The perspective of creating a railway high-speed network is still far since projects including the construction of High Speed (HP) lines advance very slowly in Eastern Europe. Another problem is the lack of a unitary strategy for the whole European network, most of the countries preferring to build connections between the country’s main economic centres instead of building connections to the existing high-speed network. Almost all countries in the Wider Black Sea Area have a High Speed network project, but whose implementation depends on the political sphere and circumstance interests. The construction of a high speed line in about 5 to 7 years disheartens many governments from implementing such projects.
Directive 96/48 of the Council of Europe defines the European high speed as a railway infrastructure and rolling stock system enabling trains to reach speeds over 250 km/h on recently built networks and over 200 km/h on the already existing routes. In other countries, such as those in the former Soviet Union or the USA, the high speed means any system capable to reach speeds exceeding 180 km/h because of extremely long railway lines.
Railway high speed (High Speed Rail – HSR) was and continues to be a topic of intense debates among decision makers, air transport competition and high speed costs permanently dividing the world into HSR supporters and opponents. Polemics focus on different aspects, from the environmental impact to the sustainability of such investment.
High Speed Rail, MAGLEV and regional airlines competition
High speed work duration is an impediment for which solution might appear in the near future, as Ştefan Roşeanu, Secretary General of the Romanian Railway Industry Association (AIF) said, such works last at least five years, the inauguration of a high speed line being possible in 7-years time from the attribution of contracts. Politicians, whose mandates last four years, prefer those investments which can be finalized during their governing period, so that most high speed projects depend on political will. In most countries in the Wider Black Sea Area, road infrastructure projects have a great importance and transparency, so that, most of the time, the High Speed benefits from the same poor image as standard railways, as compared to competitor transport modes.
The last, but perhaps the most relevant aspect of High Speed projects is the extremely high costs that such projects usually require, these investments exceeding billion euros and being included in the ticket price. There is a rule establishing that the infrastructure upgrading should generate speeds with 50 km/h higher than the existing level. However, this will also result in 100% more expensive tickets. Tickets will be four times more expensive if a 300 km/h system is built.
Another controversy refers to the environmental impact, the main arguments against such high speed lines being related to noise pollution and the infrastructure which invades the non-human inhabited areas. A condition for high-speed transport is the construction of lines as straight as possible and on smooth land since trains need big distances to turn. These lines inevitably cross protected areas and consequently require the construction of bridges, culverts, tunnels and other afferent works necessary during the development of a project in areas that lack the anthropic factor. Unfortunately, these construction works generate a perturbation in the natural habitat of the specific fauna. In countries where environment protection has strong representatives (Scandinavia, Austria, Germany, Switzerland), HSR projects face fierce opponents. A characteristic of all high-speed systems is the so-called Tunnel Boom, similar to the phenomenon produced by supersonic airplanes and which consists in the noise made by a train the moment it enters a tunnel. Studies have shown that the compression shock is conveyed at very large
distances and can cause the loss of hearing as well as serious damages to the structures of the nearby buildings.
Another critique refers to the sustainability of such projects in a period when conventional networks must compete with Maglev monorail systems and which prove their efficiency in the case of Shanghai line. Most countries prefer to wait instead of taking firm action and see the evolution of the two congruent and yet competitive systems, through concept and community impact. Maglev is not yet considered by any country in the Wider Black Sea Area, the conventional network being still favourable to railway authorities in the area.
Another competitor of high-speed railway is short and medium-distance air transportation which risks going extinct considering the High Speed Development. A relevant example is the Thalys network which eliminated several flights between France and Benelux. The High Speed advantages are obvious, only the time lost on airports which are located far from the city centre being reason enough for the decision-
makers to support High Speed. SAPSAN, the line between Sankt Petersburg and Moscow, has benefited from the support of the former Russian President Vladimir Putin, although he held a significant package of shares at an air company providing flights on the same route and who gave up the route shortly after the launch of the regular railway services.
In Albania, an Italian consultancy company has developed a project for the construction of a high speed line connecting Tirane and Shkodra and extending in north to Podgorica to provide connections to the Montenegrin network and in south to Elbasan for connections to the lines in Greece. The line will run parallel to the current line which reaches average speeds of only 29 km/h and which goes round to Duras and Vore. The project also includes the construction of a railway station below ground, under the current Skenderbej Railway Station and an access tunnel of 1.200m under Tirane River and a 5-km long tunnel under Duras artery to the International Airport and which could also be used as an underground line. The project was welcomed by railway authorities but, for now, their support was limited to declarations.
Armenian Railways has greatly suffered from the fall of the USSR, most of the lines requiring significant investments. The concession contract with RZD which will manage the Armenian Railways until 2028 with potential extension for another 20 years, through the South Caucasus Railways (SCR) division, doesn’t mention anything related to the construction of high speed connections.
Austria has adopted the “step by step” strategy for the HSR network development, the determining factor being the mountainous relief which doesn’t permit the construction of lines for speeds higher than 250 km/h. The Railjet PushPull units might be the solution for uneven ground with many declivities, the energy consumption being, however, higher than that of multiple-units. The projects aiming at bringing lines to this level are: Western Austrian Line, Brenner Line, including the tunnel under construction and the connection tunnel with Germany, Unterinntalbahn.
