High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
High speed railway principles
Ignacio Barrón de Angoiti, Director High Speed, International Railway Association (UIC) Professional Conference on High Speed In the World and in the Czech Republic Praha, 14 November 2007
Agenda
High Speed Rail principles
Some facts & figures about High Speed Impact in traffics
High Speed and the environment High Speed Rail is safety
The costs of the high speed
Concluding remarks
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
High Speed Rail principles
High Speed Rail: Definitions and requirements
• “High Speed” signifies at least 250 km/h
• Operating at more than 200 km/h requires:
- special trains (train sets) - special dedicated lines - in cab signalling
• Upgraded existing lines and “classic” trains (locomotive + cars) enable to operate up to about 200 km/h
• We can also say “High Performances”
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Understanding High Speed Rail
A High Speed Railway is a (very complex) system, comprised by state of the art:
- Infrastructure - Station emplacement - Rolling Stock - Operation rules
- Signalling systems - Marketing - Maintenance systems - Financing
- Management - …
HS performances for customers
- Commercial speed - Total time of travel - Frequency - Reliability
- Accessibility - Price
- Comfort - Safety
- “Freedom” - …
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Time travel (hrs) 1 2 3 4 5 6 7 Paris - Amsterdam
Paris - Brussels Paris - Marseille Paris - Stuttgart Köln - Frankfurt Madrid - Seville Madrid - Barcelone Rome - Milano Rome - Naples
█ Before HS █ After HS
Some examples of evolution of time travel
• Offers high capacity of transport - Up to 300,000 passengers per day - Reduce traffic congestion
• Helps economic development
• High Speed Rail promotes logical territory structure and helps contain urban sprawl
• Respects the environment:
- Efficient use of land (1/3 motorway) - Energy efficiency (x 9 planes / x 4 cars)
HS advantages for Society
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
HS increases capacity
• Introduces more capacity in the transport system:
- New HS line capacity +
- Released capacity in classic lines
• But the capacity of new HS lines is very variable
• Many different commercial concepts of HS
(including services to customers, marketing, etc.)
• Many different types of operation (maximum speed, stops, etc.)
• Different ways to operate classic trains (in particular impact on freight traffic)
Different concept of HS
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Density of population
Concepts:
«Corridor»
&
«Tunnel»
Some facts & figures about High Speed
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Some figures about High Speed
World network (V > 250 km/h) = 9.430 km Almost 1.300 high speed trains set in operation World speed record (in 2007): 574,8 km/h Japan: In 42 years = 4 Billion passengers
Up to 360.000 pass./day in Tokyo-Osaka No fatalities during all this time at V > 200 km/h France: In Nov. 2006, passenger 1,3 Billion in TGV Europe: Average annual growing traffic 10 % (pass.-km) Korea: More than 100.000 passengers per day
(50 % rail traffic)
Evolution of maximum speed on rails
0 100 200 300 400 500 600 700
1955 1958 196 1
1964
1967 1970 197 3
1976 1979 1982 1985
1988 199 1
1994
1997 2000 2003 2006 Maximum speed in tests
Maximum speed in operation
Km/h
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
0 2000 4000 6000 8000 10000 12000 14000 16000 18000
19 81 19 84
19 87 19 90
19 93 19 96
19 99 20 02
20 05 20 08
20 11 20 14
20 17 20 20
20 23 Average: 187 km / year
Average: 554 km / year
Km of High Speed Lines - Expectations in Europe
0 5000 10000 15000 20000 25000 30000 35000
19 64 19 68
19 72 19 76
19 80 19 84
19 88 19 92
19 96 20 00
20 04 20 08
20 12 20 16
20 20 20 24
Evolution of total World high speed network
km
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Evolution of World high speed network
0 5000 10000 15000 20000 25000 30000 35000
196 4
196 8
197 2
197 6
198 0
1984 198
8 1992
199 6
2000 200
4 200
8 201
2 201
6 202
0 202
4
T otal
Europe Asia
km
High Speed Rolling Stock - Situation in the World
In June 2007, at the World level, 1.290 HS train sets in operation
(V > 250 km/h):
• Europe: 800
(1.355 HS train sets if V>200 km/h)
• Japan: 330
• Korea: 50
• China: 60
• China Taiwan: 30
• USA: 20
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Forecasting evolution World high speed train sets
0 1 000 2 000 3 000 4 000 5 000 6 000
2 007 2 025
High Speed impact on traffics
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Effects in modal split
Before Thalys After Thalys
24
50 61
43 7
8
2 5
Coach Plane Car Train
All modes
Paris - Brussels (320 km / 1h25min.)
Before AVE After AVE
33
84 67
16
Plane Train
Train / plane
Madrid - Seville (471 km / 2h15 min.)
Effects in modal split
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
FSC 22%
LCC 7%
Eurostar 71%
Efect of “Low Cost” air companies
París – London (2h 40min.)
