SUSTAINABILITYSUPPLEMENT 07 reductions in CO2


New high-speed lines can lead to significant emissions by creating modal


shift from air to rail. For example, 48,000 less tonnes of CO2


are now produced on the Madrid


to Seville corridor following completion of the high-speed line – and have a lower direct land- take requirement than roads (2.5ha/km v. 1.3ha/km). HSR, which is only operated on the electrified network, can directly benefit from the ‘greening’ of the energy supply network, which over time will reduce its carbon emissions even further. The reports also provide a strong rebuttal to


a common objection to HSR, that the energy required to power a high-speed train is much greater than that needed at conventional speed. In fact, HSR trains can be just as energy efficient as, or even better than conventional trains, for four main reasons. First and most importantly, the higher


capacity utilisation (load factor) of HSR can make the energy consumption per passenger smaller than that achieved on conventional trains. Secondly, the higher permitted speed in the downhill phase leads to lighter braking, which means that less kinetic energy is lost during braking and thus less energy is needed to maintain speed on following level or climbing sections. Thirdly, in some cases the distance between


two stations on HSR routes is shorter and more direct than on conventional lines, which reduces in the energy consumption per passenger kilo - metre. In Spain, for example, the average distance of HSR lines is 13% shorter than that of the con - ventional lines between the same points. Finally, the energy consumed per kilometre by auxiliary services of the train (compressors, ventilators, heating, air conditioning, lighting, etc.) decreases as the same proportion to the average speed increases. A 50% increase in the average speed typically means a 29% reduction in the energy consumed by the auxiliary services.


Economic advantages In economic terms, the reports show how high- speed rail supports and helps economic development in the cities that are linked by these routes. For example, in the French city of Lille, a new inner-city high-speed station was built to help stimulate regeneration of the city. Over a 13-year period from 1990–2003, the number of tourists in the city increased 15-fold. Similarly, in Japan, cities with Shinkansen


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stations have experienced significant economic growth compared to cities without. Employment is another key factor for the


economy and for society as a whole. According to the French rail network manager RFF (Réseau Ferré de France) the number of jobs created or saved for the six years of construction for the LGV East (Ligne à Grande Vitesse Est) reaches 63,000, partially due to the demand of civil works enterprises. The Madrid–Valencia HSR line has created more than 100,000 direct jobs during the construction period from 2004–2010 while during the first five years of service even 135,000 permanent jobs were created.


Social advantages Safety is a key impact that transport has on society, and HSR has proven itself to be the safest mass-transport system in the world. Access to mobility services is another


important societal issue. High-speed rail contributes to this by providing affordable transport services, with many HSR stations providing step-free access, and railway organisations providing services to assist passengers with reduced mobility. For example, in 2009 Renfe and Adif, the Spanish railway Operator and Infrastructure Manager, extended the coverage of customer care services to disabled persons, called Atendo, to more than 240 stations. During the year, assistance was provided on 235,571 occasions, an increase of 109.2% compared to the previous year. High-speed rail facilities improved


accessibility in a broader sense by opening up new opportunities for interoperability and interconnectivity in regions and across entire countries. High-speed rail strengthens the transportation system and improves related infrastructures. A good example is in France where the arrival of TGV East has been anticipated and accompanied by a re - organisation of the regional train services. The regional train supply has been augmented up to +17% in the concerned regions (630 trains a day for weekdays, previously 550) to ‘diffuse’ the effect of the TGV. The introduction of TGV considerably improved the accessibility of the Alsace Region. In Spain, the improvement in accessibility according to the national infrastructure master plan will provide the following results: In 2009, 40% of the population has a HSR station within a 50km radius; in 2012 it will be 55% and in 2030 it will be 90%.


MORE INFORMATION


The UIC celebrates its 90th anniversary in 2012 and counts 200 members across five continents (railway companies, infrastructure managers, rail-related transport operators, etc.). The UIC’s chief task is to promote railway transport around the world and help its members meet all the current and future challenges of mobility and sustainable development. The UIC aims to improve the railway


system’s competitiveness and interoperability, particularly on an international scale. The 700 technical leaflets which make up the ‘UIC Code’ constitute a technical benchmark across the globe. The UIC, as a technical platform coordinates circa 180 railway projects and provides its members with technical know-how and expertise. The UIC High Speed Congress in


Philadelphia in July 2012 (www.uic- highspeed2012.com) offers stakeholders the opportunity to learn more about these important advantages of the sector.


For more information please visit the


High Speed section on the UIC website at www.uic.org plus


http://www.uic.org/spip.php?mot8 and the environment page


http://www.uic.org/spip.php?mot20 BIOGRAPHY


Ignacio Barrón de Angoiti graduated with a degree in Civil Engineering from the Technical University of Catalonia, Barcelona in 1982. In 1993 he completed a MBA at IESE Business School, Madrid. From 1981 to 1997 he worked in many roles at RENFE (Spanish Railways). These


include Chief of Technical Studies at the Direction of Communications between 1987 and 1990 and Operation Manager in High Speed Stations (Madrid–Atocha) between 1991 and 1994. In 1997, Ignacio Barrón de Angoiti left his role as Manager in the major Passenger Stations Division of RENFE to work for the UIC. There he worked as Director of High Speed, Metre Gauge and Coordinator of the Latin America Region of UIC before taking up his current position in November 2009 as Director of the Passenger, High Speed and Stations Department, and continuing as the Coordinator of the UIC Latin America Region. Among other tasks he is responsible for the Passenger activities (Technical and Commercial Groups, TAP – European Telematic Applications, etc.), for the High Speed Division (which includes the organisation of the annual UIC’s Training on High Speed Systems and the World Congress on High Speed Rail) and the Stations Division (which includes the organisation of the international Congress ‘Next Station’).


BIOGRAPHY


Alexander Veitch is Head of Unit – Sustainable Development at the UIC. Alexander has over 10 year’s experience in the sustainable transport sector. Alexander worked for several years for environmental and government organisations before joining the UK railways. He joined UIC in January 2011.


European Railway Review Volume 18, Issue 1, 2012


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