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20090304-HSR-TxRailAdvocates

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Presentation on High-Speed Rail practices by Matthieu Desiderio, Transport Expertise Association President

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20090304-HSR-TxRailAdvocates

  1. 1. High Speed Rail From Europe to the United States January 16, 2009
  2. 2. Table of Contents <ul><li>Some things you already know… … about French and European High-Speed Rail practices </li></ul><ul><li>High-Speed Principles … UIC advice to Transport Expertise </li></ul><ul><li>What could we do in the United States … why, how, where, and when? </li></ul><ul><li>Conclusions & More … Other papers from Transport Expertise </li></ul>
  3. 3. Some things you already know… … about French and European High-Speed Rail practices
  4. 4. Three French Key Players <ul><li>The railway operator: SNCF </li></ul><ul><li>The rail infrastructure owner: RFF </li></ul><ul><li>The rolling stock manufacturer: Alstom </li></ul><ul><li>In Europe, vertical separation of public bodies is mandatory to foster competition: </li></ul><ul><ul><li>International transport: opening to competition in 2010 </li></ul></ul><ul><ul><li>National transport: opening to competition in 2012-2016? </li></ul></ul>
  5. 5. Fast facts about HSR in France <ul><li>27 years of operation, with no fatal accident </li></ul><ul><li>33,000 km of rail lines including : </li></ul><ul><ul><li>1,840 km of High-Speed Rail lines </li></ul></ul><ul><ul><li>15,000 km of electrified lines </li></ul></ul><ul><li>440 TGV train sets in operation </li></ul><ul><li>A new world speed record: 574.8 kph (357 mph) on April 4, 2007 </li></ul><ul><li>1.3 billion passengers annually on French High-Speed networks </li></ul><ul><li>First High Speed Train: Shinkansen in Japan (October 1964). </li></ul>
  6. 6. High-Speed Rail: a progressive implementation <ul><li>TGV Sud Est (towards Lyon) in 1981 </li></ul><ul><li>TGV Atlantique (towards Tours & Bordeaux) in 1989 </li></ul><ul><li>TGV Nord and Channel Tunnel (towards Lille, Brussels and London) in 1993-1994 </li></ul><ul><li>TGV Méditerranée (towards Marseilles) in 2001 </li></ul><ul><li>TGV Est (towards Strasbourg) in 2007 </li></ul>
  7. 7. France’s future High-Speed Rail projects: a still progressive implementation <ul><li>2011: Extension Rhine to Rhône (East corridor, 190 km) </li></ul><ul><li>2012: Nîmes – Montpellier bypass (70 km) </li></ul><ul><li>2013 - 2016: Extension towards Bordeaux and Toulouse (“Sud Europe Atlantique”, 302 km) </li></ul><ul><li>Other projects: Brittany, Provence, etc. </li></ul><ul><li>Extensions to neighboring countries: </li></ul><ul><ul><li>Germany: extension of the East line </li></ul></ul><ul><ul><li>Spain: construction of the mixed-use Perpignan-Figueras tunnel and line (45 km are to enter in service in 2009) </li></ul></ul><ul><ul><li>Italy: construction of the mixed-use Lyon-Turin tunnel and line (300 km) </li></ul></ul>
  8. 8. European High Speed Rail Network (1/2) 7 830 miles 2003 2030
  9. 9. European High Speed Rail Network (2/2)
  10. 10. Traffic Evolution in Europe
  11. 11. High-Speed Principles … UIC advice to Transport Expertise
  12. 12. High Speed Rail: Is There “A” Definition? <ul><li>No unique worldwide definition of High Speed Rail </li></ul><ul><li>In Europe, the High Speed concept is: </li></ul><ul><ul><li>Reaching top speeds of at least 200-250 kph (125-150 mph) and faster </li></ul></ul><ul><ul><li>Usually running on dedicated rail tracks </li></ul></ul><ul><ul><li>A “new mode” compatible with regular rail tracks </li></ul></ul><ul><li>Thus, it could be called “ High Performances Trains ” </li></ul>
  13. 13. High Speed Principles (1/3): High-Speed is a system as a whole <ul><li>High-Speed is a system as a whole, made of different elements: </li></ul><ul><ul><li>Infrastructure </li></ul></ul><ul><ul><li>Station emplacement </li></ul></ul><ul><ul><li>Rolling stock </li></ul></ul><ul><ul><li>Operation rules </li></ul></ul><ul><li>All these elements should be used at the state-of-the-art </li></ul><ul><li>It is fundamental that project managers neglect none of them </li></ul><ul><ul><li>Signaling systems </li></ul></ul><ul><ul><li>Marketing </li></ul></ul><ul><ul><li>Maintenance systems </li></ul></ul><ul><ul><li>Financing </li></ul></ul><ul><ul><li>Management </li></ul></ul>
