General approach to High Speed Rail. Iñaki Barrón de Angoiti UIC, Director of Passengers Department Paris, France

Transcription

1 General approach to High Speed Rail Iñaki Barrón de Angoiti UIC, Director of Passengers Department Paris, France

2 Summary High speed is expanding dramatically around the world A highly beneficial transport system for society High speed always needs public help High speed is a complex system High speed conception is not unique and it must be adapted to each case

3 Agenda High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

4 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

5 Definition of high speed Is a new transport mode, fully compatible with classic rail (SNCF, 1981) High speed means at least 155 mph But the definition is not unique (EU Categories I, II and III) High speed & high performances

6 Intercity (UK): Important average speed at 125 mph

7 Thresholds Operating at more than (+/-) 125 mph requires: - special trains (train sets) - special dedicated lines - in-cab signaling and much more

8 Understanding high speed rail 1 High speed is a system A very complex system, comprised by the state of the art of: - Infrastructure - Station emplacement - Rolling stock - Operations rules - Signaling systems - Marketing - Maintenance systems - Financing - Management - Considering all of them is fundamental

9 High speed is a system

10 Understanding high speed rail 2 High speed is not unique Many different commercial concepts of high speed (including services to customers, marketing, etc.) Many different types of operations (maximum speed, stops, etc.) Different ways to operate classic trains (in particular, the impact on freight traffic) Capacity and cost vary in each case

11 Density of population

12 Density of population

13 Performances for customers - Commercial speed - Total time of travel - Frequency - Reliability - Accessibility - Price - Comfort - Safety - Freedom -

14 Examples of time travel reduction Rome Naples Rome - Milan Madrid - Barcelona Madrid - Seville Cologne - Frankfurt Paris - Stuttgart Paris - Marseille Paris - Brussels Paris - Amsterdam Time travel (hours) Before high speed With high speed

15 Rail market share (%) Paris - Brussels 194 miles Paris - Lyons 269 miles Madrid - Seville 295 miles Rome - Bologna 224 miles How train travel time influences market share Tokyo - Osaka 322 miles Paris - London 271 miles Stockholm - Gotenburg 284 miles Paris - Amsterdam 338 miles % Market share HS Rail Rail travel time (hours) % Market Plane If HS travel time is 4 hrs or less, HS rail captures Rome - Milan 350 miles 50+% of combined air/rail traffic

16 High speed advantages for society Offers a high Capacity of transport (up to 400,000 passengers per day, Tokyo Osaka) Permits reducing traffic congestion Helps economic development Shapes land-use Offers sustainability: Environment + Economic + Social aspects (Safety)

17 High speed advantages for society Offers a high Capacity of transport (up to 400,000 passengers per day, Tokyo Osaka) Permits reducing traffic congestion Helps economic development Shapes land-use Offers sustainability: Environment + Economic + Social aspects (Safety)

18 Capacity

19 High speed increases capacity Introduces more capacity in the transport system: - New high speed line capacity - Released capacity in classic lines - Optimising the operations by separation of traffic But the capacity of new high speed lines is very variable

20 Operation on high speed lines High speed trains Classic trains High speed lines Conventional lines

21 Operating with two different speeds París-Montparnasse Train at 125 mph = 80 minutes One train at 125 mph = 7 train paths at 185 mph 140 miles TGV at 185 mph = 53 minutes Tours -Montlouis

22 Balancing capacity Speed L2 L1 L3 Number of trains L4 Stability ( Impact of 1 minute delay of one train on other trains ) Different types of trains L1 + L2 + L3 + L4 = Constant UIC Leaflet 406

23 Balancing capacity French TGV line Number of trains Mph Stability Subway line Types HS line with mixed traffic

24 Environment

25 Land occupancy Some ratios on land occupancy: Average Average motorways acres/mile acres/mile Parallel layout with a motorway: Paris Lyons ( ) 96 miles (14 %) Paris Lille (1993) 216 miles (41 %) Cologne Frankfurt (2002) 224 miles (71 %) Milan Bologna (2008) 208 miles (72 %)

26 Parallel layouts HS line Paris Lille (TGV Nord)

27 Parallel layouts HS line Cologne Frankfurt

28 Traffic units Energy efficiency comparison Source: SNCF, ADEME, kwh = 0,086 Kep Traffic units carried (number of passengers x km) for one unit of energy (kilo-equivalent of petrol, kep) (1 mile = 1,6 km, 1 kwh = 0,086 kep) Source: SNCF (Fr. RR), ADEME (France s EPA), ,5 54, High HST Speed train Fast train Commuter Regional train rain Bus P. car Plane Rail Others

29 Comparison of carbon emissions Magnitude of CO2 emissions per person (in a 375 miles trip): 80 kg if travelling by plane (the weight of the passenger) 13 kg if travelling by high speed train (the weight of his/her suitcase)

