High speed rail Fast track to sustainable mobility 3 5 7 9 11 13 15 17 19 21 23 25 27 29

HIGH SPEED RAIL GENERAL OVERVIEW

Summary Foreword High speed rail principles > flap

Foreword > 3 High speed rail encompasses a complex However high speed is not always well High speed rail and sustainability > 4 reality involving many technical aspects such understood as a transport system and its as infrastructure, rolling stock and operations, performance is not fully taken advantage High speed rail and the environment > 6 as well as strategic and cross-sector issues of, which limits the potential development Technical aspects - Infrastructure > 8 including human factors and financial, of high speed, the development of “classic commercial, and managerial aspects. rail”, and all other transport modes. Technical aspects - Rolling stock > 10

Technical aspects - Operations > 12 In addition, the high speed rail system UIC has for a long time been paying particular combines all these various elements by using attention to high speed and has prioritised Stations - High speed and the city > 16 the highest level of technology and the most among other objectives: the communication Commercial aspects > 18 advanced conception for each of them. and dissemination of high speed performances, characteristics and application possibilities. Economy and finances for high speed > 20 High speed is a rapidly expanding new transport mode and is often described This brochure, published every two years High speed around the world > 22 as the “transport mode of the future”. on the occasion of the World Congress High speed at UIC > 26 This is due to the three main and very on High Speed (organised by UIC together important characteristics offered to customers with a national high speed member) is High speed towards the future > 28 and society: safety, capacity (“within velocity”), intended to shed some light on the principles and sustainability (in particular respect and possibilities of high speed rail, in view to the environment). of a better and more logical development.

High speed signifies operations of at least 250km/h. But in fact it is the performance as perceived by customers in terms of travel time, frequency, and comfort that is really important. High speed rail systems around the world

High speed rail principles 2010

FIRST PRINCIPLE: HIGH SPEED IS A SYSTEM SECOND PRINCIPLE: HIGH SPEED SYSTEMS ARE (EQUAL BUT) DIFFERENT EVERYWHERE High speed railways are very complex systems which are comprised of the state of the art of High speed systems depend on how all many different elements: the composite elements are considered

> Infrastructure (including civil engineering and adapted. The final system obtained works, track, catenary) (in terms of cost and performances) could > Stations (location, functional design, be very different from one country to another equipment) depending on, among other things, commercial > Rolling stock (technology, comfort, design) approach, operation criteria, and cost. > Operations (design and planning, control, rules) > Signalling systems > Maintenance policy and systems The possibilities of “classic > Financing railways” > Marketing procedures > Management Generally speaking, conventional railways can only run up to speeds of around > Legal issues 200-220km/h (with certain rare exceptions). It is essential that each and every one of these components is considered, so as to save even This is not only due to technical reasons but a minute and be competitive. None may be also due to the capacity problems which arise V > 250 km/h in operation neglected and it is absolutely vital to consider when attempting to operate trains running V < 250 km/h in operation all these aspects simultaneously and ensure at speeds differing by more than 50km/h. High speed in project that each ties in correctly with the others. Revenue services at higher speeds require The time spent by customers buying a ticket, special consideration and it is at this moment entering the station or waiting for a taxi on that the concept of a “high speed system” arrival, must be consistent with the time saved starts to be of fundamental importance. by using a high speed system containing high- level technology and significant investments.

1,400 million passengers carried by TGV trains since 1981

400,000 passengers per day on the Tokaido (Tokyo to Osaka, 515km) Operating at high speed requires: The layout parameters, transverse sections, track quality, catenary and power supply, > Special trains. High speed operations and special environmental conditions must 1964 1st October: World’s first high speed service from Tokyo to Osaka require “train sets” instead of conventional be able to sustain high operational speeds. trains ( and cars), because Modal split obtained by high speed trains in relation to air transport of the power-to-weight ratio and various > Special signalling system. 80% when travel time by train is less than 2.5 hours

other technical reasons, such as aerodynamic One particular aspect of the operating conditions, reliability and safety. conditions is the signalling system. Line side 574.8km/h World speed record - 2007 signals are no longer useable at more than > Special dedicated lines. Conventional 200km/h because they may not always be lines, even with major upgrades, are unable observed in time. In-cab signalling is absolutely to operate at more than 200-220km/h. necessary for high speed operation. 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

