DOCSLIB.ORG

High Speed Rail Performance in France: from Appraisal Methodologies to Ex-Post Evaluation

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
High Speed Rail Performance in France: from Appraisal Methodologies to Ex-Post Evaluation High Speed Rail Performance in France: From Appraisal Methodologies to Ex-post Evaluation Discussion26 Paper 2013 • 26 Yves Crozet Laboratoire d’Economie des Transports, Université de Lyon, France Performance in France: From Appraisal Methodologies to Ex-post Evaluation Discussion Paper No. 2013-26 Prepared for the Roundtable on The Economics of Investment in High Speed Rail (18-19 December 2013, New Delhi) Yves CROZET University of Lyon, Institute d’Études Politiques (IEP) Laboratoire d’Économie des Transports (LET December 2013 THE INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a strategic think-tank, with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an annual summit of Ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, People’s Republic of China, Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, the Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. The International Transport Forum’s Research Centre gathers statistics and conducts co-operative research programmes addressing all modes of transport. Its findings are widely disseminated and support policymaking in Member countries as well as contributing to the annual summit. Discussion Papers The International Transport Forum’s Discussion Paper Series makes economic research, commissioned or carried out at its Research Centre, available to researchers and practitioners. The aim is to contribute to the understanding of the transport sector and to provide inputs to transport policy design. ITF Discussion Papers should not be reported as representing the official views of the ITF or of its member countries. The opinions expressed and arguments employed are those of the authors. Discussion Papers describe preliminary results or research in progress by the author(s) and are published to stimulate discussion on a broad range of issues on which the ITF works. Comments on Discussion Papers are welcomed, and may be sent to: International Transport Forum/OECD, 2 rue André-Pascal, 75775 Paris Cedex 16, France. For further information on the Discussion Papers and other JTRC activities, please email: [email protected] The Discussion Papers can be downloaded from: www.internationaltransportforum.org/jtrc/DiscussionPapers/jtrcpapers.html The International Transport Forum’s website is at: www.internationaltransportforum.org This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. PERFORMANCE IN FRANCE: FROM APPRAISAL METHODOLOGIES TO EX-POST EVALUATION 1 INTRODUCTION France embarked on high-speed rail travel almost 40 years ago.1 Today it carries more passengers by far on its high-speed trains than any other European country. Regarded as something of a niche activity initially, high-speed rail has become a national priority in France as evidenced by its 1 900-km network of high-speed lines (LGV). The lines currently under construction will bring this total to 2 600 by 2017. The purpose of this paper is to set out the reasons for this success and, in particular, the propitious environment in which it was achieved: an environment which certainly does not prevail today. Having had the political courage to launch the first high-speed line in Europe, France will no doubt soon have to summon the courage to say that its LGV network is almost complete. However, this will be a difficult decision to take because France nurtures a kind of “TGV mania” whereby all the regions and most of the large conurbations feel that they must have a high-speed train (TGV) service. The development of high-speed rail in France is a practical experience which has many lessons to offer in terms of the relevance of high-speed rail travel. In the first part of the paper, we will present the main phases and the principal performance characteristics of the high-speed rail system in France. We will also explain the need to distinguish between high-speed train (TGV) and high-speed line (LGV). In the second part of the paper, we shall see that it is more accurate to talk about high-speed rail systems in the plural because there are other “models” in Europe which differ from the one developed by France. High-speed rail is not just a matter of technology; it also depends on the geography of the country, on the country’s institutions and on its ability to master the art of project assessments. The assessment question is becoming increasingly important in France as the network develops for the simple reason that the more the LGV network expands, the more the profitability of new sections becomes questionable. This is the issue being shown up by the statutory ex post assessments now taking place in France. They will help us to answer a delicate question in the third part of this paper: In terms of LGVs, how far is not too far? Which brings us back to the question of what should be done with the traditional rail network. (1) The main phases and principal performance characteristics of the high- speed rail system in France In order to understand the success of the high-speed rail system in France, we need to start by comparing “high-speed” traffic in France and in other European countries. In 1 The decision to build a high-speed line between Paris and Lyons was taken in September 1975. Yves Crozet — Discussion Paper 2013-26 — © OECD/ITF 2013 3 PERFORMANCE IN FRANCE: FROM APPRAISAL METHODOLOGIES TO EX-POST EVALUATION 2010, high-speed rail traffic amounted to 52 billion passenger-kilometres in France as against 23 billion in Germany, 11 billion in Italy and Spain, 3 billion in Sweden and 1 billion in Belgium and Great Britain. This relative domination by France can be explained by its long-held preference for high speed: a field in which France has played the leading role in Europe on the basis of what we might call the “Paris-Lyon model”. Figure 1. High Speed Rail Traffic in Europe, 2012 (billion passenger-km) 60 50 40 30 20 10 0 France Germany Spain Italy Sweden Belgium United Kingdom Source : Eurostat (a) From LGV network to TGV services France was the first European country to embark on the high-speed rail odyssey. Approved in 1975, the first high-speed line, between Paris and Lyon (450 km), was opened to traffic in September 1981. It now carries more than 150 trains a day at a cruising speed of 320 km/h. The success of that line provided the basis for extending the network. As Box 1 and Map 1 show, the LGV network developed in star fashion,2 radiating out from Paris. It aims to link the capital to the main cities in order to enable TGV users to travel out and return within the day as allowed by the Paris-Lyon model. This idea of a “Paris-Lyon model” helps us to understand the choices that were made to extend the network. Whether we are talking about the local French network or its connections with neighbouring countries (Belgium, the United Kingdom, Germany, Luxembourg or the Netherlands), the TGV does not aim to reduce journey times for short- and middle-distance travellers; rather, it aims to attract long-distance interurban mobility, in other words business and leisure travellers. High-speed rail is not part of the universal rail system which is regarded in France as the public system. The TGV is a commercial service aimed at users who can afford to pay. Only about 10%-15% of the French population use the TGV on a regular basis. That often-overlooked statistic explains why a TGV service cannot run profitably to all destinations. SNCF (French National Railways Company), the state-owned company which operates the TGV in France, often points out that, from its own point of view, it is 2 The same logic was applied in the 19th century at the beginning of the railway age. In France, people speak of the “Legrand star” after the name of the engineer who devised the layout of the first French rail network. 4 Yves Crozet — Discussion Paper 2013-26 — © OECD/ITF 2013 PERFORMANCE IN FRANCE: FROM APPRAISAL METHODOLOGIES TO EX-POST EVALUATION only the routes serving Paris that are financially viable. There is little potential traffic between second-rank cities such as Lille and Lyon or Lyon and Nantes. There are direct TGV services between those cities, but SNCF finances them through cross-subsidies from profitable routes, those which serve Paris. Box 1. The main dates of LGV network extensions in France 1981: opening of the Paris-Lyon line (serving the south-east). 1989: opening of the Paris-Tours line (serving the south-west and Brittany). 1993: opening of the Paris-Lille line (serving northern France, Brussels and London).
Load more

Recommended publications
  • Signalling on the High-Speed Railway Amsterdam–Antwerp
    Computers in Railways XI 243 Towards interoperability on Northwest European railway corridors: signalling on the high-speed railway Amsterdam–Antwerp J. H. Baggen, J. M. Vleugel & J. A. A. M. Stoop Delft University of Technology, The Netherlands Abstract The high-speed railway Amsterdam (The Netherlands)–Antwerp (Belgium) is nearly completed. As part of a TEN-T priority project it will connect to major metropolitan areas in Northwest Europe. In many (European) countries, high-speed railways have been built. So, at first sight, the development of this particular high-speed railway should be relatively straightforward. But the situation seems to be more complicated. To run international services full interoperability is required. However, there turned out to be compatibility problems that are mainly caused by the way decision making has taken place, in particular with respect to the choice and implementation of ERTMS, the new European railway signalling system. In this paper major technical and institutional choices, as well as the choice of system borders that have all been made by decision makers involved in the development of the high-speed railway Amsterdam–Antwerp, will be analyzed. This will make it possible to draw some lessons that might be used for future railway projects in Europe and other parts of the world. Keywords: high-speed railway, interoperability, signalling, metropolitan areas. 1 Introduction Two major new railway projects were initiated in the past decade in The Netherlands, the Betuweroute dedicated freight railway between Rotterdam seaport and the Dutch-German border and the high-speed railway between Amsterdam Airport Schiphol and the Dutch-Belgian border to Antwerp (Belgium).
