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1/46 I.Barrón – High Speed Rail and Low Cost Air Intermodality – Workshop EUI – Florence, 3 March 2014
High Speed Rail and Low Cost Air Intermodality
EUI workshop Florence, 3 March 2014
Iñaki Barrón de Angoiti Director of the Passengers and High Speed Department Coordinator Latin American Region, UIC
2/46 I.Barrón – High Speed Rail and Low Cost Air Intermodality – Workshop EUI – Florence, 3 March 2014
The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
Agenda
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The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
4/46 I.Barrón – High Speed Rail and Low Cost Air Intermodality – Workshop EUI – Florence, 3 March 2014
The UIC is a professional organisation
serving the needs of rail transport
through international cooperation at the
global level
What’s the UIC?
Since 1922
240 members on all continents
Members are:
Railways
Rail operators
Infrastructure managers
Railway service providers
Public transport companies
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UIC Mission
Promoting the development of rail transport
at world level,
in order to meet challenges
of mobility and sustainable development
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Members Active Associate Affiliate www.uic.org
UIC in 2014
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8/46 I.Barrón – High Speed Rail and Low Cost Air Intermodality – Workshop EUI – Florence, 3 March 2014
Working group in activity since 1995
Studies on strategic issues
www.uic.org/highspeed
Activities:
- Benchmarking & data bases
- System analyses & researches
- Technical workshops
- Training programs
- World Congress on High Speed
High Speed:
- Systems in operation
- Future developments
UIC – Intercity & High Speed
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UIC – Intercity & High Speed
High speed reports. Recent examples:
• High speed and the City (I & II)
• High speed handbook
• High speed contribution to sustainable mobility
• Optimal speed on high speed systems
• Infrastructure cost for Intercity & HS services
• Etc.
Full Library of studies & reports available online:
www.uic.org/highspeed
Tourist OPportunities on Rail Transport (TOPRAIL)
New activity to explore and promote the potential of traffic on rail for
leisure: High Speed, seasonal, charter, safety on vintage trains, cruise
trains,… New chairmanship (Catalonian Railways)
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THSS Basic
One week (5 days) Training Seminar, in which all the elements involved in a
high speed system are analysed.
10th edition - June 2014, Paris
Training on High Speed Systems
THSS Advanced
One week (5 days) Training Seminar, focused on strategic aspects in a high
speed system: traffic forecasting, station policy, environment, financing, etc.
Practical cases discussion.
Technical visits
2nd edition - March 2014, Spain
www.uic.org/highspeed
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July 2015 in Tokyo, Japan
Organized by the UIC & East Japan Rail
World Congress on HS Rail WCHS
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The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
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> Self-guided
> Low deformation and
low friction between wheel and rail
(“Surprising”)
Basic principles of Railways
(“300 - 15 - 3”)
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1 t
1 t
1 t
300 kg
15 kg
3 kg
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0
20
40
60
80
100
120
140
160
180 170
106
90
52,5
HST Fast
train
Commuter
train
Regional
train
54,1
39
20
Bus P. car Plane
Traffic units carried (number of passengers * km) for
one unit of energy (kilo-equivalent of petrol, kep)
(1 kWh = 0,086 kep)
Source: SNCF, ADEME, 1997
Rail Others
Tra
ffic
units
Energy efficiency comparison
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> Advantages: High Capacity of transport
Power (few energy, origin)
Respect for the environment
Easy automation. Safety
> Disadvantages: Limits in layout: gradients
Traction and breaking: capacity and distances
One degree of liberty: few alternatives
Advantages and disadvantages
17/46 I.Barrón – High Speed Rail and Low Cost Air Intermodality – Workshop EUI – Florence, 3 March 2014
> Advantages: High Capacity of transport
Power (few energy, origin)
Respect for the environment
Easy automation. Safety
> Disadvantages: Limits in layout: gradients
Traction and breaking: capacity and distances
One degree of liberty: few alternatives
Advantages and disadvantages
Railways = CAPACITY + sustainability
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48
20
35
87
0
50
150
200
Private car Bus Rail Air
Source: INFRAS/IWW 3/2000
█ Upstream process
(energy production,
disposal waste,
etc.)
█ Impact on urban
sprawl
█ Landscape
█ Climate change
█ Air pollution
█ Noise
█ Accidents
100
External costs = Part of the ticket paid by society
External costs (average)
Magnitude of external costs in a medium-distance corridor, non-rush hour and without considering congestion (€ per 1000 passenger km)
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A very complex system, comprised by the state of the art
of:
- Infrastructure - Station emplacement
- Rolling stock - Operations rules
- Signalling systems - Marketing
- Maintenance systems - Financing
- Management - Legal issues
- …
Considering all of them is fundamental
High speed is a system
Understanding high speed rail 1
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High Speed is a system
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• Many different commercial concepts of high speed
(including services to customers, marketing, etc.)
