The place of High Speed Rail in intermodal
competition: Environmental and
socioeconomic issues
Towards intermodal symbiosis rather than
competition
TAIEX Workshop on Approaching a European High Speed Rail Network,
Kyiv, 19 - 20 May 2011.
Bo Larsson, Architect SAR/MSA MAA, Tech. Dr., Docent.
Centre of European Studies, Lund University, Lund, and Plan- och
Byggnadskonst i Lund AB
High speed rail in an overall context
!
Advantages of high-speed rail (HSR).
!
Sustainable development.
!
A holistic view on transportation.
!
To use the best of each transportation mode.
!
Highlighting inter-modality.
!
Urban and regional development co-ordonated with
devalopment of transportation infrastructure.
Why high-speed trains?
•
The climate, environment and energy issues extort a more
sustainable, energy efficient transportation system.
•
Train transport is in this sense supreme to air and road
transport.
•
Up to 1500 km high-speed trains (250 – 350 km/h) can
compete with flights in total travel time, comfort and use
of travel time.
•
Up to 3000 km night trains can compete with morning/
evening flights with extra hotel night.
•
The climate, environment and energy issues might
enforce business and tourist travellers to accept 8 – 10
hours of journey instead of 3 – 4 hours.
An integrated system is necessary
•
An effective integrated passenger transportation system
based on rail connections can make public surface
transport much more attractive than today, compared
with car and air traffic.
•
The rail system must be integrated on all levels, from the
inter-regional high-speed train to the regional and local
train system and the urban system of metro and
tramways and also buses.
•
Also freight transport must have a rail system of high
capacity and highest possible speed. The rail system can
partly be divided, partly common for passenger and
freight transport. The most effective total system, with
the least possible impact on the landscape must be
searched for.
The connection between rail systems at different levels is
crucial to the attraction of public transport. A very good
example is Andalucia in Spain, where the railway system is
completed by new tram and metro lines in several cities.
Public transportation has been very much upgraded, also in
the everyday mind of the people. To many persons, cars
What about the future development?
These diagrams were shown some years ago in the report
”Keep Europe moving” from the European Commission.
Is such a development acceptable?
A need for
long-sighted visions
•
Despite gradual
improvements of the
European rail system,
long-sighted visions for a
HSR network are only in
a beginning phase.
•
The TEN-T strategy in
2005 was mainly
additions of existing
plans, based on
transport policies with
limits tor visionary
thinking.
•
Several HSR proposals
were not integrated in
the strategy.
An important step: White Paper 2011;
Road-map to Single European Transport Area
!
Transport strategies must promote a sustainable environment
and climate policy and a strong societal and territorial unity.
!
More sustainable travel habits must be promoted.
!
Transport policy must be holistic and inter-modal.
!
Rail transport must be made more effective.
!
A basic European transport network must be defined.
!
Research and innovation in the transport area must be
promoted.
!
Urban planing must promote accessibility and make urban
transport more effective.
The last point is important: Urban sprawl should be
limited – this means decreasing shar of car traffic!
Several recent reports are positive to HSR
!
DG TREN 2010: High-speed Europe: Europe has today 10 000 km
HSR – it could be increased to 30 750 km in 2030. (10 % of the total
railway network.) Long-distance rail transport might increase with
120 % 1999 – 2020.
!
Swedish state HSR analysis 2009 (Gunnar Malm): The social benefit
of HSR Stockholm – Malmö will be at least 15 % higher than the
social costs.
!
Construction of new HSR lines will be better in Sweden than
upgrading existing lines.
!
Trafikverket, Sweden, 2010: In Japan each person travel average
2 000 km a year, in many European countries 1000 km / year and in
the USA only 29 km / year! The rail share of the total passenge
transport (incl. cars) in 29 % in Japan, around 10 % in several
European countries and 0,6 % in USA! (This could be increased to 30
– 50 % in Europe.)
HSR today
!
High-speed rail is now developing very fast.
!
Ideas and visions regarded as quite unrealistic
some years ago are now being develovep and
implemented.
!
Railways have been regarded as old-fashioned and
unflexible – only flights and cars have been
regarded as modern.
!
The following pages will highlight some existing
Japan was pioneer and has the most efficient HSR network
in the world. The distance from south Kyushu to Hokkaido is
about 1 600 km. Only very few trains are not on time. It has
been proposed to build a rail tunnel to Korea.
China has the largest and fastest
expanding HSR system, completed
with several conventional, but fast
lines, e. g. to Lhasa in Tibet.
Turkey has a fast developing HSR system, that in few
years will connect EU (Bulgaria) with the Middle East
(Syria and possibly Iran).
