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High Speed and the City

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High Speed and the City High Speed and the City High speed rail & the city September 2010 UIC International Union of Railways CONSULT S.A. High Speed and the city study Index 1. Introduction 1 2. Objectives of the study 1 3. Structure of the study 2 4. High speed and the city: the actors 2 5. The key issues 3 6. The benchmarking study 4 6.1 Cities and stations analysed 4 Barcelona 5 Berlin 7 London 9 Madrid 11 New York 13 Paris 15 Rome 17 Ankara 19 Beijing 20 Seoul 22 Taipei 24 Tokyo 25 6.2 Comparison of schemes 27 6.3 Comparison of indicators and conclusions 28 7. Recommendations: Lessons from HS experience 32 8. Acknowledgements 32 Annex: abstract of HS station cases graphs 33 References 34 High speed and the city study Graph index A. The actors B.8 Paris-CDG B.16 Taipei Main station A.1 Relationships Paris-CDG Pax B.8.1 Taipei Main station Pax B.16.1 A.2 Monetary flows Paris-CDG City B.8.2 Taipei Main station City B.16.2 A.3 Quality relationship Paris-CDG Operator B.8.3 Taipei Main station Operator B.16.3 A.4 Decision making Paris-CDG Infra manager B.8.4 Taipei Main station Infra manager B.16.4 B. The stations B.9 Paris-Gare de Lyon B.17 Tokyo station B.1 Barcelona Sants Paris-Gare de Lyon Pax B.9.1 Tokyo station Pax B.17.1 Barcelona Sants Pax B.1.1 Paris-Gare de Lyon City B.9.2 Tokyo station City B.17.2 Barcelona Sants City B.1.2 Paris-Gare de Lyon Operator B.9.3 Tokyo station Operator B.17.3 Barcelona Sants Operator B.1.3 Paris-Gare de Lyon Infra manager B.9.4 Tokyo station Infra manager B.17.4 Barcelona Sants Infra manager B.1.4 B.10 Paris-Gare du Nord C. Comparison of benchmarking schemes and indicators B.2 Barcelona-Sagrera Paris-Gare du Nord Pax B.10.1 C.1 HS stations birdeye view Barcelona-Sagrera Pax B.2.1 Paris-Gare du Nord City B.10.2 C.2 HS station buildings Barcelona-Sagrera City B.2.2 Paris-Gare du Nord Operator B.10.3 C.3 HS trains at platform Barcelona-Sagrera Operator B.2.3 Paris-Gare du Nord Infra manager B.10.4 C.4 HS related real estate plans & projects Barcelona-Sagrera Infra manager B.2.4 B.11 Roma Termini Station C.5 HS network schemes B.3 Berlin Hauptbahnhof Roma Termini Station Pax B.11.1 C.6 HS stations at commuter networks Berlin Hauptbahnhof Pax B.3.1 Roma Termini Station City B.11.2 C.7 HS stations at subway networks Berlin Hauptbahnhof City B.3.2 Roma Termini Station Operator B.11.3 C.8 Conclusions Pax point of view Berlin Hauptbahnhof Operator B.3.3 Roma Termini Station Infra manager B.11.4 C.9 Conclusions City point of view Berlin Hauptbahnhof Infra manager B.3.4 B.12 Ankara Gari Station C.10 Conclusions Operator point of view B.4 London St Pancras Ankara Gari Station Pax B.12.1 C.11 Conclusions Infra manager point of view London St Pancras Pax B.4.1 Ankara Gari Station City B.12.2 D. Recommendations for HS stations London St Pancras City B.4.2 Ankara Gari Station Operator B.12.3 E. Stations analysis abstract annex London St Pancras Operator B.4.3 Ankara Gari Station Infra manager B.12.4 E.1 Barcelona Sants London St Pancras Infra manager B.4.4 B.13 Beijing South Station E.2 Barcelona Sagrera B.5 Madrid-Atocha Beijing South Station Pax E.3 Berlin Hauptbahnhof B.13.1 Madrid-Atocha Pax B.5.1 E.4 London-St Pancras Beijing South Station City B.13.2 Madrid-Atocha City B.5.2 E.5 Madrid-Atocha Beijing South Station Operator B.13.3 Madrid-Atocha Operator B.5.3 E.6 Madrid-Chamartin Beijing South Station Infra manager B.13.4 Madrid-Atocha Infra manager B.5.4 E.7 New York Penn B.14 Seoul Station B.6 Madrid-Chamartín E.8 Paris-Charles de Gaulle Seoul Station Pax B.14.1 Madrid-Chamartín Pax B.6.1 E.9 Paris-Gare de Lyon Seoul Station City B.14.2 Madrid-Chamartín City B.6.2 E.10 Paris-Gare du Nord Seoul Station Operator B.14.3 Madrid-Chamartín Operator B.6.3 E.11 Roma-Termini Seoul Station Infra manager B.14.4 Madrid-Chamartín Infra manager B.6.4 E.12 Ankara Station B.15 Yongsan Station B.7 New York-Penn station E.13 Beijing-South Yongsan Station Pax B.15.1 New York-Penn station Pax B.7.1 E.14 Seoul-Seoul Station Yongsan Station City B.15.2 New York-Penn station City B.7.2 E.15 Seoul-Yongsan Yongsan Station Operator B.15.3 New York-Penn station Operator B.7.3 E.16 Taipei-Main Station Yongsan Station Infra manager B.15.4 New York-Penn station Infra manager B.7.4 E.17 Tokyo Station High speed and the city study 1 1. Introduction After a call for tenders issued in December 2008, consultant offers were received in January 2009, the decision relied on BB&J Consult, SA, and