Gröna Tåget – a high-speed train for the Nordic …High-speed on the conventional network:...

Gröna Tåget a high speedGröna Tåget – a high-speedtrain for the Nordic market

Oskar Frö[email protected]

Public Conference in Oslob16 December, 2010

High-speed on the conventionalg pnetwork: Tilting trainsSweden

First report on tiltingtrains in 1969.trains in 1969.

X 2000 services begun in 1990 (Stockholm-Gothenburg), and was

t d d t ll i liextended to all main linesduring the 1990’s.

Upgrading of the conventional network for Successful in rail/air competi-up to 200 km/h operation.

/ ption up to 400 km, and alsoStockholm-Gothenb.(455 km)

2010-12-16 Gröna Tåget – a high-speed train. Oskar Fröidh, KTH 2

New high-speed trains needed

• Travel demand increasesSh t t lli ti fit bl• Short travelling times are profitable (for society as

for operators and passengers)

• Lower fares through better economy of serviceLower fares through better economy of service• Existing trains grow older

New links and rebuilt sections since mid-1990’s dimensioned for 250 km/h with tilting trains(mixed freight and passenger)


G ö A Tå t h GrönA Tåget research programme

The Gröna Tåget research programme• Trafikverket, KTH, research institutes, Bombardier, SJ AB, consultants


• 2005-2011

Gröna TågetGröna TågetGrønne Toget/The Green Train


Carbody tiltCarbody tiltTo increase speed in curves


Boogie technologyBoogie technologyTrack-friendly soft boogie


The Gröna Tåget cost modelThe Gröna Tåget cost model

Train data Type of service Load factor

Capital costs Onboard personnel costs

Type of service

Energy costs

Terminal costs

Infrastructure user fees

Maintenance costs

Infrastructure user fees

Administration and planning

Sales costs

Administration and planning

Calculation of general operational costs Calculation of operational costs per case

Cost per train-km Cost per passenger-km


Cost per seat-km

Most important factors for low costs in ptrain operations


Total operational cost as a Total operational cost as a function of commercial speed

0,50

0,60

at-km

)

0,30

0,40

/sittp

latsk

mt (

SEK/

sea

0,10

0,20Kr/

Total

cost

0,0080 90 100 110 120 130 140 150 160 170 180 190 200

Medelhastighet (km/h)Commercial speed (km/h)p ( )


Total operational cost as a Total operational cost as a function of space utilisation

0,50

0,60

mat-k

m)

0 20

0,30

0,40

r/sitt

plats

kmt (

SEK/

sea

0 00

0,10

0,20KrTo

tal co

st

0,001,6 1,8 2,0 2,2 2,4 2,6 2,8 3,0 3,2 3,4 3,6

Sittplatser per meter tåglängdSeats per metre of train lengthp g


Total operational cost as a Total operational cost as a function of load factor

1,201,401,60

ss-km

)

0 600,801,00,

r/per

sonk

mt (

SEK/

pas

0,200,400,60Kr

/To

tal co

st

0,0020% 30% 40% 50% 60% 70% 80% 90% 100%

BeläggningsgradLoad factor


åGröna Tåget high-speed concept

• Carbody tilt (optional)• High top speed of 250 km/h on conventionalg p p /lines, a 320 km/h version for new lines possible• Wide-body• Shorter, flexible trainsets• Reliable in Nordic winter• Lower total costs• Lower energy consumption (economy andLower energy consumption (economy andenergy efficient)


Carbody width

2,95 m 3,46-3,55 m

ICE3Continental profile

Gröna TågetWide body

Norway, Sweden, Copenhagen


o ay, S ede , Cope age

Comparison of train setsSpace utilisationSpace utilisation• Wide-body trains have 25-30% more seats in every car• Space efficient seats and train layout• An EMU is lacking a locomotive/power unit (cf. the X 2000)

108 mGröna tåget (wide body) approx. 300 seats

134 mGröna tåget (continental profile) approx. 300 seats

165 mX 2000 (normal profile)

Illustration by Oskar Fröidh, 2010

309 seats


Eff t f G ö Tå tEffects of Gröna Tåget

Higher top speed (250 km/h up)

Tilting capabilityTilting capabilityWide body (2+3 seating)Shorter trainsets flexible train length

Market effects Better supply

Shorter trainsets, flexible train length

Market effects• Increased travel demand• Improved economy of operation

pp y

p y p• Increased accessibility, cost-benefit ratio improves• Less air and car travel – sustainable environment


Suggested strategy

OsloSalaFagersta

Kongsvinger

Lill t

GardermoenAirport Torsby The Oslo–Stockholm corridor

A

Uppsala

VästeråsArvika

Enköping

Sala

Arlanda Airport

Fagersta

KilBålsta

Lillestrøm

Ski

Moss

StockholmEskilstuna

HallsbergÖrebro

Karlstad Söder-tälje

Ström

Arboga

Kil

FlenHasselfors

Hovsta

Järna

SarpsborgHaldenFredrik-

stad

D9

Map: Oskar Fröidh, 2010Norrköping

Katrineholm

M t l

NyköpingOxelösund

Mariestad

Ström-stad Gnesta

Vagn-härad

LaxåJärna

Railway, mixed services or passenger onlyRailway, freight onlyHigh-speed link, proposed

Linköping

Norrköping

MjölbySkövde

Falköping

MotalaLidköping

St d g p , p pExisting corridor Oslo–StockholmHigh-speed corridor, new link/existing line

