the railway business magazine
Year VIII No. 4.11(101) 2013 ■
■
“Connecting Europe” Facility grants significant funds for infrastructure investments
Railway PRO
40% of transport investments should go to railways CIM/SMGS: a high level of legal safety for all freight traffic participants
Infrastructure Development
Журнал железнодорожный бизнес
Railway transport development stimulates industry growth
Interview with Dieter Johannes FRITZ, President and CEO of voestalpine VAE GmbH Развитие железнодорожного транспорта даёт импульс росту промышленности - Интервью с Президентом и Председателем Правления VAE GmbH, Дитер Йоханнес Фриц
editor’s note 1
T
he 8th reunion of the Railway Days Summit (2013) – Wider Black Sea Area Railway Summit – has been the place of debates of the main challenges and opportunities that economic operators and investors in the WBSA countries are confronted with for developing business in the railway vertical. On the occasion, based on the presentations held by the over 70 international speakers and of the intervention of the 300 participants, Club Feroviar (the organiser of the summit) elaborates a position paper called “Railway, logistics and sustainable urban development = life quality improvement”. The increasing role of railway transport in providing global trade, but also in generating the sustainable growth of passenger mobility involves several objectives identified by the organisations which participated in the Summit. The document details the context in which the railway transport activities are carried out and the social and historic fundaments of the WBSA. Turning into account the continuity of centuries of pancontinental trade routes, WBSA joins 28 countries and territories in Central Europe up to Central Asia with common objectives on increasing freight volumes on surface routes. The document identifies several objectives specific to the railway industry, included in five large categories: interurban railway infrastructure; railway freight & logistics
transport; railway passenger transport; urban transport and infrastructure; innovation and the implication of the private sector. Regarding the railway infrastructure, the authorities seek to improve the soft infrastructure and physical infrastructure through investments in sectors which present bottlenecks and especially on cross-border sections, in the construction and modernisation of the railway rings of the large urban centres, in the cross-border extension, in the electrification of main routes and in the standardisation of the signalling and control systems. Last but not least, the construction of a high-speed network to focus on the large urban and commercial centres will increase the attractiveness of the area for the business community. Infrastructure development has to consider three important challenges of the region: the existence of two main gauges within WBSA (1520 mm and 1435 mm) which creates a fracture area on the borders of the countries where transfer from one system to another takes place; the high administrative-territorial fragmentation of the region which does build barriers for long-distance transit; extremely varied environmental and geographical conditions, from crossing large rivers and mountain areas to plains, and from Arctic temperatures to Mediterranean temperatures. Regarding investments in the technical infrastructure sector, the projects to be
considered are those aimed at creating a sustainable bottleneck-free WBSA railway network. The construction and modernisation of the railway by-passes of the large urban centres will significantly reduce the travel time of long-distance trains and will increase the attractiveness of WBSA as preferred route for the transport of freight between the two ends of the Eurasian platform. The electrification of the large railway routes will increase the energy-efficiency of trains and will reduce the carbon dioxide footprint, as well as traction costs. This policy has to be extended for the terminals as well, so as to allow electric trains to serve the entire network. Freight transport on such a wide area cannot develop without a technical and administrative common framework that would enable mobility and communication between business communities. Therefore, the development of an infrastructure that would permit business commuting on long distances and with reduced costs has to be considered when building the WBSA rail network. The construction of a high-speed network to connect the main urban and business centres in the region, next to the speeding up of railway connections to airports which will permit the acceleration of exchanges between regions and the construction of an efficient trade network.
Railway, logistics and sustainable urban development = life quality improvement Железнодорожное, логистическое и городское долгосрочное развитие – рост качества жизни Восьмая серия совещаний в рамках железнодорожного Саммита Дни Железных Дорог (2013), Саммит Железных Дорог РасширенногоЧерноморского Региона предоставила возможность обсудить главные провокации и перспективы экономических операторов и инвесторов стран ШЧР для развития железнодорожной бизнес - сферы. Саммит, в рамках которого выступали с основными докладами 70 представителей высокого уровня железнодорожной сферы, в том числе инвестиционной сферы, а также, участвовали 300 человек, позволил организатору Club Feroviar определить итоги в Меморандуме на тему Железнодорожное, логистическое и городское долгосрочное развитие – рост качества жизни. Расширение роли железнодорожного транспорта в предоставлении платформы для осуществления коммерческого обмена и для роста качества движения жителей, включает несколько задач, которые были намечены организациями – участниками Саммита. Документ предоставляет подробности в связи с общей картиной деятельности железнодорожного сектора и социально – историческими основами стран ШЧР. Акцентируя целостность все континентальных коммерческих трасс на протяжении веков, необходимо подчеркнуть, что страны ШЧР (всего 28) составляют территорию, которая размещается от Центральной Европы до Центральной Азии и нуждается в достижении общих целей, связанных с ростом объёма груза на земных трассах.Документ определяет специфические цели железнодорожной промышленности, расположены в пяти главных категориях:
междугородная железнодорожная инфраструктура; железнодорожная грузоперевозка и логистика; железнодорожные пассажирские перевозки; инфраструктура и городской транспорт; инновация и роль частного бизнеса. В области железнодорожной инфраструктуры, власти намерены повысить конкурентоспособность фактической и социальной инфраструктуры, путём инвестиций в участки, предрасположенные к затору движения, в особенности, межграничные участки, в строительство и модернизацию железнодорожных узлов крупных городских центров, в развитие межграничных участков, в электрификацию главных трасс, в стандартизацию систем сигнализации и управления. Также, инвестиции в строительство высокоскоростных связей, которые позволят соединить главные городские и коммерческие центры и приведут к росту конкурентоспособности зоны с точки зрения доступности для представителей деловой среды. Развитие инфраструктуры должно иметь в виду три главные провокации региона: существуют два главных типа ширины колеи (1520 мм и 1435 мм) которые создают разрывную зону вдоль граничной зоны, где переходится с одной системы на другую; высокий уровень административнотерриториальной фрагментации региона может стать заграждением для дальнего транзита; различные географические и метеорологические условия – переход с территории крупных речных потоков и горных цепей, к зоне, где расположены равнины, а также, от полярного климата
к климату Средиземного моря. В том, что касается инвестиций в техническую инфраструктуру, необходимо иметь в виду проекты конструкции железнодорожной сети ШЧР, на длительный срок, которые позволят избежать затора движения. Строительство и модернизация железнодорожных обходных путей главных городских центров, существенно уменьшит срок передвижения долгосрочных перевозок, повышая привлекательность стран ШЧР с точки зрения транспортнойтрассы между крайними точками Евразийской платформы. Электрификация главных железнодорожных путей будет способствовать росту энергетической эффективности поездов и снижению негативного воздействия на окружающею среду, а также, снизит стоимости перевозки грузов. Данная политика должна распространяться в соответствии с конечными станциями, предоставляя поездам электрической тяги возможность обслуживать всю сеть.Транспортировка грузов на такой широкой территории не может развиваться при отсутствии общей основы, позволяющей достигнуть мобильности и коммуникации между деловыми кругами. С этой точки зрения, процесс развития железнодорожной инфраструктуры ШЧР должен позволить осуществить деловые поездки дальнего расстояния, при низких ценах. Строительство сетей быстрого сообщения, связывающих главные городские и деловые центры региона, совместно с ускорением строительных работ железнодорожных связей с аэропортами, позволят увеличить объём коммерческого обмена между регионами и построить эффективную коммерческую сеть. November 2013 | www.railwaypro.com
2 cOntent MARKET DEVELOPMENT
РАЗВИТИЕ РЫНКА
32 26
40% of transport investments should go to railways 40% Капиталовложений в транспорт должны быть направлены в железнодорожную отрасль Although the worldwide economy is coping with the effects of the crisis and there is a major tendency of reducing investments, especially in transport infrastructure projects, the estimated long-term growth will unavoidably lead to a special attention paid to infrastructure development projects. На длительный срок, транспортный сектор должен соответствовать росту движения, предоставляя развитую и высококачественную инфраструктуру; факт, что на международном уровне, грузовой сектор отметит рост перевозок на 80%, а пассажирские перевозки на 50%, задаёт властям реальные провокации, связанные с соответствием инфраструктуры с высокой транспортной ...
POLICIES & STRATEGIES
45 Bulgaria has to rethink methods of approaching railway projects MARKET development
the railway business magazine
Railway PRO
ISSN - 1841 - 4672
Editor’s note
1 Railway, logistics and sustainable urban development = life quality improvement POLICIES & STRATEGIES
Publisher: Editura de Transport & Logistică S.R.L. 30, Virgiliu Street, Sector 1 Bucharest, postal code: 010881 Tel.:+4 021 224 43 85; +4 021 224 43 87 Mobile: +40 721 723 724 Fax: +4 021 224 43 86 E-mail: editors@railwaypro.com Web-site: www.railwaypro.com
16 EC approves set of documents on the Multiannual Financial Framework 2014-2020
Editors: Elena Ilie elena.ilie@railwaypro.com Pamela Luică pamela.luica@railwaypro.com
Facility grants significant funds for infrastructure investments
Production and photo editor: Petru Mureşan Department of translations: Alina Vuţulicu Veronica Lupan
18 “Connecting Europe”
20 For a seamless and efficient development, Wider Black Sea Area has to approach all railway transport segments 32 40% of transport investments should go to railways 38 Freight corridors – at the heart of making rail freight a more attractive mode of transport 43 Infrastructure
development to consolidate the position of Bar Port in the regional transport system
46 Croatia: EUR 2.5 Billion
22 A joint approach, a step forward in the implementation of the Danube Strategy
railway projects
39 For 2014-2020, the Asian
new rail transport trends
47 Hungary wants to meet
Contributors: Donato Zangani, Clemente Fuggini, Isabelle De Keyzer Viorel Lucaci Marian Ciofalcă
Development Bank increases the financing share of railway projects
Graphic design: Petru Mureşan
41 CIM/SMGS: a high level of 24 USD 75 Billion freight
Layout and DTP: Petru Mureşan petru.muresan@railwaypro.com Photo: Radu Drăgan Marketing Manager: Cristina Trifon cristina.trifon@railwaypro.com Advertising Enquiries: advertise@railwaypro.com www. railwaypro.com/advertise
legal safety for all freight traffic participants
Interoperability & cross-acceptance transport potential between Asia and Europe
42 Eastern Partnership: focus metropolitan on cross-border transport 51 Marmaray Tunnel: connections 44 EUR 23 Billion for
Romania, through European Structural and Investment Funds 2014-2020
www.railwaypro.com | November 2013
Leaders
Asia-Europe in just 4 minutes
64 Over USD 6 Billion for a tram line serving the Moscow Region
ЛИДЕРЫ
Railway transport development stimulates industry growth Interview with Dieter Johannes FRITZ, President and CEO of voestalpine VAE GmbH Развитие железнодорожного транспорта даёт импульс росту промышленности Интервью с Президентом и Председателем Правления VAE GmbH, Дитер Йоханнес Фриц
Worldwide, voestalpine VAE is the leader of the turnout and turnout-related technology. The continuous development of railway infrastructure is a challenge to which voestalpine VAE Group responds by delivering high-quality products, improved along the 160 years of experience. As provider of economic solutions, innovative products and wide range of services, voestalpine VAE is active on all continents with over 40 production and sales facilities. Непрерывная оптимизация связей и железнодорожной инфраструктуры является провокацией, которую Совместная компания voestalpine VAE, решает путём предоставления продукции оптимального качества, на протяжении 160 лет опыта. Концепция voestalpine VAE очевидно...
LEX
48 Draft Directive: introduc-
ing a single safety certificate
50 “Great Expectations” from
the Fourth Railway Package ENGINEER
52 railpowerbox – the energy solution for future railways 54 Sustrail: the Sustainable “Freight vehicle-Track” system 58 Railway infrastructure financing – an aspect with vast implications in railway transport system operation opinions
36 Too many national laws
still in force fragment the European railway market making interoperability difficult Statistics
62 Railway Statistics
cOntent 3 Редакционная статья
1
Железнодорожное, логистическое и городское долгосрочное развитие – рост качества жизни ПОЛИТИКА И СТРАТЕГИЯ
16 Европейская Комиссия согласовала ряд документов Многолетней Программы Финансового Развития на 2014-2020 18 Больше денежных средств на европейскую транспортную инфраструктуру
ПОЛИТИКА И СТРАТЕГИЯ
РАЗВИТИЕ РЫНКА
38 RailNetEurope 42 Восточное Партнёрство: поддерживает развития
акцент на межграничные транспортные связи
международных коридоров грузоперевозки
44 23 миллиардов евро для Румынии от Структурных и Инвестиционных Фондов Европейского Союза 20142020
43 Развитие инфраструктуры стабилизирует позицию Порта Бар в региональной транспортной системе
46 Хорватия: 45 Болгария должна возобновить свой подход к железнодорожные проекты железнодорожным проектам стоимостью 2.5 млрд. евро РАЗВИТИЕ РЫНКА
22 Общий подход это шаг вперёд для реализации Дунайской Стратегии
47 Венгрия намерена соответствовать новым тенденциям железнодорожного транспорта
20 Для унитарного и эффективного развития, в Широком Черноморском метрополиТАН 39 На 2014 - 2020, Регионе должны Азиатский Банк анализироваться все Развития повышает сегменты железнодорожного 51 Тоннель Мармарай: Азия квоту финансирования транспорта – Европа только за четыре железнодорожных проектов минуты 41 ЦИМ/СМГС: Высокий
уровень юридической безопасности для всех участников грузовых перевозок
32 40% Капиталовложений
в транспорт должны быть направлены в железнодорожную отрасль
64 Более 6 млрд. долларов для трамвайной линии Московской Области
мнения
36 Большое число ещё действующих национальных норм приводит к фрагментации европейского железнодорожного рынка, блокируя интероперабельность инженер
54 Sustrail: Устойчивое “Грузовой автомобильрельсового пути” системы закон
48 Необходимо ввести единый сертификат безопасности 50 “Главные надежды” европейского железнодорожного сектора ориентированы на 4-ый Железнодорожный Пакет СТАТИСТИКА
62 Железнодорожного статистика
November 2013 | www.railwaypro.com
news 5
Romania: The sale of CFR Marfă will be finalized by mid 2015, a year later than the deadline initially set by the Government after the company will carry out a restructuring programme, Romanian Minister of Economy Daniel Chiţoiu announced. This was one of the conclusions of the negotiations between the Government and the IMF on the reform of state-owned companies. CFR Marfă’s budget and restructuring plan need to be approved by 8 December 2013. The Government will have to elaborate a new strategy for the sale of the national freight transport carrier that would be submitted to the approval of the Supreme Council of National Defence. The sale of a 51% stake in CFR Marfă to Grup Feroviar Român could not be finalized in time (14 October) because some of CFR Marfă’s crediting banks didn’t agree with changing the shareholding and the Competition Council didn’t have the time to decide on the transaction.
Greece: The privatisation process of Trainose and Rosco continues as companies are selected to participate in the next phase. According to the local press, all companies that submitted bids in the first phase of the sale process will be shortlisted to submit bids that would answer to the requested criteria. The companies bidding for the acquisition of 100% in Trainose are: Grup Feroviar Român (Romania), SNCF (France) and RZD (Russia). RZD will also tender for Rosco, next to Alstom and Siemens. Trainose was established in 2005 as subsidiary of OSE and in 2008 was transferred to the central authorities of Greece. The operator supplies railway freight and passenger
Airport privatisation funds dedicated to railway investments Slovenia: A share package of over 75% in Jože Pučnik Airport in Ljubljana has been put to sale by the Slovenian Government and other minority shareholders. The government believes that the capital thus resulted would be used for the airport infrastructure and for the construction of a railway connection to the city. Operators from Venice, Istanbul, Frankfurt, Zurich and Vienna, as well as Chinese companies and private funds, have all shown interest in purchasing shares in Ljubljana Jože Pučnik.
Measures to improve BDZ’s situation Bulgaria: The talks with creditors of BDZ had resulted in the agreement that they would abstain from enforcement steps and approve a deferred payment scheme, while the state would commit to providing support for the rail company, Bulgaria’s Minister of Transport Danail Papazov said. The authorities were also carrying talks with the World Bank for technical and financial support. The Ministry of Transport said that nonoperating assets of the company would be sold, such as real estate and rolling stock and a debt swap scheme would also be adopted, especially with the railway infrastructure manager. The administrative and managerial structure of the railway company would be optimized.
Three offers for rehabilitation of Burgas rail station Bulgaria: Bulgaria’s State-Owned National Railway Company said it has received three eligible bids for the rehabilitation of the railway station of the city of Burgas. The lowest bid of BGN 6.07 Million (EUR 3.1 Million) was placed by tie-up Devnya Stroy Engineering, consisting of local construction companies Devnya Trade, Giga Stroy and Eurobuilding Engineering. This bid received the highest mark of 28 points for its technical proposal. The other two bids were filed by consortia Gara Pirgos 2013 and Railway Infastructure Burgas for BGN 9.06 Million (BGN 7.21 Million). The project is co-financed under the EUfunded operational programme Transport 2007-2013.
Audit ordered by EC confirms that Rail Baltica is being conducted transparently and efficiently International: On the request of the European Commission, PKF Littlejohn firm (Great Britain) has carried out an audit on the use of EU funds for the construction of the standard-gauge railway Rail Baltica. The audit was analyzing the records and eligibility of expenditure incurred in designing Rail Baltica from Lithuanian – Polish to Lithuanian – Latvian borders. The investigations evidenced that all the means used to this day – EUR 5.7 Million – were used properly without any violation of EU and Румыния: Процесс приватизации компании CFR Грузовые Перевозки осуществится до середины 2015 года, на год позже первой даты, указанной Правительством. Словения: Правительство выставит на продажу 75% Аэропорта Jože Pučnik - город Любляна, часть капитала будет использоваться для строительства железнодорожной связи с городом. Болгария: Власти пришли к соглашению одобрить отсроченную схему оплаты в обмен поддержке оказанной БДЖ.
transport services, organises, develops and exploits urban, suburban, regional and international transport services. The company’s trains cover a network of over 1,500 km and carry 15 million passengers and 4.5 million tonnes of freight per year.
photo: wikimedia.org
Trainose sale enters phase two
photo: Club Feroviar
CFR Marfă sale, postponed for 2015
Lithuanian laws. In addition, the auditors had no complains about the public procurement procedures and highlighted that the openness of competitions led to an easy understanding and evaluation of all the decisions. It was ascertain that the internal control system concerning the public procurements, document flows and identification of expenditures works well, reliable, in accordance with the EU and Lithuanian legislation. Finally, the auditors found no “double financing” cases where the same project is being funded by the different EU funds. RZD seeks private investors to upgrade stations Russia: Russian Railways seeks private investors to modernize the infrastructure of its 353 stations across the country, in an effort to fend off rising competition from air carriers. Gaztekhleasing, a subsidiary of state gas giant Gazprom, and Canadian company Trinity Development set out plans to invest more than USD 8 Billion in train stations and transport hubs. The announcement came just days after Aeroflot, the country’s biggest airline, said it planned to launch a low-cost airline called Dobrolyot starting next year, with several destinations from Moscow, including St. Petersburg, Samara and Yekaterinburg. Fares will be 40% lower than their current rate, Aeroflot said, making prices competitive with the cost of train tickets. Trinity Development is to start commercial development in and around Moscow’s Kursky, Paveletsky and Vykhino stations, Румыния: Согласно проекту Чрезвычайного Указа в связи с поправкой государственного бюджета на 2013 год, Министерство Транспорта увеличит общественный капитал компании CFR Пассажирские Перевозки на 100 млн. евро. Греция: Процесс приватизации Trainose и компании Rosco продолжается, и заявители отобраны для участия в следующей фазе. Болгария: NRIC объявил получение трёх допускаемых предложений для модернизации вокзала города Бургас. November 2013 | www.railwaypro.com
6 news
MoT increases CFR Călători working capital in order to subsidise operational costs Romania: According to the Emergency
Ordinance on the rectification of the state budget for 2013 the Romanian Ministry of Transport will increase the social capital of CFR Călători by RON 400 Million (EUR 100 Million). Funds will be dedicated to the payment of the track access charge to CFR SA, shows the substantiation of the draft budget rectification
PKP Cargo is listed on Warsaw Stock Exchange Poland: PKP Cargo has been listed on October 30 on Warsaw Stock Exchange (WSE). PKP Cargo’s PLN 1.42 bn (EUR 340 mln) public offering is this year’s biggest IPO on Warsaw Stock Exchange. “The new listing of PKP Cargo is an example of yet another successful privatisation on the exchange” said Beata Jarosz, Vice President of the Management Board of Warsaw Stock Exchange. The EBRD is supporting the partial privatisation of PKP Cargo S.A., with the acquisition of a 5.27 per cent equity stake in the Polish rail freight services provider. Through the IPO, 50 per cent of shares, minus one share, in PKP Cargo have been privatised, while the balance remains owned by PKP S.A. The transaction is the first pri-
published on the web site of the Ministry of Public Finances. According to the income and expenditure budget on 2013, approved in July by the Government, in 2013 CFR Călători has total incomes that slightly exceed RON 2 Billion (EUR 450 Million) and total costs of RON 2.4 Billion (EUR 540 Million), with a loss of RON 400 Million (EUR 100 Million), the amount added to the social capital after rectification. Also, in the first half of the year, CFR Călători reported losses of RON 139 Million (EUR 31 Million), less than the negative outcome of RON 200 Million (EUR 45 Million) reported at the middle of last year. The Ministry of Transport grants this amount to cover the infrastructure exploitation costs as the level of compensations is insufficient for all railway transport operators. The Romanian Government arbitrarily allocates this sum from the state budget only to the national railway passenger transport operator. This decision of the Government clearly favours CFR Călători in paying its operating costs, among which the track access charge.
photo: www.trainose.gr
Romania and Georgia sign MoU on ferry transport cooperation
Россия: РЖД ищет внешних инвесторов для модернизации инфраструктуры 353 станций. В мире: По запросу Европейской Комиссии, компания PKF Littlejohn завершила аудиторскую проверку по использованию Европейских фондов для строительства линии со стандартной колеей, Rail Baltica. В мире: Румыния и Грузия заключили Меморандум о Взаимопонимании, о сотрудничестве в области паромных www.railwaypro.com | November 2013
International: During the reunion of the Romanian-Georgian working group on transport which analysed aspects related to the revival of the ferry connection project, Nicuşor Marian Buică, Secretary of State within the Romanian Ministry of Transport and the Georgian рейсов. Польша: PKP Cargo котируется на Варшавской фондовой бирже; открытое предложение составляет 340 млн. евро. Украина: Компания Укрзализныця готова к либерализации операционной деятельности и сотрудничеству с частным сектором. В мире: Закон общественного транспорта города Таллинн (Эстония) применяется и в железнодорожном секторе ежедневных перевозок.
vatisation in the rail sector in Central Europe and the EU by means of an IPO. By becoming a shareholder in PKP Cargo the EBRD gained the right to nominate one of the independent members of the supervisory board. The charter of the company has been amended accordingly, and it will be subject to stock market regulations in reporting and disclosure.
photo: www.zelpage.cz
as well as at the main train station in Perm, a regional centre west of the Ural Mountains. Gaztekhleasing will finance the building of 10 transport interchange hubs based at Moscow metro stations. The reconstruction of train stations and hub development is part of a larger long-term investment plan by RZhD Rail Stations Development, a subsidiary of state-owned Russian Railways, to spend USD 15.5 Billion on the creation of modern transportation nodes around the country. “This large investment program calls for joint efforts by Russian Railways, financial institutions, rail operators and local authorities,” said Sergei Abramov, chairman of the board of RZhD Rail Stations Development. The plan envisions the construction of 255 transport hubs over the next 8 years, which will offer easy access to different means of transport in Moscow and the surrounding region. By 2030, the goal is to modernize all key train stations across the country. According to Abramov, the investment model for stations is to build up transport infrastructure first — with either the company’s own or attracted funds — and then offer the area in and around the hubs to private investors for further development. Investor interest in both transport and commercial infrastructure projects is high, he said.
Ministry of Economy and Sustainable Development signed a Memorandum of Understanding on cooperation on ferry transport services. The aim of the Memorandum of Understanding is to encourage the development of freight traffic and to cooperate in ferry transport services, to support the initiatives of any operator on opening ferry transport lines between the ports of the two countries, to promote the spreading of information on ferry transport services between the ports of the two countries and to exchange information and statistical data on ferry transport services between the ports. Ukrzaliznytsia to cooperate with the private sector Ukraine: Ukrzaliznytsia is ready to liberalize its activities and cooperate with private capital, said the head of the main department for reform and corporate development, Andriy Bukovsky. This process involves several steps. The law on the specifics of creating a public joint-stock company for public railway transport has been adopted, and new wording of the law on railway transport is being prepared and discussed at all levels. “For instance, an investor is ready to invest funds in large stations, create office centres, hotels, retail space, and cinemas there. The state can take the decision that the commercial part of the facility will be transferred to the investor or somehow divided, and the station remains in state ownership,” Bukovsky said. The railway company said the government will adopt the decision on the setup of a В мире: Главы железнодорожных и морских Администраций, представители деловых сообществ Казахстана, Азербайджана и Грузии, одобрили общий план действий для организационного процесса в области грузового транспорта на протяжении периода 2013 – 2014. Словакия: ZSSK Cargo предпримет двухэтапный тендер для двух дочерних компаний, Cargo Wagons и ZSSK Cargo Intermodal.
news 7
Tallinn: free services for railway commuter transport International: Tallinn’s free public transport law has been extended to commuter trains from this week, the local press informs. The City of Tallinn and Elron, the nationally owned train company, have signed an agreement waiving train tickets for passengers who are residents of the city. The city will pay Elron compensation for loss of ticket income. The same green public transport cards that the city issued at the start of this year will be used for train rides.
Parameters and mechanisms for implementing the project to upgrade the Trans-Siberian and Baikal-Amur railways were approved Russia: Prime Minister Dmitry Medvedev signed the resolution setting the main parameters which set the implementation of the project on the modernisation of the Baikal-Amur and TransSiberian Railways, a document prepared by the Ministry of Transport. The implementation of the project on the modernisation and rehabilitation of the two vital lines of the Russian railway system includes evaluating freight traffic on these railways and outlining long-term rates for freight transport; updating the development plan for these railways and related infrastructure based on specific freight traffic projections; determining amounts and sources of the funding needed to implement the project to upgrade and modernise these railways.
Сербия: Zeleznice Srbijeс осуществит структурное разделение в области пассажирских и грузовых перевозок до конца 2014 года. В мире: Компании United Wagon и Камкор Вагон заключили договор по обслуживанию грузовых вагонов новейшей технологии, снаряженные тележками Barber. Польша: PKP Cargo не исключает возможность приобрести несколько обществ оперирующих в секторе железнодорожных перевозок продуктов нефтехимии. Респ. Молдова: Отмечается рост объема грузопотока на территории Респ. Молдовы; наиболее существенный рост, на 30,6%, отмечается в области
железнодорожного транспорта. Россия: РЖД разработали поправку для Стратегии развития до 2030 года, которая будет обсуждаться Советом директоров компании, затем будет предоставлена правительству. В мире: Network Rail заключила договор на 5 лет с тремя производителями стали, которые должны доставить рельсы для 20.000 миль (32.187 км) железнодорожного пути. Румыния: Министерство Транспорта имеет в распоряжении 1.3 млрд. евро для развития проектов вдоль двух коридоров, которые пересекают Румынию и относятся к приоритетным направлениям развития, намечены Европейским Союзом.
