La Red de Alta Velocidad Europea: Más un mosaico poco efectivo que una realidad

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11 INTRODUCTION High-speed rail in Europe 1. High-speed rail in Europe took off after the 1974 petrol crisis. Europe’s energy dependency threatened internal mobility, so several Member States decided to develop a safe, fast, comfortable and ecological mode of transport in the form of high-speed rail lines. Italy was the first European country to inaugurate a high-speed rail line: the line from Florence and Rome opened in 1977. Shortly afterwards, France inaugurated its own “Trains à Grande Vitesse” lines. Germany’s first high-speed lines, served by “Intercity Express” (ICE) trains, opened in the early 1990s, whereas Spain’s “Alta Velocidad Española” (AVE) highspeed service commenced operations in 1992. 2. There is currently no single European high-speed rail network: instead, different operational models exist in different Member States (Figure 1). For example, there are mixed high-speed systems (in France, Spain and Italy) and fully mixed high-speed lines (Germany, Austria and two sections in Italy). Figure 1 - Operational models for high-speed rail traffic Model 1: Exclusive Exploitation Model 2: Mixed High Speed High Speed Trains Conventional Trains High Speed Trains Conventional Trains High Speed Tracks Conventional Tracks High Speed Tracks Conventional Tracks Model 3: Mixed Conventional Model 4: Fully Mixed High Speed Trains Conventional Trains High Speed Trains Conventional Trains High Speed Tracks Conventional Tracks High Speed Tracks Conventional Tracks Source: De Rus, G. (ed.), I. Barrón, J. Campos, P. Gagnepain, C. Nash, A. Ulied and R.Vickerman (2009): Economic Analysis of High Speed Rail in Europe. BBVA Foundation, Bilbao. The EU’s high-speed rail network is growing in size and in rate of utilisation 3. At the end of 2017, the EU had 9 067 km of high-speed lines (Figure 2; Annex I provides a detailed map). This network is expanding: 1 671 km are currently under construction. Once
12 all planned high-speed rail infrastructure investments have been completed, Spain will have the second-longest high-speed rail network in the world, after China. Figure 2 - Length of national high-speed rail networks in the EU – growth over time 10 000 9 000 8 000 Germany France Spain Italy 7 000 other EU 6 000 5 000 4 000 3 000 2 000 1 000 0 1985 1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 Source: EU Statistical Pocketbook 2017; UIC. Note: This chart includes only lines (or sections of lines) on which trains can exceed 250 km/h at some point during their journey. 4. The number of passengers using high-speed rail in Europe is growing steadily: from roughly 15 billion passenger-kilometres 1 (pkm) in 1990, demand reached more than 124 billion pkm in 2016. In 2015, high-speed rail services accounted for more than a quarter (26 %) of all rail passenger travel in the Member States where high-speed services are available. 1 Pkm is the measure obtained by combining the number of HSR passengers per annum with their trip length so as to optimise the measurement of the use of HSR.
Page 1 and 2: EN 2018 NO 19 Special Report A Euro
Page 3 and 4: 2 CONTENTS Paragraph Abbreviations
Page 5 and 6: 4 Annex I - European High-Speed Net
Page 7 and 8: 6 ERTMS (European Rail traffic mana
Page 9 and 10: 8 V. The quality of the assessment
Page 11: 10 (ii) making EU co-funding suppor
Page 15 and 16: 14 Member States, to remove bottlen
Page 17 and 18: 16 13. Although these sums are sign
Page 19 and 20: 18 Figure 4 - Overview of audited l
Page 21 and 22: 20 22. Although the relationship is
Page 23 and 24: 22 two or more Member States, as th
Page 25 and 26: 24 30. This limits the EU added val
Page 27 and 28: 26 Picture 1 - Missing link at the
Page 29 and 30: 28 Decision-making lacks reliable c
Page 31 and 32: 30 Figure 5 - Differences in constr
Page 33 and 34: 32 Table 4 - Cost of the audited hi
Page 35 and 36: 34 unrealistic. This was not questi
Page 37 and 38: 36 Picture 2 - Construction works o
Page 39 and 40: 38 speed rail. However, when assess
Page 41 and 42: 40 (iv) From Paris to Strasbourg, t
Page 43 and 44: 42 16 km/h 37 . The number of stati
Page 45 and 46: 44 74. To be successful and competi
Page 47 and 48: 46 be successful 43 . In 2016, only
Page 49 and 50: 48 Box 2 - The operations of the Sh
Page 51 and 52: 50 Seamless and competitive cross-b
Page 53 and 54: 52 Picture 5 - Passengers waiting a
Page 55 and 56: 54 90. Directive (EU) No 2012/34/EU
Page 57 and 58: 56 A strong and independent regulat
Page 59 and 60: 58 The principles of sound financia
Page 61 and 62: 60 106. Each Member State must have
Page 63 and 64:
62 6. In the upcoming CEF Regulatio
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64 ANNEX I European High-Speed Netw
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66 Country HSL Project Code Project
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68 ANNEX IV Key HSR Data per Member
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70 ANNEX VI A citizen’s view: Ass
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72 given to the fastest and slightl
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74 Averages by visited country Euro
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76 ANNEX VIII Map of the catchment
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High-Speed Line Eje Atlantico 78
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80 High-Speed Line Est Européenne
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82 High-Speed Line Torino - Salerno
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High-Speed Line Berlin - Munich 84
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86 High-Speed Line Madrid - Lisbon
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88 High-Speed Line Figueres - Perpi
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90 Analysis of stations ANNEX IX Co
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XI. The Commission refers to its re
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calculation of the socio-economic v
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depend on the size of the country a
Page 108 and 109:
As regards CEF, the Commission does
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operators, the Commission has recen
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Since 2000, the EU has been investi
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ES los auditores, una velocidad med
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La Red de Alta Velocidad Europea: Más un mosaico poco efectivo que una realidad

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