UIC signed a contract High speed rail services mean attractive travel times. High speed rail services being for its development on January 2009. less rapid than air still can hold the majority of market shares when the travel time ranges between 2h and 3h30. This finding leads to the conclusion that the door-to- The study has been directed by Iñaki Barrón de Angoiti, Head of the HS Department door travel time is the relevant element for modal choice. of UIC, with the collaboration of Michel Leboeuf, Director of the UIC High Speed Scientific Committee, and Naoto Yanase, UIC Senior Advisor High Speed, and has The question is consequently, how to reduce the door-to-door travel time when been developed by BB&J Consult, SA. under the direction of Javier Bustinduy, Civil serving large built-up areas? Engineer by UPM and MSCE by MIT, with the assistance of BBJ members Jose Luis Jordi and Teresa Suquet, Civil engineers by UPM. Another important issue relating with rail is the capacity of the stations. This issue is even more stringent with high speed rail which means bigger volumes of 2. Objectives of the study passengers, particularly to and from main cities. According to the Terms of Reference of the study, the cases analysed identify best The station, as interface between the city (Society) and high speed rail, is a very practices in solving station saturation and optimizing access and egress times to important and strategic point for all the actors involved: passengers, railway and from high speed trains, in order to: undertakings, infrastructure managers and the city itself. Very often, there is only - Present a benchmark of examples where dead end stations have been one station in a big city. It is generally located in the densely populated core city. replaced by through stations or where city-shunts with new stations have The upside of this location is the good intermodality with urban modes and the been built around the city so as to avert the inner city station saturation and downside is the strong limitations it lays on traffic development traffic and comfort give direct access to train to suburbs. for passengers. - Establish a typology of the various cases according to the main purpose Very often, the total number of passengers per year amounts to several times the underlying the change from dead end to through stations, with a city internal city population and high speed services boosts this ridership producing saturation of or external link. terminals. Consequently one of the issues is to analyse which measures are appropriate to relieve this saturation. - Analyse the different cases from the points of view of the passenger, the city, the operator and the infrastructure manager, identitying the benefits of The UIC’s High Speed Department, taking into account the preoccupations and the solution adopted for each one of them. preconisations coming from its members, launched this study in order to understand the benefits of serving a city with several HS stations. Apparently it will - Propose a range of criteria in order to identify the favorable context for both reduce access and egress travel times and relieves the saturation of the main shifting from deadend to through station or to shunts. existing terminal. A strategic issue is to identify the best locations for additional stations along with the correspondent operating plan. - Explicit the events and the opportunities that may lead to this change, in terms of service for the client. The general objective of the study is to benchmark various cases worldwide so as to understand the pros and cons of various schemes to increase accessibility and - Tell to which extend a high speed line in operation boosts this change. capacity for HS stations. - Explain the benefits drawn from the corresponding investments. High speed and the city study 2 Graph A1 identifies the relationships between these four actors, that take place in 3. Structure of the study some cases through the HS station, and in others outside the station. The study presents successively the roles and relationship between the actors, the Relationship between passenger and operator related to information on services, benchmarking report itself, the conclusions and lessons learned under each one of schedules, fares, frequencies, travel times, reservations, and even sales of tickets the points of view of the passengers, the city, the operator and the infrastructure uses mainly phone, internet, or travel agents, only a small portion of tickets being manager.
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