The development status of intercity trains

The leap-forward development of railways in the "Eleventh Five-Year Plan" will achieve the goal of initially forming a rapid passenger transport network. Build Beijing-Shanghai, Beijing-Guangzhou, Beijing-Harbin, Shenyang-Dalian, Longhai and other passenger dedicated lines, with train speeds reaching 200 to 300 kilometers per hour; build Beijing-Tianjin, Shanghai-Nanjing, Shanghai-Hangzhou, Nanjing-Hangzhou, Guangzhou-Shenzhen, Guangzhou-Zhuhai and other large city clusters In the intercity rail transit system, the train speed has reached more than 200 kilometers per hour; we will continue to promote the speed increase of existing lines and achieve the passenger train speed of 200 kilometers per hour on the 13,000 kilometers of speed-increasing main lines. On this basis, after about five years of hard work, my country's railways will form a 32,000-kilometer rapid passenger transport network consisting of dedicated passenger lines, intercity passenger railways and existing speed-increasing lines. This rapid passenger transport network covers a population of more than 700 million.

Northern Xinjiang Star

On April 28, 2014, the Urumqi Locomotive Depot completed the test run before the launch of the "Northern Xinjiang Star" intercity train from Urumqi to Karamay , the train moves forward at a speed of 135~138 kilometers per hour, with a maximum speed of 140 kilometers per hour. "135 kilometers per hour is the minimum speed for the trial run. The entire trip runs strictly according to the train operating time. The train is stable, comfortable, and on time. It has reached the best condition before official operation." Beijing-Tianjin intercity train

Beijing-Tianjin The intercity train was opened to traffic on June 8, 2008. The trial speed was 280 kilometers per hour. On August 1, 2008, it reached 320 kilometers per hour. It takes 30 minutes to reach Beijing and Tianjin. The spatial distance between cities has been greatly shortened.

In order to ensure that the Beijing-Tianjin intercity railway, my country's first high-speed intercity railway with independent intellectual property rights and world-class standards, is successfully opened and operated before the Beijing Olympics, the railway department has raced against time to complete nearly 100 projects. For various test projects, about 100,000 kilometers of EMU operation tests have been carried out to ensure that all preparations are foolproof. The Beijing-Tianjin intercity railway connects the two municipalities directly under the Central Government, Beijing and Tianjin, with a total length of 120 kilometers, 87 of which are bridge projects. There are 4 stations along the way, including Beijing South, Yizhuang, Wuqing, and Tianjin, with Yongle Station reserved. The maximum design speed of the railway is 350 kilometers per hour. After being put into operation, the line will adopt a transportation organization model with a mixture of public intercity trains and cross-line trains. A large number of domestically produced CRH2 EMU trains with a speed of 300 kilometers per hour and CRH3 EMU trains with a speed of 350 kilometers per hour will be operated throughout the entire journey between Beijing and Tianjin. The direct running time is controlled within 30 minutes, and the minimum train interval is 3 minutes. The Beijing-Tianjin intercity railway project started construction on July 4, 2005, and was fully paved on December 16, 2007. Starting from February 1, 2008, the entire line has entered the commissioning stage of various systems such as lines, traction power supply, communication signals, power supply, and EMUs. At the same time, personnel training, the preparation of rules and regulations and technical standards have also begun to be carried out in full swing. Nowadays, the EMU type test, integration test, comprehensive test, and joint debugging and testing work have come to an end, and various operational preparations have been solidly advanced. The reconstruction and expansion projects of Beijing South Railway Station and Tianjin Railway Station have also entered the final stage. Starting from July 1, the Beijing-Tianjin intercity railway began to enter the trial operation stage.

The Beijing-Tianjin intercity railway is located at the core of the Bohai Rim Economic Zone, one of the three most developed "engines" of my country's economy. The Beijing-Tianjin channel it connects is not only an important channel between regions in my country, but also The main axis of important cities in the Bohai Rim region. After being put into operation, the Beijing-Tianjin intercity railway, which combines the characteristics of large transportation volume, high density, and public transportation, will greatly shorten the time and space distance between Beijing and Tianjin, accelerate the process of Beijing-Tianjin regional economic integration, and promote economic exchanges and cooperation in the Bohai Rim region. People-to-people exchanges play an important role. In addition, as a supporting project for the Beijing Olympics, the scheduled opening and operation of the Beijing-Tianjin intercity railway will also provide good transportation conditions for the Beijing Olympics and provide strong support for the realization of the strategic concept of "New Beijing, New Olympics".

