 557 Siemens
China CR CRH3 (+100 by 2008- (18400 300 0.38 350 350 25kV50Hz 447 17.9 17 3265 CTCS-3D seating/dining car.
(8M8T) (400) (1026) CNR Tangshan
2010) ) Additional 100 sets are 8M8T.
Alstom As for the seat's number,the figure outside the parenthesis is for the fixed
China CR CRH5 5M3T 60 2007- 5500 302 200 250 25kV50Hz 451.3 11.0 <17 211.5 3200 60(112) 562(474) 622(586) CTCS 2
Changchun Car seats.inside the parenthesis is for the rotatable seat.
970 for original First HS train in the world.

Japan JRW 0 6M 0 1964-2008 4440 0.33 220 220 25kV60Hz 16-car set 12.2 16 150 3380 0 400 400 ATC H,KHI,KS,NS,TCC* Shortened from 16 cars to 6cars for local transportation.
(Loaded) Operation finished in 11/2008. 3216 cars were produced.
925 for original

6M 5520 152 0 394 394 9 sets are 6M, 11 sets are 4M. Shorten from 16 cars to 6-4cars for local
Japan JRW 100 20 1985- 0.44 230 220 25kV60Hz 16-car set 11.9 15 3380 ATC H,KHI,KS,NS,TCC*
4M 3680 102 0 250 250 transportation. Previously, the max. speed was 230km/h for V sets.
(Loaded)
688 for original

ATC 12cars when introduced. A train set was abandoned after the derailment at
Japan JRE 200 10M 11 1982- 9200 0.44 240 240 25kV50Hz 12-car set 16.0 16.1 250 3380 52 710 762 H,KHI,KS,NS,TCC*
DS-ATC Chuetsu Earthquake.
(Loaded)
JRC 300 710 ATC

Japan 10M6T 50 1992- 12000 0.44 270 270 25kV60Hz 16.9 12 402.1 3380 200 1123 1323 H,KHI,KS,NS* JRC 61 sets, JRW(300-3000) 9 sets
JRW 300-3000 (Loaded) ATC-NS
ATC
5 1992- 25kV50Hz 318 For through operation b/w Shinkansen line and improved classical line
Japan JRE 400 6M1T 5040 0.44 240 240 15.8 12.9 149 2947 20 379 399 DS-ATC KHI,TCC*
(0 by 2009) (2009) 20kV50Hz (Loaded) (Yamagata line). All sets will be replaced by E2-2000.
ATS-P
16M 18240 688(16M) 404 200(16M) 1124(16M) 1324(16M) ATC 16-car: 5 sets
Japan JRW 500 9 1996- 0.44 300 300 25kV60Hz 26.5 11.7 3380 H,KHI,KS,NS*
8M 9120 (Loaded) 204 ATC-NS 8-car: 4 sets. Shortened for local transportation to replace 0 series.
JRC 700 708 ATC

Japan 12M4T 75 1998- 13200 0.56 285 285 25kV60Hz 18.6 11.4 404.7 3380 200 1123 1323 H,KHI,KS,NS* JRC 60 sets, JRW(700-3000) 15 sets
JRW 700-3000 (Loaded) ATC-NS
356 ATC
Japan JRW 700-7000 6M2T 16 2000- 6600 0.56 285 285 25kV60Hz 18.5 11.4 204.7 3380 0 571 571 H,KHI,KS,NS*
(Loaded) ATC-NS
JRC N700 48 715 Approx ATC

Japan 14M2T T 2007- 17080 0.72 300 300 25kV60Hz 23.9 404.7 3360 200 1123 1323 H,KHI,KS,NS* JRC 16 sets, JRW(N700-3000) 8 sets
JRW N700-3000 (96 by 2011) (Loaded) 11 ATC-NS
JRW Approx ATC

Japan N700-7000 8M (29) (2011-) 9760 0.72 300 300 25kV60Hz 204.7 3360 24 522 546 JRW 19 sets, JRK 10 sets
JRK 11 KS-ATC
800 7 0.69 276 392 392 6sets: 800

Japan JRK 4M2T 2004- 6600 260 260 25kV60Hz 23.9 11.4 154.7 3380 0 KS-ATC H*
800-1000 (9 by 2011) 0.72 (Loaded) 384 384 3sets: 800-1000
UIC High Speed

693 ATC
Japan JRE E1 6M6T D 6 1994- 9840 0.44 240 240 25kV50Hz 14.2 17 302 3380 102 1133 1235 H,KHI*
(Loaded) DS-ATC
25kV50Hz 352 ATC

Japan JRE E2 6M2T 14 1997- 7200 0.44 275 275 20.5 13.2 201.4 3380 51 579 630 H,KHI,NS,TCC* For Nagano line.
25kV60Hz (Loaded) DS-ATC
E2 1997- 492 ATC For Tohoku line. 14 sets were lengthened from 8-car-E2. 19 sets are E2-
Japan JRE 8M2T 33 9600 0.44 275 275 25kV50Hz 19.5 13.2 251.4 3380 51 763 814 H,KHI,NS,TCC*
E2-1000 2002- (Loaded) DS-ATC 1000.
ATC
25kV50Hz 259 For through operation b/w Shinkansen line and improved classical line
Japan JRE E3 4M2T 26 1997- 4800 0.44 275 275 18.5 12.2 128.2 2945 23 315 338 DS-ATC KHI,TCC*
20kV50Hz (Loaded) (Akita line)
ATS-P
ATC
25kV50Hz 311 For through operation b/w Shinkansen line and improved classical line
Japan JRE E3-1000 5M2T 3 1999- 6000 0.44 275 275 19.3 12.2 148.7 2945 23 379 402 DS-ATC KHI,TCC*
20kV50Hz (Loaded) (Yamagata line).
ATS-P
7 ATC
25kV50Hz
Japan JRE E3-2000 5M2T (12 2008- 6000 0.44 275 275 148.7 2945 23 371 394 DS-ATC All sets will replace Series 400.
20kV50Hz
by 2009) ATS-P
428 ATC
Japan JRE E4 4M4T D 26 1997- 6720 0.46 240 240 25kV50Hz 15.7 16 201.4 3380 54 763 817 H,KHI*
(Loaded) DS-ATC
300 453 18 ATC 3 classes

Japan JRE E5 8M2T T (59) (2011-) 9600 0.47 320 25kV50Hz 22.4 253 3350 658 731
320(2013-) (Loaded) 55 DS-ATC First set is being tested.
JRC 923 1 2001- ATC

Japan 6M1T Inspection 6600 0.56 270 270 25kV60Hz 179.7 3380 N/A N/A N/A Based on 700
JRW 923-3000 1 2005- ATC-NS
ATC
25kV50Hz
Japan JRE E926 5M1T Inspection 1 2001- 6000 0.44 275 275 128.2 2945 N/A N/A N/A DS-ATC Based on E3
20kV50Hz
ATS-P
2L18T Alstom
Korea KORAIL KTX C, A 46 2004- 13560 300 300 25kV60Hz 701 17.5 17 388 2904 127 808 935 ATC(TVM)
(+ 2MB) HyundaiRotem
Korea KORAIL KTXII 2L8T C, A (10) (2009-) 8800 210 0.45 330 300 25kV60Hz 434 19.0 201 2970 30 333 363 ATC(TVM) HyundaiRotem
Taiwan THSRC 700T 9M3T 30 2007- 10260 300 300 25kV60Hz 503 17.6 304 3380 66 923 989 ATP H,KHI,NS*
wikimedia 3
Turkey TCDD HT65000 4M2T 2009- 4800 200 0.48 250 250 25kV50Hz 158.5 2920 55 364 419 ETCS, ATS CAF
commons (10)
25kV60Hz
241 241
USA Amtrak Acela 2L6T C, T 20 2000- 9200 225 12kV60Hz 566 15.6 23 203 3175 44 260 304 ATP Bonbardier Alstom
(150mph) (150mph)
12kV25Hz
Total (current) 2225
*Japanese suppliers:
H:Hitachi
KHI:Kawasaki Heavy Industry
KS:Kinki Sharyo
NS:Nippon Sharyo
TCC:Tokyu Car Corporation
UIC High Speed

