Europe Needs A High

Europe Needs A High

Controversy has also surrounded the choice of route, with some proposing that the railway should also go through Tartu and Vilnius. However this has been dismissed as they are large detours, would increase the cost and bring no sufficient benefit.

  • Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Poland, Portugal, Russia and the United Kingdom — are connected to a cross-border high-speed railway network.
  • A massive shift in trajectory would be required to achieve this ambition.
  • The project was put on hold in 2014 due to oil prices collapsing, and the link to the Gulf Railway was paused in 2016 as other countries paused the project.
  • The United States had 41 Class I railroad companies in 1978 but the market had consolidated to seven major players by 2020.

Plans for the railroad estimate that it will be the first true high-speed line in Russia with trains operating at up to 350 km/h, reducing travel time from 13-hour to 3.5 hours. In 2019, the date of opening changed to 2024, the initial track length was shortened from 770 km to 301 km. A 229 km high speed rail line on the European side of the Bosporus will link Halkalı Train Station in Istanbul with Kapıkule Station in Edirne, with an anticipated opening of 2023, and will decrease travel time from 4 hours to 1 hour 20 minutes. The double-tracked electrified railway will be built for 200 km/h operation and cost 10.5 billion lira ($716 million USD), of which more than half is provided by a European Union grant. The Japan International Cooperation Agency conducted a feasibility study for the Northern HSR to Chiang Mai, and in 2018 reported that the passenger projections were too low for economic viability. The 670 kilometer line was estimated to cost 400 billion baht, and both private investors and the Japanese government turned away from the project.

Integration Of European High

The most successful connections in terms of business users (e.g. Madrid-Barcelona; Turin-Rome; Paris-Strasbourg) are also the most expensive. Overall, high-speed rail in France costs most per kilometre travelled . Ticket prices may vary widely (e.g. according to the time of day, and the availability of special offers). However, this work was done on a sufficient scale to allow us to realistically assess the options for travelling between the origin and destination pairs on the audited lines.

Europe And Ten

Since charges are determined by many factors including not only wear and tear, but also existing state of the infrastructure and use of mark-ups, it is clear that there is no possibility for a «one size fits all» charge across the EU for high- speed rail services. Our assessment of the number of people living in the catchment area of the audited lines indicates that 9 of the 14 audited lines and cross-border connections did not have enough potential passengers to be successful. In addition, high-speed rail and other transport modes do not compete equally as not all modes of transport are subject to the same charges . To assess the potential number of users of a high-speed line, we also examined the catchment areas of each of the ten high-speed lines and four cross-border lines in the audit39. Some stations do not have sufficient numbers of passengers in their immediate catchment areas, and are located too close to each other. This reduces the overall effectiveness of high-speed services, because they must stop too often without reaching many new passengers, or it makes daily train management overly complicated to ensure acceptable ridership figures.


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