Basel-Zurich in ten minutes:
across Switzerland at high speed by Swissmetro
From Swissmetro to Eurometro
Swissmetro: how many passengers?
Include environmental pollution from construction
And the future of surface railways?
Better navigation for public transport
Transport system management pays off
Information technology for heavy goods traffic
Telematics in transport
E-commerce does not reduce traffic volume
Projects & Reports
Feedback
Propositions
Technology and telematics define our daily life: computers, mobile phones and the Internet became established features of our world at the end of the 20th century. Now it's the turn of the transport systems to make a technological leap forward.
What will the railway of the future look like? In long-distance passenger transport, the railways still possess the technological potential to hold their market position and even extend it. Various options are currently under discussion. Does the future of the railways lie underground - is it called Swissmetro? The basic idea of Swissmetro is simple: lack of public acceptance, environmental pollution and the settlement structure of Switzerland all mean that a high-speed railway is more likely to be realised underground thanon the surface. Along the main railway axes, such as between Basel and Lugano, Basel and Zurich or Geneva and St. Gallen, an underground magnetic levitation railway could travel at top speeds of up to 500 km/h. These high speeds could be achieved by a partial vacuum in the tunnels, which would be built at a depth of between 40 and 400 metres. This kind of futuristic transport isstill pie in the sky, but commencing operation in 2030 may nevertheless berealistic.
Several NRP 41 studies investigated the potential, and the consequences,of Swissmetro. For example, a survey of today's rail and road users on theplanned main line from Geneva to St. Gallen determined the potential demand.An ingenious interview technique called the "Stated Preference Method" wasused, which- despite the uncertainties inherent in all predictions - isincreasinglybeing used internationally. The results show that if Swissmetrowere implemented, it would attract some 24,000 passengers between Genevaand Lausanne and approx. 34,000 passengers between Bern and Zurich per dayand in each direction. Around 60 per cent would transfer from the railways,25 per cent from road travel, and approx. 15 per cent would be new passengers.Conventional rail travelwould decrease by about half on some routes.
The demand for the super-fast underground magnetic levitation railway will be particularly sensitive to variations in timetables and fares. For example, a 10 per cent fare reduction for Swissmetro would result in an increase in passenger volume of 3.1 per cent, whereas a 10 per cent increase in travelling time would lead to a reduction in passenger volume of 3.4 per cent. F1
The construction of Swissmetro provokes many questions. An important issue is how the technological, economic and ecological impacts of such a fundamentally new transport system can be evaluated. In the study F3 the NRP 41 discussedthe methodological questions of a Technology Assessment and examined themostimportant controversies in depth. The ecological and spatial impacts,andpossible technological innovation effects, were foremost. The study placescritical question marks over the fundability of this enormous project, andthe choice of the pilot route between Geneva and Lausanne. On the other hand,the study concludes that the development of a new technology, representedby a magnetic levitation railway in a partial vacuum, also has a great exportpotential.
The possible regional impact of building the Swissmetro is a particularly explosive issue. Using several scenarios, two research teams came to theconclusion that Swissmetro would primarily strengthen the central conurbations.Areas on the edges of these centres, and according to most of the scenariosthesmaller towns as well, would be among the losers. Conversely, the equilibriumof the seven major regions of Switzerland would hardly change, since onestopon the Swissmetro is planned in each region. Central Switzerland ishoweverthe real winner, if two Swissmetro lines cross in Lucerne.
The regional distribution of population development and the number of jobs would be influenced by the Swissmetro, but the impacts of such changes would be limited to around 3 per cent at most. Compared to the structural impacts of Rail2000 and New Alpine Rail Tunnels or the building of the motorway network, these are rather small.