Necessities for future high speed rolling stock
(Draft v2.1)
1 Introduction
1.1 Introduction
The railway sector is undergoing major change both in Europe and the rest of the world.
These changes include the relationship between railways and industry, inter modal
competition, interoperability, liberalization of railway passenger traffic in 2010 and the
prospect of future development of High Speed in the USA, South America, the Middle East,
India and elsewhere. This means railway undertakings will have to change their approach
to tendering for new high speed rolling stock. To this end, this report gives an overview of
issues relating to high speed rolling stock which should be taken into account and
recommends the establishment of common standards for high speed. It should be pointed
out that the standards for high speed would depend on the circumstance of the
geographical area where the high speed train is operated.
* This report provides ideas for conventional rail-wheel high speed rolling stock and does
not include Maglev.
**Abbreviations
RU: Railway Undertaking, IM: Infrastructure Manager, RSS: Rolling Stock Supplier, HS:
High Speed, RS: Rolling Stock
1.2 Definition of HS
(1)Definition in EU (DIRECTIVE 96/48/EC APPENDIX):
1. Infrastructure
a) The infrastructure of the trans-European High Speed system shall be that on the
trans- European transport network identified in Article 129C of the Treaty:
-those built specially for High Speed travel,
-those specially upgraded for High Speed travel. They may include connecting lines,
Necessities for future high speed rolling stock v2.1 1

in particular junctions of new lines upgraded for High Speed with town centre
stations located on them, on which speeds must take account of local conditions.
b) High Speed lines shall comprise:
Specially built High Speed lines equipped for speeds generally equal to or greater than
250 km/h,
Specially upgraded High Speed lines equipped for speeds of the order of 200 km/h,
Specially upgraded High Speed lines which have special features as a result of
topographical, relief or town-planning constraints, on which the speed must be
adapted to each case.
2. Rolling stock
The High Speed advanced-technology trains shall be designed in such a way as to
guarantee safe, uninterrupted travel:
-at a speed of at least 250 km/h on lines specially built for High Speed, while enabling
speeds of over 300 km/h to be reached in appropriate circumstances,
-at a speed of the order of 200 km/h on existing lines which have been or are specially
upgraded,
-at the highest possible speed on other lines.
3. Compatibility of infrastructure and rolling stock
High Speed train services presuppose excellent compatibility between the characteristics
of the infrastructure and those of the rolling stock. Performance levels, safety, quality of
service and cost depend upon that compatibility.
(2)Definition in Japan: “
High speed line is called “Shinkansen railway” (Shinkansen originally means new trunk
line in Japanese).
The official definition of “Shinkansen railway” is “the main line on which the train is able
to run at least 200km/h at almost entire line” (the law: Zenkoku Shinkansen Tetsudou
Seibi Hou).
In fact, the Shinkansen railway is a complex system for high speed railway transportation
with dedicated technical standard (ex. dedicated high speed track without level crossing,
standard track gauge, dedicated loading gauge). Shinkansen train, the Japanese HSRS, is
the RS which consists a part of Shinkansen transportation system.
(3)Definition in US (“Vision for HIGH-SPEED RAIL in America“, Department of

Transportation):
-HSR – Express. Frequent, express service between major population
centers 200–600 miles apart, with few intermediate stops. Top speeds
of at least 150 mph on completely grade-separated, dedicated rights-of way

(with the possible exception of some shared track in terminal
areas). Intended to relieve air and highway capacity constraints.
-HSR – Regional. Relatively frequent service between major and moderate
population centers 100–500 miles apart, with some intermediate
stops. Top speeds of 110–150 mph, grade-separated, with some
dedicated and some shared track (using positive train control technology).
Intended to relieve highway and, to some extent, air capacity constraints.
From the world point of view, the HSRS will be the RS with
- running on special railway system for high speed (dedicated line or upgraded
conventional line)
- running at least at the speed of 200km/h
1.3 Current world HSRS

See Appendix XX
2 General issues relating to high speed rolling stock
2.1 Development and design

Historically, RUs were generally in charge of new high speed RS development and worked
closely with RSSs, as was the case for example with the Shinkansen, French TGVs and
first and second ICE generations etc. RUs continue to be major players in the railway
business and some railways still have extensive knowledge about railway technology.
However, recent trends indicate that for development, RUs in Europe are playing a
decreasing role. The RSSs are therefore left to bear the majority of development costs, give
priority to supplier oriented priorities and interact less with RUs. Liberalisation of the
European market will tend to intensify this trend and new entrants will be in an even
weaker position to influence HSRS development.
At the same time, Japan presents a very different picture. There, RUs have a dominant
role in development driven by the conviction that they are best placed to understand HSRS
needs. As a result, development costs are generally shared between the RU and RSSs.
Regardless of the situation, further HSRS development still depends on a certain degree of
RU and also IM involvement and knowledge to ensure that the design is consistent with
intended operational and maintenance conditions. Ideally, RUs should therefore have a
clear idea of future needs and RSSs strive to provide value for money HSRS which meets
these needs. In case a RSS leads the development, the RSS should foresee what RUs,
future customers, will need. The product by RSS should be satisfied by RUs and
passengers.
Notified bodies who approve RSs should understand the new technology.
In the development phase and design phase, it is important to predict the performance of
expected rolling stock. Predicting train performance depends on a number of complex
variables such as braking distance, running resistance, dynamic behaviour, energy
consumption, noise radiation, EMC, etc. Train performance should be predicted as
accurately as possible in order to avoid lengthy test periods and adjustments before it can
enter into operation. Accurate prediction of such complex elements relies on a combination
of calculation by computer simulation, subsystem bench test results and data from field
tests.
2.2 Procurement
When RUs play the major role in HSRS development, procurement generally involves close
negotiation with RSSs.
However in recent European countries, HS market is being liberalised, HSRS is being
standardized on the European market, and the function of RSSs is being emphasized. A RU
would then be able to simply select off the shelf products, much like buying from a
‘catalogue’. In such an open market situation, RUs should establish clear criteria to choose
proper HSRS. Also, in EU countries, the international call for bid is obligatory.
In Japan, given the close involvement of RUs in RS development, a RU places an order

with a RSS which will then manufacture it in partnership. Even in this case, order criteria
should be clearly described.
The criteria will includes, life cycle cost, RAMS and safety, passenger comfort, and other
technical specifications. It will also include profitability as
Order volume (strong effect on unit cost),
The productivity of the RS (passenger capacity, maintenance interval and method),
Track access charge to be paid for IM (different value in each RS).
If the order volume is large, the unit cost will be reduced but the technical and financial
risk will be increased. Parameters for track access charge, controversial in European

countries and it may be logical to be proportional to the actual cost on the infrastructure,
should be known clearly before the tender. It will be important that the criteria should
satisfy the local standard at least and also satisfy the RU’s quality requirement which
could be above the level of standard..
RU may be able to add options on top of basic HSRS purchase. For example, RU can add a
contract to cover RS maintenance work by RSS (see section 2.6). RU may also choose
leasing (see section 2.3).
2.3 Leasing
RU may choose a lease rather than purchasing the RS. The leasing company, owner of the
HSRS then leases it to a RU, which is similar to the aviation business model. This style is
broadly applied in UK. This arrangement makes it possible to considerably reduce
investment costs and may be effective especially if the RS will be used for short period.
2.4 Approval
Approval serves to guarantee HSRS safety. HSRS must be designed with specifications
required for obtaining approval in mind.
In Europe, HSRS is approved by authority or sector being authorized and the approval test
is conducted under the responsibility of RSS. One of the large problems of approval is its
time and cost consuming. The cost of approval is estimated as 10% of the purchase cost.
However there is no standardised approval process.
Cross acceptance or standardised acceptance procedure is one path to reduce approval

procedure related costs. Simplified process should be created for approval of HSRS
operated internationally.
The new technology and open point which does not listed on the standard will require new
approval criteria. The elaborate tests and researches should be executed by the sectors
such as RSSs, RUs or notified bodies.
The approval system may be a problem for its negative effect for introducing improvement
and new technological development because of its risk for the approval cost. The new
approval system will be desired to stimulate inducing more technological advancement.
In Japan, the HSRS is approved by both RU and national government. Normally the
approval cost is shared by RSS and RU.
2.5 Deployment
Examples of total time to introduce new RS are shown in Appendix. To introduce new
HSRS series, the time between decision to introduce (call for competition) and commercial
operation of first set will take 4-5 years including acceptance test. It should be paid
attention that the technical development before tender would take 3-5 years.
Overall elements of the whole process for RU to deploy new RS are

