High Speed Rail:
A global perspective
2/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
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
4/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
UIC: the International Union of Railways
>
Since 1922
>
200 members on all continents
>
Members are:
Railways
Rail operators
6/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Members
Active
Associate
Affiliate
UIC Mission
Promoting the development of rail transport
at world level,
in order to meet challenges
8/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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, …)
10/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
12/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
14/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
Precedent studies:
• Reduction of time travel on classic lines
• Tilting trains
• Mix traffic on high speed lines
• Design of lines for speeds of 300-350 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
• …
16/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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 World Congress on High Speed Rail
7 – 9 December 2010, CNCC – Beijing
18/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
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
20/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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)
• Trains with axle vehicles:
100 km/h
• Without in cab help signaling:
140 km/h
• People on platforms:
160 km/h
• Lines with crossing levels:
160 km/h
• Trains with locomotive + cars:
200 km/h
• Limit for conventional rail:
200-230 km/h
Some thresholds for conventional rail
(magnitudes)
22/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
24/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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:
http://www.uic.org/spip.php?article608
For a single train:
• Maximum speed & minimum speed
• Constant speed as much as possible
• Commercial speed < 85 % maximum speed
26/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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)
París-Montparnasse
Train at 200 km/h = 80 minutes
TGV at 300 km/h = 53 minutes
One train at 200 km/h =
7 train paths
at 300 km/h
225 km
28/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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 406
L1 + L2 + L3 + L4 = Constant
Balancing capacity
Number of
trains
Stability
Km/h
French TGV line
Balancing capacity
30/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
32/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Two types of tilting trains:
• Active
• Natural or passive (Talgo - Spain)
34/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
36/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• Mediterranean corridor
Barcelona – Valencia, Spain
480 km
• West Coast Main Line
London – Scotland, UK
640 km
• Lisbon – Oporto, Portugal
335 km
38/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
40/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
The maximum speed has been increased up to
200 – 220 km/h, by large infrastructure
improvements
These improvements have been obtained by:
• Big investments
• Long times for works (even 15 years)
42/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
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
44/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
46/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Operating at more than (+/-) 200 km/h requires:
- special trains (train sets)
- special dedicated lines
- in-cab signalling
…and much more
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
- …
High speed is a system
48/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
- Commercial speed
- Total time of travel
- Frequency
- Reliability
- Accessibility
- Price
- Comfort
- Safety
- “Freedom”
- …
50/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
25
50
75
100
R
a
il
m
a
rk
e
t
s
h
a
re
(
%
)
Pa ri s - Bru sse ls 1 9 4 mi le sRome - Milan 350 miles
Ma d ri d - Se vi ll e 2 9 5 mi le s Pa ri s - L yo n s 2 6 9 mi le s
Paris - Amsterdam 338 miles
R o me - Bo lo g n a 2 2 4 mi le s
Tokyo - Osaka 322 miles
Stockholm - Gotenburg 284 miles Paris - London 271 miles
% Market Plane
If HS travel
time is 4
hrs or less,
HS rail
captures
50+% of
combined
air/rail
52/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
• 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
54/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
56/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
High speed trains
“Classic trains”
58/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Tours -París-Montparnasse Montlouis
Train at 200 km/h = 80 minutes
TGV at 300 km/h = 53 minutes
One train at 200 km/h =
7 train paths
at 300 km/h
225 km
Number of trains
Stability
(“Impact of 1
minute delay
of one train
on other
trains”)
Different types of trains
Speed
L1
L2
L4
L3
Balancing capacity
60/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Some ratios on land occupancy:
• Average
3,2 ha/km
• Average motorways
9,3 ha/km
Parallel layout with a motorway:
• Paris – Lyons (1981 – 1983)
60 km (14 %)
• Paris – Lille (1993)
135 km (41 %)
• Cologne – Frankfurt (2002)
140 km (71 %)
62/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
High speed line Paris – Lille (TGV Nord)
64/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
0 20 40 60 80 100 120 140 160 180 170 106 90 52,5 HST Fast
train 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 Fast
train Commutertrain Regionalrain
54,1
39
20
Bus P. car Plane
Source: SNCF, ADEME, 1997 1 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), 1997
Rail
Others
High Speed
train
Tra
ffic
un
its
Magnitude of CO2 emissions per person
(in a 600 km trip):
• 80 kg if travelling by plane
(the weight of the passenger)
66/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
48
20
35
87
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
100
External costs = Part of the ticket paid by society
External costs (average)
Magnitude of external costs in a medium-distance corridor, non-rush
hour and without considering congestion (€ per 1000 passenger km)
68/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
Passengers injured
in accidents per