The effect of Switzerland's joining the EU on regional development wouldbe much greater than the building of Swissmetro. In this context the significant question is what the rest of public transport looks like. F5a/F5b
The ecological consequences of an underground magnetic railway were alsocritically evaluated in NRP 41. The conclusion: for distances of up to 1000kilometres - the Rome-Frankfurt route or Geneva-Madrid, for example - anundergroundmagnetic railway could provide an ecological alternative to airtransport.On medium stretches an energy-optimised magnetic levitation railwaycouldincrease efficiency by a factor of five to ten over today's air traffic.Theinfrastructure of Eurometro, in comparison with today's transport systems,produces hardly any noise pollution or intervention in the landscape. Theseresults were given by a wide-ranging energy and environmental assessmentofa possible Europe-wide, underground magnetic levitation railway. F6
(in thousand passengers per day and direction)
In such a calculation it is important to vary the assumptions concerningthe technological and economic concept of a possible Eurometro. For example,the type of electricity production, and demand for it, would have a greatinfluence on the result. The environmental pollution caused by building theinfrastructure should not be ignored either. The energy consumption (andsimilarly also emissions of greenhouse gases) during construction of a Europeanmagnetic levitation railway would probably be about as great as energy consumptionduring itsoperating life, planned to be one hundred years. On the one hand,this levelof emissions is high; but on the other the overall balance, thanksto economicaloperating, is rather better than for today's Intercity trains.These dataare still only a first approach to the complex environmental impactassessmentof an underground railway system in Europe. Some of the data usedstill needfurther research. A future overall assessment would also haveto include theadditional mobility created by the new system. F6/M29
In addition to Swissmetro and Eurometro, the "classic" railways also have the opportunity and technological potential to maintain, or even considerably extend, their market position in long-distance passenger transport. The most important challenges in the years to come will be the need to reduce costs through optimised track maintenance and standardised processes for the manufacture of rolling stock. Of major importance is the rapid introduction of electronic safety and guidance systems that can increase passenger volumes and reduce travel times.F4 /M29
The planning of future transport systems such as Swissmetro and Eurometro is one thing, the improvement of current systems quite another. The NRP 41 attempted to consider both areas, since the technological potential of today's transport modes is far from exhausted. Quite the contrary: thanks to thespread of technology such as mobile telephone systems and the Internet, numerous new services such as digital timetables have become possible.
In motorised private transport, wideranging research by the European communications and automobile industry has indicated that in the near future a high proportion of mid-range cars will be fitted with electronic navigational aids. Traffic information systems will transmit up-to-date, comprehensive and easily accessible data on the traffic situation, traffic conditions and parking availability to drivers. Satellitesupported information systems that use the international Global Positioning System (GPS) are also able to direct drivers from point of origin to destination by the most direct and fastest route.
The situation in public transport is completely different. The information service in Switzerland is clearly in need of improvement. For example, normal timetable information provided via computer or telephone does not provide real-time information about delays, disruptions or strikes. Another shortcoming is that the timetables of urban transport companies have not yet been incorporated in the SBB's electronic timetable, which renders it impossible to determine all stages of a journey, door to door.
This unbalanced development of transport information contains the risk that despite great future efforts in extending infrastructure and service, public transport will lose competitiveness and accordingly market share. But the obstacles to establishing an appropriate information system are not technological, but primarily organisational and economic. E1
A timetable information system for the whole country - including urban services - would be necessary. After typing in starting and destination address, a geographical information system could provide the best connections usingpublic transport, and if desired also show sites of interest or local amenities. The availability of Park & Ride spaces or news of delays could also be included.E1 /M4
Traffic infrastructures in conurbations are increasingly overloaded. Only the skilful application of technical and organisational measures involving all forms of traffic can keep a traffic system working without an enlargement of its infrastructure. This may be achieved using transport systems management. The aim is to make the traffic system more efficient and thus to benefitthe environment and road safety.
In the case of the planned transport systems management in Bern, the optimum use of transport infrastructure could be achieved both by improved traffic information (e.g. P+R guidance system), and by direct management interventions (e.g. ramp metering). Skilful interventions at the right time and place would enable the necessary investments and operating costs to be amortised through a reduction in external transport costs and the costs of traffic jams.