High speed and sustainability High speed and sustainability

Sustainability = environment + economy + social

Society Economy Average external costs per transport modes (Euros per 1,000 passenger-kilometres) High speed rail is a tool for political integration: High speed performance invites people to move € linking territories, encouraging the modernisation by a cleaner means of transport and improves Climate change of other transport modes, and improving quality of life. 80 76.0 (difference low/high scenario) accessibility to broader geographic areas. 70 Climate change low scenario High speed increases the mobility of people High speed is safe! 60 52.5 Urban effects and, as a metro network organises the city, 50 high speed rail organises the territory. Up and downstream processes UIC study on “High Speed Rail contribution 40 37.7 Nature & landscape to Environment and Sustainable Mobility” 30 is available on the UIC-High Speed website: 22.9 Air pollution 20 www.uic.org/highspeed Noise 10

0 Accidents 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29 180 180

High speed rail and the environment High speed rail and the environment Regional train Bus Private car plane Rapid trai n HST Commuter train 0 Land use Comparisons in land use Motorway <> HS Railway

2 x 3 lanes Double track 75m 25m CO2 emissions Kilogrammes of CO2 Due to high speed rail’s very high transport emissions per 100 passenger-kilometres capacity, the land needed for the large traffic volumes carried is much reduced. 2 x 1.7 passengers / car 2 x 666 passengers / train 4 hhhhhhhhhhhhhhh High As an example, some land use Speed Railway 14 hhhhhhhhhhhhhhh ratios 1.7h hhhhhhh666hhhhhhhh 17 > An average high speed line uses 3.2ha/km h hhhhhhhhhhhhhh > An average motorway uses 9.3ha/km hhhhhhhhhhhhh 0 20 In addition, the impact on land use can be Motorway

significantly reduced if new high speed lines Energy efficiencyPassenger-kilometres are laid out parallel to existing motorways carried per unit of energy (1kwh = 0.086kep) 2 x 4,500 cars per hour 2 x 12 trains per hour (where layout parameters permit). 180 180 Examples of parallel layouts 4,500 12 >  - (1981 - 1983) 60km (14%) > Paris - Lille (1993) 135km (41%) Regional train Bus Private car > Cologne - Frankfurt (2002) 140km (71%) plane Rapid trai n HST Commuter train 0 > Milan - Bologna (2008) 130km (72%) 2 x 7,650 passengers / h2 x 8,000 passengers / h

The construction of a new high speed line is sometimes a good opportunity to upgrade and renovate spaces and landscapes.

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Technical aspects Technical aspects

Infrastructure

The extent of the world’s high-performance railway > Slab track is in principle much more expensive Typical parameters Track superstructure components (typical network is dramatically increasing. than ballasted track, but it can be permanently for new high speed lines ballasted track) operated with reduced maintenance frequency. > Rail type: Usually 60kg/m, welded > High speed rail infrastructure must be designed, Layout specifications inspected and maintained in optimum > Though slab track can be recommended > Type and number of ties: Concrete monobloc conditions. in certain cases for viaducts and tunnels, Maximum gradient (depending on geographic or bi-bloc, 1,666 per km characteristic and operating conditions): discussion of the ideal track system must > Fastening types: Elastic, many types > Layout requires large radius curves and limited > Passenger traffic only: up to 35/40mm/m proceed on a case-by-case basis. > Turnouts: Depending on the functionality of the gradients and track centre distances. (with suitable rolling stock) line, they can have movable or fixed crossings > Special catenary system and power supply > Track geometric parameters must meet exacting > Mixed traffic: up to 12/15mm/m system are required. Electrification: Single phase. The most common tolerances. voltages are 25kV, 50 or 60Hz or 15kV, 16 2/3Hz. > On-board signalling system is required. Horizontal Minimum Ideal Signalling, communications and other equipment: curve radius recommanded above 200km/h, a full on-board signalling system 200km/h 2,500m 3,500m is necessary. Development of the world high speed network 300km/h 5,500m 7,000m

km Track centre distance 2024 200km/h: 4m 40,000 300km/h: 4.5/5m UIC study on “Maintenance on high speed 35,000 Maximum cant lines” is available on the UIC-High Speed 150/170mm website: www.uic.org/highspeed 30,000 2014

25,000

20,000 2010

15,000

10,000 2004 1994 5,000 1984 1974 1964 0 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

