i
Preliminaries to a Feasibility Analysis of the Maglev Proposal of
The Southern California Association of Governments for the Region
( A Seed Grant Study Report)
Prepared for
The Leonard Transportation Center
San Bernardino, CA
Prepared by
California Polytechnic State University
San Luis Obispo, CA 93407
Cornelius Nuworsoo, Ph. D., AICP
Principal Investigator
August 30, 2009
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Table of Contents
Acknowledgments................................................................................................................ ....................... iii
Summary........................................................................................................................ ............................. iv
1.0 Introduction ............................................................................................................................... ............ 1
Preamble....................................................................................................................... ........................... 1
Rationale for Maglev in Southern California............................................................................................. 1
Study Purpose ............................................................................................................................... ........... 3
2.0 Description of Proposed Southern California System............................................................................. 4
Initial Operating Segment ......................................................................................................................... 7
IOS Cost Estimate....................................................................................................................... .............. 7
3.0 Technology Overview....................................................................................................................... ...... 9
3.1 High‐ speed Rail ............................................................................................................................... ... 9
3.2 Magnetic Levitation Based High Speed Rail...................................................................................... 10
History........................................................................................................................ ........................ 10
Technology Outline ............................................................................................................................. 10
Proposed Systems........................................................................................................................ ...... 11
Operating System......................................................................................................................... ...... 12
3.3 TGV Based High Speed Rail ............................................................................................................... 12
History........................................................................................................................ ........................ 12
Technology and Features.................................................................................................................... 12
Proposed and Existing Systems........................................................................................................... 13
3.4 Urban Rapid Transit and BRT ............................................................................................................ 13
History........................................................................................................................ ........................ 14
Technology..................................................................................................................... .................... 14
Operating Systems .............................................................................................................................. 14
System Costs: ............................................................................................................................... ...... 14
Notable Features of BRT ..................................................................................................................... 15
Operating and Maintenance Costs ..................................................................................................... 17
4.0 Modal Comparisons .............................................................................................................................. 18
4.1 Maglev vs. Standard High Speed Rail................................................................................................ 18
4.2 Tenets for Adopting High Speed Rail ................................................................................................ 19
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4.3 Cost Comparisons: High Speed Rail, Maglev and Urban Rapid Transit............................................. 21
5.0 Conclusions ............................................................................................................................... ........... 22
5.1 Observations ............................................................................................................................... ..... 22
5.2 Recommendation................................................................................................................. ............ 22
REFERENCES..................................................................................................................... .......................... 23
APPENDICES ............................................................................................................................... ................ 26
Appendix 1‐ 1: Initial Operating System ( IOS) ......................................................................................... 26
Appendix 1‐ 2: LAX to March ................................................................................................................... 30
Appendix 1‐ 3: LAX to Palmdale............................................................................................................... 33
Appendix 1‐ 4: Orange Line...................................................................................................................... 35
Appendix 2: Characteristics of California High Speed Rail Proposal: Bay Area to Central Valley........... 36
Appendix 3: Comparative Capital Costs of Urban Rapid Transit Systems .............................................. 38
List of Tables
Table 1: Characteristics of Proposed Southern California Maglev System................................................... 6
Table 2: Summary of Capital and Recurrent Cost Estimates on Three Segments ........................................ 6
Table 3: Major Capital Cost Components of Three Alignments on Initial Operating Segment .................... 8
Table 4: Comparison of Maglev System Costs ............................................................................................ 11
Table 5: Selected TGV System Costs ........................................................................................................... 13
Table 6: Comparison of BRT System Costs – Infrastructure ....................................................................... 15
Table 7: Comparison of BRT System Costs – Vehicles ................................................................................ 16
List of Figures
Figure 1: Proposed System Configuration .................................................................................................... 5
Acknowledgments
This project was funded by the Leonard Transportation Center. Annual funding for the center comes
from the departments of transportation of the United States and the State of California.
Student Contributors to this study include Erin Cooper and William Tabajonda. Their various
contributions are hereby acknowledged.
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Summary
The Study
This is a seed grant study to perform a preliminary investigation of the system components and
generalized costs of the magnetic levitation type of high speed rail system that is proposed for the
Southern California Region, TGV‐ based high speed rail, and urban rapid transit with special focus on bus
rapid transit ( BRT). This technology overview summarizes the key aspects of these transit technologies
and provides comparative cost information to feed a more comprehensive feasibility analysis.
Definition of High Speed Rail
High‐ speed rail ( HSR) refers to high speed ground transportation by rail operating at speeds exceeding
125 mph ( or 200 km per hour). Japan initiated the concept of high speed rail when the Shinkansen Line
started operation between Tokyo and Osaka in 1964 with cruising speeds of 210 km/ h. Notable HSR
systems are operational in Japan, France, Germany and China. There are three wheel‐ on‐ rail type
technologies that may be referred to as standard high speed rail: ( a) the Japanese Shinkansen ( called
bullet train), ( b) the French Train a Grande Vitesse ( TGV) and ( c) the German Inter City Express ( ICE).
Then there is the magnetic levitation ( Maglev) system that has been tested for decades but has only
recently seen one line in commercial operation in China.
The Southern California High Speed Rail Proposal
Originally studied as a way of accessing various airports in southern California, planners soon recognized
the potential for the high speed system to serve large volumes of commuter traffic. The planned Maglev
system now has the additional objective of helping to provide some relief for travel between major
origins and destinations in the midst of roadway traffic congestion in the Los Angeles metropolitan
region.
There are five main project segments with many alternative alignment options for each of the segments.
There are specific station locations that are to be connected by each of the alignment options. The
details of these alignments are in various project study reports ( FRA, 2000; SCAG, 2002a; SCAG, 2002b;
SCAG, 2006). The collection of reports provides varying levels of detail about the different segments.
Differences in alignment affect distances, time, passenger and cost estimates.