Service planning (foresee the future needs), Technical investigation/Technical
development, Making specification, Fixing tender criteria, Tender (with/without
negotiation with suppliers), Contract with supplier, Design by RSS (RU join it if
needed), Approval test by RSS or RU.
Also, elements to be considered in introducing new RS in parallel are
Facility planning for new RS, Planning for staff deployment, Installing and
constructing facilities, Staff training
2.6 Maintenance strategy and technology

RUs are generally responsible for HSRS maintenance and as such carry it out themselves
though some examples do exist where the RSS maintains the RS on the RU’s behalf.
In Spain, RUs and RSSs usually set up a joint venture which will maintain the HSRS once
it is built. The interest of such an arrangement is that the RSS can gather maintenance
knowledge from RU and the RU can keep up with new technology via the RSS.
In the case of new entrants maintenance work may be mandated to an existing RU or RSS
which has the required level of maintenance knowledge.
Maintenance of leased HSRS will be carried out by the leasing company.
The interval between inspections today is fixed. It should be optimised to guarantee safety,
reliability and reduce total maintenance costs. Also new maintenance technology and
criteria should be searched and acquired for more effective operation.
Currently, the time-based maintenance for preventive maintenance is the main stream.
However, if health monitoring or checking of the train’s state can be used broadly, it will
replace preventive maintenance by proactive maintenance. If a train diagnosis system is on
board, data about the train’s state is easily collected and analysed. This method can
optimise maintenance work and reduce maintenance costs and will be more effective for
electric devices which could be suddenly failed. The diagnosis could be executed remotely
from a ground site realizing remote maintenance. It will help the corrective maintenance
method easily.
To reduce maintenance costs, system reliability should be increased enough to run during
intervals of maintenances, “train autonomy”. The level of reliability should be determined
by the strategy of operation.
Maintenance rule should be flexibly reconsidered to be benefited by introducing new

maintenance technology and method.
Regarding to the maintenance issue, RS could be used for the infrastructure maintenance.
Monitoring and analysing system for infrastructure maintenance could be installed on
commercial RS, which allows efficient maintenance. The system should be compact and
reliable enough.
Especially for small maintenance work such as cleaning and disposal, the rolling stock
should be designed to realise quick work and the facility and its location should be
considered to support quick operation.
2.7 Life time and life cycle costs (LCC)

In European countries, the life of HSRS is normally estimated to be around 30 years.
France and Germany estimates it at 30 years for example. Considering the RS has such a
long life, it requires a mid-life renovation. In Japan, HSRS is assumed to have a life of
about 15-20 years and is not subject to the same renovation.
The aim of renovation is to adapt the RS to customer needs, prevent deterioration and add
technological innovations. For example in France, flexibility for the renewal of interior
design and seat arrangement are very important to meet changing customer needs. The
flexibility for renovation may be an important factor for the RS for long life use.

In case of the comparison of renovation and introduction of new series, renovation would be
decided upon in the light of several factors: does a new series exist and if so, will it be
introduced? What is the relative cost of renovation against introduction of the new series?
Is it possible to introduce brand new technology or not, etc.
The strategy to introduce long life RS with renovation or short life RS without renovation
will depend on LCC, service strategy of the RU and so on.
LCC is central to evaluating cost effectiveness. The LCC encompasses all costs: purchase,
operation and maintenance, renovation, scrap and recycling. The capacity of the train
would be an important factor for evaluating the cost effectiveness.
Purchase cost includes not only production cost but development and acceptance test cost
in many cases. The size of order will strongly affect the cost per unit. Please see the report
“Cost of HSRS”, 1999, UIC high speed.
LCC calculations are by definition hypothetical and do not reflect “real” costs. They may
however be used as a basis for deciding whether or not to introduce certain HSRS.
Modular design makes renovation easier because parts can simply be replaced and this
requires components with standardised dimensions.
The principle of Half-weight, Half-cost, and Half-life will be used to keep up with customer
expectations at a low cost. This principle will realize short life cycle rolling stock and it will
reduce the risk of finance and outdated design due to the long life. This method was used in
the case of a Japanese commuter train set.
2.8 RAMS (Reliability, Availability, Maintainability and Safety)

RAMS is regulated as IEC 62278. All HSRS should meet RAMS criteria or at least its
concept to assure high level service and safety.
The concept of RAMS aims at passenger satisfaction through the products. The
management cycle of application, observation and improvement of the RS should be
continuously executed. This activity would change the design process and maintenance
system of RS.

RAMS of a component can only be established by the thorough design and following
extensive testing after assembly. Prospect of RAMS of RS at the pre-operation stage
depends on the RAMS of subsystems and their system trees. Testing prior to beginning
operations obviously should be as thorough as possible in order to assure RAMS to be
acceptable level.
For stable operation, reliability and availability should be increased to the required level.
It should be considered to hold the redundancy of the total train system. Especially for
components difficult to include redundancy such as mechanical components like bogies,
doors, etc, they should be reliable enough not to affect on the operation.
2.9 Modularity and standardisation of train parts and components

Modularisation and standardisation would have a direct impact on the cost of RS
manufacturing by low cost of design and standardised parts. It will also make easier to
replacement and renovation of RS parts. Standardisation would be especially important in
the case of interface parts. Standardisation also makes easier new suppliers to enter the
market which encourages competition of suppliers and may reduce the price.
HSRS has to meet a series of operational specifications like TSI, for example, ENs, UIC
leaflets, ISO standards, etc. It should be mentioned that the standard is the minimum
requirement for operation and the RU has to consider requirements to satisfy the need.
Modular design will provide wide variety of final products with low cost. It will easily
realize to meet the need of the RU with low cost though it may require some compromises
against the full agreement of the need. It will also give a chance for RSSs to increase
production number and reduce the cost much more. This concept may be profitable for both
RU and RSS though it may need systematized design which may be costly.
Standardisation should leave room for technological progress and should not suppress
innovation. Constant revision will be necessary to meet the technology level of the age.
2.10 Compatibility with infrastructure

Generally, local standards determine compatibility between RS and infrastructure
interfaces. When a new HS system is introduced to an independent area from existing
system, a new standard will be introduced to optimise the HS operation. Should new HSRS
be introduced in an area where HS already exists, then it must be compatible with that
system. In EU countries, TSI must be obeyed as the minimum requirement.
Optimisation of the system from a technical point of view can only be achieved if RUs and
IMs take a holistic approach to the system.
The topics considered as the compatibility are, for example,

Track gauge, Loading gauge, Train length, Current collection, Platform height,
Signalling and Communication system, etc.
and these topics are mentioned later.
3 Basic operational aspects of high speed rolling stock
3.1 Train set formation and basic dimensions
3.1.1 Track Gauge

Standard gauge (1435mm) is most common today. However, Spain, Russia and Finland
operate or plan to operate at 200-300km/h on broad gauge. An independent system free of
compatibility constraints could be chosen for broad gauge in order to increase passenger
volumes. However, this gain would be in part off set by the cost of special modifications
required to adapt RS to the broader gauge and possibly high cost of building a different
gauge HS system.
If there are different gauge systems in a network, the need to link different gauge systems
would also probably arise. However it adds further cost and time delays because special
variable gauge RS would have to be built and trains would run slower as they changed
from one system to another. By the recent technological development of increasing running
speed and gauge change speed, such negative point is being overcome.
Narrow gauge will be disadvantageous to achieve high speed system because of constraints
of component size from technical point of view and profitability (capacity per investment)
from economical point of view.
3.1.2 Loading gauge

In terms of loading gauges, there are typical gauges, the UIC gauge and the Shinkansen
gauge. There are three kinds of UIC gauges, A, B and C, and the largest is C gauge.

