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E-raamat: High-Speed Rail in Poland: Advances and Perspectives

(Railway Research Institute (Instyutut Kolejnictwa), Warsaw, Poland)
  • Formaat: 550 pages
  • Ilmumisaeg: 24-Jul-2018
  • Kirjastus: CRC Press
  • Keel: eng
  • ISBN-13: 9781351003292
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High-Speed Rail in Poland: Advances and PerspectivesSuurem pilt
  • Formaat: 550 pages
  • Ilmumisaeg: 24-Jul-2018
  • Kirjastus: CRC Press
  • Keel: eng
  • ISBN-13: 9781351003292
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The Railway Research Institute (Instytut Kolejnictwa) in Warsaw was established in 1951 and was, until 2000, part of the Polish State Railways (PKP). At present, it serves as an independent entity, it is subordinated to the minister responsible for transport. Since its inception, the Institute has been the centre of competence for technology, technique and organization of operation and services in rail transport, particularly in respect to innovation. One of its fundamental tasks also includes activities connected with safety which are carried out in close cooperation with the National Safety Authority, i.e. the Office of Rail Transport.

At the same time the Institute participated in the process of upgrading and modernization of the rail network in Poland. Experience in high speed rail, gained as a result of international cooperation and basing on the effort to increase speed on railway lines in Poland (so far 200 km/h), is included in the monograph Koleje Duych Prdkoci w Polsce (High Speed Rail in Poland) published in 2015 for the benefit of the Polish reader.

This monograph aims at reaching an international audience of experts so as to present Polish determinants of HSR implementation. In order to elaborate this monograph, apart from specialists from the Railway Research Institute, experts from other research and academic centres were invited. Not only presenting a wide range of problems connected with future construction of High Speed Lines in Polish conditions, but also a number of operational ones. The authors have created a reference work of universal character, solving problems in order to build and operate high speed rail systems in countries on a similar level of development as Poland.

Features:





providing requirements for design and upgrade of engineering works on High Speed Rail development information on restructuring and building railway lines for countries starting to develop a High Speed Rail system dealing with organizational, engineering, socioeconomic and economic demands for transport services and the formation of human resources for constructing and operting a High Speed Rails system.

Presenting these problems on the international arena will facilitate future cooperation and application of world experience to create HSR in Poland and integrate the Polish HSR network into the international one.
List of authors xv
Foreword xxv
1 Development of high-speed rail concept in Poland 1(34)
1.1 Introduction
1(5)
1.1.1 First concepts of high-speed rail construction in Poland
1(3)
1.1.2 The concept of the Warsaw-Lodz-Poznan/Wroclaw line
4(2)
1.2 Preliminary feasibility study for the high-speed line Warsaw-Lodz-Poznan/Wroclaw construction
6(3)
1.3 Feasibility study results for the construction of Warsaw-Lodz-Poznan/Wroclaw line
9(4)
1.4 Adapting Central Trunk Line to high-speed line parameters
13(3)
1.5 A high-speed system based on a Warsaw-Lodz-Poznan/Wroclaw line and a Central Trunk Line
16(3)
1.6 Directional high-speed rail development program in Poland
19(5)
1.7 International high-speed connection in a TEN-T network
24(3)
1.8 Possibilities of using high-speed lines for regional and agglomeration transport
27(5)
1.8.1 Warszawa
27(1)
1.8.2 Lodz
27(1)
1.8.3 Poznan
27(1)
1.8.4 Wroclaw
28(1)
1.8.5 Katowice and Krakow
29(3)
1.9 Summary
32(3)