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Literature on High Speed Rail
The literature reveals certain general findings about high speed rail:
• There is usually a significant difference between maximum experimental speed and maximum
operating speed. The latter is what should be applied in planning for high speed rail
• Increasing maximum speed has decreasing marginal gains in travel time savings. The lesson is
not to seek the highest possible speed for a new system being planned, but one that would
enable significant improvement from existing operations.
• Travel time reductions due to higher speed depend very much on the length of the run
between stations. The lesson is to seek high speed systems for long distance spacing between
stops; they will bring little gain to short distance trips.
• Marginal cost grows more than proportionally with increases in maximum speed. The lesson is
not to necessarily seek the cutting edge of the technology if cost effectiveness is an objective.
• High‐ speed rail can play a key role in providing transportation for trips between 62 and 621
miles ( 100 km to 1000 km) in length.
Modal Comparisons
Comparison of standard high speed rail and Maglev technologies revealed the following:
Speed – Advancements in standard high speed rail technology in recent times have removed the higher
speed advantage that Maglev previously had, making travel time differences between the two modes
very small over typical spacing between stations.
Interconnection – HSR holds a huge advantage over Maglev in its ability to use existing infrastructure
and thus facilitate better interconnection with existing rail networks.
Investment Cost – The maturity of the technology and its ability to use existing infrastructure enables
HSR to be deployed at a lower investment cost than Maglev.
Operating Costs – These are not certain for Maglev, but HSR consumes less energy per comparable unit
of train capacity.
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Maintenance Costs – Because Maglev trains lack physical contact with the guideway, this feature would
suggest lower maintenance costs, but the highly complex electronics on both the guideway and the
trains could result in costly repairs when the need arises.
Comfort – HSR has an advantage over Maglev in terms of ride comfort.
Findings
The data clearly indicate major differences and overlaps in the costs of the various technological
options. The relatively short distances between proposed stations in southern California make other
fully grade separated, urban transit modes contenders among the technological choices. If alignments
chosen are feasible with relatively little tunneling, BRT would be the most economical choice in terms of
capital costs per mile at $ 30 million or below. If much tunneling is involved, then all capital costs can
easily approach or exceed $ 100 million per mile. In this case the rail modes would be more efficient
choices. If the lower range of the costs for urban rapid rail ( Metro) construction were the case then
Metro could be an efficient choice. If the upper end of the costs for Metro construction were to be the
case then HSR would be the more efficient choice. Maglev would have the disadvantages of: ( a) higher
capital costs than HSR; and ( b) the inability to share existing facilities with other rail such as AMTRAK
and the future intercity HSR to be implemented in the State of California.
Conclusions
There are differences of opinion between proponents of Maglev and high speed rail. There are major
differences and some overlaps in actual construction costs and cost estimates associated with the
various technological options for intercity and intra‐ city public transportation. These call for careful
study rather than emotional appeal when considering these systems for deployment.
A more thorough study needs to be conducted toward the choice of technology for the Decentralized
Airport Connector and Commuter system for Southern California. The detailed study needs to assess the
appropriateness of the technology to choose in terms of speed of travel vis‐ à‐ vis associated capital and
operating costs.
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1.0 Introduction
Preamble
History has taught us that as the price of gasoline continues to rise, more and more travelers would find
it more cost effective to switch away from single‐ or low‐ occupant auto travel to shared modes in higher
capacity vehicles. Air travel is one of those shared modes traditionally suited for long distance travel.
Rail and intercity bus are other shared modes intuitively suited for medium to long distance travel.
Public transit is yet another shared mode typically used for short distance and community‐ based travel.
Even without shifts to higher capacity modes, Southern California, like many regions in the nation, has
been faced with aviation capacity challenges in a rapidly expanding air travel market. One of the many
different strategies that agencies are assessing for dealing with capacity issues is the idea of
decentralizing operations in regional aviation markets. The idea involves use of available or potential
capacity at surrounding secondary or former military airports to augment operations at central hub
airports. The Southern California aviation market, for instance, has nine different commercial aviation
facilities spread out over 38,000 sq. miles.
With a rapidly increasing population, economic expansion, and high levels of roadway and air traffic
congestion, the Southern California Association of Governments ( SCAG) envisions the use of Maglev ( a
variant of high speed rail) to connect the region’s airports and augment the transportation
infrastructure. The airports to be included in the SCAG vision are: Los Angeles International Airport
( LAX); Ontario International Airport ( ONT); John Wayne‐ Santa Ana International Airport ( SNA); Bob Hope
– Burbank ( BUR); Long Beach ( LGB); San Bernardino ( SBD); March AFB ( MIP); Palm Springs ( PSP); and
Southern CA Logistics ( SCLA).
Rationale for Maglev in Southern California
Decentralization of airport operations should not affect seamlessness in passenger travel. High speed
rail has the potential to connect the airports in the Southern California region to ensure seamless travel
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for passengers. SCAG has proposed the use of Maglev technology as the solution to connecting airports,
by providing needed speed, capacity, and efficiency that the existing regional transportation network
lacks and thereby enhancing the future transportation needs of Southern California as the region
continues to expand in both population and geographic extent.
SCAG projects the population of Southern California to grow by additional 6 million people over the next
30 years to nearly 23 million persons ( SCAG, 2006). In an area perpetually plagued with high incidence of
roadway and air traffic congestion, such growth could further decrease mobility of people and goods if
commensurate improvements are not made in transportation infrastructure. The region’s roadway
network currently ranks among the most congested in the country. In 2005, the Texas Transportation
Institute ( TTI) designated Los Angeles as the number one congested very large city, Riverside‐ San
Bernardino as the number one congested large city, and the Los Angeles‐ Long Beach‐ Santa Ana area as
the number one congested very large urban area ( TTI, 2005). The economic prosperity and quality of life
that are dependent upon the efficiency of the transportation system could be in jeopardy as a result of
further deterioration in conditions. For the region to sustain its economic vitality and quality of life, the
transportation network will need to be reevaluated to determine what modifications could be made to
create an efficiently accommodating system.