PKP Cargo to make new acquisitions
with Prime. The strategy will define whether Russian Railways should remain an infrastructure company, which will focus on transportation with its activity being heavily regulated by the tariff service, or if it should be reformed into a transport and logistics company, which will provide additional competitive services, Androsov said. The board of directors is likely to choose the latter option, he said. Androsov believes that the existing model of tariff regulation in railway transportation, which leads to a growth of expenditures, is obsolete. He said that it is reasonable to set a long-term ceiling for transportation tariffs. “The cost of provision of public infrastructure will have to be regulated anyway. I would set long-term tariff ceilings, at least for five years, without indexations, with a firm guarantee that they will not be revised on any condition,” Androsov said.
Poland: Railway freight transport operator PKP Cargo does not rule out a possibility of takeovers in the petrochemical products rail transport segment, in accordance with its strategy, Parkiet wrote quoting PKP Cargo’s President Lukasz Boron. Boron confirmed that PKP Cargo is constantly on the lookout for the company’s development through organic growth and acquisitions.
Rail freight transport rises Republic of Moldova: In the first nine months of the year, volume of Moldova’s combined railway, road, river and air freight traffic through September rose 21.7% to some 9.25 million tonnes. The highest increase of 30.6% was in the railway freight transport which attracted 3.8 million tonnes. The performance indicator has also increased by 13.3% for all transport modes reaching 3.1 billion tonne-km in January-September.
photo: portnews.ru
RZD’s strategy for 2030 could be adjusted
United Wagon Company and Kamkor Vagon sign maintenance agreement International: United Wagon Com-
pany and Kamkor Vagon (subsidiary of Kazakhstan Railways) have signed a maintenance contract for new generation freight wagons equipped with Barber bogies. The parties have agreed to set up service centres at three car repair depots in Kazalinsk, Karaganda and Pavlodar. The service centres will provide maintenance to the cars produced by Tikhvin Car-Building Plant and operated in Kazakhstan. Kamkor Vagon will provide warranty repair to Barber bogies and store original spare parts to them.
Russia: RZD has prepared an adjusted development strategy for the period until 2030, which will be considered by the board of directors, and later submitted to the government and to the public, Kirill Androsov, chairman of the company’s board of directors, said in an interview
Network Rail signs new five-year rail supply deal International: Network Rail has signed a deal with three steel manufacturers to supply rail for the next five years as the company continues its work to renew and enhance Britain’s 20,000 miles of railway. The largest part – about 95 per cent – of the framework agreement will see Tata Steel’s Scunthorpe plant supply around 140,000 tons of rail per year, depend-
ZSSK Cargo to sell two subsidiaries slovakia: ZSSK Cargo, the railway freight transport operator, will launch a two-phase tender for two subsidiaries, Cargo Wagons and ZSSK Cargo Intermodal. Preliminary offers will be submitted by 2 December and the final offers will be evaluated by March 2014. The privatisation of the two subsidiaries will be partial. A share of 66% of Cargo Wagons will be sold, while the package of shares to be tendered in ZSSK Cargo Intermodal has not been specified; the procedure for expressing preliminary interest specifies that ZSSK Cargo plans to sell a majority share in the company.
photo: www.zscargo.sk
JV where the state will hold a 10% stake.
November 2013 | www.railwaypro.com
8 news EU increases grants for Romania by EUR 1.3 Billion
Zeleznice Srbije separates divisions Serbia: By the end of 2014, Zeleznice Srbije will divide the passenger and freight transport branches, Minister of Infrastructure, Aleksandar Antic, announced. The infrastructure assets of the operator will be spun off into a separate entity by the end of 2013. As soon as next year, the railway infrastructure operator will offer its services to third parties as part of the market liberalisation process, Antic said, adding that the government subsidies for Zeleznice Srbije are planned to be cut by EUR 10-15 Million next year. photo: wikipedia.org
Romania: Negotiations between the representatives of the European Commission and Member States have resulted in the transfer of EUR 10 Billion from the Cohesion Fund to the Connecting Europe Facility (CEF) in order to accelerate the completion of the priority transport projects located on the TEN-T core network. The EUR 10 Billion grant is dedicated to the Member States subject to the cohesion policy. Romania’s share amounts to around EUR 1.3 Billion. Thus, the Ministry of Transport has EUR 1.3 Billion to develop projects on the two corridors which cross Romania and which are included in the priority development areas of the European Union, the RhineDanube Corridor and the East/East-Mediterranean Corridor.
PKP PLK issues bonds for infrastructure investments Poland: PKP PLK will issue PLN 1.5 Billion (EUR 360 Million) worth of corporate bonds, Poland’s Transport Ministry announced. The issue will take place after the consent of the company’s shareholders. The means from the issue are supposed to replace the reduced subsidy from the Transport Ministry for railway investments, a consequence of 2013 budget amendment and resulting spending cuts. The date of the bond issue has not been revealed.
photo: FCC
ing on consumption. ArcelorMittal and VoestAlpine are also part of the deal, which will see a variety of rail types supplied to keep Network Rail’s programme of improvements rolling for the next five years with an option to extend for a further five years. On signing the contracts, Patrick Butcher, Network Rail’s group finance director, said: “We are renewing and enhancing more and more of Britain’s railway over the next five years and it’s crucial that we have a trusted and secure supply chain to help us achieve that safely and efficiently.” Network Rail’s plans for control period 5 (2014-19) include £10bn of core renewals and a further £10bn of enhancements. Henrik Adam, chief commercial officer of Tata Steel, said: “This is fantastic news. I am delighted the rail network in Britain will continue to be made and maintained with our UK rail.” The latest Network Rail deal will account for around 5% of the annual steel output from Tata Steel’s Scunthorpe site and will include some of the latest, harder-wearing high performance rail.
International: The heads of railway and maritime administrations and the representatives of business organisations in Kazakhstan, Azerbaijan and Georgia adopted a joint action plan on the organisation of freight transport in 2013-2014. The participants also talked about traffic growth conditions in 2013-2014 and about the possibility of increasing container transport while considering that important projects have been launched, such as the construction of two dry terminals and of a container switchyard in the Kazakh port of Aktau, the construction of a port in Alat (Azerbaijan), the construction of the railway lines Zhezkazgan – Beineu (Kazakhstan) and Akhalkalaki - Kars (Georgia, Turkey). Also, the signatory parts of the agreement said they will analyse the possibility of organising a transport to and from Turkey, thus involving the basins of the Black Sea and of the Mediterranean Sea in the transport process. www.railwaypro.com | November 2013
photo: www.plk-sa.pl
Kazakhstan, Azerbaijan and Georgia sign agreement to consolidate container transport
Россия: Премьер Министр Дмитрий Медведев заключил резолюцию, которая устанавливает главные параметры для осуществления проекта модернизации Транссибирской и Байкало-Амурской магистралей. Польша: Компания PKP PLK намерена пустить в ход выпуск облигаций стоимостью 1.5 млрд. злотых (360 млн.
In order to initiate the selection of priority projects which can be financed through this new financial instrument, the Ministry of Transport has identified more work versions to be confirmed through the new General Transport Master Plan to be finalized in February 2014. One of the projects to receive financing within this program is the rehabilitation of Craiova-Calafat railway providing connection to Calafat-Vidin Bridge, an integrated part of the East/East-Mediterranean Corridor, defined through the CEF regulation. The rest of the sum, up to EUR 1.3 Billion, mainly includes the modernisation of the 16 Danube and maritime ports. “European investments will be directed towards securing the inland waterways and improving intermodal infrastructure, meaning faster railway connections between ports so that freight transport on the Danube will increase in the near future by 20% compared to 2010”, declared Romanian Minister of Transport Ramona Mănescu. The approval of the Executive Order is aimed at paving the way for the implementation of the project to upgrade and modernise these railways. евро). Румыния: Министерство Транспорта имеет в распоряжении 1.3 млрд. евро для развития проектов вдоль двух коридоров, которые пересекают Румынию и относятся к приоритетным направлениям развития, намечены Европейским Союзом.
���������������������������������������������������������� ��������������������������������� ���������������������������������������������������� ������������������� ����������������
������������������� ����������������������������� �������������������
��������� ��������������������������������� �������������������������� ���������������������� ��������������������� ���������������������� ��������������������
10 news Administrative arrangements between OTIF - DG MOVE - ERA
Kazakhstan: In order to achieve
photo: trainpix.org
GDP growth of 7%, Kazakhstan needs to attract an additional USD 80 Billion in investments over the next 7 years, director of McKinsey Global Institute Richard Dobbs said, which is equivalent to USD 10 Billion a year until 2020. The expert believes that these investments should come from the domestic private sector and inflow of foreign direct investments. “The experts do not envisage a substantial increase in government involvement in the economy, because effective functioning of the private sector and small and medium-sized businesses is necessary in order to ensure long-term growth,” he said. The development of the financial sector is an important condition for the receipt of investments in Kazakhstan’s economy.
Azerbaijan to soon complete line rehabilitation project Azerbaijan: The national railway company has repaired 280 km of the 317km long Baku-Boyuk Kesik railway. A major overhaul of 317 kilometres of the Baku-Boyuk Kesik railway is being conducted through a loan of USD 215 Million allocated by the Czech Exim Bank. Works were initiated at the middle of 2011.
Qazvin-Rasht railway needs USD 323.5 mln for completion Iran: Completing the Qazvin-Rasht railway project needs some USD 323.5 million (based on the official rate of 24,730 rials per each USD), Iran’s Deputy Minister of Roads and Urban Development Ahmad Sadeghi said, CHN news agency reported. He went on to note that about USD 254.75 millions have been spent on the project. Completing the project is among priorities of President Rouhani’s administration, he said, expressing hope that the project would be inaugurated during next solar year (which will start on March 21, 2014). Early in July, former Deputy Minister of Road and Transportation Shahriar Afandizade said www.railwaypro.com | November 2013
International: OTIF signed administrative arrangements in Brussels with the European Commission’s Directorate-General for Mobility and Transport (DG Move) and the European Railway Agency (ERA). This is an important landmark for cooperation between these three organisations, following on from the European Union’s accession to OTIF with the agreement of 23 June 2011. This agreement, which is pivotal for the development of international railway law, was signed by the heads of the three organisations concerned: Mr Matthias Ruete, Director General of DG Move, Mr Marcel
Verslype, Executive Director of the European Railway Agency (ERA) and Mr François Davenne, Secretary General of OTIF. The three directors welcomed this successful cooperation and expressed satisfaction with the agreement that has been reached on the EU’s voting procedure in OTIF’s technical bodies, which enables the European Commission to participate actively in OTIF’s bodies. According to the terms of the administrative arrangements, ERA will invite the representatives designated by OTIF to the various working groups so that they can represent the interests of the States Parties that are not members of the EU when European railway regulations are being drafted.
that Qazvin-Rasht-Anzali-Astara railway project has progressed by 70 percent. “Iran has started Qazvin-Rasht section of the railway project by its national assets, because of delay in formation of the consortium between Iran, Russia and Azerbaijan,” Afandizade added. The construction of the Qazvin -- Rasht -- Astara (Iran) -- Astara (Azerbaijan) railway was discussed at the fifth meeting of the coordinating council of the NorthSouth transport corridor project. The need to build it as soon as possible was stressed. It should be recalled that the Qazvin-Rasht-Anzali-Astara railway is a part of the North-South transport corridor. Azerbaijan, Russia and Iran are constructing the railway.
and upgrading of the Fushe Kosove – Macedonian border section. The 64 kilometre line is the only operational railway link connecting Kosovo’s domestic network to the international network. The total cost of the project is expected to be up to EUR 89 Million.
EBRD grants loan to Kosovo Railways
Basic principles for creation and operation of Integrated Transport and Logistics Company
photo: wikimedia.org
Kazakhstan has to attract investments of USD 80 Billion by 2020
International: The European Bank for Reconstruction and Development (EBRD) said it is considering providing a sovereign loan of up to EUR 40 Million to Kosovo to be on-lent to Kosovo Railways JSC. The loan, which is expected to be divided into at least two tranches, would finance the urgent rehabilitation
International: The heads of Russian, Belarusian and Kazakh Railways have signed a term-sheet outlining the basic principles governing the creation and operation of an Integrated Transport and Logistics Company. The document was signed by Vladimir Yakunin, President
В мире: ОТИФ заключил административный договор с DG MOVE и Европейским Железнодорожным Агентством (ERA). Договор представляет собой основу сотрудничества между названными организациями, в результате вступления Европейского Союза в ОТИФ, в июне 2011 году. Соглашение недавно заключилось в Брюсселе, и является основой развития международного железнодорожного законодательства. Казахстан: Для роста ВНП на 7%, в следующие 7 лет, Казахстану необходимо привлечь дополнительные инвестиции, стоимостью 80 млрд. долларов. Азербайджан: Азербайджанские Железные Дороги завершили ремонтные работы 280 км линии Баку - Беюк-
Кесик, длиной 317 км. Иран: Для завершения железнодорожного проекта Казвин – Решт, нужны 323.5 млн. долларов. В мире: Европейский Банк Реконструкции и Развития анализирует возможность предоставления Косовской Железнодорожной Компании кредита под государственную гарантию, стоимостью до 40 млн. евро. В мире: С целью развития потенциала двусторонних отношений между Румынией и Литвой, Министры Транспорта названных государств, провели встречу на тему возможности участия Румынии в железнодорожном проекте Викинг, который относится к грузовым перевозкам вдоль коридора, связывающий Балтийское и Чёрное моря.
news 11
Federal Cargo Company to increase capital Russia: Federal Cargo Company OJSC (a subsidiary of RZD) is going to issue additional ordinary shares in order to extend its authorized share capital. The authorize share capital of Federal Cargo Company consists of RUB 46.368 Billion (EUR 1.06 Billion) ordinary shares. Currently, 100% minus 1 share in Federal Cargo Company belongs to RZD, and one share – to Baminvest OJSC.
Iran and Azerbaijan discuss the connection of railway networks
photo: www.addy.gov.az
International: Iran authorities have called on the authorities in Azerbaijan to coordinate problems regarding the connection of the railway networks in the two countries. According to Musa Panakhov, Deputy Minister of Transport in Azerbaijan, the problem is currently being analysed. If the rhythm of construction works will be constant, the two networks could be connected in about 3-5 years, said Musa Panakhov.
Romania to join the Viking project International: In order to improve bilateral relations between Romania and Lithuania, the transport ministers of the two countries have discussed about the possibility that Romania would join the railway transport project Viking, project dedicated to cargo transport between the Baltic Sea and the Black Sea, between the ports of Klapeida (Lithuania) and Odessa/ Kicevsk (Ukraine). “CFR Marfă’s contribution, as partner in this project, would consist in the takeover to transit transport of part of the container traffic through Viking on the Romanian railway network between
MÁV to modernise rail network around Lake Balaton using EU funds Hungary: MÁV, the Hungarian State Railways, is planning to modernise railway network around Lake Balaton, a tourist destination in the Transdanubian region of the country. As part of the project, MÁV will upgrade the line from Székesfehérvár towards the Croatian border crossings at Murakeresztúr and Gyékényes up to Balatonszentgyörgy at the western extremity of Lake Balaton. The project is being financed using the existing EU funds for fiscal years 2007 to 2013. MÁV is currently evaluating bids received for the rebuilding of the 29km line between Lepsény and Zamárdi. Meanwhile, reconstruction of the Budapest- Székesfehérvár line is nearing completion with the final phase of the project involving upgradation of Székesfehérvár station. Plans for the upgradation of the 56km line between Zamárdi and Balatonszentgyörgy had received clearance, with funding from the 2014-2020 EU budget. Under this project, which will remove speed restrictions and allow trains to run at a speed of 100km per hour, a 7km loop will be built between Balatonszemes and Balatonlelle for non-stop trains. Deals for the Zamárdi to Balatonszentgyörgy
В мире: Железнодорожные компании России, Белоруссии и Казахстана, подписали документ, устанавливающий принципы управления, связанные с созданием Объединенной транспортно логистической компании. Россия: Федеральная Грузовая Компания (ФГК), дочерняя компания РЖД, планирует увеличить свой капитал путём выпуска новых акций. В мире: Власти Ирана обратились к властям Азербайджана по вопросу координации проблем, связанных с железнодорожным
Giurgiuleşti/Galaţi or Vadu Siret (including the trans-shipment of containers) or Ungheni and Giurgiu/Ruse. These transports would represent a significant modal shift from maritime/waterborne transport to railway transport”, the Romanian Ministry of Transport states in a press release. The Viking project is carried out through the participation of several countries – Lithuania, Belarus, Ukraine, Bulgaria, Republic of Moldova, maritime companies and the ports of Klaipeda, Illichivsk and Odessa. Romania’s participation in the project can result in the signing of a Memorandum of Understanding that will be brought to discussion during the next meeting in December 2013.
section upgradation are set to be signed in early 2014 with completion expected in the second half of 2015.
photo: neverendingfootsteps.com
of Russian Railways, Vladimir Morozov, head of Belarusian Railways, and Rope Alpysbayev, Vice-President of Kazakhstan Temir Joly (Kazakh Railways). The term sheet will now be used as the basis to prepare a shareholders’ agreement. The agreement includes an agreed timetable of measures to set up a Integrated Transport and Logistics Company and among other issues provides for the Board of Directors at Russian Railways to discussing the question of establishing the company at a meeting in November 2013. The parties are actively working to develop an Integrated Transport and Logistics Company. At the moment, a joint team is being set up consisting of three employees from the three railway companies, as well as from TransContainer and RZDLogistics, under Zhanar Rymzhanovoi, an adviser to the President of Russian Railways.
Armenian government to double subsidy to South Caucasus Railway Armenia: In line with the draft 2014 State Budget of Armenia, South Caucasus Railway Company will be allocated a subsidy totaling 536.5 million drams, the draft states. To note, the company was allocated a subsidy in the amount of 207.7 million drams from the 2013 State Budget. According to the explanatory note of the draft, this increase in the amount of the subsidy is due to the reimbursement of the obligations incurred in previous years. The amount of the subsidy being allocated to South Caucasus Railway Company is decided on the basis of the audit conclusion. Pursuant to the concession agreement
сообщением между ними. Турция: Было объявлено намерение приватизации порта Дериндже, с выходом к Чёрному Морю; в данный момент, порт находится в собственности Турецких Государственных Железных Дорог. Венгрия: Венгерская Железнодорожная Компания (MÁV) планирует модернизацию железнодорожной сети, обслуживающей окружную зону озера Балатон, в Задунайской части страны. November 2013 | www.railwaypro.com
12 news Another port put up for privatisation in Turkey international: A tender was announced for the privatisation of the port of Derince which is on the balance sheet of the General Directorate of Turkish State Railways, Turkish Official newspaper (Resmi Gazete)
signed in 2008, the passenger commuting prices are set with accordance, but the Armenian government has to compensate for a part of the losses.
project of construction of a broad-gauge railway line along Moscow-Vienna route is one of the joint infrastructure projects participating in which are Ukrainian and Slovak sides. This railway will pass through the territories of Russia, Ukraine, the Slovak Republic and Austria.
Ukraine is interested in railway projects developed with EU states International: “Ukraine realizes systematically the strategic way towards European integration. Signing of the Association Agreement with the EU in November will afford to step to a qualitatively new level of political and trade-economic relations with the countries of the European zone. Introduction of the European standards, removal of barriers on the way of trade and investment flows between Ukraine and the EU will raise attractiveness of our countries for the foreign investors. Support of the Slovak Republic is very important in this issue,” the Vice Prime Minister Olexandr Vilkul declared during a meeting with the Vice Prime Minister and Ambassador of the Slovak Republic, Pavel Gamzhik. During the meeting, the two discussed transport infrastructure projects and economic and commercial growth programmes. “We are interested in realization of large-scale infrastructure projects in the transport area. It will afford to open a European Ukraine for the United Europe and give opportunities to implement large-scale projects in cargo transportation and logistics, facilitate the development of economics and creation of new workplaces,” Olexandr Vilkul has said. He stressed that “Ukraine is a link between the EU states and Russia in the development of logistic potential and transit opportunities of the countries participating in the project of a broad railway line”. According to him, the
Kazakhstan to become partner of ADB International: Kazakhstan plans to upgrade its status of recipient of free aid from the Asian Development Bank (ADB), Kazakh Prime Minister Serik Akhmetov said. “It should be stressed that in 2013 Kazakhstan made a donation to the Asian Development Fund in the amount of over USD 5 Million within the cooperation with the Asian Development Bank. Thus, currently the cooperation with the ADB moves to a new qualitative level. Kazakhstan plans to move away from the status of recipient of free aid and to become a partner of ADB on making contribution to the developing countries. The striking evidence of the high trust to Kazakhstan can be the forthcoming 47th annual meeting of the Board of Governors of the ADB in 2014 in Astana,” Serik Akhmetov said. During the presence in Kazakhstan ADB sent over USD 2.5 Billion to the country’s economy.
RFC No. 7 is in operation thanks to a cooperation of 7 European countries International: On November the Rail Freight Corridor No.7 launched its operation respecting the timeframe determined in the Regulation 913/2010/ EU of the European Parliament and of the Council.
photo: uz.gov
www.railwaypro.com | November 2013
reported. Local and foreign companies are allowed to participate in the tender. The participation fee in the tender is 20,000 lira. Bids are accepted up till December 10. According to the newspaper, the total cost of the port is $30 million. The winner of the tender will manage the port for 36 years.
Армения: Соответственно государственному бюджет - проекту на 2014 год, Южно-Кавказская Железнодорожная Компания получит субсидии, стоимостью 536.5 млн. драм (956 тыс. евро). Украина: Киевское Правительство систематически осуществляет стратегические условия для европейской интеграции; в ноябре, заключение Договора об Ассоциации с Европейским Союзом, позволит усвоить этапы, способствующие достижению иного политического и торгового уровня, в сотрудничестве с европейскими странами.
The European Union designated 9 international rail freight corridors, the so called ”RFC”-corridors in the EU rail network of which 6 corridors with the establishment deadline of 10th November 2013. RFC-7 is defined to run through the Prague-Vienna/Bratislava-BudapestBucharest-Constanta and – Vidin-SofiaThessaloniki-Athens axis. 7 European countries, namely the Czech Republic, Slovakia, Austria, Hungary, Romania, Bulgaria and Greece with their 8 railway Infrastructure Managers and a Capacity Allocation Body established the corridor in order to build an essential connection between Central Europe and South-East Europe and form a link to Asia through the Black Sea and Aegean Sea ports offering a good, reliable service based on harmonised technical and procedural conditions. In order to fulfil the requirements and expectations described in the regulation, the participating railway companies of RFC-7 - led by MÁV Zrt. - implemented a number of measures to be able to run the corridor by the specified deadline. Baku Metro to commission over 10 new stations in the next five years Azerbaijan: Over the next five years, the Baku Metro plans to launch 11 new stations, particularly in the next three years eight new stations will be put into operation and then three more stations. Five stations will be put into operation in the framework of construction of a new “Violet” line and the remaining six as a continuation of the “Green” line. At present, the length of lines of Baku Metro is 34.6 kilometres. The Baku Metro has two lines. In the future, the network will be developed to 119 kilometres, and the number of stations up to 76. The implementation of metro network extension projects will increase the number of passengers from 38,000 passengers (at present) to 40,000 up to 2016 and to 80,000 up to 2030. These predictions are made on the basis of a population growth in the capital by 2.5% per year.
В мире: Казахстан предоставил более 5 млн. долларов Азиатскому Фонду Развития, соответственно соглашению о сотрудничестве с Азиатским Банком Развития. В мире: Железнодорожный коридор грузоперевозки но. 7 был пущен в эксплуатацию 8 ноября, в соответствии с положениями Регламента 913/2010 Европейского Парламента и Совета. Армения: На протяжении ближайших 5 лет, Метрополитен Баку планирует пустить в эксплуатацию 11 новых станций, а в ближайшие 3 года, компания оценивает развитие метро 8 новыми станциями.
14 news Prague approves new metro line plans
source: wikiepdia.org
Czech Rep.: Prague City Council has approved plans for the construction of the initial phase of metro Line D, which will link the city centre with the southern suburbs of Lhotka, Libuš, Nové Dvory, and Pisníce. However, the council has yet to finalise its preferred route and two options are still under review. The council expects to make a decision on the route next spring and construction could begin in 2017. Commercial services are expected to start in 2022.
MA SOPT submitted to EC the demand for financing of Metro Line 5 project
experience with the quality and features used for suburban units, metros and other trams. “Two vehicles for Konya can be linked together like a train, have higher strength and are equipped with automatic coupler for easy connection. Due to the planned operation in the 4.5 km long tunnel, the vehicle is constructed as an underground tram, like a light metro. For this reason, there are also materials used that meet higher fire safety,” said Jaroslav Kulhánek, chief engineer of the project.
Romania: The Management Authority for the Operational Programme Transport has submitted to the evaluation of the European Commission the financing demand for the project “Metro Line 5: Râul Doamnei – Eroilor Section (PS Operă), including Valea Ialomiței”. “EC will evaluate and approve the financing demand according to provisions Art. 39-41 of EC Regulation no. 1083/2006”, the authority says on its official website. The main objective of the project is to facilitate, by the end of 2016, the connection between the west and the centre of the city, through a metro line with a length of 6.87 km, 10 stations and a depot. The project has a total budget of EUR 730.6 Million, EUR 409.5 Million of which is non-reimbursable financing granted by EC from the ERDF through the Sectoral Operational Programme Transport 20072013, EUR 123.6 Million from an EIB loan, the rest of the sum of EUR 197.5 Million being granted from the state-budget. This financing demand has been submitted by Metrorex as part of Priority Axis no.2, Major intervention area 2.2 “Modernisation and development of the national railway infrastructures and passenger services and metro transport development”.
St Petersburg to significantly invest in the metro system Russia: St Petersburg will invest RUB 73 Billion (USD 2.3 Billion) in construction works for the metro network in 2014-2016, declared Governor Georgy Poltavchenko. The city will invest RUB 20.7 Billon (USD 650 Million) into metro construction, which is twice as much as was invested in 2011 and 2012. Several foreign companies expressed their interest in St. Petersburg metro construction.
