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 trains 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 Shinkansen (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 train service from Tokyo to Osaka require “train sets” instead of conventional be able to sustain high operational speeds. trains (locomotive 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 - France 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 n Regional train Bus Private car plane Rapid trai 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 efficiency Passenger-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 > Paris - Lyon (1981 - 1983) 60km (14%) n > Paris - Lille (1993) 135km (41%) Regional train Bus Private car > Cologne - Frankfurt (2002) 140km (71%) plane Rapid trai 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. 4 14 17 0 20 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 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.