Twomey & Tomkins, 1995, referred to the Los Angeles World Airport ( LAWA) system as a key and
essential element of the regional transportation network and of its economic growth. LAWA is a system
of airports owned and operated by the City of Los Angeles. This system includes Los Angeles
International Airport ( LAX), Ontario International Airport ( ONT), Van Nuys ( VNY) Airport, and Palmdale
Regional Airport ( PMD). Six other airports ( listed in the previous section) are expected to contribute to
the future aviation needs of the region. These other airports are operated and planned as independent
facilities with little consideration for the needs of the greater region.
LAWA projections indicate that the region’s airports lack the facilities to meet the expected passenger
demand for 2015 ( Los Angeles World Airports, 2004). LAX, the most dominant air facility in the system is
constrained in its efforts to expand due to its proximity to residential neighborhoods and other urban
facilities. Recent expansion plans for LAX were dropped as part of an agreement between the City of Los
Angeles and neighbors of the aviation facility who are opposed to the plan. The alternate vision for the
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aviation network is decentralization of airport operations away from LAX. In 2003, LAX handled 70% of
the air passenger traffic, while Ontario and John Wayne were in second place with approximately 10%
each. Under the decentralization scheme, LAX is projected to handle 45% of the air passenger traffic
even as total passengers are expected to double by 2030, with Ontario’s share increasing to 18% ( SCAG,
2004).
Originally studied as a way of accessing various airports in the region, planners soon recognized the
potential for the Maglev system to serve large volumes of commuter traffic. The planned Maglev system
now has the additional objective of helping to provide some relief for travel between major origins and
destinations in the midst of roadway traffic congestion in the Los Angeles metropolitan region.
Study Purpose
This report is a product of a seed grant research of background to the feasibility of a “ Decentralized High
Speed‐ Connected Airport System” in Southern California. Its objectives are to identify sources and
factors of cost to enable the design of a more detailed study on the topic. The subsequent study is
envisioned to look at the feasibility as well as relative costs of alternative methods of connecting the
airports. Conceptual alternatives may include: TGV‐ based high speed rail; the proposed Maglev‐ based
high speed rail and urban rapid transit.
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2.0 Description of Proposed Southern California System
The process of planning for a Maglev system in southern California began with initial studies on the
feasibility of the entire system. This was followed by more detailed studies of various segments. There
are five main project segments ( see Figure 1):
1. The Initial Operating Segment ( IOS) from West Los Angeles ( LA) to Ontario Airport
2. Extensions of the IOS to connect with LAX and March stations
3. A connection between Los Angeles International Airport ( LAX) and Palmdale
4. A connection between Downtown LA and Anaheim
5. Connecting various locations in Orange County with LAX and major stops in LA.
There are many alternative alignment options for each of the segments listed. There are specific station
locations that are to be connected by each of the alignment options. The details of these alignments are
in various project study reports ( FRA, 2000; SCAG, 2002a; SCAG, 2002b; SCAG, 2006). Appendix 1 has
excerpts from these documents. The collection of reports provides varying levels of detail about the
different segments. The varied alignments affect the distances, time, passenger and cost estimates.
Table 1 summarizes selected estimates and characteristics for all segments except the Orange County
segment for which there are many possible route choices yet to select from. Estimates suggest overall
system costs would range between $ 110 million to $ 145 million per mile.
The Federal government provided funding for the initial study of Maglev for Southern California.
Funding for capital costs is expected to come from programs under the Federal Transportation
Infrastructure Finance and Innovation Act ( TIFIA) as well as tax‐ exempt municipal bonds.
Detailed cost estimates have been developed for the IOS, LAX to March, and Palmdale segments. Table 2
is a summary of the capital costs and the operating and maintenance costs. These costs are compared in
this report to other cost estimates for Maglev, High Speed Rail, and Bus Rapid Transit ( BRT) systems.
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Figure 1: Proposed System Configuration
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Table 1: Characteristics of Proposed Southern California Maglev System
Segment
Distance
Miles
( kilometers)
Time
( minutes)
Daily
Passengers
Assumed
Headway
( minutes)
Total Cost
($ billions)
System
Cost per
mile
($ millions)
IOS1
54 mi
( 86 Km) 32 65,600 7.8‐ 8.3 144.4
LAX to March2 57 ‐ 84,000 20 4.8
LAX to
Palmdale3
72 mi
( 115 Km) 42 102 ‐ 153,000 10 8.2‐ 11.9 113.9
LA to
Anaheim4
30‐ 33 mi
( 48‐ 53 Km) 34‐ 43 46,000 10 3.3‐ 3.9 110 – 118.2
Data Sources:
1. http:// www. scag. ca. gov/ Maglev/ pdf/ 1_ Maglev_ PE_ Summary_ of_ IOS. pdf
2. http:// www. scag. ca. gov/ Maglev/ pdf/ lax_ marchgp. pdf
3. http:// www. scag. ca. gov/ Maglev/ pdf/ lax_ palmdale. pdf
4. http:// www. scag. ca. gov/ Maglev/ pdf/ orangeline. pdf
Table 2: Summary of Capital and Recurrent Cost Estimates on Three Segments
Segment
Capital Cost
($ billions)
Annual Operating and
Maintenance Costs
($ millions)
Annual
Passenger
Miles ( millions)
O & M Cost per
Passenger‐ Mile
IOS $ 7.8 – 8.3
LAX to March $ 4.8 $ 81 741 $ 0.11
Palmdale $ 8.2 – 11.9 $ 146 ‐ $ 212
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Initial Operating Segment
Additional information is provided in this section on the initial operating segment ( IOS) as a sample of
information available on the proposed Maglev project. The IOS has four stations from West LA to
Ontario. There are three alignments under consideration. The criteria generally applied in the
determination of alignments for this and other segments include ( SCAG, 2006):
• Use of Public Rights‐ of‐ Way
• Develop fully grade‐ separated alignment
• Maximize Speed
• Minimize Impacts
• Minimize Costs
The alignment along Interstate 10 plans for stations at West LA, Union Station, West Covina, and Ontario
Airport. The alignment along State Route 60 plans for stations at the same locations except Puente Hills
instead of West Covina. The route via the Union Pacific Railroad ( UPRR) right‐ of‐ way would include a
stop at City of Industry instead of West Covina. Other segments portray similar types of variations in
alignment. Details are included in Appendix 1.
