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HIGH SPEED RAIL FAST TRACK TO SUSTAINABLE MOBILITY 2 HIGH SPEED RAIL GENERAL OVERVIEW 3

SUMMARY FOREWORD

3 HIGH SPEED RAIL GENERAL OVERVIEW 4-5 HIGH SPEED RAIL HISTORY High speed rail encompasses a complex rea- However high speed rail is not always well 6-7 HIGH SPEED RAIL PRINCIPLES lity involving many technical aspects such as understood as a whole transport system and infrastructure, rolling stock and operations, its performance is not fully taken advantage 8 -11 HIGH SPEED RAIL AND SUSTAINABILITY as well as strategic and cross-sector issues of, which limits the potential development 12-13 TECHNICAL ASPECTS - INFRASTRUCTURE including human factors and financial, com- of high speed, the development of “classic 14-15 TECHNICAL ASPECTS - ROLLING STOCK mercial, and managerial components. rail”, and all other transport modes. 16-19 TECHNICAL ASPECTS - OPERATIONS In addition, a high speed rail system com- For a long time UIC has been paying parti- 20-21 STATIONS, HIGH SPEED RAIL AND THE CITY bines all these various elements by using cular attention to high speed and has prio- 22-23 HIGH SPEED RAIL AND THE CUSTOMERS the highest level of technology and the most ritised among other objectives the commu- 24-25 ECONOMY AND FINANCES FOR HIGH SPEED RAIL advanced conception for each of them. nication and dissemination of high speed performances, characteristics and potential 26-29 HIGH SPEED RAIL AROUND THE WORLD High speed is a rapidly expanding new applications. 30-33 FUNDAMENTAL VALUES OF HIGH SPEED mode and is often described as 34-37 HIGH SPEED RAIL TOWARDS THE FUTURE the “transport mode of the future”. This is This brochure, published every two years on due to the three main and very important the occasion of the World Congress on High 38-39 HIGH SPEED RAIL AT UIC characteristics offered to customers and Speed Rail (organised by UIC together with 40 CREDITS society: safety, capacity (“within velocity”), a national high speed member) intends to and sustainability (in particular with respect shed some light on the principles and pos- to the environment). sibilities of high speed rail, in view of better and more logical development.

WHAT DOES HIGH SPEED RAIL MEAN ?

The high speed criteria used by UIC is for operations of at least 250km/h. Of course, these technical criteria should not mask the performance as per- ceived by customers in terms of travel time, frequency, comfort, and price that is really important. 4 HIGH SPEED RAIL HISTORY 5 HIGH SPEED RAIL THE BIRTH OF TGV

After the big success of the operation, technical progress in seve- HISTORY ral European countries, particularly , Germany, and UK, deve- loped new technologies and innova- FROM BIRTH OF RAIWAYS TO HSR tions aimed to establish the basis for the «passenger railway of the future».

The history of railways is a history of speed. Despite an unknown future (Concorde, 1981 Since the origin of railways in Europe during the Industrial Revolution at political opposition, 1973 first petro- TH the beginning of the 19th Century, the speed of passenger was an - leum crisis, etc.) and even if several essential argument to compete, not necessarily with other transport modes other existing or new transport mo- (the railway in itself changed the scale of time for passenger travel) but des intended to compete with the among the different companies. The speed on rails also constituted an classic railway concept, finally SNCF, evidence of technological development of the most advanced countries the French national railway company, at that time. started the operation of the first high

- 20 It’s easy to imagine that the 50 km/h reached by the impressive “Rocket” speed line between to on locomotive from George Stephenson in 1829 represented a true high speed 27 September 1981, at a maximum FROM YESTERDAY TO TOMORROW consideration for railways since the beginning. speed of 260 km/h. TH THE HSR OF THE FUTURE 1964 And very soon railways reached even much more impressive speeds: The European HSR was born, but in contrast 100 km/h before 1850, 130 km/h in 1854, and even 200 km/h at the beginning to the Shinkansen concept, the new European A new dimension and a new perspective for HSR started in on 1 of the 20th century. In any case, these were just speed records. The maximum HSR was fully compatible with existing railways August 2008. The 120 km high speed line between Beijing to Tianjin re- CENTURY speed in revenue operation was much more modest but nevertheless 19 and this largely conditioned the further deve- presents just the first step in a huge development to transform the way important, reaching 180 km/h as the top speed and 135 km/h as the average speed between lopment of the system in the Old Continent. two cities in the 1930s, with steam, electric or diesel power.. of travelling for the most populated country in the world. Since 2008, But the appearance on stage of other transport modes, aviation (offering more speed) and China has implemented almost 20,000 kilometres of new high speed lines private cars (offering point to point travels in privacy and forgetting frequency), forced passenger and thanks to an enormous fleet of more than 1,500 sets, carries railways to use their best arguments to compete. HSR SERVICES SPREA- 800 million passengers per year (2014 and growing), more than the half DING IN THE WORLD of the total high speed traffic in the world. And following the example led by China, new high speed systems are under THE BIRTH OF development around the world: Morocco, Saudi Arabia, USA, etc. Once again, after the big success SHINKANSEN Accordingly with 2015 expectations, and in spite of the development of the TGV, each European country of other transport modes (for example the , automatic driving cars, looked for the new generation of improvements in aviation, etc.), by 2030-2035, the extension of the wor- After some significant speed re- competitive long and medium dis- cords in Europe (Germany, Italy, tance passenger rail services, in some ld HSR network could reach more than 80,000 kilometres, representing UK and specially France, 331 km/h

BEYOND an important challenge for operators, industry, authorities, etc. cases by developing its new technolo- 2009 AND in 1955), the world was surprised gy and in others by importing. High speed must be continuously developed and performed in order to continue to be present when, on 1 October 1964, Japanese Joining the group of countries offe- in passenger transport in the next 50 years (or more).

national railways started the ope- 2009

ring high speed rail services in Europe ration of a fully brand new 515 km were Italy and Germany in 1988, standard gauge line (1435 mm, apart in 1992, in 1997, the United 196from 4 conventional lines previously Kingdom in 2003 and the built in , in meter gauge), the Tokaido in 2009. Shinkansen, from Tokyo Central to Shin Osaka. In the meantime, some similar cases This line was built to provide capacity to appeared in other countries and re- the new transport system necessary for the gions, such as China in 2003 (even impressively rapid growth of the Japanese if the big development came later, economy. JNR president Shinji Sogo and Vice 1981 - in 2008), South Korea in 2004, Taiwan President for Engineering Hideo Shima pro- Railway High Speed Corporation moted the concept of not only a new line, but in 2007 and Turkey in 2009. a new transport system, called to be extended later to the rest of the country and to become the backbone of passenger transport for the future generations of citizens in Japan. The Tokaido Shinkansen was designed to operate at 210 km/h (later increased), broad loading gauge, electric motor units powered at 25 kV AC, Automatic Train Control (ATC), Centralised Traffic Control (CTC) and other modern improvements. High speed rail (HSR) was born.