Draft Decentralisation Law proposes Metrorex to be controlled by Bucharest Municipality Romania: Under the Draft Decentralisation Law, Metrorex would no longer be controlled by the Ministry of Transport, but by Bucharest Municipality. The plan is not new, it was initiated in September 2012 when Prime Minister Victor Ponta approved the transfer of
Konya presented first new tram Turkey: Škoda Transportation has
photo: Škoda Transportation
presented the first tram (28T) for commissioning in Konya, Turkey, as part of a contract which stipulates the delivery of 60 100% low-floor trams. The 5-section 32.5km-wide tram is capable to accommodate 364 passengers. The 28T bi-directional tram combines the company’s
www.railwaypro.com | November 2013
Чехия: Муниципальный Совет Праги одобрил планы первой фазы строительства линии метрополитена «D». Румыния: AM POST предоставил на рассмотрение Европейской Комиссии заявление для финансирования проекта строительства 5-ой линии метро. Турция: Škoda Transportation представила первый трамвай (28T) для города Konya; контракт предусматривает доставку 60 единиц 100% низкопольных транспортных средств. Россия: На протяжении периода 2014-2016, в Петербурге совершаться капиталовложения в метрополитенную
Metrorex. The Government announced they would assume responsibility for the Decentralisation Law in November. The package of 8,048,364 shares with a nominal value of 2.5 lei owned by the Romanian state in Metrorex is transferred for free to Bucharest Municipality. Under the draft law, the fixed and mobile assets of Metrorex will also be transferred under the control of the General Municipality of Bucharest. Marmaray opened in October Turkey: Marmaray project will be one of the most powerful projects in the region, Turkish Prime Minister Recep Tayyip Erdogan said, TRT Haber TV channel reported. The Marmaray rail tunnel that will link the Asian and European parts of Istanbul was launched on October. Earlier, the Turkish Ministry of Transport, Maritime Traffic and Communications said that the length of the tunnel will be 13.6 kilometres. Trains will depart every two minutes. The transport capacity for both directions will be 1.2 million passengers per day. After commissioning the tunnel, the volume of rail transport in Istanbul will increase by 20%, up to 28% of the total transit volume.
EIB to credit the extension of Sofia Metro Bulgaria: The European Investment Bank (EIB) is considering lending EUR 20 Million to Bulgaria for the extension of Sofia’s metro network. Works will be co-financed and will include the extension of the network from Bd. Tsarigradsko station to Sofia International Airport and to Mladost district. The total cost of the project, co-financed from EU funds, is of EUR 127 Million.
Bombardier develops innovative tram safety system International: The innovative driver assistance system for the trams developed by Bombardier will set new safety standards according to initial real-time tests. In future, сеть, стоимостью 73 млрд. рублей (2.3 млрд. долларов). Румыния: Законопроект о децентрализации предусматривает переход компании Metrorex с управления Министерства Транспорта, под управление Столичного Муниципалитета. Турция: Проект Мармарай окажет наиболее существенный толчок в региональной транспортной системе. Болгария: Европейский Инвестиционный Банк анализирует возможность предоставления Болгарии кредита 20 млн. евро для развития Софийского метрополитена.
news 15
Paris Metro launches new steelwheeled metro train International: The MF01 (steel-
wheeled) metro train, built by a consortium of Alstom Transport, Bombardier Transport and Areva TA, was launched on 21 October 2013 on line 9 of Paris Metro. The inauguration represents a milestone in the contract signed between RATP and the consortium whereby a third option for 66 MF01 units was taken up in 2011,
Ukraine: EIB offers a loan of EUR 152 Million for Dnepropetrovsk metro
sociation agreement in November, within the Vilnius Summit.
International: European Investment Bank supports the Dnepropetrovsk metro development project, offering a loan of EUR 152 Million for 25 years. The project aims to extend the metro line with 4 km, including constructing three stations, being the preliminary measure for the cooperation plan between Ukraine and EU. The two parts are intending to sign the As-
with Alstom taking charge of project management, component supply and assembly of the railcars. A total of 161 metro trains were ordered under the contract signed with RATP in 2012. Compared to a conventional vehicle, MF01 is equipped with systems which permit reducing energy consumption by 30% and has an energy-recovery electric braking system. Siemens is ready to supply up to 1,000 wagons for Moscow Metro Russia: Siemens is ready to supply up to 1,000 wagons for Moscow Metro and production of rolling stock can be localized in Russia. In the next two years the company is ready to carry out investment projects worth EUR 1 Billion in the Russian Federation. This
photo: metro.dp.ua
Bombardier trams will be able to detect obstacles and correctly assess their potential danger. A specially developed optical 3D sensor system will make trams and light rail vehicles proactive and thereby even safer. The system is currently undergoing tests on a Bombardier tram operated by the Verkehrsgesellschaft Frankfurt (VGF) (Frankfurt Transport Company). The ongoing tests have already generated promising results: the tram accurately monitors the path in front of the vehicle to a distance of more than 60 m and automatically identifies and pinpoints potential hazards. The new safety system has been developed by Bombardier together with the local research partner AIT Austrian Institute of Technology in Vienna. The 3D stereovision system will be offered for the entire range of Bombardier trams and light rail vehicles from the end of 2014.
information was mentioned in materials prepared for the meeting of Vladimir Putin, President of Russia, and Joe Kaeser, Siemens President and CEO. Украина: Европейский Инвестиционный Банк поддерживает проект развития Днепропетровского метро, предоставляя кредит 152 млн. евро. В мире: Определятся новые стандарты безопасности инновационной системы помощи для машинистов, которые оперируют трамвайные единицы компании Bombardier. В мире: Поезд метро MF01 (со стальными колёсами), проектирован консорциумом Alstom Transport, Bombardier Transport и Areva TA, был официально введён в эксплуатацию.
November 2013 | www.railwaypro.com
16 POLICIES & STRATEGIES
EC approves set of documents on the Multiannual Financial Framework 2014-2020 [ by Pamela Luică ]
This autumn, the European Commission officially approved a set of documents as part of the political agreement between the Council and the European Parliament on the Multiannual Financial Framework (MFF) 2014-2020.
N
egotiations on MFF 2014-2020 were successfully finalized this summer (in June) at the highest political level between the European Parliament, the Council and the Commission. The agreement includes a draft regulation on MFF sent by the Council to the Parliament (with agreement demand), a draft inter-institutional agreement between the European Parliament, the Council and the Commission on budgetary matters, the elaboration of four joint declarations of the three institutions and two unilateral declarations of EC. In July, the EP approved the EU’s multiannual draft budget, accepting the negotiated budget package on the long term and obtaining the key priorities in its negotiation mandate. Following negotiations, in September 2013, the Commission approved a set of documents regarding the MFF 2014-2020, a financial framework which transposes the political priorities of the Union in financial terms for a period of at least 5 years and sets the maximum annual amounts for large cost categories. The documents approved by the Commission include the inter-institutional project to be signed in parallel with the adoption of the MFF regulation, as well as the six declarations – on own resources;
best use of public spending; gender issues related to the annual budget; amounts for the Youth Employment, Horizon 2020, Erasmus and COSME; national management declarations and on the review of the MFF. The package adopted (in September) does not include the MFF draft regulation as final adoption depends on the Council and the EP. “We have to consolidate our activities in order to implement the multiannual financial framework which constitutes the European budget. The EU budget is the most concrete leverage we have to stimulate investments. We have to make sure that programmes can now start on 1 January 2014 and that the results of these projects will be visible; also, we have to make sure that we use the available innovative financing methods, from instruments that have already begun to be implemented up to the EIB funds and bonds for financing projects”, declared Jose Manuel Barroso, EC President. The entire package of documents is subject to the approval of the European Parliament and then the Council will adopt the MFF Regulations and the three institutions will sign the inter-institutional agreement. After the EU budget is confirmed by the EP and the member states, EUR 325 Billion will be invested through the Cohesion
1. Sustainable Growth 1a. Competitiveness for Growth and Jobs* of which: CEF of which: Galileo, ITER and GMES 1b. Cohesion for Growth and Employment of which: Investment for growth and jobs of which: European territorial cooperation of which Contribution to CEF Source: ec.europa.eu
MFF 2007- 2013
MFF 2014-2020 (june 2012)
MFF 2014-2020 European Council conclusions 08.02.2013
European Council conclusions vs MFF 2007-2013
European Council Conclusions vs Commission Proposals
Mil euro
%
%
446.310
503.310
450.763
+4.453
+1%
Mil euro -52.547
91.495
164.316
125.614
+34.119
+37%
-38.702
-24%
12.783 8.047
40.249 15.548
19.299 12.793
+6.516 +4.746
+51% +59%
-20.950 -2.755
-52% -18%
354.815
338.994
325.149
-29.666
-8%
-13.845
-4%
345.935
327.116
-32.738
9%
-13.919
-4%
8.880
11.878
68
+1%
-2.930
-25%
www.railwaypro.com | November 2013
313.197 8.948 10.000
In 2017, the Commission shall update the forecasts for payment appropriations after 2020. That update shall take into account all relevant information, including the real implementation of budget appropriations for commitments and budget appropriations for payments, as well as the implementation forecasts. It shall also consider the rules defined to ensure that payment appropriations develop in an orderly manner compared to commitment appropriations and the growth forecasts of the European Union Gross National Income. Source: Interinstitutional Agreement between the European Parliament, the Council and the Commission on budgetary
Key figures of the MFF 2014-2020 Commitment appropriations Mil euro
Policy in the European regions and cities in order to reach the objectives set by the EU on economic growth, creating jobs, fighting against climate change and reducing energy efficiency. In turn, this will determine the allocation of national and regional resources worth EUR 100 Billion, total investments being estimated at over EUR 400 Billion. As regards the infrastructure, the financing will depend on the finalization of negotiations for the multiannual financial framework. In 2014-2020, transport infrastructure financing will triple, EUR 26 Billion will be the amount dedicated to major projects. The prioritization of the east-west connections will require around half of EC’s financing or EUR 11.3 Billion of the Connecting Europe Facility allocated to the cohesion policy.
-10%
Европейская Комиссия согласовала ряд документов Многолетней Программы Финансового Развития на 2014-2020 Этой осенью, Европейская Комиссия официально согласовала ряд документов, которые являются частью политического договора между Европейским Советом и Парламентом о Многолетней Программы Финансового Развития (МПФР) на 2014-2020. Документы, согласованные Европейской Комиссией относятся к между – институционному проекту, который будет подписан параллельно с принятием регламента МПФР и шести единых деклараций.
18 POLICIES & STRATEGIES
“Connecting Europe” Facility grants significant funds for infrastructure investments
[ by Elena Ilie ]
The new European Union infrastructure policy will put in place a powerful European transport network across all 28 member states to promote economic growth and competitiveness. It will connect East with West and replace today’s transport patchwork with a network that is genuinely European.
T
he new EU infrastructure policy triples EU financing to EUR 26 Billion for transport for the period 2014–2020. At the same time it refocuses transport financing on a tightly defined new core network. The core network will form the backbone for transportation in Europe’s single market. It will remove bottlenecks, upgrade infrastructure and streamline cross border transport operations for passengers and businesses throughout the EU. Its implementation will be pushed ahead by the setting up of nine major transport corridors that will bring together member states and stakeholders and will allow concentrating tight resources and achieving results. The new core TEN-T network will be supported by a comprehensive network of routes, feeding into the core network at regional and national level. The aim is to ensure that progressively, and by 2050, the great majority of Europe’s citizens and businesses will be no more than 30 minutes’ travel time from this comprehensive network. Freight transport is expected to grow by 80% by 2050, and passenger transport by more than 50%. But why has in fact a new reorientation of the infrastructure and investment strategy been necessary? In practice there are five main problem areas which need to be tackled at EU level. First of all, missing links, in particular at cross-border sections, are a major obstacle to the free movement of goods and passengers within and between the Member States and with its neighbours. Secondly, there is a considerable disparity in quality and availability of infrastructure between and within the member states. Thirdly, the transport infrastructure between the transport modes is fragmented. As regards making multi-modal connections, many of Europe’s freight terminals, passenger stations, inland ports, maritime ports, airports and urban nodes are not up to the task. Since these nodes lack multi-modal capacity, the potential of multi-modal transport and its www.railwaypro.com | November 2013
ability to remove infrastructure bottlenecks and to bridge missing links is insufficiently exploited. On the other hand, investments in transport infrastructure should contribute to achieve the goals of reduction of greenhouse gas emissions in transport by 60% by 2050. Last but not least, member states still maintain different operational rules and requirements, in particular in the field of interoperability, which significantly add to the transport infrastructure barriers and bottlenecks. The core network will connect 94 main European ports with rail and road links, 38 key airports with rail connections into major cities, 15,000 km of railway line upgraded to high speed and 35 cross border projects to reduce bottlenecks. New guidelines to accelerate investments A major innovation on the new TEN-T guidelines is the introduction of nine implementing corridors on the core network. They are there to help implement the development of the core network. Each corridor must include three transport modes, three Member States and 2 cross-border sections. In fact, these corridors are not new; they shape and define the core network of the Trans-European Transport Network (TEN-T); but an improved redefinition of this core network was necessary to speed up infrastructure investments. The projects of the core network identified as priority for EU financing in the coming programming period (2014-2020) have been set in conformity with the “Connecting Europe” Facility. Thus, the European Union has elaborated a short description of the nine corridors. The Baltic-Adriatic Corridor is one of the most important trans-European road and railway axes. It comprises important railway projects such as Semmering base
tunnel and Koralm railway in Austria and cross-border sections between Poland, the Czech Republic and Slovakia. The North Sea-Baltic Corridor connects the ports of the Eastern shore of the Baltic Sea with the ports of the North Sea. The most important project is “Rail Baltic”, a European standard gauge railway between Tallinn, Riga, Kaunas and North-Eastern Poland. The Mediterranean Corridor links the Iberian Peninsula with the HungarianUkrainian border. Key railway projects along this corridor are the links Lyon–Turin and the section Venice–Ljubljana. The Orient/East-Med Corridor connects the maritime interfaces of the North, Baltic, Black and Mediterranean Seas, optimising the use of the ports concerned and the related Motorways of the Sea. Including Elbe as inland waterway, it will improve the multimodal connections between Northern Germany, the Czech Republic, the Pannonian region and Southeast Europe. Romania is part of this corridor. The Scandinavian-Mediterranean Corridor is a crucial north-south axis for the European economy. The most important projects in this corridor are the fixed Fehmarnbelt crossing and Brenner base tunnel, including their access routes. The Rhine-Alpine Corridor constitutes one of the busiest freight routes of Europe. This multimodal corridor includes the Rhine as inland waterway. Key projects are the base tunnels, partly already completed, in Switzerland and their access routes in Germany and Italy. The Atlantic Corridor links the Western part of the Iberian Peninsula and the ports of Le Havre and Rouen to Paris and further to Mannheim/Strasbourg, with high speed rail lines and parallel conventional ones.
POLICIES & STRATEGIES
19
sidered eligible for financing include the nine freight corridors and other important projects referring to new railway cross-border sections. Considerable progress has been achieved in improving transport connections between Western and Eastern Europe. As of recently, the TEN-T network includes eastwest connections that were completely or partially missing or restricted to specific transport modes. However, within EU, there is a major discrepancy regarding the quality and availability of infrastructure (bottlenecks) in member states and inside them. It will be mostly necessary to improve the east-west connections by creating new transport infrastructures and/or by maintaining, rehabilitating or upgrading the existing infrastructure. At present, the interest centre moved from individual projects to creating a core network of strategic corridors that will connect the east and west and all the corners of a vast geographical surface stretching from Portugal up to Finland and from the coast of Scotland to the Black Sea coast.
TRANS-EUROPEAN TRANSPORT NETWORK TEN-T CORE NETWORK CORRIDORS
According to the European Commission, it will be up to the Member States to submit detailed proposals to the Commission and on that basis funding will be allocated. This should happen as of early 2014. The precise level of EU funding available also depends on the details for the national proposals. Overall, the EU contribution to a major transport infrastructure development will normally be around 20% of the investment costs for any 7-year budget period. Support for individual studies can be up to 50 % and for studies and construction work in the case of cross-border projects up to 40%. The rest is from member states, regional authorities or possibly private investors. However, the European Commission also says that for certain ITS projects, like ERTMS, higher co-financing of up to 50% can be made available to support Member States making the transition.
BASED ON THE OUTCOME OF THE INFORMAL TRILOGUE OF 27th JUNE 2013
BASED ON THE OUTCOME OF THE INFORMAL TRILOGUE OF 27th JUNE 2013
The North Sea-Mediterranean Corridor stretches from Ireland and the north of UK through the Netherlands, Belgium and Luxembourg to the Mediterranean Sea in the south of France. This is also a multimodal corridor. The Rhine-Danube Corridor, with the Main and Danube waterway as its backbone, connects the central regions around Strasbourg and Frankfurt via Southern Germany to Vienna, Bratislava, Budapest, Bucharest and finally the Black Sea, with an important branch from Munich to Prague, Zilina, Kosice and the Ukrainian border. The Pan-European Corridor IV, which crosses Romania, is part of the Rhine-Danube Corridor. Funds will triple in the next programming period The Connecting Europe Facility makes available for transport infrastructure EUR 26 Billion for the next financial period 2014–2020, this triples the financing currently available. 80 to 85% of this money
will be used to support especially priority projects along the nine implementing corridors on the core network. Funding will also be available for a limited number of other sections projects of high European added value on the core network. EUR 11 Billion of the EUR 26 Billion will be allocated from the Cohesion Fund. “Romania will be able to access EUR 1.2 Billion of the EUR 11.3 Billion for developing important railway projects, including cross-border connections and bottlenecks projects. Romania should make sure it fills in the missing links for both the domestic and the border networks”, underlined Stephane Ouaki, Head of Unit, Connecting Europe – Infrastructure investments strategies, DG MOVE, during the Railway Days Summit – “Greener and more efficient railways in WBSA”, organised by Club Feroviar and the Romanian Railway Industry Association (AIF) in October in Bucharest. Ouaki also said there will be Specific Programme Support Actions for Cohesion member states experiencing difficulties in proposing projects. The projects con-
Больше денежных средств на европейскую транспортную инфраструктуру Новая политика Европейского Союза в области инфраструктуры впервые устанавливает центральную транспортную сеть, основанную на девяти главных коридорах: 2 северо-южных, 3 восточнозападных и 4 диагональных коридора. Центральная сеть преобразит восточнозападные связи, устранит затор движения, модернизирует инфраструктуру и повысит эффективность межграничных транспортных операций для пассажиров, а также, для компаний, по всей территории Европейского Союза. Сеть будет завершена до 2030 года. November 2013 | www.railwaypro.com
Market development & STRATEGIES 20 POLICIES
For a seamless and efficient development, Wider Black Sea Area has to approach all railway transport segments [ by Pamela Luică ]
The 8th edition of the Railway Days 2013-Wider Black Sea Area Railway Summit concluded with the drafting of a position paper elaborated by Club Feroviar (the summit organiser). The document was elaborated based on the debates concerning the challenges and opportunities that economic operators and WBSA investors are facing in developing the business segment in this region, topics intensely debated on by the 300 participants and over 70 international speakers.
E
Photo: hurriyetdailynews.com
ntitled “Development of the railway system in the Wider Black Sea Area – horizon 2028 Railway, logistics and sustainable urban development = life quality improvement”, the document details the context in which the railway transport activities are carried out and the social and historic background of the WBSA. Turning into account the continuity of centuries of pan-continental trade routes, WBSA joins 28 countries and territories in Central Europe up to Central Asia with common objectives on increasing freight volumes on surface routes. The document is structured in railway-specific objectives, grouped in 5 main categories: (1) interurban railway infrastructure; (2) railway freight transport & logistics; (3) railway passenger transport; (4) urban transport and infrastructure; (5) innovation and the implication of the private sector. The increasing role of railway transport in international trade, but also in boosting the sustainable mobility of people creates several objectives, identified by the participating organisations in the Summit. Considering the divisions and reconstructions of commercial and political relations over the past two decades, developing an efficient connection between Europe and Asia continues to generate intense debates. The political and administrative agreements signed by the different countries which gravitate in this huge area confirm this perception. The slow and progressive shift of the production centre to the east that we’ve witnessed in the past decades
www.railwaypro.com | November 2013
brings new financial and environmental opportunities, challenges in the transportation sector. “Maritime transport, the cheapest and most eco-friendly mode of transport, becomes an obstacle in ensuring the supply flow, once large ports, channels and straits become congested. In order to solve this issue and to maintain low environmental effects, it is imperative to build leverages to carry out a quality transport in the platform between Asia and Europe”, the document states. In this context, the Wider Black Sea Area (WBSA), median area of the Eurasian platform that holds a strategic position, witnesses an intense economic evolution which needs to be supported and stimulated through railway investments so as to facilitate the interconnection of regional, national and transcontinental railway networks, thus increasing the sustainable mobility of freight and passengers. The intensification of industrial activity, the increase of domestic consumption, the increase of foreign direct investments, especially for the eastern part of WBSA, the increase of trade volumes between the East and the West are factors which increase the development opportunities for railway transport. In the urban infrastructure segment, WBSA represents a widely extended surface with a low density of urban centres and the communications networks developed in a dense network in Western Europe or the Far East have led to a series of corridors that link the large production and consumption centre. “Shipping companies can be attracted to this area while considering the two roles of the infrastructure: the technical and the administrative one. Improving the technical conditions of the existing infrastructure and filling-in the missing links are not enough to ensure the best speeds for the transport of goods and passengers if there are no appropriate regulations to permit easy transfer from one territory to another. Eliminating bottlenecks depends on the quality and capa-
city of the actual infrastructure, but also on the legislation and regulations in force”, the document states. Thus, three challenges need approaching if infrastructure is to develop: the inconsistency of the two gauges (1520 mm and 1435 mm) which creates a fracture area on the borders of the countries where transfer from one system to another takes place, the high administrative-territorial fragmentation of the region which does build barriers for long-distance transit and extremely varied environmental and geographical conditions. In the chapter “railway freight transport & logistics”, by building the WBSA freight transport platform we might stop the fall of the railway freight market share and attract new customers and volumes to railway transport. This objective can be built on this median platform between the Far East, Middle East and Western Europe by facilitating freight transport on long distances and, thus, reviving the traditional old trade routes. “Starting from the statement that any reform is actually an acknowledgement of past and present good practices, the financial and administrative facilities for the development of multi-modal hubs and railway terminals will help attract carriers. Freight access to the railway network is essential in increasing the attractiveness of transport offers and this can be achieved only by providing railway infrastructure to the large industrial platforms.” Regarding railway passenger transport, stopping the decline of the market share of railway passenger transport is a WBSA objective for ensuring life quality and “jointly with national and local policies for building proper services, a broader vision of WBSA is necessary. Developing the region as a trade platform means ensuring the mobility of people for trade and transport. This is possible if the number of passengers increases on the long-distance routes which provide links between the main urban centres of the regions. This should be done by extending the railway services focused on connecting the main urban centres of the
C 47
Norwegian Sea
Market development 21 White Sea
of
C4
7
Bo thn ia
Boden
Gu lf
Trondheim
Östersund
C
Ånge
Petrozavodsk
C 47
F I N L A N D Kouvola
C-E 10
Turku
S W E D E N
C-E 10
Hanko
/2
C 10
St Petersburg Gatcina
C 61 C 61
Kornsjø
STOCKHOLM
Hallsberg
TALLIN
C 75/1
Tapa
C-E 75
45
ESTONIA
B E L A R U S 20
C
Zoblin
C-E C-E 40 50
C 30/1
C-E
50
30
N E
C-E
Donetsk/Yasinovataya
Kvashino
C 54
66
C-E
Mariupol
3
C-E
C-E
Uspenskaya 59 3 Rostov-ná-Donu
C-E
0
66
C-E
99
C-E 95
951
C-E 692
Cetinkaya
C-E
97
Malatya
Tatvan
Razi Van Kapiköy
C-E
Turkmenbashi
C 70/2
C-E 696 Andizhan
UZ B E K ISTA N
TU R K M E N ISTA N C-E
Meghri
C-E Fevzipasa 97 Narli Toprakkale Adana Yenice Islahiye C-E 97 Mersin Meydan Iskenderun Ekbez
Osh
Alat
C H I N A
C-E 60
Bukhara
C-E
69
5
60
Astara
TA J I K I STA N
Karshi
ASHGABAT
Tabriz
DUSHANBE Tecen
C-E 97
SY R IA N Arab Republic
C-E 69
5
Nusaybin
C-E
70
C-E
Kamishli
70
TEHRAN
CYPRUS
59 7
11 60
Chardzhev
Dzhulfa
KY RGYZSTA N TASHKENT
C-E
BAKU
60
60
70 C-E
C-E
C-E 70
G REEC E
10
AZERBAIJAN
Nakhichevkan
C-E 70
Chengeldy Urganch
70
Konya C-E 74
Hrazdan YEREVAN Artashat
C -E 6 9 2
Bogazköprü
Afyon
TBILISI C-E Gardabani 60 Beyuk-Kyasik Sadkhlo Barkhudarli C - E 6 9 2 Ayrum Dogukapi Ghazakh Dilijan Ijevan Gyumri Kars C-E 692
Almaty
Arys
C-E
C-E
70
70
Sivas
Ulukisla
