Английская Википедия:Higher-speed rail

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Шаблон:Short description Шаблон:About Шаблон:Use dmy dates Шаблон:Multiple image Higher-speed rail (HrSR),[1] also known as high-performance rail,[2] higher-performance rail,[3] semi-high-speed rail or almost-high-speed rail,[4] is the jargon used to describe inter-city passenger rail services that have top speeds of more than conventional rail but are not high enough to be called high-speed rail services.[5] The term is also used by planners to identify the incremental rail improvements to increase train speeds and reduce travel time as alternatives to larger efforts to create or expand the high-speed rail networks.[6]

Though the definition of higher-speed rail varies from country to country, most countries refer to rail services operating at speeds up to Шаблон:Cvt.[7]

The concept is usually viewed as stemming from efforts to upgrade a legacy railway line to high speed railway standards (speeds in excess of Шаблон:Cvt), but usually falling short on the intended speeds. The faster speeds are achieved through various means including new rolling stock such as tilting trains, upgrades to tracks including shallower curves, electrification, in-cab signalling, and less frequent halts/stops.[8]

Definitions by country

As with the definitions of high-speed rail, the definition varies by country. The term has been used by government agencies,[9] government officials,[10] transportation planners,[11] academia,[12] the rail industry,[13] and the media,[14] but sometimes with overlaps in the speed definitions. Some countries with an established definition of higher-speed rail include:

Agency / Council Top speeds (mph) Ref
California Department of Transportation Up to 125 [22]
Minnesota Department of Transportation Greater than 90 but less than 125 [23]
North Central Texas Council of Governments 80–150 [11]
Oklahoma Department of Transportation 110–125 [24]
Texas Department of Transportation 110–125 [24]
Virginia Department of Rail and Public Transportation Up to 110 [19]

Speed limits

In Canada, the assumption about grade crossing is that operating higher-speed rail services between Шаблон:Convert would require "improved levels of protection in acceptable areas".[25]

In the United States, railroad tracks are largely used for freight with at-grade crossings. Passenger trains in many corridors run on shared tracks with freight trains. Most trains are limited to top speeds of Шаблон:Convert unless they are equipped with an automatic cab signal, automatic train stop, automatic train control or positive train control system approved by the Federal Railroad Administration (FRA).[26] In developing higher-speed rail services, one of those safety systems must be used.

Additionally, the FRA establishes classification of track quality which regulates the speed limits of trains with Class 5, Class 6, Class 7 and Class 8 for top speeds of Шаблон:Cvt,[27] Шаблон:Cvt, Шаблон:Cvt and Шаблон:Cvt, respectively.[28] The FRA also regulates passenger train design and safety standards to ensure trains that operate at speeds of Шаблон:Cvt up to Шаблон:Cvt comply with its Tier I standard and trains that operate at speeds up to Шаблон:Cvt comply with its Tier II standard.[29]

Another limitation is the safety of grade crossings (also known as level crossings, flat level crossings, non-grade-separated crossings) which limits how fast trains can go. FRA regulations set speed limits for tracks with grade crossings as follows:[30] Level crossings are generally the most dangerous part of the railway network with a large number of fatal incidents occurring at a grade crossing.

  • For Шаблон:Cvt or less: Grade crossings are permitted. States and railroads cooperate to determine the needed warning devices, including passive crossbucks, flashing lights, two quadrant gates (close only 'entering' lanes of road), long gate arms, median barriers, and various combinations. Lights and/or gates are activated by circuits wired to the track (track circuits).
  • For Шаблон:Cvt: The FRA permits crossings only if an "impenetrable barrier" blocks highway traffic when a train approaches.
  • Above Шаблон:Cvt: No crossings will be permitted.

In Europe, the limit is often Шаблон:Cvt over grade crossings.[31] In Sweden there is a special rule permitting Шаблон:Cvt if there are barriers and automatic detection of road vehicles standing on the track.[32] In Russia Шаблон:Cvt is permitted over grade crossings.[33] The United Kingdom has railway lines of 200 km/h (125 mph) which still use grade crossings.

With the above limitations, many regional transportation planners focus on rail improvements to have the top speeds up to Шаблон:Cvt when proposing a new higher-speed rail service.[21]

Similar categories

In countries where there had been rail improvement projects in the later part of the 20th century and into the 2000s, there are inter-city rail services with comparable speed ranges of higher-speed rail, but they are not specifically called "higher-speed rail". Below are some examples of such services that are still in operation.

Commuter rail services

Some commuter rail services that cover shorter distances may achieve similar speeds but they are not typically called as higher-speed rail.[19] Some examples are:

Rail improvement strategies

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Cab display unit of ACSES, an approved PTC system

There are many types of trains that can support higher-speed rail operation. Usually, the rail infrastructure needs to be upgraded prior to such operation. However, the requirements to the infrastructure (signalling systems, curve radii, etc.) greatly increase with higher speeds, so an upgrade to a higher-speed standard is often simpler and less expensive than building new high-speed lines. But an upgrade to existing track currently in use, with busy traffic in some segments, introduces challenges associated with the construction work that could potentially disrupt the train services. The followings are some strategies used by regional transportation planners and rail track owners for their rail improvement projects in order to start the higher-speed rail services.

