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High Speed RailHigh Speed RailHigh Speed RailHigh Speed RailFrom Europe to the United StatesFrom Europe to the United StatesFrom Europe to the United StatesFrom Europe to the United States
January 16, 2009January 16, 2009
January 2009Transport ExpertiseTransport Expertise 22
Table of ContentsTable of ContentsTable of ContentsTable of Contents
Some things you already know…… about French and European High-Speed Rail practices
High-Speed Principles… UIC advice to Transport Expertise
What could we do in the United States … why, how, where, and when?
Conclusions & More … Other papers from Transport Expertise
Some things you already know…… about French and European High-Speed Rail practices
High-Speed Principles… UIC advice to Transport Expertise
What could we do in the United States … why, how, where, and when?
Conclusions & More … Other papers from Transport Expertise
Some things you already know…Some things you already know…Some things you already know…Some things you already know…… … about French and European about French and European
High-Speed Rail practicesHigh-Speed Rail practices… … about French and European about French and European
High-Speed Rail practicesHigh-Speed Rail practices
January 2009Transport ExpertiseTransport Expertise 44
Three French Key PlayersThree French Key PlayersThree French Key PlayersThree French Key Players
The railway operator: SNCF
The rail infrastructure owner: RFF
The rolling stock manufacturer: Alstom
In Europe, vertical separation of public bodies is mandatory to foster competition:
International transport: opening to competition in 2010
National transport: opening to competition in 2012-2016?
The railway operator: SNCF
The rail infrastructure owner: RFF
The rolling stock manufacturer: Alstom
In Europe, vertical separation of public bodies is mandatory to foster competition:
International transport: opening to competition in 2010
National transport: opening to competition in 2012-2016?
January 2009Transport ExpertiseTransport Expertise 55
Fast facts about HSR in FranceFast facts about HSR in FranceFast facts about HSR in FranceFast facts about HSR in France27 years of operation, with no fatal accident
33,000 km of rail lines including :
1,840 km of High-Speed Rail lines
15,000 km of electrified lines
440 TGV train sets in operation
A new world speed record: 574.8 kph (357 mph) on April 4, 2007
1.3 billion passengers annually on French High-Speed networks
First High Speed Train: Shinkansen in Japan (October 1964).
27 years of operation, with no fatal accident
33,000 km of rail lines including :
1,840 km of High-Speed Rail lines
15,000 km of electrified lines
440 TGV train sets in operation
A new world speed record: 574.8 kph (357 mph) on April 4, 2007
1.3 billion passengers annually on French High-Speed networks
First High Speed Train: Shinkansen in Japan (October 1964).
January 2009Transport ExpertiseTransport Expertise 66
High-Speed Rail: High-Speed Rail: a progressive implementationa progressive implementationHigh-Speed Rail: High-Speed Rail: a progressive implementationa progressive implementation
TGV Sud Est (towards Lyon) in 1981
TGV Atlantique (towards Tours & Bordeaux) in 1989
TGV Nord and Channel Tunnel (towards Lille,
Brussels and London) in 1993-1994
TGV Méditerranée (towards Marseilles) in 2001
TGV Est (towards Strasbourg) in 2007
TGV Sud Est (towards Lyon) in 1981
TGV Atlantique (towards Tours & Bordeaux) in 1989
TGV Nord and Channel Tunnel (towards Lille,
Brussels and London) in 1993-1994
TGV Méditerranée (towards Marseilles) in 2001
TGV Est (towards Strasbourg) in 2007
January 2009Transport ExpertiseTransport Expertise 77
France’s future High-Speed Rail projects:France’s future High-Speed Rail projects: a still progressive implementationa still progressive implementationFrance’s future High-Speed Rail projects:France’s future High-Speed Rail projects: a still progressive implementationa still progressive implementation
2011: Extension Rhine to Rhône (East corridor, 190 km)
2012: Nîmes – Montpellier bypass (70 km)
2013 - 2016: Extension towards Bordeaux and Toulouse (“Sud Europe Atlantique”, 302 km)
Other projects: Brittany, Provence, etc.