IOS Cost Estimate
SCAG ( 2006) identifies eight main categories of cost for the project overall. Table 3 shows a cost
comparison of the three different alignments of the IOS in these eight categories. The costs include
those for system implementation, environmental impact mitigation, management, and other
contingencies.
The estimates depict the SR‐ 60 alignment as the most costly; however, this alignment also has the
lowest cost per mile. Overall, the cost differences for each alignment are small, with the same costs for
vehicle and maintenance facilities and operating equipment for all alignments.
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Table 3: Major Capital Cost Components of Three Alignments on Initial Operating Segment
( Cost in $ millions)
Alignment I‐ 10 SR‐ 60 UPRR
Distance ( miles) 54.44 58.37 56.33
Cost Category:
Guideway $ 1,552.20 $ 1,667.50 $ 1,621.40
Structures, Foundations,
Tunnels
$ 2,155.30 $ 2,442.40 $ 2,298.90
Stations $ 939.10 $ 919.10 $ 936.00
Maintenance Facilities
and Operation Equip.
$ 331.10 $ 331.10 $ 331.10
Communications, Signal,
Power
$ 1,341.80 $ 1,438.70 $ 1,388.30
Vehicles $ 920.90 $ 920.90 $ 920.90
Right‐ of‐ way $ 324.00 $ 339.10 $ 314.50
Roadway Improvements $ 246.90 $ 257.20 $ 255.50
Total Cost $ 7,811.40 $ 8,315.90 $ 8,066.60
Cost per Mile $ 143.50 $ 142.50 $ 143.20
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3.0 Technology Overview
This study investigated the system components and generalized costs of magnetic levitation ‐ based high
speed rail, TGV‐ based high speed rail, and urban rapid transit with special focus on bus rapid transit
( BRT). This technology overview summarizes the key aspects of these transit technologies and provides
comparative cost tables.
3.1 High­speed
Rail
High‐ speed rail ( HSR) refers to ground transportation by rail operating at speeds in excess of 125 mph
( or 200 km per hour). Japan initiated the concept of high speed rail when the Shinkansen Line started
operation between Tokyo and Osaka in 1964 with cruising speeds of 210 km/ h. Notable HSR systems are
operational in Japan, France, Germany and China. There are three wheel‐ on‐ rail type technologies that
may be referred to as standard high speed rail: ( a) the Japanese Shinkansen ( called bullet train), ( b) the
French Train a Grande Vitesse ( TGV) and ( c) the German Inter City Express ( ICE). Then there is the
magnetic levitation ( Maglev) system that has been tested for decades but has only recently seen one
line in commercial operation in China. The literature reveals certain general findings as follows ( Vuchic
and Casello, 2002):
• High‐ speed rail can play a key role in providing transportation for trips between 62 and 621
miles ( 100 km to 1000 km).
• Increasing maximum speed has decreasing marginal gains in travel time savings
• Travel time reductions due to higher speed depend very much on the length of the run
between stations.
• Marginal cost grows more than proportionally with increases in maximum speed.
• There is usually a significant difference between maximum experimental speed and maximum
operating speed. The latter is what should be applied in planning for high speed rail.
These findings are explained in additional detail in a subsequent chapter on Comparison of Modes.
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3.2 Magnetic Levitation Based High Speed Rail
History
Major development in magnetic levitation ( Maglev) technology started in 1970 and occurred
simultaneously in Germany and Japan resulting in two different types of Maglev systems. The German‐based
Maglev system, the Transrapid, uses electromagnetic suspension to levitate the train cars while
the Japanese‐ based Maglev system uses superconducting magnets to levitate train cars. While Maglev
test lines are in place in Germany and Japan, the only commercially operating high‐ speed Maglev line is
in Shanghai, China. Shanghai's Maglev began full operation in March, 2004. The Transrapid in Shanghai
has a design speed of over 500 km/ h ( 310 mph) and a regular maximum service speed of 430 km/ h ( 267
mph) so that it covers the 20 miles from Pudong to the outskirts of the city in 7 minutes and 20 seconds.
Technology Outline
Vuchic and Casello ( 2002) summarized the technology as follows:
• Electromagnetic Suspension ( EMS) – The German version uses attractive magnetic forces
between train cars and a steel track to levitate vehicles. There are two versions of the German
system. One is for inter‐ city travel, called the Transrapid. The other is for urban transit and is
called the Transurban.
• Electrodynamic Suspension ( EDS) – The Japanese version uses repulsive magnetic forces both in
the train car and on the track to levitate vehicles. An example of an urban‐ to‐ urban Maglev that
operates at comparatively low speeds was showcased in Aichi, Japan for the 2005 World Expo.
• Maximum Experimental Speed – was achieved on the Japanese test system at 581km/ h ( JR
Central, 2008)
• Track Alignment – Maglev trains have the ability to climb grades up to 10% and negotiate tighter
radii than steel wheel high‐ speed trains.
• Actual operational speed on a commercial system is 430 km/ h ( 267 mph).
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Proposed Systems
Several proposals have been advanced and dropped over the decades to deploy Maglev technology in
both the system developer countries and abroad. The estimated system costs associated with a
selection of these projects are summarized in Table 4. The Maglev 2000 proposal for Florida is a light
profile intra‐ urban system for which costs are out of range with the other inter‐ city proposals.