0 25 50 75 100
1 1,5 2 2,5 3 3,5 4 4,5 5
Rail market share (%) Paris - Brussels 310 km
Rome - Milan 560 km
Madrid - Seville 471 km
Paris - Lyons 430 km
Paris - Amsterdam 540 km
Rome - Bologna 358 km
Tokyo - Osaka 515 km
Stockholm - Gotenburg 455 km
Rail travel time (hours) Paris - London 494 km
Curve of the rail / air modal split
(distances between 300 and 600 km)
% HS
% Plane
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
High Speed Traffic - Evolution in Europe
24,8 8,9
27,2 9,3
30,6 3,6 10,2
32,2 4,4 11,6
34,7 5,1 13,9
37,4 6,8 15,5
2,22,4
39,9 7,1 15,3
2,42,5
39,6 7,4 17,5
2,42,5
41,5 7,9 19,6 2,4 2,7
42,7 8,6 20,9
2,3 2,3
44,0 8,9 21,6 2,5 3,7
0,0 10,0 20,0 30,0 40,0 50,0 60,0 70,0 80,0 90,0
Billions PKm
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
CP 0,5 CD 0,1 SBB 0,3 NSB 0,1 NS 0,7 VR 0,3 SNCB 1,0 RENFE SJ DB FS SNCF
Total Europe Evolution % 42,3
13%
37,4 14%
48,6 15%
52,7 8%
59,4 13%
71,1 3%
68,7 4%
75,9 7%
79,7 4%
65,9 11%
84 6%
High Speed and the environment
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Some ratios on land occupancy in Germany:
• High speed line Hanover - Würzburg 3,0 ha/km
• High speed line Mannheim - Stuttgart 4,0 ha/km
• Average 3,2 ha/km
• Average motorways 9,3 ha/km
Parallel layout with a motorway:
• Paris - Lyon 60 km
• Paris - Lille 135 km
• Cologne – Frankfurt 140 km
Land occupancy
HS Line Paris – Lille (TGV Nord)
Parallel layouts
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
HS Line Cologne - Frankfurt Parallel layouts
HS Railway Motorway
Double track 2 x 3 lanes
25 m 75 m
12 trains per hour & direction 4.500 cars per hour & direction 666 passengers / train 1,7 passengers / car Capacity = 8.000 passengers / hour Capacity = 7.650 passengers / hour
Comparisons in land occupancy
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
0 20 40 60 80 100 120 140 160
180 170
106 90
52,5
HST Fast train
Commuter train Regional
rain
54,1 39
20
Bus P. car Plane Pkm/Kep
Source: SNCF, ADEME, 1997 1 kwh = 0,086 Kep
Energy Efficiency - Passenger
Primary Energy and CO2 Emission
6 7 2,5
14
4
HS Trains Private cars Plane
Primary energy in litres of petrol per 100 passengers- km
Amount of carbon dioxid emissions per 100 passengers-km
17
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
In a medium distance corridor (400 - 500 km) 10 flight per day represents the emission of 6.700 t. of CO2 per year to the atmosphere
CO2 emissions
48 20
38 87
0 25 50 75 100
Private car Bus Rail Air
Source: INFRAS/IWW 3/2000
Upstream process Urban effects Landscape Climate change Air pollution Noise Accidents
Without congestion Passenger Traffic 1995
Average External Costs
Euro / 1000 Pkm
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
High Speed Rail is safety
Passengers killed per 1 billion Passenger-kilometres
1,54 1,63 1,87
2,33
1,50 1,43
1,09 1,29
1,11 1,00
0,83
0,65 0,69 0,98
1,18 1,24 1,39
1,10
0,79
0,65 0,92
0,56
0,47 0,40
0,38 0,36
0,42
0,22 0,38
0,30 0,70 0,51 1,99
0 0,5 1 1,5 2 2,5
1970 1971
1972 1973
1974 1975
1976 1977
1978 1979
1980 1981
1982 1983
1984 1985
1986 1987
1988 1989
1990 1991
1992 1993
1994 1995
1996 1997
1998 1999
2000 2001
2002
High Speed Rail
Classic railways
Evolution of Railway Safety in EU
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
The costs of High Speed
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
• 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 not doing it)
Funding/Calculating Costs
Minimum costs in Europe
Construction of 1 km of new HSL: 12 M €
Maintenance of 1 km of new HSL: 70.000 € / year Cost of an HS train (350 places): 20 M €
Maintenance of a HS train: 1 M € / year
(2 € / km - 500 000 km / train & year)
Magnitude Costs of HS systems
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
• High Speed costs are generally paid with public funds (Japan, Europe, Korea)
• The trend is to share funds and responsibilities between different public entities (French TGV)
• In some cases, private funding can be attracted for part of total investment
• PPP (Spain – France link) or BOT (Taiwan) are two possibilities to combine public and private resources:
- Private obtains ROI
- Public ensures social benefits
Funding Costs
Definition of max. speed and performances
Standardisation Knowledge of High Speed Systems
& Elements Low Cost
High Speed Rail System
Financing Market
procedures
Key elements to reduce costs
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
Concluding remarks
• High Speed is an highly beneficial transport system for Society
• High Speed is a “complex system” and its
conception is not unique; it must be adapted to each case and each country
• High Speed always needs public funds (at least, public guarantee)
Concluding remarks
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
• World Congress in HS (“Eurailspeed”):
Next one The Netherlands, 17 – 18 Mars 2008
• “Training in HS Systems”:
Next one 16 to 21 June 2008
UIC High Speed activities
For more information, commentaries and proposals:
Iñaki Barrón de Angoiti
Director High Speed
Union Internationale des Chemins de fer (UIC) [email protected]
www.uic.asso.fr
High Speed – I. Barrón – Professional Conference - Praha, 14 November 2007