Normally C gauge is used for new high speed line in European countries. In Japan,
Shinkansen gauge, 250mm wider than UIC C gauge, is applied*. Such kind of wide gauge
is effective to increase passenger capacity in terms of width (5 seats per row is possible).
Taller gauge like UIC C (4650mm) gauge and Shinkansen gauge (4500mm) will also
increase the capacity by double deck structure. The larger loading gauge may be considered
as an option to maximise capacity and passenger comfort if the HS system is independent
from the existing network.
*In Sweden, Russia, and China adopt wider loading gauge than the major western
European countries. In Spain, the HS line between Madrid and Barcelona were
designed to adopt Shinkansen loading gauge.
If car length is shortened, the width of RS can be maximized within the regulated loading
gauge.
The aerodynamic issue by large loading gauge is mentioned in the section 3.3.6 and 3.5.1.
3.1.3 Axle load

Axle load should be minimised to reduce infrastructure maintenance work unless this
conflicts with safety and operational needs such as running stability, signalling, and so on.
To this end the weight of parts such as body shell, electric components, interior fittings,
seats and so on should be reduced as much as possible. Total weight saving is easier if a
single widely used part can be made lighter. Since bogies are by definition very heavy,
simplifying their structure can also be an effective way to reduce weight. Generally,
non-articulated and EMU type structures will have lighter maximum axle load.
Weight reduction will also give a positive effect on the energy consumption.
For safety reasons, wheel balance must be taken into account. Therefore it is necessary to
maintain the wheel difference ratio within a certain percentage margin.
3.1.4 Train length

The maximum length of a train in Europe, as stipulated by the TSI is 400m, which is the
same as in Japan. This seems based on the maximum optimum length in practice. Of
course the longer length could be considered if we foresee the future demand increase.
Having same length trains (for example two 200m trains) operated as a coupled train set to
adapt to changes in demand and line capacity ensures efficiency and flexibility. Mixed
operation of long single set and coupled short train set has already operated (ex.400m ICE1
and 2*200m ICE2 in Germany, or 400m CRH2A and 2*200m CRH2B in China).
Operation by trains able to couple three trains is possible (for example, 120m trains *3).
This may be a good idea for direct connection service for less demand. However, the total
capacity will be reduced because of the train nose which decreases the passenger space,
and also the cost will be higher because of the number of leading cars which costs much. It
may be possible to design the configuration of the train separated as 1/3 and 2/3 (for
example, 240m train + 120m train). It can also be useful for direct connection service for
less demand with overcoming disadvantage of three train configuration and it can realise
1/3 length, 2/3 length and full length train by combining 2 kinds of train sets.
Noses on high speed trains are getting longer which unfortunately diminishes the capacity,
given this maximum permissible length. So in the interest of optimising capacity the nose
should be as short as possible.
From the commercial point of view, the capacity of one train set is crucial to determine the
train length. The train set formula should also be determined by the operational point of
view.
3.1.5 Car length

The basic car length on an articulated HS train is about 13-19m and cars on
non-articulated trains measure about 25m. These again will be the optimum values
relative to capacity and loading gauge.
In case the shorter body by widen body structure, the train may require articulated
structure for optimum number of bogies.
Again, if car length is shorten, the width of RS can be maximized within the regulated
loading gauge.

3.1.6 Distributed/Concentrated
There are two types of trains from in terms of the traction distribution: distributed
powered and concentrated powered. In concentrated powered train, it can be classified to
three types. The general comparison of them is listed below.
Distributed Concentrated Concentrated Loco Hauled
Power Power Power (one
locomotive with
fixed train set)
Propulsion system Lower power Higher power Higher power and Higher power
and large and small small number and small
number number number
Traction performance Higher Lower adhesion Lower adhesion Lower
relating to number of adhesion adhesion
traction wheels
Maximum axle load Lighter Heavier Heavier Heavier
Passenger capacity Full 2 cars less than 1 car less than 1 car less than
distributed distributed distributed
Noise in passenger Larger Smaller Smaller Smaller
saloon
Maintenance costs Larger Smaller Smallest Smallest
relating to the number of
traction motor
Flexibility of train set Lower Lower Lower Higher
Redundancy of the main Higher Lower Lowest Lowest
component failure
Change over between More difficult More difficult Medium Easier
systems
Maximum speed No No Possibly yes in Possibly yes in
restriction for running push mode push mode
direction
The recent design trend of HSRS is distributed powered. The latest HSRS designed by
major European suppliers are distributed powered, and in Japan, all HSRS is distributed
powered from the beginning of the history. The main reasons of the stream seem its
traction performance, capacity especially in European countries, and maximum axle load
especially in Japan.
The type of system selected also depends on existing maintenance facilities. If the facility is
particularly suited to one type, it is disadvantageous to select anything else.
3.1.7 Articulated/Non-articulated
Generally speaking, articulated trains offer several advantages: overall lighter train set,
lower cost of bogie maintenance (fewer bogies), improved ride comfort because of rigid
train-set structure as well as some arguments to say that they are safer in the case of
derailment.
Non-articulated trains have the advantage of having lighter axle loads, easy separation of
cars for maintenance, easy rearrangement of cars as well as higher capacity for the same
train length because there are less partitions.
Selection of one type of train or another will also depend on what maintenance facilities
already exist.
3.1.8 Double decker trains

Generally double decker trains increase capacity. Capacity depends on the structure of the
train set, i.e. floor height of the door (fitted for low platform or high platform), articulated
or non-articulated, and concentrated power or distributed power.
Double decker trains by definition need stairs and in future, lifts will have to be fitted to
improve accessibility.
Generally a double deck increases the axle load since structure and capacity are larger. A
double deck also tends to weaken resistance to cross winds because of the large height of
the vehicle.
3.1.9 Floor and ceiling height

Floor and platform height must be compatible and accessibility should be facilitated by
having flat floors.
To ensure accessibility, HSRS floor height is ideal if it is level with platforms. Some
countries, Japan, China and Taiwan etc. are already accordance with this principle.
In Europe, the minimum mandatory requirements are set out in a TSI. In such situation
that many platform heights exists, some measures are necessary to compromise. A
compromise is reached by installing step. It may also be reached by suspension control to
compensate the height difference between platform and floor height.
The ceiling height should be calculated for comfort and for overhead luggage storage if
necessary.
3.2 Basic performance
3.2.1 Maximum speed

Maximum speeds today vary between 240-350km/h on the majority of main lines and
200-250km/h on upgraded lines. Current world maximum speed RS is CRH3 in China at
350km/h. The maximum speed for newly constructed main lines will be 300-360km/h, and
the step after the next will be 400km/h. The maximum speed should be determined by the
commercial point of view (travel time between cities), estimated cost (extreme high speed
may not be economically feasible), and technical issues.
Currently, we can categorize HSRSs in three types in the market,

-Extreme high speed (over 300km/h): running mainly on the dedicated high speed line.
Several series are already operated and some series are being developed.
-High speed (240km/h-300km/h): typical high speed train operated in the world and
running mainly on the dedicated line.
-High speed for conventional (200km/h-250km/h): running on both dedicated high speed
line and upgraded conventional line. Many of such RSs have tilting function.
3.2.2 Acceleration and deceleration

Given that the main aim of HS is to reduce travel time between two points, acceleration
and deceleration performance will especially be an important factor to be taken into
account for trains running short distance, running with many stops, or running on lines
with speed restricting factors such as curves.
Higher deceleration in emergency should be taken into account for safety.