Signal upgrades

In Victoria, Australia, the increased top speeds from Шаблон:Cvt in the Regional Fast Rail project required a change to the signalling system to account for increased braking distance. Prior to the project, the system comprised a mixture of equipment from pre-WWI mechanical signalling to the remote control systems of the 1980s. In some cases, operators needed to telephone the local operators to manually control the signal boxes. With the new speeds, the signalling needed to be computerized. The project employed the Solid State Interlocking with the newly laid fiber-optic communication between the components to use three computer systems to control the signals. When the output of one computer differs from the other two, the system will fail that computer and continue the signal operations as long as the outputs from the other two computers are consistent. The project deployed the Train Protection & Warning System which allows the system to automatically applies the brakes at a sufficient distance to stop the train if the driver does not control the speeds adequately. The project also incorporated Train Control and Monitoring System to allow real-time monitoring of the position of trains.[49]

In the United States, the first step to increase top speeds from Шаблон:Convert is to install a new signal system that incorporates FRA-approved positive train control (PTC) system that is compatible with higher-speed rail operation.[50] They are both transponder-based and GPS-based PTC systems currently in use in the United States. By a mandate, a significant portion of the railroads in the United States will be covered by PTC by the end of 2015.[51]

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Concrete ties on a BNSF line

Track improvements

To support trains that run regularly at higher speeds, the rails need to be reliable. Most freight tracks have wooden ties which cause rails to become slightly misaligned over time due to wood rot, splitting and spike-pull (where the spike is gradually loosened from the tie).[52] The concrete ties used to replace them are intended to make the track more stable, particularly with changes in temperature.[53] Rail joints are also an issue, since most conventional rail lines use bolts and fishplates to join two sections of the rail together. This causes the joint to become slightly misaligned over time due to loosening bolts. To make for a smoother ride at higher speeds, the lengths of rail may be welded together to form continuous welded rail (CWR). However, the continuous welded rails are vulnerable to stress due to changes in temperature.[54]

In Australia, the track condition before the Regional Fast Rail project could only support trains up to speeds of Шаблон:Cvt. The tracks are with mixture of wooden and concrete ties. The rail weight varies but with majority being Шаблон:Convert. The track upgrade in the project included changing to use concrete ties and to use new standard of rail weight at Шаблон:Convert in order to support the new top speeds of Шаблон:Cvt.[55]

There may be restriction in maximum operating speeds due to track geometry of existing line, especially on curves. Straightening the route, where possible, will reduce the travel time by increasing the allowable speeds and by reducing the length of track. When straight routes are not possible, reducing the number of curves and lowering the degree of curvature would result in higher achievable speeds on those curves. An example is the elimination of three consecutive reverse curves in favor of one larger curve. Raising superelevation may be considered for sharp curves which significantly limit speed. The higher speeds on those modified curves, together with the higher superelevation, will require track modification to have transition spirals to and from those curves to be longer.[56]

Old turnouts may need replacement to allow trains to run through the turnouts at higher speeds. In the United States, some old turnouts have speed limit of Шаблон:Cvt. Even with newer turnouts (rated #20), the diverging speed limit is still at Шаблон:Cvt which would significantly slow down the higher-speed train passing through those sections. High-speed turnouts (rated #32.7) are capable of handling maximum diverging speeds of Шаблон:Cvt.[57][58][59]

In order to minimize the downtime to upgrade tracks, a track renewal train (TRT) can automate much of the process, replacing rails, ties, and ballast at the rate of 2 miles per day. In the United States, a TRT is used by Union Pacific Railroad on the track shared with future higher-speed rail service in Illinois area.[60][61]

For electrified track, the old catenary may need to be replaced. The fixed-tension catenary which is acceptable for low speeds may not be suitable for regular higher-speed rail services, where a constant tension is automatically maintained when temperature changes cause the length of the wire to expand or contract.[62]

Crossing improvements

With trains running at higher speeds throughout the route, safety at all at-grade crossings needs to be considered.

In Australia, the levels of upgrade of the crossing in the rail improvements project were based on the risk analysis. The improvements included flashing light protection, automatic full barriers protection, and pedestrian gates crossings. The project also introduced the use of rubber panels at the crossings.[49]

In the United States, the FRA limits train speeds to Шаблон:Cvt without an "impenetrable barrier" at each crossing. Even with that top speed, the grade crossings must have adequate means to prevent collisions. Another option is grade separation, but it could be cost-prohibitive and the planners may opt for at-grade crossing improvements instead.[30]

The safety improvements at crossings can be done using combination of techniques. This includes passive devices such as upgraded signage and pavement markings. Another low-cost passive device is median separators which are installed along the center line of roadways, extending approximately 70 to 100 feet from the crossing, to discourage drivers from running around the crossing gates. More active devices include the four-quadrant gate, which blocks both sides of each traffic lane. Longer gate arms can cover 3/4 of the roadway. Video cameras can also be installed to catch the violators. A signal monitoring system can also be installed to alert the crews when the crossing equipment has malfunctioned.[63]

In Norway, grade crossing speed are not permitted to exceed Шаблон:Cvt.[64]

Rerouting and passing sidings

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Norfolk Southern Railway freight enters the NEC from the Port Road Branch in Perryville, Maryland

In areas where there is frequent interference between freight and passenger trains due to congestion which causes the passenger trains to slow down, more extensive improvements may be needed. Certain segments of the line in congested areas may need to be rerouted. New track may need to be laid to avoid many curves which slow down the trains. In stretches of heavy freight train traffic, adding passing sidings along the segment should be considered. Sometimes certain stations may need to be bypassed.[65]

Electrification

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The "Main Line" portion of the Keystone Corridor is fully electrified.

Another consideration is electrification. Electrifying a railway line entails a major upgrade to the rail infrastructure and equipment. On the infrastructure side, it requires catenary lines to be built above the tracks. New transmission lines are needed to carry power from the power plants. Substations are required for each of the Шаблон:Convert lengths to reduce severe voltage losses. There is also a need to consider the required amount of power supply and new power plants may be required. For locomotives, new electric locomotives are needed or existing diesel-electric locomotives can be retrofitted into all-electric locomotives, but it is a complicated task.[66] These factors cause electrification to have high initial investment costs. The advantages of all-electric locomotives are that they provide quieter, cleaner and more reliable operations than the diesel-electric counterpart. The fuel consumption, locomotive maintenance costs and track wear of all all-electric locomotives are also lower.[67] Furthermore, electric traction makes the operator more independent of oil price fluctuations and imports, as electricity can be generated from domestic resources or renewable energy. This was a major consideration in the electrification of the German Democratic Republic network, as lignite (and therefore electricity) was cheap and plentiful domestically whereas oil had to be imported at world market prices.Шаблон:Citation needed

