Korea develops high-speed ambitions

A thorough programme of research and development will soon deliver results for Korea’s rail industry in the form of the indigenous KTX II high-speed train. Dr Kihwan Kim of the Korea Railroad Research Institute explains the development of the new train.

THE Korean high-speed train technology development project started in 1996. Korea Railroad Research Institute (KRRI) was in overall control, and it was promoted through collaboration with the government, private consortia, and universities. The project’s ambitious aim was nothing less than to make the railway technology of Korea rank among the world’s best. At that time, Korea was importing the French TGV-K dubbed Korea Train eXpress (KTX), but it had no indigenous advanced technology for high-speed trains.

The project consisted of two phases: the G7 research and development project, which ran from 1996 to 2002, followed by development of the Korea High-Speed Train. To ensure the projects proceeded as planned, about Won 210 billion ($US 223 million) in project funds was allocated. Ten research institutes, 35 companies, and 16 universities participated in the project, with about 1000 personnel involved.

In 2002, the HSR350x test train made its first run. The train was developed exclusively with Korean technology. The first test run was performed on the Seoul - Daegu (Busan) high-speed line on August 19 that year, and over the course of a 2.5-year programme, a maximum speed of 352km/h was reached in December 2004. Tests on 209 items were also completed to prove the performance of the vehicle, and its reliability and safety. In February this year, Hanvit 350 (the train was renamed, ‘Hanvit’ meaning ‘streak of intense light’) accomplished a total running distance of 207,000km. The train is still being tested on the Korean high-speed line.

Hanvit 350 is clearly different from the first-generation KTX trains, both in terms of external appearance and internal technologies. Whereas mild steel was used for the car body of KTX, Hanvit 350 uses aluminum as the material of the car body. It also adopted many other new technologies such as induction motors, which offer advantages in maintenance and repair.

The train reflects global experience gained since the development of the TGV range of trains in the 1980s. Hanvit 350’s maximum design speed is 385km/h (though an operational maximum of 350km/h is envisaged), while that of KTX is 330km/h. In terms of configuration, the Korean train can be flexibly configured with either 20 or 11 cars: KTX is restricted to a 20-car formation. Braking systems too reflect advances made over the last decade, with eddy-current brakes being fitted to Hanvit 350, in addition to the electrical and mechanical brakes fitted to both designs. In addition, Hanvit 350 has an on-board measurement system which can measure approximately 400 items.

This system consists of four main data acquisition modules and two sub-data acquisition modules (the pantograph and the track measurement system). If necessary, additional measurement can be carried out by connecting the auxiliary equipment with the main on-board measurement system. The main measurement items, which cover safety systems, wheel-rail movement, and pantograph behaviour, are monitored in real time during test runs.

The technologies developed through Hanvit 350 will be applied to a new train called KTX II. Developed from Hanvit 350, the front head shape of KTX II is designed to look like a Korean indigenous fish, the Korean trout, to minimise air resistance. The maximum speed is 350km/h, and the revenue service speed is 300km/h.

More KTX II trains will be built in 2009 to enable high-speed services to be expanded. KTX II will be operated on the Honam line linking Daejeon with Iksan, Mokpo and Gwangju, and the recently-electrified Jeolla Line from Iksan to Suncheon and Yeosu. However, traffic demand on these lines is relatively low, while the Seoul - Busan line has strong demand. So, on its debut, Korail will substitute 20-car KTX trains on the Honam and Jeolla lines for 10-car KTX II trains which can be operated in multiple if necessary. Surplus 20-car KTX trains will be allocated to the Seoul - Busan line to increase capacity.

Many technologies used and verified in Hanvit 350 will be applied to KTX II. Interior configuration will be flexible too - and from 2009, Korea’s expanding rail industry will be hoping KTX II can act as a suitable shop window for its growing capabilities.