3.2.3 Current collection
HSRS pantograph geometry must be compatible with the infrastructure where it is to be
used. Contact performance should be excellent for high speed current collection and for
preventing contact wire wear which leads to higher costs since replacing a contact strip will
be easier than replacing a contact wire.
A holistic approach to optimisation of current collection system is all the more important
when the IMs and RUs comprising the HS rail system are separate companies.
Reduction of pantograph may be necessary for the weight reduction, noise reduction, and
cost reduction. Unified pantograph may be necessary for multi voltage train. Also the
system to collect current from only one pantograph per train may be necessary.
The distance between the two pantographs attached to the roof should be also determined
according to current collection performance analysis to avoid the dynamic interference
added by two pantographs to the catenary.
For HSRS to run on non-electrified line, diesel powered HSRS is possible. However it may
be powerless and unfriendly to the environment. Though the calculation of CO2 emission,
energy consumption and cost should be executed, electrification or diesel-motor hybrid
system may be suitable to the future HS system.
3.3 Safety and security issues
3.3.1 Running stability

The TSI stipulates that HS trains must be stable at 110% of the maximum operational
speed. Nevertheless the percentage value, RS should be assured to have safety margin for
stable running at maximum operating speed.
Dimension of the bogie such as wheel base, design and parameter of damper and spring, etc
should be thoroughly designed and tested.
The conicity might be reconsidered according to the wheel base of the bogie, maximum
speed, and the track dimension for stability and lateral force reduction.
(see also section 3.8.8 and 5.1)

3.3.2 Signalling
Cab signalling is mandatory for high speed. Currently for dedicated high speed tracks,
continuous control systems like TVM in France, LZB in Germany, ATC in Japan, ETCS as
a European standard, etc. are applied. In almost all of their systems permissible speed is
indicated not only as a discrete value but continuous braking curve realizing high density
operation and good riding comfort.
In the case of high density operations, performance can be improved with braking curves
and mobile block sectioning. ETCS (level 3) in European countries, CTCS in China, and
ATACS in Japan are examples of this kind of system. ETCS is destined to be used mainly in
European countries and the next standard of European signalling system, and ATACS is
currently being tested (currently only for conventional lines).
On board signalling systems should be compatible with all lines on which the train runs.
ERTMS, a common international signalling system in Europe, is being developed to
simplify interoperability. However, until the latter is fully developed, trains will have to
run with several on board systems, so signalling components will have to be integrated to
be compact for fitting on the RS.
3.3.3 Communication
In European countries, GSM-R is being developed and used as a part of ERTMS system for
a standard track-train communication. In Japan, the most commonly used system is LCX
cable digital radio.
Communication system would be better to be used not only for operation use, i.e. train staff
and traffic control but also for passenger services such as internet service. It will need high
capacity.
3.3.4 Crash resistance (designs to prevent of loss of life)

In TSI for European countries, there is already a regulation which demands RS to have a
structure to absorb crash energy.
Crash safety is particularly important in the case of HSRS running on lines with level
crossings. The train should be built in a way that ensures there is a crash resistant safety

zone that prevents loss of life to passengers and driver. This philosophy may increase
weight of RS and may not be feasible if the required energy level is extremely high. If RS
runs on dedicated HS lines with high level safety systems this is less of an issue.
Especially in case the RS design is not feasible (too much heavy etc), the crash safety
should be assured by the whole HS system, i.e. signalling system, track design, operation
system and so on, and not only by RS.
3.3.5 Fire safety

Materials used in HSRS should be non-flammable or at least flame resisting. They should
be also light weight, environmentally friendly, and economically feasible.
Also, evacuation regulation should be obeyed to the rule applied to the country where the
RS will be operated. For fast evacuation, the size of doors (wider is better), size of walking
corridor (wider is better), and layout of cabin (number of doors and large and breakable
windows) should be considered well.
3.3.6 Crosswind resistance

The risk of overturning due to crosswinds must be factored into the design equation due to
operational conditions in high speed (running over viaducts, embankments etc). Further
research should be executed.
Common measures to counter this risk for RS will be: reducing car height, reducing the
height of the center of gravity, rounding off roof edges etc. However these are possible to
reduce passenger comfort inside the saloon.
A common external measure is to build a line side wind breaker to reduce the impact of
crosswinds on the train. This issue may be taken into account the combination of measure
for RS and infrastructure.
3.3.7 Security
Some RUs already have railway station security systems. For RS, CCTV (Close Circuit TV)
or other sensors will be considered to find dangerous objects or suspicious person during
operation. When such system exists on RS, research should follow on how to prevent
incidents and how to process collected data.
3.3.8 Derailment
Derailment may happen by external and internal cause to the RS. External cause, not
necessary to mention in this paper, is for example natural disaster like landslide and
collision at the level crossing. Internal cause is for example the defect of bogie parts and
track irregularity which interacts directly to the wheel.
To assure the safety to the derailment, each type of RS should be measured the derailment
coefficient on the whole line where the RS will be operated. The coefficient value is related
to many elements, the profile of wheel/rail, weight, weight balance, dimension of the bogie,
running velocity, and so on. The verification standards have already exists in countries
where HS train is operated and should be respected. For further high speed they may be
possibly revised, therefore field tests should be done repeatedly for the revision.
Of course, the defect of RS parts should not cause derailment. Especially after the change
of the bogie design, bench tests and field tests should be done carefully and sufficiently.
The safety after derailment should be considered. There are arguments to say that
articulated trains are safer in the case of derailment. (It may or may not be true.) To
increase the safety after derailment, there is an idea to attach guiding devices under HSRS
axle boxes to avoid significant deviation from the track after derailment. This idea is
realized in Japan as a measure after derailment by the huge earthquake.
3.4 Environment
3.4.1 CO2 and energy

Reduction in CO2 emissions from HSRS is proportionate to the reduction in energy
consumption. Various methods exist to reduce energy consumption: reduction of power unit
energy loss, use of regenerative braking and reduction of running resistance. Better
management of power unit would be realized to redesign the circuit and control. Adoption
of highly efficient devices would be also effective for the reduction of energy loss. Smoother
car body surfaces etc. diminish running resistance (see section 3.5.1). Reduction of weight
will also be effective. The energy saving for stand-by RS would be necessary by better
management of main circuit system, air-conditioning system and so on. For air
conditioning system, the better heat insulation structure would be effective.
In the competitive situation of different operators on the same line, the energy
consumption meter may be necessary to report energy consumption to IM. It will be useful
for reducing energy consumption because the measurement will motivate energy
consumption reduction.
The energy saving driving could be planned on the diagram, and the driving support
system for the driver with less energy could be created. ATO could also be used.
3.4.2 EMC
EMC must meet government and other regulatory requirements and it is important to test
not only isolated components but also entire HSRS once it is assembled. A huge amount of
tests must be conducted under the several conditions (power, brake, coupled, and so on.)
Further research to obtain general principle is anticipated to reduce the test.
3.4.3 Noise (Outside)

External HS train noise is classified as rolling noise, noise from mechanical parts and
electrical components, contact noise from the pantograph, and aerodynamic noise.
Aerodynamic noise forms the main source of noise on HSRS according to the research and
tests so far. It stems from pantograph, roughness of car body, the gap between cars, the
nose, the space around bogie, and so on. This can be reduced with smoother surfaces, using
noise dampers, using aerodynamic parts and fitting insulation panels around pantographs
and bogies etc.
Rolling noise, not much dominant at higher speed, will be reduced by both measures for
wheel and rail. One of the measure for rolling stock measure, for example, is damped
wheel.
Parts and components should be designed to aim at low noise structure as blower-less
structure, for example, and noise insulation.
Contact noise will be reduced by the improvement of contact loss late.