• Many different types of operations
(maximum speed, stops, etc.)
• Different ways to operate classic trains
(in particular, the impact on freight traffic)
• Capacity and cost vary in each case
High speed is not unique
Understanding high speed rail 2
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World network (V > 250 km):
21 472 km of lines in operation
13 964 km of lines under construction
16 347 km of lines planned
November 2013
High speed world network
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0
5000
10000
15000
20000
25000
30000
35000
40000
45000
19
64
19
67
19
70
19
73
19
76
19
79
19
82
19
85
19
88
19
91
19
94
19
97
20
00
20
03
20
06
20
09
20
12
20
15
20
18
20
21
20
24
km
Evolution of the world HS network
km
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2014
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2025
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• 1.28 Billion passengers per year in HS trains
→ 600 Million in China
→ 300 Million in Japan
→ 130 Million in France
→ 250 Million in the rest of the world
• 15 Billion passengers have already travelled in HS trains
Twice the population of the Earth
High Speed traffic volume
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Ro
ma
-Bo
log
na
, 3
58
km
Pa
ris-L
on
do
n, 4
94
km
Pa
ris-L
yo
n, 4
30
km
Pa
ris-B
ruxe
lle
s, 3
10
km
0
25
50
75
100
1 1,5 2 2,5 3 3,5 4 4,5 5
Madrid-Sevilla, 471 km
Tokyo-Osaka, 515 km
Stockholm-Goteborg, 455 km
Paris-Amsterdam, 450 km
Roma-Milano, 560 km
Modal split HS train vs Aviation
(distances between 300 and 600 km)
% HS Rail
% Aviation
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The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
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Generalities on Railways – Resume
(High Speed) Railways = CAPACITY
High Speed (Railways) are systems
All (HS) Railways are equal but different
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Big passengers transportation
(urban and suburban trains)
Big cargo transports on long distances
High speed
Monorails, magnetic trains, pneumatic trains:
cannot compete
Most adequate domains for railways
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Number of trains
Stability (“Impact of 1 minute delay of one train on other trains”)
Different types of trains
Speed
L1
L2
L4
L3
UIC Leaflet 406 L1 + L2 + L3 + L4 = Constant
Balancing capacity
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Capacity
European HST Shinkansen
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3,360 mm
1,435 mm
(3,400 mm)
1,435 mm
(3,150 mm)
2,904 mm (TGV-POS)
Capacity
European loading gauge Shinkansen loading gauge
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The railway is the only transportation mode that has not
grown in size in recent 50 years:
Evolution of sizes
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The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
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City C (h million inhabitants)
v million passeng./year
High speed railways in the city
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v1
v2 v3
v = v1 + v2 + v3
v million passeng./year
City C (h million inhabitants)
High speed railways in the city
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Rail
high capacity
Intermodality rail / air – main challenges
Balance between traffic volumes
Frequencies and seasonality
Balance between types of traffic by rail: Passengers: going to to city or hub
Staff
Other
Air
low capacity
Trains HS,
IC, Regio,
Commuters
Long range
Air shuttle
Regional
Traffic volume
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Rail
“style” of travel
Intermodality rail / air – main challenges
Fare policy
Ticketing, reservation, boarding pass
Companies/Alliances: transfer conditions
Security conditions
Baggage: type, sizes, operation
Air
“style” of travel
Commercial
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Rail
logistics operator
Intermodality rail / air – main challenges
Boarding gates / platforms
Distance to walk and times
Boarding procedures
Accessibility conditions
Regularity (expected & actual)
Air
logistics operator
Conditions
for connexion
Operations
(Train to plane)
(Plane to train)
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Rail
train station
Intermodality rail / air – main challenges
Design
Functionality
Business opportunities
Accessibility
Other intermodalities
Air
airport- terminals
Governance
Conception
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Airports connected to long distance rail
Europe
Paris CDG
Lyon Sat.
Frankfurt
Cologne
Zurich
Geneva
Amsterdam
Brussels
Copenhague
Stockholm Arlanda
Oslo Gardermoen
Birmingham
Other Regions
Newark NJ
Baltimore (BWI)
Shanghai Hongqiao
Shanghai Pudong (Maglev)
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The UIC
Railways principles
Capacity
Intermodality
Concluding remarks
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• Railways are highly beneficial transport system
for society
• Railways provides capacity and sustainability
• Railways are complex system
• Transport conception is not unique and it must be
adapted to each case
• Capabilities of each transport mode must be
optimised
• All different transport modes should not necessarily
compete but should be complementary
Conclusion
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Complement and not compete
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Thank you for your kind attention
Iñaki Barrón de Angoiti
Director of the Passengers and High Speed Department, UIC
www.uic.org
www.uic.org/highspeed