Baltimore to Washington – This was proposed to use the German based Transrapid technology along a
40 mile corridor connecting downtown Baltimore and the Baltimore‐ Washington International Airport to
Washington D. C. ( MTA, 2000).
Tokyo to Osaka‐ Also known as the Chuo‐ Shinkansen line, this proposed 500 km route will use the
Japanese based superconductive Maglev technology and is estimated to cost JPY 5.1 trillion for
construction costs and rolling stock excluding stations ( JR Central, 2007). The Chuo Shinkansen line has a
test track in Yamanashi prefecture. At this test location, trains have reached speeds of 581 km/ h and are
declared by the system developers as commercially feasible. The Yamanashi test facility will undergo a
355 Billion yen renovation to extend its current 18.4 Km track to a 42.8 Km test track. ( JR Central, 2008)
Table 4: Comparison of Maglev System Costs
System: Generalized Transrapid Transrapid
Maglev
2000
Chuo
Maglev
Location Worldwide
Shanghai‐
Pudong
Baltimore‐
Washington
Tokyo ‐
Osaka
Total System Cost ($ millions
per mile) $ 19‐$ 88 $ 23‐$ 70 * $ 221 ‐ S264
Track $ millions per mile) $ 11
Stations ($ millions each) $ 133
Rolling Stock ($ millions per
train) $ 35
Operating Costs
Energy ( per passenger mile) $ 0.01
Other ( per passenger mile) $ 0.02
Total ( per passenger mile) $ 0.03
Maintenance unavailable unavailable unavailable unavailable unavailable
Source
Vuchic, and
Casello 2002 Yan, 2004 MTA, 2000
Powell and
Danby, 2007 IRJ, 2005
* Notes:
Estimated cost as‐ built: $ 70.27 m/ mile
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Estimated long‐ term project cost: $ 35 to $ 40 m/ mile
Estimated cost from China's Ministry of Railways: $ 23.4 m/ mile
Operating System
The only commercially operating Maglev system is the Transrapid Maglev line connecting Longyang
Road station to the Shanghai Pudong International Airport. Construction of the station first began in
2001 and finished in 2004.
3.3 TGV Based High Speed Rail
History
The first TGV line was opened in 1981 and connected Paris and Lyon via a 417 km long track. Since its
initial opening, the French TGV line has grown with new lines connecting to Lille, Marseilles, and the
United Kingdom via the Channel Tunnel. It now boasts the fastest average operating speed ( 317 km/ h or
200 mph) among standard high speed rail technologies.
Technology and Features
The literature reveals certain attractions with standard HSR as exemplified by TGV technology:
• Steel wheeled rail technology‐ they operate much like traditional rail, but with refinements and
at much higher speeds.
• Standard Gauge – TGV utilizes standard gauge track ( Nash et al, 2007) allowing TGV train cars
to operate on non‐ high speed rail lines.
• Bimodal Use‐ high‐ speed trains can accommodate platform wagons loaded with cars, trucks and
buses thus creating potential to use available route capacity for freight movement and improve
financial efficiency of the system ( Guirao et al, 2005).
• Max Experimental Speed‐ 515 km/ h ( Vuchic and Casello, 2002)
• Track Alignment – Ability to climb grades up to 4%
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Proposed and Existing Systems
Europe has gone through extensive high‐ speed rail development in both infrastructure and
acceptability. The existing system integrates lines that connect France, Great Britain, Switzerland,
Germany and Belgium with new lines under construction to connect Sweden, Denmark, The
Netherlands, Italy and Spain ( Vuchic and Casello, 2002).
While high‐ speed rail technology has expanded in Europe, it has only begun to be explored in the United
States. Planning efforts in the United States show widely varied levels of development. A survey
revealed 21 proposed high‐ speed rail systems in 64 corridors to traverse more than 15,500 centerline
miles ( Schwieterman and Scheidt, 2007). Table 5 shows selected system costs. It reveals that the
statewide, TGV‐ based system proposed for California is estimated to cost approximately $ 40 million to
$ 60 million per mile, two to three times lower than the range of costs per mile for the proposed
Southern California Maglev system.
Table 5: Selected TGV System Costs
System: Generalized HSR TGV TGV
Location Worldwide California California
Total System Cost ($ millions per mile) $ 10‐$ 40
$ 37.5 to $ 62.6
Track $ millions per mile)
Stations ($ millions each) $ 29.1 to $ 79.2
Rolling Stock ($ millions per train)
Operating Costs
Capital & maintenance $ 0.21 / pass‐ mile
operating only $ 0.08 / pass‐ mile $ 351.2 m / year
Equipment maintenance $ 299.5 m / year
Source
Vuchic and
Casello, 2002
Levinson et al,
1996
CHSRA and FTA,
2008
3.4 Urban Rapid Transit and BRT
The following information about BRT is intended to help decision‐ makers understand and compare the
elements of this bus system to the high‐ speed rail technology. Additional information about systems
around the world is available through the Federal Transit Administration and the National Bus Rapid
Transit Institute ( FTA, 2009). This section looks more specifically at system implementation and costs in
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the US. There are many grades of BRT systems. This study looks at the system that is most comparable
to a Maglev in terms of using a grade‐ separated transitway with large stations.
History
Bus Rapid Transit ( BRT) was developed in Curitiba, Brazil as a way to provide a service that is very similar
to light rail but at a much more affordable cost. The system was later adopted in other South American
cities, while its value was being explored in Europe and North America. The only “ complete” citywide
networks of BRT systems are those found in Curitiba and Bogota. Several BRT systems are planned or
implemented in several countries around the globe as a relatively low‐ cost urban transportation option.
Technology
New technologies are increasingly being used to create effective forms of BRT yet they remain relatively
simple compared to Maglev or high‐ speed rail technologies. BRT runs like a light rail system. There is a
specific route that the bus travels, riders pay in advance, and there are raised boarding platforms to the
same level as the bus floor to reduce boarding times. A high performance BRT system has the following
features:
• Grade separated right‐ of‐ way
• Advanced ticketing to reduce boarding time
• Raised platforms at stations to reduce boarding time and improve entry and exit
• Frequent, reliable service
• Applications of Intelligent Transportation Systems for priority treatments, traveler information,
etc.
