High-Speed Rail in Germany. Johann Metzner Head of Transport Policy Europe Deutsche Bahn AG Oslo, 18 may 2010

Transcription

1 High-Speed Rail in Germany Johann Metzner Head of Transport Policy Europe Deutsche Bahn AG Oslo, 18 may

2 Structure of Norwegian urban development and population density compared with France, Germany and Japan Population density Pop per km 2 14, n Polycentric city structure n Longer distance between important agglomerations (~ km) n Monocentric urban development structure n Long distance between major agglomerations (> 300 km) n Polycentric city structure n Shorter distance between important agglomerations (~ km) n Extremely high demand n Main cities formatted as one single axis 2

3 Development of German high speed train system: ICE network has grown from less than 1,000 km to about 6,800 km today HST infrastructure 200 to 230 km/h 250 km/h HST network : HST tracks Hannover-Würzburg and Mannheim Stuttgart. First ICE-line: Hamburg Hannover- Frankfurt Stuttgart Munich 1993: New ICE line Hamburg Würzburg Munich, Hamburg Frankfurt Basel Zurich and first HST-connection Berlin Frankfurt 1998: HST track Hannover Berlin. New ICE-lines: Berlin Hannover Ruhr/Wupper Cologne Bonn and Cologne Brussels Paris (Thalys). 2003: HST track Cologne Rhine/Main. New ICE-lines: Rhine/Ruhr Basle/Munich and Amsterdam/Brussels Frankfurt 2006: HST tracks Nuremberg Munich, Hamburg Berlin Leipzig and Central Station Berlin with North-South- Tunnel; New ICE-line: Hamburg Leipzig

4 New high-speed lines have led to an average increase of 40 % to 50% in demand Impact of high-speed lines in Germany Existing and planned high-speed lines Amsterdam Bremen Hannover Hamburg Berlin Number of trains and demand 1 (between initial operation and 2008) n Hannover-Würzburg Completion 1992 Length [km] 323 v max [km/h] 280 n Mannheim-Stuttgart Completion 1992 Length [km] 107 v max [km/h] 250 Total high-speed network length n ~1 300 km in operation n ~ 400 km under construction n ~ 700 km planned Increase in number of trains 25% 55% Increase in number of travellers 50% 85% Bruxelles London Paris Paris Basel Cologne Frankfurt Karlsruhe Stuttgart Würzburg Mannheim Ulm Nuremberg Munich Existing new lines ( 250 km/h) Planned new lines (partly under construction) Upgraded lines (Vmax km/h) Halle/Leipzig n Hannover-Berlin Completion 1998 Length [km] 246 v max [km/h] 250 n Cologne-Frankfurt Completion 2002 Length [km] 171 v max [km/h] 300 n Nuremberg-Munich 2 Completion 2006 Length [km] 171 v max [km/h] % 30% 45% 40% 55% 55% 2 1 High-speed infrastructure partly does not cover full length of lines 2 Escalation in progress, includes relocation from axis Stuttgart-Munich

5 Current network extensively reflects the demand potential long distance network covers all relevant O&Ds Offered seat capacity long-distance trains and population density 2007 Orange line width: Number of seats (average) Comments n Highest seat capacity Within the high-density Western Germany C : (Hannover - Rhine/Ruhr - Rhine/Main - Rhine/Neckar - Stuttgart/Munich and Karlsruhe/Basel) as well as Between agglomerations: e.g. Hamburg, Berlin, Nuremberg Pop. per km² < 100 < 200 < 500 < < > n Only a few agglomerations are not served by long-distance trains: E.g., Chemnitz, without sufficient demand and no transit traffic 5 Source: Timetable 2007; Statistics local 2006 (Pop density of 2004)

6 Data on German high-speed lines Information on recently finished and planned lines (NL=new lines and UL=upgraded lines) 1 Length [km] Vmax Official approval of plan [year] Start of construction [year] Entry into service [year] Constructi on costs [EURm] Costs per km [EURm] Travel time reduction [minutes] NL Leipzig/Halle Erfurt /46 NL NL UL NL NL UL NL UL Erfurt-Ebensfeld Ebensfeld-Nuremberg Nuremberg-Ingolstadt Ingolstadt-Munich Karlsruhe-Basel Wendlingen-Ulm Hamburg-Berlin Frankfurt-Mannheim < TBD < NL NL Cologne-Frankfurt Hannover-Hamburg TBD 1996 TBD 2002 TBD New lines V max 250 km/h, upgraded lines V max km/h. 2 Last official source, current estimations are significantly higher