Major improvements could also be expected for motorways. Capacities could be increased by 15 per cent, and the number of accidents reduced by 10 per cent.E4
Information technology also facilitates sustainable mobility management for heavy goods traffic. One decisive point could be the introduction of thedistance-related Heavy Vehicle Fee (HVF). Here, the question arises of whetherthe system for collecting the fee is compatible with similar systems in neighbouringcountries, and whether the data recorded could be used for further evaluation.One NRP 41 study has examined this subject. E2 The current tolling systemsin Europe, it concludes, are very diverse. The on-board unit (OBU) designedto determine the HVF will therefore be usable in other countries to calculatemotorway fees and tolls only some years after its introduction in 2001. Domestically,the functionality of the HVF OBU could be extended to cover several additionalservices such as access control for cities, or construction site logistics.It could also be used more generally for the administration of transit controls,for the enforcement of weight, speed and time limit regulations, and fora mileage-related motor vehicle road tax system. E2
Diverse perspectives are opened up by the use of IT in transport. In addition to the examples studied in the context of timetable information, mobility management and toll collection, there are numerous other possible applications. One NRP 41 study outlined the predicted potential and the breadth of applications imaginable.E5 The research team did not simply consider what was technologically possible, but also the ecological, economic and social impacts. For instance, telematics can increase road safety, especially when new safety systems are prescribed. From an environmental viewpoint it is notable that more efficient traffic guidance systems will make motorised passenger and goods transport more attractive, and thus result in increased traffic volume. Public authorities must develop a realistic framework of accompanying regulatory measures. The authorities should become actively involved in influencing traffic IT, particularly in the effort to establish responsibilities, and to provide the requiredlegal framework as rapidly as possible. S5
It is often claimed that information technologies will not only optimisetraffic management, but will also reduce traffic by the increasing use ofteleconferences and teleworking. But although this appears plausible at firstsight, it does not stand up to close examination. Increased use of moderntelecommunication methods such as e-mail, data transfer or video conferencingwill not reduce the number of business trips. A7 These modes of communicationdo help to reduce the necessity for journeys, but telecommunications enablecompanies to act in a global market and cooperate with business partnersover longer distances. The increased transport generated this way is thusgreater than what is saved.
A survey has shown that the acceptance of new communication technologieswithin the business sector is not yet very great. Even firms that actuallyuse modern means of communication quite intensively rarely use video-conferencing.A quarter of the companies questioned had reduced the number of businesstrips over the last few years, but not below 60 per cent. New informationand communication technologies do not create a "dematerialised" economy.On the contrary: e-commerce, i.e. the sale of goods and services over theInternet and other digital channels, tends to increase the volume and timeof goods transport. The cooperation of companies through electronic networks("virtual enterprise") actually tends to create additional business traveland goods transport. A8
| S5 | Télématique pour une gestion durable des déplacements;
outils et méthodes issues du PNR 41; Synthèse du Module E (Telematics:
tools and methods; Module E Synthesis Report) |
| S6 | Un Swissmetro au bout du tunnel? Technologie: potentielset
effets; Synthèse partielle du Module F (Swissmetro and other newtechnologies;
Module F Synthesis Report) |
|
A7 |
Neue Kommunikationsmedien: Einsatz in Unternehmen und Auswirkungen
auf den Verkehr (New communications media) |
|
A8 |
Nouvelles formes de communication et de coopération
des entreprises: conséquences pour les transports (Communication within
virtual enterprises) |
|
E1 |
Intelligente Kundeninformation im öffentlichen Verkehr
(Integrated client information in public transport) |
|
E2 |
Möglichkeiten und Grenzen zusätzlicher Anwendungen
des LSVA-Erhebungssystems (Interoperability of HGV fee collection) |
|
E3 |
Banques de données routières et mobilité
(Exploiting databases for traffic and mobility management) |
|
E4 |
Verkehrsinformationssystem und Umweltmanagement (VISUM) (Traffic
information system and environmental management) |
|
E5 |
Perspektiven der Verkehrstelematik (Perspectives of transport
telematics) |
|
F1 |
Nachfrageabschätzung Swissmetro (Demand
projections for Swissmetro) |
|
F2 |
