provides access to datasets from the EU. While the EU budget does not suffer from cost overruns for high-speed rail investments, as the co-funded amount is capped at the initially agreed amount and any cost increase is borne by national budgets, cost overruns and delays in construction of the lines audited were the norm, and it takes a long time for lines to enter into service once built. 41 A feasibility study for a high-speed rail connection to Madrid-Barajas and an informative study concerning adapting the airport station to HS services are currently underway, using CEF co-financing, as part of project 2015-ES-TM-0173-S. 42 The research study « Retour sur les effets économiques du TGV. The Commission will continue to work with the Member States to make sure that the core network is realised by 2030 as foreseen by the TEN-T Regulation. It is also mentioned in the regulation on a mechanism to resolve legislative and administrative obstacles in a cross border context adopted by the Commission on 29 May 2018. To achieve this, it should ensure the introduction of the principle of paying a fixed percentage of the EU co-funding granted to the beneficiary as a performance bonus, if it can be evidenced, from an ex-post evaluation, that the anticipated results have been exceeded. 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. In France, in 2017, the regulator issued a binding negative opinion on a new model for calculating track access charges which was planned for 2018. Our analysis indicates that access to 14 stations could be improved. All this results in an obligatory layover at the Austrian/Italian border: all trains must stop at the border to make the operational changes required by Italian and Austrian national legislation, which impose varying requirements. The missing infrastructure links between France and Spain (Atlantic cross-border route) oblige passengers to change trains and platforms. This indicates that high-speed lines may accompany and support economic improvements already started and anticipated by the region, but it will not, on its own, cause a local economic boom42. These gauge changers cost up to eight million euro each, and the EU provided 5.4 million euro in co-financing to support their construction. These could be developed further. In two other cases, upgrade works in the stations – linked to the arrival of high-speed services – created easier connections between neighbourhoods which were previously separated by rail tracks. Therefore, a guidance focusing on key requirements for CBA at EU level should be flexible enough to enable country-, sector- and project-specific features to be factored in the project appraisal on a case-by-case basis. Luxembourg: Publications Office of the European Union, 2018. Data from official timetables shows that each intermediate stop extends total travel time by an average of four to 12 minutes36, and reduces average speed by three to 16 km/h37. The legislation (Directive EU 2016/2370) requires that by 31 December 2022, the Commission is obliged to present a report to the European Parliament and the Council on the availability of common information and through-ticketing systems, to be accompanied, if appropriate, by legislative proposals. If they are set low enough to allow new entrants to participate in the market, they can incentivise on-track competition. For this project, because of unrealistic initial cost estimates for tunnelling in a densely populated city centre, and insufficient assessments of geological, environmental and local community cultural heritage aspects, construction costs have soared. The same will be applicable for leisure travel: if a train is 30 minutes longer on the way but is 20 euros cheaper, this train will have to be selected. This regulator must apply the rules strictly to ensure that agreed policies are respected. If you haven’t visited a country before, understanding how the rail network works can seem a bit daunting at first. For example, when assessing the cross-border works for the Brenner Base Tunnel (BBT), we noted the following. Copyright © 2020 Limited and its affiliated companies. Français; English; Nederlands; English; Deutsch; Français; Nederlands Click on each of the routes in our map below to find journey times and where to book your tickets. Switzerland’s approach reduces the financial burden on taxpayers for building and maintaining the railway network, since it directly channels tax income levied on one transport mode to investment support for another. For example, single e-ticketing solutions, such as those allowing booking trips involving more than one operator or crossing borders, are much easier for air travel than for rail. 13 A consortium of Professors and researchers from Lyon, Milan, Barcelona and Berlin. Target implementation date: when preparing the new legislative proposals for TEN- T. Target implementation date: initiate the work as soon as possible to ensure work is completed by 2023. Click on a date/time to view the file as it appeared at that time. The situation for travellers was improved through the existence of effective competition on the high-speed lines, thereby reducing the fares of the two operators. The infrastructure cost of these lines was 10.6 billion euro, to which the EU provided around 2.7 billion euro. 1 Mapa zobrazuje aktuální provozní rychlost místo projektované, která může být vyšší. It has many other benefits, such