1830 1903 1964 1981 1988 1989 1992 1997 2003 2004 2007 2007 2008 2009 2015

The “Rocket” loco- & AEG 1st October, the The TGV, first “” in Italy The TGV AVE in Spain High speed HS1 in the United KTX in South 574.8km/h world Taiwan High Speed CRH in China High speed in High speed lines motive by George electric railcar first high speed European high and ICE in Germany “Atlantique”, in Belgium Kingdom Korea speed record in Rail Corporation the Netherlands in the world Stephenson obtains 210 km/h system in the wor- speed train, first train to ope- France and in Turkey extends over reaches 50 km/h ld, Shinkansen operates in France rate regularly at almost 30,000 starts in Japan at 260 km/h 300 km/h kilometres 6 HIGH SPEED RAIL PRINCIPLES 7 HIGH SPEED RAIL PRINCIPLES

1964 1ST OCTOBER: WORLD’S FIRST HIGH SPEED TRAIN SERVICE FROM TOKYO TO OSAKA

29,792 KM OF HIGH SPEED LINES IN THE WORLD (1 APRIL 2015)

3,603 HIGH SPEED TRAIN SETS IN OPERATION (APRIL 2015)

574.8 KM/H WORLD SPEED RECORD (FRANCE 2007)

320 KM/H MAXIMUM SPEED IN REVENUE OPERATION (APRIL 2015)

1,600 MILLION PASSENGERS PER YEAR CARRIED BY HIGH SPEED TRAINS IN THE WORLD 800 MILLION PASSENGERS PER YEAR IN CHINA 1 ST PRINCIPLE: HIGH SPEED RAIL IS A SYSTEM 355 MILLION PASSENGERS PER YEAR IN JAPAN 130 MILLION PASSENGERS PER YEAR IN FRANCE High speed railways are very complex systems Legal issues, regulations. which combine the state of the art in many It is essential that all these components 315 MILLION PASSENGERS PER YEAR IN THE REST OF THE WORLD different fields: contribute to the quantitative and quali- MODAL SPLIT OBTAINED BY HIGH SPEED TRAINS IN RELATION TO AIR TRANSPORT 80%  Infrastructure (including civil enginee- tative global technical performance and WHEN TRAVEL TIME BY TRAIN IS LESS THAN 2.5 HOURS ring works, track, signalling, power supply commercial attractiveness. None of them and catenary, etc.) is to be neglected neither in itself nor TECHNOLOGY REQUIREMENTS Stations (location, functional design, in conjunction with the others. From the equipment) customer viewpoint, the true speed is the From a strictly technical point of view, ope- The layout parameters (horizontal and vertical Rolling stock (technology, comfort, design) comparison between the time spent buying rating high speed rail systems require: profiles as well as other parameters such as the cant), transverse sections, track quality, Operations (design and planning, a ticket, accessing to and entering the sta- Special Trains catenary and power supply, and special envi- control, rules, quality management) tion or waiting for a taxi on arrival, with the High speed operations require “train sets” ins- ronmental conditions must be designed so as Maintenance strategy and correspon- door-to-door distance and not only the tead of conventional trains (locomotive and to make high operational speeds sustainable. ding facilities time saved by using a high speed train as cars), because of the power-to-weight ratio Financing a result of high-level technology and signi- and various other technical reasons, such as Special Signalling System Marketing ficant investments. aerodynamic , reliability and safety constraints. Line side signals are no longer useable above Management 200 km/h, because they may not always Special Dedicated Lines be observed in time by the drivers. In-cab 2 ND PRINCIPLE: HIGH SPEED RAIL SYSTEMS Conventional lines, even with major up-grades, signalling is definitely the solution for high ARE (EQUAL BUT) DIFFERENT EVERYWHERE are unable to allow speeds above 200-220 km/h. speed operation.

High speed systems depend on how all their from one country to another depending components are designed and interact. on, among other things, commercial THE POSSIBILITIES OF «CLASSIC RAILWAYS» The final system obtained (in terms of cost approach, operation criteria and cost and performances) can be very different management. Generally speaking, conventional railways can only run trains up to 200-220 km/h (with certain rare exceptions). 3RD PRINCIPLE: HIGH SPEED RAIL SYSTEMS MEANS CAPACITY This is not only due to technical reasons but also due to the capacity problems which arise when attempting to operate trains running at speeds differing Accordingly with the main characteristic of quires accessibility, complementarities and by more than 50 km/h, on the same infrastructure. railway, high speed rail is synonym of ca- multimodal approach. The coherence in the Revenue services at higher speeds require special consideration and it is at this pacity and sustainability and consequently, application of all these three principles is es- moment that the concept of a “high speed system” starts to be of fundamental will be more adequate when more potential sential in order to obtain the success in the importance. In any case, it is highly important considering the time, cost and demand of traffic will serve. Also, capacity re- application of this modality of rail transport. trouble necessary to upgrade a classic railway line. 8 HIGH SPEED RAIL AND SUSTAINABILITY 9

SUSTAINABILITY

AVOID, SHIFT, IMPROVE EXTERNALITIES

There are three primary strategies respon- emissions in the corridor. A study for UIC, Across the various transport modes, the All these costs are called external costs ding to the challenge of reducing the sus- which analysed HSR in France and China, passenger does not pay the entire cost ge- or externalities (not directly linked to the tainability impact of transport. concluded that the carbon footprint of HSR nerated by his trip. He may pay the energy, operations) and usually remain partly unco- can be up to 14 times less carbon intensive than maintenance (even the possession) of the vered and are either a nuisance or a burden The first is ‘avoid’ where the demand car travel and up to 15 times less than aviation vehicle costs, as well as the infrastructure for society as a whole. for transport is reduced; such as land- even when measured over the full life-cycle of and operation costs such as the salary of Estimation on average externalities in Eu- use planning and transport integration planning, construction and operation. the crew, etc., but he does not pay the full rope for different modes of transport is re- in order to enable efficient interconnecti- The potential for modal shift to rail and con- costs of the damage to the environment and gularly updated by UIC and other bodies. vity and reductions in km travelled. sequent CO reductions in the transport mar- to society generated by his mobility: noise, These calculations can contribute to at least High speed rail (HSR) does have a part to 2 ket revealed strong potential. In Europe, the accidents, air pollution, nature and lands- calculating the actual costs of transport and play to avoid strategies within integrated Transport White Paper stipulates that the cape, climate change, etc. helping to take adequate decisions. land use and spatial planning. Reducing majority of medium-distance passenger local journeys for and internatio- transport should be by rail by 2050. nal passengers is one of the main functions AVERAGE EXTERNAL COSTS 2008 FOR EU of rail stations. For instance, in the case of city The third strategy is to ‘improve’ the centre location, compared to airports, HSR efficiency of existing transport modes. ACCIDENTS OTHER COSTS allows customers to reduce the needs of ur- In this strategy HSR has worked for a long AIR POLLUTION CLIMATE CHANGE NOISE UP&DOWN ban and local transport once the main jour- time to reduce energy costs and to keep 15.3€ 33.8€ / 1,000 pkm / 1,000 pkm STREAM PROCESSES ney in the door-to-door chain is completed. and improve the energy advantage of rail, RAIL PASSENGER BUS/COACH In addition, most of the HSR stations are more efficient vehicles and infrastructure. important nodal points in city centres and An integrated approach to energy consump- they serve wider social functions, by offe- tion provides a synergic frame with a high ring accessibility to a comprehensive and potential of reduction. wide range of services, such as post offices The energy consumption per passenger 64.7€ or shopping facilities. 57.1€ of high speed trains is usually lower than / 1,000 pkm /1,000 pkm The second strategy is ‘shift’, where in existing and slower trains running between AIR CAR