Extensions to neighboring countries:
Germany: extension of the East line
Spain: construction of the mixed-use Perpignan-Figueras tunnel and line (45 km are to enter in service in 2009)
Italy: construction of the mixed-use Lyon-Turin tunnel and line (300 km)
2011: Extension Rhine to Rhône (East corridor, 190 km)
2012: Nîmes – Montpellier bypass (70 km)
2013 - 2016: Extension towards Bordeaux and Toulouse (“Sud Europe Atlantique”, 302 km)
Other projects: Brittany, Provence, etc.
Extensions to neighboring countries:
Germany: extension of the East line
Spain: construction of the mixed-use Perpignan-Figueras tunnel and line (45 km are to enter in service in 2009)
Italy: construction of the mixed-use Lyon-Turin tunnel and line (300 km)
January 2009Transport ExpertiseTransport Expertise 88
EuropeanEuropean High Speed Rail Network High Speed Rail Network (1/2) (1/2)EuropeanEuropean High Speed Rail Network High Speed Rail Network (1/2) (1/2)
7 830 miles
2003 2030
January 2009Transport ExpertiseTransport Expertise 99
EuropeanEuropean High Speed Rail Network (2/2) High Speed Rail Network (2/2)EuropeanEuropean High Speed Rail Network (2/2) High Speed Rail Network (2/2)
January 2009Transport ExpertiseTransport Expertise 1010
24,8
8,9
27,2
9,3
30,6
3,6
10,2
32,2
4,4
11,6
34,7
5,1
13,9
37,4
6,8
15,5
2,22,4
39,9
7,1
15,3
2,42,5
39,6
7,4
17,5
2,42,5
41,5
7,9
19,6
2,42,7
42,7
8,6
20,9
2,32,3
44,0
8,9
21,6
2,53,7
0,0
10,0
20,0
30,0
40,0
50,0
60,0
70,0
80,0
90,0B
illio
ns
PK
m
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
CP 0,5
CD 0,1
SBB 0,3
NSB 0,1
NS 0,7
VR 0,3
SNCB 1,0
RENFE
SJ
DB
FS
SNCF
Total EuropeEvolution %
42,313%
37,414%
48,615%
52,78%
59,413%
71,13%
68,74%
75,97%
79,74%
65,911%
846%
Traffic Evolution in EuropeTraffic Evolution in EuropeTraffic Evolution in EuropeTraffic Evolution in Europe
High-Speed PrinciplesHigh-Speed PrinciplesHigh-Speed PrinciplesHigh-Speed Principles… … UIC advice to Transport ExpertiseUIC advice to Transport Expertise… … UIC advice to Transport ExpertiseUIC advice to Transport Expertise
January 2009Transport ExpertiseTransport Expertise 1212
High Speed Rail:High Speed Rail:Is There “A” Definition?Is There “A” Definition?High Speed Rail:High Speed Rail:Is There “A” Definition?Is There “A” Definition?
No unique worldwide definition of High Speed Rail
In Europe, the High Speed concept is:
Reaching top speeds of at least 200-250 kph (125-150 mph)
and faster
Usually running on dedicated rail tracks
A “new mode” compatible with regular rail tracks
Thus, it could be called “High Performances Trains”
No unique worldwide definition of High Speed Rail
In Europe, the High Speed concept is:
Reaching top speeds of at least 200-250 kph (125-150 mph)
and faster
Usually running on dedicated rail tracks
A “new mode” compatible with regular rail tracks
Thus, it could be called “High Performances Trains”
January 2009Transport ExpertiseTransport Expertise 1313
High Speed Principles (1/3):High Speed Principles (1/3):High-Speed is a system as a wholeHigh-Speed is a system as a wholeHigh Speed Principles (1/3):High Speed Principles (1/3):High-Speed is a system as a wholeHigh-Speed is a system as a whole
High-Speed is a system as a whole, made of different elements:
Infrastructure
Station emplacement
Rolling stock
Operation rules
All these elements should be used at the state-of-the-art
It is fundamental that project managers neglect none of them
High-Speed is a system as a whole, made of different elements:
Infrastructure
Station emplacement
Rolling stock
Operation rules
All these elements should be used at the state-of-the-art
It is fundamental that project managers neglect none of them
Signaling systems
Marketing
Maintenance systems
Financing
Management
Signaling systems
Marketing
Maintenance systems
Financing
Management
January 2009Transport ExpertiseTransport Expertise 1414
High Speed Principles (2/3):High Speed Principles (2/3):High-Speed is to be adapted to all countriesHigh-Speed is to be adapted to all countriesHigh Speed Principles (2/3):High Speed Principles (2/3):High-Speed is to be adapted to all countriesHigh-Speed is to be adapted to all countries
Many different commercial concepts of high speed:
Services to customers,
Marketing,
Ticketing...
