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High-Speed Rail) Systems J. Mod. Transport. (2016) 24(1):1–21 DOI 10.1007/s40534-015-0094-y A multidimensional examination of performances of HSR (High-Speed Rail) systems Milan Janic´1 Received: 13 October 2015 / Revised: 19 December 2015 / Accepted: 22 December 2015 / Published online: 5 February 2016 Ó The Author(s) 2016. This article is published with open access at Springerlink.com Abstract This paper deals with a multidimensional 1 Introduction examination of the infrastructural, technical/technological, operational, economic, social, and environmental perfor- The high-speed rail (HSR) systems as the rather innovative mances of high-speed rail (HSR) systems, including their systems within the railway transport mode, particularly as overview, analysis of some real-life cases, and limited compared to its conventional (rail) passenger counterpart, (analytical) modeling. The infrastructural performances have been developing worldwide (Europe, Far East-Asia, reflect design and geometrical characteristics of the HSR and United States of America (USA)). Despite the common lines and stations. The technical/technological perfor- name, different definitions of these systems have been used mances relate to the characteristics of rolling stock, i.e., as follows: high-speed trains, and supportive facilities and equipment, • Japan The HSR system called ‘Shinkansen’ (i.e., ‘new i.e., the power supply, signaling, and traffic control and trunk line’) is defined as the main line along almost its management system(s). The operational performances entire length (i.e., route) where trains can run at the include the capacity and productivity of HSR lines and speed of at least and above 200 km/h. The ‘Shinkansen’ rolling stock, and quality of services. The economic per- system’s network has been built with the specific formances refer to the HSR systems’ costs, revenues, and technical standards (i.e., dedicated tracks without the their relationship. The social performances relate to the level crossings and the standardized and special loading impacts of HSR systems on the society such as congestion, gauge). This HSR system represents a part of the noise, and safety, and their externalities, and the effects in overall Japanese Shinkansen transportation system [1]. terms of contribution to the local and global/country social- • Europe The definition of HSR system includes (a) in- economic development. Finally, the environmental per- frastructure, (b) rolling stock, and (c) compatibility of formances of the HSR systems reflect their energy con- the infrastructure and rolling stock [2]. sumption and related emissions of green house gases, land use, and corresponding externalities. – Infrastructure Infrastructure of the trans-European HSR system is considered a part of the Trans- Keywords HSR (high-speed rail) systems Á Performances Á European rail transport system/network. It is spe- Multidimensional examination Á Overview Á Analysis Á cially built and/or upgraded for the high-speed (HS) Modeling travel. This may include connecting lines and junctions of the new lines upgraded for the HS, and the stations located on them, where the train & Milan Janic´ speeds must take into account the local conditions. [email protected] The HSR lines include those specially built for the speeds equal to or greater than 250 km/h (Category 1 Faculty of Civil Engineering and Geosciences, Department of I), those specially upgraded for the speeds of the Transport & Planning, Delft University of Technology, Stevinweg 1, 2628 CN Delft, P.O. Box 5048, 2600, GA, order of 200 km/h (Category II), and those Delft, The Netherlands upgraded with the particular features resulting from 123 2 M. Janic the topographical relief or the town-planning con- Sect. 8 environmental performances. The last section straints (Category III). Therefore, the Category I summarizes some conclusions. lines are exclusively considered as the real HSR lines. – Rolling stock The HS trains are designed to 2 A concept of performances of HSR systems guarantee safe and uninterrupted travel at the speed of at least 250 and 300 km/h under the appropriate The performances of transport systems can be defined as circumstances on the Category I lines, about their ability to fulfill the needs and expectations of par- 200 km/h on the specially upgraded Category II ticular actors/stakeholders involved, which are usually lines, and at the highest possible speed on the other users/passengers, rail operators, and the third parties. For Category III lines. the HSR systems, these performances can generally be – Compatibility of the infrastructure and rolling stock classified as infrastructural, technical/technological, oper- The HS trains are designed to be fully compatible ational, economic, social, and environmental [6]. with the