UKU vs HS2 Smallfile 100504

8/3/2019 UKU vs HS2 Smallfile 100504

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UK UltraspeedFaster, Better, Cheaper & Greener

UK Ultraspeed: ! 500 km/h (311 mph) London Midlands Manchester Liverpool Leeds maglev networkversusHigh Speed 2:" 330 km/h (204 mph) London to Birmingham railway lineMaglev data from: ! UK Ultraspeed North South Business Case.Rail data from: ! ! High Speed Rail A Report to Government by High Speed Two Limited

All maglev documentation is available for download via the UK Ultraspeed website at www.500kmh.com


2/18

High Speed 2 railway

330 km/h 204 mph

Ugly trains, straining

the limits of an

outdated technology

Steel wheels grindingaway at steel rails

Ugly overhead power

500 km/h 311 mph

No wheels or friction:

floats 1cm above track

on magnetic cushion

Elegant simplicity: allsystems in minimally

intrusive guideway

UK Ultraspeed maglevBritains biggest

transport decision

for decades

204 311mph

60 30m per km

25 2land-take

m2 per m

330 1100-200mph (sec)

330 500km/h

rail maglev


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Key Performance Data Comparison

Acceleration and maximum speed advantages of Ultraspeed maglev compared to high speed rail


4/18

0

100

200

300

400

500

0 1 2 3 4 5 6 7 8 9 10 11 12

km/h

mins

Acceleration & Scheduled Maximum Speed ComaparisonThe graph below compares published operating performance for both maglev & rail.

In this example, typical rail and maglev services both:decelerate from 330 km/h (HS2s maximum timetabled speed)

stop for 2 minutes in a station

accelerate to their respective maximum speeds

Maglev max: ! 500 km/h (311 mph)HS2 rail max:! 330 km/h (204 mph)


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0

100

200

300

400

500

0 1 2 3 4 5 6 7 8 9 10 11 12

km/h

mins

Acceleration & Scheduled Maximum Speed ComparisonThe speed and timelines below the chart draw out the key differences in performance up to

the HS2 railways maximum scheduled speed of 330 km/h.Maglev takes only 5.5 min for a brake-stop-accelerate profile which takes HS2 trains 9.5 mins

Maglev takes only 8.6 km for that profile, whilst HS2 trains take 25.3 km


decelerate accelerate to 330 km/h2m stop

Rail total distance required: 25.3 km (15.8 miles)

Maglev: 8.6 km (5.4 miles)

the time

! the distanceMaglev matches

rail performancein

5.5 mins

9.5 mins


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Maglev beats

rail outright

0

100

200

300

400

500

0 1 2 3 4 5 6 7 8 9 10 11 12

km/h

mins

Acceleration & Scheduled Maximum Speed Comaparison


the time

! the distanceMaglev matches

rail performancein

The final stage of the analysis highlights the outright performance advantage maglev enjoys by

over and above HS2 rails maximum scheduled speed of 330 km/h.Maglev scheduled maximum service speed is 170 km/h (107 mph) faster than HS2

Maglev reaches 500 km/h in over a minute less than HS2 takes to reach 330 km/h


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Stage One Proposals Compared

High speed rail versus Ultraspeed maglev


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High Speed 2

Railway Scheme

Key weaknesses of HS2

Only 330 km/h (204 mph) timetabled operating speed.

1h 44 mins to Manchester, only 23 mins faster than current Pendolino.

Non-tilt trains: thus slowerthan Pendolino north of Junction.

12.3 bn for 206 km with only 4 stations (60m per km average).

25m2 land-take per linear metre of route.

Driven by impending capacity crisis on low speed West Coast Main

Line (WCML), not by strategic economics or regional development.

Paying the price and paying twice for the failure WCML upgrade to

deliver either 225 km/h (140 mph) running or the capacity increases

originally promised despite the billions spent.

Only 16 of 61 trains will be full-size TGV-style units; 45 to be built

smaller as they use tighter fit old WCML north of Junction. This costs

50% extra per train, as UK-only spec precludes off-the-shelf units.

Birmingham on a branch line through trips from London via the

Midlands to the North are unviable, as they would be slower than

existing low speed WCML trains to the North.

No link to High Speed 1 line to the Continent: passengers must walk

along Euston Road with their luggage.

Does not serve Heathrow Airport: passengers must change to low

speed trains near Wormwood Scrubs.