2 Development of the high-speed rail infrastructure-Polish experience 35(18)
2.1 Introduction
35(1)
2.2 Upgraded high-speed lines-international experience
36(4)
2.3 Upgraded high-speed line-the Polish case
40(8)
2.4 Scheduled operation of high-speed trains in Poland-the first year of experience
48(1)
2.5 Conclusions
49(4)
3 The view on socioeconomic aspects of high-speed system 53(36)
3.1 Introduction
53(1)
3.2 Beginning of high-speed rail
53(5)
3.2.1 Japan
54(1)
3.2.2 France
55(1)
3.2.3 Germany
56(1)
3.2.4 Italy
56(1)
3.2.5 Spain
56(2)
3.3 High-speed rail as a means of local development
58(4)
3.4 Socioeconomic features
62(19)
3.4.1 Agglomerations
62(6)
3.4.2 NUTS2 and NUTS3-characteristics
68(9)
3.4.2.1 Voivodeships (NUTS2) and Subregions (NUTS3)
69(8)
3.4.2.1.1 Mazowieckie Voivodeship
69(1)
3.4.2.1.2 Lodzkie Voivodeship
70(1)
3.4.2.1.3 Dolnos1askie Voivodeship
71(1)
3.4.2.1.4 Wielkopolskie Voivodeship
72(1)
3.4.2.1.5 Malopolskie Voivodeship
73(1)
3.4.2.1.6 Slaskie Voivodeship
74(3)
3.4.3 Development trends in the areas of HSR impact
77(3)
3.4.3.1 Mazowieckie Voivodeship
78(1)
3.4.3.2 Lodzkie Voivodeship
78(1)
3.4.3.3 Dolnoslaskie Voivodeship
78(1)
3.4.3.4 Wielkopolskie Voivodeship
78(1)
3.4.3.5 Malopolskie Voivodeship
79(1)
3.4.3.6 Slaskie Voivodeship
79(1)
3.4.4 Demand for service
80(1)
3.5 Effects for regions and the country
81(3)
3.6 Summary
84(5)
4 Operational effectiveness of high-speed rails 89(28)
4.1 Introduction
89(1)
4.2 Operating costs in the functioning of train speed
90(12)
4.2.1 Methodological guidelines of estimating operating costs
90(2)
4.2.2 Costs of train purchase
92(1)
4.2.3 Costs arising from train possession
93(1)
4.2.4 Rolling stock maintenance and cleaning costs
94(2)
4.2.5 Energy costs
96(3)
4.2.6 Train operation personnel costs
99(2)
4.2.7 Infrastructure use charges
101(1)
4.3 Cost-effectiveness of high-speed rails
102(5)
4.4 Direct benefits on the passenger transport implementation with high-speed trains
107(3)
4.5 Financial effectiveness of high-speed rails
110(1)
4.6 Social and economic benefits of high-speed rails
111(2)
4.7 Summary
113(4)
5 HSR in Poland: Demand, spatial accessibility, and local spatial planning conditions 117(14)
5.1 Introduction
117(1)
5.2 Demand and gravitation
118(4)
5.3 Spatial accessibility
122(2)
5.4 Spatial planning at municipality (gmina) level
124(5)
5.5 Conclusions
129(2)
6 Adaptation of the Lodz Agglomeration Railway node to a new role in the high-speed rail system 131(30)
6.1 Introduction
131(1)
6.2 Location of Lodz within the transport network of Poland and Europe
132(2)
6.3 Historical conditions of barriers for the development of Lodz Agglomeration Railway node
134(3)
6.4 The process of planning and routing of the high-speed line running through Lodz
137(4)
6.5 Description of the modern concept of restructuring of the Lodi Agglomeration Railway node
141(2)
6.6 Implementation of the Lodz Fabryczna station as a central multimodal hub of the Lodz Agglomeration Railway node
143(9)
6.7 Role of the Lodz Agglomeration Railway as a modern distribution system for travelers in the region
152(4)
6.8 Targeted effects of modernization of the Lodi railway node and its surroundings
156(1)
6.9 Summary
157(4)
7 European and Polish requirements for a high-speed rail system 161(14)
7.1 European technical requirements for HS
164(3)
7.2 Polish technical requirements for HS
167(1)
7.3 European rules for HS product certification
168(1)
7.4 Polish rules for HS product certification
169(1)
7.5 European rules for HS rail system operation
170(1)
7.6 Polish rules for HS operation
171(4)
8 High-speed rail passenger services in Poland 175(28)
8.1 Introduction
175(1)
8.2 Passenger transport in Poland and in Europe
176(3)
8.3 Railway passenger services-some basic issues
179(6)
8.3.1 Polish systematics of railway passenger services
179(1)
8.3.2 Classification of passenger flows
180(2)
8.3.3 Evolution and types of railway timetables
182(1)
8.3.4 Speed of passenger trains
