Bringing High Speed Rail a step closer - Building a Railway for the 21st century
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Transcript of Bringing High Speed Rail a step closer - Building a Railway for the 21st century
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BUILDING A RAILWAY FOR THE 21st CENTURY
BRINGING HIGH SPEED RAIL A STEP CLOSER
Max Michell, Scott Martin and Philip Laird
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HIGH SPEED RAIL IN AUSTRALIA IS A STEP CLOSER - OR IS IT?
• The 2013 report to the Federal Government recommended the first stage by 2035 – more than 20 years off.
• That wait will have long since seen the demise of existing East Coast passenger rail outside the urban and commuter areas.
• How can we get High Speed ready while waiting for the real thing to eventuate – some thoughts and proposals in response to this conundrum.
Heading
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WHAT IS HIGH SPEED RAIL?
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Dedicated HSR
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Mixed HSR
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Fully mixed HSR
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Tilting HSR
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Maglev HSR
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WHAT IS MEDIUM SPEED RAIL?
• MSR is a passenger rail system that is capable of running at 160 km/h or better over extended distances.
• MSR is an intermediate technology between classic rail and HSR – can be an end in itself or as a stepping stone to HSR
• Australia is at best at the lower end of MSR – XPT, V/locity, Diesel and Electric Tilt
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HSR IS A HIGH CAPACITY SYSTEM – NEEDS HIGH VOLUME TRAFFIC FLOWS TO SUCCEED:-
• Needs to run between large population centres.
• Needs to feed from other land based transport including Medium Speed Rail (MSR) and urban rail.
• Can replace or complement air travel so needs to be able to interchange at airports.
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IF HSR IS A LONG WAY OFF HAS MSR A PART TO PLAY IN AUSTRALIA?
• Could act as precursor to HSR.
• Could help retain longer distance rail in public consciousness.
• Could enable short sections of eventual HSR alignment and/or infrastructure to provide a useful interim service.
• Could help to change land travel culture to include rail.
• Could include potential HSR feeder routes.
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MSR today – Victoria • Regional rail network
has 160 km/h running on Bendigo, Ballarat and Geelong lines.
• Rail transit times car competitive on speed and frequency
• Significant long-term investment in track and rolling stock
• Some potential for further improvement
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MSR today - Queensland • Narrow gauge 160
km/h electric & diesel tilt trains on North Coast Line (Brisbane- Rockhampton-Cairns)
• Modest infrastructure investment across 1700km-long corridor limits train overall speeds & frequencies
• Potential for significantly upgraded rail infrastructure on parts of the corridor
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• XPT trains now 30 years old but only NSW trains capable of 160 km/h
• XPT services limited to three main lines (South, North Coast, West) with low frequency and low transit speeds.
• No known plans for XPT replacement or track improvement
MSR today – NSW
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WHERE MIGHT MSR BE ADOPTED
• Notable that none of the Melbourne – Sydney – Brisbane route has had any alignment improvement.
• Largest non capital city population is Newcastle area at 421,000, or 738,000 if you include the Central Coast.
• Closest capital city pair is Sydney (circa 5 mill) and Canberra area (412,000)
• Both these are on future HSR route.
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SYDNEY – NEWCASTLE
• High frequency but low speeds – typical semi-fast transit is 2h 27m to Broadmeadow (66 km/h); XPT best 2h 15m (72 km/h)
• Short-term improvements to alignment, new rolling stock and better pathing to increase train speeds and reliability could reduce travel times for ‘semi-fast’ trains to 2h 0m (81 km/h)
• Long-term travel times could reduce further to 1h 30m (105 km/h), but requires major infrastructure upgrades and high-perfomance rolling stock
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SYDNEY – CANBERRA
• Potentially the best candidate for Australian MSR development
• 30 flights (40 mins) and 15 bus departures a day (3h 30m) are main competitors with rail (~4000 seats offered each way / day) along with car
• Medium-term infrastructure upgrading to HSR alignment standard is achievable in stages
• Route to North Canberra has long-term synergy with Sydney – Melbourne HSR route
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CANBERRA TO SYDNEY – SUMMARY
• Distance reduced from 321km (via Tarago) to 270km (via Yass)
• Initial operation at 160 km/h with familiar diesel traction
• Transit times reduced from current 4 h 6m to 2 h 36m
• Transit times further reduced to 2h 0m with upgraded diesel operation to 200 km/h
• Eventual electric HSR travel time ~85m-90m
• Gains for other regional passenger trains of 70m-75m
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North Canberra to Moss Vale
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NORTH CANBERRA TO GOULBURN
• New line from new North Canberra station to junction with Main South near Gunning
• Realigned route from ‘Gunning’ to Breadalbane
• Selective realignment Breadalbane to Goulburn
• Distance reduction of 15km (105km → 90km)
• Transit time reduced from 90 min → 42 min (save 48 min)
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GOULBURN TO MOSS VALE
• Curve easing and selective realignment over much of route
• Significant realignment between Marulan - Exeter
• Distance reduction 9km (79km → 70km)
• Time reduced from 53 min → 37 min (save 16 min)
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Moss Vale to Sydney
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MOSS VALE TO CAMPBELLTOWN
• New route Mittagong to Menangle (‘Wentworth’ route)
• Selective realignment of remainder
• Distance reduction 27km (91km → 64km)
• Time reduced from 68 min → 42 min (save 26 min)
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CAMPBELLTOWN TO SYDNEY
• Route via East Hills – mostly similar alignment to now
• Improvement to junctions at Erskineville, Sydenham, Wolli Ck.
• Curve speed improvement where achievable
• Additional facilities to allow better pathing.
• Distance remains 46 km
• Time consistently 30-35 mins (now variable to 45 mins)
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COST FOR MSR STANDARD RAILWAY
• A cost of approximately $3.5 billion has been estimated for the 200km/h standard diesel operated MSR railway.
• For full HSR, curves would be flattened to 7000m, towns by-passed, Sydney entry improved, plus electrification and trains.
• The 2013 HSR Report suggests $18 billion for the full HSR over the Sydney – Canberra section including a brave amount of tunneling.
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OVERVIEW OF MSR CONCEPT
• MSR on or close to future HSR route is possible between Sydney and Canberra – at travel times half those at present
• Synergy with trains to Melbourne and Southern and Western NSW – a parallel with French TGV or German ICE running on classic rail routes beyond HSR tracks.
• Initial diesel operation allows seamless interoperability with remainder of network.
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OVERVIEW OF MSR CONCEPT (continued)
• Keeps regional passenger rail visible & viable pending go-ahead for HSR (alternative is demise of existing routes and services)
• Provides design and construct experience with value for HSR project when it goes ahead.
• Allows testing of “how can we achieve the best affordable result” rather than the “how much will it cost” of 2013 Report.
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CONCLUSIONS
• There is potential for MSR as the ‘leading edge’ of a full HSR project over appropriate line sections.
• Canberra to Sydney is an obvious choice – large populations with high mobility and mature transport options apart from the archaic rail link.
• If Sydney-Canberra MSR works, there are other regional links which would benefit; e.g. Sunshine Coast, Toowoomba, Albury/Wagga Wagga, Newcastle, Wollongong.