3.4.4 Ground vibration
Ground vibration depends on track side conditions, infrastructures, axle distribution in a
train set and axle load. The most effective measure to tackle this in the case of RS is to
reduce axle loads.
It will be necessary for RU’s to promote RSS to manufacture HSRS in ecological way.
3.4.5 LCA
LCA should be considered in the future HSRS. Further research and benchmark should be
executed.
Concerning to the LCA, the materials used in RS should be environmentally friendly and
be recyclable or reusable. Because plastic and glass are difficult to recycle, it will be
necessary to develop ways to recycle and reuse these materials. Some heavy metals and
liquids harmful to the environment should be prohibited to be used.
The use of composite materials which may be difficult to recycle will increase in the future.
The disposal of them must be taken into account.
3.5 Aerodynamics
Aerodynamics is a key issue for HS trains.
3.5.1 Aerodynamic resistance

Reducing the loading gauge helps reduce aerodynamic resistance. Once again however,
smaller loading gauges reduce passenger space that effect comfort and capacity. Both
advantages and disadvantages should be balanced.
The large loading gauge may be possibly increase aerodynamic resistance due to the
increase of perimeter of the cross section. If we compare the same capacity of two trains, a
shorter train with larger loading gauge and longer train with smaller loading gauge, we
can find that the aerodynamic resistance of shorter train may be smaller because the
aerodynamic resistance depends more on the length of the train. The comparison can be
done by simple calculation and some formulas are used already in some countries.
Smoother body shape, i.e. flat window, flat door, covered gap between cars, aerodynamic
shaped protuberance, covered protuberance, flat undercover, etc, also helps reduce the
resistance.
Having a longer nose has a limited impact on aerodynamic resistance given that most
resistance is from the body surface especially of the longer train. Resistance by the rear
nose and coupled nose should be considered.
3.5.2 Tunnel micro-pressure waves

On lines where HSRS runs through a high number of tunnels, this issue becomes a
problem. Lengthening the nose, optimizing the nose shape and having a smaller loading
gauge mitigate micro-pressure waves. However, these measures again reduce passenger
comfort. A balance must therefore be struck to achieve optimum effect.
There is an idea that leading car will be designed to lower the roof height or reduce its
width to smaller clearance gauge.
3.5.3 Pressure fluctuation from passing trains running through tunnels

This problem would be larger if the proportion of tunnel cross section and train loading
gauge. This issue also relates to the riding comfort (see also section 3.6.4).
General effective countermeasures to this are to lengthen the nose, smooth the car body
and use a smaller loading gauge. However, longer noses and smaller loading gauges reduce
passenger space. A balance must therefore be struck to achieve optimum effect.
In addition, the body shell must be sufficiently robust to resist repeated exposure to such
pressure fluctuation. This is important especially for the RS running on the line with many
tunnels.
The HSRS should be enough air tightness for passenger comfort. (see section 3.6.4)

3.5.4 Flying ballast
Certain HS trains sometimes cause ballast to scatter. It is believed that this phenomenon
is due to the vortex created by the train. It may be related to the lower body structure. As a
solution for the RS, some aerodynamic parts are fitted to the RS to smooth air flow around
bogies (Germany). To avoid applying measure after operation and incorporating the
measure in RS design stage, further research is necessary. Solutions applied to the
infrastructure are lowering the ballast level of the track (Spain) and installing net covering
the ballast under the track (Japan).
3.5.5 Riding comfort by aerodynamic fluctuation

Especially in tunnels, the riding comfort may be possibly influenced by the aerodynamic
fluctuation vibrating the car body. It should be researched if the phenomenon is assured.
3.6 Comfort
3.6.1 Ride comfort

Choice of proper primary and secondary suspension are fundamental for ensuring ride
comfort. Now the majority of secondary suspension is air suspension. Active suspension
(full active suspension or semi active suspension) is increasingly being introduced to
control secondary suspension, mainly to reduce lateral vibration but which may also help to
reduce vertical vibration. Research is being carried out to introduce active suspension to
primary suspension too.
Reducing elastic vibration depends very much on how stiffen the car body shell can be
made. The natural frequency of elastic vibration must not coincide with the operation
speed frequency.
Tilting system will be problematic in ride comfort (see section 3.6.3). The test should be
well done before introducing to commercial service.
3.6.2 Noise abatement in the passenger saloon

Materials and structure design for passenger cars should aim dampen or cut noise
emanating from the floor, windows, walls, ceiling and eliminate sources of noise generally.
In the case of EMUs, noise abatement measures are especially important since a large
number of noisy components are located beneath the passenger saloon. Air conditioning
system and forced ventilation system are also strong noise sources at the component itself
and air duct. Silence structure should be considered.
The standard for the noise level would be determined by each RU according to the required
service level for the RU.
3.6.3 Tilting system

Tilting systems for better ride comfort in curves have already been introduced on HS trains
as a necessary measure for running on conventional lines at high speed. Although this
measure may not be necessary for HS trains running mainly on HSL, the latest
Shinkansen (running on old HSLs) introduced a small degree of tilting by means of air
suspension control in order to keep the running speeds through curves. So in the future we
may see even HS trains running mainly on HSL, using such tilting technology to increase
running speeds.
There are several systems for tilting train; natural tilting with higher roll center and forced
tilting by the actuator or air suspension. The ride comfort in each tilting action is different
in each system. Ride comfort not only in curves but in transition period between curve and
straight track would be more important. Tests should be well done before commercial
service.
The loading gauge of tilting train tends to narrower. It should be paid attention that it
could deteriorate passenger comfort.
3.6.4 Airtight structure

HSRS should have airtight structure not to expose passengers to extreme pressure
fluctuation. This is essential in the case of HS trains especially for those running through
tunnels. Current HSRSs have onboard systems which close vents on entering a tunnel or
remain airtight with continuous ventilation. Car body including doors must be well sealed.
3.6.5 Air conditioning

Air conditioning must be installed for passenger comfort. The power of the air conditioning
component should be determined by the climate where the RS will be operated. The
function to control humidity would be an option especially for humid or dry country. Heat
insulation of the car body is essential for the effective air conditioning. Air conditioning in
driver’s cab is important because large windows around the cab easily transmit heat and
also the requirement for the driver’s working environment should be complied. An
independent air conditioning system for driver’s cab will be necessary.
Ventilation system is also necessary and it should avoid the large pressure fluctuation in
cabin at the tunnel sections. If the line has many tunnels, continuous forced ventilation
system will be necessary to ventilate enough air or at least the system shutting the opening
for ventilation before entering tunnel.
Air condition for each seat may be an idea for passenger comfort.
3.6.6 Extreme climatic conditions

HSRS will increasingly be operated in extreme climates – very high or very low
temperatures, exposed to sunshine, snow and dustier conditions or dry or humid climates.
For each case, further research is needed along with extensive field tests. Factors to be
considered include as follows.
For high temperatures:

air conditioning performance, heat transmission, time required for preparation to enter
service after train activation
For snow and low temperatures:

heat transmission, clearing of snow and ice to avoid destroying infrastructure and
preventing damage to RS, anti-icing of mechanical parts like door, bogie and pantograph,
avoiding infiltration of snow into components, time required for preparation to enter
service after train activation
For dry or humid and/or dusty climate:

sealing on components, filters on components, air conditioning able to remove/add
humidity of passenger cabin, keeping electrical components dry to avoid electrical
problems.
Sunshine:
deterioration of certain parts.

