High Speed Rail: A global perspective
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1 High Speed Rail: A global perspective 1st TEMPO Conference on sustainable Transport: High-speed rail in Norway? Oslo, 18 May 2010 Iñaki Barrón de Angoiti Director of the Passengers and High Speed Department, UIC 1/39
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 2/39
3 Agenda The UIC and the high speed rail Possibilities of classic rail 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 3/39
4 The UIC and the high speed rail Possibilities of classic rail 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 4/39
5 UIC: the International Union of Railways > Since 1922 > 200 members on all continents > Members are: Railways Rail operators Infrastructure managers Railway service providers Public transport companies 5/39
6 UIC in 2010: a continuous expansion Members Active Associate Affiliate 6/39
7 UIC Mission Promoting the development of rail transport at world level, in order to meet challenges of mobility and sustainable development 7/39
8 UIC Objectives Facilitate exchange on best practices among members (benchmarking) Support members in their efforts to develop new businesses Propose new ways for improving economic performances of the railways Achieve interoperability, create new world standards for railways (including common standards with other modes) Develop Centers of competence (High Speed, Safety, Security, e-business, ) 8/39
9 UIC Leaflets 9/39
10 UIC Reports 10/39
11 UIC Railway Statistics & publications 11/39
12 12/39
13 UIC activities on High Speed 13/39
14 UIC High speed activities Ongoing studies: Study on high speed under extreme weather conditions Necessities for future high speed rolling stock High speed handbook High speed contribution to sustainable mobility High speed and the city High speed and territory management Maintenance of high speed lines 14/39
15 UIC High speed activities Precedent studies: Reduction of time travel on classic lines Tilting trains Mix traffic on high speed lines Design of lines for speeds of km/h Approval of new high speed lines High speed rail face to low cost concurrency Infrastructure charges for high speed services in Europe Modeling of regional traffic on high speed international lines They are in the UIC website (High Speed) 15/39
16 Training on UIC High Speed Systems One week (5 days) Training Seminar, in which all the elements involved in a high speed system are analysed 7th THSS: 28 June 3 July 2010, in Paris, UIC-HQ 16/39
17 7th World Congress on High Speed Rail 7 9 December 2010, CNCC Beijing High speed rail spearheading greener transport Organized by UIC & MOR - CARS 17/39
18 The UIC and the high speed rail Possibilities of classic rail 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 18/39
19 Increasing speeds Some difficulties to implement high-speed rail systems (i.e. the cost) could suggest checking the possibilities of improving the performances of traditional rail networks Traditional networks could REPLACE or COMPLEMENT the high-speed system, due to the COMPATIBILITY between them This solution can be provisional or not 19/39
20 Why the speed is limited? Technical reasons: track quality, traction power, dynamic effects, CAPACITY Limits on curves: comfort of passengers, lateral stability of the track, derailment, overturning Environment (noise, vibrations) Safety (braking distances, other motives) Economy (energy consumption, maintenance costs) 20/39
21 Some thresholds for conventional rail (magnitudes) Trains with axle vehicles: Without in cab help signaling: People on platforms: Lines with crossing levels: Trains with locomotive + cars: Limit for conventional rail: 100 km/h 140 km/h 160 km/h 160 km/h 200 km/h km/h 21/39
22 22/39
23 Time or speed? The objective is reducing the time travel Reducing time travel Increasing speed Time travel or speed but with CAPACITY Time travel, speed or capacity but with RELIABILITY Time travel, speed, capacity and reliability but with ECONOMY In any case everything must be made with SAFETY 23/39