Central Birmingham

Low Speed Rail to

Preston &

Scotland

Low Speed Rail to

ManchesterLow Speed Rail

to

Liverpool

Birmingham Airport/NEC

Interchange Station

Old Oak Common

Eusto

n

Low Speed Rail

to Heathrow

HS1

StPancra

s

to Channel Tunnel

Stratfo

rd

HS2

existinglowspeedrail

WestCoastMainLine

Junction near Lichfield


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UK Ultraspeed MaglevKey strengths of UK Ultraspeed

500 km/h (311 mph) operating speed. Worlds fastest.

13.5 bn for 458 km with 14 stations (30m per km average).

2.1m2 land-take per linear metre (10x less than HS2) where elevated

construction is used: contributes to lower capital cost.

Built on strategic economics and regional development: E-W route

creates a Northern super-region. N-S & E-W routes fully integrated.

Trans-Pennine maglev follows M62 corridor, without the expensive

base tunnel rail needs: minimises new intrusion into the landscape.

Requires only 27 maglev trains (44% of HS2). All destinations served

by the same maglev units, each seating up to 1,196 passengers.

Maglevs never physically touch the guideway when in motion, a key

reason for maintenance costs typically around 35% - 55% of rail.

54 mins to Manchester with 2 stops (2x faster than HS2)

74 mins linking all 7 locations from London or LHR to Manchester.

Birmingham on main line, permitting through trips from London via

Midlands to the North, unlike HS2 branch line configuration.

Direct link to High Speed 1 to Continent at Stratford, which also haslinks direct to Crossrail and 7 existing rail, tube & DLR lines.

Direct link to Heathrow & 3 other airports: all trips faster than flying.

Central Birmingham


M1/M25 P&R

Direct Link

to Heathrow

HS1

StPancras

to Channel Tunnel

Stratfo

rd

North West Midlands

Manchester Airport

Liverpo

ol

John

Lenno

nAirp

ort

Trafford

Centre

CentralM

anchester

M62

J21P&

R

M62

/M60

6P&

R

CentralL

eeds


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206km for 12.3 bn = 59.5m per km

4 stations

No LHR or HS1 links

1 regional airport

300 mph maglev

Central Birmingham


M1/M25 P&R

Direct Link

to Heathrow

HS1

StPancras

to Channel Tunnel

Stratfo

rd

North West Midlands

Manchester Airport

Liverpo

ol

John

Lenno

nAirp

ort

Trafford

Centre

CentralM

anchester

M62

J21P&

R

M62

/M60

6P&

R

CentralL

eeds

200 mph rail

Central Birmingham

Low Speed Rail to

Preston &

Scotland

Low Speed Rail to

ManchesterLow Speed Rail

to

Liverpool


Interchange Station

Old Oak Common

Eusto

n

Low Speed Rail

to Heathrow

HS1

StPancra

s

to Channel Tunnel

Stratfo

rd

HS2

existinglowspeedrail

WestCoastMainLine


458km for 13.5 bn = 29.5m per km

14 stations

Heathrow & HS1

3 regional airports


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HS2 rail: capital costs

12.3 bn for 206.7 km

59.5m per km average

Includes land costs of

4.5m per km average

2.4 HS2 preferred route package cost

2.4.1 The infrastructure cost range of the preferred Route 3 package plus stations at London Euston,

Old Oak Common, Birmingham Interchange and Birmingham Fazeley Street is 11.55 13.2 billion

inclusive of construction risk. The build-up of the mean cost is shown below and the route estimate

broken down by route section in Appendix C.

Construction

P/Way 313,539,394

Switches and crossings 35,000,000

OHLE and power supply 251,746,953

Signalling and communications 200,310,127

Stations 1,630,000,000

Earthworks 634,526,481

Retaining walls 51,598,350

Structures 560,785,050

Tunnel 1,466,087,500

Road 90,010,600

Utilities 171,203,009

Additional items (construction) 473,162,500

Base construction 5,877,969,963Contractor administration on-costs

Preliminaries and General items 587,796,996

Site Supervision 293,898,498

Testing and commissioning, training and spares 56,041,753

Base construction + on-costs 6,815,707,211

Construction risk (location-specific) 1,120,941,122

Ancillary Items (additional environmental mitigation) 215,231,818

Land compensation 930,000,000

Total Construction Cost 9,081,880,151

HS2 costs

HS2 project management 726,550,412

Design including consultancy charges (legal, advisory etc.) 726,550,412

Rail interface costs (possessions, isolations, TOC compensation) 174,674,328

Topographical/ground investigation surveys 31,000,000

Statutory charges 200,000,000

Depot/stabling 250,000,000

Programme construction risk allowance 1,104,916,667

Cost escalation allowance (all prices at Q3, 2009)

