case study: in a global age of high speed rail, why is australia lagging behind?
DESCRIPTION
Gen Okajima, General Manager, Central Japan Railway Company delivered this presentation at the 2013 NSW State Transport Infrastructure Summit. The State Transport Infrastructure Series of events represent the leading forums in Australia to assess the future plans for transport infrastructure development and financing across Australia. For more information, please visit www.statetransportevents.com.auTRANSCRIPT
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Gen Okajima
Central Japan Railway Co. Sydney
Building the Backbone of the Nation
-The Japanese Experience – 50 years-
NSW Transport Summit - Sydney 8/8/2013
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Tokaido Shinkansen
• The World’s FIRST High-Speed Rail
- In operation since 1964 funded by World Bank
(*French TGV since 1981, German ICE since 1991)
• Even now, the Leading High Speed Rail in the World
Series 0 (1964)
1st Generation
Series N700 (2007)
5th Generation
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Key Features of the Tokaido Shinkansen
ZERO passenger injuries or fatalities
from train accidents
- Safety
転用
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Key Features of the Tokaido Shinkansen
- Punctuality
minutes / train *1 *2
*1 : Including delays due to uncontrollable causes, such as natural disasters
*2 : Standard for train delays; JR Central : “delay” = >1 minute, Europe : “delay” = >15 minutes
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6:00 7:00 8:00 9:00 ・・・ Tokyo
Shinagawa
Nagoya
Shin-Osaka
Shin-Yokohama
Kyoto
Train Schedule Diagrams as of March 2012
*1:Excluding extra service
5
- Mass Transport
Key Features of the Tokaido Shinkansen
323 trains/day*1
386,000
3 min. intvl at peak time
passengers / day
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Contents
• Overview of Australian HSR
• Impact on your life
• Impact on your society
• Challenges
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Contents
• Overview of Australian HSR
• Impact on your life
• Impact on your society
• Challenges
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Australian HSR
Line 2
Completion: 2058
$64B
10 million trips(‘65)
Line 1
Completion: 2040
$50B
18 million trips(‘65)
•Benefit $2.30/ a dollar spent
•Revenue covers ongoing costs
SYD
MEL
BEN
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Preferred HSR Service
Less than 3 hours to both Melbourne and Brisbane from
Sydney
Operation departure between
5am to 11pm
Super Express stopping only at
capitals: departing every 10-20
minutes
Express stopping all stations:
departing every half an hour
780 seats /set of trains with
reserved seats and non-reserved seats
$86 between Sydney and Melbourne
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Contents
• Overview of Australian HSR
• Impact on your life
• Impact on your society
• Challenges
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Your Life with RELIABLE High Speed Rail
Between connected cities
More visitors from regional and urban areas
Better commuter connections
Easy business trips to Brisbane, Melbourne and others
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Your Life with RELIABLE High Speed Rail
Model Case
7:00 Leave Epping station
7:35 Arrive at Central
7:45 Catch Express HSR
10:29 Arrive at Sthn Cross
164mins Use computer, wifi,
prepare for meetings,
relax, etc.
10:30 Walk to meeting in CBD
7:00 Leave Epping station
7:55 Arrive at Domestic
8:05 Check-in
8:30 Board flight
8:45 Flight departs
10:20 Flight arrives
65mins Use computer etc.