journeys are made by lower CO2 per the same stations, according to several ad- passenger emitting modes. HSR advan- vantages of the high speed trains such as a tages in terms of energy consumption and more homogeneous speed profile, a new line Green House Gas (GHG) emissions compared design with less distance, a lower ancillary to competitors are one of the main drivers service consumption, less mass per seat and to reduce carbon footprint in transport sector. smoother trains, more efficient aerodynamic profile, bigger trains, better load factor and Therefore, moving passengers onto high more efficient electric system. speed rail from air and road transport can

deliver reductions in terms of total CO2 10 HIGH SPEED RAIL AND SUSTAINABILITY 11

PROVIDING ENVIRONMENTAL INFORMATION A GOOD EXAMPLE OF FRIENDSHIP BETWEEN HSR AND THE ENVIRONMENT Many passenger high-speed railway ope- CARBON DIOXIDE & ENERGY RESOURCE rators provide environmental comparison CONSUMPTION, FROM TO Some HSR infrastructure and services pro- The energy is used to power both fixed information on their website and tickets. duce and consume their own renewable infrastructure (e.g. railway stations, ligh- 43.1 LITER In Italy, FS - prints a comparison PRIMARY ENERGY energy. An innovative example is the Schoten ting, heating and signaling) and the traction 93.0 KG CO2 of average CO2 emitted for the same journey Rail Tunnel in Belgium, primarily designed for of trains. The electricity produced by the by train, car and plane on its long-distance the protection of wildlife in a forest area and solar panels feed about 4,000 trains per year.

tickets. The UIC EcoPassenger website provi- 31.5 LITER to reduce noise from the rail and highway. The equivalent of a full day’s worth of Bel- des potential travellers with an environmen- PRIMARY ENERGY There, the infrastructure manager gian rail traffic will be able to run entirely on 67.4 KG CO2 tal footprint calculation for international rail installed 16 000 solar panels on the roof solar power generated by the installation. journeys in Europe (www.ecopassenger.org), of the railway tunnel of the high speed line 6.0 LITER ENERGY compared to the main competitor modes PRIMARY ENERGY CONSUMPTION Antwerp – , covering a total len- 8.1 (plane and car) and showing customers KG CO2 CARBON DIOXIDE gth of 3.4 kilometres on an overall surface of of the main rail services the advantages in 50,000 m² (approximately 8 football pitches),

terms of CO2 emissions. with a total installed power of nearly 4 MW and generating each year 3.3 GWh of electricity. RENEWABLE ENERGIES IN HIGH SPEED RAIL OPERATION COMBINING CARBON OFFSET AND MODAL HSR, as a 100% electrified rail system is power plants or by the purchasing of Green SHIFT IN THE CALIFORNIA HIGH SPEED LINE immediately compatible with renewable Certificates through the procurement of Re- energies without further technological im- newable Energy Certificates (GO or REC), A free project carbon has been developed for the replacement of old school buses. provements. Nowadays, HSR is the unique market tools defined by European Direc- on the new California high speed line. The In addition, the modal shift will reduce the mode consuming renewable energies tives, promoting the investment in green project will have an impact in terms of GHG corridor’s carbon footprint. Calculations

in a relevant share in the intercity and energies power plants. emissions of 170,000 CO2 tons. But once of the California High-Speed Rail Authority long-distance transport market. In this frame with the aim of increasing the rail project will be concluded the high show that including all the carbon correc- Decarbonisation of electricity mix is the main the share of renewable electricity, some speed line will reduce GHG emissions by tion measures for high speed line, planes 520,000 tons through carbon offset by planting produces 57 times more GHG pollution, and driver in reducing CO2 emissions: the higher rail companies have started recently to the percentage of electricity from renewable procure “green electricity”. Just as an exa- 4,600 trees and donating 20 million US dollars cars 43 times more. sources is used for traction in transport, mple, Scandinavia, , and Austria

the lower the CO2 emissions produced. owns entire rail networks in where the elec- One of the advantages of the use of electri- tricity used is almost entirely carbon free. REPORTS, FACTS AND FIGURES city is the possibility for HSR undertakings Accordingly with a contract signed, by 2018 ON SUSTAINABILITY FOR RAILWAYS to easily resort (in comparison with other Dutch railways will get all energy from re- transport modes) to the main forms of use of newable energy sources. UIC reports on “High speed rail and Sustainability” and “Carbon Footprint of renewable energy such as on site renewable high speed rail” can be found on the UIC-High Speed website: www.uic.org/highspeed.

UIC and IEA report on “Energy consumption and CO2 emissions 2014” can be found on the UIC-High Speed website: http://www.uic.org/IMG/pdf/iea-uic_railway_handbook_2014_web.pdf. Updated average externalities in Europe for different modes of transport (CEDelft, Infras, Fraunhofer ISI, November 2011,) can be found at: http://ecocalc-test.ecotransit.org/CE_Delft_4215_External_Costs_of_ Transport_in_Europe_def.pdf. 12 TECHNICAL ASPECTS 13

INFRASTRUCTURE

SPECIFIC NEEDS OF HIGH SPEED DEVELOPMENT DEVELOPMENT OF THE WORLD HIGH SPEED NETWORK

The world network of high-performance pensive than ballasted track, but it can 45000 railway is dramatically increasing. be permanently operated with reduced 40000 High speed rail infrastructure must maintenance frequency 35000

