In terms of maximum speeds, in Japan today, test run with a speed more than 160 km/h along some meter gauge lines is already realized, and 200 km/h is being pursued.
As for operating speeds, as shown in Fig. 1, speeds of 140 km/h have been achieved over the-track section in Seikan Tunnel, and 130 km/h over several track sections.
However, while users are demanding shorter traveling times to their destination and special fast delivery of freight, they are not seeking the maximum speed only.
A higher maximum speed is one good way to achieve this. However, along some railway sections, any one or combination of measures such as increasing speeds through curves and turnouts, cutting back refuge times, elimination of speed slow down due to defects of track and bridge, decrease of stop time at stations, and improving train acceleration and deceleration would be far more effective in reducing total traveling times to destinations. Furthermore, it should be taken into consideration that if the speed of limited express passenger trains will be improved, the local and freight trains of slower speeds will act as a restricting factor, making it difficult to raise transport efficiency.
The table below analyzes traveling time details for a special express train on a double-track section 340 km long. In this example, it is seen that to increase the speed through curves is very effective.
Sample Traveling Time Analysis
To increase the speed of freight trains, it would be most effective to change the transport pattem to inter-regional through trains and reduce stopping time at yards. The table below gives a typical example of this.
