Basic Operating Principles

12th Training on High Speed Systems

UIC – Paris, 27th April 2016

William SUGRUE
High Speed Rail Consultant, DB engineering & Consulting, Germany
 Basic Operational Principles

• General Aspects
• Operation Planning
• Operation Concepts

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 2/42
DAY April 2016
 General Aspects
Acceleration of HS Trains at Different Gradients

330 km/h

300 km/h

24 km
200 km/h

100 km/h

0 10 km 20 km 30 km

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 3/42
DAY April 2016
 General Aspects
HS Trains and Conventional Trains
200 km/h
t [min]
Paris

A train at 200 km/h eliminates

7 train paths at 300 km/h

ca. 200 km

Tours
Train paths eliminated by slower train, no bypass loop
Source: José Estrada, adif, UIC 2005

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 4/42
DAY April 2016
 General Aspects
Braking Distances, Train Distances and Headways

Speed (km/h) Braking distance (km)

at unfavorable conditions
200 1.940
250 3.130
300 4.690
330 5.840

Speed/ headways Distance of trains (km)

240 km/h - 5 min 20
300 km/h - 5 min 25
330 km/h - 3 min 15

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 5/42
DAY April 2016
 Basic Operational Principles

• General Aspects
• Operation Planning
• Operation Concepts

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 6/42
DAY April 2016
 Operation Planning

High Speed Network

in Germany 2017

HSL Cologne-Frankfurt

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 7/42
DAY April 2016
 Operation Planning

Cologne

Running train on a
Regular Interval Timetable Francfort

Mainz

Mannheim

Stuttgart

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 8/42
DAY April 2016
 Operation Planning

Cologne

Running train on a
Regular Interval Timetable Francfort
Wiesbaden

Mainz

Mannheim

Stuttgart

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 9/42
DAY April 2016
 Operation Planning

1 2
Turnaround Plan 3

4 ICE EMUs in daily operation

1 spare (maximum)

430.000 km per trainset

per year, including time needed for
maintenance

Cologne ← 350 km → Stuttgart

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 10/42
DAY April 2016
 Operation Planning
Effect of a conflict

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 11/42
DAY April 2016
 Operation Planning

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 12/42
DAY April 2016
 Operation Planning
Removing conflicts – increasing capacity

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 13/42
DAY April 2016
 Operation Planning

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 14/42
DAY April 2016
 Operation Planning
Effect of a Maintenance Site with Different Speed Reductions

← 7 km → 1.5 km (maintenance site)

Speed (km/h) → ← Time loss 1.2 minutes

← 25 km →
300

220 km/h
220 Time loss
4 minutes

160

100

29 km

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 15/42
DAY April 2016
 Basic Operational Principles

• General Aspects
• Operation Planning
• Operation Concepts

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 16/42
DAY April 2016
 Operation Concepts

a) Dedicated passenger lines – uniform operation pattern

b) Dedicated passenger lines – different stopping patterns

c) Dedicated passenger lines – different train types and speeds

d) Mixed passenger and freight lines

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 17/42
DAY April 2016
 Operation Concepts
a) Dedicated passenger lines – uniform operation pattern

Sources: ThyssenKrupp / Wikipedia

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 18/42
DAY April 2016
 Operation Concepts
b) Dedicated passenger lines – different stopping patterns

Sources: Wikipedia

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 19/42
DAY April 2016
 Operation Concepts
Train Paths Eliminated Due to a Stop
(without bypass loop)
A

C
Two subsequent train paths are
eliminated by one stop. José Estrada, adif, UIC 2005

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 20/42
DAY April 2016
 Operation Concepts
Time Table Tokaido Shinkansen
February 2012
Line km
0 100 200 300 400 500
8.00

Hamamatsu

Shin-Okasa
Shizuoka

Nagoya
Tokyo

Kyoto
Time

9.00

10.00
Nozomi Hikari Kodama

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 21/42
DAY April 2016
Dimensioning of Mixed Traffic Lines
Passing Stations And Crossovers

Typical passing station / relief lines

All measurements in Meters

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 22/42
DAY April 2016
 Operation Concepts
HSL Nuremberg-Ingolstadt - Kinding Station

Source:
Westermann

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 23/42
DAY April 2016
 Operation Concepts
c) Dedicated passenger lines – different train types and speeds

HSL Nuremberg-Ingolstadt (300 km/h)

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 24/42
DAY April 2016
 Operation Concepts
HSL Nuremberg-Ingolstadt

Total lenght: 89 km
300 km/h 300 km/h
280 km/h
200 km/h
160 km/h
130 km/h 130 km/h

Nuremberg Allersberg Kinding Ingolstadt

| 25 km | 33 km | 31 km |

Maximum speed and graph of stations

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 25/42
DAY April 2016
 Operation Concepts
HSL Nuremberg-Ingolstadt
70

60
16 Commuter Trains Allersberg-Nuremberg
50
10 Regional Trains Nuremberg-Munich (200 km/h)
40
Berlin 10 ICE-T Hamburg-Berlin-Munich (230 km/h)
30
Hamburg 15 ICE 1 Hamburg-Hannover-Munich (280 km/h) Munich
20
Hannover
Frankfurt 10 15 ICE 3 Dortmund-Cologne-Francfort-Munich (300 km/h)
Cologne
0

