Why the original concept of HSL adopted in different countries has. differentiated situation.

Transcription

1 Why the original concept of HSL adopted in different countries has evolved towards a more differentiated situation.

2 Content Brief overview of the different HSL concepts throughout the world. Why departing from these different concepts. Geographical survey showing a great variety of situations/exceptions. Lessons to be remembered for future emerging projects. Conclusion. 2

3 HSL: the different concepts: 1964: the Japanese concept: Totally separated from the historical network (different track gauge 1435 versus 1067mm, larger loading gauge, etc ), HS passenger traffic only. 1981: the French concept: partial (downwards) integration in the historical network, HS passenger traffic only. HST can continue the last leg of their journey over the existing network at reduced speed, but conventional trains are banned from HSLs. 1977/91: the Italian/ German concept: total integration (gradients, cants, etc ) with the existing network, mixed traffic: HS and conventional passenger traffic + freight. 3

4 WHY DEPARTING FROM THE ORIGINAL CONCEPT As the network builds up, differentiated situations occur. Level of pure HS passenger traffic not sufficient to justify alone newer extensions once the core line(s) are built. Need to reach minimal return on investment if potential HS traffic leaves a substantial free capacity. Political pressure (i.e. from local authorities) if co-financing. When HSL is an occasion to address other needs than speed/ relieve a capacity constraint, etc. When applying the concept delivers unsufficient added value to community. Etc.. 4

5 JAPAN: Examples of non-standard features throughout the world. Container traffic envisaged in the Tokaïdo project, with dedicated emus running at night, albeit at reduced speed (130 kph/ 80mph) - Project eventually dropped because: daytime passenger traffic increased much quicker than expected, maintenance requirements demanding full night possession also higher than expected, and noise issues. Mini-Shinkansen concept arising in the 80s: in order to reach Yamagata and Akita prefectures from the Joetsu HSL, two 1067mm lines converted to 1435mm, but retaining previous loading gauge, speed (V 130), level crossings, electrical power (20 kv instead of 25), etc. Narrow profile HS emus specially designed are able to offer a through service to and from Tokyo. Option to build new branches to Shinkansen standards discarted for financial, economical, political and environmental reasons. 5

6 GERMANY Köln- Frankfurt NBS (Neubausrecke/HSL) Gradients 40 %o, only HST V300 traffic, in contrast with the rest of the German NS network which is designed for mixed traffic in the V 250/300 range. - Design fit to limit the environnemental impact in a densely populated area: built mainly alongside an existing motorway in hilly terrain. - Already 2 parallel double-track electrified conventional lines: no need for extra freight capacity and/or backup in this particular case. - High speed only design allows for higher cant of the track and hence smaller radii for curves matching the motorway right of way. 6

7 FRANCE: Extensions of the HS network currently being built or at advanced planning stage are designed for mixed traffic: BPL (Bretagne- Pays de la Loire HSL -2016) will be open also to regional traffic using V 200(125mph) emus; CNM (Contournement Nîmes-Montpellier- 2017), mixed traffic. GPSO (southern leg of HSL Bordeaux-Spanish border expected 2022), mixed traffic. Both CNM and GPSO will add capacity on two European trunk axis, create a relief route and free paths for much needed increase of regional traffic on existing lines. 7

8 UK: HSL 1 (London- Channel Tunnel) designed for mixed traffic: International HST V 300 Domestic London/Kent regional traffic V 225 (140 mph). International freight to/from the Continent. Use of HSL allows a 50% time cut for Kent commuters. For freight, use of HSL 1 only possibility to run continental UIC loading gauge trains to the London area and thus overcome the drawbacks of the more restricted British loading gauge. HSL 1 was the occasion to eliminate a technical discrepancy inheritated from history. 8

9 SPAIN: HS network designed till now for passenger traffic only, both long distance (V 300/310) and regional (V 250). Duality of gauge (HSL 1435mm UIC, historical 1668mm) is adressed using dual-gauge rolling stock (TALGO or CAF) able to run at V 250 on HSLs and V 220 on «historical» network. Perpignan(F)- Barcelona line (partially in service, to be completed 2013) is mixed, allowing UIC gauge freight rolling stock to reach without break of gauge the Barcelona area. «Y» Basque (Bilbao/ Vitoria/French border- 2017) designed for mixed traffic for same reason. Again as in UK, building HSL provides an opportunity to overcome the historical inconvenient of a break of gauge at the French/Spanish border which has hampered since the 19th century the exchanges between Spain and the rest of Europe and led eventually to the dominance of road haulage because of high cost and delays of transhipments. 9

10 OTHERS: HOLLAND: huge spare capacity and disappointing financial results have resulted in the recent governmental decision to open HSL Zuid to conventional domestic traffic. BELGIUM: spare capacity on the Brussels-French border HSL will allow diverting the domestic Brussels-Tournai trains on the HSL at the expense of a connecting flyover at Antoing, with a substantial time saving. FRANCE: depending on regional authorities decision, part of LGV Est Européenne phase 2 (2016) could be open to slower regional trains as there will be spare capacity left. 10

11 CONCLUSION. There is no a «one size fits all» HSL concept. Once core network have been built, review is necessary for eventual extensions. Physical and human geographical conditions must be taken in account: overcost of a mixed line versus a pure HSL is very different in flat or mountainous terrain. Pre-existing railway can restrict technical choice. Financing sources (public, private, PPP, etc..) can have an influence over purely technical choices. Ultimately, maximizing social interest and financial sound case can be best driver. 11

12 ...Thank you...thank you for your kind attention