Operating Systems
There are many systems operating worldwide, including South America, Europe, Australia and Canada.
There are varied forms of BRT systems in many cities in the US ( FTA, 2009) such as the Las Vegas MAX,
the Boston Silver Line, and the Los Angeles Orange Line.
System Costs:
A document of the Federal Transit Administration ( FTA, 2009) identifies costs associated with running
ways, stations, and vehicles of BRT systems. Capital costs for surface systems vary in the US between
$ 2.7 and $ 23.07 million per mile. Table 6 summarizes infrastructure related costs and Table 7 identifies
vehicle purchase costs. Notable features of BRT systems and vehicles in the cost table are defined next.
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Table 6: Comparison of BRT System Costs – Infrastructure
Element: Running Ways Cost ( million per lane‐ mile) Description/ Example
At‐ Grade Transit Way $ 6.5 ‐ $ 10.2
Orange Line, Los Angeles
Grade‐ Separated Transit
Way
Aerial:
$ 12 ‐ $ 30
Below Grade:
$ 60‐ 105
East Busway, Pittsburgh
Element: Stations Cost Description/ Example
Intermodal Transit Station $ 5‐$ 20 million
( cost of platforms, canopies,
large station structure,
passenger amenities,
pedestrian access, auto
access, and transit mode for
all transit modes served; does
not include soft costs)
Intermodal Station ( Miami‐
Dade)
Notable Features of BRT
Notable features of BRT systems are introduced in Table 6 and Table 7. They are defined briefly as
follows:
At grade Transit Way: ‐‐ This refers to the situation where roads are created for the exclusive use of
transit vehicles in available rights‐ of‐ way. Examples include: ( a) a railroad corridor that is no longer in
16
use and where there is sufficient transit demand to warrant the investment that will support frequent
bus service; and ( b) adjacent to active rail corridors where there is sufficient cross‐ section to operate the
BRT. In certain circumstances, right‐ of‐ way for exclusive lanes may be wide enough to accommodate
only one single bi‐ directional lane. In such situations, transit service is limited to the peak direction only
or service in both directions if frequencies are low and the single‐ lane section is short.
Table 7: Comparison of BRT System Costs – Vehicles
Element: Buses Cost Description/ Capacity
Conventional Standard $ 375,000 ‐ $ 400,000 35 – 70 passengers
Stylized Standard $ 425,000 ‐ $ 450,000 35 – 70 passengers
Conventional Articulated $ 700,000 ‐ $ 750,000 31 – 90 passengers
Stylized Articulated ( Partial
Low‐ Floor)
$ 800,000 ‐ $ 950,000 31 – 90 passengers
Specialized BRT Vehicle ( Full
Low‐ Floor)
31 – 90 passengers
Grade Separated Transit Way: ‐‐ Grade‐ separated transitways avoid cross street traffic with overpasses
or underpasses, allowing transit vehicles to operate unimpeded at maximum safe speeds between
stations. They are separated from congestion along local streets at intersections and adjacent highways.
Underpasses or overpasses can be used at intersections, with the bulk of the right‐ of‐ way at grade, to
reduce costs.
Intermodal Station: ‐‐ The intermodal terminal or transit center is the most complex and costly of BRT
stations. This type of BRT facility often will have level boarding and a host of amenities and will
accommodate transfers from BRT service to local bus and other public transit modes such as local rail
transit, intercity bus, and intercity rail.
Conventional Standard Vehicle: ‐‐ Conventional standard vehicles are 40 to 45 ft in length and have a
conventional (“ boxy”) body. The partial low‐ floor variety ( now the norm among urban transit
17
applications) contains internal floors that are significantly lower ( 14 inches above pavement) than high
floor buses. They typically have at least two doors and a rapidly deployable ramp for wheelchair bound
and other mobility‐ impaired customers.
Stylized Standard Vehicle: ‐‐ Stylized standard vehicles have the features of a conventional step low‐ floor
vehicle but they also incorporate slight body modifications or additions to make the body appear more
modern, aerodynamic, and attractive.
Conventional Articulated Vehicle: ‐‐ These are longer, articulated vehicles that have higher passenger
carrying capacity ( 50% more) than standard vehicles. Typically they have partial low floors with steps
and also have two or three doors.
Stylized Articulated Vehicle: ‐‐ Stylized articulated vehicles are emerging in the U. S. to respond to the
desires of BRT communities for more modern, sleeker, and more comfortable vehicles. Step‐ low floors,
at least three doors with two double‐ stream and quick‐ deploy ramps facilitate boarding and alighting to
shorten stop dwell times.
Special BRT Vehicle: ‐‐ Specialized vehicles employ a modern, aerodynamic body that has a look similar
to that of rail vehicles. Special axles and drivetrain configurations create a full low floor in the vehicle
interior. They also employ advanced propulsion systems and often include integrated ITS components
and guidance systems.
Operating and Maintenance Costs
US experience with the introduction of BRT systems reveals typical increases in ridership. This is
expected because of the usual increase in service frequency and general attractiveness of vehicles. This
has translated into improvements in operating cost efficiency for the BRT‐ specific routes in terms of
such performance indicators as: ( a) passengers per revenue hour ( b) subsidy per passenger‐ mile, and ( c)
subsidy per passenger. The Metro Rapid BRT line in Los Angeles, for instance, reported an increase in
passengers per revenue mile from 51 to 59.7. This resulted in reduced subsidy per passenger mile from
$ 0.20 to $ 0.15. The Silver Line BRT in Boston registered a 15% increase in riders per passenger hour.
Additional details are included in Appendix 3.