Analyse de risques lors d'accidents en tunnels
(Risk analysis of tunnel accidents) |
|
F3 |
Les enjeux des transports à grande vitesse
(Technology Assessment for High-Speed Systems) |
|
F4 |
Technische Möglichkeiten im Personenfernverkehr
auf der Schiene (Technical perspectives of rail transport) |
|
F5a |
Swissmetro et la Suisse en prospective (Swissmetro
and Switzerland in perspective) |
|
F5b |
Räumliche Effekte von Swissmetro (Spatial
effects of Swissmetro) |
|
F6 |
Energie- und Umweltbilanz einer Eurometro (Ecological
effects of Eurometro) |
|
M4 |
Vision Fahrplanauskunft Schweiz - Machbarkeitsstudie
für eine flächendeckende Fahrplaninformation (Feasibility of improved
timetable information) |
|
M20 |
Technische und betriebliche Möglichkeiten
der Gebührenerhebung im Strassenverkehr (Technical options for roadpricing) |
|
M28 |
Quel avenir pour les technologies maglev dans
le contexte du transport terrestre à hautes performances? (The future
of maglev technology) |
|
M29 |
Ökobilanz der Swissmetro; Umweltwirkungen
durch Bau und Betrieb (Teil 1) und durch induzierte Aktivitäten (Teil
2) (Ecological life cycle assessment of Swissmetro) |
Fabio Saba"A person who wants to consult the timetable of some forms of public transport in Switzerland can access the services on CD-ROM or on the Internet. Almost all the large providers such as the SBB, the Swiss Post and many other companies provide information like this. But what you don't find are local bus stops, which are only partially recorded. In addition, for public transport there is no real-time information: you can't find out about delays, diversions, and so on.
Here we think there is a real need for action, since up-to-date and reliable traffic information is necessary for every journey.
In conjunction with NRP 41 the SBB investigated various possibilities and produced the feasibility study on an improved Swiss timetable information. M4 As a result of this collaboration we are now developing a national timetableinformation service, which will provide customers with details of connectionsfrom door to door. After discussion with the Public Transport Union, theSBB took on the technical leadership of the project, supported by the studymentioned. Originally, our aim was to have such an electronic timetable readyin time for the expo.01 (now expo.02). In fact, we will be ready by the beginningof 2001.
The project is challenging. The realisation phase has shown that integrating timetable data from many different planning systems is not so easy. In the first phase we will not be able to integrate all the cities, but the bigconurbations at least will be included. Of course, we also hope this door-to-doortimetable will bring about a mode shift effect. We are not just thinkingof public transport in the narrow sense: later on, we also want to includecombined mobility services such as car sharing."
Fabio Saba, Project manager,
customer information systems
for passenger transport, SBB AG
The potential of road transport telematics should be exploited so that economic requirements (e.g. traffic flow, avoiding the need for additional road or rail capacity), social requirements (e.g. safety), and the environment are taken equally into account.
The government should play a more significant role in these attempts.
Promote telematics in public transport
Information for both public transport and intermodal services should be improved, e.g. door-to-door timetables, news about delays, etc.
"Electronic ticketing" should be exploited to the full, both for pricingand for improving efficiency and comfort.
Improve safety: aim for "Vision Zero"
To achieve the long-term goal of "Vision Zero" (no fatal accidents or injuries), several measures to improve safety significantly for all modes of transport will need to be implemented.
Safety in tunnels should be improved, and both drivers and passengers should be better informed on what to do in case of an accident.
Use the potential of telecommunications to reduce traffic
The spread of information and communication technologies permits a more specialised division of labour, thus generating a greater volume of traffic. To counter these effects, the potential of solutions such as video-conferencing and teleworking should be more extensively exploited.
Promote environmentally friendly technologies on the market
The government should reinforce incentives to bring the potential of environmentally sound technologies to the marketplace more rapidly. For example, new vehicles with lower fuel consumption and lower emissions should achieve a higher market share more quickly; older vehicles should be fitted with more environmentally friendly technologies.
Further develop Swissmetro and Eurometro technology as an idea for the future
An underground magnetic levitation railway travelling in a partial vacuum might provide an ecological alternative to short- and medium-distance flights. Relevant research and development should be advanced, primarilywithin the EU framework.