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Introduction to High Speed RailDevelopment Around the World
Ignacio 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
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
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
Is a “new transport mode”, fully compatible with classic rail (SNCF, 1981)
High speed means at least 155 mphBut the definition is not unique(EU Categories I, II and III)
High speed & high performances
Definition of high speed
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
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
• 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
High speed is not unique
Understanding high speed rail 2
Performances for customers
- Commercial speed - Total time of travel
- Frequency - Reliability
- Accessibility - Price
- Comfort - Safety
- “Freedom” - …
Time travel (hours) 1 2 3 4 5 6 7
Paris - Amsterdam
Paris - Brussels
Paris - Marseille
Paris - Stuttgart
Cologne - Frankfurt
Madrid - Seville
Madrid - Barcelona
Rome - Milan
Rome – Naples
Paris - Amsterdam
Paris - Brussels
Paris - Marseille
Paris - Stuttgart
Cologne - Frankfurt
Madrid - Seville
Madrid - Barcelona
Rome - Milan
Rome – Naples
█ Before high speed █ With high speed
Examples of time travel reduction
0
25
50
75
100
1 1.5 2 2.5 3 3.5 4 4.5 5
Rail m
ark
et
sh
are
(%
)
Pa
ris -
Bru
sse
ls 1
94
mile
s
Rome - Milan 350 miles
Ma
dri
d -
Se
ville
29
5 m
ile
s
Pa
ris -
Lyo
ns 2
69
mile
s
Paris - Amsterdam 338 miles
Ro
me
- B
olo
gn
a 2
24
mile
s
Tokyo - Osaka 322 miles
Stockholm - Gotenburg 284 miles
Rail travel time (hours)
Paris - London 271 miles
% Market share HS Rail
% Market Plane If HS travel time is 4
hrs or less, HS rail
captures 50+% of combined
air/rail traffic
How train travel time influences market share
• Offers a high capacity of transport(up to 400,000 passengers per day, Tokyo – Osaka)
Permits reducing traffic congestionHelps economic developmentShapes land-use
• Respects the environment:Efficient use of land (1/3 motorway)Energy efficiency (x 9 planes / x 4 cars)
• Is safe
High speed advantages for society
• Offers high capacity of transport(up to 400,000 passengers per day, Tokyo – Osaka)
Permits reducing traffic congestionHelps economic developmentStructures the territory structure
• Respects the environment:Efficient use of land (1/3 motorway)Energy efficiency (x 9 planes / x 4 cars)
• Is safe
High speed advantages for Society
Capacity
• Introduces more capacity in the transport system:
- New high speed line capacity- Released capacity in classic lines- Optimising the operations byseparation of traffic
• But the capacity of new high speed lines is very variable
High speed increases capacity
Density of population
Density of population
High speed trains “Classic trains”
High speed lines Conventional lines
Operation on high speed lines
Tours -
París-Montparnasse
Montlouis
Train at 125 mph = 80 minutes
TGV at 185 mph = 53 minutes
One train at 125 mph =
7 train paths at 185 mph
Operating with two different speeds
140 miles
Number of trains
Stability(“Impact of 1 minute delay of one train on other trains”)
Different types of trains
Speed
L1
L2
L4
L3
UIC Leaflet 406L1 + L2 + L3 + L4 = Constant
Balancing capacity
Environment
Some ratios on land occupancy:• Average 12,66 acres/mile• Average motorways 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 %)
Land occupancy
HS lineParis – Lille(TGV Nord)
Parallel layouts
Parallel layouts
HS lineCologne –Frankfurt
0
20
40
60
80
100
120
140
160
180 170
106
90
52,5
HST Fasttrain
Commutertrain
Regionalrain
54,1
39
20
Bus P. car Plane
Source: SNCF, ADEME, 1997
1 kwh = 0,086 Kep
0
20
40
60
80
100
120
140
160
180 170
106
90
52,5
HST Fasttrain
Commutertrain
Regionalrain
54,1
39
20
Bus P. car Plane
Source: SNCF, ADEME, 1997
1 kwh = 0,086 KepTraffic 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), 1997
Rail Others
High Speedtrain
Tra
ffic
units
Energy efficiency comparison
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)
Comparison of carbon emissions
107
45
85
192
0
50
150
200
Private car Bus Rail Air
Source: INFRAS/IWW 3/2000
█ Upstream process
(energy production,
disposal waste,
etc.)