  14. 14. High Speed Principles (2/3): High-Speed is to be adapted to all countries <ul><li>Many different commercial concepts of high speed: </li></ul><ul><ul><li>Services to customers, </li></ul></ul><ul><ul><li>Marketing, </li></ul></ul><ul><ul><li>Ticketing... </li></ul></ul><ul><li>Many different types of operation: </li></ul><ul><ul><li>Maximum speed, </li></ul></ul><ul><ul><li>Number of stops, </li></ul></ul><ul><ul><li>Type of train sets... </li></ul></ul><ul><li>Different ways to operate classic trains: </li></ul><ul><ul><li>Impact on freight traffic, </li></ul></ul><ul><ul><li>Impact on regular rail lines, </li></ul></ul><ul><ul><li>Traffic priority: in the United States, priority is given to freight rail </li></ul></ul><ul><li>Capacity vary in each case </li></ul><ul><li>Cost vary in each case </li></ul>
  15. 15. High Speed Principles (3/3): High-Speed should be developed step by step <ul><li>Step-by-step development offers multiple options: </li></ul><ul><ul><li>Incremental High-Speed Rail implementation </li></ul></ul><ul><ul><li>Defining profitable corridors for new High-Speed Rail lines </li></ul></ul><ul><ul><li>Upgrading existing lines and “classic” trains to reach 125 mph </li></ul></ul><ul><li>Operating trains over 125 mph (200 kph) requires: </li></ul><ul><ul><li>Special trains (train sets) </li></ul></ul><ul><ul><li>Special dedicated lines </li></ul></ul><ul><ul><li>In cab signaling </li></ul></ul>
  16. 16. What could we do in the United States … why, how, where, and when?
  17. 17. Why High-Speed Rail ? (1/4): A real advantage for communities <ul><li>Revitalizes cities and communities around the line </li></ul><ul><li>A very positive transport market: </li></ul><ul><ul><li>Growing passengers-miles: +225% (last 10 years, in Europe) </li></ul></ul><ul><ul><li>Growing track miles: +70% (last 10 years, in Europe) </li></ul></ul><ul><li>Enhances economic development in a territory </li></ul><ul><li>Increases attractivity of connected areas and land prices </li></ul>
  18. 18. Why High-Speed Rail ? (2/4): A real advantage for customers/travelers <ul><li>High commercial speeds leading to shortened travel times (see next chart) </li></ul><ul><li>High frequencies (up to 15 trains per hour) </li></ul><ul><li>High capacities (360,000+ passengers per day in France) </li></ul><ul><li>New High Speed Rail lines increase global network capacity on regular rail lines (capacity is however very variable) </li></ul><ul><li>Reliability: 90+% on-time performance </li></ul><ul><li>Accessibility (in city centers, accessible from transit networks, etc.) </li></ul><ul><li>Price (lower than airlines rates) </li></ul><ul><li>Comfort & “Freedom” (better than a plane) </li></ul><ul><li>Safety (low accidental rate) </li></ul>
  19. 19. Why High-Speed Rail ? (3/4): Travel Time Reduction Time travel (hours) 1 2 3 4 5 6 7 █ No High-Speed █ High-Speed Par i s – Amsterdam Par i s – Brussels Paris – Marseille Paris – Stuttgart Koln – Frankfurt Madrid – Seville Madrid – Barcelona Roma – Milan Roma – Naples
  20. 20. Why High-Speed Rail ? (4/4): A real advantage for the environment <ul><li>Reduces road traffic congestion by diverting traffic from road to rail: </li></ul><ul><ul><li>Improves the situation of the existing road network </li></ul></ul><ul><ul><li>Generates new traffic, and changes modal shares (in favor of rail) </li></ul></ul><ul><li>Helps containing urban sprawl (essentially in Europe) </li></ul><ul><li>Smaller right-of-way needs: HSR has an efficient use of land (1/3 of a motorway) </li></ul><ul><li>Has a better energy efficiency : </li></ul><ul><ul><li>20 times more efficient than planes (less CO2 per passenger-mile) </li></ul></ul><ul><ul><li>10 times more efficient than cars (less CO2 per passenger-mile) </li></ul></ul><ul><ul><li>Releases no greenhouse gases </li></ul></ul>