South Korea has made a proposal to Georgia and Azerbaijan to finance and build Baku-Beyuk Kesik high speed line, at the Georgian border, with a total length of 503 km and allowing trains to reach speeds of up to 200 km/h. The line extension to Tibilisi could raise the whole project to around AZN 2 Billion (EUR 1.7 Billion).
Belarus could benefit from other countries’ investments since discussions on a High Speed line between Germany and Russia, via Poland are more intense than ever.
The service, announced to enter operation in 2014, would reduce the time travel between Berlin and Moscow from 48 hours to 16 hours. Belarus expressed its availability to join this project which would be implemented by Russian and German specialists.
Bosnia and Herzegovina plans to develop a high speed connection (up to 200 km/h) on Ploce-Mostar-Sarajevo-Serbian border route to connect to the line to Budapest and Vienna. Talgo has begun the delivery of 13 high speed multiple-units (9 FBIH and 4 Republika Srpska).
Bulgaria hopes to inaugurate the first high-speed line in 2017 when the launch of the 250 km/h services on Vidin-Sofia via Botevgrad is scheduled. The project has been included in the railway development strategy elaborated during Minister Petar Mutafchiev’s mandate and will require costs of EUR 3 Billion. A first line with speeds of up to 200 km/h will be the railway line between Krumovo (Plovdiv) and Purvomai, at the Greek border and which will be launched at the end of 2010. The project benefits of EUR 252 Million in funding and works are developed by the Greek company TERNA and Astaldi.
In 2008, the Parliament in Croatia approved a law consenting to the construction of the first high speed line in former Yugoslavia on Botovo-Zagreb-Rijeka route allowing trains to reach 200 km/h. The project is estimated at HRK 9.2 Billion (EUR 1.6 Billion) and includes the modernisation of the present Botovo-Josipdol line and the construction of a new Josipdol-Rijeka line.
The Czech Republic has a high speed line between Prague and Ostrava and wants to introduce the line on Prague-Brno route and then towards the Slovakian border. The rolling stock has been delivered by Fiat Ferroviaria/Alstom and includes three Pendolino trains. In November 2004, a Pendolino train established the speed record on the Czech railways, the speedometer indicating 237 km/h.
In September 2007, Greece inaugurated the only existing high speed line in the country, the 98-km long connection between Salonika and Lithoro being crossed by trains at speeds of up to 180 km/h and in just 45 minutes. 3,000 passengers use this service every day. The mountainous relief is an obstacle in the development of other such projects in the near future. The line between Athens and Salonika (520 km) will be also upgraded so that trains could reach speeds of 250 km/h thus cutting down time from 6 to 3 and a half hours.
Iran is planning the construction of two high-speed lines between Tehran and Isfahan and between Tehran and Mashhad. The first railway line will be upgraded in order to allow trains reach 250-300 km/h, while Tehran-Qom rail section which includes the connection to Imam Khomeini International Airport could be crossed at speeds of up to 350 km/h. Tenders for line electrification and rolling stock delivery are under development.
The National Railways wish to buy 70 high speed locomotives. After the implementation of Tehran-Mashhad line, for which the authorities are considering the MAGLEV solutions, a journey will only take 5 hours for electric trains and 7 for diesel trains as compared to the current 12 hours. In April 2007, Iran signed a Cooperation Memorandum estimated at EUR 6.7 Billion with Germany and Deutsche Bahn for the project implementation. Another high speed line for which the design and consultancy contract has already been signed is Gorgan-Mashhad. In September 2006, Iran concluded an agreement with Austria to bring the line to 200 km/h. Moreover, Austria will assist Iran in the elaboration of the feasibility studies for Qom-Isfahan line.
Kazakhstan has many high speed line projects, the country’s authorities collaborating with experienced European countries such as Spain or Italy. In November 2009, Askar Mamin, President of Temir Zholy railway company in Kazakhstan, Pier Francesco Guarguaglini, President Finmeccanica and Mauro Moretti, CEO of the
Italian state-owned company, Ferrovie dello Stato, have signed a memorandum of understanding for cooperation in developing high speed lines in Kazakhstan.
The most important high speed connection is between Astana and Almaty, the country’s most important cities which will host the Asian Winter Games in 2011. KTZ national operator has already bought high speed rolling stock from Talgo and the Chinese manufacturer CSR. Another project estimated at USD 7 Billion includes the construction of a new high speed line between Druzhba and Aktau and its connection to the Iranian network.
Macedonia is considering upgrading the lines on Corridor IV but no high speed projects are envisaged because of tensions with its neighbours, especially Greece.
Until now there are no concrete projects for the construction of high speed lines in the Republic of Moldova, the country across the Prut developing projects for the rehabilitation of the current infrastructure and the development of standard-gauge lines with Romania.