    [Show full text]
  • Modell Des THALYS PBKA
    Modell des THALYS PBKA 37791 Inhaltsverzeichnis Seite Sommaire Page Informationen zum Vorbild 4 Informations concernant la locomotive réelle 5 Hinweise zur Inbetriebnahme 6 Indications relatives à la mise en service 6 Sicherheitshinweise 10 Remarques importantes sur la sécurité 14 Allgemeine Hinweise 10 Informations générales 14 Funktionen 10 Fonctionnement 14 Schaltbare Funktionen 11 Fonctions commutables 15 Parameter / Register 26 Paramètre / Registre 26 Wartung und Instandhaltung 27 Entretien et maintien 27 Ersatzteile 33 Pièces de rechange 33 Table of Contents Page Inhoudsopgave Pagina Information about the prototype 4 Informatie van het voorbeeld 5 Notes about using this model for the first time 6 Opmerking voor de ingebruikname 6 Safety Notes 12 Veiligheidsvoorschriften 16 General Notes 12 Algemene informatie 16 Functions 12 Functies 16 Controllable Functions 13 Schakelbare functies 17 Parameter / Register 26 Parameter / Register 26 Service and maintenance 27 Onderhoud en handhaving 27 Spare Parts 33 Onderdelen 33 2 Indice de contenido Página Innehållsförteckning Sida No tas para la puesta en servicio 6 Anvisningar för körning med modellen 6 Aviso de seguridad 18 Säkerhetsanvisningar 22 Informaciones generales 18 Allmänna informationer 22 Funciones 18 Funktioner 22 Funciones posibles 19 Kopplingsbara funktioner 23 Parámetro / Registro 26 Parameter / Register 26 El mantenimiento 27 Underhåll och reparation 27 Recambios 33 Reservdelar 33 Indice del contenuto Pagina Indholdsfortegnelse Side Avvertenza per la messa in esercizio 6 Henvisninger
    [Show full text]
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • Case of High-Speed Ground Transportation Systems
    MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THESIS N° 2568 (2002) PRESENTED AT THE CIVIL ENGINEERING DEPARTMENT SWISS FEDERAL INSTITUTE OF TECHNOLOGY - LAUSANNE BY GUILLAUME DE TILIÈRE Civil Engineer, EPFL French nationality Approved by the proposition of the jury: Prof. F.L. Perret, thesis director Prof. M. Hirt, jury director Prof. D. Foray Prof. J.Ph. Deschamps Prof. M. Finger Prof. M. Bassand Lausanne, EPFL 2002 MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THÈSE N° 2568 (2002) PRÉSENTÉE AU DÉPARTEMENT DE GÉNIE CIVIL ÉCOLE POLYTECHNIQUE FÉDÉRALE DE LAUSANNE PAR GUILLAUME DE TILIÈRE Ingénieur Génie-Civil diplômé EPFL de nationalité française acceptée sur proposition du jury : Prof. F.L. Perret, directeur de thèse Prof. M. Hirt, rapporteur Prof. D. Foray, corapporteur Prof. J.Ph. Deschamps, corapporteur Prof. M. Finger, corapporteur Prof. M. Bassand, corapporteur Document approuvé lors de l’examen oral le 19.04.2002 Abstract 2 ACKNOWLEDGEMENTS I would like to extend my deep gratitude to Prof. Francis-Luc Perret, my Supervisory Committee Chairman, as well as to Prof. Dominique Foray for their enthusiasm, encouragements and guidance. I also express my gratitude to the members of my Committee, Prof. Jean-Philippe Deschamps, Prof. Mathias Finger, Prof. Michel Bassand and Prof. Manfred Hirt for their comments and remarks. They have contributed to making this multidisciplinary approach more pertinent. I would also like to extend my gratitude to our Research Institute, the LEM, the support of which has been very helpful. Concerning the exchange program at ITS -Berkeley (2000-2001), I would like to acknowledge the support of the Swiss National Science Foundation.
