R:\5645\2010\10142407 - Rail Specific Planning and Development Analysis for highspeed Railway Assessment\7_Leverans\Final report 2011-02-18\Front page Appendix 6 - Report Experiences from other countries_2011-02-18.docx Mall: Memo.dot ver 1.0 REP APP Rail High- Matthe London, Expe

S S w w O E O E r r s s iences f pecific Savastano 18 Februar peed R peed NDIX RT 6 P y a rom oth 2011 2011

lanning ilway A A e e ssessm andDe r count v v e e r ries elopm nt, pha

e s s nt Anal e 2,No y y r r sis way way www.ws Reg. offi Corpora WSP Sv Fax: +4 Phone: Visitors: 121 88 WSP C S 6 S 6 + + t t p p e c i e c A e identity no.:55 8688 69 10 tockholm-Globen 46 8688 60 00 vils group.se e: Stockholm e: rige AB renavägen 7 6

057-4880 NORWAY HIGH SPEED RAILWAY ASSESSMENT PHASE 2

Report on Rail Specific Planning and Development Analysis Subject 3 – Station Design Appendix 6 - Experience from Other Countries

Table of Contents 1. INTRODUCTION ...... 4 2. CONSIDERATIONS FOR STATION PROVISION ...... 4 2.1 General ...... 4 2.2 Passenger demand and system capacity ...... 4 2.3 Operations, configuration and speed ...... 5 2.3.1 Distance between stations ...... 5 2.3.2 Interface with other existing systems ...... 5 2.3.3 Land Availability ...... 5 2.4 Intermodal integration ...... 5 2.5 Development opportunities ...... 6 2.6 Infrastructure costs ...... 6 3. QUESTIONNAIRE ...... 7 3.1 Introduction ...... 7 3.2 High speed characteristics systems assessed ...... 8 4. ANALYSIS OF RESPONSES ...... 8 4.1 General ...... 8 4.2 Physical Aspects of Rail System ...... 8 4.3 Operational characteristics ...... 9 4.4 Criteria for Intermediate Station Location ...... 9 4.5 Building a market around the station ...... 10 4.6 Effects of intermediate stations on high speed lines ...... 11 4.7 Station track and platform design ...... 11 4.8 Financing arrangements ...... 11 4.9 Location of stations in city centres ...... 11 4.9.1 Advantages ...... 11 4.9.2 Disadvantages ...... 11 4.10 Location of stations in city outskirts ...... 12 Final Report Rail Specific Planning and Development – Appendix 6 – Experience from Other Countries – 18 February 2011 4.10.1 Advantages ...... 12 4.10.2 Disadvantages ...... 12 4.11 Terminus station design ...... 12 4.12 Intermediate station design ...... 12 4.13 Safety aspects of intermediate stations ...... 12 5. OVERVIEW OF INTERNATIONAL EXPERIENCE ...... 13 5.1 Station Spacing and Location ...... 13 5.1.1 Belgium ...... 13 5.1.2 ...... 15 5.1.3 France ...... 25 5.1.4 Germany ...... 26 5.1.5 Japan ...... 27 5.1.6 The ...... 29 5.1.7 Spain ...... 30 5.1.8 ...... 32 5.1.9 United Kingdom ...... 33 5.2 Average speed ...... 35 5.2.1 France ...... 35 5.2.2 Germany ...... 36 5.2.3 Japan ...... 37 5.2.4 Sweden ...... 39 5.3 Passenger numbers ...... 39 5.4 Comparison between city centre and parkway stations ...... 40 5.4.1 City Centre Stations ...... 40 5.4.2 Parkway Stations ...... 40 5.5 Effect of stations on high speed lines ...... 42 5.6 Construction costs ...... 42 5.7 Regional development opportunities ...... 43 5.7.1 Centraal ...... 43 5.7.2 Liège-Guillemins TGV ...... 43 5.7.3 Limburg and Montabaur ...... 44 5.8 Funding arrangements ...... 45 6. SUMMARY AND RECOMMENDATIONS ...... 46 6.1 Summary ...... 46

