1. High Speed Rail routing based on the French/Spanish, German, Japanese, and Chinese patterns Boguslaw Jankowski Society for Transport Integration, Poland bajankow@gmail.combajankow@gmail.com TIT@LDI.plTIT@LDI.pl 1 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407 Kyiv, Ukraine, 19-20 May 2011 ––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––– –

2. What is High Speed Rail? 2 High Speed Rail as defined by UIC comprises (new) dedicated lines of V min =250 (old) upgraded lines of V min =200 In some countries, HSR lines make up a separate network (Japan – not interoperable). Elsewhere, HS trains operate also on conventional tracks (France, Spain). In Germany, there are only a few new HS lines interconnected by upgraded lines. 2 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

3. The essence of High Speed R ail HSR is for moving people (and light goods) quickly over medium distances, at little harm to environment. Medium distance: 150–1000 km, and by night up to 2500 km. The Chinese are pioneers in overnight trips by HS rail: 1500 km Beijing-Shanghai in 10 hrs (at Vmax=200). 16-car trains with 600–630 berths for Vmax=250. With operating speeds >300 km/h, a night train can cover more than 2500 km in 10 hours. 3 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

4. Towards a pan-European HSR network To operate HSR on distances above 1000 km, we need an interoperable, cross-border network. The final goal is a pan-European HSR network tied up with the Asian and African networks. The Technical Standards of Interoperability (TSI), set up by the Europ. Union, should be adopted world-wide, to ensure intercontinental trips by High Speed Rail (as planned by China). 4 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

5. The standards of HSR routing The norms of HS rout(e)ing, or route charting, derive from the experience of the past 46 years. The basic variable of a HS line is its design speed, which is usually also its maximum speed. For simplicity, we assume an operational speed of 300 km/h. To make up for delays, the maximum speed for the line must be 320–350. This gives a timetable (scheduled) speed of 250–275 km/h. 5 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

6. The topography of High Speed R ail The relief of the terrain may require extreme inclines (gradients), like 35 ‰ for Paris - Lyon, or 40‰ for Köln – Frankfurt. The ‘norm’ is 12–20‰. Mixed HS lines (passeng. & freight) may not exceed 12‰. In flat terrain it can be just 6‰, as on CMK in Poland. Greater gradients can be avoided with tunnels and tighter curves – at the expense of speed. In hilly terrain the tracks are laid in deep cuttings (trenches) which often alternate with viaducts. 6 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

7. Curvature of High Speed lines The curve radius determines the operating speed of a line. For V max =350 the radius should be 6500 m. Tighter curves require either more cant or tilting trains. Cant is the transverse incline of the trackbed, expressed in millimetres of superelevation of the outer over the inner rail. Passenger lines have a cant of 120 to 180 mm. On freight and mixed lines, cant is mostly below 120 mm. Tilting trains can take tighter curves but are essentially less stable and more expensive than ordinary HS trains. ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

8. High Speed Rail and demography Population density determines the distance between stations along a line. The world’s first HS line, Tokaido in Japan (1964), runs through a densely populated coastal area and has stations spaced at 16–55 km. The ‘slow’ trains which stop at each station cannot reach full speed from station to station. To avoid collision with other traffic, Tokaido was built mostly on viaducts, without proper sound barriers. 8 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

9. Population density in Japan 9 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

10. Track alignment and stations Tokaido is the only twin-track route used by three types of HS trains: Kodamas stop at each of the 15 stations between Tokyo and Osaka, Hikaris have 4–6 stops, and Nozomis stop only in Nagoya and Kyoto. Stations have side-track platforms for the stopping trains. During a 3-min stop of the ‘slow’ train, one through-train is passing the station at full speed. A 6-min stop allows two trains to overtake the ‘slow’ train. This can be traced in a graphic timetable → 10 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

11. 11 Tokaido graphic timetable Tokyo - Osaka 8–11 a.m. Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407 Kiev, UA, 19.05.2011

12. Nagoya, departures for Osaka (the time is 10:30) 12 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

13. Acceleration and deceleration Train acceleration (speeding up) depends on the power of the train engine(s) and train weight, and braking (slowing) depends on the quality of brakes and on train weight. [Example below: Beijing - Tianjin train tachometrics] 13 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