    [Show full text]
  • Changing Tracks
    CHANGING TRACKS TOWARDS BETTER INTERNATIONAL PASSENGER TRANSPORT BY TRAIN JULY 2020 About the Council for the Environment and Infrastructure Composition of the Council The Council for the Environment and Infrastructure (Raad voor de Jan Jaap de Graeff, Chair leefomgeving en infrastructuur, Rli) advises the Dutch government and Marjolein Demmers MBA Parliament on strategic issues concerning the sustainable development Prof. Pieter Hooimeijer of the living and working environment. The Council is independent, and Prof. Niels Koeman offers solicited and unsolicited advice on long-term issues of strategic Jeroen Kok importance to the Netherlands. Through its integrated approach and Annemieke Nijhof MBA strategic advice, the Council strives to provide greater depth and Ellen Peper breadth to the political and social debate, and to improve the quality Krijn Poppe of decision-making processes. Prof. Co Verdaas Em. Prof. André van der Zande Junior members of the Council Sybren Bosch MSc Mart Lubben MSc Ingrid Odegard MSc General secretary Ron Hillebrand PhD The Council for the Environment and Infrastructure (Rli) Bezuidenhoutseweg 30 P.O. Box 20906 2500 EX The Hague The Netherlands [email protected] www.rli.nl CHANGING TRACKS PRINT 2 CONTENTS SUMMARY 5 3.3 Transport services: New international services and the train as an attractive option 31 3.4 Traffic services: More efficient capacity allocation and more PART 1: ADVICE 8 use of information technology 33 3.5 Infrastructure: Invest in connections to the east 34 1 INTRODUCTION 9 1.1 Background 9 1.2
    [Show full text]
  • The Effect of Beijing-Shanghai High-Speed Railway on the Economic Development of Prefecture-Level Cities Along the Line Based on DID Model
    E3S Web of Conferences 235, 01016 (2021) https://doi.org/10.1051/e3sconf/202123501016 NETID 2020 The Effect of Beijing-Shanghai High-Speed Railway on the Economic Development of Prefecture-Level Cities Along the Line Based on DID Model Ma Yuzhou1 1School of Economics and Management, Beijing Jiaotong University, Beijing, China Abstract. High-speed railway has an essential impact on the economic and social development of the regions along the line. Based on the Beijing-Shanghai high-speed railway, this paper constructs the DID model and analyzes the impact of Beijing-Shanghai high-speed railway on the economic development of prefecture-level cities along the route from the empirical perspective. The empirical analysis results show that the Beijing- Shanghai high-speed railway has a significant negative impact on the per capita GDP of prefecture-level cities along the line in the short term, mainly because the agglomeration effect is greater than the diffusion effect. Therefore, small cities should actively think about how to deal with the agglomeration effect caused by the construction of high-speed rail. billion yuan. The line is a project with the most massive 1 Introduction scale and highest technique since the founding of China. The BSHSR, which owns faster speed, fewer stops, and Since the opening of Beijing-Tianjin intercity high-speed more running trains, adds a vital passenger transport railway in 2008, China's high-speed railway (abbreviated channel for the eastern region. BSHSR improves the to “HSR”, for short) has stepped into a rapid expansion transportation capacity of Beijing-Shanghai line, meets stage, and the "four vertical and four horizontal" HSR the ever-growing travel demand of passengers, and network planned and constructed by the state has taken strengthens the connection between the two urban clusters shape.
    [Show full text]
  • Brochure.Pdf
    PAID Standard Presorted Presorted U.S. Postage Postage U.S. Permit #1608 Permit Baltimore, MD Baltimore, Graduation is approaching! Celebrate this milestone and significant achievement with The Ohio State University Alumni Association’s trip for graduating seniors, Classic Europe. UP TO $200 CLASSIC EUROPE This comprehensive tour offers the chance to visit some of the world’s UNLEASH YOUR INNER ADVENTURER. must-see destinations before settling down into a new job or graduate school. It offers the opportunity for fun, hassle-free travel with other graduates, insights into other people, places and cultures – a source of personal enrichment, SAVE experiences that broaden one’s worldview and provide an advantage in today’s global job market - a vacation to remember and a reward for all the hard work. Travelers see amazing sites, such as Big Ben, the Eiffel Tower, and the Roman Forum on this 12-day, 4-country exploration and can add a 5-day extension to relax in the Greek Isles and explore ancient Athens. Past travelers have commented, “This was a trip of a life-time” – “I learned a lot from other cultures and definitely grew as a person” and “Not only was this a vacation, it was a wake-up call to see the world!” Travelers can feel confident that they will get the most out of their time in Europe with the aid of a private tour director and local city historians. Education does not stop after graduation, it is a life-long process and travel is a fantastic way to augment one’s knowledge. After reviewing the information, we hope you’ll agree – this exciting adventure is the perfect way to celebrate! Best regards, Debbie Vargo OR VISIT WWW.AESU.COM/OSU-GRADTRIP VISIT OR FOR DETAILS OR TO BOOK, CALL 1-800-852-TOUR CALL BOOK, TO OR DETAILS FOR EARLY BIRD DISCOUNT - EARLY DECEMBER 3, 2019 IN FULL BY BOOK AND PAY Longaberger Alumni House Alumni Longaberger River Road 2200 Olentangy Ohio 43210 Columbus, Director, Alumni Tours The Ohio State University Alumni Association, Inc.