Estimated Total Scheme Cost inc. QRA risk 12,295,571,970


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UK Ultraspee : London & L R to Northern England 500 km/h maglev Capital expenditure excl. la d costs

Summary of route and capital costs (m) column ref A Route Sector Data B C D (= B+C) E (=DA)

Section Start Section End Notes KM

Regular

Service

Speed

in sector

km/h (mph)

Start-to-

Stop

Trip Time

(minutes)

non-stop

trips faster

Allcapex

for

Transrapid

maglev

technical

equipment

All othercapex forall

infrastructure & civils:

all guideway, stations,

depots etc. Incl. all

prelims, engineering,

construction, P Mgt,

overheads & profits

Grand Total

Capex before

land costs

For Information:

Capex per km

before land

costs

London East Branch (termiinal connects at Stratford to Crossrail, HS1, Eurostar & 7 Heavy Rail, Tube & DLR lines)

Stratford M25/M1 P&R All elevated. Lee Valley then W on M25 corridor 38.05 400 (250) 8.5

London West Branch (terminal connects at Heathro direct to Airport, & Crossrail, Heathrow Express and Piccadilly Line Tube) or

Heathrow Airport M25/M1 P&R All elevated. Generally M25 corridor 30.50 400 (250) 7.0Capital expenditure summary for Sector 68.55 695 1,210 1,875 27.4

London Area Midlands - Manchester. Main North:South Route

M25/M1 P&R Bham Apt (BHX/NEC) Predominantly elevated 123.93 500 (311) 21.0

BHX/NEC (M42/M6) Wolves via Centra l B'ham Complex per i-urban, 6km c ity centre tunne ls unavo idab le but a llows through route 35.00 300 ( 186) 8.5

Wolverhampton Manchester Airport Predominantly elevated. 85.90 500 (311) 16.0

Manchester Airport (Junction) Trafford Centre Elevated. Skirts generally West of Built Up Area 23.00 300 (186) 8.5

Capital expenditure summary for Sector 267.83 54.0 2,598 3,843 6,441 24.0

Trans-North route. Eastern section from Junction immediately West of Trafford Centre to Leeds

Trafford Centre Manchester Victoria Elevated on brownfield, then short tunnel across city emerging at Victoria 8.70 300 (186) 4.5

Manchester Victoria P&R @ M62 Junc 21 Largely using rail and brownfield corridor to NE 17.20 200 (125) 7.0

P&R @ M62 Junc 21 P&R @ M62/M606 Junc. M62 corridor: variable e levation smoothes gradients; tunnels to East a ll


13/18

UK Ultraspeed capital costs

Part 2: land costs 2.5m per km averageUK Ultraspee : London & LHR to North England 500 km/ maglev Land Breakd wn Land Capital ost Sum ary Rent

Summary of route and l nd costs (m) A Route Sector Data F G H I J K L = (I+J+K) M

Section Start Section End KM

Timetabled

Operating

Speed

in each

route segment

km/h (mph)

Station-to-

Station

Travel Time

(minutes)

non-stop

services faster

km for which %

of value is paid

up-front, then

annual rent.

Generally where

guideway

elevated >6m

km which is

purchased

outright.

Generally where


14/18

UK Ultraspeed capital costs

Part 3: total capital costs 29.5m per km average

UK Ultraspee : London & L R to Northern England 500 km/h maglev Build Land Total

Summary of route and capital costs (m) column ref A Route Se tor Data Col E total Col L total

Section Start Section End Notes KM

Timetabled

Operating

Speed

in each

route segment

km/h (mph)

Station-to-

Station

Travel Time

(minutes)

non-stop

services faster

Capital costs of

UKU system

excluding

up-front

land costs

Capital cost: land

reflecting

10x less landtake

64% ROW rented

space-efficient

ancillary footprint

Total

capital cost

including

up-front

land costs

London East Branch (termiinal connects at Stratford to Crossrail, HS1, Eurostar & 7 Heavy Rail, Tube & DLR lines)

Stratford M25/M1 P&R All elevated. Lee Valley then W on M25 corridor 38.05 400 (250) 8.5

London West Branch (terminal connects at Heathrow direct to Airport, & Crossrail, Heathrow Express and Piccadilly Line Tube) or