18
4.0 Modal Comparisons
4.1 Maglev vs. Standard High Speed Rail
Magnetic Levitation ( Maglev) technology is a version of guided high speed ground transportation. In this
comparison, the differentiation is made by referring to one form as standard high speed rail ( HSR) and
the other as Maglev. HSR includes the Japanese Shinkansen ( JS), French Train a Grande Vitesse ( TGV),
and German Intercity Express ( ICE) technologies.
Vuchic and Casello ( 2002) compared Maglev with conventional high speed rail in the areas of travel
speed, interconnection with other modes, investment costs, operation and maintenance costs, and rider
comfort. They arrived at the following conclusions:
1. Speed – Advancements in standard high speed rail technology in recent times have removed the
higher speed advantage that Maglev previously had, making travel time differences between
the two modes very small over typical spacing between stations. The highest tested HSR speed
on the TGV is 515 km/ h, compared to the highest tested Maglev speed of 551 km/ h, a 7%
difference. In actual operation, the TGV trains average 317 km/ h. The one commercially
operating Maglev line in China, boasts a top speed of 431 km/ h but an average of 262 km/ h
over its relatively short distance of 30 km. Note that even if the Maglev were 100 km/ h faster in
actual operation, a 100 km trip would take approximately 15 minutes by Maglev ( at 400 km/ h)
and 20 minutes by HSR ( at 300 km/ h) resulting in approximately 5 minutes in travel time
savings. ( This example assumes instant acceleration and deceleration; if taken into account, the
difference will be smaller than 5 minutes).
2. Interconnection – HSR holds a huge advantage over Maglev in its ability to use existing
infrastructure and thus facilitate better interconnection with existing rail networks. HSR can
jointly use tracks, yards, maintenance facilities and even entire sections of lines with other rail.
The ability to extend its reach to other rail promotes further connectivity via settlements not
directly on HSR lines. The ability to integrate with existing networks creates great convenience
for passengers and reduces the need for transfers, which can extend door‐ to‐ door travel times
significantly.
3. Investment Cost – The maturity of the technology and its ability to use existing infrastructure
enables HSR to be deployed at a lower investment cost than Maglev, for which costs are
19
uncertain because it has extremely limited deployment experience. A USDOT report indicates
that Maglev would cost 10% to 20% more than HSR, ( USDOT, 1997). Maglev’s capital cost is
higher because it requires entirely separate rights‐ of‐ way and special facilities that are not
compatible with existing systems.
4. Operating Costs – These are not certain for Maglev, but it is expected to consume more energy
than HSR because the linear induction motor ( LIM) would require continuous use of energy as
opposed to the rotating electric motor of HSR. The Vancouver Skytrain and Toronto’s
Scarborough line, both with LIM, for instance, are known to use 20% to 30% more energy for
traction than similar rail vehicles with conventional rotating electric motors. Thus HSR
consumes less energy per comparable unit of train capacity.
5. Maintenance Costs – Because Maglev trains lack physical contact with the guideway, this feature
would suggest lower maintenance costs, but the highly complex electronics on both the
guideway and the trains could result in costly repairs when the need arises.
6. Comfort – Visitors on both the German Transrapid Maglev and Japanese Maglev trains are
known to experience considerable vibration and noise levels whereas HSR trains including the
JR, TGV and ICE are known for very smooth rides and low internal noise. Thus HSR has an
advantage over Maglev in terms of ride comfort.
4.2 Tenets for Adopting High Speed Rail
Vuchic and Casello ( 2002) postulated certain tenets to guide the adoption of high speed rail technology.
They relate travel time to the maximum system speed, station spacing and cost.
The first relates travel time gains to the maximum speed of the system:
“ Increases in maximum speed have decreasing marginal gains in travel time savings” – the
authors illustrate that over a 250 km distance for instance, an increase in maximum speed by 50
km/ h from 150 km/ hr to 200 km/ h would result in nearly a 25 minute reduction in travel time.
An additional 50 km/ h increase to 250 km/ h would reduce travel time by nearly 15 minutes and
a further 50 km/ h increase to 300 km/ h would reduce travel time only slightly by nearly 10
minutes. If maximum speed were increased from 400 km/ h to 450 km/ h, there would be only a
20
4‐ minute reduction in travel time. Thus speed differentials at lower levels are more effective
than at much higher levels. The lesson is not to seek the highest possible speed for a new
system being planned, but one that would make significant difference to existing operations.
The second tenet relates travel time gains to the spacing between stations:
“ Travel time reductions due to higher speeds depend on the distance between stations” – if
maximum speed increased from 250 km/ h to 300 km/ h, the travel time reduction would be
nearly 9.7 minutes over a 250 km distance. If the same speed change occurred over a 100 km
distance, it would save just about 2.6 minutes and if over 50 km, it would save only 1.7 minutes.
The lesson is to seek high speed systems for long distance spacing between stops; they will bring
little gain, to short distance trips.
The third tenet relates cost differentials to the maximum speed of the system:
“ Marginal cost ( of capital and operations) increases more than proportionately with increases in
the maximum speed” – the authors explain that cost increases are due to both ( a) increased
precision of guideway and vehicles and ( b) increased energy consumption due to exponential
increase in air resistance. The lesson is not to necessarily seek the cutting edge of the
technology if cost effectiveness is an objective.
The authors assert therefore that “ the optimal domain for high speed ground transportation systems is
on long interstation lengths, such as 100 km. On short distances, the gains in travel times are so small
that it is difficult to justify the high investment” cost.
These assertions are particularly important in light of the fact that entire route segments of the
Southern California Maglev plan range in length between 50 km and 170 km. A close look at the
distances between stations reveals that average station spacing varies from. 20 to 50 km. These facts
would suggest the look at other, fully grade separated options, such as urban rapid rail ( Metro) and bus
rapid transit as viable options for consideration in Southern California.
