TAXONOMY OF OPERATING TRAIN ROUTE CATEGORIES AROUND THE WORLD

Before anyone judges intercity passenger rail, they should have a basic understanding of train service categories. Given trains have been traveling long distances between nations, provinces, states and cities for over 150 years, categories of speed, frequency and dependability for steam, diesel and electric-powered trains have developed - most old and several new. Excluding a handful of exceptions, slow steam-powered trains have been phased out of regular passenger use and are therefore, excluded from this article.

A train can be capable of 200 mph, but is only operated as fast as its rail route safely permits in commercial operation. Additionally, building routes is far more expensive than building trains. So this train taxonomy and others categorize by speed rating of rail route. From an international perspective, train route taxonomies are unofficial because speed, frequency and dependability standards vary by nation and no world body dictates train standards. But train authorities worldwide informally agree on at least one standard -- the High Speed Rail (HSR) threshold is at least 124 mph (200 kmph). That speed is only achieved in commercial operation by electric-powered trains.


My taxonomy relies on operating standards and technology advances of HSR pacesetters in Japan, France, China, Spain, Italy and Germany who travel well above 124 mph, in part, because they have greatly reduced Slow Zone factors named in Part 1 of this article.

Freight Rail Routes feature 49-60 mph top speed; average 35-45 mph average speed; 1-4 intercity trains daily; low on-time performance; used by diesel-powered freight trains and diesel-powered commuter trains; legacy routes dominated by Slow Zones.

Conventional Rail Routes feature 79-90 mph top speed; 55-65 mph average speed; 4-6 intercity trains daily; 60-70% on-time performance; used by 60 mph diesel-powered freight trains, 79 mph diesel-powered commuter trains and 79-90 mph diesel-powered intercity trains over legacy routes with plenty of Slow Zones.

Emerging HSR Routes feature 110 mph top speed; 80 mph average speed; 8-14 intercity trains daily; 75-80% on-time performance; used by 60 mph diesel-powered freight trains, 90 mph diesel-powered commuter trains and 110 mph diesel- or electric-powered intercity trains that run on upgraded legacy routes having somewhat fewer Slow Zones.

Regional HSR Routes feature 124-149 mph top speed; 83-105 mph average speed; 15-25 intercity trains daily; 85% on-time performance; 90 mph diesel-powered commuter trains and 110-149 mph electric-powered commuter and intercity trains run on upgraded legacy routes that have notably fewer Slow Zones.

Express HSR Routes in their 1st Generation feature 155 mph top speed, 115 mph average speed, 25-50 trains daily, 90-95% on-time performance and very few Slow Zones; 2nd Generation routes eliminate Slow Zones to create routes capable of supporting 168-186 mph top speed, 135-155 mph average speed, 50-80 trains daily and 97-99% on-time performance.

Very HSR Routes, otherwise called "VHSR", feature 199-224 mph top speed; they require state-of-the-art VHSR trains running on new, highly-straightened VSHR-only routes to achieve 165-180 mph average speed, 25-90 trains daily and 99% on-time performance.

MagLev Routes (Magnetically Levitated Trains) feature 267 mph top speed, 210 mph average speed, and 99.5% on-time performance; MagLev trains levitate above highly straightened concrete guides lined with magnets; costing nearly twice the construction and energy expense of VHSR, MagLev may only be commercially justifiable between two mega-cities less than 350 miles apart that have huge demand from business travelers, such as Tokyo to Osaka.

America thinks of ground transportation between states. Other nations think of ground transportation between cities. In practice they mean the same. For the benefit of both American and international audiences, I call the detailed version of these categories an Interstate/Intercity Passenger Rail Taxonomy.