Gothenburg

TranåsHerrljungaAlingsås

Stenungsund


new link/existing line

Total operating costsTotal operating costsThe Gröna Tåget cost modelApplied on Oslo–Stockholm corridor

Total operating costs ‐ high‐speed linesTotal operating costs ‐ conventional lines

0,35

0,40

0,45

0,50

km

0,35

0,40

0,45

0,50

km

0 10

0,15

0,20

0,25

0,30

NOK/seat‐k

0 10

0,15

0,20

0,25

0,30

NOK/seat‐k

0,00

0,05

0,10

GT Wide‐4 (250 km/h; 300 seats)

GT Wide‐6 (320 km/h; 450 seats)

DB ICE3 (320 km/h; 444 seats)

0,00

0,05

0,10

SJ X 2000 (309 seats) NSB BM73 (204 seats) GT Wide‐4 (300 seats)300 seats) 450 seats) 444 seats)


Lower ticket price – more journeysp j yThe Oslo–Stockholm corridor

• Total operating cost for 1 single journey in 2010’s prices• Total operating cost for 1 single journey in 2010 s prices• Operating cost not the same as ticket price (which

includes yield management and profit), but an indicationincludes yield management and profit), but an indication

Existing line (570 km, 4h50)Train type Operating cost1 Travel demand2

NSB BM73 NOK 428 ref.SJ X 2000 NOK 411 +3%Gröna Tåget (GTW 4) NOK 347 +15%Gröna Tåget (GTW-4) NOK 347 +15%

High-speed line (491 km, 2h30)Train type Operating cost1 Travel demand2Train type Operating cost Travel demandDB ICE3 NOK 312 ref.Gröna Tåget (GTW-6) NOK 256 +14%

1) Load factor 60%2) At a fare elasticity of -0.82) At a fare elasticity of 0.8


Total operating costsTotal operating costsGröna Tåget cost modelApplied on Oslo–Stockholm corridor

0,50

Total operating costs by line standard

Hi h d h 20%

0,35

0,40

0,45

0,50High-speed has 20% lower operating costs

than services on a

0,20

0,25

0,30

,

OK/Seat‐kmconventional line.

Effect of shorterdistance and time

0,05

0,10

0,15

,N

distance and time

Efficient spaceutilisation (Wide-

0,00

Conventional line High‐speed line

NSB BM73 (204 seats) GTWide 4 (300 seats)

utilisation (Wide-body) has 15% loweroperating costs than

ti t l b d NSB BM73 (204 seats) GT Wide‐4 (300 seats)continental carbody


åGröna Tåget in Scandinavia

• Higher speeds (250 km/h or more) of interestin all countries (DK FI NO SE)in all countries (DK, FI, NO, SE)• Conventional network supplemented by new high-speed linksg p• Wide-bodied trains possible (according to European norms, but critical in DK)• Many prerequisites in common (climate, market, economy, social order)• Larger market for improved design and lowerprice of trains


Energy consumptionEnergy consumptionAll modes, Norway

kWh/pass.-km

Train Metro Tram Bus Train Car Car Taxi Air Local(electric) (diesel) ferries boats


From www.jernbaneverket.no

Energy consumptionEnergy consumptionStockholm–Gothenburg (455 km)E i ti i li Wh/ kExisting main line Wh/pass.-kmOld loco-hauled train (160 km/h; 4 hrs; Lf*44%) 108 1

X 2000 (200 km/h; 2h45; Lf*55%) 77X 2000 (200 km/h; 2h45; Lf*55%) 77Gröna Tåget (250 km/h; 2h30; Lf*60%) 52

New high-speed line (Götaland line)New high speed line (Götaland line)Gröna Tåget (320 km/h; 2 hrs: Lf*60%) 69

Reference valuesEuropean high-speed average (2009; Lf*65%) 61 2

Airplane (Boeing 737-800; Lf*65%) 510 3

1) Equivalent to NSB average today

2) Longer trains than on Stockholm-Gothenburg) g g

Electricity from public grid; 3) Energy content in fuel

* Load factor/Cabin factor; Share of occupied seats


Energy supply and the environment

• Railways use 1-2% of electricity (Sweden)• Environmental load incl emissions of CO dependent• Environmental load, incl. emissions of CO2, dependent

on energy source for electricity generation• Electricity mix on the common Nordic market gives Electricity mix on the common Nordic market gives

relatively low CO2 emissions due to high proportion of hydroelectric and nuclear* power

• For increased steady use, biofuel, wind, hydroelectric, nuclear* and natural gas are more or less economicand likely power sourcesand likely power sources

• Limited grid transfer capacity and high costs make for example German coal power only a marginal optionp p y g p

* Finland, Sweden


How can Gröna Tåget contribute to gthe Norwegian High-speed railassessment?assessment?• Economic and environmental friendly concept solution

f l ll h h d lfor existing lines as well as new high-speed lines• Increased travel demand due to shorter travelling

times and lower operating costs (lower ticket prices)times and lower operating costs (lower ticket prices)• A technical solution (tilting carbodies, track-friendly

boogies, winter ability) that suits Nordic operatorsboogies, winter ability) that suits Nordic operators• A flexible concept on a common technical platform

assures lower prices for standardised rolling stock


E-mailIllustrationer från Konstfack, Stockholm

University College of Arts Crafts and DesignE mail

www.infra.kth.se/jvgwww.gronataget.se


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