Poland is planning the construction of an 800-km long high speed network. Poland wants to upgrade its railways for the organisation of EURO 2012. The most important corridor is the so-called “Corridor Y”, because it has the shape of a “Y” and connects Warsaw, Lodz and Kalisz with loops to Wroclaw and Poznan. A tender for the acquisition of tilting trains was cancelled in 1998 but the procedure resumption is expected.
The construction is scheduled to begin in 2014 so that the first section will be launched before 2020. The feasibility study was estimated at EUR 80 Million with funds from the EU. The total cost of the project is estimated at EUR 6.9 Billion with as many European subsidies as possible. In April 2009, 4 companies were considered suitable to implement the project. Polish rolling stock suppliers, such as PESA or NEWAG, also hope to join the project. A project that could be finished earlier than scheduled, in 2012, is that of Warsaw-Katowice line via Krakow, which is presently upgraded to 250 km/h.
Russia has recently launched regular services on Moscow-Sankt Petersburg route. SAPSAN operates Siemens’ Velaro trains. RZD also prepares to inaugurate Sankt Petersburg-Helsinki service, Alsom delivering the first Pendolino trains for this route.
A project consisting in the construction of a high speed line in Serbia is that of the 501-km long Subotica-Dimitrovgrad route which could be served by tilting trains capable to reach speeds of 250 km/h. The pre-feasibility study showed that such an investment would require USD 2.9 Billion. The Serbian Parliament is expected to assess the opportunity of building the line in 2010.
Slovakia and Hungary will benefit from the French know-how in high speed line development. SNCF has announced its intention of collaborating with local railway authorities for extending the LGV East Corridor to Budapest, via Bratislava. The European Line, as the French project is called, will expand on 500 km of railways and will bring closer the capitals along what is wished to be the first section of the European high speed network. Hopefully, this section will also include Arad-Constanţa line in Romania.
Slovenia has Pendolino trains similar to those of Ceske Drahy. The trains run on a line connecting the country’s main cities: Koper-Ljublijana-Zidani Most-Celje-Maribor. The 310 Series vehicles can reach speeds of 200 km/h and the service is currently expanding to Trieste (Italy).
In March 2009, Turkey inaugurated the first high speed line in the country between Ankara and Eskisehir. The route is part of the line to Ankara, currently under construction. The rolling stock is delivered by Spanish manufacturer CAF, the HT65000 Series being capable to reach maximum speeds of 260 km/h. Turkey plans the construction of a 1,500-km long high speed network by 2013 and a 4,000-km network by 2040.
Turkmenistan is considering the modernisation of Tejen-Serakhs-Mashhad line (at the Iranian border) finalized in 1996 which is seen as a potential future high speed line with extension to Kazakhstan and Uzbekistan. In February 2006, works on Trans-Garagum line were initiated. The line is a direct north-south connection between Ashgabat and Dashhowuz and allows trains to reach speeds of 180 km/h.
Ukraine is planning the construction of several high-speed lines, a highly debated project being the Kiev-Odessa-Lvov Corridor. The rail sections between Kiev-Poltava, via Zhmerynka, Krasnohrad-Harkov and Donetsk-Dnipropetrovsk will allow speeds of 250 km/h and the trains operated will be Pendolino. The whole project is worth USD 6.5 Billion. Works on Kiev-Odessa line (200 km/h) were initiated in 2008 and must be ended before the beginning of EURO 2012. The project also includes the division of freight and passenger transport with cargo trains going on a different route with connected loop lines.
Uzbekistan collaborates with Spain for the construction of an AVE network. In 2008, the country signed and agreement with Talgo for the delivery of high speed multiple-units for Tashkent-Samarqand line with extensions to Bukhara and Khiva. Spanish Minister of Foreign Affairs Miguel Angel Moratinos has signed the agreement. Trains can reach speeds of 250 km/h and will be the result of collaboration between Siemens and Alstom, which manufactured some series of RENFE trains running on the AVE network.
As for the High Speed opportunity in Romania, the conclusion of a panel session called “Are we ready for High Speed?” was that, in Romania, a high speed system will be non-profitable. “Of course that France with 80 million inhabitants, Germany with 90 million and Italy with nearly 60 million need high speed railways. Romania with 20 million citizens doesn’t need high speed lines”, Josef Hoernegger, General Manager Swietelsky Romania said. During the UIC High Speed symposium, Luc Aliadiere, UIC’s former Executive Director declared that “defining the project in a country such as Romania should follow the economic and social interests of the region and that is why the project must have a double approach, both international and national. The development of a line of initial local interest should by all means align the European railway technical standards in force to ensure interoperability with the existing lines”. The most recent discussion related to implementing High Speed in Romania was initiated by the French Ambassador in Bucharest, Mr. Henri Paul, in the spring of 2009. He and former Romanian Minister of Transport, Ludovic Orban, brought into discussion the possibility to extend the TGV network to Eastern Europe, to Constanta. Orban believes Romania would be completely integrated in the EU when Romanians will be able to travel to Paris in 7-8 hours, the necessity of a TGV line being evident. However, the costs of such an investment make things impossible, a single kilometre being estimated at EUR 10-12 Million.
by Alin Lupulescu
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