Amtrak Acela trains running between Washington-NYC-Boston are capable of 162 mph, but constrained by a route that has a mixture of Conventional Rail, Emerging HSR and Regional HSR limitations. Lately, support to transform that corridor into a complete Express HSR Route has dramatically picked up. That is an important transportation development, but if America's Interstate Highway System was limited to Washington-NYC-Boston corridor, the system never would have transformed our lifestyles with nationwide benefits. In fact up to 80% of travel in America is highways.

Some citizens believe we need only build more highways and airport runways in the 21st century. They are either unaware or ignore huge population, energy, and environmental changes that should cause us to, pardon the pun Apple fans, Think Different. If only nice catchwords helped us make smart voter decisions about new transportation funding. To arrive at well-informed voter bliss on this subject, we must next understand the big national benefits ("Big Carrots") of a comprehensive Interstate HSR Network.

BIG CARROTS FOR NATIONS BUILDING COMPREHENSIVE INTERCITY HIGH SPEED RAIL NETWORKS

When the media talks about HSR in France, Japan, Germany, Belgium and South Korea, one item that draws a lot of attention is that their trains operate at a profit. Operating profit is an attainable goal, but those nations know the measurable benefits of HSR infrastructure represent far more. In fact, most nations are building comprehensive Intercity HSR networks at a short-term operating loss because the Big Carrots are staggeringly broad and good for their nation:

1. Help eliminate trade deficits caused by importing oil.

2. Help eliminate oil dependency from transportation.

3. Significantly lower carbon dioxide emissions that contribute to climate change.

4. Significantly lower smog, air particulates and acid rain to improve public health.

5. Produce thousands-to-millions of HSR jobs that can never be outsourced to other nations. Japan, France, Germany, Canada, China and South Korea also developed billion dollar industries to build HSR systems for other nations.

6. Reduce intercity auto traffic to avoid adding super-highway lanes that cost more to build and maintain per passenger-mile.

7. Dramatically cut short regional flights to cut airport traffic congestion and avoid more costly airport expansion.


8. When airplanes are grounded for safety, trains still run. For example, the Iceland volcanic eruption grounded planes for days, but trains kept travelers in Europe moving.

9. Permit transportation equity to tax-paying citizens who can not or will not drive or fly hundreds of miles.

10. Increase national transportation safety, since dedicated HSR lines are the safest mode of travel, after the elevator.

11. Add future passenger capacity by speeding up trains, increasing number of trains-per-hour, adding cabins and double-decking cabins, which are far less expensive than expanding super-highways and airport runways.

12. Encourage development around stations that host Intercity HSR, rapid transit, buses, car rentals, taxis, shuttles and bicycles for more livable communities.

As oil depletes worldwide, nations with comprehensive transportation networks for intercity HSR, rapid transit and electric cars connected to an electric grid powered by sustainable energy will attain strategic mobility advantages over competing nations. Strategic mobility advantages translate into efficiency advantages similar to how the Erie Canal opening in 1825 enabled New York City to bypass Philadelphia in economic importance. Keep that in mind as you read about America's global economic competitors in the next section.

GLOBAL ECONOMIC COMPETITOR COMPLETING HIGH SPEED RAIL NETWORK BY 2020 - JAPAN

Japan fits a population half the size of America in land area the size of California. Being a country with very little oil since 1932, dense island topography and losing Word War II, Japan was forced to address its transportation future sooner than everyone else. It has steep prices on its national tollway system, which also has fewer lanes than typical American freeways. As a result, tollways are primarily used by trucks, shuttles, service vehicles and professions that require autos. Everyone else rides trains.

Japan built nuclear power plants for electricity instead of nuclear weapons for defense. It also launched the world's first 130 mph Shinkansen high speed train during the 1964 Tokyo Olympics and large rapid transit systems in its major cities. With Japan's early commitment to electric-powered rapid transit feeding electric-powered HSR, Shinkansen has since transported over 6 billion passengers in tunnels and over bridges through earthquake and typhoon country at speeds up to 199 mph, with zero operational fatalities and astonishing schedule dependability -- as low as 6 seconds annual delay on one line.