4 Commercial and human factor aspects of high speed
rolling stock
For the recent competitive situation and the increase of the level of customer demand, the
RS to assure customer satisfaction will be necessary. Similarly the RS friendly to the staffs
working on RS will be necessary.
4.1 Ergonomics
Ergonomics is an important factor for optimising man-machine system performance
because it makes human beings central to design. It helps to improve safety and comfort for
passengers including those with reduced mobility as well as working conditions for staff.
For RS to be used over a long period of time, anthropometry, i.e. evolution of human body,
should be taken into account. (For example, in Japan in 2006, it was established that the
height of the population had increased about 3cm in 12 years.)
4.2 PRM(Person Reduced Mobility) - Accessibility

Factors that should be borne in mind to ensure accessibility and freedom of movement
within the train especially for those with reduced mobility are:
Flat floors, same floor and platform heights, mechanisms to reduce the gap
between the train and the platform, widened doors to allow for wheels chairs, lifts
for double decks, fastening to secure wheel chairs in place, properly equipped rest
rooms, visual and voice guidance etc.
Many of them will violate to the train capacity, however, this must be taken into account
and would be more and more important for future HSRS.
4.3 Driver desk and cab

Analysis of current and future tasks should determine the design of the driver desk.
Analysis is all the more important when new technology or interfaces are introduced.
Given the increasing number of functions required for interoperability and the decrease in
space due to nose aerodynamics, priorities for design will be: ease of operation, prevention

of operational errors, ensuring sufficient front vision, reducing driver fatigue, noise
abatement and ensuring sufficient space for the driver. Designs can be tested using
mock-ups.
The driver desk design may be necessary to be easily interchangeable to meet new
requirements such as signalling system upgrades.
Standardisation of devices used by drivers may be necessary to reduce driver workload and
operational errors. For interoperable trains, the design should be standardised throughout
those countries where the train is in operation.
Nonetheless, a standardised driver’s desk may not be technically optimal since a standard
may be the result of too much compromise among several countries. What is clear is that
the search for optimal solutions will have to continue.
Automatic train driving systems already used for urban transport in some cases could be
applied for dedicated HS system with the necessary safeguards to guarantee safety. The
job of drivers on such trains would then be more service orientated.
4.4 Cabin design

Cabin design is directly related to passenger comfort and affects an operator’s image and
profitability. Also the design strongly depends on the policy of the RU.
4.4.1 Capacity
Capacity is one of the most prioritised parameter for cabin design. It is advantageous to
increase capacity as much as possible unless the comfort for passengers is violated. For
example, service facilities such as restaurant car will reduce the total capacity, however, it
must not be avoidable according to the policy of the RU.
To increase capacity, if the car body width allows, 2+2 rows will be fit in 1st class and 2+3
rows in 2nd class and for high density and short distance transportation, 3+3 row may also
be possible.
The double decker structure will increase the capacity depending on the structure of the
train like articulated or not and component arrangement.

4.4.2 Seating
Seating and service category

Seating in HSRS today is arranged into compartments, facing, in rows or a mixture of
these three.
Preferences depend on the country and type of service. Row seating appears to be the most
popular choice generally, and for very long distances, compartments - especially for
personal use or small group use - will be still the preferred choice for customers.
Currently most of the HSRS has two class seats and in some countries, three class services
are introduced. To differentiate the service from air service, it may be worth to introduce.
The class may be differentiated not only by classes but by the other criteria such as, for
example, silent (no mobile phone, no announcement) or not, marketing category (normal
TGV and iDTGV in France for example), personal/business or family, and so on. The
seating design may be determined by the criteria.
In China, HS sleeper exists for long distance services (ex. Beijing-Shanghai). Though such
a sleeper operated for specialised use may reduce train operation efficiency, it may be
necessary for long distance service.
Flexible seating
An idea of flexible seating exists that a rail is fitted to the floor and seats can be fixed at the
desired point. It is important that the design should be allowed the flexible arrangement in
the cabin when renovation.
Seat dimension
The seat pitch in 1st class should allow most people to stretch out their legs in front of them.
2nd class provides knee space for the average individual even when the seat in front is
reclined. The width of a seat in 2nd class should be of average shoulder width at least.
Depending on the class of service, seats also need to recline, and some should be fitted with
head rest, foot rest and arm rest. In any case sensor tests can be used to help determine the
seat structure.
Rotating seats provide extra comfort for those passengers who dislike contrary to the train

direction. In some countries rotative seats are introduced. In Spain, the staffs rotate the
seats at the departure station. In Japan, also staff rotates the seat by hand or using system
that seats can be automatically turned around. Passenger can easily turn the seats.
As it is assumed that most people will use a laptop, the flip down or flip up table design
should take this into account and should be borne in mind for the placement of power
sockets and wired or WiFi internet connection.
4.4.3 Windows
Larger windows with narrower frames create more noise, heat, sunshine and weaken the
vehicle body but have the advantage of producing an impression of space and improving
the view from all seats.
To maintain high visibility from all seated positions, the location of windows is better to be
defined after the seats have been arranged. For example, on the Shinkansen each seat
corresponds to a window. However it makes difficult to change seating in renovation.
Narrower window frames improve visibility in the case of flexible seating.
4.4.4 Doors
HSRS today has a pair of doors for every 30-90 seats. Shorter distances to doors improve
accessibility and reduce time for boarding and disembarking at stations which helps reduce
stopping time and evacuation time in case of emergency. However, more doors mean
reduced capacity.
PRM and large pieces of luggage must be borne in mind when calculating door width.
In the case of large gaps between the platform and train (such as curved platforms or small
loading gauges) extendible steps may have to be fitted for better accessibility.
4.4.5 Toilets
By and large, current HSRS has one toilet per car. There may be a minimum of one toilet
facility for PRM per train. For more comfort, there may also be baby-changing tables or
spaces for applying make up.
The water and waste tank capacity will determine running time between service stops.
Materials used and the design should make keeping the toilets clean, easy, i.e. easy
maintenance and wear resistant. Reduction of LCC should be taken account.
Recently, a biochemical process is being developed for the disposal of sewage. It may be an
eco-friendly method and could make operation easier.
4.4.6 Luggage storage

HSRS currently provides overhead, end of saloon and floor storage for luggage. Storage
close to the passenger is preferable to avoid lost luggage. Floor storage uses up
considerable capacity so overhead storage is probably the best solution for small items.
4.4.7 Cleaning
Each car may need to be installed with sockets for cleaning equipment.
Innovative materials or coverings can contribute to make cleaning easier.
Robots can be used to clean floors. Seats with cantilever legs will realise easy floor
cleaning.
4.4.8 External design

External design of HSRS is important for image. Engineering requirements will have a
large impact on the external appearance of HS trains, so close cooperation is required to
meet engineering and design needs.
4.5 Passenger services
4.5.1 Information network

Railways will eventually have to provide some sort of local network facility, as exists for
homes and offices. This would also enable railways to positively differentiate their services
in comparison to airlines.
Games, videos etc. could be offered as entertainment services, with movies offered on long
distance trips via personal screens in the seats. Korea already has a train service with an
on board cinema.
In addition, there is an idea to introduce a service giving information about the destination
and traffic etc. which the passenger would be able to access at any time. It is to say travel
support system. Implementing such a service would require the development of a special
system and hardware.
4.5.2 Catering
There are two catering options: restaurant and buffet service with dedicated space or
in-seat (trolley) service. The option selected will depend, among other things, on the travel
distance and time, number of stops, demand for such a service and the train capacity
(restaurant cars use up space). Also it strongly depends on the policy of the RU. It should
be mentioned that the catering service requires huge backyard works.
5 Other technical aspects of high speed rolling stock
5.1 Body and bogie structure
Most current HSRS is made from aluminium alloy, steel and stainless steel. Generally
aluminium is expensive but is light weight. Steel is cheaper but has low endurance (high
maintenance cost) and is heavy. Stainless steel can be used to construct a light weight
structure at low cost, but is difficult to make airtight and has lower design flexibility, for
the nose in particular. For light weight structures, use of carbon composites, which are
already used on some HSRS as a structural component may be extended. Aluminium
honeycomb is also used on some HSRS. High cost of these new materials must be taken
into account and the test for safety is also necessary when newly introduced.
Crash safety, usually comes in the form of a crash proof zone at the back of the driver’s cab.
Providing such protection has to be subject to a weight, cost and risk analysis and of course
obeyed by the regulation. (See also section 3.3.4)