█ Impact on urban
sprawl
█ Landscape
█ Climate change
█ Air pollution
█ Noise
█ Accidents
External costs (average)
External costs = Part of the ticket paid by society
US $ perpassenger
and per 1,000 miles(European reference)
100
Safety
0.00
0.50
1.00
1.50
2.00
2.50
1971
1973
1975
1977
1979
1981
1983
1985
1987
1989
1991
1993
1995
1997
1999
2001
2003
2005
2007
Safety evolution in European railways
Passengers injuredin accidents perBn passenger km
Classic railways
High speed rail (155 mph or more)
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 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)
High speed started in Europe
World high speed network
High speed world network(June 2009)
World network (V > 155 mph):
7.816 miles of lines in operation
7.753 miles of lines under construction
10.987 miles of lines planned
0
5000
10000
15000
20000
25000
30000
1964
1968
1972
1976
1980
1984
1988
1992
1996
2000
2004
2008
2012
2016
2020
2024
km
Expected evolution of the world HS network
miles
High speed rolling stock
World rolling stock high speed fleet(January 2010)
High speed train sets* in operation in the world:
Maximum speed 125 mph or more: 2.215
Maximum speed 155 mph or more : 1.666
* and trains operating on dedicated high speed lines
0
5
10
15
20
25
30
35
40
45
Bel Fra Ger Ita Spa UK EU Chi Tw-
Ch
Jpn Kor Tur Asi USA Wld
Number of train sets per 100 miles of HS line
Ratio rolling stock / infrastructure
Possible evolution of world fleet
0
1000
2000
3000
4000
5000
6000
2008 20252010
Maximum speeds
0
100
200
300
400
1955
1960
1965197
0197
5198
0198
5199
0199
5200
0200
5201
0
Maximum speed in operation
Maximum speed in tests
Evolution of maximum speeds on railsmph
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
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)
Stations for high speed
City C (h million inhabitants)
v million passeng./year
v1
v2v3
v = v1 + v2 + v3
City C (h million inhabitants)
v million passeng./year
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 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)
Funding/Calculating Costs
Cost per mile of new HS line: $30-100 M
Maintenance per mile HS line: $90,000/yr
Cost of one HS train (350 seats): $30-35 M
Maintenance of a HS train: $1.5 M/year
Life Cycle Cost
1 HS train travels an average of 315,000 mi./yr
Magnitude costs of high speed in Europe
• 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)
Funding Costs
Definition of max. speed
and performances
Standardisation
Knowledge
of high speed systems
& elements Optimum cost
high speed
rail system
Financing
Market
procedures
Key elements to reduce costs
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
In operation: FranceGermany ItalySpainBelgiumThe NetherlandsUnited Kingdom
JapanKoreaChinaTaiwan, ChinaTurkey
USA
Planned: ArgentinaBrazilCanadaIndiaIndonesiaIranMexicoMoroccoPolandPortugalRussiaSaudi Arabia…
High speed rail systems in the world
V > 155 mph in operation Planned High Speed RailV < 125 mph in operation
High speed systems around the world
V > 155 mph in operation
High speed systems forecast in 2025
Hakodate
Sapporo
AomoriHachinohe
Nagano
TOKYO
OmiyaTakasaki
NagoyaOsaka
Okayama
Fukushima
Yamagata
Shinjo
Niigata
Akita
Kanazawa
Morioka
Hakata
Nagasaki Yatsushiro
Kagoshima
In operationUnder constructionPlanned
Japan
Pusan
KyongjuTaegu