Technical aspects Technical aspects

Rolling stock Common basic characteristics Number of train sets operated per 100km Forecast for the number of train sets of high speed trains of high speed line in 2025 25 > Self propelled, fixed composition and bi-directional 20 The number of train sets in operation for a single 15 > High level of technology Europe World 5,600 line depends on the level of traffic scheduled 3,100 2,500 10 2025

and expected, the type of service and the use > Limited axle load (11 to 17 tons >

of conventional lines. for 300km/h) 5 Europe World 1,677

2010 1,073 604 > High traction power (approx. 11 0

The need to manufacture high speed trains e y a y a A d n, i e 0 1,000 2,000 3,000 4,000 5,000 6,000 UK EU re to 24kW per ton) Ital hina rk As hina US C Japan Ko Worl represents an important challenge for industry, C Tu Franc Taiwa Belgium both in terms of the quantity and quality > Power electronic equipment: GTO, IGBT Germany of trains to be produced and the technological > Control circuits. Computer network. developments to be achieved in coming years. Automatic diagnostic system > Optimized aerodynamics shape Partnerships between industry and operators By the end of 2010, more than 2,100 Years for inauguration of new to manufacture and maintain high speed trains > In-cab signalling system/s high speed train sets (able to operate design high speed rolling stock: are a new formula for the future. > Several braking systems at least at 250km/h) were in operation 3-5 years for new technical across the world > Improved commercial performance development, > High level of RAMS (Reliability, UIC study on “Necessities for future Asia...... 839 2-5 years for design and test Availability, Maintainability and Safety) high speed rolling stock” is available Europe...... 1,243 > Airtight structure (sometimes) North America...... 20 on the UIC-High Speed website: Number of manufactures of high > Technical and safety requirements www.uic.org/highspeed TOTAL...... 2,102 (compliance with standards) speed rolling stock in the world: 14 > Compatibility with infrastructure (, loading gauge, platforms, catenary, etc.)

Types of high speed trains > Articulated or non-articulated trains > Concentrated or distributed power > Tilting or non-tilting > Single or multiple gauges > Single or double deck body structure > Hybrid trains (electric and diesel engines)

Rolling stock maintenance > Fixed inspection time interval for preventive maintenance is broadly applied > Several graded maintenance levels, from daily inspection to overhaul, are determined 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

Technical aspects Technical aspects

Operations

Planning high speed traffic on new lines requires Safety regarding natural hazards > Highly structured train path matrices > Earthquakes > Regular intervals (an asset commercially, but > Extreme climate conditions: also efficient from an operational standpoint) snow, cold weather, typhoons, etc. > Maximum use of available capacity > Cross wind > High quality of service targeted

Missions of Control-Command Centre Traffic management Maximum density of operation: > Operational time table 15 trains/hours > Calculate difference between scheduled/actual times Safety record > Display as distance/time graph or station survey No fatal accident on high speed lines since Dispatching the beginning of high speed history > Automatic intrusion detection > Computer-aided conflict resolution with dynamic train running time calculations > Preventive measures > Power supply control Security > Passenger information > Station equipment control As a constituent part of society and a significant public investment, high speed > Video security systems need to be protected. Also, the demand for quality from customers is higher than for other train services.

Consequently, a very high level of security Evolution of maximum speeds on rails Balancing capacity is essential to ensure that customers choose World speed record: On 3rd April 2007 the world speed record when operating in mixed traffic this mode of transport. for was set at 574.8km/h by a special TGV trainset NUMBER OF TRAINS Security concerns range from simple cases on the French TGV East high speed line L1 L4 of graffiti to more serious problems STABILITY Km/h SPEED (“Impact of 1 minute delay affecting customers, employees, equipment, of one train 700 on other trains”) installations, etc. L2 L3 600 DIFFERENT TYPES OF TRAINS Opportunities are created from the 500 L1 + L2 + L3 + L4 = Constant UIC Leaflet 406 > Maximum speed in tests 400 implementation of new systems, tracks, NUMBER OF TRAINS stations and rolling stock. 300 French TGV line 200 > Maximum speed in operation 100 KM/H STABILITY 0 Metro line 5 HS line with mixed traffic 955 009 TYPES 1 1965 1975 1985 1995 2 0 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