To increase ride comfort, the structure should be as stiff as possible in bending and twisting
mode and necessary to dynamic analysis to avoid resonance. To increase resistance to
bending, placing doors towards the middle of the body would be better to be avoided.
Bogies have to be both safe and reliable enough assured by bench and track tests. The bogie
is one of the heaviest components on RS, the weight of certain of their parts may be
necessary to be reduced – such as bearings, axles, wheels, gears, brakes etc. so long as the
level of safety or reliability is not affected. Generally speaking, the simpler the bogie
structure, the lighter and more cost effective it will be.
Given the bogie’s central role in running safety, a large number of sensors will be placed on
the bogie to measure status such as temperature, vibration acceleration, structural safety,
and so on. The sensors themselves and the total system will need to be tested well in the
field to avoid later problems in operation. Radio communication will used instead of wiring
to make placement of sensors easier and improve reliability. Maintenance management
will be improved if such kinds of data are collected. (See also section 2.6)
The location of component and its design will depend on and the arrangement in a train set,
weight balance of RS and maintenance considerations. For components located under the
floor, extra factors should be borne in mind such as ease of access, detachment and
replacement for maintenance, from which side it should be accessed etc. It should be
determined the maintenance policy, method, and facilities.
It would be better to avoid installing components on the roof to lower the centre of gravity.
5.2 Power and Braking systems

In recent years, thanks to progress in the field of power electronics, HSRS has gradually
been equipped with new technology, controllers, devices and motors which have improved
energy efficiency and reduced maintenance costs. AC motors with IGBT / VVVF controllers
are now more or less main stream. AC motors, currently broadly used, include induction
motors and synchronous motors. Recently synchronous motors with permanent magnets
are introduced. Each type has its advantage and disadvantage in terms of weight, efficiency,
and controllability. Linear motors may be a possibility but will not widely be used mainly
for reasons of cost and compatibility with the existing infrastructure.
For the equipment of main circuit system, the heat capacity should be considered. Special

cooling system such as blower-less system, pump-less system for cooling liquid may be
worth to consider for maintenance cost reduction, weight reduction, and noise reduction.
Regenerative braking is essential to reduce energy consumption and may even be used
instead of mechanical brakes for stopping the train, to help reduce maintenance costs
related to the latter. Mechanical brakes however would still be necessary as a backup
system in emergency. Rail brakes can reduce the stopping distance in an emergency: it
generates a higher friction force than simple rail / wheel contact, but weight and possible
negative impact on rail and signalling are drawbacks. Aerodynamic braking is an effective
means for braking which does not depend on rail/wheel friction and is more effective for
higher speeds but uses up passenger space for installation and increase total weight. A
simple alternative then would be to introduce a device for increasing rail/wheel adhesion,
such as ceramic particle jets.
The technology for optimal distribution of traction and brake in a train set may be
necessary for the improvement of train’s traction and braking performance by the effective
use of maximum friction force which will not be equally distributed in the train set. The
friction force is of course nearly proportional to the axle load, then the traction and brake
system should be included the measurement of the weight. Anti-lock / anti-skid function
will be necessary to avoid the wear of wheel and rail.
5.3 On board train control and information system

Recent trains are installed on board control and information systems which controls,
monitors, diagnoses and displays the status of the train and its components. It may be able
to integrate the signalling system and communication system. It will be like a “brain” and a
“nerve” of the train.
Such system will allow:
Better train control
Better train service on board
Better interface on board for operation staffs and passengers
Efficient management and improvement of operation
Efficient management and improvement of maintenance
Efficient improvement of RS design
Function integration will create new value for the RS.
Integration of functions may reduce the weight of train by reducing wire and controller of
each component.

The interface between system and components should be unified for the system
integration.
The system should be robust for failure and adequately redundant because of its key
element for the operation.
5.4 Other equipment
5.4.1 Auxiliary power units (APU)

APU mainly provide power for service related equipment. The capacity of an APU should
provide enough power for every seat-side plug. The APU should also have enough capacity
to provide power to all necessary components when the train stops accidentally. In case of
an emergency when the train loses the power source, it should provide power to at least the
emergency lighting, toilets and communication devices.
5.4.2 Compressors
Pressurised air is broadly used as a power source of mechanisms like brakes, doors, etc,
because such system can be simply constructed. However, the compressor making
pressurised air vibrates itself and also car body and needs constant maintenance. The RS
without compressors and the air system may be introduced by replacing it to motor
actuators etc.
Development of compressor with low vibrated or vibration insulated and low noise
compressor will be necessary especially for the installation near the passenger cabin.
5.4.3 Automatic coupling system

To guarantee flexible train services, there must be a connector system for easy coupling
and decoupling.
The coupling system should be designed to be coupled with other types of train to rescue
other trains and, if possible, operate commercially.

6 Conclusion
This report aimed to show a general overview of issues which should be taken into account
for future high speed rolling stock.
In chapter 2, necessities are enlisted according to the business process and other general
issues as RAMS and standardisation.
In chapter 3, necessities in basic dimensions in train design and planning are enlisted.
In chapter 4, necessities in commercial and passenger point of views are enlisted.
In chapter 5, necessities in other special technical issues are enlisted.
This study shows all possible necessary aspects as much for future HSRS. It would be
helpful for RU in introducing new HSRS.
7 Appendix
-Current high speed rolling stock
-Examples of timetables in introducing new high speed rolling stock

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World High Speed Rolling Stock 20 Oct.

M: Motor Coach, C: Concentrated Succeeded company is

1.5kV No. 110-118

TGV Duplex Dasye 16 1.5kV TVM/KVB,ET

sets have 197/506 seats after modernisation (which is completed now); 1

UIC High Speed

Italy, 3kV SCMT/BACC,

EMU-11 3kV Approx

Broad gauge (1668)

(3) 3kV Broad gauge (1520)

Renfe 3kV "AVE"

Renfe ASFA/LZB/ET Talgo "AVE"

Renfe 16 ASFA/LZB/ET "AVE"

Renfe ASFA/LZB/ET CAF

Renfe 10 ASFA/LZB/ET Talgo

Renfe 250 250 3kV ASFA/LZB/ET CAF "Avant"

wikimedia C,A,T ASFA Talgo

1L5T 7 140 48 261(+2hp)

UIC High Speed

2M 16 1600 140 55.1 180 180

wikimedia 200 200

Cross Country, 4M 4 2800(5 200 200 227(4M) 93.3(4M) 162(4M) 188(4M)

4M4T 215 664

970 for original First HS train in the world.

925 for original

688 for original

JRC 300 710 ATC

JRC 700 708 ATC

JRC N700 48 715 Approx ATC

JRW Approx ATC

800 7 0.69 276 392 392 6sets: 800

UIC High Speed

25kV50Hz 352 ATC

300 453 18 ATC 3 classes

JRC 923 1 2001- ATC

Total (current) 2225

UIC High Speed

Necessities for future high speed rolling stock v2.1 1

(3)Definition in US (“Vision for HIGH-SPEED RAIL in America“, Department of

Necessities for future high speed rolling stock v2.1 2

1.3 Current world HSRS

2 General issues relating to high speed rolling stock

2.1 Development and design

In Japan, given the close involvement of RUs in RS development, a RU places an order

Necessities for future high speed rolling stock v2.1 4

Cross acceptance or standardised acceptance procedure is one path to reduce approval

Overall elements of the whole process for RU to deploy new RS are

2.6 Maintenance strategy and technology

Maintenance of leased HSRS will be carried out by the leasing company.

Maintenance rule should be flexibly reconsidered to be benefited by introducing new

2.7 Life time and life cycle costs (LCC)

Necessities for future high speed rolling stock v2.1 7

2.8 RAMS (Reliability, Availability, Maintainability and Safety)

Necessities for future high speed rolling stock v2.1 8

2.9 Modularity and standardisation of train parts and components

2.10 Compatibility with infrastructure

The topics considered as the compatibility are, for example,

3 Basic operational aspects of high speed rolling stock

3.1 Train set formation and basic dimensions