Bn passenger km
Classic railways
High speed rail (250 km/h or more)
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
70/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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)
72/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
74/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
World network (V > 250 km):
12.505 km of lines in operation
11.755 km of lines under construction
17.579 km of lines planned
April 2010
76/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
1964
1967
1970
1973
1976
1979
1982
1985
1988
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
2024
km
Expected evolution of the world HS network
10000
15000
20000
25000
30000
35000
40000
45000
Total
Asia
Europe
Expected evolution of the world HS network
78/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
High speed train sets* in operation in the world:
Maximum speed 200 km/h or more: 2.228
Maximum speed 250 km/h or more : 1.667
*
and trains operating on dedicated high speed lines
April 2010
80/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
0
5
10
15
20
25
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
1000
2000
3000
4000
5000
6000
Europe
82/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
100
200
300
400
500
600
700
Maximum speed in operation
Maximum speed in tests
Km/h
84/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
20070300 Speed record TGV 4402.mpg 20070300 Speed record TGV 4402.mpg
86/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
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
88/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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)
City C
(h million inhabitants)
90/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
v1
v2
v3
v = v1 + v2 + v3
v million passeng./year
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
92/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
)
Average costs in Europe
Construction of 1 km of new HSL:
12 M €
Maintenance of 1 km of new HSL:
70.000 € / year
(+ renewal)
Cost of an HS train (350 places): 20/25 M €
Maintenance of a HS train:
1 M € / year
LCC
94/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Definition of max. speed
and performances
Standardisation
Knowledge
of high speed systems
& elements
Optimum cost
high speed
rail system
Financing
Market
procedures
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
96/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
In operation: France
Germany
Italy
Spain
Belgium
The Netherlands
United Kingdom
Japan
Korea
China
Taiwan, China
Turkey
USA
Planned:
Argentina
Brazil
Canada
India
Indonesia
Iran
Mexico
Morocco
Poland
Portugal
Russia
Saudi Arabia…
98/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
High speed rail systems around the world
Hakodate Sapporo Aomori Hachinohe Nagano TOKYO Omiya Takasaki Nagoya Osaka Okayama Fukushima Yamagata Shinjo Niigata Akita Kanazawa Morioka
In operation
Japan
100/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
102/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Pusan
Kyongju
Taegu
Taejon
SEOUL
Chonan
———
In operation (29/03/2004)
---
Under construction
Korea
104/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
European
HS Network
Situation as at 04.2010
Information given by the Railways v > 250 km/h 180 < v < 250 km/h Other lines v > 250 km/h Planned
UIC - High-Speed
Updated 01.02.2010 OG/IB Bursa Salerno 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 Kayseri Konya Tallinn Stockholm Helsinki Riga Minsk Poznan Berlin Budapest Praha Gdansk Warszawa Katowice Wien Krakow Nürnberg Bratislava Zürich München Strasbg Milano Bordeaux Toulouse Alicante Coruña Fkft Lux Köln Kiev Chisinau Bucuresti Athinai Izmir Brux Moskva Lyon Oslo Göteborg Kobenhavn Nantes Paris Hannover Hamburg Amsterdam London Bristol Dublin Edinburgh Glasgow Istanbul Vilnius Vigo Porto BeogradBursa Salerno Podgorica Napoli Tirana Valladolid Zaragoza Vitoria Madrid Barcelona Sarajevo Skopje St.Petersburg Oulu Tampere Turku Roma Nice Torino Marseille Thessaloniki Zagreb Bologna Ljubljana Sivas Sofia Ankara Tallinn Stockholm Helsinki Riga Minsk Poznan Berlin Budapest Praha Gdansk Warszawa Katowice Wien Krakow Nürnberg Bratislava Zürich München Strasbg Milano Bordeaux Toulouse Coruña Fkft Lux Köln Kiev Chisinau Bucuresti Brux Moskva Lyon Oslo Göteborg Kobenhavn Nantes Paris Hannover Hamburg Amsterdam London Bristol Dublin Edinburgh Glasgow Istanbul Vilnius Vigo Porto Beograd
European
HS Network
Forecasting 2025
v > 250 km/h 180 < v < 250 km/h Other lines v > 250 km/h Planned106/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
108/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
110/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Jilin Haerbin Qiqihaer BEIJING Ningbo Dalian Tianjin Qingdao Jinan Xuzhou Taiyuan Chengdu Zhengzhou Shenyang Nanjing Shanghai Zhuzhou Xian Wuhan Changsha
———
In operation (2.620 km)
China
112/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
114/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
Eugene Los Angeles S. Diego Houston Austin Cincinnati Louisville Pittsburgh Chicago St Louis Little Rock Tulsa Washington Raleigh Cleveland New York Montreal Portland Boston Milwaukee Kansas C. Detroit Minneapolis Birmingham Mobile Buffalo Columbia Jacksonville Dallas Oklahomma C. Atlanta Portland Seattle Vancouver Sacramento S. Francisco CHICAGO HUB NETWORK KEYSTONE NORTHEAST CORRIDOR NORTHERN NEW ENGLAND EMPIRE GULF COAST SOUTHEAST SOUTH CENTRAL PACIFIC NORTHWEST CALIFORNIA
USA
116/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
118/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
• 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
120/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
3,360 mm
(3,400 mm)
European loading gauge
Shinkansen loading gauge
(3,150 mm)
2,904 mm (TGV-POS)
122/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
124/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
126/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
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
• 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
128/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
130/39 I Barrón – UIC – 1st TEMPO Conference: HS in Norway? – Oslo, 18 May 2010
