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Transportation

Visions on high-speed trains: a methodological analysis

Profile image of Susana Martins MorettoSusana Martins Moretto

2015

Abstract

Future Oriented Technology Analysis (FTA) has been visible in railway planning since 2001. Over a dozen reports have been produced in the past thirteen years, the majority being descriptive endogenous technocentric visions. They have played a role in the revitalization of the sector, predominantly relating to collective alignments and interdependencies in choice and form of the technological path the various stakeholders’ follow to achieve policy goals. A striking example is the case of ERRAC visions, where strategic agendas and roadmaps greatly impacted the high-speed train technology transition from the second to the third generation of vehicles. However, today’s socio-economic events have revealed the limitations of previously applied FTA fall short for railways. In particular, there is an inability to bridge technocentric visions with the societal challenges that are becoming increasingly prominent on the policy agenda. To fill this FTA-need in railways it is here proposed a rol...

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Beyond Visions: Survey to the High-speed Train Industry
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Transportation Research Procedia, 2016

In Europe, the technology development of high-speed trains is increasingly exposed to societal needs, driven by ICT advancements, external to traditional design. Together with the liberalisation of the rail markets and increase pressures from other transport modes leads to an unprecedented situation where planers, operators and suppliers of high-speed have to take decision in this complex and competitive environment. In such broadening of elements influencing design and, thus, product development process, from the survey here to be presented, it was not observed technology options assessment or strategic agenda setting from visions shifting in the same way. For the high-speed train industry this new trend requires going beyond the visions of the past 15 to 20 years' practices of "sector endogenous" and structurally closed strategic methods approaches to a broader interaction with the widening of societal actors now capable of being active contributors to innovation from digitalization. This way to understand the European industry readiness for undertaking such supra systemic challenge, this paper presents the results from a survey conducted by the authors to 74 representatives of the high-speed train innovation chain regarding to which extent societal embedding is considered in the drafting of their visions and technology development projects. This work becomes even more pertinent if considered that the debate is now open in the railway industry (not exclusive to highspeed trains) as they are launching the joint initiative SHIFT2RAIL, revise ERRAC (the European Rail Research Advisory Council) mandate and enter in a new research cycle with the European research framework Horizon 2020.

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THE ROLE OF ENDOGENOUS AND EXOGENOUS FTA IN THE EUROPEAN HIGH-SPEED RAILWAY INNOVATION SYSTEM: CTA AS THE NEXT STEP?
Susana Moretto

Future Oriented Technology Analysis (FTA) has been visible in railway planning since 2001. Over a dozen reports have been produced in the past thirteen years, the majority being descriptive endogenous technocentric visions. They have played a role in the revitalization of the sector, predominantly relating to collective alignments and interdependencies in choice and form of the technological path the various stakeholders’ follow to achieve policy goals. A striking example is the case of ERRAC visions, where strategic agendas and roadmaps greatly impacted the high-speed train technology transition from the second to the third generation of vehicles. However today’s socio-economic events have revealed the limitations of previously applied FTA fall short for railways, particularly an inability to bridge technocentric visions with the societal challenges that are becoming increasingly prominent on the policy agenda. We propose that to fill this FTA-need in railways, there is a role for constructive technology assessment as bridging function towards achieving success in the transition to a next generation of high-speed trains. We base our findings in the analysis of reports and interviews with their commissioning institutions and drafters.

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MORETTet al RAILWAYS2014 Mind the gap for future highspeed trains
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The paper is a contribution to the ongoing debate on the urge for market-oriented technologies in railways. We argue that verified discontinuities between endogenous and exogenous prospective practices, addressing high-speed trains' futures, overpasses emergent societal challenges and consequently misses anticipating related new-entry-market barriers. It is therefore paramount to bridge quantitative technology appraisals with qualitative societal assessments. The verification of this condition results from focus of our lens of analysis on the relation between studied prospective reports with the high-speed trains' technology transitions and further detailing stakeholders' multi-level-framework alignments. Those two are functional elements of constructive technology assessment integrating a broad range of concepts from different theoretical streams in the sociology of innovation and science and technology studies.

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Sustainability and Discontinuities in High-Speed Train Futures: A Multilevel-Framework Analysis
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The high-speed train technology transition to sustainability can produce discontinuities between envisaged technologies and resulting societal dynamics. Constructive technology assessment (CTA) multilevel-framework analysis proved to be a relevant tool in identifying such risks by assessing existing research on high-speed train futures. We conclude that the high-speed train technology transition to sustainability can only be beneficial to the industry and users if the existing methodological discontinuities between the endogenous (industry) and exogenous (policy) groups of prospective research are addressed.

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support. Also, Jens Schippl, a researcher on Transport Scenarios at ITAS-KIT, became influential in my work and co-author. Both Douglas and Jens directed me to the relevant theoretical references and methods in TA. My PhD was not only a theoretical journey crossing ways with people from TA and railways as mentioned. It was also a geographical journey encompassing learnings on the broad of strategic innovation management. Soon after I started my PhD in Portugal I moved for personal reasons to Santiago de Queretaro in Mexico. There I entered the academic carrier as researcher and lecturer at the Universidad Autónoma de Queretaro. This was only possible because Professor Alberto Pastrana and Professor Luis Rodrigo Valencia Perez at the Business and Administration School opened the door of their Innovation Lab. I am very much thankful to them for this unique opportunity. In Mexico, I also met a very interesting Professor in Philosophy of Innovation, Fernando Gonzales, PhD. Inspired by Mumford, Professor Fernando Gonzales developed charts from his interpretations to the understanding of technology as tool and process which were source of inspiration in my modeling on high-speed trains technical and commercial trajectories (figures 4.11 and 4.12). When I later moved to Shanghai, I was very fortunate to meet Professor Chen Song, Vice-Dean of the School of Economics and Management of Tongji University. He was also Professor for Innovation Management. He gave me the opportunity to continue my research and lecture at Tongji. The writing of the final pages of this dissertation happened instead in Hong Kong, where I subsequently moved afterwards. There, Professor Naubahar Sharif from the Social Sciences Department of the Hong Kong University of Science and Technology challenged me to exploit my research results to the Hong Kong Express Rail Link. I would like to extend my gratitude to the members of the thesis evaluation committee (CAT-Comité de Avaliação de Tese), in particular Professor José Nuno Varandas da Silva Ferreira

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  • Engineering
  • Futures Studies
  • High Speed Rail
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