This paper discusses a well-known tool for calculating train resistance to motion and its suitability for describing operations at high speed. The tool, originally developed by Armstrong and Swift [1], also permits the estimation of the contribution to aerodynamic resistance of various features of the architecture of a train. They compare this approach with the results of other formulae for calculating train resistance, as well as published measurements taken during experimental work. It is concluded that Armstrong and Swift's expressions can be considered to provide good estimates for the coefficients to the Davis equation for both high-speed and suburban trains that fit the British loading gauge and have a power car-trailer ratio of 1:3 or less without the need for run-down testing. However, the expressions are not suitable for trains with a predominance of powered axles.
The writers of the present paper attempt to answer the question ‘what is the financial benefit of reducing a high-speed train's mass by 1 kg?’ They adopt a systems-engineering approach to lowering the mass of railway vehicles while retaining the required performance in other areas. The analysis is based on notionally reducing the mass of a Class 373 Eurostar train by 25% and results in an estimate of the financial benefits in terms of reduced energy consumption and infrastructure maintenance cost as well as lower life-cycle costs. A comparison is made with the financial benefits of mass reduction reported for the civil aviation and automotive industries. Noise and vibration issues and their dependence on rolling stock mass are also considered.
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