as increased safety levels; it relieves pressure on congested road networks; it allows both business and leisure passengers to travel quickly and in comfort, and it can provide socio-economic support to regions. high versus low traffic growth) and supply scenarios (e.g. 8 Article 2(1) (b) of Regulation (EC) No 1783/1999 of the European Parliament and of the Council of 12 June 1999 on the European Regional Development Fund (OJ L 213, 13.8.1999, p. 1). Source: Advito and ECA. Between Rome and Milan, air and high-speed rail also lead the field in terms of travelling time. No CBAs had been carried out when the decision was made to build the Halle/Leipzig–Erfurt–Ebensfeld and Stuttgart-Wendlingen-Ulm sections in Germany. Make EU co-funding contingent on the introduction of an effective on-track competition on the supported high-speed lines soonest after completion of the works. By analysing changes over time (for example, in the job market, the property market, and the number of businesses attracted and jobs created), we saw no clear regeneration effects from 15 of the 18 stations on the audited high-speed lines. Punctuality data therefore varies greatly within the EU. Phase 1, Too early to say but delays are to be expected, Seconde phase de la LGV Est Européenne entre Baudrecourt et Strasbourg - Réalisation du génie civil de la LGV, Ligne à grande vitesse Est - section Vair es - Baudrecourt : installations et projets d'accompagnement dans râtelier de maintenance de l'OURCQ et gares nouvelles, Ligne à grande vitesse (LGV) Rhin - Rhône Branche Est, Adaptation de la ligne existante entre Mulhouse et la frontière en vue de la circulation de trains à grande vitesse (TGV) ou d’intercity express (ICE) sur l’axe Mulhouse-Mullheim (Fribourg), Yes, partially. Given the very limited number of people living within the 15-minute catchment area, there is reason to doubt the cost-efficiency and effectiveness of keeping these stations as stops on the high-speed line (the 100 % 60-minute catchment area overlap for Guadalajara station is because of its proximity to Madrid). Without linking EU funding to the delivery of results by the beneficiaries, the Commission nevertheless envisages to develop in the context of the CEF 2021-27 proposal a new set of key performance indicators which also cover results and impacts. The Commission has proposed to maintain enabling conditions for the 2021-27 period. Find European travel itineraries, If you’re planning on travelling through several different countries during your European trip, a Rail Pass can be a cost-effective way to travel by train. 23 A 2015 study “Cost of non-completion of the TEN-T” showed that the "price" to pay for the EU economy would be to give away a 1.8 % GDP growth potential and that 10 million man-years of jobs would not materialise, if Member States and other stakeholders failed to implement the core network on time as the central element of the new TEN-T policy. These coordinators have a privileged view of what is, or is not, working along a corridor (and they report regularly on the changes needed27), but they also have no legal power. If the file has been modified from its original state, some details such as the timestamp may not fully reflect those of the original file. On account of their size, we audited four high-speed lines in Spain and two each in Germany, Italy and France. ERDF (European Regional Development Fund: An investment fund whose objective is to reinforce economic and social cohesion within the EU by remedying regional imbalances by providing financial support for the creation of infrastructure, and by providing productive job-creating investment, mainly for businesses. Planning a trip around Europe by train and don’t know where to start? The factors highlighted by the ECA should be assessed alongside broader policy objectives, such as encouraging modal shift in particular to address climate change and local air quality. Source: Fraunhofer ISI, Final Report of 15.6.2015, p. 14. The TEN-T Regulation adopted by the Council and the European Parliament sets out concrete objectives, targets and measures which translate from the Commission’s 2011 White Paper strategy. Furthermore, the Commission is promoting the use of implementing decisions for cross-border projects in order to ensure a closer monitoring of the projects. It brings environmental performance and socio-economic benefits which can support the EU’s transport and cohesion policy objectives. This means that there is a high risk of ineffective spending of EU co-funding on these lines, which could have been mitigated by a sound ex ante assessment of costs and benefits for the individual lines. We also found that seven stations were not appropriately sized: four were too big, and three were too small for the number of passengers. The infrastructure cost of these lines was 10.6 billion euro, to which the EU provided around 2.7 billion euro. Size of this PNG preview of this SVG file: Mapa vysokorychlostní železniční sítě v Evropě. according to the time of day, and the availability of special offers). 22 “National budgets will never give sufficiently high priority to multi-country, cross-border investments to equip the Single Market with the infrastructure it needs.” Source: Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the mid-term evaluation of the Connecting Europe Facility (CEF), SWD(2018) 44 final, COM(2018) 66 final of 14.2.2018, p. 6.