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

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21 Table 2 - Assessment of time from planning to operation Audited high-speed rail lines and Munich-Verona stretch Planning started Work started In operation* Years since planning Duration of work in years Berlin - Munich 1991 1996 2017** 26 21 Stuttgart - Munich 1995 2010 2025* 30 15 Rhin - Rhône 1992 2006 2011 19 5 LGV Est Européenne 1992 2002 2016 24 14 Madrid - Barcelona – 1988 1997 2013 25 16 French Border Eje Atlántico 1998 2001 2015 17 14 Madrid - León 1998 2001 2015 17 14 Madrid - Galicia 1998 2001 2019* 21 18 Milan - Venice 1995 2003 2028* 33 25 Turin - Salerno 1987 1994 2009 22 15 Munich - Verona 1986 2003 2040* 54 37 * Expected. ** 52 km not before 2018. Source: ECA. 25. The TEN-T Regulation sets out the key infrastructure that Europe needs to build to support the EU’s sustainable mobility goals. It describes which transport investments are to be ready by 2030 (the core network), and which ones are to be ready by 2050 (the comprehensive network). To complete the core network, the Commission has estimated that 500 billion euro will be required, while 1.5 trillion euro is needed for the comprehensive network 20 . 26. The Commission has no say in decision-making, and it has no legal tools and no powers to hold Member States to their earlier commitments to build the high-speed lines needed to complete the core network. It also plays no role in decisions on cross-border links between 20 Source: European Commission, “Delivering TEN-T Facts & figures”, September 2017, and Council conclusions on the progress of the Trans-European Transport Network (TEN-T) implementation and the Connecting Europe Facility for transport, 15425/17, 5 December 2017.
22 two or more Member States, as the CEF and TEN-T Regulations 21 lack a possibility for the Commission to enforce set EU priorities. Member States plan and decide on their national networks, leading to a patchwork of poorly connected national high-speed networks EU trans-national corridors are not a priority 27. Although the TEN-T Regulation defines in its annexes where the high-speed lines are to be built, the Member States alone decide if and when exactly this will happen. They also provide most of the required funding, and they alone are responsible for implementing all of the necessary steps (studies, permits, procuring and monitoring works, and supervising all parties involved). Annex IV provides key performance indicators for selected visited Member States, which highlight the different characteristics of their national networks. These indicators point that France is in the lead when it comes to use of high-speed lines (ratios of passenger km per capita and passenger kilometres per km of high speed lines); that Spain has the highest construction cost per capita (1 159 euro) and the highest EU co-funding for high-speed rail per capita (305 euro); and that Italy has the highest construction costs per km per capita (0.46 euro). 28. Within a Member State, many entities have a role to play, and various factors and parameters are crucial to whether or not construction proceed as initially planned. For example: (i) the “Eurocaprail” project aimed to link Brussels, Luxembourg and Strasbourg by high-speed rail, connecting Luxembourg with Brussels in 90 minutes. At its December 1994 meeting in Essen, the Council deemed this project to be one of the 30 “top priorities” for building (works to start not later than 2010, and completion by 2020). By 2004, however, this project was no longer considered a national priority by any single Member State. Even though the EU has provided 96.5 million euro to upgrade the conventional line, journeys from Brussels to Luxembourg 21 Article 22 of the CEF Regulation, and Article 38(3) of the TEN-T Regulation.
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 and 20: 18 Figure 4 - Overview of audited l
Page 21: 20 22. Although the relationship is
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
Page 72:
68 ANNEX IV Key HSR Data per Member
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70 ANNEX VI A citizen’s view: Ass
Page 78 and 79:
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
Page 97 and 98:
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
Page 104 and 105:
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
Page 112 and 113:
Since 2000, the EU has been investi
Page 114 and 115:
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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