89 km
25 km 33 km 31 km

ICE 3 ICE 1 ICE-T Regional Trains Commuter Trains

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 26/42
DAY April 2016
 Operation Concepts
d) Mixed passenger and freight lines

Mixed traffic in 1825

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 27/42
DAY April 2016
 Operation Concepts
Network of DB AG
Present Distribution of Utilization

Mode % of Network length

Dedicated passenger lines 3

Freight lines 23

Mixed traffic lines 74

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 28/42
DAY April 2016
 Operation Concepts
Train-Systems And Maximum Speeds On Different Line Types of DB

NBS ABS Conventional

New Lines Upgraded Lines Lines *)

200 km/h 200 km/h 160 km/h

InterCity (IC)+Regional trains

250 – 300 200 km/h

160 km/h
InterCity Express (ICE) km/h **) (230 km/h)

120 km/h 120 km/h 100 km/h

InterCargo (ICG)

160 km/h 160 km/h 140 km/h

Parcel InterCity (PIC)
*) Lines without continuous automatic train control
**) 250 km/h in tunnels, 280 km/h in general, 300 km/h Cologne-Frankfurt & Nuremberg-Ingolstadt

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 29/42
DAY April 2016
 Operation Concepts

High Speed Network in Germany

2009

HSL Hannover-Würzburg
mixed traffic

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 30/42
DAY April 2016
 Operation Concepts
HSL Hannover - Würzburg

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 31/42
DAY April 2016
 Operation Concepts
Fast freight train on Hannover-Würzburg HSL

InterCity Cargo Express

Min Speed : 160 km/h

Signalling : LZB
Max axle load : 18 t
Break types : disc brakes

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 32/42
DAY April 2016
 Operation Concepts
Mixed Traffic
Dimensioning of Lines - Gradient

Maximum gradient
Mode Gradient Remark
Mixed traffic lines 8 – 20 ‰ DB regulations
Dedicated passenger lines ≤ 35 ‰ TSI
Maximum ≤ 40 ‰ Exception

Gradients and hauled weight per locomotive

Gradient Hauled weight per Locomotive
12.5 ‰ 1375 t
15.0 ‰ 1150 t
20.0 ‰ 850 t

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 33/42
DAY April 2016
 Operation Concepts
Mixed Traffic
Dimensioning of Lines - Gradient

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 34/42
DAY April 2016
 Operation Concepts
Mixed Traffic Operation
Train Distribution on the Hanover – Würzburg Line
816

southbound
Göttingen – Kassel
Section, 2003 Number of trains
412

Red:
High Speed trains
Dark blue: 08
Freight trains

Maintenance windows
hours 4 to 5 44
and 5 to 6
respectively
northbound

80 Hour
66 7 8 9 10 11 12
12 13 14 15 16 17 18
18 19 20 21 22 23 0
24 1 2 3 4 5
5

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 35/42
DAY April 2016
 Operation Concepts
Mixed Traffic
Capacity as a Function of Different Speeds And Train Mixture

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 36/42
DAY April 2016
 Operation Concepts
Mixed Traffic – Options for Operation
From an operational point of view there are several options to
increase the capacity of a mixed passenger and freight corridor:

Homologation of speeds

Overtaking as little as possible

Separation of trains with different speeds

By different time periods

Passenger trains during the day
Freight trains during the night

By using different lines in a corridor if available

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 37/42
DAY April 2016
 Operation Concepts
Impacts On Infrastructure Cost
Costs of new High Speed Lines are depending on various factors:
Topography – Bridges & Tunnels
Design speed(s) – Alignment parameters
Operational infrastructure (stations, crossovers, maintenance, etc)
Subsoil conditions
Existing infrastructure
Land acquisition
Environmental issues
Legal and political aspects
Others….

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 38/42
DAY April 2016
 Operation Concepts
Impacts On Infrastructure Cost
Construction cost of several High Speed Lines and the corresponding
share of bridges and tunnels
100,0

90,0
% Tunnels and Bridges

80,0

70,0

60,0

50,0

40,0

30,0

20,0

10,0

0,0
0,0 5,0 10,0 15,0 20,0 25,0 30,0 35,0 40,0 45,0 50,0
Construction cost per mile (m$)

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 39/42
DAY April 2016
 Operation Concepts
Mixed Traffic Operation
Network 21 - Segregation of Passenger And Freight Trains

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 40/42
DAY April 2016
 Operation Concepts
Mixed Traffic - Conclusions
Construction and operation of mixed traffic High Speed Lines show
advantages but also disadvantages compared to passenger dedicated
lines:

+ Higher capacity and shorter transport time for freight trains,

+ Better utilization of expensive infrastructure (higher revenues),

- Reduction of line capacity without segregation of fast & slow trains,

- Higher infrastructure cost in mountainous areas,
- Less time slots for maintenance.

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 41/42
DAY April 2016
 Thank you for your attention

William Sugrue
DB Engineering & Consulting, Germany
william.sugrue@db-international.de
www.db-engineering-consulting.de

William SUGRUE – High Speed Rail Consultant, DB Engineering & Consulting, GERMANY – 12th THSS – UIC – Paris, 42/42
DAY April 2016