The first high-speed railway in the world is the Shinkansen in Japan, which was officially put into operation in 1964. The Japanese Shinkansen train was built by Kawasaki Heavy Industries, and operated on the Tokaido Shinkansen in Tokyo-Nagoya-Kyoto-Osaka, with an operating speed of 27 1 km and a maximum operating speed of 300 km/h. ( 1964 ~ 1990)
On April 5th, 1959, the world's first truly high-speed railway Tokaido Shinkansen broke ground in Japan. After five years of construction, 1964 was laid in March, completed in July of the same year, and 10/964 was officially opened to traffic. Tokaido Shinkansen starts in Tokyo, passes through Nagoya, Kyoto and other places, and ends in Osaka (New), with a total length of 5 15.4km and an operating speed of 210 km/h. Its completion and opening to traffic marks the arrival of a new era of high-speed railways in the world. Subsequently, France, Italy and Germany successively built high-speed railways. 1972 following the tokaido shinkansen, Japan built the shinkansen in Yang Shan and Tohoku. France has built the southeast TGV line and the Atlantic TGV line; Italy built Rome in Florence. The completion of the first generation of high-speed railway, led by Japan, has greatly promoted the balanced development of economy along the line, promoted the development of real estate, industrial machinery, steel and other related industries, reduced the impact of transportation on the environment, greatly increased the railway market share, and significantly improved the economic benefits of enterprises. (1990 to1mid-1990s)
Most developed countries in Europe, such as France, Germany, Italy, Spain, Belgium, the Netherlands, Sweden and Britain, have built their own or cross-border high-speed railways on a large scale, and gradually formed a European high-speed railway network. The climax of high-speed railway construction is not only the need to improve the internal efficiency of enterprises, but also the need of national energy, environment and transportation policies. (From the mid-1990s to the present)
In Asia (South Korea, China, Taiwan Province Province of China), North America (the United States) and Australia (Australia), there has been a worldwide upsurge in building high-speed railways. Mainly reflected in: First, the construction of high-speed railway has been strongly supported by governments of various countries, and generally there is a national overall construction plan, which is gradually implemented according to the plan; Second, we have a broader understanding of the economic and social benefits of the construction of high-speed railway enterprises, especially that the construction of high-speed railway can save energy, reduce land use area, reduce environmental pollution, traffic safety and other social benefits, promote economic development along the line, and accelerate industrial restructuring.
In fact, there are only two basic principles suitable for the living environment of high-speed rail: first, densely populated cities are densely populated and have high living standards, and they can bear the expensive fares and multiple stops of high-speed rail wheels and tracks; Second, a high socio-economic and technical foundation can ensure the construction, operation and maintenance of high-speed wheels and rails.
In terms of these two points, the dense urban belt of continental Europe and Japan with Paris and Berlin as the core is the most suitable. Therefore, it is very logical that the world's most advanced high-speed wheel-rail technology was born in Germany, France and Japan.
The Japanese high-speed railway "Shinkansen" was born in 1964. At that time, the "Tokaido" Shinkansen from Tokyo to New Osaka only took eight years to recover all its investment. Over the past 40 years, Shinkansen technology has been continuously improved and become the backbone of Japan's domestic railway network.
Although the speed advantage of Shinkansen was quickly surpassed by TGV of France, Shinkansen of Japan has the most mature commercial operation experience of high-speed railway at present-there has never been an accident for 40 years. Moreover, the Japanese economy is stimulated by the construction of Shinkansen, which is also one of the reasons for the upsurge of high-speed railway construction in the world.
TGV may be the only French product that enjoys a world-renowned reputation but has no profit. The so-called TGV is the abbreviation of Train à Grande Vitesse (French "high-speed railway"). The first TGV is the Paris-Lyon line opened by 198 1. Only a few months later, TGV beat Air France and became the largest customer base on the route.
During the trial operation of 1972, TGV created a high-speed wheel-rail speed of 3 18km at that time.
Since then, TGV has been firmly occupying the crown of high-speed wheel and rail, and the current record is 574.8 km/h set in 2007. In addition, the average speed of TGV from Calais to Marseille in France exceeds 300 kilometers per hour, and its performance is also very stable.
The biggest advantage of French TGV lies in the technical leadership in the traditional wheel-rail field. During the period of 1996, the state-owned railway companies in the European Union decided to adopt French technology as the technical standard of European high-speed trains through joint consultation. Therefore, TGV technology has been exported to South Korea, Spain and Australia, and it is the most widely used high-speed wheel-rail technology.
Germany's ICE is the latest project of high-speed railway. The research of ICE (short for Intercity-Express) began in 1979, and its internal manufacturing principle and system are very similar to those of French TGV. The current top speed is 409 kilometers set by 1988. Therefore, the German and French governments are designing railway docking and using their respective technologies to complete the connection of the railway networks of the two largest countries in continental Europe. After that, Germany and France will build an extremely convenient and fast short-distance high-speed transportation system.
An important reason for the late start and backward progress of ICE is that Germans are fighting on two fronts: high-speed wheel and rail and magnetic levitation. Due to the inherent advantages of magnetic levitation in design concept (no solid friction), Germany's normally guided high-speed magnetic levitation has always been the focus of its railway research. The design concept of magnetic levitation is completely different from the traditional wheel and rail. Therefore, when the French TGV was put into operation smoothly, the speed was no less than that of the magnetic levitation at that time, the Germans began to catch up with the high-speed wheel and rail, but there was still a big gap with the French TGV technology.
Realizing the advantages of building a high-speed railway, the United States has caught up, not only retaining the electrification facilities of the Northeast Corridor originally planned to be demolished, but also developing Acela, a high-speed train with American characteristics, connecting Boston, new york, Philadelphia and Washington. It is the only high-speed railway in America.
After 197 1 the earliest TR 1 maglev, there are eight models so far. Shanghai Maglev adopts the latest TR8 model.
The research on magnetic levitation in Japan was successful in 1972 after the official operation of Shinkansen 10, and the research direction was completely different from that in Germany. At present, Japan's magnetic levitation has achieved the highest speed of 552 km/h in the test. However, Premier Zhu Rongji, who has visited the railways of the two countries on the spot, commented that the noise and vibration of Japanese maglev are greater than that of German maglev. The Japanese side also refused to provide China with magnetic levitation technology on the grounds that the technology is not yet fully mature.
Although the design methods of high-speed wheel and rail are quite different from those of magnetic levitation, there is still one thing in common, that is, changing the contact between train and rail to improve the speed. Up to now, the designed maximum speed of maglev is 450 km/h (Germany) and the tested maximum speed is 552 km/h (Japan). Compared with the current TGV with the highest speed, the pure speed of magnetic levitation is not obvious, but the speed potential, energy consumption ratio and noise are obvious. It is likely to be another beneficial attempt to improve the speed of ground vehicles in the future to focus on improving the tilting train of locomotive traction system which is quite different from this one.
Germany, Italy and Sweden were the first countries to test tilting trains. Since 1997, tilting trains have gradually been able to compete with high-speed wheel and rail and magnetic levitation because of their low price and relatively simple manufacturing process, especially because they can make full use of the advantages of existing lines without laying a brand-new railway network.
From the international trend, tilting train is likely to be a cost-effective high-speed railway technology based on a large-scale mature railway network.
According to the latest data, Japan's maglev high-speed rail JR-Maglev has surpassed France with a top speed of 58 1km/h, making it the fastest high-speed rail in the world. Super high-speed rail is a technical reserve, and several countries are studying it.
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