An alternative to catenary lines is to use a third rail system which has a semi-continuous rigid conductor placed alongside or between the rails of a railway track. However the operating speeds of this type of systems cannot be greater than Шаблон:Cvt due to its limitation of the power supply gaps at turnouts and grade crossings. Therefore, the third rail system is not generally used for higher-speed rail.[68]

One example in the United States that does involve electrification is the Keystone Improvement Project to provide higher-speed rail service along the Harrisburg-Pittsburgh segment of the Keystone Corridor in Pennsylvania. The plan includes additional track, a new signal system and electrification. If completed as planned, this would allow Amtrak to utilize electric power continuously on service from Philadelphia to Pittsburgh. The first segment ("Main Line") has already been using electric locomotives with a top speed of Шаблон:Cvt.[69]

In operation

Australia

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NSW TrainLink XPT at Sydney's Central station
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A Diesel Tilt Train at Bowen Hills

Шаблон:See also In 1999, the concept of Regional Fast Rail project was initiated by the State Government of Victoria with a goal to provide express higher-speed rail services between 4 main regional centres of Victoria (Geelong, Ballarat, Bendigo and the Latrobe Valley) and Melbourne. The initiative included a key component to upgrade rail infrastructure to have top speeds up to Шаблон:Cvt. The development phase of initiative was between 2000 and 2002. Finally, the services on four lines began between 2005 and 2006 with top speeds of 160 km/h using VLocity trains.[70] Additionally, Queensland Rail's Tilt Train, the Transwa Prospector and NSW TrainLink's XPT all have a top service speed of 160 km/h (99–100 mph).[71][72][73]

The New South Wales XPT (short for Express Passenger Train) is the main long-distance passenger train operated by NSW TrainLink on regional railway services in New South Wales, Australia from Sydney to Dubbo, Grafton, and Casino as well as interstate destinations, Brisbane and Melbourne. The XPT is based on the British Rail designed High Speed Train and entered service in April 1982. It came to fruition in January 1978 when the Public Transport Commission invited tenders for 25 high-speed railcars similar to the Prospector railcars delivered by Comeng to the Western Australian Government Railways in 1971. Comeng's proposal for a train based on the InterCity 125 was announced as the successful bidder in October 1976.

The Tilt Train is the name for two similar tilting train services, one electric and the other diesel, operated by Queensland Rail on the North Coast line from Brisbane to Rockhampton and Cairns. In May 1999 the Electric Tilt Train set an Australian train speed record of Шаблон:Cvt north of Bundaberg, a record that still stands.[74][75]

The Transwa WDA/WDB/WDC class are a class of railcars built by United Goninan, Broadmeadow for Transwa in 2004–05 to replace the WAGR WCA/WCE class railcars on the AvonLink and Prospector services in Australia. They are capable of high-speed operation.

China

Railway Lines in China that run CRH services
Geographically accurate map of CRH services.
Magenta and Red: High-speed rail
Yellow: Higher-speed rail
Black text in image: Cities that host CR divisions headquarters
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A S511 train in the Beijing Suburban Railway.
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Train K9787 in the Nanjiang railway.

In China, higher-speed railways are railways that are not officially categorized as high-speed rail but allow CRH EMUs run on it with speeds up to 200 km/h.[76] Typically these lines are classified as Grade I conventional railways and are used by both passenger and freight services.

Note that the majority of high-speed lines are also called "passenger-only"(Шаблон:Lang-zh) lines. Inside mainland China this word invokes a sense of higher-speed rail but the wording usage is inconsistent.

Train identifiers

Identifiers starting with G indicates at least part of the train's route operates at a maximum 300 km/h or above (this is a characteristic of the line rather than the precise maximum speed of this exact train) and not running at deliberately reduced speed on any section. Other sections of the route may have lower speeds as low as 160 km/h.

Identifiers starting with C indicates short-distance travel using CRH trains, the maximum speed is irrelevant (ranging from 160 km/h Ürümqi-Korla service to 350 km/h Beijing-Tianjin (via intercity) service).

Identifiers starting with D indicates CRH services with maximum speed 265 km/h or less, including overnight sleepers on 310 km/h Beijing-Guangzhou line (running them 310 km/h overnight not only causes noises but also disturbs sleeping patterns of passengers. This is an example of deliberately reduced speeds).

Identifiers starting with S indicates metropolitan services using CRH rolling stock and have a different fare system to the national one. Their maximum speed is 160 km/h.

Note: The start and end station in the following lists accounts only CRH services. * denotes some section of this line doesn't have 160 km/h CRH services.

Conventional lines running CRH services

Шаблон:Complete list

Line name Line name
(Chinese) 		start station end station Train identifiers Note
Southern Xinjiang* 南疆线(吐库二线段) Шаблон:Rws/Шаблон:Rws Шаблон:Rws C T K Y none
Lanzhou-Xinjiang (West)*

(including Second track)