be designed, inspected and maintained Though slab track can be recom- 30000

in optimum quality conditions mended in certain cases for viaducts 25000

Layout requires large radius curves and tunnels, discussion of the ideal 20000

and limited gradients and broad track track system must proceed on a case- 15000 centre distances by-case basis. 10000 Track geometric parameters must meet Special catenary system and power- 5000 exacting tolerances supply system are required 0 Slab track is in principle much more ex- On-board signalling system is required. 1964 1975 1985 1995 2005 2015 2025 TRACK FORM OPTIONS SUITABILITY ASSESSMENT GUIDE TYPICAL PARAMETERS TRACK SUPERSTRUCTURE FOR NEW HIGH SPEED COMPONENTS (TYPICAL Technological progress has been very intense lability, operational conditions evolution, LINES BALLASTED TRACK) on the track field for decades. Under a conti- combination of different types of tracks, … nued evolution trend, the ballasted track has LAYOUT SPECIFICATIONS Rail type: Usually 60kg/m, welded Infrastructure technical features: been largely improving its efficiency. In parallel, Maximum gradient (depending on geogra- Type and number of ties: Concrete viaducts, tunnels and earthworks sizes, track new solutions without the ballast as a compo- phic characteristic and operating conditions): monobloc or bi-bloc, 1,666 per km geometry stability requirements, geotechni- nent have appeared as new technical options. Passenger traffic only: up to Fastening types: Elastic, many types cal local features, … 35/40mm/m (with suitable rolling stock) Turnouts: Depending on the functio- As a result of this innovation process there Environmental conditions: Mixed freight and passenger traffic: nality of the line, they can have movable are currently a number of available alter- noise emissions levels, vibrations emissions up to 12/15mm/m or fixed crossings. Technological current native track forms to be implemented on levels, CO2 footprint,… Track centre distance: limit: maximum speed on deviated track future construction of High Speed lines. For 200km/h: 4m is 220 km/h Each of them with or without ballast as compo- All of them need to be analysed to provide For 300km/h: 4.5/5m Electrification: Single phase. The most nent presents similar performance levels from a robust support to the decision process. Maximum cant: common voltages are 25kV, 50 or 60Hz the point of view of passenger trains operation. The purpose of this guide is to provide a 150/170mm or 15kV, 16 2/3Hz However they show significant differences from methodology to rationally assess the most Minimum curve radius: Signalling, communications and other an economic perspective. The balance for a suitable track typology for a line under stu- fix equipments: above 200km/h, a full long-term view not only the capital costs but Minimum Ideal Recommended dy considering all the parameters involved. on-board signalling system is necessary. the maintenance and materials renewal costs, Some of these parameters are intrinsic to the 200km/h 2,500m 3,500m have to be considered. Selecting the most sui- track characteristics but some others are re- 300km/h 5,500m 7,000m table track form for a particular new line is a lated to particular features of the line and the complex task as it involves a wide number of local conditions where it´s located. All of them variables that have to be taken into account together have to be analysed systematically from a long-term perspective. in the frame of the line life cycle cost approach. The most relevant of them can be clas- sified into: UIC report on “Track techni- Functional/operational conditions: cal options” on the UIC-High Speed UIC study on “Maintenance on high speed lines” is available on the UIC- traffic characteristics, track possession avai- website: www.uic.org/highspeed. High Speed website: www.uic.org/highspeed. 14 TECHNICAL ASPECTS 15

ROLLING STOCK

The number of trainsets in operation for a single line depends on the level of the TYPES OF HIGH SPEED ROLLING STOCK expected demand and offer, the type of service and the use of conventional lines. TRAINS MAINTENANCE The need to manufacture high speed trains represents an important challenge for industry, both in terms of quantity and quality of trains to be produced and the cor- Articulated or non-articulated trains Maintenance on high speed rolling stock responding technological developments to be achieved so as to fit with the service Concentrated or distributed power is essential to guarantee the safety and re- to provide in terms of both quality and quantity. Tilting or non-tilting liability of the entire system. So far manufacture and maintenance of rolling stock were often activities handled Single or multiple gauges Fixed inspection time interval for pre- by separate actors. However, partnerships between industrial bodies and opera- Single or double deck body structure ventive maintenance is broadly applied tors for manufacturing and maintaining high speed trains have already been Dual power trains Several graded maintenance levels, successfully experimented. (electric and diesel engines). from daily inspection to overhaul, are planned according to various steps of use. UIC study on “Necessities for future high speed rolling stock” FORECAST FOR THE NUMBER OF TRAINSETS IN 2025 is available on the UIC-High Speed website: www.uic.org/highspeed. The total number of trainsets required network on high speed, an estimation of the to operate on ahigh speed line is highly va- global market in the near future could be as COMMON BASIC CHARACTERISTICS riable, depending of the level of total and shown in the appended graphic. OF HIGH SPEED TRAINS stationary traffic, type and density of ser- In 2015, more than 3,600 high speed train vices, type and size of trains and possible sets (able to circulate at least at 250km/h) Self propelled, fixed composition Several complementary braking systems operation also on conventional lines. were in operation across the world : and bi-directional Improved commercial performances Just as a magnitude, an average of 13 to ASIA OTHERS High level of technology High level of RAMS (Reliability, Availabi- 15 trainsets per 100 kilometres can be consi- 2,095 20 Limited axle load lity, Maintainability and Safety) dered as reasonable. (11 to 17 tons for 300 km/h) (sometimes) EUROPE TOTAL Airtight structure Taking into account these figures and the 1,488 3,603 High traction power Technical and safety requirements expectations for the evolution of the world (approx. 11 to 24kW per ton) (compliance with standards) Power electronic equipment: Compatibility with infrastructure 2015 EUROPE OTHERS GTO, IGBT > Control circuits. Computer (, loading gauge, platforms, network. Automatic diagnostic system catenary, etc.). 2025 Optimised aerodynamic shape In- system/s 0 1,000 2,000 3,000 4,000 5,000 6,000

The time necessary to design and test a new high speed train (new technical development, incorporation of innovations, design)can be estimated at 3 to 5 years for the development of the technology and 2 to 5 years for test and approval.

14 NUMBER OF HIGH SPEED ROLLING STOCK MANUFACTURERS IN THE WORLD

16 TECHNICAL ASPECTS 17

OPERATIONS

PLANNING HIGH SPEED TRAFFIC ON NEW LINES REQUIRES OPTIMUM SPEED OPERATING ANY HIGH SPEED LINE

Highly structured train path matrices The maintenance and renewal of all the Concept The maximum operating speeds for high Regular intervals (an asset commer- components and their interfaces involved in A constant feature in the world of transport speed rail has increased steadily since the cially, but also efficient from an operatio- a high speed system is essential to ensure the is the desire of passengers to arrive earlier 1960’s and continues to increase today. nal standpoint) main operational parameters at the optimum (accordingly with the idea of the increased The «the optimum speed of the system» is Maximum use of available capacity level, at any moment and under any condition. value of time). From the point of view of the not yet reached but some limits are imposed High quality of service targeted Monitoring, inspection, current mainte- operators, going faster and faster means by physical phenomena, technological bar- Compatibility with maintenance, nance and major renewal must be compa- being more competitive. riers or criteria of a social nature. upgrade and repair works. tible with current operations. The process of increased speed in all mo- After analysing the various phenomena des has led, however, in each of them surrounding train operations at increasing SOME MAGNITUDES TO REALISE WHAT OPERATION to a situation of stabilising around a level at speeds and according to experts, it is consi- ON HIGH SPEED LINES REQUIRES which they become stuck permanently, or at dered that the main factor with regard to least for a long period of time until a trend limiting speed increases is of aerodynamic MAGNITUDE OF USUAL BRAKING DISTANCE OPERATING AT 300 KM/H breaking technological leap forward occurs. origin, with its associated noise component. FROM 200 KMH/ TO 0 This level around which speed stabilises in Factors overlapping between line geome- 1 KM : 12 SEC 1,900 M a unanimous process is the optimum speed try requirements, rolling stock restrictions, FROM 250 KMH/ TO 0 5 KM : 1 MN for each transport mode. growing needs for acoustic attenuation 3,100 M Due to several reasons, all long-distance measurements and the aerodynamic phe- HEADWAY 5 MINUTES AT 300 KM/H passenger transport modes have maximum nomenon, point to the optimum speed in FROM 300 KMH/ TO 0 4,700 M 25 KM operating speeds stabilised over years that the high speed system appearing in the correspond to the optimum speed of each 500-550 km/h range. FROM 320 KMH/ TO 0 5,800 M DISTANCE TO ACCELERATE system (120 km/h in the case of the routes and This optimum speed of the system is close FROM 0 TO 300 KM/H : around 900 km/h in the case of the aviation). to the record speeds achieved to date for the FROM 350 KMH/ TO 0 The railway is the exception because the maxi- two families of railway technologies - wheel- 6,700 M 10-20 KM/H mum operating speed continues to increase rail running and magnetic levitation - which as technological improvements arise. have reached 570 km/h and 600 km/h.