Many different types of operation:
Maximum speed,
Number of stops,
Type of train sets...
Many different commercial concepts of high speed:
Services to customers,
Marketing,
Ticketing...
Many different types of operation:
Maximum speed,
Number of stops,
Type of train sets...
Different ways to operate classic trains:
Impact on freight traffic,
Impact on regular rail lines,
Traffic priority: in the United States, priority is given to freight rail
Capacity vary in each case
Cost vary in each case
Different ways to operate classic trains:
Impact on freight traffic,
Impact on regular rail lines,
Traffic priority: in the United States, priority is given to freight rail
Capacity vary in each case
Cost vary in each case
January 2009Transport ExpertiseTransport Expertise 1515
High Speed Principles (3/3):High Speed Principles (3/3):High-Speed should be developed step by stepHigh-Speed should be developed step by stepHigh Speed Principles (3/3):High Speed Principles (3/3):High-Speed should be developed step by stepHigh-Speed should be developed step by step
Step-by-step development offers multiple options:
Incremental High-Speed Rail implementation
Defining profitable corridors for new High-Speed Rail lines
Upgrading existing lines and “classic” trains to reach 125 mph
Operating trains over 125 mph (200 kph) requires:
Special trains (train sets)
Special dedicated lines
In cab signaling
Step-by-step development offers multiple options:
Incremental High-Speed Rail implementation
Defining profitable corridors for new High-Speed Rail lines
Upgrading existing lines and “classic” trains to reach 125 mph
Operating trains over 125 mph (200 kph) requires:
Special trains (train sets)
Special dedicated lines
In cab signaling
What could we do in the United What could we do in the United StatesStates
What could we do in the United What could we do in the United StatesStates
… … why, how, where, and when?why, how, where, and when?… … why, how, where, and when?why, how, where, and when?
January 2009Transport ExpertiseTransport Expertise 1717
Why High-Speed Rail ? (1/4): Why High-Speed Rail ? (1/4): A real advantage for communitiesA real advantage for communitiesWhy High-Speed Rail ? (1/4): Why High-Speed Rail ? (1/4): A real advantage for communitiesA real advantage for communities
Revitalizes cities and communities around the line
A very positive transport market: Growing passengers-miles: +225% (last 10 years, in Europe)
Growing track miles: +70% (last 10 years, in Europe)
Enhances economic development in a territory
Increases attractivity of connected areas and land prices
Revitalizes cities and communities around the line
A very positive transport market: Growing passengers-miles: +225% (last 10 years, in Europe)
Growing track miles: +70% (last 10 years, in Europe)
Enhances economic development in a territory
Increases attractivity of connected areas and land prices
January 2009Transport ExpertiseTransport Expertise 1818
Why High-Speed Rail ? (2/4): Why High-Speed Rail ? (2/4): A real advantage for customers/travelersA real advantage for customers/travelersWhy High-Speed Rail ? (2/4): Why High-Speed Rail ? (2/4): A real advantage for customers/travelersA real advantage for customers/travelers
High commercial speeds leading to shortened travel times (see next chart)
High frequencies (up to 15 trains per hour)
High capacities (360,000+ passengers per day in France)
New High Speed Rail lines increase global network capacity on regular rail lines (capacity is however very variable)
Reliability: 90+% on-time performance
Accessibility (in city centers, accessible from transit networks, etc.)
Price (lower than airlines rates)
Comfort & “Freedom” (better than a plane)
Safety (low accidental rate)
High commercial speeds leading to shortened travel times (see next chart)
High frequencies (up to 15 trains per hour)
High capacities (360,000+ passengers per day in France)
New High Speed Rail lines increase global network capacity on regular rail lines (capacity is however very variable)
Reliability: 90+% on-time performance
Accessibility (in city centers, accessible from transit networks, etc.)