Mediterranean
50
BISHKEK
Nukus
Dashhowuz
Akhalkalaki
ARMENIA
Erzurum Kalin
C -E 5 0
Kungrad
C-E 60
C-E
C-E 74
855
6
C-E 692
C-E
85
C-E
C-E
Batumi
Senaki Samtredia
Samsun
MALTA
C-E
50
C-E 60
5
C-E
74
C-E
a
C-E 85
99
7
Poti
ANKARA
C-E
7
Se
74
C-E
79
C-E
C-E
G E O R G I A
T U R K E Y
ATHINAI
59
ian
Usak
Alashankou
Sary-Ozek
Gantiadi
70
Manisa
C-E
sp
Kütahya
C-E 74
I R A Q
of AG C ) C - E 7 0 ( I r a n s e c tio n n o t p a r t
I R A N
Mashhad
Sarakhs
Termis
Serakhs
A FG HA N ISTA N
Sea
zone. Daily or less-frequent commuting involves a good interconnection of railway transport offers with the other public transport modes as well, which is not possible without organising the main urban centres as passenger interchange hubs for international and regional/local traffic. Encouraging private initiatives will transform the rail stations into urban attraction areas thus helping increase railway transport attractiveness and revenues from auxiliary activities. Thus, the development of a single journey planning system for all regional operators, integrated with other transport modes and information systems will enable and enhance the development of the railway end-to-end journey plan. For WBSA, urban rail transport is an important element of mobility which has constantly developed in the past years due to the awareness on the importance of sustainable mobility built around less polluting transport modes with reduced impact on traffic congestion and which help urban areas develop harmoniously. Metro, trams and regional trains have to be the backbone of transport in this area, as urban and transport policies focus on the reorganisation of road traffic by prioritising the traffic of trams, as main transport mode, next to the metro. The development of rail transport also includes the development of a plan for the procurement of vehicles, the introduction of new station systems to pro-
24 Druzhba
59
Kyzylorda
Aqtau
C-E
C-E
771
90
C-E
Veseloe
Haydarpasa
Alayunt
C-E
12
97
Sea
C-E 74
C-E
Aral Sea
2
Eskisehir
Balikesir
Aqtogai
Beyneu
C-E
Aegean
Izmir
C 85
4
C-E 24
Shetpe
C-E 74
Patras
/3
TUNISIA
Mointy
Krasnodar
Novorossiysk
Istanbul
Bandirma
C-E 85 Messina
C-E 70 /2
C 70 Alexandroúpolis
N
Aralsk
C -E 5 0
0 72
853 Volos
Igoumenitsa
C 70/2
H S T A
Novokazalinsk
Black Sea
C-E
C-E85
C-E 855
Lárissa
C-E
K
Atyraú
Ca
85
45
C 8 5 /2
Promachon
Strymonas Thessaloniki
C 8 5 /1
K A Z A
50
Aksaraiskaya II
Sea of Azov
C-E 66
751
C-E
C-E
70 C-E 85
C-E
C-E
Kulata
Gevgelia Idomeni
ALBANIA
50
Makat
50
Astrakhan
C-E 56
771
C-E
C-E
Likhaya Guk ovo
Krasnaya Mogila
59
Volgograd
C-E 50
Debaltsevo
50
Krasnoarmeisk
71
C-E
9
C-E6
69
C-E
C-E 55
C 90
/3
C-E
C 95/2
C-E 65
1
C 30/
C 63
63
C-E
C-E 65
65
C-E
C-E 65
45
C-E
25
99
/2
C 95
1
C 59/
C 59/ 2
E 30
C-E 51
32
C-E
25
42
C-E
25
C-E
C-E 35
C-E
0
C-E
C-E 54
E9
Kandagach
Lozovaya
Dnepropetrovsk
3
a
AQMOLA
30 Iletsk I
75
C-
C-E
10 2
C-E
C-E 45
3 C 45/
51
C-E
C-E 45
5
C-E1
23
C-E 40
C-E
597
73
C-E
35 C-E
45
Kökshetaú
30
C-E
C-E7
C-E 85
70
C-E 45
C-E
Brindisi
Novosibirsk
Omsk
50
C-E 23
C-E
95
C-E 1 69
C-E65
C-E
C-E 15
Bari
C-E 35
Sea
C -E 2 0
Kara-Guga
Petropavlovsk
99
C-E 391
CC-E E 15 70
10 2
C-E
C-E 85
C-E 56
55
35
70
Se
Foggia Salerno
F.Y.R.of MACEDONIA
Mamlyutka
C-E 20
C -E 2 4
Krasnoyarsk Irkutsk Vladivostok
Samara
C-E
Topoli Kupyansk
1
C-E 67
C-E
50
C-E 24 C-E 30
Solovei Valuiki
Kharkov
C-E 30
85 C-E
C-E 551
C-E 55
C-E
C-E
tic
11 12
Orenburg
1 85
40
C-E 61
45
C-E 35
C-E 25
C-E 23
C-E
C-E
C-E 30
C-E
C-E
40 C-E
C-E 551
C-E 61
C
C-E 55
C-E
23
MONTENEGRO KOSOVO
ria
10
20
Port of Odessa Kurgan Port of Ilyichevsk C-E 24 Chelyabinsk Port of Baku Port of Turkmenbashi Zauralie Prenogorkovskaya Port of Aqtau
C-E 30
C-E 59
61
C-E 43 C-E 43
C-E35
C-E
Ad
Napoli
Tyrrhenian
Sea
Zernovo
9
24
C 28
C-E
35
C-E 55 C-E 61
C-E
70
anean
C-E 59
C-E 35
5
27 C-E 25
C-E
E
A
C-E 55 C-E 61
G E R M A N Y
Griazy Suzemka
8
C-E
C-E
Rzepin Hannover C-E 20 C-E 20 Osnabrück Amsterdam Frankfurt WARSZAWA C -E 2 0 C-E 15 am Oder Terespol C -E 3 5 C 1 0 /1 Brest Nowasol C-E Lowice Münster Utrecht 20 20 16 Lukow C-E erdam Arnhem C C-E C-E 20 59 C-E ndaal Emmerich Halle 20 Berezhest C 16 Duisburg C 3 0 Horka E 22 Leipzig Wegliniec Dortmund 51 C-E C-E C-E 95 32 Görlitz gge Antwerpen Sarny Kovel Jzov 10 C-E Wroclaw Erfurt Düsseldorf C-E Dresden C -E 3 0 BRUXELLES 32 Zgorzelec C 28 C-E 10 Köln C-E 51 Lublin C-E 30 10 C-E Korosten C 28 C-EE 20 Bad C -E 3 2 Decin E 59 20 CCSchandau C 28 LGIUM Aachen Kozle C-E Opole Plauen Liège Quévy 30 C-E KIEV Frankfurt Koblenz Miedzylesie 30 am Katowice Charleroi Gouvy Chalupki Cheb C-E Schirnding Kolín C-E 46 Main Hanau 0 4 C-E 30 E Fastov C Tarnov C-E 50 PRAHA Feignies 61 Lichkov C-E Trois-vierges C-E 40 C-E 65 Gemünden Bohumín C-E Mainz C-E 4 Mostiska LUX. Kraków 61 Ústí n. O. Przemysl 0 Petrovice 50 C -E 4 0 Würzburg C-E Beredichev LUXEMBOURG Arlon Ceska C-E 40 E 30 Lvov Medyka 23 Kazatin Plzen 65 Trebová C-E 45 C-E Mannheim Nürnberg Prerov Saarbrücken C Z E C H Rep. Thionville Heidelberg C-E 0 C-E C-E 40 Propad Tatry Metz 2 Karlsruhe 4 Brno 451 Onville Zilina C-E 40 E 30 C-E Rémilly Horní Cierna 25 Reding Kosice Breclav E 30 42 Dvoriste Stuttgart nad C-E C-E Ingoldstadt Kuty Bernhardsthal Strasbourg C S L O V A K I A Tisou -E Lérouville Toul Passau Summerau Ke hl Appenweier 95 Nancy C-E 43 Zahony Cop E 63 Leopoldov C-E 50 E 15 Wels C 54 Ulm C - E C- BRATISLAVA München Linz Vadul Siret C-E Galanta Augsburg WIEN C- 52 U K R A I Miskolc 50 55 C-E 70 E 50 Nové Zámky Chalindrey Freilassing 61 Nyiregyháza C-E C-E C-E 52 Szob 65 Rosenheim Mulhouse C-E 50 Semmering Vicsani Satu Mare Salzburg MOLDOVA Debrecen C -E 4 3 Selzthal C-EBruck a.d.Mur E 502 Kufstein Besançon Ujszasz BUDAPEST Basel 66 Zürich Buchs Ungeny St Michael Dijon Bischofshofen C 5 4 /1 C-E Dej C-E 52 C-E C-E 95 Innsbruck C-E 45 52 25 Olten C 54/1 Schwarzach St V. CHISINAU Pascani Nagyatád C-E C-E 50 Wörgl Szolnok C-E SWITZERLAND C-E 50 9 C-E C-E 95 95 Nagykanizsa 6 Oradea Cegléd Iasi Brenner Graz Razdelnaya AUST R IA BERN San H U N G A R Y Bendery Kuchurgan Spielfeld Strass Brennero 50 Vallorbe Gottardo Dombóvár C 9 5 /1 Villach C-E Cimislia Creusot Klagenfurt Maribor Lausanne Murakeresztúr Tarvisio Pragersko Lökösháza Odessa 8 Curtici Basarabeasca C-E 54 Cakovec Mâcon Jesenice Brig Zidani Arad Kelebia Ilyichevsk CGyékényes Teius Genève Koprívnica Subotica -E Magyarboly CLJUBLJANA Ambérieu Chiasso Udine C-E -E Taraclia 70 Simplon R O M A N I A Culoz 55 SLOVENIA 9 71 2 25 BeliTimisoara Domodossola Lyon Bolgrad C-E 55 C-E Deva Sibiu Manastir ZAGREB C-E C-E 70 Trieste Galati Padova Reni Rho Brasov C-E 70 Modane OAT IA 700 Osijek Stara Bogojevo C-E C RSunja Mestre/ Koper Verona Vinkovci 70 Str. Moravita C-E 70 Rijeka 71 Milano C-E 70 560 Ostarije C-E E Venezia Vrsac CC-E Dobrljin Vrpolje Tovarnik Sid 95 Pitesti Fréjus Buzáu Torino C-E Bihac C -E 7 0 35 C-E Bosanski 72 Ploesti BEOGRAD Ripac BOSNIA Samac Gospic Genova BUCURESTI C-E 56 Videle Craiova C-E 562 1 HERZEGOVINA Bologna SERBIA Giurgiu Zadar Lapovo Avignon Constanta Ruse La Spezia C-E Knín Menton C-E 753 C-E Tarascon 45 Vidin Ventimiglia Pisa SARAJEVO C-E 66 C 95 Sibenik Firenze 0 C-E 15 Split C E 6 8 0 Kraljevo C -E 7 5 1 C 90/4 Ancona Kaspican C-E 680 2 90 Mezdra Nis Livorno Varna Mostar C-E Ploce Dimitrovgrad Sindel 680 Capljina 90 G. Oriahovitza Marseille C-E Karnobat Zim nitsa SOFIJA Burgas B U L G A R I EA720 D.Jankovic Presevo C -E 7 0 3 CVolkovo Tabanovce ITA LY Dimitrovgrad Plovdiv SKOPJE Bar Svilengrad Kapikule ROMA
AG
C-E 30 Kochetovka
2
7
Chelyabinsk
Bryansk
95/
30
C-E
75
Ekaterinburg
Port C 20/2 of Constanta Port of Varna Port of Burgas Port of Istanbul Port ofUfaSamsun Port of Batumi
Ruzaevka
C-E
C-E
C-E
C-E 24
C-E
Sokólka Bialystok
P O L A N D Poznan
6
95
C-E C-E 55 61
59
5
C-E
/1 C 45
45
C-E
C-E 45
C-E
65
C-E 55 C-E 61
/2 C 45
10
/3
4
Ryazan
C-E 99
C 20
10 2
3
Ekaterinburg Krasnoyarsk Irkutsk Vladivostok
Kazan
20 C-E
Krasnoye
C-E 102
Szczecin
C-E
Smolensk
Orsha Maladzecna MINSK
C-E
/2 C-E
VILNIUS
Suwalki
2
24
/3
Nizhniy Novgorod
C-E
C 20
10
Vicebsk
Kaisiadorys
75
Tczew
BERLIN
C-E 20
C-E
Sestokai
20
C 2 0 /2
C 95/2
Neubrandenburg
18
Gdánsk
Swinoujscie
Büchen
C-E
Panerèzys
Kaunas
3 C 20/ Cherniakhovsk
Kaliningrad
C-E
1
MOSKVA
C 14
/2
10
C-E 59
C-E
51
C 45
Hamburg
Bremen
Gdynia
Tyumen
F E D E R A T I O N
C-E 20
C 12
C 14
L I T H U A N IA
Russian Fed. Kybartai
Sa ssnitz Hafen Stral sund
C-E 55 C-E 61
Bremerhaven
Gedser /3 45 45 C 10 C-E Rostock
C-E
Lübeck
ETHERLANDS
C-E 530
C-E
55 C-E 61 C-E
Nykøbing Rødby Puttgarten
Radviliskis
C 20/3
Novosokol’niki
Daugavpils
Klapeida
Malmö C-E 59 Ystad Trelleborg
C 12
C 95
DENMARK Flensburg
Joniskis Siauliai
75 C-E
KØBENHAVN C 4 5 /1
Krustpils
C 12
C-E
Helsingør Fredericia
R U S S I A N
C 14
Jelgava
C 12 Liepaja
Hässlehom
Russia Serbia Slovakia Slovenia Turkey Turkmenistan Ukraine Uzbekistan
Perm
Perm Krasnoyarsk Irkutsk Vladivostok
L A T V I A
RIGA
C 12
Ba ltic
C 45/1
Ventspils
10
C-E
C-E 53
Helsingborg
Arhus
Kotelnich
Se a
61 55 C-E C-E
45 C-E
h Sea
C 2 0 /1
C 95/2
C-E
75
Vologda Tartu
Göteborg
/1 C 45
1
10
61 C-E 55 C-E
C 55
Frederikshavn
C 20/
C-E
C-E
Albania Greece Armenia Hungary Austria Iran Azerbaijan Kazakhstan Belarus Kosovo under UNSCR 1244/99 Bosnia & Herzegovina FYR Macedonia Bulgaria Republic of Moldova AGC and AGTC networks Czech Republic Montenegro Newly proposed AGTC lines (under consideration) Croatia Poland Rail ferry Georgia Romania
HELSINKI
C 10/
2
OSLO
Buslovskaya
Vainikkala
Riihimäki
N O R W A Y
Wider Black Sea Area map
48
vide easy connection between transport modes or between the vehicles of the same mode. Also, “the introduction of European and international standards included in the directives and regulations on public transport should offer WBSA countries support in the integration of urban, regional, national and international public transport by introducing management principles. The main instrument should be the Public Service Contracts to introduce transparent and multiannual rules and to establish a fair division of risks between public authorities and public transport companies”, the document states. Last but not least, the document deals with the problem of innovation and the implication of the private sector in transport projects, while encouraging research and innovation as one of the key points of railway development in this area. In all these sectors, attracting private initiatives in the organisation of transport and in industry can lead to the sustainable development of the region, but can also remove the financial burden of public authorities so as to develop and modernise the railway system. “Facilitating the development of new innovative railway services for both freight and passenger railway transport has to be the core of WBSA strategies. All these, jointly with alternatives methods of financing large projects (PPP, bond issue, stake sales, sell and leaseback etc.) will speed up
Source: Club Feroviar
C 48
the development of transport services and the generation of revenues. Encouraging strategic partnerships for the introduction and rapid localisation of new generation technologies in the industry will stimulate the general technological progress and will build a sustainable transport system in the area.
Для унитарного и эффективного развития, в Широком Черноморском Регионе должны анализироваться все сегменты железнодорожного транспорта Восьмая встреча в рамках Саммита Дни Железных Дорог 2013, Железнодорожное мероприятие Широкого Черноморского Региона, предоставила возможность организатору Саммита, сообществу Club Feroviar, издать меморандум. Документ основывается на дискуссиях на тему провокаций и перспектив экономических операторов и инвесторов стран ШЧР, для развития бизнес - сферы региона; названные темы интенсивно обсуждали 300 участников и более 70 спикеров, занимающих ключевые позиции на международном уровне. November 2013 | www.railwaypro.com
22 POLICIES & STRATEGIES
A joint approach, a step forward in the implementation of the Danube Strategy
[ by Pamela Luică ]
Impressive progress has been achieved two years since the launch of the EU Strategy for the Danube Region (EUSDR) determining the authorities to continue with the implementation of projects. During the second Annual Forum of the Strategy, participating countries decided to act transparently and set a few action plans to be jointly approached. Also, they brought into discussion the need for financing the future projects in the programming period 2014-2020 and the importance of adopting a joint policy on the elaboration and development of projects. EU financing, essential for connecting the region One of the four pillars of the strategy aims at generating efficient connectivity in the region, the optimisation of mobility and intermodality being the main factors which determine the construction of a transport network which provides the delivery of seamless and integrated transport services. “For sure, the Danube Strategy can be integrated into a broader strategy, one of my colleagues call it “the new silk road”. What is important is that, indeed, the new communication paths, the new commercial roads between Europe and Asia can form the structure that would help humanity develop in the coming future. I want to say that the Romanian Government is absolutely determined to collaborate with all the other governments which participate in this strategy”, declared Romanian Prime Minister Victor Ponta. Actions PA1B (for railway, road and air transport) focus on the contribution of projects to the completion of the TEN-T, the implementation of railway freight corridors which form a part of the European network, the sustainable transport systems in metropolitan areas and the implementation of intelligent systems for a sustainable transport, especially in urban regions. “We have been searching for solutions to implement the project submitted for
-T in the Danube Region
www.railwaypro.com | November 2013
two years; of these projects (150 projects), 51% are for railway transport, 8% for intermodal transport, 8% horizontal. 34 projects have been approved, most of them on railway and road transport. However, we are facing with great challenges which slow down the finalization of projects: significant development differences, lack of sufficient resources and institutional capacity, the need to consolidate the governmental structure and giving credit to common interest problems”, declared Franc Žepič, Priority Area Coordinator for the Danube Strategy, Ministry of Transport of Slovenia (one of the countries which coordinate PA1B). Next to these inconsistencies, the external dimension remains an important problem. Several countries with different statute are involved in the strategy. “Most of the 14 countries are EU member states (9), we have to consider that three countries have candidate potential and two are neighbour countries. Moreover, the ownership feeling is not developed yet: only partners feel as equals and observe benefits, while non-EU countries are officially acknowledged as equal partners”, explained Žepič. In the connectivity segment, a Joint Vision on Transport for the Danube Region is necessary, as well as a new railway corridor that would link EU to non-EU countries (on the route Munich–Ljubljana–Zagreb–Belgrade– Source: DG Mobility and Transport (DG MOVE), Helmut Adelsberger
E
ntitled “Danube Region – stronger together, stronger in the world “, the forum was organised in Bucharest on 28-29 October and gathered 900 participants from the political, academic, associative and business environments from the 14 member states of EUSDR and third countries. The participants debated on the methods for consolidating the impact of the Strategy in the region with the purpose of approaching the most pressing problems in the region, such as energy security, pollution, the lack of transport connections and competitiveness. During the event, the foreign ministers signed a joint declaration and reiterated that the consolidation of the strategy implementation requires political orientation and coordination of efforts and agreed on a much more coordinated action within the Strategy. Participants focused on coordinating national efforts to adapt the macro-regional approach to the realities of a more extended Europe and the capitalisation of transnational and cross-border cooperation to support the participating third countries in their activities to achieve their goal of European integration. “Ministers of foreign affairs in the EUSDR countries have to play an important role to ensure highlevel political commitment in supporting the projects implemented within the Strategy. It is necessary to ensure access to financing for the new EUSDR projects and better cooperation between EU member states and third countries”, declared the European Commissioner for Regional Policy, Johhanes Hahn. Also, the ministers welcomed the role of cooperation platform that the Danube Strategy plays between EU member states and third countries creating a fair participative base and playing a vital role in connecting these countries to EU standards and values. In this context, the ministers underlined the necessity of increasing the access of non-EU countries to transnational and cross-border projects that are relevant to EUSDR, via IPA, ENI and other EU foreign instruments and development funds for transport, environment, energy and IT projects.
POLICIES & STRATEGIES
Sofia to Turkey - Istanbul), the Intermodal Strategy (phase I), study on air connectivity (in preparation) and support in promoting land infrastructure projects. “After two years of implementation, we (PA1B) are still fighting to initiate and develop the submitted projects”, concluded Žepič. But project implementation needs the allocation of necessary financing. Although the strategy doesn’t have yet a financing set for 2014-2020, “progress has been made so far. According to the report, the strategy already has results. 400 projects have been channelled through the Coordinators of the Priority Axis, worth EUR 49 Billion. The European Union will finance the projects, but they have to be well-developed, as we will evaluate every project before granting funds. The Commission can support the objectives of the programme in the next programming period, but member states have to consider the future regional programmes. We have already noticed that there are good examples about the Partnership Agreement. Now we have to make sure that the Operational Programmes for 2014-2020 will consider the Danube Strategy” declared Johannes Hahn. As the Danube Region is crossed by TEN-T and represents an important part in the establishment of a European integrated system, “Regarding the EUSDR financing for the next programming period, projects will be selected carefully and they will have to meet the re-
quirements on financial and economic sustainability, including the impact on the transport system. EUR 26 Billion will be allocated through the Connecting Europe Facility; the Cohesion Fund will supply EUR 11 Billion (according to the inflation rate). 50% of financing will go to studies, 20% to domestic works, 30% to missing link works, congestion, MoS and 40% to cross-border works. Over 85% of financing will be granted to countries that benefit from the cohesion policy. National authorities have to think about the fact that priority projects are those with international impact, so they must leave national interests behind and adopt regional and European policies”, declared Helmut Adelsberger, Seconded National Expert, DG Mobility and Transport. TEN-T and CEF financing is available only to member states, including for cross-border projects, in non-EU countries. Candidate countries can benefit from IPA funds and international financial institutions and few funds will be available to the other countries, the loans from international financial institutions being the main source. According to the European Investment Bank, the amount of this year’s credits for development of Danube Region projects will be similar to that in 2012, when EUR 8 Billion were allocated. Mihai Tănăsescu, EIB Vice President, said that because of the restraints in Europe, the bank had increased the allocation of credits by over EUR 60
23
Billion in the next four years. “Despite the existing constraints in Europe, now EIB has a contra-cyclic approach and between 2013 and 2015 the bank increased the allocation of credits by over EUR 60 Billion, compared to commercial banks that reduced the allocation of credits. I believe we want to participate in connecting the projects on Trans-European networks, as well as those of cohesion and convergence in the Danube Region”, declared the EIB Vice President during the Forum.
Общий подход это шаг вперёд для реализации Дунайской Стратегии Два года спустя введения в действия Стратегии Евро - Союза для Дунайского региона (EUSDR), были выполнены важные цели, которые способствуют продолжительности проектов. В рамках второго Годового Форума Стратегии, вовлечённые государства приняли решение приступить к конкретным действиям, путём установления главных шагов действия, которые должны осуществляться при общем подходе. Более того, обсуждалась необходимость финансирования проектов на период 20142020 и роль принятия общей политике по разработке и осуществлению проектов.
24 Interoperability & cross-acceptance
USD 75 Billion freight transport potential between Asia and Europe [ by Elena Ilie ]
The transport volume potential in the Eurasian Platform is very high. Mr. Libor Lochman, Executive Director of the Community of European Railway and Infrastructure Companies (CER), attended the Railway Days Summit – Greener and more efficient railways in WBSA – organized by Club Feroviar and the Romanian Railway Industry Association (AIF) on 8-9 October, in Bucharest, where he talked about building a viable railway platform in the Wider Black Sea Area (WBSA) and providing the legal framework for a seamless transport in the Far East and Central and Eastern Europe.
C
ER Executive Director Libor Lo- Romania’s transport potential is quite high, chman talked about the rail freight but still under the transport share of Turmarket development in South East key. Firm and rather urgent measures are Europe outlining that according to rough needed to remedy the situation. However, estimates, “the potential for the annual there is also good news as the market share freight transport between Asia and Europe of railway freight transport has increased is about USD 75 Billion. Most of that is cur- in the past 18 months, although slightly”, rently being transported by sea shipping. pointed out Libor Lochman. How can we attract this amount of freight CER Executive Director presented usetowards the railways? Let’s take at least a ful statistics on intermodal competition, part of this amount and move it to the rail. which looks like its recuperating some of The Black Sea Region should play an im- the lost ground. Thus, in 2006 the market portant role in this transportation because share of new entrants amounted to 14%, in that is the region that really connects Eu- 2008 to 19% and in 2010 to 25%. Therefore, rope with the rest of Asia”, said Lochman. structural changes alone are not enough to “Unfortunately, the reality on the market revive railway transport, it is necessary to share of our days is not as good as we have create other framework conditions. wished to. There has been quite a strong Referring to the structural changes indecline in the railway freight transport cluded in the legislative framework initishare between 1970 and 2011, especially ated in Europe in the last decade, CER after ’95 due to political changes. Roma- Executive Director said that member states nia has also experienced a downfall in the should improve the legislative activity to Rail freight modal share EU12 vslegislative framework for interfreight transport market share,development: although ac- ensure a fair cording to the statistics in the past decade, modal transport. Moreover, Lochman said EU15
that transport operators were not the only ones to blame for the poor efficiency of the railway sector in Wider Black Sea Area. “If national governments don’t decide to invest in railway transport, to ensure the right amount of infrastructure investments and last but not least to give a chance to this transport mode, the railways could not be seen as a viable alternative to road transport”, pointed out Lochman. Thus, it would be best to set trans-modal legislative principles based on the joint principle of infrastructure charging, the joint principle for the internalization of negative external costs, the joint charging principle, the joint principle of passenger rights and the joint principle of social standards.
Source: ETIF 2013
The Voice of European Railways Rail freight modal share development: EU12 vs EU15
Source: ETIF 2013 08 October 2013
www.railwaypro.com | November 2013
4
Объём грузопотока Азия – Европа необходимо привлечь на железную дорогу Либор Лохман, исполнительный директор Сообщества Европейских Железнодорожных и Инфраструктурных Компаний (CER), держал речь, в рамках Саммита Дни Железных Дорог - Зелёные и более эффективные железные дороги в Широком Черноморском Регионе, организован Club Feroviar и Сообществом Железнодорожной Промышленности Румынии (AIF) в Бухаресте, о необходимости создания устойчивой железнодорожной платформы и предоставления правового режима, способствующего функциональности единой транспортной системы, от Дальнего Востока к Центральной и Восточной Европе. Также, он отметил необходимость развития железнодорожного рынка грузоперевозок Южно - Восточной Европы, подчёркивая факт, что годовой перспективный потенциал грузоперевозок между Азией и Европой, составляет 75 млрд. долларов.
CER
ELECTROPUTERE VFU SA
member of GRAMPET GROUP Calea Bucureşti, 80, C9, etaj 3, Craiova 200440, România Tel.: +40740900549 Tel./fax: +40251/439053 E-mail: office@electroputerevfu.ro
Tradition and Innovation
ISO 9001:2008, ISO 14001:2004, OHSAS 18001:2007 Autorizatie de Furnizor Feroviar AFER seria AF nr. 5708
26 leaders
Worldwide, voestalpine VAE is the leader of the turnout and turnout-related technology. The continuous development of railway infrastructure is a challenge to which voestalpine VAE Group responds by delivering high-quality products, improved along the 160 years of experience. As provider of economic solutions, innovative products and wide range of services, voestalpine VAE is active on all continents with over 40 production and sales facilities. voestalpine VAE’s vision is clearly determined by “mega-trends� and the globalization process, the increasing mobility demand and urbanisation are aligning to the demands of modern society characterised by the necessity of a safe, eco-friendly and rapid transport. The answer to all these challenges is the innovative products and efficient solutions designed to reshape the future of transportation. The innovation of products has always relied on investments in the research and development area as a method of increasing the efficiency and performance of railway transport. Every year, the company invests around EUR 10 Million in research and development. www.railwaypro.com | November 2013
leaders
27
Railway transport development stimulates industry growth Interview with Dieter Johannes FRITZ, President and CEO of voestalpine VAE GmbH
[ by Pamela Luică ]
The development strategy of voestalpine VAE focuses on allocating investments to increasing the domestic capacity, but also on building new plants due to the trends of boosting railway transport, especially passenger railway transport. Growth is not expected only in the EU, but also in Asia, Middle East and CIS, regions where rail transport promotion increases and which launch more and more railway infrastructure development projects. But, although there are many differences between the railway systems in these areas, increasing competitiveness and the market share of railway transport are the main common objectives which make the railway industry to constantly develop its products, solutions and concepts, to build an efficient and performing railway system capable to meet the mobility needs of passengers and goods.
I
n Romania, voestalpine VAE APCAROM, with an experience of over 40 years, has reinforced its market position as the only provider of turnouts for railways, metro and tramway, and for the companies with individual industrial railways. Last year, the company initiated and still carries out the project “Contribution of VAE APCAROM to the sustainable development of the southeastern region by upgrading the production sector of Buzău plant” with European funds. The project’s objective was to modernize the production sector through the acquisition of new technical devices, of performing or-
ders and technical documentation management system and the extension of production capacities. The investments don’t stop here: according to the latest information provided by the company’s representatives, the company is included in the integration strategy with allocation of an initial investment package of over EUR 5 Million. To analyse and discuss about the most important technical solutions, in October, between 7th -8th, voestalpine VAE APCAROM organised at its headquarter in Buzau the Technical Conference of voestalpine VAE Group with participation of 45 de-
“
We still believe that railways have a good basis for the future ... Dieter Johannes FRITZ legates, from 18 countries, in the presence of voestalpine VAE GmbH’s Management: CEO, Mr. Dieter Fritz, CFO, Mr. Werner Saringer, COO, Mr. Rainer Oswald and of voestalpine VAE APCAROM’s : CEO, Mr. Vintilă Mocanu and CFO, Mr. Marius Adascalitei. Mr. Dieter Johannes Fritz, President and CEO of voestalpine VAE GmbH, agreed to talk in an interview for RailwayPRO magazine about the challenges launched by new rail transport development trends, the industry’s impact on increasing the competitiveness of this transport mode and the development opportunities in Europe, Asia and Middle East.