30 External costs (average) External costs = Part of the ticket paid by society 200 Upstream process (energy production, 150 disposal waste, etc.) Impact on urban sprawl Landscape Climate change Air pollution Source: INFRAS/IWW 3/ Noise Private car Bus Rail Air Accidents US $ per passenger and per 1,000 miles (European reference)

31 Safety

32 Safety evolution in European railways Passengers injured in accidents per Bn passenger km Classic railways High speed rail (155 mph or more)

33 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

34 High speed started in Japan in 1964

35 High speed started in Japan High speed was introduced in Japan: To solve capacity problems Technologic advancements came later The first world high speed line was inaugurated in 1964, between Tokyo and Osaka (322 miles)

36 High speed started in Europe in 1981

37 High speed started in Europe High speed was introduced in Europe: To solve capacity problems By application of technological advancements during the 70 s The first European high speed line was inaugurated in 1981, between Paris and Lyons (263 miles)

38 World high speed network

39 High speed world network (March 2011) World network (V > 155 mph): 9,519 miles of lines in operation 6,139 miles of lines under construction 10,996 miles of lines planned

40 Expected evolution of the world HS network miles

41 High speed rolling stock

42 World rolling stock high speed fleet (January 2011) High speed train sets* in operation in the world: Maximum speed 125 mph or more: 2,517 Maximum speed 155 mph or more : 2,031 * and trains operating on dedicated high speed lines

43 Ratio rolling stock / infrastructure Bel Fra Ger Ita Spa UK EU C hi Tw- Ch Jpn Kor Tur Asi USA Wld Number of train sets per 100 miles of HS line

44 Possible evolution of world fleet

45 Maximum speeds

46 Evolution of maximum speeds on rails mph Maximum speed in tests Maximum speed in operation

47 World rail speed record: mph France, April 2007

48 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

49 Stations for high speed Strategic importance from the start of any project Most important issues: How many stations in a big city? Where? Functional design Size Accessibility

50 Stations for high speed Different points of view: Infrastructure manager or owner (traffic, business, etc.) Railway undertaking (operations, cleaning, crew, catering, etc.) City (transport, multimodality) Customer (comfort, total time travel, cost)

51 City C (h million inhabitants) v million passeng./year

52 City C (h million inhabitants) v million passeng./year v = v1 + v2 + v3 v3 v2 v1

53 53

54 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

55 Funding/Calculating Costs High Speed requires significant investment, including public funding Consequently, need detailed studies on traffic forecasting, costs and benefits Examine all impacts, positive and negative (including calculating costs of doing nothing)

56 Magnitude costs of high speed in Europe Cost per mile of new HS line: Maintenance per mile HS line: Cost of one HS train (350 seats): Maintenance of a HS train: $ M $90,000/yr $30-35 M $1.5 M/year Life Cycle Cost 1 HS train travels an average of 315,000 mi./yr

57 Funding Costs In Europe and Asia, high speed rail is generally paid with public funds Sharing funds and responsibilities between different public entities (French TGV) Private funding can be attracted for a part of the total investment (Private = ROI / Public = social benefits) % Possibilities to combine: - PPP (Spain France link, Portugal) - BOT (Taiwan, China)

58 Key elements to reduce costs Knowledge of high speed systems & elements Definition of max. speed and performances Optimum cost high speed rail system Standardisation Financing Market procedures

59 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

60 High speed rail systems in the world In operation: France Germany Italy Spain Belgium The Netherlands United Kingdom Japan Korea China Taiwan, China Turkey USA Planned: Argentina Brazil Canada India Indonesia Iran Mexico Morocco Poland Portugal Russia Saudi Arabia

61 High speed rail systems around the world 2011 V > 185 mph in operation V < 125 mph in operation High speed in project

62 High speed rail systems forecast in 2025 V > 250 km/h in operation High speed in project

63 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

64 The future of high speed rail High speed technology is fully competitive today but new developments are necessary if we want keep this competitiveness for the next year Developments in new technologies immediately follow the implementation of the first high speed system in any country

65 Globalization

66 Capacity

67 Capacity Shinkansen loading gauge European loading gauge (3,400 mm) (3,150 mm) 3,360 mm 2,904 mm (TGV-POS) 1,435 mm 1,435 mm

68 New prototypes becoming series trains

69 New prototypes developed by the industry

70 New prototypes developed by the industry

71 Appearance of new private operators

72 High speed rail principles Some facts & figures Stations for high speed The costs of high speed High speed around the world The future of high speed Concluding remarks

73 Conclusion High speed is expanding dramatically around the world A highly beneficial transport system for society High speed always needs public help High speed is a complex system High speed conception is not unique and it must be adapted to each case

74 Thank you very much for your attention Ignacio Barrón de Angoiti Director of the Passnger Department (UIC) Union Internationale des Chemins de fer