Price (lower than airlines rates)
Comfort & “Freedom” (better than a plane)
Safety (low accidental rate)
January 2009Transport ExpertiseTransport Expertise 1919
Time travel (hours) 1 2 3 4 5 6 7
Paris – Amsterdam
Paris – Brussels
Paris – Marseille
Paris – Stuttgart
Koln – Frankfurt
Madrid – Seville
Madrid – Barcelona
Roma – Milan
Roma – Naples
█ No High-Speed █ High-Speed
Why High-Speed Rail ? (3/4):Why High-Speed Rail ? (3/4): Travel Time ReductionTravel Time ReductionWhy High-Speed Rail ? (3/4):Why High-Speed Rail ? (3/4): Travel Time ReductionTravel Time Reduction
January 2009Transport ExpertiseTransport Expertise 2020
Why High-Speed Rail ? (4/4): Why High-Speed Rail ? (4/4): A real advantage for the environmentA real advantage for the environmentWhy High-Speed Rail ? (4/4): Why High-Speed Rail ? (4/4): A real advantage for the environmentA real advantage for the environment
Reduces road traffic congestion by diverting traffic from road to rail:
Improves the situation of the existing road network
Generates new traffic, and changes modal shares (in favor of rail)
Helps containing urban sprawl (essentially in Europe)
Smaller right-of-way needs: HSR has an efficient use of land (1/3 of a motorway)
Has a better energy efficiency:
20 times more efficient than planes (less CO2 per passenger-mile)
10 times more efficient than cars (less CO2 per passenger-mile)
Releases no greenhouse gases
Reduces road traffic congestion by diverting traffic from road to rail:
Improves the situation of the existing road network
Generates new traffic, and changes modal shares (in favor of rail)
Helps containing urban sprawl (essentially in Europe)
Smaller right-of-way needs: HSR has an efficient use of land (1/3 of a motorway)
Has a better energy efficiency:
20 times more efficient than planes (less CO2 per passenger-mile)
10 times more efficient than cars (less CO2 per passenger-mile)
Releases no greenhouse gases
January 2009Transport ExpertiseTransport Expertise 2121
How to finance HSR? (1/4):How to finance HSR? (1/4):High speed requires significant investmentHigh speed requires significant investmentHow to finance HSR? (1/4):How to finance HSR? (1/4):High speed requires significant investmentHigh speed requires significant investment
High-Speed Rail lines are generally paid by public funds (Japan, Europe, Korea)
The trend: Sharing funds and responsibilities between different public entities
Private funding can be part of total investment:
PPP (Spain – France link)
BOT (Taiwan)
Two possibilities to combine public and private resources:
Private obtains ROI
Public ensures social benefits
Evaluation and studies are very important:
Detailed studies on traffic forecasting,
Detailed studies on costs and benefits…
Examining all impacts, positive and negative (costs of not building, etc.)
High-Speed Rail lines are generally paid by public funds (Japan, Europe, Korea)
The trend: Sharing funds and responsibilities between different public entities
Private funding can be part of total investment:
PPP (Spain – France link)
BOT (Taiwan)
Two possibilities to combine public and private resources:
Private obtains ROI
Public ensures social benefits
Evaluation and studies are very important:
Detailed studies on traffic forecasting,
Detailed studies on costs and benefits…
Examining all impacts, positive and negative (costs of not building, etc.)