7 Stopping policies and mixed use of high-speed lines; caserelated DB uses heterogeneous solutions Major, tangent, and Park and Ride stations n The priority is clearly on major stations n In some cases, tangent stations are used, usually to reduce travel time for transit passengers. Tangent stations offer very good connections to the city center and the major station (<15 min. travel time) n Some high-speed tracks have remote Park and Ride stations, and large parking areas Usage pattern of high-speed lines (mixed use) Basic parameters for determining usage pattern n Topology of terrain and construction costs n Capacity restraints on conventional network n Noise and other emissions n Flexibility in vehicle use Examples for usage patterns of high-speed lines Example for lines using tangent stations Dortmund Cologne Hbf Cologne Fair/Deutz Hannover-Würzburg Stuttgart-Mannheim Freight Regional N IC/night trains All ICE types Special ICE Major station Tangent station Park and Ride station every hour/every two hours Montabaur Mainz/ Wiesbaden Line 41 (Dortmund/Cologne Hbf-Munich) FRA Frankfurt Hbf Mannheim Frankfurt Süd Line 42/43 (Dortmund/Cologne Hbf-Mannheim-Basel/Munich) Line 50 (Dresden-Leipzig-Frankfurt Süd/Hbf-Mainz/Wiesbaden) Munich Leipzig Berlin-Hannover Nuremberg-Munich R Cologne-Frankfurt N N N Karlsruhe-Basel N Stuttgart-Ulm R N =possible N=not intended R=restricted N 7

8 HST infrastructure has shortened journey times on different important relations From To Shortest journey time HST Infrastructure used :40 Frankfurt Berlin 3: :14 Cologne 1: :39 Hamburg 3: :21 Hannover 2: Hannover Würzburg Hannover - Berlin Cologne Rhine/Main Hannover Würzburg Hannover Würzburg Munich :30 3:10 Nuremberg - Munich Stuttgart :11 1:18 Mannheim - Stuttgart 8

9 Reduced travel times help gain market share for rail from aviation, especially within the band of under 4½ hours Market share rail in comparison to aviation 100% 75% 50% 25% n Compared to competitors, the rail today offers attractive travel times to all essential European cities n Travel time reductions lead to gains of market share, especially from aviation n Big leverage until up to 4½ h, depending on the travel time of competitors Travel time difference 3 h 2 h 1 h 0-1 h -2 h -3 h rail - aviation Total travel time < 2,5 h 2,5 4,5 h > 4,5 h 9

10 Infrastructure planning process should follow a three-step logic starting point has to be demand-driven The three steps of successful infrastructure planning Define a market-driven long-term service concept Transfer the service concept into detailed timetables and operational concepts Derive the parameters for new infrastructure Examples of main tasks n Implement sophisticated network-modelling (PRIMA) n Conduct a detailed analysis of train path conflicts and bottlenecks n Combine the results of market- and technical parameters n Ensure that the basis is a well-kept traffic model comprising the current railway timetable n Ensure that operational concepts include, e.g., rolling circulation n Optimize framework for cost-efficient and on schedule construction 10

11 DB s high-speed train lines fit with the polycentric city structure strong bundling of demand on high-speed links High-speed lines using the Cologne-Frankfurt high-speed link (HSL) O&D of high-speed train lines using HSL Origin of passengers using HSL Hamburg Hannover Berlin Dortmund/ Hamm Cologne Frankfurt Fulda Dresden Cologne Frankfurt Würzburg Nuremberg Mannheim Mannheim Munich Basel 11

12 Overlapping two-hour long-distance lines allow for hourly service alternating direct and with changing trains Principle in designing long-distance lines Exctract from the network Comments Cologne Frankfurt Airport Mannheim Basel Frankfurt Hbf Munich Berlin n Systematic service with hourly shifted two-hour frequencies with systematic line changes in hub stations n Hourly transport chains: Two-hour direct and in the alternating hour with one interchange n Examples: Hourly Berlin Munich (Line 11 or Lines 12+42) Hourly Cologne Basel (Line 43 or Lines 12+42) 30 Two-hour line (number) 12

