Page 45 - 360.revista de Alta Velocidad - Nº 5

Technological, economic and sociological factors on the maximum design speed of high speed trains

5. Conclusions

However even if the exact quantitative values are treated with reserve, Figure 5 nevertheless
presents a common trend: whatever effort is considered, there is a progressive rise with respect
to the maximum operational speed. The higher the considered level the more costly each
additional speed step-up turns out to be.
This is contrary to the expected benefit in terms of travel time reduction, which performs on a
diminishing scale. Traveling at 400 km/h maximum speed results in a travel time reduction of
18% compared to travelling at 300 km/h, while 600 km/h maximum speed reduces the travel
time just by 10% compared to 500 km/h. Note, already the time span t(v) required to travel a
fixed given distance  is a hyperbolic, i.e. a declining, function of the velocity , reviewed
under steady-state conditions temporarily disregarding operational aspects.

As a final result, the authors expect the maximum velocity in operation to tend against a
saturation point, but which is depending on external factors, too. The balancing of the benefits,
efforts and issues such as crosswind stability and energy supply substantiates the assumption
that a further increase of the maximum speed of wheel-rail systems beyond 400 km/h will
depend on external influences and looks apparently not reasonable today, which could change
in the future under changed conditions. The technology will be there to support to run with
even higher speeds.

6. References

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http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130612.pdf. [Zugriff am
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2013.
• [4] - K. Ebeling, High-speed railways in Germany, “Japan Railway & Transport Review, Bd.
40, pp. 36-45, 2005.
• [5] - K. Sawada, Outlook of the superconducting Maglev, “Proceedings of the IEEE, Bd.
97, Nr. 11, pp. 1881-1885, 2009.
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substitution?, “Transportation Planning and Technology, Bd. 21, Nr. 4, pp. 263-286, 1998.
• [7] - K. Knothe und S. Stichel, Schienenfahrzeugdynamik, Berlin: Springer-Verlag, 2003.
• [8] - D. Thompson und C. Jones, Handbook of Railway Vehicle Dynamics, “S. Iwnicki,
Hrsg., Taylor \& Francis, 2006.
• [9] - B. Bergander, G. Dendl, A. Nefzger und D. Nicklisch, Die Entwicklung von Rad- und
Schienenprofilen, “ZEVrail Glasers Annalen, Bd. 127, pp. 482-493, 2003.
• [10] - G. Sauvage, Running Quality at High Speeds, “Vehicle System Dynamics, Bd. 15,
Nr. sup.1, 1986.
• [11] - A. Wickens, Fundamentals of Rail Vehicle Dynamics - Guidance and Stability, Lisse:
Swets 6 Zeitlinger Publishers, 2003.
• [12] - R. Kratochwille, Zum Nutzen schaltbarer Schlingerdämpfer in Trassierungselementen
mit veränderlicher Gleiskrümmung, Hannover: Dissertation, Universität Hannover, 2004.

International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 43