The Beijing-Tianjin intercity railway adopts a large number of internationally leading railway construction technologies, creating many "firsts" in the history of my country's railway construction. For the first time, the line adopts ballastless track technology on a large scale. For the first time, it adopts the 500-meter-long rail construction site welding construction technology. Long seamless lines are laid across sections. The main structures are made of high-performance concrete. The offline structure is implemented with the ballastless track system. High-precision docking.

In particular, the ballastless track technology used in the project is an internationally leading technology that has been introduced, absorbed, and re-innovated. It has the characteristics of long line life, long maintenance cycle, less dust pollution, and low noise. Its technical content and quality requirements are among the highest in China's railways. Unprecedented in the history of construction. As the goal of "building the Beijing-Tianjin intercity railway into a world-class intercity railway and a demonstration and landmark project for my country's high-speed railway" has become a reality, China's railway modernization has achieved a qualitative leap. In accordance with the development idea of ??"rapidly expanding railway transportation capacity, rapidly improving technical equipment levels, and accelerating the realization of railway modernization" proposed by the Party Committee of the Ministry of Railways, China's railways have surpassed the journey of many countries' railways in thirty years in three years. , steadily making "China speed" approach and surpass "world speed" step by step. On the morning of June 24, the domestically produced "Harmony" CRH3 EMU set a speed of 394.3 kilometers per hour during the Beijing-Tianjin intercity railway operation test. During the test, all systems of the EMU trains operated normally and the trains were stable and comfortable. This means that the quality of the Beijing-Tianjin intercity railway line bridges, EMU performance, and cooperation between various systems have reached world-class high-speed railway standards.

The 300 kilometers per hour and 350 kilometers per hour EMUs operating on the Beijing-Tianjin intercity railway are technologically advanced, mature, and reliable in terms of traction systems, braking systems, high-speed bogies, and car body aerodynamics. , in a leading position in the world today, is a domestically produced high-speed EMU with completely independent intellectual property rights. Not only is it fast and comfortable to ride, it also has extremely high safety performance.

The Beijing-Tianjin intercity railway not only forms a "half-hour economic circle" between Beijing and Tianjin, two megacities with a population of over 10 million, and realizes "city integration", it also makes China's railways make great strides "High-speed Era". In another 3 to 5 years, with the completion of a large number of passenger dedicated lines such as Beijing-Harbin, Beijing-Guangzhou, Beijing-Shanghai, Longhai, Harbin-Dalian, and Southeast Coast, the broad masses of people will have safer, faster, more comfortable and more convenient railways. Transportation services, people’s quality of travel life will be significantly improved.

New technology ensures "Dora Run"

A direct railway connecting the two places, a journey of only half an hour, the Beijing-Tianjin intercity rail project brings Beijing and Tianjin closer Close. Extraordinary bridges have appeared around you and me. Maybe you can accurately say that the total length of the main line is 113.544 kilometers and the total length of the bridges is 100.171 kilometers. Maybe you can skillfully report Beijing South Railway Station, Yizhuang Station, Yongle Station, Wuqing Station, Tianjin Station and other station names, but how much technical content does this huge project have? I'm afraid not many people know about it yet.

The overpass reaches both places smoothly

Beijing-Tianjin intercity trains run almost on the "air channel". The Beijing-Tianjin intercity rail is like a "rainbow" connecting the two places. From the moment passengers board the "Rainbow", they begin a journey against time. 30 minutes not only saves you a lot of time between the two places, but also allows you to view the scenery along the way "from above". The feeling of flying through the sky is believed to be a wonderful enjoyment for many travelers.

It is understood that the length of viaducts in the Beijing-Tianjin intercity rail project accounts for 88.22% of the total line length. The five extra-large bridges are the Beijing Ring Line Bridge, the Liangshui River Bridge, the Yangcun Bridge, and the Yongding River ( Tianjin Section) Extra Large Bridge and Xinkaihe (Tianjin Section) Extra Large Bridge. In such an environment, high-speed intercity trains can run smoothly, which not only ensures the speed of the trains, but also avoids accidents. The design concept of "fully enclosed, multi-elevated" has become a 30-minute solution for Beijing and Tianjin. An important prerequisite for understanding.

For such a design, experts from the Railway Third Institute said that cars and pedestrians rushing to cross the crossing bring many hidden dangers to trains, and the threat to high-speed intercity trains is obviously greater. Once a traffic accident occurs , can easily cause heavy casualties. Beijing-Tianjin intercity trains run on viaducts, which eliminates danger. Moreover, the viaducts and bridge piers are all closed, and trains can run on the dedicated tracks without any interference. Protection facilities are also installed at the bridge piers to prevent vehicles from hitting the bridge piers and affecting the intercity tracks.