The 9.0 Japan Earthquake & Tsunami of 2011 exceeded the limits of human engineering, yet their HSR system was remarkably resilient. The ground shifted 8 feet sideways and the tsunami that killed hundreds of people, washed away Sendai Airport, roadways, sitting trains and nearly triggered a nuclear plant meltdown closest to the earthquake epicenter. But we all should acknowledge Japanese engineers for designing a resilient system that prevented a single HSR train in operation to derail. Here's a 1st person account of the emergency train stop from 199 mph. After safety checks, Shinkansen unaffected by the tsunami returned to service only hours later. Remarkably, Shinkansen service to Sendai resumed only 6 weeks later. Bravo to Japanese engineers for emergency braking systems, power & signaling systems, tracks, tunnels and bridges that out-performed their 8.0 earthquake designs.

By 2020, Shinkansen will link all major cities in Japan at 155-217 mph (250-350 kmph) top speed. With its outstanding Intercity HSR system mostly complete, Japan is optimizing its aviation system for flights longer than 500 miles. By 2027, the cherry on top is planned to be a 311 mph MagLev operating between the mega-cities of Tokyo and Osaka.

Airports, intercity HSR, rapid transit, tollways and roadways featuring more electric cars will seamlessly interconnect a balanced Intermodal Passenger Transportation Network that lets Japan sustain mobility throughout the 21st century with minimal use of oil.

GLOBAL ECONOMIC COMPETITOR COMPLETING HIGH SPEED RAIL NETWORK BY 2020 - CHINA

In 1993, commercial train service in China averaged 30 mph. Then in 2011, according to World Bank figures, China passed Japan as the world's 2nd largest economy. A large chunk of their economic growth funded eight HSR lines covering nearly 4,400 miles interconnecting massive electric-powered rapid transit systems in cities. China's form of government permits vast taking of land and federal worker assignment to build HSR faster and cheaper than democratic nations. Coupled with its bustling economy, China has already built more HSR miles than Europe has in three decades and Japan in five decades, by spending:


Note how decisively China ramped up HSR investment (grey lines) connecting cities with major new Rapid Transit Systems on the map below:


Since most of China's cities were underdeveloped by late 20th century, it has the luxury to plan urban development without over-dependance on cars and short flights. In this decade alone, China is investing over $300 billion more to upgrade or build 31,000 miles of HSR lines transporting billions of passengers per year and plugging into the fast-growing Rapid Transit systems of over 30 cities. Though Chinese Railway Ministry wants top speeds to range from 124-236 mph, for a number of reasons explained later, that top speed is unlikely to surpass 224 mph. Like Japan, China is also optimizing airports for flights over 500 miles and building mostly tollways like Japan.

By 2020, China's airports, HSR, Rapid Transit and Tollways will seamlessly interconnect the world's biggest Intermodal Passenger Transportation Network having minimal dependence on oil.

Despite kudos for its world-class transportation, China has a perilous energy flaw. Addicted to its vast coal reserves, China is burning coal at a larger scale than anyone else to motor its electric power plants. Burning coal in such massive quantities emits scary amounts of CO2 (global warming), nitrous oxide (smog), sulphur dioxide (acid rain) and air particulates (soot) that have dire implications for the health of China, Korea, Japan and North America, who absorb its air pollutants from Trans-Pacific trade winds.

Trying to be a more responsible global citizen, China is also ramping up hydroelectric, solar, wind, biofuel and nuclear energy as alternative energy sources for its electric power plants. China is also investing huge sums to develop Clean Coal Technology that captures greenhouse gases before they can be emitted. The goal is to work like a giant catalytic converter attached to every coal-sourced electric power plant. The world should pray that China is successful in this endeavor.