Technical aspects Technical aspects

Operations MAGNITUDES Magnitude of usual braking distance (m) Some order of magnitude and distances concerning speed 200km/h

1,900m Performance of the signalling system Distance to accelerate 7 main goals for ERTMS: 250km/h Scope from 0 to 300km/h > 10 - 20km > Interoperability 3,100m Safe train management, avoiding any collisions > Safety Operating at 300km/h: and/or accidents. 300km/h > Capacity 4,700m Principle 1km > 12sec A train can proceed only when the track ahead > Availability 5km > 1min km/h is free of other trains/vehicles/obstacles. > Cost-effectiveness 330 5,800m Means > Less on-board equipment Automatic systems, manual procedures, specific > Open market 350km/h

rules or a combination of the above. 6,700m

Signalling systems

Europe Japan ATC (Automatic Train Control) ERTMS (European Rail Traffic Management System): > ETCS (European Train Control System) > GSM-R (Global System for Mobile Communications - Railways) > TRAFFIC MANAGEMENT LAYER (and Automatic Centralised Traffic Control)

China CTCS (Chinese Train Control System)

The maintenance and renewal of all the elements involved in a high speed system is essential to ensure the main operational parameters at the optimum level, in any moment and under any condition.

Monitoring, inspection, current maintenance and major renewal must be compatible with current operations. 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

Stations, High speed and the city Stations, High speed and the city Strategic value of stations

The location of high speed stations is an important The criteria for the station (one or more stations) High speed also means high capacity. Removing this activity from city centres can and strategic aspect for the success of the system in a given city must consider the optimal be positive due to the use of lower-cost land as a whole. requirements of city and citizens, as well Consequently, it’s to be expected that high speed and because it can release important land as those of the railway system. stations are high traffic volume stations. “Volume” (and industrial activity) in city centres. They must be well located to benefit from the must be understood in terms of trains, customers, advantages of the reduced travel times offered, A functional design is absolutely essential, private cars, taxis, and public transport. High speed services: high speed stations and they must be well connected with airports, and parallel business activities are a common can be used to promote a high level of architecture mass transit systems and private transport. feature of high speed stations. In many cases, stations are the location in which and the revitalisation of abandoned city areas. railway operators clean their trains, replace their The costs and benefits of this approach can be crews, check the trains, replace the catering, etc. carefully studied. This industrial activity involves sharing space with passengers.

UIC study on “High speed and the city” High speed and the city SEPTEMBER 2010 - Final Draft is available on the UIC high speed website: www.uic.org/highspeed

HIGH SPEED 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

COMMERCIAL ASPECTS Commercial aspects

Design concepts Pricing systems Market share High speed railway undertakings increasingly use If a new high speed rail system is well designed and variable prices for different types of service. implemented, customer response is, as a rule, very for high speed services Depending on motive (business or private), travel positive and traffic will reliably grow. periods or other circumstances influencing demand, the prices offered (and the conditions of purchase) Traffic growth can be increased by the mobility In terms of commercial concepts, a broad range of can vary considerably. gains created and the “network effect”. Services that high speed can offer criteria may underpin high-performance passenger The consequence of the “network effect” is that rail transport systems: to customers: Various procedures, some imported from the airlines like “yield management” (which aims to the the total number of kilometres of the network > Marketing procedures, including trademarks, Commercial speed maximise the income per train), widespread use of can be increased by 20% (as an example) and and advertising Frequency the Internet, the use of “ticketless” procedures and passenger traffic can increase by 100%. > Information, reservation and ticketing systems Accessibility the introduction of innovative ideas (like iD TGV in Also, the introduction of a new high speed corridor > Ticket control (including the possibility of access Comfort France) are consistent with the high-level technology varies the modal split. control) Attractive travel time (door to door) used in trains, lines and signalling systems. > On-board customer services, including Wi-Fi, Reliability Design for customers and computer aids Distribution Price New customer requirements demand new designs: > Post-travel services High speed travellers expect high speed access to Safety working and meeting areas, spaces for families, full information, reservation and fare transactions. Freedom (*) accessibility, special consideration for luggage (larger capacity for tourist trips, but limited spaces (*) Freedom means that high speed rail is the only passenger transport mode in which it is not obligatory to be seated, use for business trips). seat belts or listen to safety instructions. While travelling in a high speed train it is possible to stand or sit, walk around the train, have From the technical point of view, as more customers a coffee, work on a laptop or use a mobile phone at any time. are using mobile phones and computers, new facilities such as electric plug sockets for power Some examples of travel time reduction supply and on-board WI-FI are required.