183(2)
8.4 Choice of maximum train speed
185(6)
8.4.1 General issues
185(1)
8.4.2 Service criteria
185(2)
8.4.3 Infrastructural criteria
187(2)
8.4.4 Social criteria
189(1)
8.4.5 Economic speed balance
189(1)
8.4.6 Speed choice
190(1)
8.5 Elements of HSR services organization
191(9)
8.5.1 Modern transport strategies
191(1)
8.5.2 Transport offer planning
192(1)
8.5.3 Passenger traffic forecasts
193(1)
8.5.4 Construction of connection network
194(3)
8.5.5 Planning of rolling stock work and of train crews
197(3)
8.6 Summary
200(3)
9 Introduction of high-speed rolling stock into operation on the Polish railway network 203(26)
9.1 Introduction
203(1)
9.2 High-speed rolling stock
204(2)
9.3 High-speed rolling stock in Poland
206(5)
9.3.1 EU44 series locomotive
207(2)
9.3.2 Electric multiple unit ED250
209(2)
9.4 Vehicle dynamics tests
211(14)
9.4.1 Experiment planning
211(8)
9.4.2 Organization of the test runs
219(2)
9.4.3 Test runs
221(4)
9.5 Operation of trains with the maximum speed of 200 km/h
225(2)
9.5.1 Speed characteristics
225(1)
9.5.2 Speed utilization ratio
226(1)
9.6 Conclusion
227(2)
10 High-speed rail power supply systems 229(50)
10.1 Power supply systems for electrified railway lines
229(13)
10.1.1 Contact line supply for rail vehicles
229(6)
10.1.2 DC power supply system
235(1)
10.1.3 15 kV 16 2/3 Hz AC power supply system
236(2)
10.1.4 50/60 Hz AC power supply system
238(4)
10.2 Requirements concerning HSR railway power supply systems
242(9)
10.2.1 Requirements specified by Technical Specifications of Interoperability (TSI)
242(6)
10.2.2 Standards applicable in Poland regarding 3 kV DC high-speed rail power supply systems
248(11)
10.2.2.1 Operating currents and short-circuit currents
249(1)
10.2.2.2 Contact system voltage
249(1)
10.2.2.3 Stray currents
249(1)
10.2.2.4 AC supply of traction substations
249(1)
10.2.2.5 Location of a contact system substation and sectioning cabin
249(1)
10.2.2.6 Feeder lines
250(1)
10.2.2.7 110 kV HV switchgear
250(1)
10.2.2.8 MV AC switchgear
250(1)
10.2.2.9 Rectifier units
250(1)
10.2.2.10 3 kV DC switchgear
251(1)
10.2.2.11 3 kV feeder lines
251(1)
10.3 Increasing speed in Poland on railway lines with 3 kV DC power supply
251(8)
10.4 Preparations for implementing a new 25 kV 50 Hz power supply system in Polish railways
259(9)
10.4.1 HSR line feasibility study
263(1)
10.4.2 Plans for integrating an HSR line with the existing railway junctions
264(1)
10.4.3 Projects for applying 25 kV supply voltage on the line E65 South line
264(4)
10.5 Issues related to integration of a 25 kV AC supply voltage railway line with the existing 3 kV DC infrastructure
268(4)
10.6 Conclusions
272(7)
11 Overhead contact line systems for high-speed rails 279(22)
11.1 Introduction
279(1)
11.2 Overhead contact line designs used in Poland
280(5)
11.2.1 Overhead contact line of type 2C120-2C and 2C120-2C-3
280(3)
11.2.2 Overhead contact line of type YC120-2CS150 and 2YC150-2CS150
283(1)
11.2.3 Overhead contact line of type YwsC120-2C-M
284(1)
11.3 Tests of high-speed overhead contact lines in Poland
285(11)
11.3.1 2C120-2C-3 tests
285(3)
11.3.2 YC120-2CS150 and YC150-2CS150 tests
288(4)
11.3.3 YwsC120-2C-M tests
292(4)
11.4 Newly constructed high-speed lines in Poland
296(1)
11.5 Summary
296(5)
12 High-speed lines control command and signaling 301(24)
12.1 Introduction
301(1)
12.2 Primary signaling
302(1)
12.3 Control command
303(3)
12.3.1 Relationships between primary signaling and control command
303(2)
12.3.2 Control command systems subdivision into classes
305(1)
12.4 European unified control command
306(12)
12.4.1 European Railway Traffic Management System ERTMS
306(2)
12.4.2 European control command-support for drivers
308(1)
12.4.3 European control command-implementation levels
309(3)
12.4.3.1 ERTMS/ETCS level 1
311(1)
12.4.3.2 ERTMS/ETCS level 2
312(1)
12.4.3.3 ERTMS/ETCS level 3
312(1)
12.4.4 European radio-communication GSM-R-interfaces