The laying of ballastless track is speeding up

The Beijing-Tianjin intercity rail transit project uses the German Borg Company II plate ballastless track, which is the first passenger dedicated line in my country to lay ballastless track. . The so-called "ballast" refers to small stones. Conventional railways lay sleepers on the basis of "ballast". This kind of track is called a ballasted track. The ballasted track will cause strong vibrations when the train is running. This greatly limits the speed of the train.

Ballastless track is the most advanced track technology in the world today, which can reduce maintenance, reduce dust and beautify the environment. Since the entire intercity railway line adopts cross-section seamless lines and ballastless track technology, it not only increases train speed and ensures passenger comfort, but also achieves the design goal of "less maintenance and maintenance-free" for the Beijing-Tianjin intercity railway.

According to reports, the laying of the Type II slab ballastless track of the German Borg Company has very high requirements for basic measurement. In order to ensure the smoothness of the track, the traditional measurement technology in the past cannot meet the needs of the project. In particular, a precision engineering control measurement network was deployed at the project site, and it passed the feasibility study review and preliminary design review organized by the Ministry of Railways Appraisal Center to provide the most comprehensive and accurate measurement data for the project. The construction team has laid ballastless track in the test section and is expected to officially start laying it in September.

Establishing a new system to increase speed in disguise

Viaducts, ballastless tracks, and high-speed EMUs are the hardware guarantees for the fast and safe access of Beijing-Tianjin intercity trains, so a series of systems used in the project must You will be dazzled. These systems not only guarantee your fast and convenient ride, but also guarantee the safe and smooth passage of the train.

Let’s first talk about the four-power integrated system used in the Beijing-Tianjin intercity rail project. The so-called “four-power integrated system” refers to the integration of communication, signaling, traction power supply, and electric power supply systems. Not only can it issue deceleration instructions when intercity trains are speeding, but it will also ensure smooth train signals and sufficient power. Beijing-Tianjin intercity trains are also equipped with disaster prevention alarm systems, which can implement automatic protection in the event of natural disasters. If the train encounters strong winds while traveling at high speed, the system can immediately issue a deceleration command and control the driving speed according to the weather conditions. At the same time, seismographs, earthquake sensing cabinets and anemometers are also installed along the railway lines and at stations, and are monitored in real time by the disaster prevention and safety monitoring system. These systems ensure the safe operation of intercity trains.

In addition, passengers can also enjoy high-tech services such as automatic ticketing and ticketing systems, automatic passenger transportation management systems, and train dispatching systems when taking the Beijing-Tianjin intercity trains. Passengers can enjoy it from the moment they enter the station. Follow the system prompts to select the train number and station, and follow the system prompts step by step to enter the station to get on the train and get off at the station. If passengers have any questions that they don’t understand, they can also have a “dialogue” with the system to get the most accurate answer from the system.

High-speed EMUs work hard together

To achieve the goal of traveling between Beijing and Tianjin in half an hour, it is not enough to have a direct "air channel" between the two places. The performance of intercity trains It has undoubtedly become another highlight of this project. It is understood that the design speed of the Beijing-Tianjin intercity track project is more than 300 kilometers per hour. The secret of the train being able to run at such a high speed lies in the power facilities installed in the carriages. Such trains are also the so-called "high-speed EMUs."

Ordinary trains generally have more than a dozen carriages, and all carriages are driven forward by the power of the locomotive, while Beijing-Tianjin intercity trains generally only have eight carriages, and some of them have power facilities installed in them. When an intercity train starts, the locomotive and the carriage are working hard together. Not only is the locomotive moving hard, but the carriage is also moving forward in coordination. Driven by such a powerful force, the speed of the train will naturally be greatly increased, just like a four-wheel drive vehicle and a two-wheel drive vehicle competing to pull goods. The result of the competition is obviously no suspense.

According to the design plan of the Beijing-Tianjin intercity rail project, the transportation organization mode of intercity trains is "high density, large capacity, small grouping, and public transportation". The minimum departure interval is 3 minutes. These designs All of them fully demonstrate the advantages of high-speed EMUs. Passengers traveling between Beijing and Tianjin will definitely feel that taking intercity trains is much faster and more convenient than taking buses.

On the other hand, it is precisely because of the fast running characteristics of high-speed EMUs that the designed transportation organization model and departure density can be successfully realized.

Subgrade settlement prevention and no worries after construction

Subgrade settlement has always been a problem in high-speed railway construction, and the Beijing-Tianjin intercity rail project will naturally have to face this problem. If the roadbed settlement problem cannot be solved, the fast-moving intercity trains will undoubtedly become a frightening "roller coaster", and the safety of the trains and passengers will be difficult to guarantee.