MAXIMUM SPEED WORLD IN OPERATION SPEED RECORD

700 km/h 574.8 KM/H 500 km/h On 3 April 2007, the world MAXIMUM SPEED RECORD speed record for rail transport was set at 574.8 300 km/h MAXIMUM OPERATION SPEED km/h by a special TGV train on the French TGV

1955 1964 1980 1991 2007 2015 East high speed line. 18 TECHNICAL ASPECTS 19

MAXIMUM DENSITY OF OPERATION

15 TRAINS/HOURS

CAPACITY

The maximum capacity conditions in the ope- NUMBERS OF TRAINS ration of any railway line is obtained when all METRO LINE the trains operate under similar conditions, FRENCH TGV LINE at the same maximum speed and stopping at the same places. These conditions are not KM/H STABILITY always the case on mostly of high speed lines HS LINE and consequently analysing the conditions WITH MIXED TRAFFIC converging to the capacity, one of the main TYPES characteristics of railways, is essential. PERFORMANCE OF THE SIGNALLING SYSTEM Balancing capacity when operating in mixed L1+L2+L3+L4= NUMBERS OF TRAINS CONSTANT UIC LEAFLET 406 Scope: safe train management, avoiding other trains/vehicles/obstacles. traffic needs considering four basic parame- any collisions and/or accidents. Means: automatic systems, manual ters: number of trains per hour, maximum L1 L4 Principle: a train can proceed only procedures, specific rules or a combi- speed, number of different types of trains and SPEED STABILITY when the track ahead is free of any nation of the above. regularity, this measured in terms of “stability” (the impact of one minute of delay in one train, L2 L3 SIGNALLING SYSTEMS to the rest of the trains). DIFFERENT TYPES OF TRAINS Operating any high speed line requires Open-market a special signalling system, incorporating, ETCS exists on levels I, II and III (not yet TRAFFIC MANAGEMENT among other characteristics, onboard si- in revenue operation). gnalling devices. Many different systems Japan ATC (Automatic Train Control) Missions of control - command centre : Computer-aided conflict resolution exist at the present moment. Operational time table with dynamic train running time Europe ERTMS (European Rail Traffic Ma- Real time calculation of difference calculations nagement System) In fact, ERTMS is a full between scheduled/actual times Preventive measures management system, composed by: Display as distance/time graph or Power supply control ECTS (European Train Control System) station survey. Passenger information GSM-R (Global System for Mobile Station equipment control Also controlling: Communications - Railways) Video security. Automatic intrusion detection TRAFFIC MANAGEMENT LAYER (and Automatic Centralised Traffic Control) China CTCS (Chinese Train Control System) ERTMS was created to reach seven main goals for : Interoperability Safety Capacity Availability Cost-effectiveness Less on-board equipment

SAFETY RECORD

No fatal accidents at more than 200 km/h on high speed lines since the begin- ning of high speed history. 20 STATIONS, HIGH SPEED RAIL AND THE CITY 21

STRATEGIC VALUE OF STATIONS

HIGH SPEED ALSO these operations will be an essential input MEANS HIGH CAPACITY for the functional design of any high speed station. And, if possible, removing these ac- Having capacity as a basic characteris- tivities out of the big terminals and out of tic of high speed, stations are expected the city centres where land is at a lower cost to handle high traffic volume. “Volume” may be a good economic and land use poli- must be understood in terms of trains, cy, as well as an optimisation of the quality customers, private cars, taxis, and public of operations and service. transport means. Finally the fundamental values of railways Commercial operations in stations re- applied in stations (environment, energy, quire information, ticketing, vending, in safety, security, civil protection, etc.) are to some cases access controlling, after tra- be taken into account accordingly with the vel services, etc. These operations must volume and characteristics of the traffic. be planned and calculated by thinking in the functionality of the services: volume of ARCHITECTURE passengers, high value-add for the travel, AND URBANISM accessibility and its coherence with the re- duction of time travel, etc. High speed stations can be used to pro- Most often, stations and their nearby sur- mote a high level of architecture and the roundings are the place where railway revitalisation of abandoned city areas. The to airports, mass transit and light systems operators do certain operations: replacing costs and benefits of this approach can be as well as to private transport. crews, cleaning and inspecting trains, wa- carefully studied. ter refilling, turning around seats, refurbish In high speed stations, the governance (this In the big cities or big urban areas, the cri- catering, etc. means, “who decides what”) and the financial teria for having one or more stations and the These industrial activities usually share the avai- exact emplacement, must take into consi- approach (this means “who pays, who finances, lable (reduced) space with passenger’s flows. who does what”) are essential concepts. deration the requirements of the city, the Planning what, where, why and who is to do citizens and their intermodality and acces- sibility, as well as the technical constraints of the railway system in itself. “High speed and the City 1 & 2”, are two UIC studies A preliminary functional design facto- on benchmarking on the rela- The location of high speed stations is ring the result of marketing surveys is ab- tionship of several big cities and important and strategic for the success solutely essential. In addition, in house no their respective high speed and of the system as a whole. rail business activities are a common feature transit system. Available on the of high speed stations, due to the important Their location has to be optimised UIC high speed website: volume of customers visiting daily. so as to take advantage of the reduced travel www.uic.org/highspeed times. They also have to be well connected 22 HIGH SPEED RAIL AND THE CUSTOMERS 23