21
4.3 Cost Comparisons: High Speed Rail, Maglev and Urban Rapid Transit
If station spacing would not justify the high cost of high speed ground transportation in terms of travel
time savings, what about cost differentials? A synthesis of the cost information is presented next:
• The capital cost estimates for the southern California system indicate that the cost per mile is
approximately $ 110 million for HSR and $ 114 for Maglev on the 80‐ km airport connector
alternative of the Palmdale line. Alternative alignments of the IOS show an approximate capital
cost of $ 140 per mile for Maglev ( SCAG 2002b), a 27% increase over the unit cost for HSR.
• Recent cost data from Europe indicate that the 2002 cost to build a metro line varied widely
upwards of $ 115 million per mile depending partially on efficiencies and partially on whether
tunneling and aerial structures are involved. ( Sunday Business Post, 3/ 30/ 2003).
• Similarly, cost to build bus rapid transitways varies widely ( in 2003 dollars) from $ 6.5 ‐ $ 10
million per mile for at‐ grade sections and $ 12 ‐ $ 30 million per mile for aerial sections to $ 60 ‐
$ 100 million per mile for sections below grade ( FTA, 2009).
The data clearly indicate major differences and overlaps. The relatively short distances between stations
in the planned Southern California system make other fully grade separated, urban rapid transit modes
viable contenders among the technological choices. If alignments chosen are feasible with relatively
little tunneling, BRT would be the most economical choice in terms of capital costs per mile at $ 30
million or below. If much tunneling is involved, then all capital costs can easily approach or exceed $ 100
million per mile. In this case the rail modes would be more efficient choices. If the lower range of the
costs for urban rapid rail ( Metro) construction were the case then Metro could be an efficient choice. If
the upper end of the costs for Metro construction were to be the case then HSR would be the more
efficient choice. Maglev would have the disadvantages of: ( a) higher capital costs than HSR; and ( b) the
inability to share existing facilities with other rail such as AMTRAK and the future intercity HSR to be
implemented in the State of California.
22
5.0 Conclusions
5.1 Observations
High‐ speed rail ( HSR) refers to a form of guided ground transportation that operates at speeds in excess
of 125 mph ( or 200 km per hour). There are two groups of choices for high speed guided ground
transportation. One group includes the more traditional type of rail that travels at high speeds and
includes: a) the Japanese Shinkansen ( called bullet train), ( b) the French Train a Grande Vitesse ( TGV)
and ( c) the German Inter City Express ( ICE). The other group is the magnetic levitation system of which
there are Japanese and German versions.
Several lessons are noteworthy for planning high speed rail systems. The maximum operating speed
should be used not the maximum experimental speed as there are significant differences between the
two. Agencies do not need to target systems with the highest maximum speed as there are decreasing
marginal gains in travel time savings and marginal costs increase more than proportionally at very high
speeds. High speed systems are best deployed for long distance spacing between stops; they bring little
gain, to short distance trips.
The literature suggest therefore that high‐ speed rail can play a key role in providing transportation for
trips between 62 and 621 miles ( 100 km to 1000 km) This assertion is particularly important in light of
the fact that entire route segments of the Southern California Maglev plan range in length between 50
km and 170 km. A close look at the distances between stations reveals that average station spacing
varies from. 20 to 50 km. These facts would suggest the look at other, fully grade separated options,
such as urban rapid rail ( Metro) and bus rapid transit as viable options for consideration for Southern
California.
There are differences of opinion between proponents of Maglev and high speed rail. There are major
differences and some overlaps in actual construction costs and cost estimates associated with the
various technological options for intercity and intra‐ city public transportation. These call for careful
study rather than emotional appeal when considering these systems for deployment.
5.2 Recommendation
A more thorough study needs to be conducted toward the choice of technology for the Decentralized
Airport Connector and Commuter system for Southern California. The detailed study needs to assess the
appropriateness of the technology to choose in terms of speed of travel vis‐ à‐ vis associated capital and
operating costs.
23
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26
APPENDICES
Appendix 1­1:
Initial Operating System ( IOS)
Source:
SCAG, Maglev Deployment Program: Summary of Preliminary Engineering for IOS, Prepared by Lockheed Martin Integrated Systems and Solutions
and IBI Group, August 2006; accessed online at: http:// www. scag. ca. gov/ Maglev/ pdf/ 1_ Maglev_ PE_ Summary_ of_ IOS. pdf
Proposed Alignments
27
Cost Estimates
28
29
30
Appendix 1­2:
LAX to March
Source
Federal Railroad Administration ( FRA 2000, July), California MAGLEV Project, Prepared under a cooperative agreement among the California
Business, Transportation & Housing Agency, California High Speed Rail Authority and Southern California Association of Governments; accessed
online at: http:// www. scag. ca. gov/ Maglev/ pdf/ lax_ marchgp. pdf
31
32
33
Appendix 1­3:
LAX to Palmdale
Source
SCAG, LAX‐ Palmdale High Speed Ground Access Study, Prepared by IBI Group, January 2002; accessed online at:
http:// www. scag. ca. gov/ Maglev/ pdf/ lax_ palmdale. pdf
34
35
Appendix 1­4:
Orange Line
Source
SCAG, Orange Line Feasibility Study, Prepared by IBI Group, April 2002; accessed online at: http:// www. scag. ca. gov/ Maglev/ pdf/ orangeline. pdf
36
Appendix 2: Characteristics of California High Speed Rail Proposal: Bay Area to Central Valley
Source: CHSRA and FTA, 2008
37
38
Appendix 3: Comparative Capital Costs of Urban Rapid Transit Systems
Source:
National Bus Rapid Transit Institute, Rapid Transit: Elements, Performance, and Benefits, Promotional flyer of NBRTI, assessed online at:
http:// www. nbrti. org/ docs/ pdf/ BRT_ promo_ low. pdf
39
Source:
Federal Transit Administration ( FTA, 2009) Characteristics of Bus Rapid Transit for Decision‐ Making, Prepared by The National BRT Institute, February,
2009
40
41