RailwayPRO: The period of economic crisis had a negative impact for all economic activities, and now the political class (especially in Europe) has no positive growth signals. What do you think about the situation of the industrial railway sector? Dieter Fritz: We still believe that railways have a good basis for the future because it is in our opinion the most economic transportation system, both for goods transportation but especially for passenger transportation. And therefore, we believe there will still be a must for future investments all over Europe, both, for longer distances but especially for > November 2013 | www.railwaypro.com
28 leaders > city transportation systems. So, tramways, underground systems still will enjoy a substantial increase in the future in Europe, but also outside Europe. As I’ve mentioned before, not only for passengers, it’s for freight too, but this segment is more complex in Europe because of the geographical environment, different systems that are still used in different parts of Europe. Passenger transportation will be based on specific lines, especially for the urban transportation which is very much independent, and therefore, this will be definitely an important factor for the future and cities will need more public transportation, otherwise they will have difficulties in regard to the ecological environment and logistics systems. RailwayPRO: The railway market of industrial products suppliers is expected to increase by 2.7% per year over the next 5-6 years (according to UNIFE). What do you think about this prognosis considering the still fragile economic situation? Dieter Fritz: As I’ve mentioned before, the railway transport will increase, so this prognosis is quite realistic RailwayPRO: What is the development strategy of voestalpine VAE? What are the business challenges and opportunities for Europe, Asia and the CIS? Dieter Fritz: In general, we believe that there is still room for further extension and we are investing in internal capacity increase and also in building new factories in different parts of the world. We have a very good growth potential for the future. Business challenges and opportunities for Europe: for the first, I have to mention that in Europe there is a diversified situation, because there are EU member states and states outside EU, so there are different countries in Europe in a completely different situation compared to others. So, challenges will be in order to resolve the difficult situation especially in Southern Europe and to overcome the difficulties and once they are stabilized, then Europe and politics can focus on integrated railway strategy which has been target in the past, but at the moment I believe that is not a priority because of much more important problems that EU has to deal with. It will take some time and they have to solve that and afterwards it will be a new focus on some integrated railway strategy. Already many governments have realised independently the importance for investments into the right direction that is railways. This is because railways are getting more and more competitive and if we provide good products to the railways, that will strengthen the competitiveness against other transportation systems and we believe that we can definitely contribute to it. Also, in Asia there is a good potential, so VAE also invested in this part of the world and here is a good potential, I underline, www.railwaypro.com | November 2013
especially in passenger transportation, in urban transport systems that will register high increase in Asia. RailwayPRO: How would you describe the market covered by your company by comparison between Europe and Central Asia, two continents that try to improve their railway infrastructure including transcontinental connections and to harmonise the standards of the infrastructure-dedicated railway products? Dieter Fritz: Europe and Asia have different industrial bases and Asia mainly benefits at the moment from a lot of activities that still have to catch up with standards and levels that we already have in Europe. So, here is a lot of potential to develop railway systems and products, and on the other hand there is the different political environment and also cost structure is different. There are many differences that need to be updated or improved, and this will lead to increase of competitiveness in this sector. RailwayPRO: According to the World Rail Market Study, launched by the European Rail Industry Association (UNIFE), a constant growth of the world railway market is estimated by 2017 and the Middle East, Russia and the CIS are among the regions which experience a strong market growth. What do you think about this estimation and what are voestalpine VAE’s development opportunities for the markets outside Europe? Dieter Fritz: For the moment, Russia and Former Soviet Union states are not a very high priority for us, because they have very much their independent system and have not yet opened up for international turnout business. So, their procurement at the moment is mainly focused to the own local industry and we hope that this will be changed in the near future and they will open up also for the international turnout business, that means other technologies, that can be attractive for these markets, but for now we experience this openness only in very limited segments. For example, voestalpine VAE has just been successful for the tramway system in Sankt Petersburg and we are supplying for such projects whenever customers are open to procure outside of Russia and we are very happy to participate. This project is being at the moment carried out together with voestalpine VAE APCAROM. RailwayPRO: voestalpine VAE covers the most important railway markets (worldwide). From your point of view, what are the most competitive markets and how would you describe them? Dieter Fritz: From my point of view, a very competitive environment in the railway business you can find in North America. Here, most of the railways are
privatised and they really follow the principle of generating money and profits by doing their transportation business and they have set the system that is working very well and show that railways can be very competitive with other transportation systems. Relating to this, voestalpine VAE implemented strategies for this market to become a leader here, and we did accomplish that: we have above 40% of the market share in North America and we are operating seven manufacturing plants, plus another factory in Mexico. So, we have a very strong position in this competitive environment and our set up is also a very competitive one because we could establish a strong position in the last 20 years when we started to do business here. This shows that we are able to work in a competitive way in difficult market environment. RailwayPRO: voestalpine VAE supplies products for all railway systems (no matter the type of network, the gauge etc.). What are the challenges you are facing with regarding the different standards, laws and customer requirements? Dieter Fritz: This is something that has become a standard for us. voestalpine VAE is operating more than 40 track work plants in all continents and this helps a lot in order to deal with the different requirements, legal, technical, economic parameters in all parts of the world under different conditions. The production and sales centres all over the world make sure that local requirements and customer demands are known so that we can supply customized and value-adding products and services. So, we have learned to think international, to act very flexible not only follow the customer requirements, but even proactively develop specific solutions for our customers in the different conditions and in all systems: heavy-haul, high speed, mixed traffic conditions, metro, tramways. We have a very good knowledge for all these circumstances. RailwayPRO: Through the liberalisation of the railway market, infrastructure companies are trying to be more dynamic and more focused on projects for the improvement of railway infrastructure quality which also means the acquisition of modern products. What is the answer of the components manufacturers in this segment for business development and for the improvement of infrastructure quality? How does voestalpine VAE answer to this challenge? Dieter Fritz: In order to support the infrastructure providers, we are supplying very reliable material to them, first of all, very high quality and products with maximum availability. It is very important for the infrastructure provider to further offer reliable systems to their customers, to the rolling stock providers and therefore we understand this challenge very
leaders
29
well and we do not only manufacture very reliable products, but also electronic monitoring systems which shall help the infrastructure provider to optimise the working reliability of the track and turnout systems. This means they see the performance of all critical parameters on a real time basis. The systems are not only for turnouts, there are also for monitoring the signalling systems, track circuits, for all fixed infrastructure assets, as well as for the rolling stock. We produce electronic monitoring systems which shall help the reliability, availability and safety, in order to operate in the best way the rail systems. So, this is the development that we have done within the last 15 years and many railways are using that already and all these systems are important factors for the future efficiency and competitiveness of railways. RailwayPRO: Over the last period, the countries in the Middle East announced important projects for infrastructure construction, projects worth tens of billions of dollars. What are the major changes that these projects bring to the railway industry and how does your company approach these opportunities? Dieter Fritz: There are no real changes; the only change is our philosophy in also setting up manufacturing factories in these areas. We haven’t produced in the past in this region, but now we are investing here in order to follow our philosophy: this means ‘think globally, but act locally’. We really consider the different parameters worldwide so we started to produce and also to set up manufacturing plants in important railway markets to be able to really work very close with the customer and to support his flexibility and efficiency. RailwayPRO: voestalpine VAE is spe-
cialized in innovating products and invests massively in research & development. What projects do you have in plan for the next years and what can you tell us about the value of investments allocated to these projects? Dieter Fritz: voestalpine VAE is the technological leader in business turnout and turnout related products and we are investing roughly EUR 10 Million per year only in research & development and this does not include the standard engineering improvement; this amount is really for new developments every year and this means that we work for the future of railways in the different parts of the world. We can proudly say that we have been contributing in many countries and continents to a complete change in the turnout industry, because we develop hand-tailored solutions for the various requirements of the different customers. RailwayPRO: What can you tell us about the dynamics of rail projects compared to rail urban transport in Europe?
Dieter Fritz: As for us, there are not really any major differences. Of course, as I mentioned before sometimes is a little bit easier for urban transportation to develop the projects because it is regionally limited. Whenever you see a railway project for long routes implies different parameters which also play a role so that can get realised not always is that easy to build tunnels, to get permissions for certain things, and there are various influences. They maybe could be more complex and I believe that in urban transportation not only the politicians but also the public is realising the need to invest into urban transportation, because otherwise cities are getting too much crowded and road transportation is no longer able to provide solutions to the people in order to have efficient transportation. Rail urban transportation is ‘a must’ and everybody is starting to realise its importance. RailwayPRO: What is the companies’ strategy for Romania in order to determine a faster development of railways? Dieter Fritz: We see voestalpine VAE Apcarom being one of the lead companies of the voestalpine VAE Group and this company here will enjoy further development in the future, so they are integrated part of the growth strategy of voestalpine VAE and we already have done substantial investments in this company in order to modernise the production, to be able to produce products with the highest technological standards and for providing complete package solutions to our customers. The next step of the investment program is also to support these package solutions. This means also to implement switch machines and other products from the signalling segment into our turnouts and monitoring solutions that I’ve mentioned before that will be part of an integrated strategy for voestalpine VAE Apcarom which enjoys
a very high focus for the future development. Relating to the amount, we’ve just decided, of the investment package, a roughly EUR 5 Million, but this is only one step in our development strategy; it’s not the completely investment that we are foreseeing; we are going to invest more than this amount. I mention here that starting from 1998, VAE invests an average of almost EUR 1 Million every year in this company, but now there are some special investment packages. The company belongs to the best performance of the voestalpine VAE Group and we will invest in order to support the future development of this company.
Развитие железнодорожного транспорта даёт импульс росту промышленности Непрерывная оптимизация связей и железнодорожной инфраструктуры является провокацией, которую Совместная компания voestalpine VAE, решает путём предоставления продукции оптимального качества, на протяжении 160 лет опыта. Концепция voestalpine VAE очевидно определяется мега-тенденциями, имея в виду, что процессы глобализации, развития мобильности и урбанизации, оптимально соответствуют требованиям современного общества, которое нуждается в надёжном, экологическом и быстром транспорте. Для получения подробных информаций в связи с провокациями новых тенденций развития железнодорожного транспорта, ролью промышленности в повышении конкурентоспособности данного вида транспорта, а также, в связи с перспективами развития в Европе, Азии, Среднем Востоке, мы провели интервью с Президентом и Председателем Правления VAE GmbH, господином Дитер Йоханнес Фриц. November 2013 | www.railwaypro.com
30
31
32 Market development
40% of transport investments should go to railways [ by Pamela Luică ]
Although the worldwide economy is coping with the effects of the crisis and there is a major tendency of reducing investments, especially in transport infrastructure projects, the estimated long-term growth will unavoidably lead to a special attention paid to infrastructure development projects.
O
n the long-term, the transport sector will have to meet traffic demands by delivering a well-developed and performing infrastructure; the fact that freight transport worldwide will record an 80% growth and passenger transport a 50% growth poses serious challenges to authorities regarding the availability of an infrastructure capable to face high traffic demands and to provide efficient mobility to both freight and passengers. “Current policies on cutting investments in transport infrastructure projects should pay special attention to traffic positive growth estimates. The traffic is expected to increase by 80% for freight and by 50% for passengers; rail freight transport is expected to increase 8-fold and passengers transport 12-fold, which means unprecedented investment prospects”, Jean-Pierre Loubinoux, Director General – UIC, communicated in a video message to the participants in the Railway Days – the Railway Investment Summit in the Wider Black Sea Area. The event was organised on 8-9 October 2013 in Bucharest by Club Feroviar
and the Romanian Railway Industry Association under the aegis of CER, OTIF and UNIFE. Investments in the area of transport are estimated at 11 thousand billion dollars, “40% of which can go to rail transport. In order to respond to these new opportunities and increase the sufficiency to contribute to the development of an attractive and competitive rail transport system which best meets of expectations of customers, economy and the society as a whole”. To encourage investments and provide necessary support to the development of the railway system in the Black Sea countries, especially from the technical, economic and political points of view, UIC and the Organisation of the Black Sea Economic Cooperation will sign a Memorandum of Understanding. The agreement is seen as “a means of exciting new prospects for the development of transport connections by increasing the efficiency of international rail transport bringing the trade capacity and volumes of outside and internal business to the railways and implementing innovative
The Euro−Asian Trade
Source: UNECE- „Euro-Asian Transport Linkages”, PHASE II Expert Group Report
www.railwaypro.com | November 2013
transport solutions to improve transport efficiency in the Black Sea Region”, said Loubinoux. Exports of Europe
Cooperation is necessary for an interoperable railway system in Eurasia The development of a railway transport capable to meet mobility demands requires investments in creating an interoperable system especially with other different systems. “If rail is to link regions properly together, technical interoperability is essential and no more so than in the Wider Black Sea Region where the European 1435 mm standard gauge meets the 1520 mm broad gauge”, declared in a video message in the opening of the event the European Commissioner for Transport, Siim Kallas. The countries in the Black Sea Area are the platform connecting important economic areas and they are a hub and transit point between Europe and Asia, the Caucasus and other regions. More than 95% of container traffic between the two continents is carried by sea, but these routes are long. In this context, railway infrastructure becomes vital. “If railway transport is to offer a real alternative to maritime transport, from the commercial point of view, international corridors have to be reliable and effective and provide a high quality of services. I am interested in watching the development of regional rail links such as the BTK line,
Exports of Asia
Source: UNECE- „Euro-Asian Transport Linkages”, PHASE II Expert Group Report
which will connect Turkey to Azerbaijan through Georgia. Several Eurasian rail corridors are now competing for the freight transport market; each one has obstacles or infrastructure non standardized and costs intensive border formalities, lack of communication, technology among others”, said Kallas. Baku-Tbilisi-Kars is one of the important infrastructure projects that will provide an efficient connection between Asia and Europe. At present, works on the development of the corridor are carried out as planned, the first two phases of the project being already completed and the third is underway. The authorities of the three countries (Turkey, Azerbaijan and Georgia) said the line will be commissioned in 2014. This is not the only project intended to link the two continents. Marmaray Bridge, that will be connected to two high-speed lines in Turkey and then to Baku-Tbilisi-Kars line, could be fully put in service by 2015 (tests were carried out in August and in October the tunnel was inaugurated). The two regions have to join efforts to develop a connection between the standard-gauge railway systems and the broad-gauge railway systems. “Both communities should work together to reduce transhipment times so that EU achieves direct and seamless rail transport from the Atlantic to Pacific. In Europe, we are working hard to get rid of the bottlenecks and inefficiencies in our railways; the proposed Fourth Railway Package aims to move from a patchwork of national systems to a single rail area and it will create an efficient high quality and innovative railway with a larger role for freight and passengers. Your countries will be working towards achieving compatibility in the legal and regulatory environments, in safety and security and in technical standards. That also applies to the rest of east corridors which link Europe, Russia and other Black Sea countries and the Far East”, said Kallas.
40% Капиталовложений в транспорт должны быть направлены в железнодорожную отрасль На длительный срок, транспортный сектор должен соответствовать росту движения, предоставляя развитую и высококачественную инфраструктуру; факт, что на международном уровне, грузовой сектор отметит рост перевозок на 80%, а пассажирские перевозки на 50%, задаёт властям реальные провокации, связанные с соответствием инфраструктуры с высокой транспортной способностью, а также, с требованиями эффективной мобильности грузов и пассажиров.
rld o w e h T il. a r n o s relie Bartolomiej Banaszak
Rely on us. DB International Engineering. System Consulting. Business Consulting. We develop worldwide smart transport systems for dynamic economic regions. From the idea to the realization, for projects of all sizes – made by Deutsche Bahn. For people. For markets. For tomorrow. www.db-international.de
34 Products & Technologies
The SHIFT2RAIL initiative will analyse research and innovation solutions for a seamless railway transport
[ by Elena Ilie ]
“We hope to have a draft law from the European Commission on the Technological Initiative SHIFT2RAIL by the end of the year, the joint technological initiative which promotes the modal shift to railway, now, when the market share of railway transport is falling and has to recover”, declared Philippe Citroen, Director General UNIFE, during the Railway Days Summit – “Greener and more efficient railways in WBSA”, organised by Club Feroviar and the Romanian Railway Industry Association (AIF) on 8-9 October in Bucharest.
T
he budget of this project in ensured A dedicated overall budget is estimated at through the FP7, program initiated around EUR 1 Billion over a six to seven by the European Commission. year period. UNIFE’s Director General pointed out The creation of a new rail Joint Technothe five research pillars that the SHIFT2- logy Initiative, SHIFT2RAIL, will allow adRAIL initiative will focus on. Thus, the pil- dressing – through technology innovation lars refer to energy systems and technologi- – a significant part of the future transport cal solutions developed for large capacity societal challenges. This will allow for a trains, control and signalling systems, cost- major industrial effort, involving virtuefficiency, development of IT solutions for ally all of Europe’s rail industry suppliers, a seamless transport and development of including innovative small and medium technologies for a sustainable and attrac- enterprises to accelerate the development tive European freight transport. of new technologies and bring them to the SHIFT2RAIL will develop and implement market. a new way of addressing the challenges for The initiative, supported by railway proinnovation in railway technology. Two key duct suppliers, transport operators and objectives have been identified by the ini- railway institutions will overcome some of tiative, the first one is increasing capacity the present deficiencies of the EU rail marso as to enable rail to absorb a greater share ket, namely: fragmentation of production, of traffic growth and the second is to attract low collaboration and partnership among business and improve the efficiency of the the rail industry, different operating prorail transportation mode as a whole. cedures among railway undertakings, low The initiative will contribute to an in- standardization, and low efficiency. crease in the overall efficiency of the rail Philippe Citroen also talked about the transport system, satisfy transport user’s unpleasant situation of the poor rate of needs, and at the same time help foster the absorption of European non-reimbursable competitiveness of the European manufac- funds by most countries in South Europe turing industry, through the implementa- and stressed, once more, the availability of Making Funds for Rail Transport tion of technological innovation. UNIFE andAvailable of the Community of EuropeCohesion Policy
Making Funds Available for Rail Transport Cohesion Policy
Many new member states do not take full advantage of available funds Preference for investments in road transport (over rail and other sustainable transport modes) Lack of absorption of funds is often due to inadequate administrative capacity and political will Source: UNIFE, Philippe Citroën - Building the Wider Black Sea Area Railway Land Bridge
www.railwaypro.com | November 2013
Source: European Commission 2009
UNIFE Observations
an Railway and Infrastructure Companies (CER) to provide information support to associations and member companies so as to facilitate the absorption of European funds. UNIFE believes that the low absorption rate of the European funds is caused by an improper administrative capacity and the lack of political will. Also, UNIFE’s Director General pointed out the fact that the new member states seemed to prefer to finance more road infrastructure projects than railway or other sustainable transport modes.
Инициатива SHIFT2RAIL анализирует решение задач ИТ для единого транспорта Технологическая инициатива SHIFT2RAIL относится к общему европейскому железнодорожному сектору, особенно к инновации и конкурентоспособности на широком уровне и к консолидации европейской промышленности, для соответствия конкуренции на международном уровне. Генеральные директора крупных железнодорожных поставщиков Европы, приняли участие в данной беспрецедентной инициативе, для разработки общих программ исследования в железнодорожном секторе. “Мы надеемся, что к концу этого года, получим законопроект от Европейской Комиссии в связи с инициативой SHIFT2RAIL, которая способствует перемещению транспорта на железную дорогу, в период, в котором рыночная квота железнодорожного транспорта снижается и нуждается в восстановлении”, подчеркнул Филипп Ситроэн, генеральный директор UNIFE, по случаю Саммита Дни Железных Дорог - Зелёные и более эффективные железные дороги в Широком Черноморском Регионе, организован Club Feroviar и Сообществом Железнодорожной Промышленности Румынии (AIF), в Бухаресте.
35
Points for Safety
Vossloh Cogifer is one of the world’s leading providers of state-of-the-art switch and track monitoring systems for high-speed, conventional and urban lines. Our products are characterised by low life-cycle costs, a high degree of cost-effectiveness as well as maximum safety even under extreme conditions. We therefore make a key contribution to keeping people and freight mobile.
www.vossloh-cogifer.com
36 opinions
Too many national laws still in force fragment the European railway market making interoperability difficult [ by Elena Ilie ]
Railway transport plays an important role on the European Union agenda and it is the transport mode most promoted in Europe because it is a key element of multimodal transport, of mobility and sustainability. We can also notice the European concern for the railway sector if we take a look at the White Paper on Transport in 2011 through which the European Commission launched several challenges for the profile industry, namely to carry out 30% of the freight transport on medium distances by 2030 and 50% by 2050. vernments and the operators that provide
rail transport 3.1.2. Notified services. bodies
NSAs
freight corridors represent two important 20 of the European legislation being alparts ready adopted and under17 development. The TEN-T strategy and the “Connecting 15 15 Europe” Facility complete the two legisla12 tive proposals in supporting the European 11 railway sector”, declared Jean - Eric Paquet, 10 Director European Mobility Network – DG MOVE, during the Railway Days Summit 5 organised by Club Feroviar and the Romanian Railway Industry Association (AIF) in October in Bucharest. 0 However, the figures we have on the moCompetition Less Limited Other dal split and from rail carried attractive volumes number of of railway industry salariesrailway rail expertstransport is transport revealNSAthat not growing as it should. The modal split of Source: 2010 European Railway Agency questionnaire to NSAs (25 NSAs railway freight transport for EU27 is slightresponded) ly decreasing, as well as that of passenger transport. Other problems identified by the NSAs include: The DG MOVE representative underlined that therebudget was resources a discrepancy between the • Limited of the NSAs policy of the European Commission and • Planned administrative cost reduction what was really happening in thethat railway • National requirements for civil servants restrict transport choice market or in the railway industry. Therefore, the DG MOVE representative • Lack of regulations during establishment of the NSA believes, national railway authorities are • Headquarters location now expected to act, as well as national go-
There is also a clear discrepancy between
the section sums that theinformation governments of West-EuThis provides about the number of ropean countries and those South-Euronotifi ed bodies by subsystems and byofMember State as pean allocate between for investments and well as countries the level of competition them. maintenance. Railway transport needs a
new approach. have to analyse the cur3.1.2.1. Number of “We notified bodies rent organisation of railways and to focus
on2010, coordination. Therefore, is Commission necessary By the Member States notified toit the to consider four key aspects: integration, inthe bodies which are to carry out conformity assessment frastructure, regulation and innovation. and verification procedures, indicating the Directive and The regulation of legislation and the harsubsystems of their competence.
monisation of technical specifications are
extremely important for the operaThe total number of notified bodies as of good 1 January 2010 tion49,ofana increase single of cross-border was 4.3% comparedtransport. with the situation the(see transport market for ed new enonAccess 1 Januaryto 2009 Chart 3). Of the 49 notifi bodies, trants is not the Union and 42 operate undereasy bothat HSall andinside CR Directives, one under in Directive Romania toDirective make only. sure HS only,either. and six We underhave the CR thatnewwenotifi have independent infrastructure Five ed bodies have started operation and three managers and thattheir they workAnother for thesuspended benefit others have suspended services. of CR all operators everything will on its activities andso is that now notifi ed only for HS.go Three as itedshould”, believes notifi bodies extended theirPaquet. competence from HS or CR He thenonlyreferred Fourth Railway subsystems to both HSto andthe CR subsystems. Package, the most important legislative ac-
tion in under There are Europe no significurrently cant changes in thedebate numberand of whose implementation could take around notifi ed bodies competent for particular subsystems in five years”. comparison with the situation on 1 January 2009 (see Interoperability is important, as well as Chart 3). The number of notified bodies competent for eliminating administrative barriers. “There
Number of notified bodies under Directives 96/48/EC and 2001/16/EC,
Chart 3. Number of notified bodiesby under Directives 96/48/EC and 2001/16/EC, by subsystem/TSI, 01/01/2010 subsystem/TSI, 01/01/2010 45
01/01/2008
40
01/01/2009
01/01/2010
35 30 25 20 15 10 5 0
HS INF
HS ENE
HS CCS
HS RST
Source: Nandodatabase database Source: Nando
www.railwaypro.com | November 2013
HS MAI
are too many national laws in force, over 12,000, and this makes cross-border interoperability difficult. We still see the national side of railway transport. That is why we need to set up the Single European Railway Area and we also need to change mentalities and to approach railway transport from the European, rather than national perspective, as it has happened so far. National laws fragment the European railway market”, concluded Jean Eric Paquet.
Photo: wikimedia.org
“
I believe the recast of the First
Railway Package next to RegulaChart 2. Type of problems experiences by the NSAs in tion 913/2010 on2010 establishing the staff recruitment in 2009 and
PRM
SRT
CR INF
CR ENE
CR CCS
CR RST
Большое число ещё действующих национальных норм приводит к фрагментации европейского железнодорожного рынка, блокируя интероперабельность Железнодорожный транспорт занимает важное место в программе Европейского Союза и, возможно, пользуется высокой поддержкой на европейском уровне, благодаря тому, что он является ключевым компонентом мультимодального транспорта, мобильности и устойчивости.
38 Market development
Freight corridors – at the heart of making rail freight a more attractive mode of transport [ by Elena Ilie ]
The poor reliability of international trains and the reduced transport speeds are only few of the problems affecting the international freight traffic. Freight trains run on many international corridors at speeds of 18 km/h, while speed on internal routes is 25 km/h. This is due to the time lost with cross-border operations, but also to the lack of cooperation between transport operators. The result is that railways cannot serve the transport of certain cargoes which then head to the faster road transport.
R
egulation 913/2010 will significantly improve cooperation between the infrastructure managers and other parties interested along the railway freight transport corridors. Joint objectives will be defined for these corridors helping all the players in the market act for a common goal. An implementation plan will represent the base for establishing the new corridors (9) in three to five years since the coming into force of the Regulation.
“A key element for access to the European railway network is the harmonisation of train schedules for international path demands”, believes Martin Erlinger. The regulation on the set-up of the nine freight corridors of the European Union is an important milestone of the European railway policy in the development of railway freight traffic. It will help increase the railway freight transport capacity where the railway is already experiencing a comeback of transport volumes, as well as the market share, and will support the improvement of rail freight transport competitiveness as regards the quality of services and the efficiency of the countries where rail transport still needs to recover. At present, the European railway freight transport receives a new stimulus due to the new regulations of the European Union dedicated to the promotion of a new highquality management of international railway infrastructure – one-stop shops. “In my opinion, in 2050, the railways will be predominantly used for freight transport over distances longer than 300 km. These freight corridors, single ticket offices and increased cooperation stipulated under the new legislation will allow rail freight transport suppliers to attract additional customers towards this eco-friendly mode of transport”, said Siim Kallas, European Commissioner responsible for transport. An important aspect of the Regulation is the cooperation between management of
During the Railway Days Summit, Martin Erlinger, joint Corridor Manager of RNE, talked about RailNetEurope’s activity in supporting the development of freight corridors set through Regulation 913/2010. The organisation has developed a series of IT instruments aimed to support infrastructure managers and railway freight transport operators. Thus, we can talk about Path Coordination System (PCS), a system aimed to manage the communication and coordination processes for international path demands, as well as path offers. Moreover, RNE also operates the Train Information System (TIS), an IT system which provides real-time information and generates reports on international train traffic. At the end of 2010, RailNetEurope received, apart from the activity it carried out, the mandate to become services supplier and specialized support supplier for the organisations of the nine freight corridors.