24 How to reduce the time travel? Improving motive power performances (accelerating / braking / maximum speed) Improving geometry, structure and profile of the track Improving signaling and control system Reducing policy for commercial stops UIC report: 24/39
25 Basic issues of the speed on rails For a single train: Maximum speed & minimum speed Constant speed as much as possible Commercial speed < 85 % maximum speed 25/39
26 Basic issues of the speed on rails For all the trains on the line (traffic density): Homogeneity of speed = capacity Maximum differences of speed between the many different trains (if possible, no more than 50 km/h) 26/39
27 Operating with two different speeds París-Montparnasse Train at 200 km/h = 80 minutes One train at 200 km/h = 7 train paths at 300 km/h 225 km TGV at 300 km/h = 53 minutes Tours -Montlouis 27/39
28 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 /39
29 Balancing capacity French TGV line Number of trains Km/h Stability Metro line Types HS line with mixed traffic 29/39
30 Tilting trains principle 30/39
31 Tilting trains Need to acquire special rolling stock (opportunity) Cost of the new rolling stock Cost of the maintenance Requirements for the infrastructure Performance to obtain and image 31/39
32 Tilting trains Two types of tilting trains: Active Natural or passive (Talgo - Spain) 32/39
33 Active 33/39
34 Active 34/39
35 Natural 35/39
36 Natural 36/39
37 Some examples Mediterranean corridor Barcelona Valencia, Spain 480 km West Coast Main Line London Scotland, UK 640 km Lisbon Oporto, Portugal 335 km 37/39
38 Spain 38/39
39 UK 39/39
40 Portugal 40/39
41 Some examples The maximum speed has been increased up to km/h, by large infrastructure improvements These improvements have been obtained by: Big investments Long times for works (even 15 years) Traffic disturbances during this time 41/39
42 Some examples The result: Progressively, the performance of rail services has been improved Consequently, the traffic demand has been increased Consequently, a new high speed line has been planned 42/39
43 The UIC and the high speed rail Possibilities of classic rail 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 43/39
44 Definition of high speed Is a new transport mode, fully compatible with classic rail (SNCF, 1981) High speed means at least 250 km/h But the definition is not unique (EU Categories I, II and III) High speed & high performances 44/39
45 Intercity (UK): Important average speed at 200 km/h 45/39
46 Thresholds Operating at more than (+/-) 200 km/h requires: - special trains (train sets) - special dedicated lines - in-cab signalling and much more 46/39
47 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 - Signalling systems - Marketing - Maintenance systems - Financing - Management - Considering all of them is fundamental 47/39
48 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 48/39
49 Performances for customers - Commercial speed - Total time of travel - Frequency - Reliability - Accessibility - Price - Comfort - Safety - Freedom - 49/39
50 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 50/39
51 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 Rome - Milan 350 miles % Market share HS Rail Rail travel time (hours) % Market Plane If HS travel time is 4 hrs or less, HS rail captures 50+% of combined air/rail traffic 51/39
52 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 Respects the environment: Efficient use of land (1/3 motorway) Energy efficiency (x 9 planes / x 4 cars) Is safe 52/39
53 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 Respects the environment: Efficient use of land (1/3 motorway) Energy efficiency (x 9 planes / x 4 cars) Is safe 53/39
54 Capacity 54/39
55 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 55/39
56 Density of population 56/39
57 Operation on high speed lines High speed trains Classic trains High speed lines Conventional lines 57/39
58 Operating with two different speeds París-Montparnasse Train at 200 km/h = 80 minutes One train at 200 km/h = 7 train paths at 300 km/h 225 km TGV at 300 km/h = 53 minutes Tours -Montlouis 58/39
59 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 /39
60 Environment 60/39
