Higher-speed rail
Higher-speed rail
This article focuses on rail services that exceed the speed of traditional inter-city trains without reaching the thresholds of high-speed rail. For rail services that operate at speeds over 200 km/h (125 mph), please refer to High-speed rail.
Higher-speed rail (HrSR), also known as high-performance rail, higher-performance rail, semi-high-speed rail, or almost-high-speed rail, represents inter-city passenger services that achieve speeds greater than conventional rail but not sufficient to be classified as high-speed rail. This term is often utilized by transportation planners to denote gradual upgrades and improvements made to increase train speeds and diminish travel durations, providing alternatives to the more substantial task of constructing or extending high-speed rail networks.
The approximation of higher-speed rail can vary substantially globally, yet the common standard defines it to be services running at velocities up to 200 km/h (125 mph).
The focus tends to be on enhancing existing rail lines to meet higher-speed standards (which are typically defined as operations exceeding 250 km/h or 155 mph), however practical implementations often fall short of the ambitious goals. These elevated speeds can be realized through an array of advancements, including the introduction of new rolling stock like tilting trains, improved track conditions such as gentler curves, electrification, in-cab signalling technology, and minimized stops along routes.
Definitions by Country
Definitions of higher-speed rail differ across nations. Government agencies, planning officials, transportation specialists, academic circles, and media have utilized this term, albeit with occasional overlaps in speed classifications. Notable examples of countries that have acknowledged and defined higher-speed rail services include:
Speed Limits
In Canada, higher-speed rail services, operating between 160 and 200 km/h (99 and 124 mph), are expected to be coupled with enhanced protection measures at grade crossings.
In the United States, freight railroads dominate the tracks, often shared with passenger trains. Most passenger services are capped at speeds of 79 mph (127 km/h) unless they feature specific safety systems endorsed by the Federal Railroad Administration (FRA).
For developing higher-speed rail, these safety measures must be employed. The FRA also classifies rail tracks into categories that correspond to maximum speeds, with Class 5 allowing speeds up to 90 mph (145 km/h), and Class 8 facilitating speeds up to 160 mph (255 km/h). Additionally, the FRA regulates design and safety standards to ensure trains operating between 80 mph (130 km/h) and 125 mph (200 km/h) conform to Tier I specifications, while those at speeds of up to 150 mph (240 km/h) observe Tier II directives.
Safety regulations governing grade crossings are also detrimental to maximum speeds, particularly in the U.S., where no grades can be concurrent with speeds exceeding 125 mph (200 km/h).
- For 110 mph (175 km/h) or lower: Grade crossings are permissible with cooperation between states and rail operators to ensure appropriate warning devices.
- For speeds between 110 and 125 mph (175 to 200 km/h): Crossing is allowed only with an "impenetrable barrier" at highway junctures.
- For speeds exceeding 125 mph (200 km/h): No grade crossings are permitted.
In Europe, grade crossings are usually limited to 160 km/h (100 mph). In Sweden, regulations facilitate speeds of 200 km/h (125 mph) with appropriate barriers. In Russia, permissible speeds can reach 250 km/h (155 mph) at crossings. The UK maintains railway lines enabling speeds of 200 km/h (125 mph) allowing for grade crossings.
Often, transportation planners prioritize enhancements to achieve maximum speeds of 110 mph (175 km/h) when proposing new higher-speed rail services.
Related Categories
Throughout the later part of the 20th century and into the present, certain inter-city rail services have emerged with speed ranges akin to higher-speed rail, yet do not carry the specific label. Some instances of such active services include:
Commuter Rail Services
Several commuter rail systems covering shorter distances may reach comparable speeds, but are not typically categorized as higher-speed rail.
Strategies for Rail Improvement
Multiple trains are available to facilitate higher-speed rail operation. Typically, prior enhancements to rail infrastructure are essential for effective operation. Nevertheless, infrastructure demands (such as signaling systems and curvature) rise considerably with higher velocities, making upgrades to existing standards usually less complex and more cost-effective in comparison to the construction of entirely new high-speed lines. However, improving busy existing tracks presents additional challenges due to required construction activities potentially disrupting current services. Below are strategies employed by regional transportation planners and rail track proprietors for projects aimed at embracing higher-speed rail.
Signalling Enhancements
In Victoria, Australia, augmenting top speeds from 130 to 160 km/h (80 to 100 mph) necessitated an overhaul of the signalling apparatus to accommodate the extended braking distances required by these speeds.
In the United States, deploying an updated signalling authority involves incorporating new operating systems that fulfill FRA positive train control (PTC) requirements compatible with higher-speed rail functionality. These incorporate both transponder- and GPS-centric systems. By mandated requirements, a substantial proportion of the railways in the U.S. will be necessitating PTC implementation.
Track Enhancements
Achieving higher-speed rail services hinges on ensuring the stability and reliability of railway tracks. Many freight tracks utilize wooden ties which have a propensity to cause misalignment over time. Transitioning from wooden to concrete ties is essential in promoting stability, particularly with temperature fluctuations.
In Australia, track enhancements during the Regional Fast Rail project initiated shifts to concrete ties and revised rail weight standards for accommodating heightened maximum speeds of 160 km/h (100 mph).
Geometric restrictions inherent within existing tracks can hinder maximum operational speeds, especially on curves. Efforts to rectify this through straightening routes or minimizing curves can drastically reduce journey duration by maximizing velocity capabilities. Such modifications could necessitate track alterations, adapted superelevation, and the formation of transition spirals.
Renovating old turnouts may be critical to enable higher-speed traversals, as some regions have speed limits as low as 20 mph (30 km/h). Turnouts rated #32.7 allow maximum diverging speeds of up to 80 mph (130 km/h).
To limit service interruptions while upgrading tracks, automated track renewal trains can expedite the replacement of rails, ties, and ballast efficiently. For electrified networks, previous catenary installations might need replacement to meet modern requirements.
Crossing Modal Enhancements
Ensuring safety at all grade crossings is paramount as trains begin travelling at elevated speeds. The implementation of crossing enhancements—as determined by risk assessments—is integral, such as flashing lights and automated barriers.
In the United States, regulations restrict train velocities to just 110 mph (175 km/h) at crossings absent "impenetrable barriers." Adequate measures are mandated at active crossings to avert collisions.
Route Rerouting and Sidings
In densely populated zones, where interference from freight operations reduces passenger train speeds, rerouting select segments of track can prove beneficial. Adding passing sidings in freight-heavy areas warrants consideration for greater efficiency.
Electrification Initiatives
Electrification represents a significant overhaul of railway infrastructure and amenities, encapsulating the installation of catenary lines above the tracks and extending transmission lines to sustain operations. This may also encompass the requisite establishment of substations to manage voltage loss.
Electrification offers considerable benefits, including quieter and more reliable transit, diminished fuel reliance, and increased independence concerning oscillations in oil prices, thus providing a compelling case for initiatives aimed at implementing all-electric systems.
Operational Examples
Australia
The Regional Fast Rail project in Victoria commenced with the objective of providing faster rail links between major regional hubs and Melbourne. It significantly upgraded infrastructure to facilitate speeds up to 160 km/h (100 mph).
China
In China, certain railways categorized as higher-speed rail enable CRH EMUs to operate at speeds reaching 200 km/h, despite not being officially classified as high-speed rail.
Present Developments
The ongoing efforts in many regions aim to enhance and establish higher-speed rail services, often driven by collaboration with respective governmental and rail authorities.
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