兰新线西段(北疆线) Шаблон:Rws Шаблон:Rws C T K Y Bole station where Boltala Prefecture branch splits is no longer a passenger stop.[77]
Jinghe-Khorgos 精伊霍铁路 Шаблон:Rws Шаблон:Rws C T K Y
Boltala Prefecture Branch 博州支线 Шаблон:Rws Шаблон:Rws C T K Y
Liuyuan-Golmud* 柳格线柳敦段 Шаблон:Rws Шаблон:Rws D K Y none No CRH train from/to Dunhuang stops at Yumen.
Changchun-Baicheng
Baicheng-Arxan* 		长白·白阿线(长乌段) Шаблон:Rws Шаблон:Rws C Z K
Hohhot-Ordos 呼鄂线 Шаблон:Rws Шаблон:Rws D Z K
Beijing Suburban:
Huairou-Miyun 		北京市郊怀密线 Шаблон:Rws Шаблон:Rws S
Beijing Suburban:
Sub-Center 		北京市郊副中心线 Шаблон:Rws Шаблон:Rws S
Tianjin-Jizhou 津蓟铁路 Шаблон:Rws Шаблон:Rws S
Beijing-Qinhuangdao 京秦线(京哈线) Шаблон:Rws Шаблон:Rws D Z T K Y Both conventional and high-speed services has some detouring to Tianjin instead.
Xiong'an Area 雄安地区动车 Шаблон:Rws Шаблон:Rws D Z T K Y Section between Шаблон:Rws and Шаблон:Rws is high-speed Tianjin–Baoding intercity railway(mixed traffic).
G class trains running solely on aforementioned section is not counted.
Section between Shijiazhuang and Xushui East is Beijing–Guangzhou railway.
Section between Bazhou West and Beijing South is Beijing–Kowloon railway.
Northern Tongpu Quadruple Track* 北同蒲三四线 Шаблон:Rws Шаблон:Rws D Z K Part of Datong-Xi'an high-speed line.
Beijing-Shanghai Overnight Sleepers 京沪动卧 Шаблон:Rws Шаблон:Rws D 2/1/3 pair(s) of trains between Beijing and Shanghai/Nanjing/Hangzhou daily.
Trains to Hangzhou have section between Kunshan and Hangzhou runs via Shanghai–Kunming railway and does not stop at Shanghai.
Longkou-Yantai 龙烟线 Шаблон:Rws Шаблон:Rws D
Nanjing-Qidong* 宁启线南启段 Шаблон:Rws Шаблон:Rws D Section between Nanjing and Nantong is 200 km/h
CR Shanghai Suburban (Shaoxing) 上海局市域(绍兴) Шаблон:Rws Шаблон:Rws S Locally administered
CR Shanghai Suburban (Ningbo) 上海局市域(宁波) Шаблон:Rws Шаблон:Rws S Locally administered
Dazhou-Chengdu* 达成线成遂段 Шаблон:Rws Шаблон:Rws D Z T K Section between Suining and Chengdu is 200 km/h
Xiangyang-Chongqing* 襄渝线达渝段 Шаблон:Rws Шаблон:Rws D T K
Nanchong-Gaoxing 南高线 Шаблон:Rws Шаблон:Rws D Gaoxing station connects to Dazhou-Chongqing but is not a passenger stop
Shimen County-Changsha 石长线 Шаблон:Rws Шаблон:Rws D T K
Kunming-Hekou* 昆玉河铁路(标准轨) Yuxi Шаблон:Rws C K CRH service between Yuxi and Kunming South run on Kunming–Yuxi intercity railway (200 km/h)
Shanghai-Kunming* 沪昆线宣昆段 Шаблон:Rws Шаблон:Rws C Z T K none
Litang-Zhanjiang* 黎湛线贵玉段 Шаблон:Rws Шаблон:Rws D T K none
Shejiang-Shantou* 畲汕线潮汕至汕头 Шаблон:Rws Шаблон:Rws G D K

Newly built lines operating less than 200 km/h speed

Шаблон:Complete list

Line name Line name
(Chinese) 		start station end station Train identifiers Note
Shanghai Area: Jinshan 金山线 Шаблон:Rws Шаблон:Rws S[78]
Zhongchuan Airport intercity 中川机场城际 Шаблон:Rws Шаблон:Rws C D Lanzhou Area only except a single round trip to/from Tianshui South.
Beijing Subway Daxing Airport Express 北京地铁大兴机场线 Шаблон:Stl Шаблон:Stl Not exist Not part of China Railway System.
Baotou-Xi'an* 包西线西延段 Шаблон:Rws Шаблон:Rws D Z T K Different from Baotou–Xi'an high-speed railway (under construction).
Nanjing-Chengdu* 宁蓉线宜凉段
(宜万铁路) 		Шаблон:Rws Шаблон:Rws G D Z K Passenger service branches at Шаблон:Rws.
Lanzhou-Chongqing 兰渝铁路 Шаблон:Rws Шаблон:Rws G D Z K
Changsha-Zhuzhou/Xiangtan 长株潭城际铁路 Шаблон:Rws Шаблон:Rws/Шаблон:Rws C
Guiyang-Kaiyang 贵开城际铁路 Шаблон:Rws Шаблон:Rws C
Guiyang Loop Line 贵阳市域铁路环线 Loop Line C
Guangzhou-Shenzhen (quadtuple track) 广深线(城际线) Шаблон:Rws Шаблон:Rws C D Through operation to Шаблон:Rws (Guiyang-Guangzhou high-speed line), it operates at 180 km/h.

Designated 200 km/h, operating 160 km/h lines with currently no C/D/G class services

Шаблон:Complete list

Line name Line name
(Chinese) 		start station end station Train identifiers Note
Jining-Baotou quadtuple track* 集包第二双线 Шаблон:Rws Шаблон:Rws Z T K none The section between Hohhot East and Baotou is high-speed rail.
The section between Jining South and Hohhot differs from Zhangjiakou–Hohhot high-speed railway (all of this line's D class service is transfterred to it).
Taiyuan-Zhongwei/Yinchuan Corridor 太中银通道 Шаблон:Rws Шаблон:Rws/Шаблон:Rws Z T K none

Slow speeds on lines normally running high-speed

This section lists the deliberately reduced scenarios mentioned in "train identifiers" section above. Шаблон:Complete list

Line name Line name
(Chinese) 		start station end station Train identifiers Note
Southeast coastal sleepers 沪广动卧 Шаблон:Rws/Шаблон:Rws Шаблон:Rws/Шаблон:Rws D Section between Shanghai and Hangzhou uses Shanghai-Kunming high-speed line. Section between Shenzhen North and Zhuhai uses Guangzhou-Shenzhen-Hong Kong high-speed line and Guangzhou-Zhuhai intercity line.
Beijing-Guangzhou sleepers 京广动卧 Шаблон:Rws Шаблон:Rws and others (see note) D Overnight service to Шаблон:Rws, Шаблон:Rws, Шаблон:Rws and Шаблон:Rws using Beijing-Guangzhou-Shenzhen, Guangzhou-Zhuhai, Xinhui-Maoming-Zhanjiang and Shanghai-Kunming high-speed lines.