312(6)
12.5 Polish control command system
318(2)
12.6 Control command on HS lines in Poland
320(5)
12.6.1 Polish national ERTMS deployment plan
320(1)
12.6.2 SHP train self-braking within HS railways in Poland
321(1)
12.6.3 Control command and signaling safety chain verification for HS railway systems in Poland
322(3)
13 Digital radio communication system for high-speed rail lines in Poland 325(32)
13.1 Introduction
325(1)
13.2 General characteristics of GSM-R system
326(4)
13.3 System GSM-R, architecture and services
330(9)
13.3.1 Architecture of the system GSM-R
330(7)
13.3.2 Services and functions of GSM-R system
337(2)
13.4 Selected aspects of GSM-R system implementation in Poland
339(13)
13.4.1 Dimensioning of GSM-R radio network
339(6)
13.4.1.1 Preparing the energy balance of radio link
339(1)
13.4.1.2 Sources of telecommunication traffic in GSM-R system
340(2)
13.4.1.2.1 Voice communication
341(1)
13.4.1.2.2 Data transmission
341(1)
13.4.1.3 Profiles of telecommunication traffic in GSM-R system
342(1)
13.4.1.4 Model of telecommunication traffic in GSM-R system
343(2)
13.4.2 Environmental aspects of planning and implementing GSM-R network in Poland
345(7)
13.5 Summary
352(5)
14 Significance of rail track diagnostics to high-speed rails 357(12)
14.1 Introduction
357(1)
14.2 Hazards in rail track and areas of diagnostics application
357(2)
14.3 The role of rail track diagnostics in preparation of railway lines for introduction of high speeds
359(4)
14.4 Diagnostic techniques
363(3)
14.5 Computer-assisted assessment of rail track survey and observation results
366(1)
14.6 Summary
366(3)
15 Requirements relating to designed and modernized engineering structures at high-speed rail lines 369(8)
15.1 Introduction
369(2)
15.2 Outline of the new standards assumptions
371(1)
15.3 Requirements relating to engineering structures at high-speed rail lines
371(5)
15.3.1 Computational consideration of the impact of speed on safety and serviceability of structures
372(1)
15.3.2 Testing the structure at the limit conditions
372(2)
15.3.3 Aerodynamic impacts caused by passing trains
374(2)
15.4 Summary
376(1)
16 Diagnostics of structural health of rapid rail transportation 377(44)
16.1 Introduction
377(1)
16.2 Introduction to diagnostics of mechanical systems
378(10)
16.2.1 Signal and its application in diagnostics of an object
380(3)
16.2.2 Diagnostic model of the object
383(2)
16.2.3 Methods of diagnosing technical objects
385(3)
16.3 Monitoring the rail vehicle-track system
388(6)
16.3.1 Review of the works
388(1)
16.3.2 Accepting assumptions
388(1)
16.3.3 Procedure of monitoring structural health of the vehicle
389(9)
16.3.3.1 Temperature monitoring of the wheelset bearing
392(1)
16.3.3.2 Monitoring of the structural health of the track
392(2)
16.4 Computer simulation of the monitoring system
394(2)
16.5 Structure of the monitoring system
396(2)
16.6 Prototype of the monitoring system
398(11)
16.6.1 Testing of the system
401(24)
16.6.1.1 Laboratory tests
402(2)
16.6.1.2 Tests at the experimental track
404(5)
16.7 Tests of the system under operating conditions
409(8)
16.8 Summary
417(4)
17 High-speed rail versus environmental protection 421(20)
17.1 Introduction
421(1)
17.2 Law versus environment
421(3)
17.3 Environmental status in Poland
424(1)
17.4 High-speed rail versus environment
425(12)
17.4.1 Site occupancy for railway infrastructure construction
425(1)
17.4.2 Changes in topography, including landscape
426(1)
17.4.3 Impact on valuable natural areas, including protected areas
426(1)
17.4.4 Impact on animal and plant species and habitats
427(1)
17.4.5 Vibration and noise emissions
428(2)
17.4.5.1 Noise
428(2)
17.4.5.1.1 Noise level limits
429(1)
17.4.5.2 Vibrations
430(1)
17.4.6 Emission of pollutants into ambient air
430(1)
17.4.7 Impact on climate
431(1)
17.4.8 Impact on surface and ground waters
432(1)
17.4.9 Electromagnetic field emission
433(1)