TIS Rep o rting
Subsector Shares of ADB Transport Lending—Actual, Pipeline, and Target
Punctuality Origin & Destination 100%
95,92
93,75
91,11
94,90 89,02
85,87
92,86
89,01
Departure at Origin Start at Origin
80% 66,57 60%
59,38
56,98
63,00
61,22
61,82
68,74
61,54
Objective 80%
40%
20%
0% JAN
Arrival destination Final destination
FEB
MAR
Source: RailNetEurope
TIS Reporting function (example)
www.railwaypro.com | November 2013
TIS Reporting function features
APR
MAY
JUN
JUL
AUG
terminals and that of the rail network, both in terms of traffic management and infrastructure development. Railway operators, other than railway undertakings will be able to demand the allocation of the rail capacity on these new corridors. Regulation 913/2010 becomes a milestone in the development of European railway corridors, which in turn will boost economy and competitiveness in the European Union. Ro l l o u t
Current participants
South-East Cluster 2012
Nordic Cluster 2012
Central Cluster 2012/13
AT, BE, CH, DE, FR, HU, IT, LU, NL, SI
HR, BG
DK, SE, NO
SK, PL
RailNetEurope поддерживает развития международных коридоров грузоперевозки В рамках Саммита Дни Железных Дорог, организован Club Feroviar и Сообществом Железнодорожной Промышленности Румынии (AIF), в октябре в Бухаресте, Мартин Эрлингер, Менеджер Совместного Коридора при RailNetEurope (RNE), держал речь на тему деятельности RNE для поддерживания развития транспортных коридоров установленных Регламентом 913/2010. С этой целью, организация предоставила серию инструментов ИКТ, которые оказывают поддержку администраторам инфраструктуры и операторам железнодорожного транспорта грузоперевозки.
POLICIES & STRATEGIES
39
For 2014-2020, The Asian Development Bank increases the financing share of railway projects [ by Pamela Luică ]
The Asian Development Bank (ADB) is active in supporting projects on transport infrastructure and supply of services in member states encouraging the development of a sustainable, accessible, safe and performing transport system that would also reduce the environmental impact. Transportation is one of the main sectors which receive ADB financing. In the last four decades, operations in this segment represented 32% of ADB’s total loans and investments worth USD 35.6 Billion were allocated in 1996.
T
%
he Sustainable Transport Initiative which has constantly extended its railway The implementation of Sustainable Trans– Operational Plan aligns ADB’s infrastructure and has reformed its rail- port Initiative includes several phases until objectives to the Strategy 2020 that way institutions. It included a 60% growth 2015 and includes the complete application sets three strategic objectives which deter- (since 1980) of the network length, with a of new and improved operations in sustainamine economic growth, a sustainable envi- high-speed network of around 17,000 km ble transport. Progressive changes in ADB’s ronment and regional integration. Accord- in construction. At a smaller scale, India in- transport portfolio will take place over the ing to the studies elaborated by the ADB vested in the extension of the network and next period including the significant extenInstitute, despite considerable investments, launch of reforms. Other developing coun- sion of urban and railway projects. By 2020, transport improvements have not kept up tries have also invested in the construction this segment will exceed loans granted to with the increase of demand and therefore, of new lines, but a large part of the railway road projects. transport has remained a critical obstacle network in the region has known a moMr. Balabhaskara Reddy Bathula, Senior for development. There are deficiencies in dest development. China’s experience has Transport Specialist Central and West Asia every subsector of transports, at each level shown that, depending on traffic, geography Department, Asian Development Bank has of the transport network as regards acces- and other factors, modern railway transport agreed to discuss with us about the impact sibility, the geographic coverage and inter- can play an important role in economic of the economic crisis on infrastructure Sustainable Transport modes, Initiative Operational Planand can have positive effects in poor connectivity24between transport growth projects, the financing criteria of infrastrucespecially in poorly developed regions. regions. Also, the experience of developing ture projects and the funds available for “Over the next years, freight and passenger member states indicates the fact that many these projects. of lending have for roads, although remaining a larger part of operations, by other transport transport will continue to increase faster overtaking railway companies struggled to adapt subsectors. Subsector shares within past transport lending the lending pipeline, and directional than the GDP, and Asia has to invest USD 8 to market conditions and considered that RailwayandPRO: The Asian Development for 2020, are shown in Figure 2. of reTrillion in infrastructure and an additional targets the modernisation and application Bank gets more and more involved in the USD 290 Billion in regional infrastruc- forms are difficult processes which deter- financing of railway infrastructure projects ture projects; overall, the annual average mined the limitation of the crediting scale. in the countries of Central Asia. What are for infrastructure investments (generally) Figure 2 Subsector Shares of ADB Transport Lending—Actual, Pipeline, and Target Subsector Shares of ADB Transport Lending—Actual, Pipeline, and Target amounts to USD 750 Billion. This requires assistance from the Asian infrastructure 100 fund to mobilize Asian and international funds and to prioritize, prepare and finance 90 regional infrastructure projects using the 80 banks”, shows the report Infrastructure for a Seamless Asia elaborated by the ADB In70 ADB plans to stitute. At the request of developing (member) 60 establish a its countries, ADB has gradually changed 50 focus in the transport Sustainable segment to extend the loan for urban and railway projects. 40 Transport The STI plan identifies several key crediting areas in order to intensify the support 30 Partnershipthese granted to sustainable infrastructure; key crediting areas include transport 20 Facility tourban provide investments, support in the development 10 of a transport with areduced carbon dioxmechanism ide emissions, as well as investments in the 0 forand partners cross-border transport logistics. to 2000–09 2010–12 2020 Regarding the railway transport segment, provide financing in contrast with the universal development Actual Pipeline STI Target of road transport,and railway transport,toespeexpertise cially in the Asian developing countries, has Urban Transport Air Water Rail Road support theforSTI seen its market share fall, except China, Source: ADB. STI = Sustainable Transport Initiative Source: ADB. STI = Sustainable Transport Initiative.
November 2013 | www.railwaypro.com
Sustainable Transport Partnership Facility
the criteria in selecting a railway project for financing? Reddy Bathula: In selecting a railway project for financing the proposed railway project should be included in the government’s priority program for development, the railway sector should be included as an ADB strategic intervention in the country reflected in the ADB’s country partnership strategy and listed in the ADB business plan for the country, and of course, it has to be technically and economically feasible, financially sustainable and socially and environmentally sustainable.
2010–2012 lending pipeline, projected transport lending is $3.4 billion per year. Most ADB transport lending has been for roads and, to a lesser extent, railways (Figure 1). ADB has an established competence for supporting roads, including in the fields of infrastructure Figure 1
Transport Lending (Public Lending Sector) (Public Sector) Transport 1970–2009
2010–2012
Water Transport 7%
Urban Transport 2%
Urban Transport 18% Air Transport 2% Water Transport 1%
Railways 15%
Railways 16% Roads 65%
Roads 74%
Source: ADB. Railway PRO: For the 45 ADB member no maximum threshold. states under development, the most recent Transport sector lending would be $1- 2 3 analysis of the bank billion year. Initial ideas for thedowngrades STI were discussedthe at theincrease ADB Transport Forum on Asiaper on the Move: Energy Efficient and Inclusive held in September 2008. The draft STI operational estimatesTransport, (in April, the bank estimated a plan was discussed at the 2nd ADB Transport Forum on Changing Course: Pathways to Sustainable Transport, held in May 2010. 6.7% growth for 2014 and in July, the Bank Railway PRO: How does ADB support the 4 doesprognosis not include support for urbanWhat transportisincluded broader urban development projects, strategies road reviewedThisthe to 6.4%). railwithin infrastructure development in improvements that were part of agriculture projects, or transport operations of the Private Sector Operations the impact of slowing down the economic Central Asia? In your opinion, what are the Department. perRailway 100,000 population in the latest year, with Malaysia moreon than half and Thailand also allocating financing toextended transportits network countries with the most comprising stratePRO: What is the maximum per- growth and Mongolia recording more than 20. which By contrast, significantly, projects? by 14.7% To in this the where ADB is involved, and how can thisperiod. end, India, what withgies, centage in the cost of a project can theinfrastructure number of fatalities in developed member economiesis the second biggestmethod network, in added to its rail route 2.6%.other states be stimulated to improve prognosis establishing the by the be covered by ADB? What does “an eligible averaged 6 (Table 5.3).financing criteria of Rail networks declined in several economies, including budget? their rail transport network and to help inproject”about mean in the :ĂƉĂŶ͕ <ĂnjĂŬŚƐƚĂŶ͕ WĂŬŝƐƚĂŶ͕ ĂŶĚ sŝĞƚ EĂŵ͘ crease economic growth in the region? ADB? The Asian Development Bank (ADB)percentRoad Safety Reddy Bathula: The economic slowing Reddy Bathula: The maximum Reddy Bathula: ADB’s support to deveAction Plan 2012 notes that high can fatality rate is thedown will Japan had the highest density in 2011,lopment with age in the project costthe ADB finance likely reduce therailgovernment projects in its developing member result of underdeveloped road networks, mixed traffic,spending 55 kilometers of railway per thousand square varies. For example, ADB can finance 80% including the development budg-kilometers countries starts from policy dialogue which limited of traffic engineering of land area (Table of the availability project cost for loans and 98%expertise, for et. Depending on 5.4). the country’s develo- is eventually to agree on the ADB’s strategic governance and rapid in motorcycles grants to issues, Afghanistan. Inincreases Azerbaijan, ADB pment strategy, it may attract external fund- direction, assistance modality, and priority džƉĂŶƐŝŽŶ ŽĨ ŝŶĚƵƐƚƌLJ ĂŶĚ ĞůĞĐƚƌŝĨŝĐĂƚŝŽŶ ŽĨ ŚŽƵƐĞŚŽůĚƐ and theprovide rest of the vehicle fleet. Moreover, deathsing (borrowing) may 80% of the project cost.road As for or invite private sector to projects for ADB financing. an concentrated eligible project, it must meet the above infrastructure projects. The Bank’sOutputADB ƐƉƵƌƌĞĚ ŚƵŐĞ ĚĞŵĂŶĚ ĨŽƌ ĞůĞĐƚƌŝĐŝƚLJ. of support starts with providing techare among poorer households, whichfinance criteria. allocation for lending its develnical assistance (TA) for project develoelectricity in the PRC rose by to 210% to 4,208 billion have fewer resources to draw on in times of emergencymaximum member countries pment, capacity/institutional development, kilowatt hours between(DMCs) 2000 anddoes 2010not and power or income loss. The ADB plan quoted estimates thatoping PRO: When an already financed on thethere country’s growth. production exceedseconomic the combined total of theand nextto facilitate enabling environment/regtheRailway cost to developing member economies from roaddepend project in is not according thegrossEvery year, the ƌĞŐŝŽŶĂů Bank sets maximum allocaplans etc., so that project ŶŝŶĞ ďŝŐŐĞƐƚ ƉƌŽĚƵĐĞƌƐ ;&ŝŐƵƌĞ ϱ͘ϲͿ͘ sŝĞƚulations/business EĂŵ accidents 2007completed was about 2% of their to total criteria product, (established by theeach bank tionboosted for financial assistance based theyears,development options will be generated and power output by 257% over on the 10 but, domestic or $96 billion year.and the beneficiary) what is the method for negotia- country’s economic level. The actual prioritized.The countries having strategies, as in some other economies, it still faces alloshortages. tionMeasures and revision of financing between the cation however is to be agreed individually where ADB involved are Afghanistan, Pakiincluding safer road construction, parties? stan, Uzbekistan, Turkmenistan, and ADB is better protection for pedestrians, stricter enforcementbetween the Bank and the DMCs on yearly maysafety be incomtrying to support railway infrastructure deof Reddy traffic Bathula: regulations,A project and road educationbasis. Figure 5.6 Top 10 electricity producers, Asia and the Pacific, 2010 plete for various If a project velopment in Tajikistan, Azerbaijan through can sharply reduce reasons. road deaths. Nearly canhalf the 4,500 be completed duehave to cost overrun, the per Railway initiation of TA’s. 32not economies with data reduced fatalities 4,000PRO: In the allocated finances, solutions may be providing loan Fordoes the3,500ADB consider regional impact 100,000 population since 2000,additional often sharply. or reduced scope. If aRepublic projectofcanin establishing performing and example, threeproject economies—the Korea;projects 3,000 not be completed on scheduletheir because network in Asia? Or any eligible Taipei,China; and Thailand—lowered fatalityofratesefficient 2,500 На 2014 - 2020, Азиатский unforeseen technical problems project can 2,000 be financed irrespective of its bythe at least 40% between 2000 and 2010. during Банк Развития повышает execution, ADB may consider time exten- regional1,500 impact? квоту финансирования sion. In any ĂƌĞ case,ĐŽŶĐĞŶƚƌĂƚĞĚ the borrower should jusReddy1,000 Bathula: ADB may finance any viaZĂŝů ŶĞƚǁŽƌŬƐ ŝŶ ƚŚƌĞĞ ĞĐŽŶŽŵŝĞƐ tify the proposed solutions and should keep ble project with strong development impact железнодорожных проектов 500 ŝŶ ƐŝĂ ĂŶĚ ƚŚĞ WĂĐŝĨŝĐͶƚŚĞ WZ ͕ /ŶĚŝĂ͕ ĂŶĚ :ĂƉĂŶ the project economicalin both government priorities, 0 (Figure 5.5). remains The PRC technically, invested heavily in railways,and included ly, financially, socially, andbyenvironmentally Азиатский Банк Развития активно extending its total rail route 24.1% between 1990and ADB’s strategic direction and business viable. поддерживает проекты осуществления and 2011. Taipei,China expanded its rail system byplan. Regional impact projects will have priority транспортной инфраструктуры и in both financing as well as implementing предоставления услуг в странах – Percentage of rail networks in Asia and the 2000 2010 Figure 5.5 Percentage of rail networks in on ground. However, any eligible project участников, поддерживая развития Pacific , latest yearyear kWh = kilowatt-hour. Asia and the Pacific, latest Source: Development Onlineproject (World Bank 2013). can also beWorldtaken upIndicators if that is identiдолговременной, доступной, надёжной fied in the country operations business plan и высококачественной транспортной Indonesia Others 2 (COBP) agreed. системы, которая также приведёт к 10 tra lia on es ia Th ail an d M ala ys ia Vie tN am
Au s
Ind
f
ina
.o
Ch
ep
ei,
,R
Ta ip
n
ia
Ind
ea
Ko r
.o
pa
ep
's R
ple
,P eo
ina
Ja
f
Billion kWh
Railway PRO: Are there differences of criteria in the financing of a railway (domestic) project and of a (local) rail public trans<ĞLJ /ŶĚŝĐĂƚŽƌƐ ĨŽƌ ƐŝĂ ĂŶĚ ƚŚĞ WĂĐŝĮĐ ϮϬϭϯ port? Reddy Bathula: No, there are no major differences.
Ch
288
enabling economic development and 40 POLICIES & STRATEGIES poverty reduction
Korea, Rep. of 2 Uzbekistan 2 Thailand 2 Pakistan 4 Australia 4
China, People's Rep. of 30
Kazakhstan 6 Japan 9
Source: Asian Source: Table 5.4. Development Bank
www.railwaypro.com | November 2013
India 29
снижению негативного воздействия над WĞƌ ĐĂƉŝƚĂ ĞůĞĐƚƌŝĐŝƚLJ ĐŽŶƐƵŵƉƚŝŽŶ ƌŽƐĞ ďLJ Ăƚ ůĞĂƐƚ Railway PRO: What is the total amount окружающей средой. Для получения ϮϬϬй ŝŶ ϭϭ ĞĐŽŶŽŵŝĞƐ ďĞƚǁĞĞŶ ϭϵϵϬ ĂŶĚ ϮϬϭϬ allocated ADB to the railway in более подробных информаций в связи с (Figureby5.7). Consumption levelssector in higher-income Central Asia in the past 5 years? Is there a фондами и условиями АБР economies such as the Republic of Korea stillналичными far maximum threshold for 2014-2020? для финансирования инфраструктурных outstrip those for lower-income economies, suggesting Reddy Bathula: About 5-10% of total проектов, мы провели интервью с that the latter will continue to experience rapid growth transport lending for Central Asia – for last господином Балабашкара Редди Батула, in demand. Large price increases for power in some 5 years and about 20% of total transport Специалист по Транспорту – Департамент ĞŶƚƌĂů ĂŶĚ tĞƐƚ ƐŝĂŶ ĞĐŽŶŽŵŝĞƐ ůĞĚ ƚŽ Ă ƌĞĚƵĐƚŝŽŶ ŝŶ lending – for 2014-2020. However, there is АБР по Центральной и Западной Азии. per capita consumption since 1990.
41
POLICIES & STRATEGIES
CIM/SMGS: a high level of legal safety for all freight traffic participants [ by Elena Ilie ]
Long-distance transport using the common CIM/SMGS consignment note is more and more attractive, especially due to the reduced time spent in traffic and environment protection reasons, as well as the contractual responsibility for the shipped cargo.
S
hipping freight by railways between using the CIM/SMGS consignment note. Europe, Russia and Asia has a sig- Taking this opportunity, RZD has once nificant transport potential. Howev- again expressed interest in developing pilot er, only 1% of this potential is exploited at projects jointly with its partners German present, says the International Rail Trans- Railways (DB) and Polish rail freight operaport Committee (CIT). tor, PKP Cargo. The pilot projects would be Cesare Brand, CIT’s Secretary General, carried out based on a gradual procedure who attended the Railway Days Summit that would include the transport of loaded organized by Club Feroviar and the Roma- cars on the above-mentioned route. nian Railway Industry Association (AIF) in To that end, CIT and the Organisation for October in Bucharest, underlined the im- Co-operation between Railways (OSJD) portance of extending the use of the CIM/ published at the beginning of October the SMGS consignment note to facilitate and technical and legal specifications adapted develop railway connections in the Eura- and updated for the CIM/SMGS consignsian platform. ment note. Thus, the latest newsletter of CIT informs DB Schenker Rail Germania announced us that the CIM/SMGS consignment note that, by the end of 2013 they would anaenables key transport between China and lyse, next to Belarus Railways and Russian Europe in 16-18 days, twice faster than by Railways, the possibility of introducing sea. the CIM/SMGS as part of the Trans EuraThe CIM/SMGS Legal Group and Experts sia Logistic (TEL) project for the goods Group reunited in September and Russian shipped to Kunzevo II. Railways (RZD) representatives underlined According to available 2012 data delivered The context: the CIM and SMGS rules in the wider black sea the available technical opportunities for the by CIT and OSJD members, published on area of unloaded freight cars on the CIT’s web page, the use of the CIM/SMGS transport railway-maritime route Ust-Luga - Sassnitz, consignment note exceeds 85% for railway
container transport and amounts to 18% for single-wagon transport. At present, the CIM/SMGS consignment note is used for over 50 traffic flows on four of the TEN-T corridors. Three quarters of this traffic rely on containers and less than 5% of single-wagon transport plays a minor role. The use of the CIM/SMGS consignment note reduces necessary time by around 40 minutes per wagon or eight to ten hours per total transit. Eliminating the separate transcription of CIM and SMGS consignment notes saves around EUR 40 per load. North – west Black sea region North – south and east – south and east North ––south and east –
west Black sea region Odesa Kavkaz
Constanza Varna Poti
Samsun
Derince
Bat’umi
: Existing rail-sea lines : future possible rail-sea lines
CIM and SMGS rules in the wider black sea area
Source: CIT, Cesare Brand 13/11/2013
ЦИМ/СМГС: Высокий уровень юридической безопасности для всех участников грузовых перевозок Дальнее сообщение при использовании единой накладной ЦИМ/СМГС становится всё более привлекательным, в основном, на основании сокращения времени транспортировки, мер защиты окружающей среды и договорной обязанности за грузы.
SMGS CIM CIM + SMGS
Source: CIT, Cesare Brand 12/11/2013
1
November 2013 | www.railwaypro.com
1
42 POLICIES & STRATEGIES
Eastern Partnership: focus on cross-border transport connections [ by Elena Ilie ]
EU and Eastern Partnership transport ministers met in Luxembourg this autumn to assess current progress and endorse the next steps for improving transport connections.
Transport cooperation with the Eastern Partnership countries is essential for increasing trade links and bringing the eastern and western halves of the European continent closer together. The EU’s focus is on helping the partner countries to converge with EU rules in all transport modes, as well as on improving transport infrastructure and connections between the EU and its closest neighbours. Harmonization with the EU legislation and gradual market integration are included in the objectives. The partner countries
Eastern Partnership member states
Source: www.sciencespo.fr
T
he EU has launched a range of flagship initiatives since the creation of the Eastern Partnership, whose member states are Armenia, Azerbaijan, Belarus, Georgia, Republic of Moldova and Ukraine, which are regularly discussed within the relevant multilateral platform. An assessment of them will be conducted in this period and the EU will reflect on possible new flagship initiatives in the run up to the next Eastern Partnership Summit, in the framework of programming for the 2014-2020 programming period to be implemented from 2014. As a next step, the Eastern Partnership Summit to be held in Vilnius on 28 and 29 November 2013 is expected to endorse some concrete and achievable targets resulting from transport cooperation. Following the summit, the Eastern Partnership Transport Panel will oversee continuing technical cooperation to advance regulatory convergence and the implementation of specific projects.
have started reforms to align their transport systems with EU transport standards. The association agreements that the EU has negotiated with several partner countries envisage more regulatory convergence in transport. Partner countries have agreed on priority connections in road, railway, air and sea transport in the Eastern Partnership region. Most importantly, this network connects with the trans-European transport network (TEN-T) and will serve as guidance for future investments. The upgrade of the railway line between Georgia and Azerbaijan is among those which partner countries have identified as priorities for improving connections with the EU and within the region. These
projects could benefit from financing under existing EU funds and loans from international financial institutions. The EU promises to facilitate partner countries’ participation in the work of EU agencies and the EU programmes which are open to them on the basis of the relevant Communication of the Commission. By the end of 2013, protocols allowing further Eastern Partnership countries to participate in EU programmes will have been negotiated based on mutual agreement. While transport sector reforms covering all transport modes have been started, they are far from complete. Most countries are gradually aligning with EU transport standards. A high level of transport safety, security and social standards is crucial for closer integration of the partner countries in the EU’s transport system.
Восточное Партнёрство: акцент на межграничные транспортные связи
Source: wikimedia.org
www.railwaypro.com | November 2013
Министры транспорта Европейского Союза и министры Восточного Партнёрства провели встречу этой осенью, с целью оценить текущие результаты и одобрить следующие этапы, связанные с улучшением транспортных связей.
Market development 43
Infrastructure development to consolidate the position of Bar Port in the regional transport system [ by Pamela Luică ]
As the only commercial port in Montenegro (95% of maritime transport), thanks to the infrastructure extension and development programme, but also due to the regional statute and to the development of the “Motorways of the Sea” (MoS), Bar Port can become the main hub for the transport flows to and from the Black Sea. As modern port, it is well-known for its transhipment capacity of all categories of freight which offers continuous development opportunities for combined transport and connections in the region, due to the hinterland infrastructure. To consolidate its position in the transport system of the region, the port plans to launch projects for the reconstruction of the infrastructure of existing terminals that will continuously stimulate traffic development.
I
n developing the MoS, apart from the the construction of other transport connecfavourable geographical position and tions so as to increase capacity and traffic infrastructure capacity, a key element flow”, declared Deda Djelovic, Director of which provides a high level of competitive- the Development Department, Port of Bar, ness is the connection of the port to the during the Railway Days 2013 Summit. railway network. Strategic activities and Under the national and regional projects, priority projects are directed to the recon- the development of the port includes the struction and modernisation of main lines, reconstruction and modernisation of Barespecially of the line Bar-Serbian border, Belgrade line, the construction of intermoand represent an advantage because they dal terminals in main stations and developprovide the shortest route to Serbia, Hun- ment of maritime connections. “The project gary, Romania, as well as other countries. on the modernisation and reconstruction The general aim of the projects is to create of Bar-Belgrade line is extremely important, a much more competitive position in the as well as the construction of intermodal transport market. The long-term sustaina- terminals in Bar Podgorica and Bijelo Polje ble development will mainly depend on the and the development of short connections dynamics and connection of Montenegro’s to the Adriatic Sea ports”. Railway 2013 transport system and TEN-T. Bar-Belgrade line hasDays strategic impor“The Port of Bar (Montenegro), as central tance for the transport system in Monteneport of the country which ensures the traf- gro providing connection between Vrbnica fic of of maritime has a high (north), Bar (south) and the economic and BAR – A95% NODE OFtransport, TRANSPORT FLOWS potential for increasing the capacity and administrative centres Bijelo Polje, Mojko–infrastructure an general overview ROM ROMANIA the development of in order vac, Kolašin, Podgorica and Bar, with direct to gain regional importance. Thus, prio- connection to Nikšić. The line has a capacirity projects concern the modernisation of ty of around 1.8 million tonnes per year and infrastructure and existing terminals and “we can say that, under the circumstances,
the line permits the significant growth of the freight flow intensity”. According to the Urban Plan, a surface of 350 hectares is available for the development of the port; the plan includes the construction of several terminals, the development of a terminal for liquid bulk by building Bigovica facilities (capacity of 250,000 cube metres), the development of a dry bulk terminal, the extension of operational surfaces by another 400 metres, the construction of necessary storage facilities and the optimisation of freight handling technologies. A terminal for cereals will also be constructed with a capacity of 30,000 tonnes for which there is partial infrastructure. “Currently, there is a development potential of the freight flow in the Port of Bar, including its transport to the Black Sea countries, but it is necessary to set up and to develop joint activities to the interest of all parties. We will try to implement projects to consolidate the position and competitiveness of the port in the regional transport system”, added Deda Djelovic.
riate
Развитие инфраструктуры стабилизирует позицию Порта Бар в региональной транспортной системе
to nt of
e f Bar -t d X),
n a,
013
The Port of Bar
Source: www.lukabar.m
Единственный торговый порт Черногория (обеспечивая 95% морского транспорта), Порт Бар сможет оказаться главной точкой транспортного потока по оси Чёрного Моря, на основе программы развития инфраструктуры и программы “Морские Магистрали”, но и благодаря своему региональному статусу. Главные проекты развития порта основаны на модернизацию инфраструктуры и существующих терминалов, а также, на строительство новых транспортных связей для роста пропускной способности и транспортного потока. November 2013 | www.railwaypro.com
44 POLICIES & STRATEGIES
EUR 23 Billion for Romania, through European Structural and Investment Funds 2014-2020 [ by Pamela Luică ]
Romania could benefit from funds worth EUR 23 Billion through European Structural and Investment Funds 2014-2020 (ESI), the financing priority is to build on the accessibility of the growth poles on the internal market by investing in the TEN-T network.