10:35 Take taxi into CBD
11:00 Arrive in CBD
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Commuter Passengers
Tokyo Atami Mishima Shizuoka
0km 180km 120km 104km Distance
JAPAN
1 hour (270km/hr at maximum)
Common Shinkansen commuting distance
Sydney Newcastle
0km 160km
Gosford
80km
AUSTRALIA
Sydney
0km
Goulburn
180km
Southern
Highlands
98km
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Contents
• Overview of Australian HSR
• Impact on your life
• Impact on your society
• Challenges
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1. Connection of Communities
2. Regional Development
3. Business Opportunities
4. Sustainable Lifestyle
Impact of Shinkansen on Society
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1. Connection of Communities
2. Regional Development
3. Business Opportunities
4. Sustainable Lifestyle
Impact of Shinkansen on Society
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1. Connection of Communities
Tokyo Osaka Hakata
After Tokaido & Sanyo
Shinkansen opened
Tokyo
Hakata
Ref: A GENERALIZED SOLUTION OF TIME-DISTANCE MAPPING, E. Shimizu et al. Univ. of Tokyo, 2004
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1. Connection of Communities
Kyushu Shinkansen Section A in 2004 (A+B: 3h40m -> 2h10m)
Full section in 2011 (A+B: 2h10m -> 1h19m)
A
B
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From Hiroshima
region
From
Osaka
region
1. Connection of Communities– Visitors
Ref. Kumamoto Prefecture Conference Material 2012
+33%
+54% +407%
+162%
By any
modes
Business 33%
Returning
home 17%
Tourism13%
Others 37% Purpose to
Kumamoto (Yellow circle) Shinkansen Only
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1. Connection of Communities
2. Regional Development
3. Business Opportunities
4. Sustainable Lifestyle
Impact of Shinkansen on Society
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1964
Shin-Yokohama Station
Immediately after opening
2012 Shin-Yokohama Station now
2. Regional Development –Shinyokohama Sta.
*Introduction of HSR promotes development of the areas around its stations
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Shin-Yokohama Station
2. Regional Development
Number of Boarding Passengers (Daily Average)
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1995
2012 Shinagawa Station today
Before opening
Shinagawa Station
Shinagawa Station was opened at 2003
2. Regional Development –Shinagawa Sta.
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2. Regional Development (Economic Growth)
0
100
200
300
400
500
600
Unit: ¥ trillion (for GDP), 100 million passenger-kilometres (for Ridership)
GDP
Ridership
1964 2009
(FY)
1970 1980 1990 2000
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1. Connection of Communities
2. Regional Development
3. Business Opportunities
4. Sustainable Lifestyle
Impact of Shinkansen on Society
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Early1990’s Opened in 2000
JR Central Towers -Nagoya Station-
3.Business Opportunities
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Operating Revenues of
Consolidated Subsidiaries
•Merchandise
•Real Estate
•Hotels
•Travel agency
etc
JPY 511 B
(App. $5.1B) (Mar 2012 AU$1=JPY100)
Creation of Affiliated Business Jobs
3.Business Opportunities
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1. Connection of Communities
2. Regional Development
3. Business Opportunities
4. Sustainable Lifestyle
Impact of Shinkansen on Society
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(90MJ/seat)
8 times
Comparison of Energy Consumption per Passenger Seat
Comparison of CO2 emissions per Passenger Seat
Series N700
“Nozomi”
Airplane
(B777-200)
Series N700
“Nozomi”
Airplane
(B777-200)
Basis
12 times
(4.2kg-CO2/seat)
(50kg-CO2/seat)
(746MJ/seat)
Basis
Source: Calculation based on running performance (JR Central figures)Series N700 "Nozomi" (Tokyo~Shin-Osaka) :JR Central calculations with reference to ANA CSR Report 2011
Environmentally Friendly – Energy & CO2
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Contents
• Overview of Australian HSR
• Impact on your life
• Impact on your society
• Challenges
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Challenges
•Financing
•Cost Effectiveness
•Noise and Vibration
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Challenges
•Financing
•Cost Effective
•Noise and Vibration
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Financing – Practice in Japan (First Leg)
Total costs : US$1B
•Loan from World Bank: US$90M
(in 1963 terms. US$1=360yen)
-Interest rate 5.75%, 20 years (repaid in 16.5 years)
JRC (operator) owns its infrastructure
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Government
Central : 82%
Local: 18%
Infrastructure
Lease
Operator
Fee
Financing – Practice in Japan (Since 1997)
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Financing – JBIC
Japan Bank for International Cooperation
- Policy finance institution
- 100% owned by the Japanese Government
- Outstanding loan/equity/guarantee : >JPY13,000B
- Financing for overseas infrastructure as well
HSR system is an eligible sector
As of Mar 2013
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Financing – JBIC
Case in UK (2012)
UK
Gov.
