Kiev Seminar/Workshop on Approaching an European High Speed Rail Network Ref: INFRA Experiences with High Speed Rail in Germany Sven Andersen Senior Consultant for High Speed Rail

Kiev New Line Hannover – Würzburg I

Kiev New Line Hannover – Würzburg II Consequences from the detour route via Göttingen: difference of length = + 20 km difference of altitude = + 48 m geological difficult ground between Göttingen and Kassel with a large part of tunnels additional construction costs of 700 million DM (1975), every train Hannover – Kassel needs 13 minutes additional travel time the important goal, to achieve a travel time less 3 hours between the large cities Hamburg and Frankfurt(M) was missed

Kiev General consequences for a route study of a new line New lines strictly should be built only according to the proposals of the railway experts. Politicians may make other proposals in details. The railway experts have to check these alternative proposals according to cost and benefit of the designed High Speed Network. Politicians have to accept the decisions of railway experts concerning details.

Kiev Problems with different speed on a line I Consequences for building: Fast trains need large radius of curvature and can accept a steeper gradient in short sections, if an incline overcome by forward impetus is possible Slow trains absolutely need railway tracks with a low gradient. They can accept a smaller radius of curvature due to their lower speed. The different criteria of new line construction raise the costs especially in a hilly area

Kiev Problems with different speed on a line II Consequences for operation: The greater the speed difference the lower the use to capacity of the line. Beyond a speed difference of 100 km/h a new line should be built according only to the standards of the fast train category. A new line only for High Speed Trains generally causes additional capacity for slower trains on the parallel classic line by switching over the faster trains from the classic line to the High Speed Line.

Kiev Consequences of a great speed difference on a line

Kiev Development of a High Speed Network I

Kiev Development of a High Speed Network II Only one speed level should be chosen. Development of the High Speed Network from one point with constant extending of the High Speed section.

Kiev Development of a High Speed Network III

Kiev Development of a High Speed Network IV High Speed Stations, in which only one part of the High Speed Trains is expected to make a stop, should restrictive be handled. No High Speed Station should be placed in the busiest section of the new line or else all trains must call at this station The higher the line speed the larger the average distance of High Speed Stations on a new line should be designed. The average distance of stations must allow a sufficient size of efficiency (= commercial speed divided by the maximum speed of the EMU)

Kiev Departure from gradient rule I

Kiev Departure from gradient rule II

Kiev Gradient of a new line Only little construction costs can be saved by choosing a steeper gradient, but a steeper gradient in short sections reduces the practical use disproportionately and increases the operating costs of the line.

Kiev Departure from gradient rule III

Kiev Gradient rules for High Speed Lines A maximum gradient of 35 ‰ is allowed, if the length of the line doesn‘t exceed 6000 m (EU). The average gradient of a m section of a line is allowed to be at most 25 ‰ (EU). Maximum gradient 20 ‰ (China).

Kiev Seminar/Workshop on Approaching an European High Speed Rail Network Ref: INFRA Thank you for your kind attention! Author: Dipl.-Ing. (RWTH) Sven Andersen Senior Consultant for High speed Rail Liliencronstraße 34 D Düsseldorf