n Before high speed n With high speed Paris - Brussels (320 km / 1.25 hour)

BEFORE 24 % 61 %7%8% Rome – Naples UIC study on “High speed and territory 50 % 43 % 2%5% AFTER Rome - Milan THALYS management” is available on the UIC-High Speed website: www.uic.org/highspeed -

Madrid - Sevill e Madrid - (471 km / 2.15 hours) Cologne - Frankfur t BEFORE 33 % 67 % Paris - Stuttgart AVE World high speed traffic evolution 84 % 16 % AFTER Paris - AVE Asia Europe BILLION-PASSEGERS-KM Paris - Brussel s

Paris - Amsterdam 200

Time travel (hours) 1 2 3 4 5 6 7 TRAIN CAR PLANE COACH

150

100

50

0 FISCAL YEAR 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29 economy and finances for high speed economy and finances for high speed

The costs of high speed rail systems

Funding / Calculating Costs > High speed requires significant investment, > The costs of high speed lines are generally including public funding paid for out of public funds (Japan, Europe, > Consequently, detailed studies on traffic and Korea) forecasting, costs and benefits which > The trend is to share funding and examine all the positive and negative impacts responsibilities between different public bodies of a project —including calculating the costs (French TGV) of doing nothing— are needed > In some cases, private funding can be attracted for part of the investment > PPP (Public-Private Partnership) or BOT Magnitude of costs of high speed (Build - Operate - Transfer) are two possible systems: ways of coordinating to combine public and private resources: Average costs in Europe - Private funder obtains Return On Investment Construction of 1 km - (ROI) of new high speed line €12-30M - Public funder ensures social benefits Maintenance of 1 km of new high speed line €70,000 per year

Cost of a high speed train (350 places) €20-25M

Maintenance of a high speed train €1M per year (2€/km - 500,000km / train & year)

Key elements to reduce costs

Knowledge Optimal of High Speed High Speed Rail System Market Systems procedures & Elements

Definition of max. speed Financing & performance Standardisation 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

HIGH SPEED Around the world high speed Around the world

High Speed System in Europe Area

Oulu Oulu

Seinäjoki Seinäjoki Tampere Tampere Oslo Oslo Turku Helsinki Saint Petersburg Turku Helsinki Saint Petersburg Stockholm Tallinn Stockholm Tallinn 2010 Gothenburg 2025 Gothenburg Riga Riga Glasgow Edinburgh Glasgow Edinburgh Moscow Moscow Copenhagen Vilnius Copenhagen Vilnius Gdańsk Gdańsk Dublin Hamburg Dublin Hamburg Amsterdam Berlin Minsk Amsterdam Berlin Minsk Bristol London Hannover Poznań Warsaw Bristol London Hannover Poznań Warsaw Brussels Cologne Brussels Cologne Frankfurt Prague Kiev Frankfurt Prague Kiev Luxembourg Krakow Luxembourg Krakow Nuremberg Katowice Nuremberg Katowice Paris Paris Strasbourg Vienna Strasbourg Vienna Munich Bratislava Munich Bratislava Budapest Budapest Nantes Zurich Chisinau Nantes Zurich Chisinau Ljubljana Ljubljana Lyon Milan Venice Lyon Milan Venice Zagreb Zagreb Belgrade Bordeaux Belgrade Turin Bologna Turin Bologna Nice Genoa Sarajevo Bucharest Toulouse Nice Genoa Sarajevo Bucharest Corunna Florence Corunna Florence more than 250km/h Vitoria Marseille Podgorica Soa more than 250km/h Vitoria Marseille Podgorica Soa Vigo Saragossa Rome Skopje Saragossa Rome Skopje in operation Istanbul in operation Valladolid Istanbul Porto Barcelona Bari Tirana Porto Barcelona Bari Tirana Naples Naples more than 250km/h Madrid Salerno Ankara 180 < v < 250km/h Madrid Salerno Ankara Thessaloniki Bursa Sivas Thessaloniki Bursa Sivas in development Valencia Other lines Kayseri Lisbon Kayseri Izmir Konya Izmir Konya 180 < v < 250km/h Seville Alicante Seville Alicante Athens Athens Other lines Malaga Malaga Tangier Tangier Taza Oujda Taza Oujda Rabat Rabat Casablanca Casablanca Meknes Meknes