A
mong the projects that could receive ESI financing there are railway system efficiency, modernization of main lines, including ERTMS investments and modernization of railway companies, granting support to other transport modes and interconnection points, especially in order to promote Danube transport. “In the programming period 2014-2020, Romania could dispose of European Structural and Investment Funds (ESI) worth EUR 23 Billion. The financing priority is to build on the accessibility of the growth poles on the internal market by investing in the TEN-T network. It is also necessary to set the Transport Master Plan, strategy elaborated by Romania, but we have to clearly identify the most efficient method of using the money”, declared Anton Schrag, Deputy Head of Unit for Romania, Directorate-General for Regional and Urban Policy, European Commission, during the Railway Days 2013 – Wider Black Sea Area Railway Summit. The representative of DG REGIO said
that there are many funds for railway transport, but projects have to be viable and well-developed. Also, the transport master plan needs political support for long-term budget allocation efforts, the transport sector status quo, including a clear picture of the governance efficiency of this segment, the construction of a traffic pattern based on an “origin-destination” matrix, commitment on future economic needs, the TEN-T network and also, a list of potential projects as outcome of the pattern. Moreover, it is vital to prioritize future projects based on economic realities and affiliation to the TEN-T core network. The cohesion policy promotes and supports the transport sector in Romania and neighbouring countries, but “reliable and feasible projects need financing. Transport projects will receive more funds thanks to the different European programmes, but we have to be aware that only those able to prove their reliability and their contribution to developing a performing European network will receive important financing. Corridor IV – 1364 km Corridor IX – 551 km
However, the implication of member states and of governments is also necessary so as to benefit from these funds”, explained Schrag. Following the negotiations with the EC and member states representatives, it has been agreed on the transfer of EUR 10 Billion from the Cohesion Fund to the Connecting Europe Facility, in order to accelerate the process of developing the priority transport corridors located on the TEN-T core network. The EUR 10 Billion is dedicated to member states subject to the cohesion policy and Romania’s share is of around EUR 1.3 Billion for development of projects on the two corridors which cross Romania and are part of EU’s priority development directions, the Rhine-Danube Corridor and Orient/East-Mediterranean Corridor. One of the projects to receive financing within this programme is the rehabilitation of Craiova-Calafat railway, providing connection to Calafat-Vidin Bridge, as integrating part of the Orient/East-Mediterranean Corridor defined by the CEF regulation. The feasibility study was completed in 2012 and the total cost of the project amounts to EUR 400 Million. The rest of the sum, up to EUR 1.3 Billion, will be mainly dedicated to the modernisation of the 16 maritime and Danube ports.
23 миллиардов евро для Румынии от Структурных и Инвестиционных Фондов Европейского Союза 20142020
4
Source: CFR SA
www.railwaypro.com | November 2013
Структурные и Инвестиционные Фонды Европейского Союза 2014-2020 предоставляют Румынии возможность воспользоваться финансовыми средствами 23 миллиардов евро; приоритетом финансирования является предоставление кадра для развития полюсов роста внутреннего рынка, путём инвестиций в сеть TEN-T.
POLICIES & STRATEGIES
45
Bulgaria has to rethink methods of approaching railway projects [ by Pamela Luică ]
Bulgaria’s long-term plan on rail infrastructure development includes the construction and modernization of the entire corridor on the east-west axis, as well as the rehabilitation of other railway lines that are important for domestic and international traffic.
A
ccording to estimates, by 2020, traf- of the infrastructure construction and mofic on the railway network will focus dernisation and the measures necessary for on the routes Dragoman-Burgas, the construction of the GSM-R network on Karnobat-Sindel, Dragoman-Svilengrad, all railway lines in Bulgaria will be adopted. Ruse-Varna, Vidin-Kulata, Sofia-Varna and Priority investments will focus on TEN-T Ruse-Stara Zagora. “This transport mode corridors (in Bulgaria) to increase the quality continues to be preferred (particularly the of transport and interoperability. As part of destinations Sofia-Varna and Sofia-Burgas) the complementariness with other national because of the overload of the road infra- financing instruments, EU and EIB, through structure, high fuel costs, environmental the Connecting Europe Facility, Bulgaria protection policy and safety. The improve- plans to implement transport, energy and ment of the railway infrastructure in the IT projects worth over EUR 2.3 Billion. For coming years will stimulate an increase in the the transport infrastructure, the authorities volume of the rail freight traffic and passen- have prepared projects worth EUR 750 Milger services on domestic and international lion, among which the modernisation of Viroutes. The underfunding and inefficiency din – Medkovets section, part of Vidin-Sofia of maintenance costs remain a challenge.”, line and the railway connection between the states Bulgaria’s Partnership Agreement ports of Ruse and Varna. which highlights the support of Structural The modernisation and development of and Investment European Funds for 2014- the railway network in Bulgaria needs a new 2020. approach for the integration in the European It will be crucial to ensure the continuity of transport system. “Railway transport in Bulinvestments in the given timeframe to gua- garia has to reorient its philosophy and to rantee the finalization of the projects that are develop a new approach; if not, traffic will in development and which permit the con- fall constantly. Currently, the market share of struction of the core networks and of cross- this transport mode in Bulgaria is of 10-15% Appendix I.12. SECTOR: TRANSPORT border connections within TEN-T. Also, the and if projects are not implemented, and the PRIORITY PUBLIC SECTOR PROJECTS RAILWAY, WATER AND AIR TRANSPORT ERTMS system will be implemented as part political class doesn’t adopt measures to enBucharest
Slatina
Krayova
courage and promote railway transport, it will fall. Railway transport has to be thought as part of the entire transport system, not separately; the integration of this transport mode into the transport system and the promotion of railway transport are the main growth and development factors of the sector”, declared Simeon Ananiev Chairman - Association of Bulgarian Railway Carriers and Intermodal Operators (ABZHP), during the Railway Days 2013 Summit, organised by Club Feroviar and AIF. Also, he said that projects had to be developed through the implication of several countries, as the development of traffic also needs access to foreign markets. “A low rail transport share is not something specific to Bulgaria; Romania is facing the same problem as well. In our country, this segment has known a dramatic fall compared to the previous year and the market share has shrunk by 20%. Every country in Europe believes that the increase of the freight flow needs transport infrastructure, terminals etc., but we have these assets and the transport is falling nonetheless. It is obvious that we need another approach and we need to rethink our whole system”, explained Ananiev.
Bregovo Novo selo
Vidin
Boynitsa
Zaychar
Kula Gramada
Kalarash Silistra
T T T Kalafat ÔÊ Lom T
Tutrakan T
Gyurgevo
Makresh Dimovo
Belogradchik Ruzhintsi
T
T
Miziya
Belene
T Svishtov
Montana
Iskar
Opaka
Pleven
Pordim
Kaspichan
Strazhitsa
Godech
Suhindol
Lovech
Ugarchin
Antonovo
Yablanitsa
Shumen
Targovishte Omurtag
Smyadovo
Dalgopol
Aksakovo ÔÊ T ÊT T Varna MT TOMT
Beloslav Avren
Zlataritsa Dryanovo Troyan
Elena
Etropole
Bozhutrishte
ÈÌÒ Pernik
Ruen
Anton
Sofia
Mirkovo
Pirdop Tvarditsa Gurkovo
Karlovo
Chavdar
Kazanlak Pavel banya
Koprivshtitsa
Radomir
Panagyurishte Streltcha
Zemen
Maglizh
Sungurlare
Sliven
Nessebar Pomorie
Hisarya
Kameno
Yambol
Stara Zagora
Ihtiman
T
Burgas Sozopol
Bobovdol
Kyustendil
Samokov
Nevestino
Sapareva banya Dupnitsa
Lesichovo
Kaloyanovo
Kostenets Dolna banya
Pazardzhik
Blagoevgrad
Yakoruda
Tsarevo Galabovo Parvomay
Velingrad
Belitsa
Rakitovo
Razlog
Peshtera Krichim Bratsigovo
Kuklen
Elhovo
Simeonovgrad Malko Tarnovo
Haskovo Mineralni bani
Harmanli Lyubimets
Laki Devin Borino
Chernoochene
Chepelare
Strumyani
Stambolovo Svilengrad
Odrin
Kardzhali
Garmen Satovcha
Dospat
Banite
Smolyan
Gotse Delchev Hadzhidimovo Petrich
Madan Rudozem
Bolyarovo
Topolovgrad
Dimitrovgrad
Asenovgrad
Batak
Bansko Kresna
Sandanski
Primorsko
Opan
Chirpan
ÆÏ Plovdiv Sadovo
Stamboliyski
Kocherinovo
Sredets
Radnevo
Rakovski
Septemvri
Rila
Simitli
Brezovo Stamboliyski
Saedinenie
Belovo Boboshevo
Aytos Karnobat
Straldzha
Nikolaevo
Nova Zagora
Kriva palanka
Byala
Kotel
Gabrovo
Apriltsi
ÆÏ
Breznik
Varbitsa
Teteven
Pravets
Kostinbrod
Treklyano Kovachevtsi
Dolni chiflik
Sevlievo Botevgrad
Slivnitsa
Kavarna
Svilengrad
Dzhebel Nedelino
Ivaylovgrad Krumovgrad
Zlatograd
Strumitsa
FOR THE PERIOD 2005 - 2009 PROPOSED FOR CONCESSION FOR THE PERIOD 2009 - 2015 AIRPORT RESTORATION OF THE DESIGNED PARAMETERS T PORT TERMINAL OFLozengrad A RAILWAY LINE ÔT FERRY-BOAT TERMINAL RECONSTRUCTION AND ELECTRIFICATION ÊT CONTAINER TERMINAL RENOVATION TO HAZARDOUS CARGO TERMINAL OF A RAILWAY LINE MODERNIZATION ÔÊ FERRY - BOAT COMPLEX OF A RAILWAY LINE ÏT PASSENGER TERMINAL DEVELOPMENT OF SOFIA AIRPORT
Kirkovo
NEW BRIDGE VIDIN - KALAFAT
Komotini
Source: www.mtitc.government.bg
Болгария должна возобновить свой подход к железнодорожным проектам
Devnya Provadiya
Veliki Preslav
Gorna Oryahovitsa
Veliko Tarnovo
Svoge
Dragoman Tran
T
Suvorovo Vetrino
Pavlikeni
Roman
Novo pazar
Loznitsa
Popovo
Letnitsa
Lukovit
Varshets Mezdra
Shabla
Bachik
Valchi dol
Hitrino
Polski Trambesh
Levski
Cherven Bryag
Vratsa
Dobrich
Nikola Kozlevo
Samuil
Razgrad
Byala Dolni Dabnik
General Toshevo Kaolinovo
Venets
Dolna Mitropoliya
Krivodol
Berkovitsa
Pirot
Krushari
Isperih
Tsar Kaloyan Dve mogili Tsenovo
Knezha Byala Borovan Slatina
Vetovo
Ivanovo
Gulyantsi
Hairedin Boychinovtsi
Georgi Damyanovo
Dulovo Tervel
Chuprene
Chiprovtsi
Kubrat Zavet
Nikopol
Yakimovo
Metkovets
ÔT T T T ÈÌÒ
Oriahovo
Valchedram
Konstantsa
Kaynardzha Alfatar
Glavinitsa
Ruse
Alexandria
Kozloduy Brusartsi
Slivo pole
T ÏTÔT
Sitovo
EXTENSION OF PORT OF BURGAS
MT
MULTIPURPOSE TERMINAL
ÆÏ ÈÌÒ
RAILWAY STATION INTERMODAL TERMINAL
Долгосрочное развитие железнодорожной инфраструктуры Болгарии направлено на строительство и модернизацию всего коридора восточнозападной оси, и на реабилитацию других железнодорожных путей, играющих важную роль во внутреннем и внешнем движении. На протяжении 2014-2020, будет необходимо обеспечить непрерывность инвестиций, для гарантии завершения проектов, находящихся в строительной стадии, которые позволят построить центральную сеть и межграничные связи в рамках сети TEN-T. November 2013 | www.railwaypro.com
4. The State support is expected to be mainly oriented toward supporting Market development & STRATEGIES investments, and less toward financing railway operating costs. The period of post-EU 46 POLICIES accession is going to present the railway sector with unique opportunities to modernize its key international corridors—given the approximately EUR 2 billion in funding that will be available through the EU. However, this will require counterpart funding from the Government that is beyond the current level of State support, and which may amount to nearly EUR 615 million during the financing period of 2014-2020. This will mean that appropriate control of revenue, expenditures and subsidies of the system will be even more Pamela Luică ] essential than in the current situation, if this opportunity is to be[ by seized. Any additional transformational program that would enhance the sector infrastructure—such as those In the transport sector, Croatia’s accession to the EU has international determined the authorities to reform and very substantial sometimes proposed by private operators—would also require rethink the transport system,public with special focus on railway transport, and in order to benefit from the network. The funding or guarantees, and an appropriate linkage with the existing future financial support of the EU, they have to provide the right administrative capacity to manage funds before and figure below depicts the past and expected future investments in infrastructure and elaborate viable projects. Thus, as of the second half of the year, Croatia is eligible for structural and after accession. The amount of counterpart funds for EU Funds in 2016 is estimated to reach cohesion funds and EC approved investment plans for the cohesion policy worth EUR 449.4 Million. at least EUR 65 million—higher than the total investments for 2012.
Croatia: EUR 2.5 Billion railway projects
F
Overview of Past and Expected Future State Contribution to Infrastructure or Croatia, integration into the Eu(in HRK thousands) ropean railway system brings challenges related to the modernisation 3499 of infrastructure, the implementation of the restructuring plan and the adoption of additional measures, imposed by the Fourth Railway Package and the EU Strategy 2020. Croatia will also create new opportunities 2244 related to the rationalisation of the sector and structural reforms, the business opportunities being high as a consequence of 874 874 874 767.7 776 573.2 market liberalisation. 518.8 608.9 529.5 539 434.4 The availability of European funds and the 251.2 657 EU priority for the railway sector, as well as 508 348 the improvement of railway competitive2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 become opportunities Croatian The ness Government needs for to the decide how much public investment is affordable in sector. State contribution toScenario infrastructure ailway railway sector, how itestimated wants that to subsidize the sector. The Historical Recommended Projected State contribution to infrastructure (WB) Croatian and authorities the State contribution infrastructure (HZ) loped byrailway the Bank manages maintain public spending atProjected current levels,towhereas sector Team will benefit from to massive investments by 2020 which will determine Restructuring Plan that was adopted by the Government in 2012 involves much more the formation of a continuous investment Grcic. maintain the railway system to the current Source: WB calculations, HŽ Holding ding andflow, liabilities—as illustrated by the graph Apart investments, from investment rolling The below. aim of railway which in according to Deputy Prime Minister situation of which EUR 55 Million for infraneedpublic to amount to HRK 40the Billion (EUR should Branko Grcic. structurebe maintenance, EUR 30 Million for s for freight traffic (which cannot receive funding), priority 5.2 Billion) byto2020, was to optimise the freight are cost of strategic interest for the investments rolling stock and EUR 45 Million for taining government a“Railways focus on cutting, limiting EU funds counterpart funding, and this can be proved by quality of infrastructure so as to allow trains passenger rolling stock. ensuringunderway continuity of the most atcritical infrastructure. Any stepkm/h up inforinvestment should to reach speeds of 120 freight projects estimated EUR 2.5 The European funds (EUR 2.4 Billion and of 160 km/h passenger Billion. projects represent foun- transport for theifCroatian transport sector in 2014ontingent uponThese improvements in the efficiency. The Government alsoforneeds to 2decide it of a new development cycle next to transport. “The priority of these invest- 2020) will ensure most of the railway fis to: (i)dation subsidize track access charges (TACs), which would attract more traffic, but other projects priced at EUR 400 Million, ments is to ensure the quality of infrastruc- nancing, being allocated only for the core require some higher subsidy levels HŽ Infrastructure; or (ii) keep the price in for the rolling stock dedicated ture on the pan-European corridors 5b andof access already finalized, othersfor in preparanetwork and declared Minister of Transporttransport Sinisa tosubsidy tionactual or in negotiation. Railwaywould projects mean will 10”, passenger transport. The World Bank Reon to its cost, which increasing the passenger mostly be financed with European funds Hajdas Doncic. port recommends the government to limit gh Public Contracts (PSCs). According to World Bank, Croatian Rail- public investments in this sector to co-fiand Service the state can borrow a small amount to cover the need for investments”, declared ways will need EUR 130 Million/year to nancing projects with European funds, core infrastructure and rolling stock for freight transport. Difference between World Bank and HŽ levels of public funding to the railway sector needed during the period of 2012-2016 (in HRK thousands) 3656 3048 2627
3038
2697
2494
2552
2464 2430
1612
2012
2013
Total subsidies, capital and interest (HZ)
2014
2015
Source: HŽ Holding, WB calculations
Source: HŽ Holding, WB calculations
www.railwaypro.com | November 2013
2016
Total subsidies, capital and interest (WB)
Хорватия: железнодорожные проекты стоимостью 2.5 млрд. евро Власти Хорватии оценивают, что до 2020 года, в железнодорожный сектор будут вложены массивные инвестиции, способствующие формированию непрерывного потока капиталовложений, цель которых состоит в модернизации железнодорожной инфраструктуры и общей системы. Для властей, железные дороги представляют стратегический интерес, факт который может быть подтверждён разрабатываемыми проектами, стоимостью 2.5 млрд. евро.
Market development 47
Hungary wants to meet new rail transport trends [ by Pamela Luică ]
The Hungarian Railway Transport Association, Hungrail, which also includes Romania, is now developing its regional and international strategy which includes identifying the railway problems and challenges and elaborating a coherent approach.
Strengthening our international presence
F
HUNGRAIL’s international strategy - 2013
or the development of Hungary’s railway system, MÁV Group needs to change its organisation. “With a completely new organisational structure, MÁV Group will have three main pillars: a joint company of MÁV-START, MÁV-TRAKCIÓ and MÁV-GÉPÉSZET, set up in January 2014, the infrastructure company and the Central Background Services Company responsible with the management of the entire group. In the future, the stress will fall on passenger transport and infrastructure as main income sources that will be consolidated to increase the customer’s satisfaction”, declared Ilona Dávid, CEO of MÁV. As regards the infrastructure services, “the largest customer of MÁV Group is Rail Cargo Hungaria Co, whose activity and market presence have a significant impact over the national and neighbouring railway systems. It is essential to have national contracts in order to have a predictable transport. We have to be open to private operators because it is our only change to recover the lost market. Also, Hungrail plays a major role in eliminating problems at border crossings”, believes 9 Imre Kovács, CEO of Rail Cargo Hungaria Co. An important factor for an efficient transport that would create conditions favourable to the growth of the railway transport market share is the interface between railway companies and the government’s activities, the
Market situation Market situation changed changed 2007-2012 Number of infrastructure users
Source: HUNGRAIL
HUNGRAIL’s international strategy STRENGTHENING REGIONAL PRESENCE Target markets: partner organizations of Ukraine, Romania, Austria etc., facilitating information exchange and advocacy.
STRENGTHENING EU RELATIONS In agreed topics coordinated by the Ministry of National Development, involving Ministry of Foreign Affairs and National Transport Authority. Focus on priority issues through our international memberships (CER, UIC)
INTERNATIONAL REPRESENTATION (WHEN AUTHORIZED) If burdened companies and organizations are unable to effectively perform their international representation HUNGRAIL could be able to provide it through delegations (eg. in ERA)
Railway Development Plan, and the elaboration of a new railway law. All these aspects are making railway companies renew their operations in EU member states, a triggering factor being the development of the TEN-T network that could take place thanks to project investments. These developments have a relatively low source, but the intention of the Ministry is to significantly optimise competitiveness in railway transport, explained János Kerékgyártó, Head of Transport Department, and Gábor Rácz, Head of 2007-2012 Rail Transport Department, Ministry of National Development. 32 companies that follows: AWT Rail, Bobo , regional and inBSSAccording 2000., CER Hungary, to Floyd,Hungrail’s G&G, GYSEV , GYSEV Cargo, Kárpát Vasút , Logistic Center Hungaria, LTE, MASPED Rail Cargo, MÁV ternational strategy, the conference has also Fkg, MÁV Nosztalgia, MÁVépcell, MÁVGép , MÁVGépészet , MÁVStart, MÁV-Trakció, Mátrai Erőmű, MMV, MTMG, Magyar Vasúti involved Romania, represented by Ştefan Áruszállító, PSZ. , Rail Cargo Hungaria, Rail Service Hungaria. SZDS a.s. Szentesi Vasútépítő, Train Hungary, Vasútvill, Wiener Roşeanu, Senior Partner Club Feroviar, a Lokalbahnen Cargo, Záhony-Port, Zssk Cargo, company that represents Hungrail in Romania. In the rail freight transport segment, “the first private company entered the Romanian market in 2001 and in 2013 the privatisation of the national rail freight operator became a priority objective for keeping it afloat. Regarding the track access charge, Romania is not one of the countries with the highest charge, but one has to consider the long distances on the country’s territory. There is motivation of private initiatives where the government and the market could be partners as profit-making companies prefer a situation in which competitiveness is encouraged among operators. The extension of the sale
procedure could be finalized as late as 2014, when the Competition Council might approve the sale”, said Roşeanu. In order to meet the conditions that favour the market share growth, it is necessary to correlate investments with economic and political resources adopted by authorities, the reduction of market access costs and the acquired railway knowledge. As railway organisations estimate significant growths, for both freight and passenger transport, it is also necessary to adopt joint positions that would trigger the formation of an integrated, efficient and performing system, not only nationally, but mostly internationally.
Венгрия намерена соответствовать новым тенденциям железнодорожного транспорта Установление проблем и провокаций железнодорожного транспорта, разработка гармоничного подхода, соответствующего новым тенденциям железнодорожного транспорта, являются критериями, которые были намечены международной и региональной стратегией Ассоциации Железнодорожного Транспорта Венгрии Hungrail, которая относится и к Румынии. November 2013 | www.railwaypro.com
48 lex
Draft Directive: introducing a single safety certificate [ by Elena Ilie ]
At the beginning of October, the Council of the European Union agreed a general approach on new rules for the safety of European railways. This recast of the 2004 railway safety directive is aimed at further improving the safety of the Union’s railways and facilitating access to the market for rail transport services.
T
Average niumber of level crossings (LCs) per 10 line kilometers
he draft directive is applicable to the Number of level crossingslevel (LCs) per 100 line kilometers (2011) Number of active and passive crossings per 100 line-km in 2011 rail system as a whole, including the 120 management of infrastructure and operation of the traffic. Local rail systems, 100 such as metros, trams and other light rail systems, are excluded. The main aim of the recast of the Railway 80 Safety Directive is to simplify the process of granting safety certificates to railway under60 takings. So far, this process consists of two parts. In phase one, the safety certificate is granted in the Member State where the rail40 way undertaking first established itself and in the second phase, the safety certificate is granted in each Member State where the 20 railway undertaking intends to operate. Under the new proposal, railway under0 takings will have to file a single application AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK Passive LCs per line-km 55 8 4 0 49 21 18 19 19 11 51 12 36 50 7 9 12 8 21 0 44 23 20 73 45 0 32 to the European Railway Agency (ERA) for Active LCs per line-km 33 46 17 0 40 31 22 18 32 7 14 31 33 13 27 22 39 24 67 88 27 16 9 30 28 0 11 all the Member States where they intend to Source: Railway Safety Performance in the European Union 2013 - ERA Safety of infrastructure operate. Figure 26: Number of active and passive level crossings per 100 line-km in 2011 According to the new proposal to amend The new provisions will also clarify the ministers also agreed that the question of CSIs concern infrastructure, first is a measure of theresponsibilities coverage of automaticthe train protectionactheThree Directive, the railway European RailwaytheAgenroles and to beatcharged theIn issuance anddata reDetailed statistics are availableof on the different type of active levelfees crossings Europeanon level. Figure 27, the systems on the lines (Figure 25); the second is the tors number of level crossings (Figure 26), normalised by 17 cy (ATP) (ERA) would serve as a one-stop-shop involved. newals of safety certificates will be(barriers addressed ) show that level crossings with automatic user-side protection and warning with for EU countries ( length undertakings of the network expressed in in track kilometres;Under and thethe third gives information onagreed the type for the railway operating more general approach byofthe in the context of by thethefuture ERA regulation, lights) (34 %) are the most common type of active crossings (24 %), followed level crossings with userprotection at level crossings than one member state,(Figure but 27). national au- side Council, the national safety authorities will taking into account the principle that they warning (11 %). Passive (unprotected) level crossings represent 53 % of all level crossings in the EU. 13 thorities important role supervise rail safety companies’ should not lead to any unnecessary burden systems retain is widelyanconsidered to be the in most effective railway measureand that infrastructure infrastructure ATP ( )would 14 carrying out assessments for managers’ continued with safeon companies. relatively high density of managers canthe implement to reducenecessary the risk of collisions on mainline railways ( ). A compliance Level crossings type (EU-27 excluding FR and DK in 2011) thetrain issuance of the safety certificate. ty requirements. However, decisions The final adoption of the recast of the Diprotection is typical in countries withWhere high traffic density such as the Netherlands, Italy the andper Germany. theThis areacanofbeoperation is limited to one mem- taken by the national authority in relation rective on railway safety needs the approval seen in Figure 25. berThe state, the applicant may choose to sub- to such measures will be subject to judicial of the Council and of the European Parliapercentage of tracks equipped with an ATP system has seen a marked increase of 2 % from 2010 to with automatic user-side warning mit2011 a request for certification either to the review. ment. 15 ( ). This was largely driven by progress in ATP implementation achieved by France, Latvia, Sweden 11% and 1% Agency or to the national safety authority. During the reunion of the Council, the Norway. However, the data seem to be reported in an inconsistent manner across the EU, reducing their with automatic user-side protection
comparability.
Percentage of tracks equipped with automatic train protection (2009–2011) % of tracks witih ATP in operation
23%
100
Необходимо ввести единый сертификат безопасности with automatic user-side protection and warning
В октябре, Совет по Транспорту with automatic protection and Европейского Союза user-side установил общие 80 warning,с and rail-side protection основы в связи регламентом безопасности 70 европейских железнодорожных сетей. 60 4% with manual user-side warningпо and/or Данное обновление Директивы protection безопасности 50 железнодорожной 8% является вторым разделом IV-го 40 Passive level crossings Железнодорожного Пакета; цель 30 обновления состоит в устранении 20 технических и административных Figure 27: Breakdown of active level crossings according toбарьеров, the level of protection in 2011 (EU countries) 10 путём установления Единого Европейского Железнодорожного 0 AT BE BG CT CZ DE DK EE EL ES FI FR HU IE IT LT LU LV NL NO PL PT RO SE SI SK UK Пространства. Такие меры способствуют 2009 67.9 11.0 11.0 100. 17.0 90.0 22.8 0.0 87.4 83.0 47.2 5.0 92.4 34.9 100. 46.4 99.0 74.0 0.0 51.3 48.3 64.0 67.0 18.5 4.2 росту конкурентоспособности 2010 72.6 11.0 11.0 100. 0.0 93.2 53.0 23.6 0.0 88.4 82.0 52.3 5.0 100. 37.9 100. 47.7 98.0 70.0 0.0 52.6 97.8 65.5 67.0 21.0 4.2 2011 82.0 11.0 11.0 100. 94.3 53.0 23.7 0.0 86.0 82.0 52.3 54.0 5.0 100. 37.3 100. 66.0 96.0 74.0 0.0 58.6 97.5 81.2 67.0 21.0 4.2 железнодорожного сектора в отношении с иными видами транспорта. Source: Railway Safety Performance in the European Union 2013 - ERA 90
53%
17 Figure 25: Percentage of tracks equipped with automatic protection (2009–2011) ( train ) EU-27 countries excluding Denmark and France
www.railwaypro.com | November 2013 There were 114 615 level crossings in the EU countries in 2011. On average, there are five level crossings per 16 10 line-km in the EU; only 24 % of them are active level crossings with user-side protection ( ). Sweden,
Page | 26
49
November 2013 | www.railwaypro.com
50 lex
“Great Expectations” from the Fourth Railway Package [ by Elena Ilie ]
At the middle of October, several MEPs met to debate on the amendments brought to the six legislative proposals which compose the Fourth Railway Package. The main objective of the Fourth Railway Package consists in improving the quality and efficiency of railway transport services by eliminating the obstacles that still linger (unsolved by the three previous packages), thus encouraging railway performance and, consequently, competitiveness and economic growth. These hindrances can be grouped into four categories, technical, administrative, institutional and legal barriers.