According to experts from the Third Institute of Railways, the landform along the Beijing-Tianjin intercity rail transit project has transitioned from Beijing’s alluvial and alluvial gently sloping plains to Tianjin’s alluvial and marine plains where sea and land alternately accumulate. The geological conditions are very poor. In addition, the Beijing-Tianjin intercity rail project adopts ballastless track technology across the entire line, which places higher requirements on the deformation and post-construction settlement of offline infrastructure. To this end, the Railway Third Institute has increased its investment in exploration, organized nearly 300 drilling rigs, and completed more than ten times the amount of exploration work for conventional railways. The bridge section was explored pier by pier, with the deepest drilling depth reaching 101.2 meters; every 50 meters in the road base section An exploration hole is laid out and an exploration section consisting of three exploration holes is made every 100 meters, which provides detailed and reliable basic data for the project.

The Beijing-Tianjin intercity rail transit project uses CFG pile technology during construction. The pile foundation is strong and stable, and is not afraid of being rolled by heavy objects, ensuring balanced track operation. During the construction of CFG piles, if the concrete supply is interrupted for half an hour, the pipes cannot be pulled out to cause waste piles. When more than ten pile machines are constructed at the same time, the concrete supply capacity will face greater challenges, but the construction personnel use "JIT" The "just-in-time production" management model overcomes the problems of limited site and limited storage of raw materials and ensures the normal construction of CFG piles.

It is precisely because of such good and comprehensive system control that the safe and reliable operation of intercity trains is guaranteed. This miracle not only brings convenience to people, but also facilitates the communication and economy of people in the two places. communication, while also providing more humane services and bringing people better and higher spiritual enjoyment.

Guangzhou-Shenzhen intercity trains

Since April 18, 2008, Guangzhou-Shenzhen Railway has added 20 pairs of "Harmony" EMU trains, with the number of trains running on weekends reaching 100. Guangzhou East Railway Station and Shenzhen Railway Station operate an initial train every 10 minutes on average, and Shilong, Dongguan, and Zhangmutou Railway Station operate an EMU train every 20 minutes on average. Guangzhou Railway Group will suspend Maoming East-Zhaoqing 7273/4 trains and Shaoguan-Pingshi T922/1 and T924/3 trains from April 18, and add one pair of express trains from Guangzhou to Huaihua and Shenzhen West to Tongren. , the train numbers are N560 and N582 respectively. The N560 train departs from Guangzhou at 23:49 and arrives in Huaihua at 13:12 the next day. The whole journey takes nearly 13 and a half hours; the N582 train departs from Shenzhen West at 11:40 and arrives at Tongren at 8:25 the next morning. The whole journey takes About 21 hours. Intercity trains in Taiwan can be divided into two parts.

Traditional Railway (Taiwan Railway)

Ziqiang Train: operated by push-pull trams, electric multiple trains, and diesel multiple trains, it is the highest-level intercity train of Taiwan Railways. The top speed is 110~130 kilometers per hour.

Juguang No.: operated by electric locomotives or diesel-electric locomotives pulling passenger cars. Top speed 100 kilometers per hour. (Passenger A B speed/E Passenger A B speed)

Taroko Line: It is operated by TEMU1000 inclined train, mainly running on the electrified section of the Eastern Main Line, and charges are based on Ziqiang Line fare. Its cornering speed is faster than all current Taiwan Railway trains. Top speed is 130 kilometers per hour.

High-speed railway (Taiwan High-speed Railway)

Currently, 700T trains based on the Japanese Shinkansen 700 series are used. The fastest trip from Taipei to Kaohsiung Zuoying is 1 hour and 30 minutes, with a maximum operating speed of 300 kilometers per hour. Shinkansen

The most important intercity transportation system in Japan is the Shinkansen system. The Shinkansen is the world's first high-speed rail intercity transportation system. There are Tokaido Shinkansen, Sanyo Shinkansen, Tohoku Shinkansen, Joetsu Shinkansen, Nagano Shinkansen and Kyushu Shinkansen. In terms of mini-shinkansen, there are lines such as Yamagata Shinkansen and Akita Shinkansen.

Incoming lines

There are quite a few limited express trains running on Japan's incoming lines (1067 gauge narrow gauge lines). Connecting several major cities in Japan. One of the special ones is the Hakutaka express train in North Vietnam, which uses 681 series and 683 series trams and can run at a speed of 160 kilometers per hour. It is the fastest 1067mm narrow gauge train in the world. In addition, JR Hokkaido's Super Beidou has the highest rated speed of all limited express trains in Japan at 106.2km/h.