Final Report Rail Specific Planning and Development – Appendix 6 – Experience from Other Countries – 18 February 2011 6.1.1 Questionnaire ...... 46 6.1.2 Physical aspects ...... 46 6.1.3 Operational aspects ...... 46 6.1.4 Station design ...... 47 6.1.5 Station through speed ...... 47 6.1.6 Financing ...... 47 6.1.7 Market and development ...... 47 6.1.8 Criteria for Intermediate Station Location ...... 47 6.1.9 Effects of intermediate stations on high speed lines ...... 47 6.1.10 Location of stations in city centres ...... 48 6.1.11 Location of stations in city outskirts ...... 48 6.1.12 Safety aspects of intermediate stations...... 48 6.2 Recommendations ...... 48 APPENDICES ...... 50 APPENDIX A1 QUESTIONNAIRE RESPONSES ...... 51 APPENDIX A2 LIST OF RAILWAY AUTHORITIES ...... 114 APPENDIX A3 LIST OF HIGH SPEED LINES IN THE WORLD ...... 116 APPENDIX A4 LIST OF REFERENCES...... 117

Final Report Rail Specific Planning and Development – Appendix 6 – Experience from Other Countries – 18 February 2011 1. INTRODUCTION

The assessment of experience from other countries with stations on high speed lines has been a desk-top study of data and reports on this subject, much of which has been written in the last 15 years. In order to provide updated data from which to draw our conclusions we have compiled a short questionnaire which has been sent to Railway Authorities with existing high speed rail experience in order to obtain information and opinions regarding the reasoning for the location of stations on high speed lines. The assessment has been broken down into the following tasks:  Determination of considerations for station provision  Production of questionnaire  Analysis of responses to questionnaire  Desk top study of international experience  Production of summary infrastructure and operational costs This Interim Report takes into account these themes and, taking account of the responses to the questionnaire, will become part of the overall Final Report relating to the analysis of the planning and development of High Speed Rail in Norway.

2. CONSIDERATIONS FOR STATION PROVISION

2.1 General There are numerous considerations to be taken account of when determining the provision and location of stations on high speed lines. These can be grouped into a number of key criteria as follows:  Passenger Demand and System Capacity  Operations, Configurations and Speed  Intermodal Integration  Development Opportunities  Infrastructure Costs  Operational Costs The following is a brief synopsis of these criteria. 2.2 Passenger demand and system capacity In order determine the requirements for stations on high speed lines it is important to understand the present and future demand and relate this to the design capacity (i.e. the number of stations, configuration and speed). High speed railways provide very high passenger capacity with trains being able to run at over 250km/h every 5 minutes. Train sets of 400m length in can accommodate between 800 and 1000 passengers. The trains in Japan accommodate approximately 1500 passengers. For high speed rail systems to realise the maximum benefits of investment there must be a large demand for journeys over a particular route. By providing additional lines for high speed rail services it is also possible to increase capacity, especially on existing lines for freight and different classes of passenger trains. This was one of the major justifications for the construction of the Japanese Shinkansen, French TGV and Italian Diritessima lines. The economic viability of a high-speed rail route is dependent on there being sufficient demand to use a significant proportion of the available capacity. Research figures suggest that the benefits of, and market for, high speed rail are greatest for journeys of 300-550km and that high speed rail may offer benefits for slightly shorter journeys if the stations it serves are as well located as the conventional rail stations. High speed rail services require high demand numbers to be commercially attractive. Therefore, high speed rail services will mainly be between major city centres with fewer stops at smaller towns. Cities with densely populated centres of employment are more attracted to high speed services, as opposed to large towns which are more spread out in nature with a less defined centre.

Final Report Rail Specific Planning and Development – Appendix 6 – Experience from Other Countries – 18 February 2011 High