GLOBAL ECONOMIC COMPETITOR COMPLETING HIGH SPEED RAIL NETWORK BY 2030 - EUROPE

The Germans, French, Italians and Brits love autos and jets as much as Americans. They have topography conditions and systems of government more similar to ours. Yet higher population density and fuel prices motivated them to build Tollways between large cities and make HSR a priority decades ago. By 1978, Italy opened the first European HSR line traveling 155 mph between Rome and Florence. By 1981, France introduced the first 186 mph routes between Paris and Lyon. In 1991, Germany introduced a network of 124-155 mph HSR trains. In 1994, the world took notice of 186 mph trains connecting Paris, London and Brussels. By 2000, United Kingdom, Belgium, Netherlands, Switzerland, Spain, Portugal, Austria, Denmark, Norway, Finland and Sweden had HSR systems running or under construction.

Many travelers know that France treats the TGV train system as a matter of national pride. So it is not surprising to learn that France doubling its fast LGV lines from Paris to Strasbourg, Paris to Rennes, Paris to Bordeaux, Lyon to Milan, Lyon to Barcelona and Marseille to Nice so that TGV speeds can upgrade from 137-186 mph to 186-224 mph. Few know however that Spain, a nation with 1/6th the population and 1/10th America's GDP, is committing $120 billion to blanket its nation with a 155-217 mph HSR system by 2020. And today, Italy runs state-of-the-art VHSR trains up to 199 mph in the Torino-Milan-Bologna-Florence-Rome-Naples corridor. By 2023-ish, Italy plans to upgrade that corridor to support a top speed of 224 mph and upgrade Florence-Venice and Milan-Venice rail corridors to support 186-199 mph. Germany is upgrading its extensive HSR system to 155-205 mph by 2025 and building HSR connections to Amsterdam, Brussels and through the Alps to Switzerland, Italy and Austria. By 2030, the United Kingdom will connect all its major English and Scottish cities to London via 143-217 mph service.

The Trans-European HSR Network already links 65 major cities as seen on the European HSR Map below. Simultaneously, nations in the European Union are optimizing airports, boosting rapid transit, and maintaining the current level of tollways and developing urban infrastructure for electric auto rental and sharing.


By 2030, most of the Trans-European HSR Network will share a standard for train power and signaling, state-of-the-art track, more HSR bridges and tunnels through the Alps and Pyrenees mountains for 10,000 miles interconnecting Portugal, Spain, France, Italy, Switzerland, Austria, Germany, Belgium, Netherlands, United Kingdom, Denmark, Sweden, Norway, Poland and the Czech Republic. Most 100-142 mph (grey & yellow) routes on the European HSR map will convert to 155-224 mph (gold & red) routes.

Also by 2030, European airports, intercity HSR, rapid transit and tollways will seamlessly interconnect the world's 2nd biggest Intermodal Passenger Transportation Network having minimal dependency on oil.

TRANSPORTATION ADVANTAGES FOR GLOBAL ECONOMIC COMPETITORS = BIG STICK OVER AMERICA

Since the 1850s, America enjoyed advantages transporting more passengers than any global competitor. As the only superpower last century, the world looked up to us, in part because we had best network of transcontinental flights, super-highways and freight trains. We used those transportation advantages to close more business transactions per day than global competitors.

Now the table is turning. While a cadre of American politicians delay HSR construction, our global economic competitors conduct business on HSR trains, close business at more destinations quicker, then return home the same day. While major weather events delay American regional flights by days, passengers among our global economic competitors shift to HSR to complete their journeys in hours, like Europe did when the Iceland volcano erupted. Its only a matter of time before credible studies conclude that global economic competitors enjoy a degree of productivity advantage over America due to better HSR and Rapid Transit systems.

If Global Economic Competitor advantages were the only Big Stick to fear, the rest of the world would not be studying Japan, China and Europe's transportation rather than America. To understand the complete picture, we must examine more Big Sticks driving other nations to furiously build HSR, placed in the context of why America has not.

Tags: Interstate High Speed Rail