17.4.10 Impact on historical sites and monuments
434(1)
17.4.11 Generation of waste
435(1)
17.4.12 Aggregated impact
436(1)
17.4.13 Transboundary impact
436(1)
17.4.14 Serious accidents and breakdowns
436(1)
17.5 Conclusions
437(4)
18 Personnel education for the high-speed rails needs 441(8)
18.1 Introduction
441(1)
18.2 Formal determinants of education
441(3)
18.3 The outline of contents of the subjects of teaching
444(2)
18.4 Summary
446(3)
19 From backwardness to modernity: High-speed rail-the strategic element of national program for development of rail transport-strategic and political considerations 449(50)
19.1 Problem overview
449(1)
19.2 Condition of Poland's railway transport (RLT)
450(36)
19.2.1 Poland's RLT and HSR from a continental perspective
450(23)
19.2.1.1 Poland's RLT vs. TEN-T core network and rail traction systems
450(3)
19.2.1.2 Transit role of Poland in TEN-T network
453(4)
19.2.1.3 EU projects determine the future of Poland's RLT in TEN-T network
457(14)
19.2.1.3.1 EU projects competing with Poland's RLT and Poland's economy
457(8)
19.2.1.3.2 EU projects beneficial to Poland's RLT and Poland's economy
465(6)
19.2.1.4 List of transport projects in adjacent countries
471(2)
19.2.2 Technical, economic and political aspects of RLT condition
473(9)
19.2.2.1 Diagnosis of the present condition of Poland's RLT
473(3)
19.2.2.2 Financing Poland's RLT as the expression of Poland's transport policy contrasted with global and community processes
476(6)
19.2.3 Internal and external assessment of Poland's RLT condition
482(4)
19.3 National program for development of RLT and construction of HSR
486(13)
19.3.1 Complementary elements of Poland's HSR condition diagnosis
486(2)
19.3.2 Orientation of Poland's transport policy
488(1)
19.3.3 Multiannual program (MAP) "By Railway to the 21st Century"
489(2)
19.3.4 Final remarks
491(8)
20 The effectiveness and financing of the high-speed rail structure 499(16)
20.1 Introduction
499(1)
20.2 Methodology of assessing the efficiency of the high-speed rail structure
499(4)
20.3 Financial effectiveness of the high-speed rail structure in Poland
503(4)
20.4 Economic effectiveness of the high-speed rail structure in Poland
507(2)
20.5 Financing sources for building high-speed rail lines in Poland
509(3)
20.6 Summary
512(3)
Index 515
Andrzej urkowski, Ph.D. Eng. Managing Director of the Railway Research Institute since 2006. Andrzej is a graduate of the Warsaw University of Technology (1980), where he obtained a doctoral degree in Technical Sciences (2008), and is Lecturer at the Military University of Technology, Warsaw University of Technology, and the Warsaw School of Economics. Specialist of railway traffic and organization of passenger services, he started his professional career in 1980 in COBiRTK (currently the Railway Research Institute). In 19892000 he headed a department in the General Directorate of PKP; and in 2001 created the PKP Intercity Ltd.; and became President of the Board in this company (20012004).

Andrzej represented the Ministry of Transport in working group EKTM at OECD and PKP and in many other working groups of the UIC. In 20032006, he held the position of Vice-Chairman of the Passenger Commission of UIC. Since 2006, he has been a member of the HS Steering Committee of UIC and a member of Scientific Committee of HS World Congresses. He was the President of Polish Association of Transport Engineers and Technicians in 20122014, and since 2009 is a member of the Transport Committee of the Polish Academy of Sciences and has been the Vice-President of the International Railway Research Board (UIC) since 2016.

He is the author of 130 technical and scientific articles and over 100 lectures at various conferences. He is also a co-author of the Railway Traffic and Traffic Control handbook and the author of a few chapters in the monographs on railways (including HSR in Poland).
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