Taejon
SEOUL
Chonan
——— In operation (29/03/2004)
--------- Under construction
Korea
EuropeanHS Network
Situation as at 06.2009
Information given by UIC members
v > 155 mph
115 < v < 155 mph
Other lines
v > 155 mph Planned
UIC - High-SpeedUpdated 01.02.2010
OG/IB
BursaSalerno
Podgorica
Napoli
Tirana
Valladolid
Zaragoza
Vitoria
Madrid
Valencia
Barcelona
Sarajevo
Skopje
St.Petersburg
Oulu
Tampere
Turku
Roma
Nice
Torino
Marseille
Málaga
Lisboa
Sevilla
Thessaloniki
Zagreb
Bologna
Ljubljana
Sivas
Sofia
Ankara
KayseriKonya
TallinnStockholm
Helsinki
Riga
Minsk
PoznanBerlin
Budapest
Praha
Gdansk
Warszawa
Katowice
Wien
KrakowNürnberg
Bratislava
Zürich
München
Strasbg
Milano
Bordeaux
Toulouse
Alicante
Coruña
FkftLux
Köln
Kiev
Chisinau
Bucuresti
Athinai Izmir
Brux
Moskva
Lyon
Oslo
Göteborg
Kobenhavn
Nantes
Paris
Hannover
Hamburg
Amsterdam
LondonBristol
Dublin
EdinburghGlasgow
Istanbul
Vilnius
Vigo
Porto
Beograd
EuropeanHS Network
Forecasting 2025
Information given by UIC members
v > 155 mph
115 < v < 155 mph
Other lines
v > 155 mph Planned
UIC - High-SpeedUpdated 01.02.2010
OG/IB
BursaSalerno
Podgorica
Napoli
Tirana
Valladolid
Zaragoza
Vitoria
Madrid
Valencia
Barcelona
Sarajevo
Skopje
St.Petersburg
Oulu
Tampere
Turku
Roma
Nice
Torino
Marseille
Málaga
Lisboa
Sevilla
Thessaloniki
Zagreb
Bologna
Ljubljana
Sivas
Sofia
Ankara
KayseriKonya
TallinnStockholm
Helsinki
Riga
Minsk
PoznanBerlin
Budapest
Praha
Gdansk
Warszawa
Katowice
Wien
KrakowNürnberg
Bratislava
Zürich
München
Strasbg
Milano
Bordeaux
Toulouse
Alicante
Coruña
FkftLux
Köln
Kiev
Chisinau
Bucuresti
Athinai Izmir
Brux
Moskva
Lyon
Oslo
Göteborg
Kobenhavn
Nantes
Paris
Hannover
Hamburg
Amsterdam
LondonBristol
Dublin
EdinburghGlasgow
Istanbul
Vilnius
Vigo
Porto
Beograd
The European high speed rail network must be as homogeneous as possible
From the technical point of view, the first objective is interoperability
The availability of a common system for traffic control (ERTMS, ETCS) is essential
Importance of HIGH SPEED RAIL STANDARDS
Technical interoperability
HAINAN
Jilin
Haerbin
Qiqihaer
BEIJING
Ningbo
Shenzen
Fuzhou
Taipei
Kaohsiung
DalianTianjin
Qingdao
Jinan
Xuzhou
Taiyuan
Chengdu
Zhengzhou
Shenyang
Nanjing
Shanghai
Zhuzhou
Xian
Wuhan
Changsha
Guanzhou
China
——— In operation (1.638 miles)
--------- Under construction (4753 miles)
Eugene
Los Angeles
S. Diego
S. Antonio
HoustonAustin
Cincinnati
Louisville
Pittsburgh
Chicago
St Louis
Little Rock
Tulsa
Washington
Raleigh
Cleveland
New York
Montreal
Portland
BostonMilwaukee
Kansas C.
Detroit
Minneapolis
New Orleans
Tampa
Birmingham
Mobile
Buffalo
Columbia
Miami
Orlando
Jacksonville
Dallas
Oklahomma C.
Atlanta
Portland
Seattle
Vancouver
Sacramento
S. Francisco
CHICAGO HUB
NETWORK
KEYSTONE
NORTHEAST
CORRIDOR
NORTHERN
NEW ENGLAND
EMPIRE
GULF
COAST
SOUTHEAST
FLORIDA
SOUTH CENTRAL
PACIFIC
NORTHWEST
CALIFORNIA
USA
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 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
The future of high speed rail
Globalization
Capacity
3,360 mm
1,435 mm
(3,400 mm)
European loading gaugeShinkansen loading gauge
1,435 mm
(3,150 mm)
2,904 mm (TGV-POS)
Capacity
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
Ignacio Barrón de AngoitiDirector of the Passnger Department(UIC) Union Internationale des Chemins de fer
Thank you very muchfor your attention