characteristics of infrastructure, and vice • Infrastructural and technical/technological perfor- versa, which influences the performances in terms mances imply the system’s physical, constructive, of safety, quality, and cost of services. technological, and technical characteristics of infras- • China According to Order No. 34, 2013 from China’s tructure, vehicles, i.e., HS trains, and supporting Ministry of Railways, the HSR system refers to the facilities and equipment, i.e., the power supply, signal- newly built passenger-dedicated lines with (actual or ing, and traffic control/management system(s); reserved) speed equal and/or greater than 250 km/h. Its • Operational performances reflect the system’s capabil- specific acronym is China railway high-speed (CRH). ities to serve the specified volumes of user/passenger In addition, a number of new 200 km/h express demand under given conditions; passenger and 200 km/h mixed (passenger and freight) • Economic performances express the costs and rev- lines have been building as the components of the enues, the latter based on the charges (prices) to country’s entire HSR network [3]. users/passengers, and their relationship(s); and • USA (United States of America) The HSR system is • Social and environmental performances reflect the defined as that providing the frequent express services scale of the system’s effects and impacts on the society between the major population centers on the distances and environment, the later usually expressed in the from 200 to 600 mile (mi) with a few intermediate monetary terms as the external costs, i.e., externalities, stops, at the speeds of at least 150 mph (mi/h) on the if internalized by the related policies. completely grade-separated, dedicated rights-of way The above-mentioned performances of the HSR systems lines (1 mi = 1.609 km). It is also considered as the are frequently considered individually although being system providing regional, relatively frequent services inherently dependent and influential on each other as operated at the speeds from 110 to 150 mph between shown in Fig. 1. the major and moderate population centers on the As can be seen, according to the ‘top-down’ approach, distances between 100 and 500 miles with some the infrastructural performances directly influence the intermediate stops, grade separated with some dedi- technical/technological performances, thus causing their cated and shared tracks using the positive train control mutual influence as well as the influence between them and technology [4, 5]. In both cases, the HSR system has all other performances. According to the ‘bottom-up’ been expected to relieve congestion at the highways approach, the social/policy performances can directly and airports, in the latter case particularly by competing influence the infrastructural and technical/technological with the short- to medium-haul airline flights. performances, thus creating the mutual influence of these This paper deals with a multidimensional examination and all other performances. of the infrastructural, technical/technological, operational, economic, social, and environmental performances of the above-mentioned HSR systems by providing their over- 3 Infrastructural performances of HSR systems view, analysis, and limited (analytical) modeling. In addi- tion to the introductory section, this paper consists of eight The infrastructure of HSR systems consists of lines with other sections. Section 2 introduces the concept of per- the rail tracks connecting the stations/stops along them and formances of the HSR system(s). Section 3 analyzes the the end stations/terminuses, both considered exclusively as systems’ infrastructural, Sect. 4 technical/technological, the above-mentioned Category I of the HSR lines. The Sect. 5 operational, Sect. 6 economic, Sect. 7 social, and lines and stations constitute the HSR network spreading 123 J. Mod. Transport. (2016) 24(1):1–21 A multidimensional examination of performances of HSR (High-Speed Rail) systems 3 lines with long segments of tunnels and/or bridges such as Technical/ 1 technological those in Japan. In addition, they have been expected to increase the capacity of HSR lines, operating speed, reduce Infrastructural the maintenance costs through reducing the frequency of maintenance operations, and consequently increase the Operational level of safety. 3.2 Stations Economic The HSR stations mainly characterized by location and design enable facilitation of the HSR system with its Environmental users/passengers. The main aspect of location as the nodes Social of corresponding HSR network is their number along particular lines. Then, it is their micro-location in urban Bottom-up Top-down areas/cities and often at airports, which should enable safe, Fig. 1 A potential relationship
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