Heathrow Airport M25/M1 P&R All elevated. Generally M25 corridor 30.50 400 (250) 7.0

Capital expenditure summary for Sector 68.55 1,875 357 2,232

London Area Midlands - Manchester. Main North:South Route

M25/M1 P&R Bham Apt (BHX/NEC) Predominantly elevated 123.93 500 (311) 21.0

B HX /N EC (M 42/M 6) W ol ve s v ia Ce nt ra l B 'ham C om pl ex pe ri -u rban , 6km ci ty ce nt re tunnel s una vo idab le bu t a ll ow s t hrough ro ut e 35. 00 300 (186 ) 8 .5

Wolverhampton Manchester Airport Predominantly elevated. 85.90 500 (311) 16.0

Manchester Airport (Junction) Trafford Centre Elevated. Skirts generally West of Built Up Area 23.00 300 (186) 8.5

Capital expenditure summary for Sector 267.83 54.0 6,441 528 6,969

Trans-North route. Eastern section from Junction immediately West of Trafford Centre to Leeds

Trafford Centre Manchester Victoria Elevated on brownfield, then short tunnel across city emerging at Victoria 8.70 300 (186) 4.5

Manchester Victoria P&R @ M62 Junc 21 Largely using rail and brownfield corridor to NE 17.20 200 (125) 7.0

P&R @ M62 Junc 21 P&R @ M62/M606 Junc. M62 corridor: var iable e levation smoothes gradients ; tunne ls to East a ll


15/18

Stage Two proposals comparedHS2 rail makes the North/South divide worse. UK Ultraspeed maglev cures it.

HS2 and UK Ultraspeed both estimate completion of their respective networks for total capital costs of approximately 30 bn.

The two proposals are compared side-by-side on the next two pages.

HS2 delivers a fragmented railway, using technology no better than Britains competitors, which only gets as far as Lancashire and Yorkshire,

and then fails to link them together.

HS2 links onlyLondon to every other destination, using an inefficient layout of three branch lines, one to Birmingham and one either side of the Pennines.

HS2 is literally useless for any journey which is not to or from London: HS2 provides no high speed inter-regional connections.

HS2 provides no high speed route to Scotland.

UK Ultraspeed provides a coherent Anglo-Scottish strategic intercity system, using the worlds fastest ground transport, linking most major cities

from London to Scotland to each otheras well as to London and Heathrow.

UK Ultraspeed links everycity and creates a North Britain super-region, as well as transforming North:South travel.


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Central Birmingham

Low Speed Rail to

North West & Scotland

ManchesterLow Speed Railto

Liverpool


Interchange Station

Old Oak Common

Eusto

n

Low Speed Rail

to Heathrow

HS1

StPancras

to Channel Tunnel

Stratfo

rd

HS2

ex

istinglowspeedrail

WestCoastMainLine


Leeds

Low Speed Rail to

the North East

Central Birmingham


M1/M25 P&R

Direct Link

to Heathrow

HS1

StPancras

to Channel Tunnel

Stratfo

rd

North West Midlands

Manchester Airport

Liverpo

ol

John

Lennon

Airp

ort

Trafford

Centre

CentralM

anchester

M62

J21P&

R

M62

/M60

6P&

R

Central Leeds

Teesside

Newcastle/

Gateshead

Newcastle Airport

A1/A702 P&R

Central EdinburghCentral Glasgow

Edinburgh Airport

High Speed 2 railway: 30bn UK Ultraspeed maglev: 30bn


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High Speed 2proposal

Stage 1:

London toWest Midlands

extended by:

Big-Y routeboth sides ofPennines.

No East-Westconnections

Duplicated &inefficient route

UK Ultraspeed500km/h route

in city centres

at airports

Maglev stations

East - West

Northern Way

included as

integral part of

North - South

system.

E:W Scotland

Central Belt

also integrated.

Full Anglo-Scottish strategic maglev: ! 30 bnTyne Mersey ! 58 minEdinburgh Glasgow ! 15 minAll main stops London Glasgow ! 2h 40m

London - Manchester & Leeds HS2 Rail: 30 bn

Rail cannot economically cross Pennines, henceduplicated N-S routes and no trans-North links.

Useless for trips that are not to or from London.

at both

Note: 2 maglev P&R on

M62 omitted for clarity.

TC=Trafford Centre


18/18

UK Ultraspeed

Faster Better Cheaper Greener

Website " www.500kmh.comContact " [email protected]

2010 UK Ultraspeed

UKU vs HS2 Smallfile 100504

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