Essaouira Essaouira Marrakech Marrakech Situation as at 12.2010 Agadir Forcasting 2025 Agadir Information given by the Railways Information given by the Railways 400km / 250 miles 400km / 250 miles 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

HIGH SPEED Around the world high speed Around the world

High Speed System in Americas High Speed System in Asia

More than 250km/h Edmonton in operation Qiqihaer More than 250km/h Sapporo in development Calgary Harbin Hakodate Less than 250km/h Vancouver Aomori in operation Hachinoche Jilin Seattle Akita Morioka Quebec Others Shinjo Montreal Portland Ottawa Shenyang Yamagata Minneapolis Niigata Portland Beijing Fukushima Eugene Toronto Nagano Kanazawa Buffalo Milwaukee Detroit Omiya Boston Tianjin Takasaki Tokyo Chicago Cleveland Okayama Taiyuan Dalian New York Osaka Nagoya Pittsburgh Jinan Seoul Hakata Kansas City Sacramento Cincinnati Washington St Louis Daejeon Xi’an Qingdao Nagasaki Yasushiro San Francisco Louisville Busan Tulsa Xuzhou Kagoshima Raleigh Zhengzhou Oklahomma City Little Rock Atlanta Nanjing Birmingham Los Angeles Columbia 400km / 250 miles San Diego Dallas Chengdu Shanghai Hangzhou Wuhan Austin Mobile Houston Jacksonville Ningbo New Orleans San Antonio Orlando High speed Changsha in operation Tampa Zhuzhou Fuzhou High speed Miami Taipei in development Xiamen Incremental speed Guangzhou Kaohsiung Shenzen

400km / 250 miles 400km / 250 miles

Amritsar

Tehran Qom Delhi

Isfahan Jaipur Agra Kanpur Brasilia Dhanbad Ahmedabad Kolkata Riyadh Medina Mumbai Visakhapatnam Hyderabad Campinas Jeddah Rio de Janeiro Mecca São Paulo Bangalore

Chennai Mysore

400km / 250 miles 400km / 250 miles 400km / 250 miles 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

High Speed at UIC high speed at uic

UIC High Speed Department www.uic.org/highspeed

Principal objectives Studies

> Coordinate high speed activities > High speed and the city of UIC members > High speed and territory management

> Contribute to logical development > High speed contribution to sustainable of high speed systems development > Maintenance of high speed lines Activities > Key Performance Indicator (KPI) for high speed > Updating databases: lines, rolling stock, > ... traffic, etc.

> World high speed maps Previous studies > “Benchmarking” > Reduction of travel time on classic lines and other working teams > Tilting trains > Communications and contacts > Mixed traffic on high speed lines > Website > Design of lines for speeds of 300-350 km/h > High speed brochure and other publications > Approval of new high speed lines > High speed rail compared to “low cost” competition > Infrastructure charges for high speed services in Europe > Modelling of regional traffic on high speed international lines Workshops (some examples) World Congress on High Speed > Necessities for future high speed rolling stock Daejeon City (Korea) 2009: 1st UIC World High In the past, it was called “Eurailspeed” Speed Interaction Workshop. Previous events: Lille (1992), Brussels (1995), Berlin Marrakech (Morocco) 2009: Safety and Security (1998), Madrid (2002), Milan (2005), Amsterdam requirements of High Speed Rail. (2008), Beijing (2010). Paris (France) 2010: 1st Workshop on Global Training on High Speed Systems Standards for High Speed Rail Systems. UIC members’ cooperation helps ensure that 50 or Mumbai (India) 2010: Security challenges so participants interact with around 55 speakers and High Speed development. during a week-long session (from Monday to Friday), reviewing in detail all the components of a high speed rail system. The training is aimed at decision-makers and is held every year during the month of June. 4 6 8 10 12 14 16 18 20 22 24 26 28 30 3 5 7 9 11 13 15 17 19 21 23 25 27 29