India is modernising its railway system – including some
new HSR lines. This is an important base of developing a
modern society.
China is planning through HSR to St. Petersburg, Kiev,
London, New Delhi and Singapore with Astana in
Kazachstan as important node. Such plans would have
been regarded as quite unrealistic some years ago.
(Irrespective of special political ambitions.)
Future Asian HSR system?
A HSR system is also
Planned in Saudi-Arabia
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USA: A railway
renaissance is planned
– as alternative to
flights.
Existing passenger
rail system
(AMTRAK).
Proposed HSR
system. It should
complete, not replace
the AMTRAK system.
Chicago can once more
be an important railway
node.
High-speed rails in
California and the New
York state.
South America has a large potential for high-speed rail.
Back to Europe:
Important west European metropoles are linked together
with HSR. Travel time by train has been reduced to 50 %
in many cases. In these relations HSR can compete with
flights very well.
TGV in France was the
European HSR pioneer. The
main TGV lines and more
regional lines are well linked
together. The HSR system will
also connect France with
Spain, Italy and south
Germany.
Spanish HSR is very successful.
Market share of train Madrid –
Sevilla increased from 14 % to 54
% 1991-2000. In the future 90 %
of the Spanish population will
have a HSR station within 50 km
from their home. A HSR tunnel to
Morocco has been discussed.
ICE in Germany combines
high-speed lines with
traditional lines.
There is a need for more
radical HSR development.
Italy’s HSR system is expaning.
Maybe it will have future
con-nections to Tunisia via Sicily?
The ”Nordic Triangle” will
connect Copenhagen,
Stockholm and Oslo. Future
connectiions to Helsinki and St.
Petersburg have been
discussed, as well as from
Helsinki to the the Baltic states
via Tallinn
.
An EU project works with a 350 km/h
HSR Oslo – Copenhagen. It will
reduce train travel time from 7:47 h
to 2:20 h. The total travel time from a
home in Oslo to a meeting in
Copenhagen will be 2 hours shorter
by train than by flight. To be at a
meeting in Coopenhagen at 10:00 you
can wake up at 7:00 instead of at
5:00 and have a more comfortable
journey. Million people will live within
the regions served by this line.
This is the forecasted HSR development in the EU countries
2010 – 2020.
UIC shows this HSR development from 2009 to 2025.
Still much is to be done in the eastern and south
estern parts of Europe.
There is a need of a HSR vision covering whole Europe.
On the following pages such a vision will be shown.
High-speed lines in 2020 according to UIC and Railteam information Additional high-speed lines 250-350 km/h, later development
Other lines of high standard ca 200 km/h Reykjavík Glasgow Edinburgh Dublin Belfast Manchester Birmingham London Bergen Oslo Stockholm Malmö Göteborg Brussel Bruxelles Amsterdam Köln Luxembourg Paris Frankfurt Nürnberg Stuttgart München Zürich Bern Dijon Lyon Bordeaux Toulouse Marseille Bilbao Porto Lisboa Hamburg Hannover Leipzig Berlin Riga Poznan Wroclaw Bucuresti Chisinau København Umeå Oulo Turku Helsinki S:t Petersburg Tallinn Kaliningrad Gdansk Kaunas Vilnius Minsk Smolensk Moskva Niznij Novgorod Kazan Perm Ufa Celjabinsk Jekaterinburg Samara Saratov Voronez Volgograd Astrachan Groznyj Rostov-na-Donu Doneck Char´kiv Kyjiv L´viv Odesa Dnipropetrovs´k Sevastopol´ Lódz Warszawa Kraków Wien Bratislava Budapest Ljubljana Zagreb Sarajevo Podgorica Beograd Tirana Skopje Thessaloniki Athinai Sofija Istanbul Ankara Izmir Adana Aleppo (Haleb) Erzurum Tabriz Mosul Jerevan Tbilisi
Teheran
