General approach to High Speed Rail Iñaki Barrón de Angoiti UIC, Director of Passengers Department Paris, France
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
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
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
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
Intercity (UK): Important average speed at 125 mph
Thresholds Operating at more than (+/-) 125 mph requires: - special trains (train sets) - special dedicated lines - in-cab signaling and much more
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
High speed is a system
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
Density of population
Density of population
Performances for customers - Commercial speed - Total time of travel - Frequency - Reliability - Accessibility - Price - Comfort - Safety - Freedom -
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) 1 2 3 4 5 6 7 Before high speed With high speed
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 100 75 50 25 Tokyo - Osaka 322 miles Paris - London 271 miles Stockholm - Gotenburg 284 miles Paris - Amsterdam 338 miles % Market share HS Rail 0 1 1.5 2 2.5 3 3.5 4 4.5 5 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
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)
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)
Capacity
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
Operation on high speed lines High speed trains Classic trains High speed lines Conventional lines
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
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
Balancing capacity French TGV line Number of trains Mph Stability Subway line Types HS line with mixed traffic
Environment
Land occupancy Some ratios on land occupancy: Average Average motorways 12.66 acres/mile 36.77 acres/mile Parallel layout with a motorway: Paris Lyons (1981 1983) 96 miles (14 %) Paris Lille (1993) 216 miles (41 %) Cologne Frankfurt (2002) 224 miles (71 %) Milan Bologna (2008) 208 miles (72 %)
Parallel layouts HS line Paris Lille (TGV Nord)
Parallel layouts HS line Cologne Frankfurt
Traffic units Energy efficiency comparison 180 170 Source: SNCF, ADEME, 1997 160 140 1 kwh = 0,086 Kep Traffic units carried (number of passengers x km) for one unit of energy (kilo-equivalent of petrol, kep) 120 106 (1 mile = 1,6 km, 1 kwh = 0,086 kep) Source: SNCF (Fr. RR), ADEME (France s EPA), 1997 100 90 80 60 52,5 54,1 39 40 20 20 0 High HST Speed train Fast train Commuter Regional train rain Bus P. car Plane Rail Others
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)
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 3/2000 100 50 0 192 107 85 45 Noise Private car Bus Rail Air Accidents US $ per passenger and per 1,000 miles (European reference)
Safety
Safety evolution in European railways 2.50 2.00 1.50 Passengers injured in accidents per Bn passenger km Classic railways 1.00 0.50 High speed rail (155 mph or more) 0.00 1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007
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
High speed started in Japan in 1964
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)
High speed started in Europe in 1981
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)
World high speed network
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
Expected evolution of the world HS network miles 30000 25000 20000 15000 10000 5000 0 1964 1968 1972 1976 1980 1984 1988 1992 1996 2000 2004 2008 2012 2016 2020 2024
High speed rolling stock
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
Ratio rolling stock / infrastructure 45 40 35 30 25 20 15 10 5 0 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
Possible evolution of world fleet 6000 5000 4000 3000 2000 1000 0 2008 2025 2010
Maximum speeds
Evolution of maximum speeds on rails mph 400 300 Maximum speed in tests 200 100 0 1955 1960 Maximum speed in operation 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
World rail speed record: 359.1 mph France, April 2007
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
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
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)
City C (h million inhabitants) v million passeng./year
City C (h million inhabitants) v million passeng./year v = v1 + v2 + v3 v3 v2 v1
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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
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)
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: $30-100 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
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)
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
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
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
High speed rail systems around the world 2011 V > 185 mph in operation V < 125 mph in operation High speed in project
High speed rail systems forecast in 2025 V > 250 km/h in operation High speed in project
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
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 20-30 year Developments in new technologies immediately follow the implementation of the first high speed system in any country
Globalization
Capacity
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
New prototypes becoming series trains
New prototypes developed by the industry
New prototypes developed by the industry
Appearance of new private operators
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
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
Thank you very much for your attention Ignacio Barrón de Angoiti Director of the Passnger Department (UIC) Union Internationale des Chemins de fer barron@uic.org www.uic.org