Greece

Since 1997, ongoing construction to upgrade and built higher-speed lines capable of speeds of up to Шаблон:Convert is conducted. The P.A.Th.E. Plan (Patras-Athens-Thessaloniki-Evzonoi), as it is called aims at reduced journey times between Greece's main cities (Athens, Thessaloniki and Patra) as well as an improved rail connection between Greece and North Macedonia. Currently, only the modernized lines of Domokos–Thessaloniki, Athens Airport–Kiato, and Thessaloniki–Strymonas are in operation at maximum speeds of Шаблон:Convert.[79]

India

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Gatimaan Express at New Delhi Railway Station
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Tejas Express in Mumbai
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Vande Bharat Express during its inaugural run from Howrah to New Jalpaiguri
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RapidX train in Delhi-Meerut RRTS

The Gatimaan Express was India's first semi-high speed train.[80] In October 2014, the railways applied for safety certificate from Commission of Railway Safety to start the service. In June 2015, the train was officially announced. The train was launched on 5 April 2016 and completed its maiden journey between Nizamuddin and Agra Cantt within 100 minutes. But due to low occupancy, Indian Railways first extended this train from Agra to Gwalior on 19 February 2018 and then to Jhansi on 1 April 2018.Шаблон:Citation needed

The Tejas Express was Introduced by Indian Railways in 2017. It features modern onboard facilities with doors which are operated automatically. Tejas means "sharp", "lustre" and "brilliance" in many Indian languages. The inaugural run of Tejas Express was on 24 May 2017 from Mumbai Chhatrapati Shivaji Maharaj Terminus to Karmali, Goa. It covered 552 km in 8 hours and 30 minutes.[81] On 1 March 2019, second Tejas Express of the country was flagged off between Chennai Egmore and Madurai Junction by Prime Minister Narendra Modi. It covered 497 km in 6 hours and 30 minutes.[82] Lucknow – New Delhi Tejas Express, which was inaugurated on 4 October 2019, is India's first train operated by private operators, IRCTC, a subsidiary of Indian Railways.[83] The Ahmedabad – Mumbai Tejas express, also operated by IRCTC was inaugurated on the 17 January 2020.[84] From 1 September 2021, the train LHB Rajdhani Rakes are replaced with LHB Tejas Sleeper Rakes. This increased the speed of the train to 130 km/h. The train can travel at a top speed of 160 km/h making it a Semi-High Speed Train.

In 2021, Indian Railways started to upgrade Rajdhani Coaches to Tejas coaches. This replaced its traditional LHB Rajdhani coaches On 15 February 2021, the Agartala Rajdhani Express was upgraded with Tejas livery Sleeper Coaches. On 19 July 2021, the Mumbai Rajdhani Express was upgraded to Tejas class smart coaches. LHB Rajdhani coaches.[85][86] On 1 September 2021 the Rajendra Nagar Patna Rajdhani Express was upgraded to Tejas rakes. This increased the speed of the train to 130 km/h. The train can travel at a top speed of 160 km/h.[87]

In 2019, Vande Bharat Express, also known as Train 18,[88] was inaugurated. This is an Indian higher-speed rail intercity electric multiple unit.[89] It was designed and built by Integral Coach Factory (ICF) at Perambur, Chennai under the Indian government's Make in India initiative over a span of 18 months. The unit cost of the first rake was given as Шаблон:INRConvert, though the unit cost is expected to go down with subsequent production.[90] At the original price, it is estimated to be 40% cheaper than a similar train imported from Europe.[91] The train was launched on 15 February 2019, from Delhi to Varanasi.[92] The service was named 'Vande Bharat Express' on 27 January 2019.[93] On 5 October 2019, a second Vande Bharat Express was opened from Delhi to Katra[94] On 30 September 2022, Prime Minister Narendra Modi inaugurated a 3rd Vande Bharat Express rake connecting Mumbai and Ahmedabad passing through Surat. This rake was an upgraded second generation version.[95] an other second generation rake was inaugurated from Delhi to Una passing through Chandigarh.[96]

Inaugural run and entry into service

The train flagged off for an inaugural run by Prime Minister of India Narendra Modi, on 15 February 2019,[97] with its commercial run started from 17 February 2019 onwards. It will be running on the Delhi-Varanasi route,[98] via Kanpur and Prayagraj, connecting the holy city of Varanasi to the Capital city, reducing travel time along the route by 15 percent.[89] The train's regenerative brakes are also expected to allow a 30% savings in electricity costs as compared to its predecessor.[99] At an operating speed of Шаблон:Convert, it will outpace the Shatabdi Express by Шаблон:Convert.[98] Although the trainset has been tested for speeds up to 180 km/h, it is capable of running at speed of 200 km/h. Every other car on the train is motorised.[100] The 8-hour journey from New Delhi to Varanasi station has the Chair Car CC Class fare of ₹1,755.00 and covers the total distance of about 762 kilometers.[101]

Laos

Шаблон:Main article Passenger trains on the 2021 opened Boten–Vientiane railway travel at speeds of up to 160 km/h,[102][103] however the railway has been described as 'high-speed' as well.[104] Some sections of the railway were planned to allow speeds of up to 200 km/h, however this was downgraded to 160 km/h in the final design.[105][106]

United States

Файл:Amtrak 627 with a Northeast Regional in Madison, Connecticut, April 2015.jpg
Amtrak Northeast Regional in Connecticut.
Файл:Keystone Service train passing through Devon station, July 2007.jpg
Amtrak Keystone Service passing Devon station in Pennsylvania.

