Building High Speed Rail in democratic nations

Transcription

1 Building High Speed Rail in democratic nations High Speed Rail: Leveraging federal investment locally Rudin Center for Transportation Policy & Management New York, June 16, 2010

2 Characteristics and cost of High Speed Lines Developing a high speed line Managing democratic processes 2

3 Basis is a study undertaken for High Speed Two Study for High Speed Two on UK's next high speed project Focus on capital expenditures (investment costs) Dedicated high speed lines in Western Europe Comparison to cost structures of HS1 Consideration of different line characteristics Breakdown by project phases, cost elements and assets Understanding key cost drivers and their impact 3

4 The comparison comprised a total of six European high speed lines Taken into service between 2001 and 2008 United Kingdom HS1 Cologne Germany Erfurt Leipzig Germany: Erfurt-Leipzig still under construction LGV Est Beaudrecourt Frankfurt Route length: km France LGV Méditerranée All lines double track Source: Comparison of High Speed Lines' CAPEX, DfT 4 Madrid Spain Barcelona Italy Rome Naples Mixed use: freight and passenger (one exception) Mostly new lines starting and ending beyond city limits

5 In the course of the study we also encountered cost for "democratic processes" Pre-Phase Planning & Design Environment Land acquisition Legal & political issues Others Substructure Civil engineering works Tunnels 50 Source: Comparison of High Speed Lines' CAPEX, DfT Total investment Construction Commissioning Investment by phase Cost positions Equipment Stations, termini Buildings Others Viaducts Noise barriers Track superstructure Power supply Signalling Telecommunication Stations, termini Asset Groups 5

6 PPP-normalised investment cost per route-km vary by more than a factor of 5 [m GBP/route-km] 53 Source: Comparison of High Speed Lines' CAPEX, DfT Total Pre-Phase 6 22 A 15 B 22 C 17 D 10 E 15 F HS 1 4 Classic mainline 17

7 Different topographical situations influence design and construction 7

8 Theoretically high speed lines reach up to 350 km/h the actual average speed often is significantly lower Maximum design speed Average speed % Share of track allowed for maximum design speed [kph] % 88% 80% 100% 86% 94% 70% Source: Comparison of High Speed Lines' CAPEX, DfT Distance [km] Time [hh:mm] 00:35 01:10 00:39 1:00 02:38 01:00 01:16 8 High Speed 1 Rome-Naples Erfurt - Leipzig/Halle Méditerranée Madrid- Barcelona Est européenne Cologne- Rhine/Main

9 Characteristics and cost of High Speed Lines Developing a high speed line Managing democratic processes 9

10 How does the planning process work in a federal system? Germany's top down planning process Monetary evaluation Non-monetary evaluation Federal government Cost-Benefit- Analyses Regional effects analyses Environmental impact analyses Integrated federal transport plan State and regional governments Land use planning, line routing Planning approval 10

11 Building railway lines in general causes a lot of public resistance Mannheim-Stuttgart (~100km) 6,000 formal objections 130 legal claims by 200 petitioners More than 1,000 abutters forming an initiative Local politicians asking for kindergartens and swimming baths to compensate for political support Construction of line sections was partly completely interrupted Supreme court turned down one claim against the complete line Various changes in line design and routing Substantial compromises to cope with protests 11

12 As a consequence the process can take 30 years in total and be severely delayed Cologne-Frankfurt Federal Plan Controversy about routing Federal Plan 5 large-scale line layouts studied + Maglev-option Public initiative against the line Final decision on large-scale layout by Parliament Land use planning and regional development planning Start of construction End of planning approval One final section approved Start of operations Scheduled end of land use planning Scheduled end of planning approval Scheduled start of operations 12 Scheduled start of construction

13 The key obstacles in a railway development and building process are manifold Traffic Planning Insufficient benefit Travel speed too low Poor interconnection Ridership and ticket prices Ecology Cutting landscapes Cultural landscapes Protected areas Finance Comparatively high Driven by external factors Exceeding planned costs Land use Loss of value Unwillingness to sell Emissions Noise Vibrations Archeology Archeological sites Paleontological findings 13

14 Characteristics and cost of High Speed Lines Developing a high speed line Managing democratic processes 14

15 A broad mix of measures is needed to achieve approval Success factors and measures (1/2) Traffic Planning Integrated traffic planning Modal shift effects Additional stations/stops Better living conditions Finance Cost Benefit Analyses Risk allocation Monitoring Consider extra-cost Clear responsibilities Political Robust concept Priority project Shorter objection periods Planning scenarios/routing Communication Proactive selling Early information Stakeholder management Public consultation 15

16 Further measures are needed to support the development of a line Success factors and measures (2/2) Ecology Environmental risk analysis Reduce land use Bundling of traffic routes Upgrade existing lines Compensating areas Reforestation/-cultivation Land use Compensation Over market price Expropriation Emissions Noise protection (walls, tunnels, slab track) Inspections/grinding Sleeper pads, absorbers Exceeding legal requirements Archeology Temporary closure of the construction site 16

17 On average 10% of the budget has been dedicated to solve democratic issues additional civil structures excluded Finance Cost share Mio. GBP/km Spent on 2% Environment 0,13 0,81 Environmental studies Compensation areas Measures of landscaping Environmental measures and allowances 6% Land 0,47 3,40 Real estate to be bought Loss of value of real estates Noise protection Legal costs due to disputes Source: Comparison of High Speed Lines' CAPEX, DfT 17 2% Legal & political 0,25 1,30 Fees to local administration Legal costs Non connected municipalities Archaeological issues Safety measures

18 Continuous information and formal consultation are further means for public engagement Communication Public Information Dedicated websites Full documentation available CD-ROMs Enquiry line Press releases Information sites along line Formal Consultation "This consultation will provide an opportunity for all interested parties to express their view on HS2 " "engagement meetings in a number of key towns and villages" Input for the government's decision to commission HS2 to move on 18

19 In UK stakeholder consultation was launched six months ahead of any formal public consultation Communication Stakeholder groups Stakeholders Business & Environment Rail Industry 12% 7% Regions 12% 22% Geographically focused Councils, local and regional governments Development agencies Chambers of Commerce Public transport organization Line of Route 25% 22% Long Term Strategy Transport companies Environmental trusts Political departments Regular newsletters provided by High Speed Two to 500 stakeholders 19

20 Conclusions Significantly higher cost of High Speed lines, debate about benefits Solid business case needed Heavy resistance from the public (directly affected) and stakeholders Long development times with various scenarios to balance out different interests High legal standards, especially environmental often exceeded Requires a variety of mitigation measures Appropriate funding levels needed Intensive public engagement and stakeholder management 20

21 Thank you very much for your attention! Frank Zschoche Partner Civity Management Consultants GmbH & Co. KG Tesdorpfstrasse Hamburg Germany Phone