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

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19 Table 1- Overview of key financial data on audited projects Location of high-speed rail projects Total cost of the audited projects (million euro) Eligible expenditure of audited projects (million euro) Awarded EU contribution (million euro) Decommitted EU funding (million euro) Germany 8 074.8 3 006.5 540.4 6.3 Spain 2 830.7 2 305.3 1 729.9 10.8 Cross-border 19 505.2 8 534.3 2 968.2 894.9 France 3 693.4 2 840.1 277.7 2.2 Italy 6 646.0 1 957.5 540.1 53.1 Portugal 814.7 315.4 127.7 — Total 41 564.8 18 959.1 6 184.0 967.3 Source: ECA. Cross-border projects are recorded under the “EU” country code. 20. The project-related expenditure we audited covered 2 100 km of different types of highspeed rail infrastructure (trackbeds, tunnels, viaducts and overpasses). Without taking into account the Munich-Verona cross-border section projects, our project audit covered 45 % of the entire length of the high-speed lines in the visited Member States. A full list of all projects audited, and the key observations, and findings from our analysis of whether their outputs, results and objectives had been achieved, are presented in Annex III. OBSERVATIONS EU co-funded investments in high-speed rail can be beneficial, but there is no solid EU-wide strategic approach High-speed rail is a beneficial mode of transport which contributes to the EU’s sustainablemobility objectives 21. Investment in high-speed rail infrastructure and operations significantly benefits society as a whole, as it brings to passengers time savings, high levels of safety, security and comfort on-board. It frees up capacity on congested road and conventional rail networks, as well as airports. High-speed rail can also strengthen socio-economic dynamism, as well as contributing to the regeneration of depressed urban areas near stations.
20 22. Although the relationship is not entirely straightforward 17 , various bodies 18 have concluded that high-speed rail also brings environmental benefits as trains have a lower carbon footprint than most other modes of transport. The Commission’s powers are limited, and its plan to triple the length of the high-speed rail network is unlikely to be achieved 23. The Commission’s current long-term plan, set out in the 2011 White Paper and the CEF Regulation (Recital No 11), to triple the length of high-speed rail lines in the EU by 2030 (from 9 700 km in 2008 19 to 30 750 km by 2030) is not supported by credible analysis. Given the state of indebtedness of national public finances (Member State governments are the main investors), the limited return on this public investment, and the time it takes in practice to complete a high-speed rail investment, the goal of tripling the high-speed rail network is very unlikely to be achieved. 24. Our audit work suggests that the average time from the start of works to the beginning of operations is around 16 years (Table 2), even without taking into account the time needed for upfront planning. This is true even when projects which require lengthy major tunnelling works, such as the Brenner Base Tunnel on the Munich-Verona stretch, are excluded. 17 CO 2 emissions depend on the origin of the electricity used, on train occupancy rates and on whether there is substantial traffic capture from road and air. To offset the pollution caused by the production of electric power consumed by high-speed trains, as well as a high load factor in HSR a significant volume of passengers must be attracted from other modes. In addition, many HSLs require land to be set aside. They may cross areas of environmental value, where the track will have a barrier effect, produce noise and be visually intrusive, and it may take decades of operation to offset the massive volume of emissions caused by HSL construction. 18 E.g. the European Environment Agency and the UIC. 19 The WP 2011 figure quoted is doubtful, as our data indicates that only 9 067 km of HSL was available by the end of 2017.
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 and 12: 10 (ii) making EU co-funding suppor
Page 13 and 14: 12 all planned high-speed rail infr
Page 15 and 16: 14 Member States, to remove bottlen
Page 17 and 18: 16 13. Although these sums are sign
Page 19: 18 Figure 4 - Overview of audited l
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
Page 65 and 66: 64 ANNEX I European High-Speed Netw
Page 68: 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
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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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