Baku Damascus Beirouth Baghdad Murmansk Archangel´sk Milano Bologna Torino Genova Roma Napoli Palermo Madrid Zaragoza Barcelona Valencia Málaga Sevilla Casablanca Rabat Tanger Fès Oran Alger Tunis to Urengoj to Vladivostok and Beijing to Karaganda, Ürümqi and Beijing to Samarkandto Aqaba and Mecca to Cairo
to Mashhad to Quetta
to Riyad Basra Valetta NicosiaLevkosa
to Tripoli and Cairo to Dakar
Outline of a vision of
a future main European
high standard rail network
Most of the proposed lines are upgraded existing lines, but there are also several new rail corridors Bo Larsson
15.08.2008
Strasbourg
Praha Additional high-speed lines
250-350 km/h, first priority
Bursa Dresden
The HSR network should connect all regions and capital cities
in Europe (except some island countries)
Höghastighetslinjer år 2020 enligt information från UIC och Railteam
Skiss till ytterligare höghastighetslinjer 250-350 km/h, senare utveckling
Andra linjer med hög standard, ca 200 km/h Reykjavík Glasgow Edinburgh Dublin Belfast M anchester Birmingham London Bergen Oslo Stockholm M almö Göteborg Brussel Bruxelles Amsterdam Köln Luxembourg Paris Frankfurt Nürnberg München Zürich Bern Dijon Lyon Bordeaux Toulouse M arseille Bilbao Porto Lisboa Hamburg Hannover Leipzig Berlin Riga Poznan W roclaw Bucuresti Chisinau København Umeå Uleåborg Åbo Helsingfors S:t Petersburg Tallinn Kaliningrad Gdansk Kaunas Vilnius M insk Smolensk M oskva Niznij Novgorod Kazan Perm Ufa Celjabinsk Jekaterinburg Samara Saratov Voronez Volgograd Astrachan Groznyj Rostov-na-Donu Doneck Char´kiv Kyjiv L´viv O desa Dnipropetrovs´k Sevastopol´ Lódz W arszaw a Kraków W ien Bratislava Budapest Ljubljana Zagreb Sarajevo Podgorica Beograd Tirana Skopje Thessaloniki Athinai Sofija Istanbul Ankara Izmir Adana Aleppo (Haleb) Erzurum Tabriz M osul Jerevan Tbilisi
Teheran
Baku Damascus Beirouth Baghdad M urmansk Archangel´sk M ilano Bologna Torino Genova Roma Napoli Palermo M adrid Zaragoza Barcelona Valencia Málaga Sevilla Casablanca Rabat Tanger Fès Oran Alger Tunis mot Urengoj mot Vladivostok och Beijing mot Karaganda, Ürümqi och Beijing till Samarkandmot Aqaba och M ecca mot Kairo
till M ashha
till Q uetta
mot Riyad Basra
Valetta NicosiaLevkosa
mot Tripoli och Kairo mot Dakar
Skiss till vision för ett
fram tida europeiskt huvudnät
av järnvägar med hög standard
De flesta av de föreslagna linjerna är förbättringar av befintliga linjer men det finns också flera nya
järnvägskorridorer Bo Larsson 23.11.2009
Strasbourg
Praha Skiss till ytterligare
höghastighets-linjer 250-350 km/h, högst prioritet Bursa Dresden Stuttgart !"#$%&’()* $+,-&".$!*.)".*/$+,-&".$*0$/1./),+%$ ,-%."//"$23.$."/’.$%,++$’(4$2.5-$/0".,6"
Streckade linjer: snabba tågfärjor; möjligheter till fast förbindelse (tunnel) kan utredas
Tromsø
Linjer, längs vilka restiden beräknats Andra linjer av särskild relevans för svenska resenärer Reykjavík Glasgow Edinburgh Dublin Belfast M anchester Birmingham London Bergen Oslo Stockholm M almö Göteborg Brussel Bruxelles Amsterdam Köln Luxembourg Paris Frankfurt Nürnberg München Zürich Bern Dijon Lyon Bordeaux Toulouse M arseille Bilbao Porto Lisboa Hamburg Hannover Leipzig Berlin Riga Poznan W roclaw Bucuresti Chisinau København Umeå Uleåborg Åbo Helsingfors S:t Petersburg Tallinn Kaliningrad Gdansk Kaunas Vilnius M insk Smolensk M oskva Niznij Novgorod Kazan Perm Ufa Celjabinsk Jekaterinburg Samara Saratov Voronez Volgograd Astrachan Groznyj Rostov-na-Donu Doneck Char´kiv Kyjiv L´viv O desa Dnipropetrovs´k Sevastopol´ Lódz W arszaw a Kraków W ien Bratislava Budapest Ljubljana Zagreb Sarajevo Podgorica Beograd Tirana Skopje Thessaloniki Athinai Sofija Istanbul Ankara Izmir Adana Aleppo (Haleb) Erzurum Tabriz M osul Jerevan Tbilisi
Teheran