This is the list of the current higher-speed rail services from the East Coast to the West Coast:

Corridor / Segment Service name Length (miles) Equipment Power Current Top speed (mph) Avg speed (mph)[107] Note
Washington, DC–Boston, MA Northeast Regional 457 locomotive-hauled coaches Electric Шаблон:Cvt Шаблон:Cvt [108] Trains run on Northeast Corridor trackage shared by high-speed Acela Express trains. This service also qualifies as high-speed rail in certain portions of its route when traveling at its maximum speed, Шаблон:Cvt.
Miami – Orlando, FL Brightline 235 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt service started September 22, 2023.
Philadelphia–Harrisburg, PA, PA Keystone Service 104 locomotive-hauled coaches Electric Шаблон:Cvt Шаблон:Cvt
New York City–Albany, NY Empire Service, Lake Shore Limited, Maple Leaf, Adirondack, Ethan Allen Express 141 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt [21]
New Haven, CT–Springfield, MA Hartford Line, Vermonter, Northeast Regional 62 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt Amtrak services running on the New Haven–Springfield Line started operating at Шаблон:Cvt on 16 June 2018.[109]
Chicago, IL–Detroit/Pontiac, MI Wolverine 304 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt As of 2014, a Шаблон:Convert portion allows speeds up to Шаблон:Cvt. Another portion of Шаблон:Convert is under construction to increase to those speeds.[21][110]
Chicago, IL–Port Huron, MI Blue Water 319 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt As of 2014, a Шаблон:Convert portion allows speeds up to Шаблон:Cvt.[110][111]
Chicago, IL–St. Louis, MO Lincoln Service 284 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt [112]
Chicago, IL–Los Angeles, CA Texas Eagle 2,728 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt [113]
Chicago, IL–Los Angeles, CA Southwest Chief 2,256 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt [114]
Los Angeles, CA–San Diego, CA Pacific Surfliner 130 locomotive-hauled coaches Diesel-electric Шаблон:Cvt Шаблон:Cvt [21] There is a study in place to increase maximum speed to Шаблон:Cvt when funding is available.[115]

Earlier attempts

Canada

There have been several different attempts at higher speed rail in the Quebec City–Windsor Corridor, and several high speed rail attempts as well.[5]

Ireland

In 2010, there was a report commissioned by the Chartered Institute of Logistics and Transport as a mid-term review of Transport 21, an Irish infrastructure plan announced in 2005. The report recommended, among other things, a development of national rail to provide higher-speed rail services.[116] However, there have been no progress toward the recommendation.

United States

There have been long-range visions to establish high/higher-speed rail networks in different regions of the United States but without adequate funding. During the American Recovery and Reinvestment Act of 2009, there was a surge of interest to apply for grants from the federal government to start those projects. However, many proposals have been put on hold or cancelled after failing to secure funding or support from the public or key local politicians.[117][118]

Amtrak Cascades

Шаблон:Main Amtrak Cascades, a Шаблон:Convert intercity rail service, stretches from Eugene, Oregon, through the State of Washington to Vancouver, British Columbia, in Canada. As of 2010, the long-term goal of this corridor was to have the top speeds of the segment of Eugene, Oregon, to Blaine, Washington, with top speeds in the Шаблон:Cvt range, and eventually Шаблон:Cvt on a dedicated track.[119] However, as of 2012, the Washington State Department of Transportation plans for its Шаблон:Convert stretch to have top speeds of only Шаблон:Convert,[120] and the plan in Oregon is to limit the speeds to Шаблон:Cvt as well, with safety and other freight service concerns voiced by the track owner, Union Pacific Railroad.[121] This essentially halts the plan to provide a higher-speed rail service on this corridor in the near future.

Minnesota

The Northern Lights Express project, in the planning stages and proposed to begin construction in 2017, would upgrade the BNSF trackage between Minneapolis and Duluth to support service up to Шаблон:Cvt.[122]

Other higher-speed rail proposals are periodically considered, but would need to pass through neighboring states, which have thus far not agreed to cooperate. Minnesota transportation planners proposed a higher-speed rail service called the River Route, with top speeds of Шаблон:Cvt, between Minneapolis–Saint Paul, Minnesota, and Chicago, Illinois, via Milwaukee, Wisconsin, which follows the Empire Builder route.[123] There is no current progress with the River Route project due to the cancellation of the funding in Wisconsin.

Another alternative that has been discussed is to have a new route that heads south to Iowa to join the rail link from Iowa to Chicago.[124] There was a report in 2011 that Iowa would halt its involvement in high/higher-speed rail projects.[125] However, the Iowa Department of Transportation and Illinois Department of Transportation continue to pursue the study of rail link between Chicago and Omaha, Nebraska, through Iowa with top speeds of Шаблон:Cvt.[126][127] Therefore, the status of the proposal to link Minneapolis–Saint Paul with Chicago via Iowa is unknown.

New York

Шаблон:Main

Файл:Turboliner 152.jpg
An un-rebuilt RTL Turboliner in New York in 1983.

In 1998, New York State initiated a $185 million program in partnership with Amtrak to increase the speeds of the Empire Service to Шаблон:Cvt by reconstructing all seven gas-turbine Turboliner trainsets, originally built in 1976–1977, to the new RTL-III specification. The reconstructed trains, coupled with track improvements, would cut the travel time between New York City and Albany by 20 minutes. However, the project ran into many problems including issues with the trains and the unsuccessful implementation of required track improvements.[128] New York ended the rehabilitation program in 2005 after spending $70.3 million.[129] Fallout over the program led to litigation between New York and Amtrak; Amtrak would eventually pay New York $20 million and commit to funding $10 million in track improvements.[130] New York auctioned off its surplus Turboliners in 2012 for $420,000.[131]

Ohio

Шаблон:Main The Ohio Hub, a rail improvement project proposed by the Ohio Department of Transportation, is aimed at revitalizing passenger rail service in the Ohio region. The proposal was to increase the top speeds to Шаблон:Cvt in the network connecting Cleveland, Columbus, and Cincinnati, commonly referred as the 3-C corridor.[132] The project is currently in an unknown state after the U.S. government rescinded the federal funding from Ohio and redirected it to other states.[117]

Wisconsin

In October 2009, the Wisconsin Department of Transportation adopted the Connections 2030 plan which is the long-range plan for state transportation needs. The plan includes Wisconsin Rail Plan 2030, the twenty-year plan to improve the state railroad system by 2030. In the rail plan, there is a multi-phase project to upgrade the rail service from Chicago, Illinois, to Milwaukee and Madison, Wisconsin, with top speeds of Шаблон:Cvt. The latter phases of the project will expand the same service to Minneapolis–Saint Paul in Minnesota and another route to Green Bay, Wisconsin.[133] There was a reaction against the project in 2010, and the $810 million grant the state originally received for the project from the federal government was rescinded.[117] As of 2012, the rail plan is postponed indefinitely.[134]