Rolling stock Provider Lease / Maintenance / Depot
Operator Availability
Payment
JBIC
JBIC finance
•£1.0B (45% of total debt (2.2B))
•30 years
Others
Loan Concession
Franchise
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Financing – Value Capture JRC examples
Restaurants
Souvenir shops
Restaurants
City Hotel
Leased offices
Department Store
Business Hotel
Shopping mall
Resort Hotel
Hotel
Restaurant
Shopping mall
Leased offices
Shopping
mall Warehouse
Parking
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Challenges
•Financing
•Cost Effective
•Noise and Vibration
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Capital Costs of the 1st Section (SYD-CAN)
Tunnels6.6
Stations, 2.5 Earthworks,
2.4 Bridges and
viaducts, 1.6
General civil
works, 1.2
Land, 1.3
Permanent way, 1
Power, 0.9 Signalling, 0.4
Total $18B (indicative)
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TGV
Size of lanes Small Large
Shinkansen 63㎡
100㎡
Tunnel Cross Section
Source: Japanese Government, Ministry of Land, Infrastructure, Transportation and Tourism
Challenges – Cost Effective Construction(1)
Smaller Infrastructure •Smaller tunnels
•Less land acquisition
4.3m 4.5m
TGV-POS
LGV Est
<320km/h
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Challenges – Cost Effective Construction(2)
Less sturdy structure with light body
t
Axle load
* Source : ”World High Speed Rolling Stock,” UIC Website, May 2009
5 10 15 20
1
2
3
17
16
11.2
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Traction power 45%
Station maintenance
4%
Infrastructure operation and
maintenance 6%
Train crew/station
staff 11%
Administration 11%
Ticketing cost 11%
Rolling stock maintenance
12%
Ongoing Costs of Sydney-Melbourne section
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Reducing the cost of traction power
Light rolling stock
Regenerative braking system
Streamlined car body with low air resistance
Challenges – Cost Effective Operation (1)
*JRC simulation based on public data assuming 50km level tracks between stations the simulation used data from.
TGV: “TGV POS PREPARES to enter service,” Railway Gazette International, Dec. 2006, P784-785
ICE: “ ICE Multiple Unit for the European High-Speed Rail Services of German Rail (DB AG) and Netherlands Railways (NS),”
Technical Information, Siemens AG
Traction power could be much reduced Based on our simulation* and Phase 2 Report
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N700 TGV-POS ICE-3JRC simulation based on public data assuming 50km level tracks between stations the simulation used data from.
TGV: “TGV POS PREPARES to enter service,” Railway Gazette International, Dec. 2006, P784-785
ICE: “ ICE Multiple Unit for the European High-Speed Rail Services of German Rail (DB AG) and Netherlands Railways (NS),”
Technical Information, Siemens AG
Energy Consumption per Seat (Wh/km/seat)
26
57 55
Challenges – Energy Consumption Simulation
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Less damage to infrastructure
t
Axle load
* Source : ”World High Speed Rolling Stock,” UIC Website, May 2009
5 10 15 20
1
2
3
17
16
11.2
Challenges – Cost Effective Operation (2)
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Challenges
•Financing
•Cost Effective
•Noise and Vibration
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Less noise and vibration with
light and streamlined body
Challenges – Noise and Vibration
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Concluding Comments
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Australia ready to take advantage of HSR
•Decent inner-city public transportation
•High travel demand (not population)
•Financial capacity (high credit rating)
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Thank you for your attention.
Please feel free to contact us at:
Central Japan Railway Company--Sydney Suite 501, Level 5
20 Hunter Street, Sydney 2000 E-mail: [email protected]
Phone: (02) 9221 6922