    [Show full text]
  • Trainset Presentation
    4/15/2015 California High-Speed Rail Common Level Boarding and Tier III Trainsets Peninsula Corridor Joint Powers Board Level Boarding Workshop May 2015 1 Advantages of Common Level Boarding • Improved operations at common stations (TTC, Millbrae, Diridon) • Improved passenger circulation • Improved safety • Improved Reliability and Recovery Capabilities • Significantly reduced infrastructure costs • Improved system operations • Accelerated schedule for Level Boarding at all stations 2 1 4/15/2015 Goals for Commuter Trainset RFP • Ensure that Caltrain Vehicle Procurement does not preclude future Common Level Boarding Options • Ensure that capacity of an electrified Caltrain system is maximized • Identify strategies that maintain or enhance Caltrain capacity during transition to high level boarding • Develop transitional strategies for future integrated service 3 Request for Expressions of Interest • In January 2015 a REOI was released to identify and receive feedback from firms interested in competing to design, build, and maintain the high-speed rail trainsets for use on the California High-Speed Rail System. • The Authority’s order will include a base order and options up to 95 trainsets. 4 2 4/15/2015 Technical Requirements - Trainsets • Single level EMU: • Capable of operating in revenue service at speeds up to 354 km/h (220 mph), and • Based on a service-proven trainset in use in commercial high speed passenger service at least 300 km/h (186 mph) for a minimum of five years. 5 Technical Requirements - Trainsets • Width between 3.2 m (10.5 feet) to 3.4 m (11.17 feet) • Maximum Length of 205 m (672.6 feet). • Minimum of 450 passenger seats • Provide level boarding with a platform height above top of rail of 1219 mm – 1295 mm (48 inches – 51 inches) 6 3 4/15/2015 Submittal Information • Nine Expressions of Interest (EOI) have been received thus far.
    [Show full text]
  • A European High-Speed Rail Network: Not a Reality but an Ineffective Patchwork
    EN 2018 NO 19 Special Report A European high-speed rail network: not a reality but an ineffective patchwork (pursuant to Article 287(4), second subparagraph, TFEU) AUDIT TEAM The ECA’s special reports set out the results of its audits of EU policies and programmes, or of management-related topics from specific budgetary areas. The ECA selects and designs these audit tasks to be of maximum impact by considering the risks to performance or compliance, the level of income or spending involved, forthcoming developments and political and public interest. This performance audit was carried out by Audit Chamber II Investment for cohesion, growth and inclusion spending areas, headed by ECA Member Iliana Ivanova. The audit was led by ECA Member Oskar Herics, supported by Thomas Obermayr, Head of Private Office; Pietro Puricella, Principal Manager; Luc T’Joen, Head of Task; Marcel Bode, Dieter Böckem, Guido Fara, Aleksandra Klis- Lemieszonek, Nils Odins, Milan Smid, Auditors. Richard Moore provided linguistic support. From left to right: Thomas Obermayr, Guido Fara, Milan Smid, Aleksandra Klis-Lemieszonek, Richard Moore, Luc T’Joen, Marcel Bode, Pietro Puricella, Dieter Böckem, Oskar Herics. 2 CONTENTS Paragraph Abbreviations and glossary Executive summary I - XI Introduction 1 - 13 High-speed rail in Europe 1 - 2 The EU’s high-speed rail network is growing in size and in rate of utilisation 3 - 4 EU policies for high-speed rail 5 - 9 Transport policy 5 - 7 Cohesion policy 8 - 9 EU support for building high-speed lines: significant, but a fraction
    [Show full text]
  • Press Release Save This Summer with Eurail Biggest Sale Ever – Discover 28 European Countries by Train Starting from 209 €