DESIGN CONCEPTS FOR HIGH SPEED SERVICES

At the beginning of this brochure, it says that the “high speed rail encompasses a complex PRICING SYSTEMS DISTRIBUTION reality involving many technical aspects such as infrastructure, rolling stock and opera- tions, as well as strategic and cross-sector issues including human factors and financial, High speed railway undertakings increa- High speed travellers expect high speed commercial, and managerial components. In addition, the high speed rail system com- singly use variable prices for different types access to information, reservation and bines all these various elements by using the highest level of technology and the most of service. Depending on travel purposes ticket purchase. advanced conception for each of them”. (business or private), travel periods or other But all these elements are compiled and coordinated just for one objective: transpor- circumstances influencing demand, including MARKET SHARE ting passengers. Consequently, this is the main focus to keep in mind at any stage of the the conditions of purchase, the loyalty and the process to build or operate any high speed system risk taken (possibility to be refunded in case If a new high speed rail system is well de- of a change, prices can vary considerably). signed and implemented, the customer res- In terms of commercial concepts, a broad Various procedures, some imported from ponse is, as a rule, very positive and traffic range of criteria may underpin high-perfor- the airlines like “yield management” (which will reliably grow. mance passenger rail transport systems: aims to maximise the income per train, when Traffic growth can be boosted by mobility Marketing procedures, including trade- reservation is mandatory for all trains), gains and shifts from other transport modes. marks, and advertising widespread use of Internet, for information Increasing the rail network also contributes Information, reservation and and dematerialisation of tickets as well as to traffic expansion. The “network effect” ticketing systems the introduction of innovative ideas (like is such that the passenger traffic can grow Ticket control (including the possibility iD TGV and in France) are consistent proportionally more than the total length of access control) with the high-level technology used in trains, of the network. On-board customer services, including lines and signalling systems. WI-FI, and computer aids DESIGN FOR CUSTOMERS Post-travel services. New customer requirements require new SERVICES THAT HIGH (*) Freedom means SPEED CAN OFFER that high speed rail designs: working and meeting areas, spaces CUSTOMERS is the only passenger for families, full accessibility, special conside- transport mode in ration for luggage (larger capacity for tourist which it is not obliga- Commercial speed tory to be seated, use trips, but limited spaces for business trips). Frequency seat belts or listen to From the technical point of view, as more Accessibility safety instructions. customers are using mobile phones and com- While travelling in a puters, new facilities such as electric plug Comfort high speed train it is Attractive travel time (door-to-door) possible to stand or sockets for power supply and on-board WI-FI Reliability sit, walk around the are expected. train, have a coffee, Safety work on a laptop or Freedom(*). use a mobile phone at any time. UIC study on “High speed and territory management” is available on the UIC-High Speed website: www.uic.org/highspeed. 24 ECONOMY AND FINANCES FOR HIGH SPEED RAIL 25 THE COST OF HIGH SPEED RAIL SYSTEM

MAGNITUDE OF COSTS OF HIGH SPEED SYSTEMS

Average costs in Europe

CONSTRUCTION OF 1 KM OF NEW HIGH € 15-40 M SPEED LINE

MAINTENANCE OF 1 KM OF NEW HIGH € 90,000 SPEED LINE (PER YEAR)

€ 30-35 M COST OF A HIGH SPEED TRAIN (350 PLACES)

MAINTENANCE OF A HIGH SPEED TRAIN € 1 M PER YEAR (2€/KM-500,000 KM/TRAIN & YEAR)

KEY ELEMENTS TO REDUCE COSTS

KNOWLEDGE OF OPTIMAL MARKET HIGH SPEED SYSTEMS HIGH SPEED PROCEDURES & ELEMENTS RAIL SYSTEM

DEFINITION FUNDING/CALCULATION COSTS OF MAX SPEED STANDARDISATION FINANCING & PERFORMANCE High speed requires significant investment bilities between different public bodies requiring public funding. Consequently, In some cases, private funding can be detailed studies traffic forecasts, costs and attracted for part of the investment benefits encompassing all the positive and PPP (Public–Private Partnership) negative impacts of a project, including or BOT (Build–Operate–Transfer) are in comparison with the doing nothing sce- two possible ways of coordinating to com- nario are needed. bine public and private resources: The cost of high speed lines are gene- Private funds obtains Return On Invest- rally paid for out of public funds ment (ROI) (Japan, Europe, and Korea) Public funds ensures social benefits. The trend is to share funding and responsi- (see external costs page 9)

Several UIC studies on “Infracharges” and report on “Relationship between rail service operating direct costs and speed” are available on the UIC-High Speed website: www.uic.org/highspeed 26 HIGH SPEED RAIL AROUND THE WORLD 27

HIGH SPEED SYSTEM IN THE WORLD

EUROPEAN AREA !

Legend

Commercial operation over 250 km/h Under construction or planned over 250 km/h Commercial operation less 250 km/h ! " Under construction or planned less 250 km/h Oslo " ! " Tallinn Others " Stockholm

Gothenburg ! ! Jönköping " Riga

! !Edinburgh Kazan Glasgow Copenhagen "! " ! Malmö Moscow Vilnius Gdansk " ! Leeds Manchester ! Hamburg " Dublin " ! ! Minsk Amsterdam " Poznań Birmingham! " ! ! " Hannover Łódź! " Antwerp! ! Wroclaw ! " ! Koln Leipzig " Krakow Kiev Luxembourg Praha " ! " Paris ! " Rennes ! ! " " ! Basel Munich " Budapest "Chisinau Bern " Ljubljana Zagreb " " ! ! ! ! Belgrade Bordeaux ! " Turin ! !Bologna " Toulouse Sarajevo Bucharest San Sebastian ! Genoa ! Florence " La Coruna ! ! ! Podgorica " Sofia Zaragoza " " Edirne ! Rome " Skopje ! ! " Istanbul Oporto ! Barcelona ! ! ! Tirana Madrid " Naples Bari ! Ankara Bursa " !Sivas ! Valencia " ! Kayseri Lisbon ! Alicante Izmir ! ! " Konya! Sevilla ! Murcia Athens ! ! ! Cadiz ! ! Almeria Antalya Adana ! Malaga Tangier 0 400 800 1600 Kenitra Fes ! Oujda "! ! ! Kilometers Rabat Taza Input UIC Members Situation as in 4.2015 (information given by railway members) !Marrakech 28 HIGH SPEED RAIL AROUND THE WORLD 29

ASIA USA

! 1 Harbin 2

! Ürümqi Changchun ! !Sapporo ! ! Hakodate-Hokuto Hohhot Beijing ! ! Shin-Aomori 1 ! Sacramento " LEGEND : ! Morioka ! ! San Francisco Tianjin COMMERCIAL OPERATION OVER 250 Shijiazhuang ! ! Fresno ! ! Niigata ! Sendai KM/H Taiyuan "Seoul Jinan ! Kanazawa ! ! Tokyo UNDER CONSTRUCTION OR PLANNED OVER 250 Lanzhou Tsuruga ! " Zhengzhou ! ! Busan ! ! Bakersfield KM/H Xi'an ! ! ! Gwangju Nagoya ! Osaka COMMERCIAL OPERATION LESS 250 KM/H Fukuoka Medina Nagasaki ! ! ! !Nanjing Los Angeles Hefei ! ! ! Shanghai Kagoshima Wuhan Chengdu ! ! UNDER CONSTRUCTION OR PLANNED LESS 250 ! Hangzhou KM/H ! Chongqing Nanchang! Changsha ! Jeddah ! ! Mecca 2 Guiyang ! Legend New York "! Fuzhou ! Commercial operation over 250 km/h ! " Taipei Kunming Under Construction or planned over 250 km/h Kilometers ! 0 75 150 300 ! ! Philadelphia ! Kaohsiung Commercial operation less 250 km/h Nanning Guangzhou Under Construction or planned less 250km/h

