High Speed Rail Some Development Principles Prof Andrew McNaughton FREng

High Speed Rail is 53 Years Old It established some key HSR characteristics New line not constrained by historic limitations Dedicated to inter-city passenger traffic – not mixed traffic railway Very high capacity Very high reliability Bringing cities “closer together” changing the way both economy and people worked

HSR is being adopted across much of the world Km

HSR technology is increasingly standardised around international technical standards

What is HSR capable of technically? Capacity A HS2 line is capable of carrying more people than two 3-lane motorways Or the equivalent of a jumbo jet a minute Reliability Typically under 1 minute delay per train – less on closed networks Speed Up to 350-380km/h today Up to c420km/h ultimately Safety No passenger life has been lost in a HS train on a HS line

There are some different approaches to HSR services Asia New “closed” systems: HS trains running only on HS infrastructure Highest capacity and reliability France Italy UK HS trains on HS infrastructure Some HS trains continuing on existing (“classic”) lines to destinations beyond the HS network Some HS short distance commuter trains eg HS1 in UK Germany Austria Switzerland Mixed HS and conventional trains , even freight, on HS lines, continuing on existing lines Low capacity reflecting limited inter city demand

Shorter distance services are commercially most successful Example of Paris – Brussels Journey time reduced from 2 ½ hours to under 1 ½ hours Trains then branch off to further places Rail share of market doubled Car share reduced by 1/3 Capacity released on conventional rail network for more freight and commuter

HSR “shrinks a country” Distance becoming defined by journey time rather than kilometres… but… HSR needs high demand to be viable Large flows between major cities are the foundation for a high speed route (60-90 minutes) Very long distance / international services are glamorous but low volume Shorter distance fast regional services can use spare route capacity

The UK example

HS2 initial network connects 8 of the 10 biggest city regions Journey times are before and after HS2 (in hours-minutes) Based on operation at up to 360km/h London to Birmingham 1-24 to 0-49 Manchester 2-08 to 1-08 Leeds 2-12 to 1-22 Birmingham to Manchester 1-34 to 0-41 Leeds 2-05 to 0-49 Note Red is HS2 new HS line Blue is through services on existing lines

Clear trend towards 3 types of HSR Highest intercity demand / 350km/h+ HS intercity trains only on HS line Very high capacity to meet demand Very high speed to maximise benefit High benefits justify high costs Mixed intercity and regional demand / 270-280km/h HSR trains on HSR line Mix of intercity and fast regional services Geography or demand doesn’t justify higher costs Less demand or difficult geography / c230-250km/h Mixed HSR and conventional trains , even freight Low capacity reflecting limited demand

Engineering System Performance WHY Are you doing it? Business Requirements Passenger Operation Concept Engineering System Performance Trains Track Control Stations Etc. Route Selection and Development

Design is a balance of capacity, service mix and reliability Journey Time Reliability Service Mix

Avoiding mixed traffic W Midlands HS at 330kph = 29 mins NW London Time Trains leaving London at 3 - 4 minute intervals

One train at 210 km/h = 5 train paths at 330 km/h Avoiding mixed traffic W Midlands HS at 330kph = 29 mins One train at 210 km/h = 5 train paths at 330 km/h Train at 210kph = 45 mins NW London Time Trains leaving London at 3 - 4 minute intervals

Similar non-stop trains follow each other closely timetabled at 3 minute intervals Distance 1 2 Time

Each stopping train reduces route capacity B C A Distance 3 4 Time By stopping, train 3 uses 3 paths

Even if it is overtaken B C A Distance 5 Time Even with an overtaking train (5), train 3 takes up 2 paths

Station location is very important

Large cities generate strong demand from city centre stations But many passengers in suburbs prefer to use easy to access stations on the city fringe

New Central Birmingham Station

HSR drives regeneration

City fringe stations have been successful if there are good local transport links

Route long list of options

Initial corridor thoughts Birmingham 6 5 4 3 2 1 London Heathrow

2011 Public Consultation – Official

2011 Public Consultation - Unofficial

HS2 - a 21st century railway: the passenger experience

Project risk reduces over time Political Financing Planning & Design Construction Commissioning Commercial Operation

Judged By Future Generations Prof Andrew McNaughton

Passenger km per kilo equivalent petrol Energy efficiency Plane Private Car Train High Speed Passenger km per kilo equivalent petrol