61 Land occupancy Some ratios on land occupancy: Average Average motorways 3,2 ha/km 9,3 ha/km Parallel layout with a motorway: Paris Lyons ( ) 60 km (14 %) Paris Lille (1993) 135 km (41 %) Cologne Frankfurt (2002) 140 km (71 %) Milan Bologna (2008) 130 km (72 %) 61/39
62 Parallel layouts High speed line Paris Lille (TGV Nord) 62/39
63 Parallel layouts High speed line Cologne Frankfurt 63/39
64 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 64/39
65 Comparison of carbon emissions Magnitude of CO2 emissions per person (in a 600 km 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) 65/39
66 External costs (average) External costs = Part of the ticket paid by society Upstream process (energy production, 150 disposal waste, etc.) Impact on urban sprawl Landscape Climate change Air pollution Source: INFRAS/IWW 3/2000 Noise Accidents Private car Bus Rail Air Magnitude of external costs in a medium-distance corridor, non-rush hour and without considering congestion ( per 1000 passenger km) 48 66/39
67 Safety 67/39
68 Safety evolution in European railways Passengers injured in accidents per Bn passenger km Classic railways High speed rail (250 km/h or more) /39
69 The UIC and the high speed rail Possibilities of classic rail 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 69/39
70 High speed started in Japan in /39
71 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 (515 km) 71/39
72 High speed started in Europe in /39
73 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 (420 km) 73/39
74 World high speed network 74/39
75 High speed world network World network (V > 250 km): km of lines in operation km of lines under construction km of lines planned April /39
76 km Expected evolution of the world HS network /39
77 km Expected evolution of the world HS network Total Asia Europe Others /39
78 High speed rolling stock 78/39
79 World rolling stock high speed fleet High speed train sets* in operation in the world: Maximum speed 200 km/h or more: Maximum speed 250 km/h or more : * and trains operating on dedicated high speed lines April /39
80 Ratio rolling stock / infrastructure 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 80/39
81 Possible evolution of world fleet Europe Europe Total number of train sets 81/39
82 Maximum speeds 82/39
83 Km/h 700 Evolution of maximum speed on rails Maximum speed in tests Maximum speed in operation /39
84 World rail speed record: 574,6 km/h France, April /39
85 Speed record TGV 4402.mpg 85/39
86 The UIC and the high speed rail Possibilities of classic rail 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 86/39
87 Stations for high speed Stations represents a very strategic issue from the beginning of any high speed project Most important issues: How many stations in a big city? Where? Functional design Size Accessibility 87/39
88 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) 88/39
89 City C (h million inhabitants) v million passeng./year 89/39
90 City C (h million inhabitants) v million passeng./year v = v1 + v2 + v3 v3 v2 v1 90/39
91 The UIC and the high speed rail Possibilities of classic rail 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 91/39
92 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) 92/39
93 Magnitude costs of high speed in Europe Average costs in Europe Construction of 1 km of new HSL: 12 M Maintenance of 1 km of new HSL: / year (+ renewal) Cost of an HS train (350 places): 20/25 M Maintenance of a HS train: 1 M / year (2 / km km / train & year) LCC 93/39
94 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 94/39
95 The UIC and the high speed rail Possibilities of classic rail 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 95/39
96 High speed rail systems in the world In operation: France Planned: Germany Italy Spain Belgium The Netherlands United Kingdom Japan Korea China Taiwan, China Turkey USA Argentina Brazil Canada India Indonesia Iran Mexico Morocco Poland Portugal Russia Saudi Arabia 96/39
97 High speed rail systems around the world V > 250 km/h in operation V < 200 km/h in operation High speed in project 97/39
98 High speed rail systems around the world V > 250 km/h in operation V < 200 km/h in operation High speed in project 98/39