! Haikou ! Input UIC Members Washington 0 300 600 1200 Kilometers 30 FUNDAMENTAL VALUES OF HIGH SPEED RAIL 31

COMPREHENSIVE PROTECTION

understanding of the cultural, social and The second step is to identify, for each economic environment where railways potential event, the existing measures are implemented and operating, is the first that deal with the effects (prediction of step towards the high speed rail comprehen- effects, detection and forecast measures, sive protection and the consequent consi- prevention of effects during the operation, deration as an attractive mode of transport. eventually mitigation by fixed measures and In order to ensure the civil defence and eventually curative measures when the po- the resilience of railway systems, the role tential event occurred. of emergency services and crisis manage- ment is essential, with the aim of mitigating Beyond certain thresholds, natural risks are: the consequences. High temperature To complete the previous protection con- Low temperature cepts, it is necessary consider that rail Snow transport is vulnerable in the face of natural Frost disasters, extreme climate conditions and Change of humidity or high humidity High speed rail related people (customers, workers, outsiders) equipment and premises particular geographic situations. A signifi- Strong sunshine in particular need protection. cant part of high speed lines in the world Strong wind The high volume of passengers carried and their expectations as customers (they expect a high are subject to strong weather conditions Sand and dust level quality of service), the number of staff involved, the value of the required investments, and the impacts on the railway systems and Heavy rain in both infrastructure and rolling stock, the operation speed, much higher than other transport the operation can be numerous. Flood modes, the operational performance, etc., makes it necessary to consider protection against Advanced technologies allow some situa- Thunderstorms any kind of risk. Customers and business partners are confident in how the railway is run and tions to be anticipated and to propose some Embankment collapse what is being done to secure the railways. This is the origin of the concept of “Comprehensive tools to eliminate or just limit the risks ge- Fallen rocks protection” for high speed rail systems, which is the addition of safety, security, civil defence nerated by the environment. Seismic events and natural risk protection. Even if in certain languages there is no difference between them, In any case, the first step in order to en- Slope fire there is a big difference between the concepts of “safety” and “security”. sure the protection is to identify, for each Fog smoke risk, the potential dangerous events that Fallen leaves SAFETY & SECURITY could happen, involving just one of the subsystems integrating the entire railway Safety is the protection against “techni- In contrast to the previous concept, secu- system (track, catenary, equipment, substa- cal” failures and can be related with many rity is the protection against any kind tions, signalling and telecommunications), different elements (signalling, operations, of attack or malicious intent, from graf- or a combination of several of them. maintenance quality, training, etc.). The pro- fiti to robbery, vandalism or terrorist acts. tection is an almost exclusive responsibility These acts correspond to someone’s will of railway companies and is independent and must be coordinated by authorities. As of any human desire (even in the most these are unpredictable, it is not always use- negligent behaviour, nobody wants a de- ful to look at statistics or historical records. UIC study on “Extreme railment). Statistic and historical series can Security events affect the population and natural conditions for high speed be established and through assessing and have a heavy impact on governments, systems” is available on the UIC- managing the inherent railway system risks regulating bodies, etc. High Speed website: www.uic. it is possible to ensure that the rail transport Security management must go beyond org/highspeed system is safe and reliable. the most obvious of scenarios and a true 32 FUNDAMENTAL VALUES OF HIGH SPEED RAIL 33

STANDARDS FOR HIGH SPEED RAIL SYSTEMS

High speed rail standards improve the system integration of the railway services and contribute to achieving the necessary interoperability.

The UIC High Speed specific standards are focus on the coordination of sets of docu- ments addressed to standardise the pre- competitive items of a railway application.

For a given railway application (e.g. High Speed) the standards consider the level of service requested, the boundary conditions, the expected functionalities and the KPIs together to the complete sets of standards so allowing immediate spendable solutions and confirmations from the market.

IRS, International Railway Standards, High Speed Cluster, are currently under preparation by UIC. Information on the UIC website: www.uic.org 34 HIGH SPEED RAIL TOWARDS THE FUTURE 35

RESEARCH & DEVELOPMENT

FUTURE REQUIREMENTS FOR ROLLING STOCK TO BE *LCC = Life Cycle Cost Human factors CONSIDERED (FROM REPORT ON FUTURE NEEDS AND *RAMS = Reliability, Ergonomics, accessibility for PRM*, cab REQUIREMENTS FOR ROLLING STOCK) Availability, Maintena- design, cabin design, i.e. seating, toilet, bility, Safety *EMC = Electro- luggage space. Business & technical management Environment Magnetic Compati- Technology Development-procurement-approval-de- CO2 , other gas, and energy, EMC*, noise, bility ployment, LCC*, RAMS*, standardisation and LCA*, extreme climate. *LCA = Life Cycle Body and bogie structure, power and bra- modularity, etc. Aerodynamics Assessment king system, on board train control and *PRM = People with Aerodynamic resistance, tunnel micro-pres- information system, new auxiliary power Basic dimension & performance Reduced Mobility sure wave, flying ballast. units, coupling system. Capacity, loading gauge, axle load, train and car length, configuration of train set, compa- Comfort tibility with infrastructure, maximum speed, Ride comfort, noise abatement, tilting sys- acceleration and deceleration. tem, airtight structure, air conditioning, passenger service. Safety and security Stability, crash resistance, fire safety, crosswind.

UIC report on «Necessities for future high speed rolling stock» is available on the UIC- High Speed website: www.uic.org/highspeed. 36 HIGH SPEED RAIL TOWARDS THE FUTURE 37

IN THE COMING YEARS, HIGH SPEED WILL MAKE IMPROVEMENTS IN:

TECHNOLOGY FOR Higher commercial speeds New braking systems Maximum speeds in the range More environmentally-friendly (noise, of 320 -360km/h energy efficiency): THE FUTURE More availability of infrastructure  Improvements on safety, security New conception of infrastructure and comfort elements: ballasted or unballasted Cross winds, typhoons and earthquake TODAY’S TECHNOLOGY IS FULLY COMPETITIVE track, new fastening systems detection, etc. New materials (i.e. catenary wires) New technologies (telecommunications, However it will not continue to be com- speed systems (infrastructure, tracks, elec- Standardisation and modularity WI-FI, etc.). petitive beyond the next 20 years without tric power supply, signalling, rolling stock, of rolling stock investments in research and develop- operation and control elements, safety ment, because the other transport modes and security devices, etc.) must take into IN THE COMING YEARS, HIGH SPEED RAIL OPERA- are quickly evolving and compete more account requirements from customers, TORS WILL REQUIRE BUSINESS CONCEPTS TO DEAL strongly with high speed rail. society, operators, etc. WITH THE FOLLOWING: Research and development for future high More capacity (double deck &/or 2 + 3 Further reductions in fees for infrastructure use instead of 2 + 2 rows of seats) More energy efficiency and less energy Greater availability and maintainability consumption of trains (RAMS) Optimisation of operating costs (i.e. during Further reductions in costs of procurement low occupancy) and maintenance (LCC) Globalisation 38 HIGH SPEED RAIL AT UIC 39 HIGH SPEED RAIL AT UIC