  21. 21. How to finance HSR? (1/4): High speed requires significant investment <ul><li>High-Speed Rail lines are generally paid by public funds (Japan, Europe, Korea) </li></ul><ul><li>The trend: Sharing funds and responsibilities between different public entities </li></ul><ul><li>Private funding can be part of total investment: </li></ul><ul><ul><li>PPP (Spain – France link) </li></ul></ul><ul><ul><li>BOT (Taiwan) </li></ul></ul><ul><ul><li>Two possibilities to combine public and private resources: </li></ul></ul><ul><ul><ul><li>Private obtains ROI </li></ul></ul></ul><ul><ul><ul><li>Public ensures social benefits </li></ul></ul></ul><ul><li>Evaluation and studies are very important: </li></ul><ul><ul><li>Detailed studies on traffic forecasting, </li></ul></ul><ul><ul><li>Detailed studies on costs and benefits… </li></ul></ul><ul><ul><li>Examining all impacts, positive and negative (costs of not building, etc.) </li></ul></ul>
  22. 22. How to finance HSR? (2/4): Other Sources for funding a TGV project <ul><li>Farebox: revenues from users tickets </li></ul><ul><li>Ancillary revenues (in the airlines sector: EUR 7 per passenger) </li></ul><ul><li>Increase in land values: benefiting private partners and local Governments </li></ul><ul><li>Railway infrastructure still needs public subsidies: </li></ul><ul><ul><li>Low/Medium profitability, </li></ul></ul><ul><ul><li>Long return on investment… </li></ul></ul><ul><li>Competition is critical to achieve an efficient delivery </li></ul>
  23. 23. How to finance HSR? (3/4): The PPP solution… <ul><li>Attracting additional financial resources from the private sector </li></ul><ul><li>Using technical and managing knowledge from the private sector </li></ul><ul><li>Optimizing the full life cycle cost of projects and shortening their implementation period </li></ul><ul><li>Stimulating the efficiency of the railways sector </li></ul><ul><li>Improving risks allocation between the project partners </li></ul><ul><li>Showing the hidden costs and risks that exists in usual public procurement procedures </li></ul>
  24. 24. How to finance HSR? (4/4): C osts of HS systems <ul><li>Average costs in Europe - Infrastructure </li></ul><ul><ul><li>Construction of 1 mile of new HSL: $30 million </li></ul></ul><ul><ul><li>Maintenance of 1 mile of new HSL: $70,000 per annum </li></ul></ul><ul><li>Average costs in Europe – Rolling Stock </li></ul><ul><ul><li>Cost of an HS train set (350 seats): $32 to 40 million </li></ul></ul><ul><ul><li>Maintenance of a HS train: 1.6 million $ per annum </li></ul></ul><ul><ul><li>Operation costs of a HS train: $5 per mile (310 000 miles per train per year) </li></ul></ul>
  25. 25. Where and When? (1/2) Conditions required to ensure a project’s success <ul><li>Optimal for business travels under 3 hours </li></ul><ul><li>Justified if at least 5 million passengers are expected </li></ul><ul><li>Starting with two Origins/Destinations at a good distance (300 miles), with one or two significant stops </li></ul><ul><li>Connecting with regular rail networks to increase potential traffic </li></ul>
  26. 26. Where and When? (2/2) Rail vs. Air Market Shares
  27. 27. Where and When in the United States?
  28. 28. Conclusions & More Other papers from Transport Expertise
  29. 29. To sum up… Conclusion <ul><li>A highly beneficial transport system for the whole society </li></ul><ul><li>It always needs public funds for capital costs (or at least, a Government guarantee) </li></ul><ul><li>High Speed Rail is always a “complex system” </li></ul><ul><li>The conception is not unique: it must be adapted to each case, to each countries’ needs </li></ul>
  30. 30. About this topic on Transport Expertise <ul><li>High Speed Rail Know-How and Best Practices , study to be released 1Q 2009 </li></ul><ul><li>FIVE QUESTIONS TO: Ignacio Barron de Angoiti , High-Speed Director, International Union of Railways (UIC). October 31, 2008 </li></ul><ul><li>“ FIRST FRENCH-AMERICAN WORKSHOP ON PUBLIC TRANSPORTATION & INNOVATIVE FINANCING“ , Workshop Report. September 5, 2008 </li></ul><ul><li>Many other articles on our website… </li></ul><ul><li>Please do not hesitate to contact us for further information </li></ul>
  31. 31. Questions Thank You For Your Attention Transport Expertise Association Matthieu Desiderio, President Cell: +33 6 33 65 37 25 Cell: +1 202 286 9101 (U.S.) Phone: +33 9 50 14 07 82 Fax: +33 9 55 14 07 85 Email: md@transport-expertise.org www .transport-expertise. org
  32. 32. CO2 Emissions Comparison Back

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