January 2009Transport ExpertiseTransport Expertise 2222
How to finance HSR? (2/4):How to finance HSR? (2/4):Other Other Sources for funding a TGV projectSources for funding a TGV projectHow to finance HSR? (2/4):How to finance HSR? (2/4):Other Other Sources for funding a TGV projectSources for funding a TGV project
Farebox: revenues from users tickets
Ancillary revenues (in the airlines sector: EUR 7 per passenger)
Increase in land values: benefiting private partners and local Governments
Railway infrastructure still needs public subsidies:Low/Medium profitability,
Long return on investment…
Competition is critical to achieve an efficient delivery
Farebox: revenues from users tickets
Ancillary revenues (in the airlines sector: EUR 7 per passenger)
Increase in land values: benefiting private partners and local Governments
Railway infrastructure still needs public subsidies:Low/Medium profitability,
Long return on investment…
Competition is critical to achieve an efficient delivery
January 2009Transport ExpertiseTransport Expertise 2323
How to finance HSR? (3/4):How to finance HSR? (3/4):The PPP solution…The PPP solution…How to finance HSR? (3/4):How to finance HSR? (3/4):The PPP solution…The PPP solution…
Attracting additional financial resources from the private sector
Using technical and managing knowledge from the private sector
Optimizing the full life cycle cost of projects and shortening their implementation period
Stimulating the efficiency of the railways sector
Improving risks allocation between the project partners
Showing the hidden costs and risks that exists in usual public procurement procedures
Attracting additional financial resources from the private sector
Using technical and managing knowledge from the private sector
Optimizing the full life cycle cost of projects and shortening their implementation period
Stimulating the efficiency of the railways sector
Improving risks allocation between the project partners
Showing the hidden costs and risks that exists in usual public procurement procedures
January 2009Transport ExpertiseTransport Expertise 2424
How to finance HSR? (4/4):How to finance HSR? (4/4):CCosts of HS systemsosts of HS systemsHow to finance HSR? (4/4):How to finance HSR? (4/4):CCosts of HS systemsosts of HS systems
Average costs in Europe - InfrastructureConstruction of 1 mile of new HSL: $30 million
Maintenance of 1 mile of new HSL: $70,000 per annum
Average costs in Europe – Rolling StockCost of an HS train set (350 seats): $32 to 40 million
Maintenance of a HS train: 1.6 million $ per annum
Operation costs of a HS train: $5 per mile (310 000 miles per train per year)
Average costs in Europe - InfrastructureConstruction of 1 mile of new HSL: $30 million
Maintenance of 1 mile of new HSL: $70,000 per annum
Average costs in Europe – Rolling StockCost of an HS train set (350 seats): $32 to 40 million
Maintenance of a HS train: 1.6 million $ per annum
Operation costs of a HS train: $5 per mile (310 000 miles per train per year)
January 2009Transport ExpertiseTransport Expertise 2525
Where and When? (1/2) Where and When? (1/2) Conditions required to ensure a project’s Conditions required to ensure a project’s successsuccess
Where and When? (1/2) Where and When? (1/2) Conditions required to ensure a project’s Conditions required to ensure a project’s successsuccess
Optimal for business travels under 3 hours
Justified if at least 5 million passengers are expected
Starting with two Origins/Destinations at a good
distance (300 miles), with one or two significant stops
Connecting with regular rail networks to increase
potential traffic
Optimal for business travels under 3 hours
Justified if at least 5 million passengers are expected
Starting with two Origins/Destinations at a good
distance (300 miles), with one or two significant stops
Connecting with regular rail networks to increase
potential traffic
January 2009Transport ExpertiseTransport Expertise 2626
Where and When? (2/2) Where and When? (2/2) Rail vs. Air Market SharesRail vs. Air Market SharesWhere and When? (2/2) Where and When? (2/2) Rail vs. Air Market SharesRail vs. Air Market Shares
82
65
25
6h25
2h15 2h55
Rail market share( in % )
1 2 3 4 5 6 7 8 9 100
20
40
60
80
100
TGV journey times( in hours )
Paris - Lyon ( TGV South-East )
Tokyo - Hiroshima
90
AIR-RAIL MODAL SPLITRail market share relative to journey times
Madrid - Séville ( AVE )
Paris - Londres ( Eurostar )Paris - Bordeaux ( TGV Atlantique )Stockholm - GotebergParis - Marseille/Montpellier ( as from June 2001 )
Paris - Toulouse / Toulon
Paris - Nice
DIV
/RE
PA
IRF
A.P
RZ
14/02/2000
Paris - Bruxelles ( Thalys )
DIV
/RE
PA
IRFA
.PR
Z14/02/2000
DIR
EC
TION
GÉ
NÉ
RA
LE D
ÉLÉ
GU
ÉE
CLIE
NTÈ
LES
SE
RV
ICE
DÉ
VE
LOP
PE
ME
NT
82
65
25
6h25
2h15 2h55
Rail market share( in % )
1 2 3 4 5 6 7 8 9 100
20
40
60
80
100
TGV journey times( in hours )
Paris - Lyon ( TGV South-East )
Tokyo - Hiroshima
90
AIR-RAIL MODAL SPLITRail market share relative to journey times
Madrid - Séville ( AVE )
Paris - Londres ( Eurostar )Paris - Bordeaux ( TGV Atlantique )Stockholm - GotebergParis - Marseille/Montpellier ( as from June 2001 )
Paris - Toulouse / Toulon
Paris - Nice
DIV
/RE
PA
IRF
A.P
RZ
14/02/2000
Paris - Bruxelles ( Thalys )
DIV
/RE
PA
IRFA
.PR
Z14/02/2000
DIR
EC
TION
GÉ
NÉ
RA
LE D
ÉLÉ
GU
ÉE
CLIE
NTÈ
LES
SE
RV
ICE
DÉ
VE
LOP
PE
ME
NT
January 2009Transport ExpertiseTransport Expertise 2727
Where and When in the United Where and When in the United States?States?Where and When in the United Where and When in the United States?States?