UIC aims to support its members in various ways. More particularly, its High Speed Com- Over the years, most of the countries change their by private car or public transport, services mittee regularly conducts studies and researches requested by one or several members. All access rules, and generally increase their levels delivered to the customer, track capacity, etc. of them are posted on the UIC extranet and are access free. All such works cannot be listed Over the years the gap between the coun- Another interesting and typical bench- here, however some of them clearly illustrate their typology. tries is widening. mark, anonymously carried out, is about It is impossible to predict the level of track ac- “Key Performance Indicators” of compa- EXCHANGE OF  Construction of a high speed line cess charges two years in advance, for trains on BEST PRACTICES nies operating high speed trains. Upgrading a conventional line. domestic and even more on international routes. Both documents are organised in a very pe- The report also gives an insight of track access Operating high speed and conventional RESEARCH dagogic way, step by step, from the first idea charges policies in countries outside Europe. trains under difficult natural conditions is to the commissioning of the construction Many UIC members do not have the necessa- a topical issue since the climate warming or modernisation works. At each stage, the BENCHMARKS ry resources and data to carry out research. increases the frequency of peaks in tempe- stakeholders are identified as well as what One of them, for example, is about the rature, strengths “Op- is at stake for them, so as to understand how The so-called “High speed and the City” . Ano- of wind, volumes of snow, numbers and gra- timal Speed for High Speed Trains” best to steer the project. study, is typical of the benchmarks carried ther deals with the vity of floods, in addition to natural disasters “Comparison of Bal- out so far by UIC. The report has selected, aiming to help such as earthquakes, typhoons, etc. lasted and Slab tracks”, SURVEYS in a first phase, a dozen stations served by make a choice between them, based on the The “Operations under extreme natural high speed trains. geographic context. UIC has conducted a very broad survey in Eu- conditions” report lists such kind of events Each station is seen from four viewpoints Other research aims to: rope in order to provide its members with a fair and for each one establishes, according to corresponding to: Measure the impact on the environment comparison of rail and air transport modes in the various practices of Railway Underta- The city (its mayor) terms of prices for the customers. This study of high speed rail. One of them deals with kings and Infrastructure Managers: shows evidence that in more than 80% of cases, The Infrastructure Manager the “carbon balances” of high speed rail,  Their definition (speed thresholds characterised by the purpose of the journey, the The Railway Undertakings Compare, from an economic viewpoint, the above which a wind is considered as dan- group size, the booking anticipation, the OD pair, The customer do-nothing, upgrading conventional tracks, gerous, for example) and the frequency etc., the train is significantly cheaper. The savings Much information is provided about the building a high speed line and at last crea- of their occurrence made by the customer when choosing the high network configuration, access to the station ting a link using new technology (such as The prevention measures to be taken at speed train is calculated. This survey also en- magnetic levitation) scenarios. the design stage (for example, erection of compasses buses as a third mode competing wind screens) with rail and air. This last mode proves to be WORKSHOPS (some examples): Daejeon (Korea) 2009: 1st UIC World High DATABASES The detection means to be provided cheaper than the train but it offer longer travel Speed Interaction Workshop. so as to detect when they begin (for times. This survey will be extended so as to give Marrakech (Morocco) 2009: Safety and Most of the statistics illustrating this brochure example, anemometers) examples of how air companies react to the crea- Security requirements of high speed rail. come from UIC databases. Two databases are tion of a high speed line, in terms of policy. Paris (France) 2010: 1st Workshop on Glo- The simulation models helping to fore- bal Standards for high speed rail Systems. worth mentioning because they are unique Another survey in Europe has been conducted cast the time, the width and the strength Mumbai (India) 2010: Security challenges worldwide: about the level of track access charges both on of the event and High Speed development. List of all high speed lines with the domestic and international routes. This survey corresponding characteristics; an atlas of The prevention operation measures WORLD CONGRESS ON HIGH SPEED: has been made 3 times over a 7-year period. The In the past, it was called “Eurailspeed”. the high speed network is based on this to be taken during the event itself (for adopted methodology has been established so Previous events: (1992), Brussels (1995), database and provides a good location example, temporary speed reduction) Berlin (1998), Madrid (2002), Milan (2005), as an objective comparison by considering the of these lines. The mitigation measures aiming to same train running on the 100 selected routes at Amsterdam (2008), Beijing (2010), Phila- delphia (2012), Tockyo (2015). List of high speed rolling stock owned by mitigate the damages. the same hours. The five main conclusions are: the high speed operators across the world. About 20 different events are considered: There is no common philosophy for sett- TRAINING ON HIGH SPEED SYSTEMS: UIC member cooperation helps ensure that cross winds, very low and very high tempera- ling track access charges between the Europe 50 or so participants interact with around 55 tures, snow, rainfall, floods, typhoons, earth- Member States speakers during a week-long session (from quakes, sand gusts, fires, etc. There is no consistency in the various calculation Monday to Friday), reviewing in detail all the methods: the marginal costs of one country may components of a high speed rail system. The Manuals also enter this category. Two of training is aimed at decision-makers and is be higher than the full cost in another country them are worth quoting: held every year, in two levels. PUBLICATION Passenger & High Speed Department, UIC DIRECTOR Iñaki Barrón de Angoiti, Director of the UIC Passenger & High Speed Department COORDINATION TEAM Takumi Ishii Kwon Ki-Dong Zhao Zhangshan (Michael) Mouna Bennouna Passenger & High Speed Department, UIC Hervé Aubert, Communications Department, UIC With the special thanks to Michel Leboeuf (Chairman) and the UIC Intercity & High Speed Committee members for their contribution GRAPHIC DESIGN Agence PRINT PHOTO CREDITS All diagrams and graphics by UIC isbn © Adif, , , Bombardier, CAF, Chinese Railways, DB AG, , FS, JR-Cen- tral, JR-East, JR-Kyushu, JR-West, Korail, NTV, Renfe, RZD, Siemens, SNCF, VR, TCDD, THSRC, UIC.

INTERNATIONAL UNION OF RAILWAYS (UIC) 16, rue Jean Rey F - 75015 Paris

Passenger and High Speed Department Phone: +33(0)1 44 49 20 20 email: [email protected] www.uic.org/highspeed www.uic.org

ISBN 978-2-7461-1887-4 June 2015

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