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

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53 Picture 6 - All passengers must change trains at the border between France and Spain Platform for departures to France Platform for arrivals from France Source: ADIF, with ECA annotations. Track access charges: overly complicated, and a potential hindrance to competition 89. Under the EU legal framework for rail operations, an infrastructure manager (a separate entity from the rail operator) must allow any operator to use the rail tracks if they contribute to the costs of maintaining them. These track access charges have different impacts on the sustainability of the network. Depending on the level they are set at, they can help to recover a share of the infrastructure investment costs, and if they are set low enough, they may also encourage on-track competition by allowing new market entrants to participate.
54 90. Directive (EU) No 2012/34/EU 51 requires track access charges to be set primarily on the basis of the costs directly incurred as a result of operating the train service. But the principles used to determine pricing across Member States differ significantly 52 , mainly because the legislation allows many parameters to be used. In all visited Member States, “mark-ups” had been applied to take into account specific cost categories, such as the time of day of the requested slot or the presence, or absence, of a bottleneck. 91. The International Union of Railways has reported that track access charges are not calculated transparently. They regularly change, and are subject to no less than 56 variables, leading to very different outcomes. This is confirmed by Figure 8, which shows the exact level of track access charges on selected EU origin-destination pairs connected by high-speed rail, demonstrating that charging levels are indeed very different. For example, track access charges are very high in France, and much lower in Italy. 51 Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area Text with EEA relevance (OJ L 343, 14.12.2012, p. 32). 52 For example: in Italy, access charges do not only include the direct costs but also other costs of the IM that the authority considers “efficient and reasonable”, while in Germany the TAC policy aims to recover a high proportion of infrastructure costs from train operating companies. In Austria, the TACs are based on operating costs; in France, TACs are built around two criteria: an operation pillar, using econometric models to assess the marginal costs determined by the exploitation of the line (around 30 % of the total value) and an economic-value pillar which is set to extract “as high an access charge as train operators can afford” (around 70 % of the total value). In Spain, they are intended to cover direct costs.
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 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: 52 Picture 5 - Passengers waiting a
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
Page 76 and 77: 70 ANNEX VI A citizen’s view: Ass
Page 78 and 79: 72 given to the fastest and slightl
Page 81: 74 Averages by visited country Euro
Page 85 and 86: 76 ANNEX VIII Map of the catchment
Page 87 and 88: High-Speed Line Eje Atlantico 78
Page 89 and 90: 80 High-Speed Line Est Européenne
Page 91 and 92: 82 High-Speed Line Torino - Salerno
Page 93 and 94: High-Speed Line Berlin - Munich 84
Page 95 and 96: 86 High-Speed Line Madrid - Lisbon
Page 97 and 98: 88 High-Speed Line Figueres - Perpi
Page 99: 90 Analysis of stations ANNEX IX Co
Page 102 and 103: 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
Page 110 and 111:
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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