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20090304-HSR-TxRailAdvocates

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

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

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  • Transcript

    • 1. High Speed Rail From Europe to the United States January 16, 2009
    • 2. Table 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
    • 3. Some things you already know… … about French and European High-Speed Rail practices
    • 4. Three 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?
    • 5. Fast facts about HSR in France
      • 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).
    • 6. High-Speed Rail: a 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
    • 7. France’s future High-Speed Rail projects: a 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)
    • 8. European High Speed Rail Network (1/2) 7 830 miles 2003 2030
    • 9. European High Speed Rail Network (2/2)
    • 10. Traffic Evolution in Europe
    • 11. High-Speed Principles … UIC advice to Transport Expertise
    • 12. High Speed Rail: 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 ”
    • 13. High Speed Principles (1/3): High-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
        • Signaling systems
        • Marketing
        • Maintenance systems
        • Financing
        • Management
    • 14. High Speed Principles (2/3): High-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...
      • 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
    • 15. High Speed Principles (3/3): High-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
    • 16. What could we do in the United States … why, how, where, and when?
    • 17. Why High-Speed Rail ? (1/4): A 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
    • 18. Why High-Speed Rail ? (2/4): A 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)
    • 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. Why High-Speed Rail ? (4/4): A 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
    • 21. How to finance HSR? (1/4): High 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.)
    • 22. How to finance HSR? (2/4): Other Sources 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
    • 23. How to finance HSR? (3/4): 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
    • 24. How to finance HSR? (4/4): C osts of HS systems
      • Average costs in Europe - Infrastructure
        • Construction of 1 mile of new HSL: $30 million
        • Maintenance of 1 mile of new HSL: $70,000 per annum
      • Average costs in Europe – Rolling Stock
        • Cost 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)
    • 25. Where and When? (1/2) Conditions required to ensure a project’s success
      • 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
    • 26. Where and When? (2/2) Rail vs. Air Market Shares
    • 27. Where and When in the United States?
    • 28. Conclusions & More Other papers from Transport Expertise
    • 29. To 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
    • 30. About 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
    • 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. CO2 Emissions Comparison Back

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