Baku Damascus Beirouth Baghdad M urmansk Archangel´sk M ilano Bologna Torino Genova Roma Napoli Palermo M adrid Zaragoza Barcelona Valencia Málaga Sevilla Casablanca Rabat Tanger Fès Oran Alger Tunis mot Urengoj mot Vladivostok och Beijing mot Karaganda, Ürümqi och Beijing till Samarkandmot Aqaba och M ecca mot Kairo
till M ashha till Q uetta
mot Riyad Basra Valetta NicosiaLevkosa
mot Tripoli och Kairo mot Dakar
Restid från Köpenhamn
längs ett urval befintliga eller
planerade europeiska
höghastighetslinjer
Bo Larsson 2.12.2009 Strasbourg Praha Bursa Dresden Stuttgart Tromsø1 tim
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Isokronlinjer: restid från Köpenhamn
Linjer längs vilka restiden beräknats Andra linjer av särskild relevans för svenska resenärer Reykjavík Glasgow Edinburgh Dublin Belfast M anchester Birmingham London Bergen Oslo Stockholm M almö Göteborg Brussel Bruxelles Amsterdam Köln Luxembourg Paris Frankfurt Nürnberg München Zürich Bern Dijon Lyon Bordeaux Toulouse M arseille Bilbao Porto Lisboa Hamburg Hannover Leipzig Berlin Riga Poznan W roclaw Bucuresti Chisinau København Umeå Uleåborg Åbo Helsingfors S:t Petersburg Tallinn Kaliningrad Gdansk Kaunas Vilnius M insk Smolensk M oskva Niznij Novgorod Kazan Perm Ufa Celjabinsk Jekaterinburg Samara Saratov Voronez Volgograd Astrachan Groznyj Rostov-na-Donu Doneck Char´kiv Kyjiv L´viv O desa Dnipropetrovs´k Sevastopol´ Lódz W arszaw a Kraków W ien Bratislava Budapest Ljubljana Zagreb Sarajevo Podgorica Beograd Tirana Skopje Thessaloniki Athinai Sofija Istanbul Ankara Izmir Adana Aleppo (Haleb) Erzurum Tabriz M osul Jerevan Tbilisi
Teheran
Baku Damascus Beirouth Baghdad M urmansk Archangel´sk M ilano Bologna Torino Genova Roma Napoli Palermo M adrid Zaragoza Barcelona Valencia Málaga Sevilla Casablanca Rabat Tanger Fès Oran Alger Tunis mot Urengoj mot Vladivostok och Beijing mot Karaganda, Ürümqi och Beijing till Samarkandmot Aqaba och M ecca mot Kairo
till M ashha till Q uetta
mot Riyad Basra Valetta NicosiaLevkosa
mot Tripoli och Kairo mot Dakar
Restid från Köpenhamn
vid ett välutvecklat
europeiskt nät av
höghastighetståg
Bo Larsson 02.12.2009 Strasbourg Praha Bursa Dresden Stuttgart TromsøIsokronlinjer; restid från Köpenhamn. M ycket ungefärliga restider.
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Reykjavík Glasgow Edinburgh Dublin Belfast M anchester Birmingham London Bergen Oslo Stockholm M almö Göteborg Brussel Bruxelles Amsterdam Köln Luxembourg Paris Frankfurt Nürnberg München Zürich Bern Dijon Lyon Bordeaux Toulouse M arseille Bilbao Porto Lisboa Hamburg Hannover Leipzig Berlin Riga Poznan W roclaw Bucuresti Chisinau København Umeå Uleåborg Åbo Helsingfors S:t Petersburg Tallinn Kaliningrad Gdansk Kaunas Vilnius M insk Smolensk M oskva Niznij Novgorod Kazan Perm Ufa Celjabinsk Jekaterinburg Samara Saratov Voronez Volgograd Astrachan Groznyj Rostov-na-Donu Doneck Char´kiv Kyjiv L´viv O desa Dnipropetrovs´k Sevastopol´ Lódz W arszaw a Kraków W ien Bratislava Budapest Ljubljana Zagreb Sarajevo Podgorica Beograd Tirana Skopje Thessaloniki Athinai Sofija Istanbul Ankara Izmir Adana Aleppo (Haleb) Erzurum Tabriz M osul Jerevan Tbilisi
Teheran
Baku Damascus Beirouth Baghdad M urmansk Archangel´sk M ilano Bologna Torino Genova Roma Napoli Palermo M adrid Zaragoza Barcelona Valencia Málaga Sevilla Casablanca Rabat Tanger Fès Oran Alger Tunis mot Urengoj mot Vladivostok och Beijing mot Karaganda, Ürümqi och Beijing till Samarkandmot Aqaba och M ecca mot Kairo
till M ashha till Q uetta
mot Riyad Basra Valetta NicosiaLevkosa
mot Tripoli och Kairo mot Dakar
Restid från Köpenhamn
vid ett välutvecklat
europeiskt nät av
höghastighetståg
Bo Larsson 02.12.2009 Strasbourg Praha Bursa Dresden Stuttgart TromsøIsokronlinjer; restid från Köpenhamn. M ycket ungefärliga restider.
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