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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


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?


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).


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


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)


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


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)


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


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”


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


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


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?


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


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)


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


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


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.)


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


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


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)


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


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


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


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


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: [email protected]

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: [email protected]

www.transport-expertise.org

http://www.transport-expertise.org.com/




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