Conclusions & MoreConclusions & MoreConclusions & MoreConclusions & MoreOther papers from Transport ExpertiseOther papers from Transport ExpertiseOther papers from Transport ExpertiseOther papers from Transport Expertise
January 2009Transport ExpertiseTransport Expertise 2929
To sum up… ConclusionTo sum up… ConclusionTo sum up… ConclusionTo sum up… Conclusion
A highly beneficial transport system for the whole
society
It always needs public funds for capital costs (or at
least, a Government guarantee)
High Speed Rail is always a “complex system”
The conception is not unique: it must be adapted to
each case, to each countries’ needs
A highly beneficial transport system for the whole
society
It always needs public funds for capital costs (or at
least, a Government guarantee)
High Speed Rail is always a “complex system”
The conception is not unique: it must be adapted to
each case, to each countries’ needs
January 2009Transport ExpertiseTransport Expertise 3030
About this topic on Transport ExpertiseAbout this topic on Transport ExpertiseAbout this topic on Transport ExpertiseAbout this topic on Transport Expertise
High Speed Rail Know-How and Best Practices, study to be released 1Q 2009
FIVE QUESTIONS TO: Ignacio Barron de Angoiti, High-Speed Director, International Union of Railways (UIC). October 31, 2008
“FIRST FRENCH-AMERICAN WORKSHOP ON PUBLIC TRANSPORTATION & INNOVATIVE FINANCING“, Workshop Report. September 5, 2008
Many other articles on our website…
Please do not hesitate to contact us for further information
High Speed Rail Know-How and Best Practices, study to be released 1Q 2009
FIVE QUESTIONS TO: Ignacio Barron de Angoiti, High-Speed Director, International Union of Railways (UIC). October 31, 2008
“FIRST FRENCH-AMERICAN WORKSHOP ON PUBLIC TRANSPORTATION & INNOVATIVE FINANCING“, Workshop Report. September 5, 2008
Many other articles on our website…
Please do not hesitate to contact us for further information
QuestionsQuestionsThank You For Your AttentionThank You For Your Attention
QuestionsQuestionsThank You For Your AttentionThank You For Your Attention
Transport Expertise Association Transport Expertise Association Matthieu Desiderio, PresidentMatthieu Desiderio, President
Cell: +33 6 33 65 37 25Cell: +1 202 286 9101 (U.S.)
Phone: +33 9 50 14 07 82Fax: +33 9 55 14 07 85
Email: md@transport-expertise.org
Transport Expertise Association Transport Expertise Association Matthieu Desiderio, PresidentMatthieu Desiderio, President
Cell: +33 6 33 65 37 25Cell: +1 202 286 9101 (U.S.)
Phone: +33 9 50 14 07 82Fax: +33 9 55 14 07 85
Email: md@transport-expertise.org
www.transport-expertise.org
January 2009Transport ExpertiseTransport Expertise 3232
CO2 Emissions ComparisonCO2 Emissions ComparisonCO2 Emissions ComparisonCO2 Emissions Comparison
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