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Leaders Study Program, Paris 2019- Great paris
1.
STORY OF AN
INFRASTRUCTURE Grand Paris Express 2009-2018 16 February 2018
2.
© Arcadis 2018 “How
can we recreate urbanity, citizenship, civic and social connections, conviviality, solidarity? How can we make our cities a place of progress, of prosperity, of sharing? How can we invent a sustainable urban model, the post-Kyoto city, the ecological city that will ally itself with nature rather than fight it? This may be the biggest political challenge of the twenty-first century. Transportation is going to be the decisive piece. Because mobility is crucial, because the Greater Paris transportation system is reaching its limits. We need to invent the transportation system that drives the territorial dynamics we want and the principles we want for the urban development of Greater Paris. It Starts With an Ambition Grand Paris needs to be at the heart of our attractiveness strategy. The improvement of quality of life will attract investors, entrepreneurs, researchers. Grand Paris needs to be at the heart of our strategy for economic development; we need to support activity while preparing the future. Together we will build the city of the twenty-first century.” President Sarkozy at the Cité de l'Architecture et du Patrimoine on April 29th, 2009
3.
© Arcadis 2018 Governance Grand
Paris is not just a metro system – it has three essential strands to compose a vision for future Paris TransportationUrban Projects A Total Vision for Greater Paris
4.
© Arcadis 2018 A
New Network for Greater Paris The new network as presented by the national government in 2010 Nicolas Sarkozy created a Ministry for Greater Paris in 2009 and entrusted it to Christian Blanc. Blanc’s team developed a plan for a major new trans- portation infra-structure materializing Sarkozy’s ambition for Greater Paris.
5.
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execute the plan under the State’s central control, rather than entrust it to the Ile-de-France Region or to an existing authority, the government created a dedicated vehicle in June 2010. Société du Grand Paris was created as a state-owned commercial company, which can employ outside the civil service, but remains a public administration for legal and accounting purposes. A Dedicated Project Company Its role is to build and finance – but not operate – the new infrastructure. The entity will be dissolved once it has accomplished its mandate Société du Grand Paris has a two-tier governance structure: • a Supervisory Board where the State holds the voting majority but local elected officials have a large minority presence • a Executive Board (Directoire) led by the CEO of Société du Grand Paris
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Arc Express Scheme The new network as presented by the regional government in 2010 The Ile-de-France region, which has responsibility for transportation in Greater Paris, had its own plan for an orbital rail connection around central Paris
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Compromise The two schemes were both put to public consultation in 2010. A compromise scheme was agreed between the State and the Region in early 2011.
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Blanc’s vision of the of financial approach was as follows: • The State would make an initial investment of € 4 bn as the company’s starting equity capital • This starting capital would allow Société du Grand Paris to fund feasibility and design studies as well as meet early-stage investment needs • A non-budgetary stream of cash flows would be allocated to Société du Grand Paris to shield it from the vagaries of future political decisions • Once the network was in place, a fee would be paid by the operator to SGP for the use of the infrastructure • SGP would capture other revenue opportunities, such as the sale of land made more valuable by the project and the operation of a fiber-optic network • With the starting capital and the different streams of revenue, Société du Grand Paris would be in a position to raise debt to fund itself until the principle was fully paid down (expected to be approximately 40 years) A Unique Financial Model
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as Presented by SGP
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State never made its initial investment of € 4 bn in Société du Grand Paris – it only invested € 1 bn and SGP immediately had recourse to debt funding The State did not set the fee for the use of the infrastructure that the SGP will receive, as was supposed to by law, making it difficult to engineer the financial model The Supervisory Board never played its role: • The State role was divided among four Ministries and the Prefect, with the result that no one took ownership • The local elected officials were focused on the impact on their precincts and showed no interest in the broader project • No one on the Supervisory Board was experience with projects of this type or technically qualified so no one assumed actual oversight Having a well-funded entity at hand, the government repeatedly expanded SGP’s scope and made it responsible for satisfying unrelated funding needs With heavy constraints of its status as a government entity created by a national law, SGP had insufficient staff and was forced to outsource heavily Issues With The Model in Reality
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map of the Grand Paris Express