Current efforts

Baltic states

The three Baltic states have been working with the European Union as part of the Trans-European Transport Networks (TEN-T) initiative on a study to build a higher-speed rail line in the Rail Baltica corridor to connect Warsaw, in Poland, and Tallinn, in Estonia.[135]

Bangladesh

Bangladesh Government has taken initiatives to develop high-speed rail (HSR) in between its two major cities – Dhaka, the National Capital City and Chattogram (former Chittagong), the second largest and the principal Port City of the country. Bangladesh Railway (BR), the Government-owned and-managed transportation agency of the country, signed a contract of BDT 102 crore on 31 May 2018 with a Consortium of China Railway Design Corporation (CRDC), a Chinese Company and Mazumder Enterprise (ME), a Bangladeshi Pvt. Ltd. Company for feasibility study and detailed design for construction of proposed Dhaka-Chattogram via Cumilla/Laksam HSR line.

With 320.79 km length, Dhaka-Chattogram is the main business corridor and life line of BR, and at present, the railway route is a circuitous way through Tongi-Bhairab Bazar-Brahmanbaria-Cumilla-Chattogram. The proposed shorter route, which would be Dhaka-Cumilla/Laksham-Chattogram, will cut short the length by about 91 km, making the total length around 230 km. The expected speed of the proposed HSR would be above 250 km/h (yet to determine) and it would take less than one hour to reach Chattogram from Dhaka, which currently takes more than five hours. Under the 18-month contract, the Consortium's responsibilities will include identifying alternative alignments, assessing the viability of the project, preparing detailed engineering design, and cost estimation. [136]

Canada

For a rail route to connect Windsor, Ontario to Detroit, Michigan in the United States, a higher-speed rail plan was proposed as an alternative after a study on the Windsor to Quebec City route in Canada was to consider only high-speed rail with top speeds of Шаблон:Cvt or more. Politicians in Windsor area proposed in 2012 that having higher-speed rail connection between Windsor and Detroit must be part of the consideration.[25][137][138]

Another feasibility study is ongoing as part of the Northern New England Intercity Rail Initiative to connect between Boston and Montreal trains at top speeds of Шаблон:Cvt.[139]

Greece

A project to modernize railway network in Greece is ongoing. A new Шаблон:Convert alignment between Tithorea and Domokos is designed to avoid the mountainous part. The new line will have speeds of Шаблон:Cvt.[79]

India

In October 2013, the Minister of Railways announced at the two-day international technical conference on High Speed Rail Travel; Low Cost Solution that the focus of India's rail improvement is to implement a lower cost solution to meet the immediate needs by providing higher-speed rail services as an incremental step before the dedicated track high-speed rail can be achieved. India's higher-speed rail will be in the range of Шаблон:Cvt.[7] On 3 July 2014, a trail run with the new top speeds of Шаблон:Cvt was successfully completed on a journey of Шаблон:Cvt between Delhi and Agra. The new service, operational since 5 April 2016, cut the travel time from 126 minutes (compared to standard trains) with a top speed of Шаблон:Convert to 99 minutes.[140]

In 2019 the government approved 3 rapid regional railways including Delhi–Meerut Regional Rapid Transit System with speeds up to 160 km/h.[141]

in June 2020 the government of Kerala approved the Thiruvananthapuram–Kasargode Semi High Speed Rail Corridor or Silver line, a Semi-High speed rail line connecting the state.[142]

in July 2021, The Government announced plans of making 10 new Vande Bharat Express Lines connecting Over 40 cities. This is planned to be done by 2022.[143]

Malaysia

Файл:ETS EP arriving KLO.jpg
A KTM Class 93 (Platinum service) arriving in Kuala Lumpur

Шаблон:Unreferenced section

The KTM ETS is an inter-city rail service operated by Keretapi Tanah Melayu Berhad utilizing electric multiple units. The KTM ETS is the second electric train service to be operated by the Malaysian railway company, after the KTM Komuter service.

Commencing in August 2010, the ETS is the fastest metre gauge train service in Malaysia and operates along the electrified and double-tracked stretch of the West Coast Line between Шаблон:Rws and Шаблон:Rws on the Malaysia-Thai border by the Malaysian national railway operator, Keretapi Tanah Melayu.

The rail service is operated by KTM Intercity Division. It was previously operated by ETS Sendirian Berhad, a fully owned subsidiary of Keretapi Tanah Melayu Berhad. The operation speed for this train is 140 km/h with the maximum possible speeds for the trains at 160 km/h.

New Zealand

Advocacy group Greater Auckland proposed the Regional Rapid Rail initiative in 2017, including tilt trains with a maximum speed of 160 km/h.[144] This network would link Auckland with Hamilton, Tauranga and Rotorua. In December 2018, the Government of New Zealand committed funding to reintroducing a five-year trial rail service between Papakura in southern Auckland to Hamilton, starting in 2020.[145]

Panama

China claimed to invest capitals into 160 km/h rail corridor, total length would be 491 km.[146]

Philippines

The state-owned Philippine National Railways plans to rebuild its historic South Main Line from Manila to the Bicol Region in the southeastern tip of Luzon. The agency will build Шаблон:Convert of track, with the main line itself leading to Matnog, Sorsogon and a spur line leading to Batangas City. It will be a standard-gauge railway served by Chinese-built diesel multiple units with a maximum speed of Шаблон:Cvt and an average speed of Шаблон:Cvt including stops.[147] The project will start construction in mid-2020 and is set to open partially by 2022.

In January 2022, PNR general manager Junn Magno defined the agency's future high-speed rail projects to be electrified railways with a maximum speed of at least Шаблон:Convert. The high power costs and resulting expensive ticket prices resulted in the operation of high-speed rail in the country to be marked as infeasible. The agency then resorted to semi-high speed express trains for its new standard-gauge lines.[148]

United States

This is a partial list of ongoing higher-speed rail projects from the East Coast to the West Coast.