14. How to slow down HS trains The shortcomings of the German HS network will be discussed by Sven Andersen tomorrow. Already the first HS line, north–south, was built (in 1991) to serve medium-sized cities at the expense of the scheduled (timetable) speed (V = 164 km/h). On the 327 km between Hannover and Würzburg all trains run through (and stop at) three stations: Göttingen, Kassel and Fulda. The ICEs make 327 km in 2 hours; Paris - Marseilles TGVs make 750 km in 3 h. 14 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

15. 15 1st German HS line as planned in 1975 → (from S. Andersen’s Experiences …) Approaching a European HSR Network TAIEX workshop INFRA 43407 Kyiv, UA, 19.05.2011 as built in 1991

16. High Speed Lines in Germany (from S. Andersen’s Experiences …) 16 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407 Kiev, UA, 19.05.2011

17. The need for a coherent network From among the five dedicated HS lines in Germany, only two are operated at 300 km/h. As a result, the scheduled speed of ICEs does not exceed 170 km/h, in contrast to the 250 km/h on the Paris-Marseilles route. The German patchwork of HS lines makes a strong case for a coherent HSR network based on a skeleton of dedicated lines, with few intermediate stops. 17 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

18. How to service cities … while going by the fundamental rule: the fewer the stops, the higher the scheduled (commercial) speed and hence the shorter the travel time ? The answer is: all trains stop only in the biggest cities (conurbations) – and at big airports. Other cities are served by some trains, but bypassed by other, non-stop trains. Two examples from France: Lyon and Avignion → 18 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

19. Two city bypasses in France Lyon Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011 Avignion

20. China’s High Speed lines The 1st HS line at 350 km/h opened for the Beijing Olympics in 2008 (B. - Tianjin, 115 km in 30 minutes). The 2nd HS at 350 km/h, Wuhan - Guangzhou (1000 km in 3 hours) opened on 26 December 2009. The 3rd HS line at 350 km/h, Xi’an - Zhengzhou (505 km in 110 min) opened on 6 February 2010. In May 2011 China has over 2000 km for 350-km/h. By the end of 2011, at least 3000 km will be added. 20 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

21. China’s High Speed network in 2011 21 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011 My 5-day tour in Dec. 2010

22. China: HSR bypassing all cities China has the fastest HS lines – up to 350 km/h. Beijing – Shanghai was built for Vmax=380 (1300 km in 4 hrs). Right now, all CHRs will slow down to just 300 km/h. Still, the main HS lines are routed past all cities, incl. cities of 10 million. The north-south Beijing - Hong Kong HS line (2250 km) goes past Shijiazhuang, Zhengzhou, Wuhan and Guangzhou (Canton), the capital of South China. It is to be completed in 2011. 22 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

23. Zhengzhou, east : north-south HSR under construction 23 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

24. Wuhan, east : north-south HSR in operation 24 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

25. Wuhan HSR station 25 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

26. Guangzhou South HSR station 26 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

27. Zhengzhou, south-east: southern bypass under constr. 27 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

28. Xi’an, west: northern bypass under construction 28 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

29. Conclusion: separation is a plus The performance of HSR depends on the degree of its separation from the ‘old’ network. Japan’s HSR is totally isolated (the old lines are narrow-gauge!). So it is operated with amazing precision (punctual, safe). China seems to follow this example, but can achieve higher speeds thanks to city bypasses. Germany has only short segments of genuine HSR. France and Spain have a mixture of the two systems. 29 ––––––––––––––––––––––––––––––––––––––––––––––––––– Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407, Kyiv, Ukraine, 19-20 May 2011

30. High Speed Rail routing based on the French/Spanish, German, Japanese, and Chinese patterns Boguslaw Jankowski Vice-President, Society for Transport Integration, Poland Postal address: Raclawicka 131/46. PL 02-117 Warszawa bajankow@gmail.combajankow@gmail.com www.airport-on-rails.org TIT@LDI.plwww.airport-on-rails.orgTIT@LDI.pl 30 Approaching a European High Speed Rail Network TAIEX workshop INFRA 43407 Kyiv, Ukraine, 19-20 May 2011 ––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––– –