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200 kilometers of new network with close to 200 ventilation and security shafts (every 800 meters maximum) • Line 14 North extension: 10 kilometers • Line 14 South extension: 14 kilometers • Line 15: 75 kilometers divided in three segments (South, East, West) • Line 16: 25 kilometers • Line 17: 27 kilometers • Line 18: 35 kilometers • Line 11 extension: 10 kilometers • 68 stations, including many inter-connections (train, tram, metro, bus, air…) • Seven new operational centers with train maintenance centers and depots, infrastructure maintenance centers and central command posts • Average commercial speed between 55 and 66 km/h (vs 21 to 27 km/h for the Paris metro) • Frequency of as little as 85 second between trains • Capacity of up to 1,000 passengers per train Technical Characteristics
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© Arcadis 2018 Saint-Denis
Pleyel Station, Kengo Kuma Architect
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Station, Beckman N’Thepe Architects
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Station, Dominique Perrault Architectes
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Station, Brunet Saunier Architectes
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on Paris
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plan around Bry - Villiers Champigny station
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Sur Paris around Bry - Villiers Champigny station, Kengo Kuma & associates, X-TU, OXO Architectes, KOZ Architectes, Stefano Boeri, James Corner Field Operations, Paul Arène
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of Project Delivery A very complex project, with a multitude of consultants and contractors simultaneously on six different lines within a very tight time schedule Need for a sophisticated procurement strategy to maintain competitive tension in a context of high supply-side stress Challenging very heterogenous geology that required adaptations of the project (e.g. station depth at Saint Maur Créteil) Environmental challenge of 45 million tons of excavated tunnel material: decontamination, traceability, transportation and destination Challenging design issues, for example passing under La Défense, already built up with skyscrapers, underground rail lines, underground highways, utility networks… Some complex construction challenges, for example building the new platforms alongside the final position and sliding them in over a functioning rail line at Arcueil Many local stakeholders to manage in view of disruption to existing road or rail service or disturbances caused by works The selection of Paris for the 2024 Olympic Games accelerated the timeline for delivery and led to the compression of certain design stages Digital model of quarries Complexity of infrastructure at La Défense Food and music for project stake- holders at the sliding of the Arcueil platform into place
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Costs The project costs have doubled since the first estimate in 2010 due to both scope expansion and higher project costs 0 5 10 15 20 25 30 35 40 45 2010 2011 2012 2013 2014 2015 2016 2017 2017 + Line 14 North and Line 15 East + Line 14 South + Eole + Works on existing network, infrastructure maintenance vehicles € bn Increase in construction costs due to more granular technical understanding Higher land acquisition costs Cost overruns Reevaluation of risks and contingencies
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Developments President Macron’s election introduced the third administration to oversee the Grand Paris Express – there have therefore been two changes of party control at State level during the life of the project without a fundamental change of orientation. After a thorough review of the project, the Minister of Transportation, Elizabeth Borne, announced the government’s measures on January 31st: • Maintain the full project, with no changes to the network layout and design • Prioritize three segments for completion in time for the 2024 Olympic Games: Line 14 North and South, the common segment of lines 16 and 17 • Create a commission to establish a realistic schedule line by line, taking into account technical risks • Increase the resources available to SGP in line with the new project estimate by allocation of new tax revenue
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© Arcadis 2018 Tunneling
equipment that began operations in early 2018The lifting into place of the first tunneler at Champigny on February 3rd, 2018
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Perspective “The Grand Paris Express is not just a Parisian project but a undertaking that projects France globally. Our history gave us the good fortune to be in the small group of global cities with New York, London, Tokyo and Shanghai. Paris as a global city is not just an opportunity but also a responsibility for the future, which requires efforts and works in line with this responsibility. The Grand Paris of the twenty-first century is an essential means to ensure the durability and the cohesion of our nation in a context of constant acceleration of globalization and to make the universal presence of our values endure.” Christian Blanc February 2nd, 2018 Les Echos
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© Arcadis 2018 Arcadis. Improving
quality of life.
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