99 Japan Sapporo Hakodate Aomori Akita Hachinohe Morioka Shinjo Kanazawa Yamagata Niigata Fukushima Nagano Takasaki Omiya In operation Under construction Planned Hakata Okayama Osaka Nagoya TOKYO Nagasaki Yatsushiro Kagoshima 99/39
100 100/39
101 101/39
102 Korea SEOUL Chonan Taejon Taegu Kyongju In operation (29/03/2004) Under construction Pusan 102/39
103 103/39
104 European HS Network Tampere Oulu Situation as at Oslo Göteborg Stockholm Turku Tallinn Helsinki St.Petersburg Glasgow Edinburgh Riga Kobenhavn Gdansk Vilnius Moskva v > 250 km/h v > 250 km/h Planned 180 < v < 250 km/h Dublin Bristol Nantes London Paris Amsterdam Brux Lux Strasbg Hamburg Köln Fkft Hannover Nürnberg München Zürich Berlin Praha Wien Poznan Katowice Warszawa Krakow Bratislava Budapest Minsk Kiev Chisinau Other lines Coruña Bordeaux Toulouse Lyon Torino Nice Milano Bologna Ljubljana Zagreb Sarajevo Beograd Bucuresti Vigo Porto Madrid Valladolid Vitoria Zaragoza Barcelona Marseille Roma Napoli Salerno Podgorica Skopje Tirana Thessaloniki Sofia Bursa Istanbul Ankara Sivas Valencia Lisboa Sevilla Alicante Athinai Izmir Konya Kayseri Information given by the Railways Málaga UIC - High-Speed Updated OG/IB 104/39
105 European HS Network Tampere Oulu Forecasting 2025 Oslo Göteborg Stockholm Turku Tallinn Helsinki St.Petersburg Glasgow Edinburgh Riga Kobenhavn Gdansk Vilnius Moskva v > 250 km/h v > 250 km/h Planned 180 < v < 250 km/h Dublin Bristol Nantes London Paris Amsterdam Brux Lux Strasbg Hamburg Köln Fkft Hannover Nürnberg München Zürich Berlin Praha Wien Poznan Katowice Warszawa Krakow Bratislava Budapest Minsk Kiev Chisinau Other lines Coruña Bordeaux Toulouse Lyon Torino Nice Milano Bologna Ljubljana Zagreb Sarajevo Beograd Bucuresti Vigo Porto Madrid Valladolid Vitoria Zaragoza Barcelona Marseille Roma Napoli Salerno Podgorica Skopje Tirana Thessaloniki Sofia Bursa Istanbul Ankara Sivas Valencia Lisboa Sevilla Alicante Athinai Izmir Konya Kayseri Information given by the Railways Málaga UIC - High-Speed Updated OG/IB 105/39
106 Technical interoperability 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 106/39
107 107/39
108 108/39
109 109/39
110 Turquía 110/39
111 China Qiqihaer Haerbin Jilin Taiyuan BEIJING Tianjin Shenyang Dalian In operation (2.620 km) Under construction (7.605 km) Chengdu Jinan Xian Qingdao Xuzhou Zhengzhou Nanjing Shanghai Wuhan Ningbo Changsha Zhuzhou Fuzhou Taipei Guanzhou Shenzen Kaohsiung HAINAN 111/39
112 112/39
113 113/39
114 114/39
115 USA Vancouver Seattle PACIFIC NORTHWEST Portland Minneapolis Montreal NORTHERN NEW ENGLAND Eugene Sacramento S. Francisco CALIFORNIA Los Angeles S. Diego SOUTH CENTRAL Austin Kansas C. Oklahomma C. Dallas Tulsa Houston Milwaukee CHICAGO HUB NETWORK St Louis Chicago Little Rock Cincinnati Louisville Birmingham GULF COAST Mobile Detroit Atlanta Buffalo Cleveland KEYSTONE Pittsburgh Washington Raleigh Columbia Jacksonville EMPIRE SOUTHEAST New York Portland Boston NORTHEAST CORRIDOR S. Antonio New Orleans Orlando Tampa FLORIDA Miami 115/39
116 116/39
117 The UIC and the high speed rail Possibilities of classic rail 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 117/39
118 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 118/39
119 Globalisation 119/39
120 Capacity 120/39
121 Capacity Shinkansen loading gauge (3,400 mm) 3,360 mm European loading gauge (3,150 mm) 2,904 mm (TGV-POS) 1,435 mm 1,435 mm 121/39
122 New prototypes becoming series trains 122/39
123 New prototypes developed by the industry 123/39
124 New prototypes developed by the industry 124/39
125 Appearance of new private operators (Europe) 125/39
126 The UIC and the high speed rail Possibilities of classic rail 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 126/39
127 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 127/39
128 Complement, more than compete 128/39
129 Don t forget that we re working for customers 129/39
130 Thank you very much for your kind attention Iñaki Barrón de Angoiti Director of the Passengers and High Speed Department, UIC 130/39
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