    PRESS RELEASE FOR IMMEDIATE RELEASE SAVE THIS SUMMER WITH EURAIL BIGGEST SALE EVER – DISCOVER 28 EUROPEAN COUNTRIES BY TRAIN STARTING FROM 209 € Final days to save up to 37% discount with the Eurail Pass Sale Until June 4th UTRECHT 31 May 2018 – It’s not yet too late to book a holiday in Europe! This summer, Eurail has a soft-spot for last-minute bookers: whether they’d like to have a quick break in Europe or dreaming about longer stay travelling around the Continent. With Eurail’s biggest sale ever last- minute planners can save up to 37% on purchase of a Eurail Global Pass. The convenient Eurail train pass gives travellers access to rail and selected ferry networks in 28 fascinating countries, including the likes of Germany, Italy, Switzerland and Portugal. With great-value flights available to Europe’s top cities, for those planning a trip to the Europe, the Eurail Summer sale provides even more value for money, with the ease to better enjoy the landscapes, rather than worrying about directions. This offer is not just for summertime travel - anyone planning a trip to Europe can reap the benefits, as Eurail Passes can be booked up to 11 months in advance. Eurail’s biggest-ever summer promotion is on top of the regular Eurail’s year-round savings like children travel for free and youth discount for explorers aged 27 years and younger. Additionally, Eurail’s free Rail Planner App makes travel even more seamless, as visitors can make seat reservations on Thalys, Eurostar, Italian Le Frecce, and French domestic TGV high-speed trains, find train stations, view timetables, review benefits included in the Eurail Pass, and more.
    [Show full text]
  • Eurail Group G.I.E
    Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurosender Benefit: Pass holders benefit from a 20% discount on the Eurosender online platform when placing an order to send a package or parcel. Benefit code: RAIL20 Info: Follow the steps below to redeem the Benefit: 1. Visit Eurosender website: www.eurosender.com 2. Choose your to and from countries from the list. 3. Select the number of packages or parcels to be sent and click ‘NEXT’. 4. Fill in the order form. 5. Insert the Benefit code RAIL20 in the box “discount code”. The new price and amount of discount will be displayed. 6. Select the payment method and insert your payment details. 7. Receive order confirmation. For any problems or questions regarding your order or the service, Eurosender customer support department is available on Tel: +44 (0)20 3318 3600 or by email at [email protected]. Please note: The Benefit code is valid only for a single user. The code has no expiration date and it can be transferrable. This Benefit is valid only for standard shipping orders. Benefit: Eurail and Interrail Pass holders benefit from 20% off Stasher Luggage Storage. Book online to store your bags safely while you explore the city – all across Europe. Use EURAIL20 or INTERRAIL20 for 20% off the entire booking (including insurance). Info: Follow the steps below to redeem the Benefit 1. Visit Stasher.com 2. Enter the location where you wish to store your bag 3.
    [Show full text]
  • Analyse De La Deuxième Phase De La Branche Est De La Ligne À Grande Vitesse (LGV) Rhin-Rhône
    MINISTÈRE DE LA TRANSITION ÉCOLOGIQUE ET SOLIDAIRE Analyse de la deuxième phase de la branche Est de la ligne à grande vitesse (LGV) Rhin-Rhône Rapport n° 012304-01 établi par Michel ROSTAGNAT P UNovembre B 2018 L I É PUBLIÉ Les auteurs attestent qu'aucun des éléments de leurs activités passées ou présentes n'a affecté leur impartialité dans la rédaction de ce rapport Statut de communication Préparatoire à une décision administrative Non communicable Communicable (données confidentielles occultées) Communicable PUBLIÉ PUBLIÉ Sommaire Résumé.....................................................................................................................4 Liste des recommandations...................................................................................5 Introduction..............................................................................................................6 1. Où en est-on ?.......................................................................................................8 1.1. Bilan de la première phase.........................................................................................8 1.1.1. Modalités d’établissement du bilan LOTI.........................................................9 1.1.2. Evolution du trafic voyageurs...........................................................................9 1.1.3. Bilan financier................................................................................................12 1.2. Le service.................................................................................................................14
    [Show full text]