Introduction to High Speed Rail Development Around the World Rail Presentations... · Introduction...

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

barron@uic.orgwww.uic.org

Thank you very muchfor your attention