Corridor / Segment Length Top speed Avg speed Current status Note
Boston, MA – Springfield, MA – Montreal, QC, Canada Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Feasibility study A study of higher-speed rail options with top speeds of Шаблон:Cvt in 3 sections along the route.[139][149][150]
New York City – Niagara Falls, NY Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 1 EIS Fully electrified track, and straightened Hudson River route. SeeШаблон:NoteTag
Washington, DC – Richmond, VA Шаблон:Cvt Шаблон:Cvt Tier 2 EIS [151][152][153]
Richmond – Newport News, VA Шаблон:Cvt Tier 1 EIS [153]
Richmond – Norfolk, VA Шаблон:Cvt Tier 1 EIS [153]
Richmond, VA – Raleigh, NC Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 2 EIS Top speeds from Richmond, VA, to south of Petersburg, VA, will be Шаблон:Cvt and changed to Шаблон:Cvt after that.[154]
Raleigh – Charlotte, NC Шаблон:Cvt Шаблон:Cvt Construction [153]
Charlotte, NC – Atlanta, GA Шаблон:Cvt Шаблон:Cvt Tier 1 EIS A Шаблон:Cvt option is considered along with Шаблон:Cvt high-speed rail.[153]
Atlanta, GA – Macon, GA – Jacksonville, FL Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 1 EIS SeeШаблон:NoteTag
Atlanta, GA – Chattanooga / Nashville, TN – Louisville, KY Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 1 EIS completed SeeШаблон:NoteTag
Atlanta, GA – Birmingham, AL Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 1 EIS SeeШаблон:NoteTag
Atlanta, GA – Columbus, GA Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Feasibility Study Higher-speed rail was one of the 3 alternatives in the feasibility study completed in 2014. Funding is not yet available to begin Tier 1 EIS phase.[155]
Columbus, OH – Fort Wayne, Indiana – Chicago, IL Шаблон:Cvt Шаблон:Cvt Feasibility Study Initial operating speeds up to Шаблон:Cvt.[156] Study funded by local governments and organizations, not by state governments.[157]
Ann Arbor, MI – Traverse City, MI Шаблон:Cvt Шаблон:Cvt Feasibility Study Three alternatives with 2 higher-speed rail alternatives at top speeds of Шаблон:Cvt and Шаблон:Cvt[158]
Kalamazoo, MI – Albion, MI Шаблон:Cvt Шаблон:Cvt Operation starts May 25, 2021 [159]
Chicago, IL – Milwaukee, WI Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Environmental Assessment The top speeds of Шаблон:Cvt is one of the alternatives under consideration.[160]
Chicago, IL – Omaha, NE (via Iowa) Шаблон:Cvt Шаблон:Cvt Tier 1 EIS [126][127]
Minneapolis – Duluth, MN Шаблон:Cvt Шаблон:Cvt Environmental Assessment completed Known as Northern Lights Express, received Finding Of No Significant Impact on Tier 2 Environmental Assessment in February 2018, and cleared to seek federal funding for design and construction.[161]
St. Louis, MO – Kansas City, MO Шаблон:Cvt[162] Шаблон:Cvt Construction New sidings between Jefferson City and Lee's Summit for Шаблон:Cvt service[163]
Oklahoma City, OK – San Antonio, TX Шаблон:Cvt Шаблон:Cvt Feasibility Study SeeШаблон:NoteTag
Dallas/Fort Worth – Houston, TX Шаблон:Cvt Шаблон:Cvt Feasibility Study SeeШаблон:NoteTag
Phoenix – Tucson, AZ Шаблон:Cvt Шаблон:Cvt Шаблон:Cvt Tier 1 EIS completed Three alternatives finalized by Arizona Department of Transportation.[164] The Yellow Corridor Alternative was selected as the preferred alternative at the completion of Tier 1 EIS.[165]
Notes
Шаблон:NoteFoot

Proposed routes

In addition to ongoing projects, there are proposed routes that have not reached the feasibility study stage yet. In Pennsylvania, a rail advocacy group started fund raising efforts in 2014 to obtain $25,000 for a preliminary study and additional $100,000 for feasibility study of the route from Erie to Pittsburgh. The proposal is for Шаблон:Cvt express train services to directly link the two cities. An alternative is to have intermediate stops in Ohio cities including Ashtabula, Warren, and Youngstown before heading back to New Castle, Pennsylvania.[166]

In Ohio, a rail advocacy group works with local political leaders in Ohio, Indiana and Illinois to consider a higher-speed rail line from Cincinnati to Chicago. This is in response to another advocacy group in Indiana that gained funding for the Columbus, Ohio – Fort Wayne – Chicago route that is already in feasibility study stage. The group persuaded the Hamilton County government in Ohio to advocate for the study.[167] The county commissioners unanimously voted in September 2014 to pursue a feasibility study. As a possible route that goes through the states of Kentucky and Indiana, the county expects that Ohio-Kentucky-Indiana Regional Council of Governments will help fund a feasibility study.[168]

In Michigan, a feasibility study sponsored by an environmental group is in progress for a new rail line between Detroit and Grand Rapids. The proposal is to have trains running at speeds between Шаблон:Convert. The state transportation department is interested in the study but is not ready to move beyond this study.[169]

In Texas, the East Texas Corridor Council proposed a higher-speed rail route between Longview and Dallas. The trains will operate at speeds of Шаблон:Convert and Шаблон:Cvt.[170]

Vietnam

In 2018, Vietnam planned to build a higher-speed rail line in the northern part of the country to link between Haiphong, Hanoi, and Lào Cai which is then connected to China. The Шаблон:Convert line will run parallel to the existing regular speed railway. The top speeds for the new services will be up to Шаблон:Cvt.[171]

See also

Шаблон:Portal

References

Шаблон:Reflist

Шаблон:Public transport Шаблон:Higher-speed rail

Партнерские ресурсы
Криптовалюты
Магазины
Хостинг
Разное

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