13 Status 2009: DB offers international passages in all European neighbour cities principally with the premium product ICE State: schedule 2009 Numbers: daily train pairs Principally EC services Principally ICE/HGV services Paris Amsterdam Brüssel Basel 8 Bern and other Switzerland 5 7 Zürich Italien Aarhus 6 6 København Prag Stettin 3 Posen Breslau Warschau Krakau 2 2 Wien Bratislava Graz Budapest 2 Klagenfurt Zagreb 1 Belgrad 220 direct connections 80 foreign cities 40,000 passengers every day 60 ICEs operational abroad 6 countries served by ICEs 70% ICE/ high speed train 13

14 Success due to travel time reductions - DB in the heart of Europe benefits from the international HS-network Connections from Frankfurt 2009 Examples Travel times [h:m] Frankfurt to zu 2000 Amsterdam Amsterdam 5:08 4:00-20% London Brussels Frankfurt Brussels 5:17 3:06-40% Paris 6:20 3:50-40% Paris Bern 4:29 3:50-15% Bern Zurich Zurich London 1 6:11 11:27 3:55 5:38-40% -50% 1 one change of trains 14

15 Example Paris: total travel time remains the same for train and for plane but train is cheaper, more comfortable and more environmentally friendly Paris-Frankfurt by train or by plane Paris centre Frankfurt centre Total travel time [h:m] 3:50 1 3:50 Usable time [h:m] 1:00 3:50 Frankfurt Seat pitch [cm] Price [EUR] ab 99 4 ab 78 5 CO2-emissions [kg] Paris Taxi/public transport 45 min Walk, check-in, security, boarding 60 min Flight, departure/ landing 70 min Unboarding, Walk, luggage 30 min Taxi/public transport 25 min 3h 50 min Paris Centre Train ride, no changing! 3h 50 min Frankfurt Centre 1 travel time incl. check-in/out, checks, transfer to airport 2 middle distance flight Economy Class 3 ICE 1 2nd class 4 Lufthansa Better Fly (way/ way back) 5 Europa-Spezial (way/ way back) 6 DB-Umweltmobilcheck/SNCF-Ecocomparateur 15

16 More than 30% of the energy costs sustained by DB in rail operations refer to taxes and duties, despite its improved environmental performance Taxes and duties on the energy used in rail operations by DB currently amount to 500 Energiesteuern Taxes and duties und on -abgaben energy payable der Bahn by in DB, Mio in EUR/a million p.a. 438 approx. EUR 438 million Ecotax: tax on electric current and the surcharge on mineral oil tax amounts to more than EUR 180 million 200 Mineral oil tax burden amounts to more than EUR 120 million 100 Emissions trading and other duties payable under the renewable energy and cogeneration laws and concession levy mean a burden of more than EUR 130 million * Mineral oil tax Forecast eco-tax duties total MinölSt ÖkoSt Abgaben gesamt Source: DB AG/DB Energie GmbH 16

17 Rail transport is obliged to pay various energy taxes whereas aviation and inland shipping are exempt Mineral oil tax Eco-tax 1 Renewable- Energy Act Cogeneration Power Act Emissions trading Mineral oil tax Eco-tax Tax exemption approx. EUR 129 m* 2 Tax exemption approx. EUR 395 m* Emissions trading from 2012 Unequal burdens for the different transport modes owing to taxes and duties on energy * according to 21st Subsidy Report of German government, Reduced tax rates for electric current and diesel in local transport owing to environment friendliness 2 as from 2012: free allocation of 82 % of emissions trading certificates on the basis of

18 Rail s competitive disadvantage compared with aviation should not be increased any further Tax privilege in the air transport: for example 23 EUR air per passenger on the connexion from Cologne to Berlin (one way) Berlin Air passenger transport is exempt from mineral oil tax as well as from Eco-tax Rail has to pay mineral oil taxes and Eco-taxes Cologne EUR 23 tax privilege per air passenger In order to create a level playing field, air passenger transport has to be included in the emissions trading Discrimination for rail in energy taxation has to be abolished Source: DB AG figures 18

19 CO2 emissions in a comparison of modes of transport Freight transport Long-distance passenger transport Local passenger transport rail (DB) car plane rail car bus (DB) rail (DB) truck plane barge CO 2 emissions in grams per passenger-kilometre (freight transport: per tonne-kilometre); data basis 2008, based on europe 19 Source: DB AG, ifeu

20 Thank you for your attention! 20