Top High Speed Bullet Trains
KTX 2 South Korea
Manufactured by the famous Hyundai Rotem, KTX 2 came into service in 2010, the train connects Seoul Station to Busan via Daejeon and Daegunnects. This train is considered to be the first commercial high speed train in South Korea. Owing to its high speed and kilometer coverage 160,000 people approx uses KTX on daily basis. There are 935 seats per vehicle along with general compartment and special compartment. Thus this train is not meant for only luxurious people but easily accessible to all. The train gives special attention towards passengers security and thus the passengers compartments are fitted with fire detectors.The KTX Sancheon is a South Korean high speed train built by Hyundai Rotem in the second half of the 2000s and operated by Korail since March 2009. With a top speed of 305 km/h (190 mph), the KTX Sancheon is the first commercial high speed train developed in South Korea.Like the HSR 350x, the KTXII consists of two traction heads, that is the power cars at both ends, and an articulated set of trailers for passengers in between but the number of intermediate cars is eight, and no intermediate car is powered. Two sets can be coupled together with automatic couplers of the Scharfenberg type. The couplers and the surrounding structure form an integral unit, the so called front ends, which were supplied by German industrial company Voith. The vehicles received a new exterior front shape, designed by French design studio MBD Design. The aerodynamic shape was inspired by the cherry salmon, an indigenous fish.Like for the HSR350x, the carbody of intermediate cars is made of aluminum. Unlike the HSR350x, the vehicle lacks bogie shrouding. Compared to the KTXI, window thickness was increased from 29 to 38 mm (1.1 to 1.5 in) by adding a fourth layer, to improve sound insulation and pressurization. The total width of passenger cars was increased from 2,904 to 2,970 mm (114.3 to 116.9 in).The KTXIIs traction motors, converters, traction control and braking system are domestic developments resulting from the HSR350x programme. The traction motors are asynchronous induction motors like those of the HSR350x, rather than synchronous motors as on the KTXI. Final drive gearboxes were supplied by Voith. The power electronics in the converters use newly available IGBTs, supplied by American semiconductor manufacturer IXYS Corporation, rather than the originally foreseen but unreliable IGCTs of the HSR350x. Each traction converter consists of two parallel switched four quadrant converters, which function as rectifier modules by converting single phase alternating current from one main transformer winding each to direct current , a 2,800 V DC intermediate circuit, and one inverter module converting the DC supply to the three phase AC supply for traction motors. Each converter supplies the motors on two axles of a bogie, providing for individual bogie control. All auxiliary power is supplied by separate 1 MW auxiliary units, one per traction head, consisting of two pairs of parallel switched IGBTbased converter modules acting as rectifiers between one main transformer winding and the 670 V DC head end power. The VVVF inverters for the motor and converter cooling fans and the air compressor, the constant voltage constant frequency inverters for the cab air conditioning, the battery charge, the on board AC supply and the oil pumps are connected to the head end power within the auxiliary unit. The pantograph, supplied by Austrian company Melecs MWW, is a standard type certified for 350 km/h and also used on Deutsche Bahns ICE S experimental and test train, the Siemens Velaro highspeed train family, and the China Railways CRH2.
The trains are essentially modified TGV sets,and can operate at up to 300 kilometres per hour (186 mph) on high speed lines, and 160 kilometres per hour (99 mph) in the Channel Tunnel.It is possible to exceed the 300kilometre per hour speed limit, but only with special permission from the safety authorities in the respective country.Speed limits in the Channel Tunnel are dictated by air resistance, energy dissipation and the need to fit in with other, slower trains. The trains were designed with Channel Tunnel safety in mind, and consist of two independent half sets each with its own power car. In the event of a serious fire on board while travelling through the tunnel, passengers would be transferred into the undamaged half of the train, which would then be detached and driven out of the tunnel to safety.If the undamaged part were the rear half of the train, this would be driven by the Chef du Train, who is a fully authorised driver and occupies the rear driving cab while the train travels through the tunnel for this purpose. As 27 of the 31 Inter Capital sets are sufficient to operate the service, four are currently used by SNCF for domestic TGV services one of these regularly operates a Paris