HIGH SPEED TOWARDS THE FUTURE high speed towards the future

Research & development

Future requirements for rolling stock > Aerodynamics (aerodynamic resistance, to be considered (FROM REPORT ON tunnel micro-pressure wave, flying ballast) FUTURE NECESSITIES AND REQUIREMENTS > Comfort (ride comfort, noise abatement, tilting FOR ROLLING STOCK) system, airtight structure, air conditioning, > Business and technical management issue passenger service) (development-procurement-approval- > Human factors (ergonomics, accessibility for deployment, LCC*, RAMS*, standardisation PRM*, cab design, cabin design, i.e. seating, and modularity, etc) toilet, luggage space) > Basic dimension and performance (capacity, > Technology (body and bogie structure, power loading gauge, axle load, train and car length, and braking system, on board train control and configuration of train set, compatibility with information system, new auxiliary power units, infrastructure, maximum speed, acceleration coupling system) and deceleration) * LCC = Life Cycle Cost > Safety and security (stability, crash resistance, * RAMS = Reliability, Availability, Maintenability, Safety fire safety, crosswind) * EMC = ElectroMagnetic Compatibility * LCA = Life Cycle Assessment > Environment (CO2 and energy, EMC*, noise, * PRM = People with Reduced Mobility LCA*, extreme climate)

UIC report on “Necessities for future high speed rolling stock” is available on the UIC-High Speed website: www.uic.org/highspeed 4 6 8 10 12 14 16 18 20 22 24 26 28 30

HIGH SPEED TOWARDS THE FUTURE High speed rail systems around the world

Technology for the future 2025

Today’s technology is fully competitive. > More environmentally-friendly (noise, energy efficiency) However it will not continue to be competitive - Improvements on safety, security and comfort beyond the next 20 years if we do not invest - Cross winds, typhoons and earthquake in research and development today. - detection, etc. Research and development for future high speed > New technologies (telecommunications, WI-FI, systems (infrastructure, tracks, electric power etc.) supply, signalling, rolling stock, operation and control elements, safety and security devices, etc.) In the coming years, high speed rail must take into account requirements from operators will require business customers, society, operators, etc. concepts to deal with the following: > More capacity (double deck &/or 2 + 3 instead In the coming years, of 2 + 2) high speed will make progress on: > Greater availability and maintainability of trains > Higher service speeds (RAMS) - Maximum speeds in the range of 320 - > Further reductions in costs of procurement - 360km/h and maintenance (LCC) - More availability time for infrastructure > Further reductions in fees for infrastructure use > New conception of infrastructure elements: - Ballasted or unballasted track, new fastening > More energy efficiency and less energy - systems consumption - New materials (i.e. catenary wires) > Optimisation of operating costs (i.e. during

> Standardisation and modularity of rolling stock low occupancy) V > 250 km/h in operation > New braking systems > Globalisation High speed in development > … Publication> Passenger & High Speed Department, UIC Director > Iñaki Barrón de Angoiti, Director of the Passenger and High Speed Department Coordination team > Naoto Yanase, Begoña Cabo, Isabel Guillén, Passenger and High Speed Department Hervé Aubert, Communications Department Henning Schwartz, Margrethe Sagevik, Sustainable Development Division With special thanks to UIC High Speed Plenary Committee members for their contribution

Graphic design > LUCIOLE, Paris Print > Printed by SIC. Printed with vegetable ink on Satimat Green® (60% recycled fibres, 40% virgin FSC® fibre), FSC, ISO 14001 and ISO 9001 certified paper, for the sustainable management of forests. All diagrams and graphics by UIC Photo Credits > JR-Central, RZD, FS, VR, DB AG, Korail, SNCF, Renfe, THSRC, CR, JR-Kyushu, SNCB-Group, TCDD, , THALYS, UIC, , JR-East, NTV, CAF, Bonbardier, Siemens, Amtrack, TUC RAIL. Photographers: J.-J. d’Angelo, M. Fauvelle, J.-M. Fabbro, S. Cambon, C. Recoura, D. Moinil. ISBN 978-2-7461-1887-4 Copyright deposit > November 2010 - © UIC Paris This brochure is a publication of the INTERNATIONAL UNION OF RAILWAYS (UIC) 16 rue Jean Rey • F-75015 Paris

PASSENGER AND HIGH SPEED DEPARTMENT Phone + 33 1 44 49 20 20 E-mail [email protected] www.uic.org/highspeed www.uic.org

ISBN 978-2-7461-1887-4 november 2010