A
t the end of January, the European Commission approved the six proposals which compose the Fourth Railway Package; the initiative was appreciated by part of the railway environment, while others declared themselves unsatisfied with the adoption of provisions of the new legislative proposal. The Commission seeks to reduce the administrative costs of railway undertakings and to facilitate the access to market of new operators. According to the new proposals, the European Railway Agency will become a one stop shop for the whole EU that will release authorizations for placing in service of vehicles and safety certificates for operators. At the moment, railway authorizations and safety certificates are issued by each member state. The proposed measures would permit a 20% reduction of the time necessary to a new railway undertaking to enter the market and a 20% reduction of cost and of the time it takes to issue a rolling stock license. Overall, the companies would save EUR 500 Million by 2025, states the recitals submitted by the European Commission. To encourage innovation, efficiency and a better quality-price report, the Commis-
sion proposes the opening of domestic railway passenger transport markets to new participants and new services as of December 2019. “Preparing railway undertakings for competitive tendering for public service contracts requires some extra time to allow effective and sustainable internal restructuring of companies to which such contracts were directly awarded in the past. They should therefore already take action to phase-in this tendering procedure, although it is not until 2029 (and not 2019 as provided by the original text introduced by the European Commission, in January, when the Fourth Railway Package was adopted) that all public service contracts in the field of public rail passenger transport have to be awarded in accordance with the procurement procedures laid down in this Regulation”, stipulate the proposals submitted by members of the TRAN Committee in July. “The main causes of the insufficient modal share of the railways in Europe include a disloyal competition with the other transport modes, the insufficient political will to develop railway transport and little investments in railway networks”, states one of the amendments introduced
by Rapporteur Said El Khadraoui. “The development of a Single European Railway Area depends a lot on the efficient and full application of the legislation adopted in the set deadlines by all member states. Considering the insufficiency of this specific field, member states should make sure that they are very careful in implementing the European legislation”, shows another amendment proposed in last September. “We want the operators to be able to run trains across the continent without technical or administrative barriers which undermine the internal market.” To remove them, “we need an increased role for the European Railway Agency”, said Transport and Tourism Committee Chair Brian Simpson. No doubt that we will witness many debates either in favour or against the Fourth Railway Package in the form proposed by the Commission, as before being adopted, the Commission’s proposals have to be approved by the European Parliament and by the governments of member states. Until then, the vote of the TRAN Committee on the six legislative proposals which compose the Fourth Railway Package is expected on 26 November and the vote in the plenum of the European Parliament is expected in January 2014.
“Главные надежды” европейского железнодорожного сектора ориентированы на 4-ый Железнодорожный Пакет
Source: www.europarl.europa.eu
www.railwaypro.com | November 2013
В середине октября месяца, число членов Европейского Парламента провели встречу для обсуждения поправок шести законопроектов, составляющих 4-ый Железнодорожный Пакет. Главная задача данного пакета законов состоит в повышении качества и эффективности европейских железнодорожных услуг.
metropolitan 51
Marmaray Tunnel: Asia-Europe in just 4 minutes [ by Elena Ilie ]
At the end of October, Turkey inaugurated the Marmaray railway tunnel which crosses the Bosporus Strait in the underground. It is the first railway tunnel in the world to connect two continents, Asia and Europe. The railway tunnel can be transited by around 75,000 passengers an hour in each of the two directions. Every day, the Bosporus Strait is crossed by two million people who have only had two road bridges available so far.
freight transport services. Also, the tunnel will reduce car dependency and the used electric energy, produced with own resources, will limit fuel import. The travel time between Istanbul and Ankara is expected to be reduced by up to three hours. The prognoses elaborated by the Turkish Ministry of Transport show that in 2015 1.5 million citizens will used the Marmaray Tunnel for daily journeys and in 2025 the number of citizens transiting the tunnel will increase to 1.7 million. The total cost of works amounted to TRY 9 Billion (EUR 3.5 Billion).
Photo: UIC
“A stable economic environment shaped in the past years has made possible the development of a major project and over the next period, Turkey will definitely develop more such projects”, declared Turkey’s President Abdullah Gül at the opening ceremony of Marmaray Tunnel. “It is just one of the major transport projects that Turkey will develop in the next years. Marmaray railway tunnel is an indicator of Turkey’s economic development”, said Turkish Prime Minister Recep Tayyip Erdoğan. Turkish Minister of Transport Binali
Yildirim has pointed out that “this railway tunnel contributes not only to Turkey’s development, but also to the economic development of neighbour countries. “In the future, the railway route Baku – Tbilisi – Kars will be connected to Marmaray Tunnel, which permits direct transport from Azerbaijan to Europe, added the Turkish Minister of Transport. The tunnel which passes below the Bosporus Strait, part of the entire Marmaray project, is believed to be “the project of the century” by the Turkish side and its importance is truly significant because it links Asia and Europe by rail. The project included the construction of 1.3 km of completely submerged tunnel of a total 13.6 km. The railway between Halkali, on the European side and Gebze, on the Asian side, will be fully renewed and there will be three railways. Two lines of this route, covering a total 76 km, will provide urban transport services, while other connected lines will be used by high-speed trains. Moreover, it is the first tunnel to offer both passenger and
Тоннель Мармарай: Азия – Европа только за четыре минуты
Photo: UIC
W
ith modern technologies, Turkey has turned into reality the ambitious dream of 150 years ago of Sultan Abdul Medgid, a visionary whose accomplishments and reforms have paved the way for Turkey’s modernisation. As a small parenthesis, Constanţa Port - Cernavodă Port railway, in Dobrogea region, ruled by the Ottoman Empire back then, was inaugurated in 1856 based on a firman signed by Sultan Abdul Medgid.
В конце октября, Турция официально открыла железнодорожный тоннель Мармарай, проходящий под проливом Босфор. Это первый железнодорожный тоннель в мире связывающий два континента: Азию и Европу. November 2013 | www.railwaypro.com
52 Engineer
railpowerbox – the energy solution for future railways The railpower box is the leading energy metering system for the railways of the future. It is a complete energy measurement solution for cross-border rail traffic that enables environmentally friendly Energy Management through clear and transparent calculation of locomotive electricity demand. Thus makes it the optimum base for energy and cost-saving measures. The specially developed user interface, the railpower client, serves as the visualization- and settlement system.
A
s the energy service provider for future railways the ÖBB-Infrastruktur AG offers a dynamic service programme to all infrastructure managers and rail traffic enterprises, as well as their customers, in Europe. The ÖBB-Infrastruktur AG has developed the leading system in Europe for reliable energy consumption measurement of rail vehicles and provides the appropriate services for the entire supply chain of its customers. The railpower box records the exact energy demand per rail vehicle, as well as the matching local data per country – completely automatically and available online at any time in the railpower client!
electricity billing for trains both in Austria and in other countries, including payment settlement with other infrastructure operators all over Europe. ÖBB-Infrastruktur AG makes this data available to other infrastructure managers based on international standards. In addition, the railpower box has been designed and configured for future development to meet all current and planned international guidelines, from the UIC leaflet 930 to the TSI Loc&Pas, right up to EN 50463. The product also takes into account national requirements such as the measurement and calibration act as well as guidelines dictated by individual infrastructure operators.
The recorded data serves as a basis for traction current accounting in various countries, for infrastructure operators as well as energy providers in Europe, and provides a basis for further analyses regarding energy conservation and cost saving. The recorded data is used for current
International transparency The railpower box enables transparency and cost savings compared to conventional flat rate billing, due to the fully automatic detection of the exact track electricity consumption by train and by country. The
Principle of remote meter reading
Principle of remote meter reading
information is always available online – around the clock and around the globe through the railpower client user-interface application for your PC, tablet and smartphone. The railpower client is the innovative web application which graphically displays recording data from the railpower box, making it faster and easier to gather the required information and serves as a visualisation- and settlement system. Furthermore, data can be downloaded in different formats and as a representation of spatial data via Google Earth. Using the data gathered, energy evaluation and management decisions can be carried out. Billing payment, on the basis of logged data, is made in different countries, with return feed-in to the grid also being taken into account. This is the optimum basis for rail transport costing and allocations, as well as a sustainable energy management methodology. The principle of remote meter reading Once the railpower box is installed on the locomotive, independent transmission of data (including spatial data) is conducted via GPRS to a server of ÖBB-Infrastruktur AG. The data is then captured in either a one or five-minute grid and then, using GPS co-ordinates, is allocated according to country or region. This can then be clearly displayed in the railpower client web portal on your PC, tablet or smartphone. Main components of the railpower box The railpower box consists of a combined antenna (GPS/GPRS), an intelligent data handling system, an meter (AC/DC). The box is supplied with 110 V or 24 V by using the locomotive power supply. The standard unit dimensions are 310 x 400 x 110 mm, but customised sizes may be possible on request. The built-in meter records 1 or 5 minute values in both directions, for drawn down (kWh+, kWh-) and feed-in power (kvarh+ kvarh-). The modem and antenna
www.railwaypro.com | November 2013
Engineer 53
combination (GPRS) save captured data and transmit them to a server of ÖBB-Infrastruktur AG. The advantages of the railpower box has convinced many companies all over Europe as well as European manufacturers like Siemens, Stadler and Bombardier. If your company is interested in transparent and clear energy measurement and exploring energy saving potential the railpower box is the optimum solution. At a glance - Advantages of the railpower box • Free of charge test phase to assist in your decision-making • Data transparency and 24/7 availability • Can be installed in new and existing powering vehicles • Self-sufficient system – can be customised to client requirements • Country-specific, data precise to-the-minute • Takes into account all current and planned norms • Data can be downloaded and visualised in Google Earth • Internet application in German, English and Eastern European languages • Accessible on PC, tablet or smartphone
Contact Person: ÖBB-Infrastruktur AG Michael Bares Head of Traction Power and Key Account Management Praterstern 3, 1020 Vienna Michael.bares@oebb.at +43 1 93000 – 35152 www.oebb.at/infrastruktur
November 2013 | www.railwaypro.com
54 Engineer
Sustrail: The Sustainable “Freight vehicle-Track” system [ by Donato Zangani, Clemente Fuggini, Isabelle De Keyzer ]
A sustainable and efficient freight transport in Europe plays a vital role in having a successful and competitive economy. Freight transport is expected to grow by some 50 % (in tonne-kilometres) by 2020 when more freight and more passengers will have to travel by rail to meet Europe’s short, medium, and long-term traffic needs. In this context, rail transport is unique in its complexity. It is the only transport sector that must consider the vehicle, the transport medium (e.g. the track), and the network (flows, regulations, procedures) in parallel. Rail transport is also unique in the diversity of operating procedures, codes, regulations, guidelines, and business models across EU member states. Change for the rail industry is both necessary and opportunistic. Within this framework, the EU project SUSTRAIL was launched in June 2011, aiming at contributing to a new era in the rail freight sector by adopting a holistic approach, implementing a clear methodology and viable procedures for a combined improvement in both freight vehicles and track components. Project objectives The expected benefit from the SUSTRAIL project is an increased performance of the whole rail freight system (vehicle plus track), which is assessed and quantified through the implementation of appropriate life cycle cost analyses. SUSTRAIL will therefore promote modal shift of freight in Europe from road to rail, providing the approach, structure, and technical content to support this modal shift through improvements in the railway freight system including innovations in rolling stock and track components. Selected routes have been identified across three European countries (UK, Bulgaria and Spain) that have been investigated in terms of capacity, type of freight vehicles and characteristics of the infrastructure. This made it possible to define a benchmark that will be used to compare and assess the benefits of the SUSTRAIL proposed upgrades both on vehicles and infrastructure. As part of this approach,
www.railwaypro.com | November 2013
and in line with the aim of upgrading existing railway systems, an innovative freight vehicle is being designed considering two configurations: ‘Conventional’ (optimised with respect to existing) and ‘Futuristic’ (technologies not yet been proven in the railway field). Moreover, on the other side of the wheel-track interface, performancebased design principles and complementary monitoring tools are identified which can increase reliability and safety levels of the infrastructures. Achievement of this goal will assist the infrastructure managers to move towards the zero maintenance ideal for the track system. Business cases have been set up to demonstrate on real routes the contributions, solutions and innovations SUSTRAIL is aimed at introducing in the railway sector. In what follows, the major achievement of the project, that has recently made its halfway point, are presented divided by area of activities, namely: • Benchmarking: assessing the freight system on selected routes and throughout
Europe; • Duty requirements for the freight-track system; • Freight vehicle; • Infrastructure; • Business case; • Technology demonstration. Project activities and achieved results Benchmarking: Assessing the freight system throughout Europe Three routes have been selected within SUSTRAIL to assess the freight system performance. The routes are presented below, together with their main characteristics. • Spanish Route. The route is part of the Mediterranean Corridor that has the potential to increase capacity, as current freight volumes are significantly low. Rail freight in Spain holds only 5% of the land freight market. Increasing the average freight speed from 75 km/h to 100 km/h along the route (passenger traffic on this route currently has an average speed of 100 km/h) would increase capacity. • Bulgarian Route. The route runs between Kalotina, at the Serbian border, to Svilengrad, at the Turkish border. Rail freight holds a 10% share of total goods carried by surface transport in Bulgaria. The average train length along this route is 500 m, suggesting capacity may be increased by increasing the number of wagons per train. Increasing the average speed of freight along this route from 75 km/h to 120 km/h (potentially 140 km/h) would also lead to an increase in capacity. There is potential to increase speed up to 120 km/h on this route. • UK Routes. Two routes have been selected: the Cross Country route, running west from Felixstowe and the route from Southampton heading north towards Birmingham via Reading. Rail freight holds an
Engineer 55
11% share of surface transport in the UK. An increase in freight market share could be achieved through improvements to the loading gauge. Freight runs at up to 120 km/h, but on other sections freight runs at well below its potential speed (often around 50 km/h) due to going into loops or slow lines and because of being stopped for passenger services. A number of general observations can be made on the infrastructure. There is a clear need to upgrade old infrastructure and move from single to double track. In this case, renewal costs would be high, but subsequent maintenance costs should be significantly lower. The increase in system capacity and removal of speed restrictions are additional benefits. Track geometry and track components are a major source of faults, particularly in switches and crossings, tight curves and steep gradients, and there is scope to improve the materials, designs and monitoring and inspection technologies. Given the benchmarking provided on selected routes, SUSTRAIL moved ahead by looking at what “duty requirements” should be defined for upgrading existing freight railway systems, having an impact on both vehicles and infrastructures. Duty Requirements Duty requirements have been identified for current and future freight traffic flows and track design requirements for reduced maintenance activity and whole life cost. Detailed requirements have been provided across the following specific areas: • Interoperability • Logistics • Track design, including specification of track performance, climate conditions and traffic loading • Future train performance, considering the impact of vehicle speed, unsprung mass and axle loads • Vehicle-Track System, defining the base case for current vehicle-track system and supports judgement on future systems In this framework, a number of simulations were undertaken to determine the effects of speed, axle load and suspension design on both track and vehicle damage. The results provided a prioritisation methodology that takes into account both qualiFigure 1: Rail Squats as a form of Rolling Contact Fatigue
Table 1: Summary of Duty Requirements Priority Level
Duty Requirements for Improvement
System
High
1. Modest increase in freight speed (e.g. 120-140kph UK; 100-120kph ES,BG)
whole
3. Optimise axle load limits (22.5t / 25t / 17-20t)
whole
7. (20%) reduction in energy used by rail vehicles
vehicle
Medium
Low
12. Requirement for Vehicle Green Label for sustainability performance
vehicle
5. Reduce vertical ride force (RFCC) by 60%
whole
2. Uniform vertical stiffness (track) - optimise between 50-100 kN/mm
track
8. (20%) reduction in unsprung mass of freight vehicle
vehicle
9. Optimise (/potentially double) service life of track components
track
10. Combine components that have a similar service life (harmonise MTBF)
track
6. Reduced rate of tolerable defects
track
4. More reliable insulated rail joints (life*5)
track
11. Independent power supply for braking & refrigeration
vehicle
tative and quantitative effects of changes to the track-train system. Identified priorities were ranked in terms of their priority levels from low to high with the implication that: High priority items will be pursued most urgently; Medium and Low priority items will be given less priority. However even the Low priority items are important – Low priority reflects greater risks and/or smaller apparent rewards. The following table lists them and identifies to what part of the system (e.g., vehicle or track) they belong.
track input (UK, DCL): ȡ, k.(ȴy, ȴz, xl, Gg), Vperm
the needs of a mixed traffic railway; traction and braking systems for high-speed, lowimpact freight operation; novel materials for lightweight, high-performance freight wagons; and advanced condition-based predictive maintenance tools for critical componentsVehicle of Dynamics both Simulation railway and the Basevehicles Cases track. Within this scenario, the technology 2 improvements are based on the conventional and widely used Y-series bogie, and all design and performance calculations are com1 pared to a reference benchmarked vehicle of a Y25 flatbed container wagon. The impact of these technologies on running behaviour, safety and track forces are being investigated using multibody railway vehicle dynamics software. Speed km/h (V120, V140)
Axle loading (5t, 11t, 20t)
System Damage & Costs!
reference vehicle model: Y33 flat container wagon
BS113a worn = f(R), P8 new (worn)
Safety & Ride Performance Assessment
Damage mechanisms & models: 1) Rail Surface - Tɶ, wear 2) Track Vertical - Rfcc, P2, Settlement 3) Track Lateral - Prud’homme 4) Track components - peak, mean V+L Force
EN14363 ride test criteria:
The freight vehicle of the future
The work carried out in SUSTRAIL with reference to the vehicle aims mainly to come up with solutions for freight vehicle Figure 2: Scheme of multibody railway vehicle dynamics innovation at two different levels: Figure 3: A “Y series” bogie with double • An “improved conventional” vehicle Lenoir links using optimised existing technology and a demonstrator for this is being built as part of the project. • A study for a “futuristic’ design” of a sustainable freight bogie utilising technology which has not yet been proven in the railway field but has great potential. In both configurations (e.g. conventional and futuristic), investigations have been made on new wheel profiles and improvements in suspension design responding to Figure 2: Diagram showing Figure 3:multibody Y25 bogie railway vehicle dynamics Speed km/h (V120, V140)
track input (UK, DCL): ȡ, k.(ȴy, ȴz, xl, Gg), Vperm
BS113a worn = f(R), P8 new (worn)
Axle loading (5t, 11t, 20t)
Vehicle Dynamics Simulation Base Cases
System Damage & Costs!
2 Figure 4:
1
reference The radialvehicle armmodel: as used Y33 flat container wagon
Safety & Ride Performance Assessment
EN14363 ride test criteria:
Damage mechanisms & models: 1) Rail Surface - Tɶ, wear 2) Track Vertical - Rfcc, P2, Settlement 3) Track Lateral - Prud’homme
in the Infra-radial project
4) Track components - peak, mean V+L Force
5
Figure 2: Scheme of multibody railway vehicle dynamics November 2013 | www.railwaypro.com
56 Engineer
Figure 3: Y25 bogie
Figure 4: The radial arm as used in the Infra-radial project
viding, on a qualitative and economical basis, the potential costs and benefits for end users of the proposed SUSTRAIL innovations. Recommendations for whole-system implementation, including phasing-in of novel technologies and strategies for the equitable redistribution of whole-system savings will also be provided. The business case will be finalised towards the end of the project (May 2015); however, six main scenarios have already been identified as shown in table 2. For the purpose of developing the analysis tools, a set of starting assumptions was made about the impacts of the SUSTRAIL vehicle innovations, including: a 5 % reduction in track access charges following a reduction in dynamic forces and in track damage; a 10 % improvement in reliability measured by train delay per tonne-km; a 7.5 % reduction in journey-time-related costs; a 20 % reduction in fuel cost for a given load; a reduction in wagon maintenance and non-fuel operating costs of 10 %; and a reduction in emissions factors for rail by 20 % matching the reduction in fuel consumption. A key element of the business case is the assessment of Technical Implementation and Phasing. A literature review is being prepared which addresses the state of the art in relation to human factors issues and operational issues aris-
Figure 4: The track radial arm as used in the Infra-radial project Sustainable The importance of this approach is much clearer if one considers that of maintenance Building upon the duty requirements, and renewal costs of a typical railway, track optimising track design and maintenance and substructure represents 50 – 60 % of approaches to move towards the ‘zero 5 the total cost. maintenance requirement’ ideal is a further With this in mind, it is quite clear that issue SUSTRAIL is working on. Increasing track and substructure upgrades are funtrack component life, improving condi- damental to achieve a significant impact on tion assessment/monitoring and reducing the overall cost reduction for the railways. maintenance activity will all play a part in To give an example, new solutions for subincreasing capacity and speed whilst reduc- grade improvements are being studied in ing costs, thus contributing towards mak- the project, such as the use of piling using ing rail freight more competitive and sus- inclined columns, use of different rail steel tainable. Track failures have been identified grades, as well as use of geo-textiles, innoand ranked by means of a Failure Mode vative track forms, and solutions for reducand Effect Analysis (FMEA) to determine ing the maintenance and renewal costs of where to focus activities. This has been un- track. They are being investigated through dertaken with the project Infrastructure numerical simulations of wheel-rail interManagers to ensure issues specific to their action to quantify the benefits in terms of unique operating environments have been increased performance over the life-cycle included in the analysis. The outputs from of a typical railway, thus reducing the total the FMEA have resulted in a number of cost of track and substructure. solutions being considered for further inFigure 6: Modelling track-wheel interaction and substructure conditions vestigation and will also support whole life analysis by the business cases. The FMEA was carried out with the aim of moving from deterministic to probabilistic (e.g. performance-based) approaches. This means that random variables defined by means of statistical distribution combined in stochastic process are being considered in the design of the track aimed at carrying out a full reliability-based analysis; the FMEA constitutes the initial steps. Furthermore the adoption of performance-based design methods accounts for the behaviour of a component/system across a certain time frame (life cycle) that is fundamental in terms of maintenance tasks. Indeed, estimating the changes of a component/system across its lifetime allows the adoption of condition-based and predictive maintenance approaches whose aim is to minimise the need for unscheduled operations, thus lowering the number and impact of maintenance tasks. Moreover, a performance-based design approach allows the investigations of track upgrades The Sustrail Business Case ing from the integration of novel vehicles that SUSTRAIL is proposing, since they and track systems into the existing railway. can be proven in a life-cycle perspective. Building upon the prioritisation of duty The expected outputs in this sense will inrequirements, and the identification of in- clude: Figure 5: Example of failure mode novations and upgrades identified in both • the projected time profile for introducidentified by the FMEA freight vehicles and infrastructure, business tion of the new vehicle into the European cases are being implemented aiming at pro- fleet over the period from 2015 onwards;
Table 2 : Business case scenarios Scenarios
www.railwaypro.com | November 2013
Baseline vehicle
Improved ‘Conventional’ Vehicle
Futuristic Vehicle
Baseline Track
i
ii
iii
Improved Track
iv
v
vi
Engineer 57 Figure 7: The AFER’s Făurei Test Centre: line diagram (left); aerial view (right)
• the projected time profile for introduction of the track innovations on the European mixed-traffic network from 2015 onwards. Technology Demonstration SUSTRAIL upgrades and innovations will be tested and demonstrated in fullscale tests in Romania at the Făurei test centre operated by the Romanian Railway Authority (AFER). The testing centre, established in 1978, consists of: • A large ring featuring the following characteristics: o 13.7 km with 6 footbridges and 4 level crossings; o maximum speed of 200 km/h; o electrification in single – phase alternating current of 25 kV/50 Hz with the level of catenary at 5,5 m; • A small ring featuring the following characteristics: o 2.2 km with 5 footbridges; o maximum speed 60 km/h;
Initial telemetry tests have been carried out to set a benchmark against which the SUSTRAIL innovations can be compared. A reference test vehicle was used (an EAOS Ordinary open high-sided wagon, UIC 571-2) and the following tests carried out: braking system testing, noise level measurements, wheel profile measurements, track measurements including track and rail profile measurements. The same testing will be carried out on the SUSTRAIL vehicles and on the SUSTRAIL upgraded track. Conclusions and Outlook The SUSTRAIL FP7 research project (www.sustrail.eu) “The sustainable freight railway: Designing the freight vehicletrack system for higher delivered tonnage with improved availability at reduced cost” aims to improve the performance of freight rail. SUSTRAIL will implement a combined approach to innovation in rolling stock by developing advanced vehicle
component and subcomponent concepts using innovative materials and production processes. Reliability-based design will be employed aiming at reducing uncertainties, optimising maintenance activities and thus reducing life-cycle costs of a typical railway system. Finally, SUSTRAIL aims to deliver the ideal combination of novel freight vehicle design coupled with novel sustainable track concepts with respect to the project core pillars of sustainability, competitiveness, and availability.
Sustrail: Устойчивое “Грузовой автомобильрельсового пути” системы Устойчивого и эффективного грузового транспорта в Европе играет жизненно важную роль в том, успешной и конкурентоспособной экономики. Грузовые перевозки как ожидается, вырастет примерно на 50 % (в тоннокилометрах ) к 2020 году , когда больше грузов и более пассажиров будет путешествовать по железной дороге , для удовлетворения краткосрочных , Европы средних и долгосрочных потребностей трафика. В связи с этим , железнодорожный транспорт является уникальным по своей сложности . Это единственный сектор транспорта, которые должны рассмотреть автомобиль ,транспортная среда (например, трек ) , и сеть (потоки , положений, процедур ) параллельно. Железнодорожный транспорт также является уникальным во всем многообразии операционных процедур, норм, правил , руководящих принципов и бизнес-моделей по -членах ЕС. Изменения для железнодорожной отрасли является необходимым и конъюнктурными. В рамках этого проекта ЕС SUSTRAIL был запущен в июне 2011 года , направленный на содействие новой эры в секторе железнодорожных грузовых перевозок принятие всеобъемлющего подхода , внедрение четкой методологии и жизнеспособные процедуры для комбинированной улучшение в обеих грузовых транспортных средств и отслеживать компоненты . November 2013 | www.railwaypro.com
58 Engineer
Railway infrastructure financing – an aspect with vast implications in railway transport system operation (part I)
[ by Viorel LUCACI – Expert, Romanian Railway Safety Authority – ASFR Marian CIOFALCĂ – Head of Service, Romanian Railway Safety Authority – ASFR ]
1. Introduction Railway infrastructure particularities, together with the high level of technical compatibility with railway vehicles, generate direct influences upon the entire operational process of the railway system. In other words, a very specialized domain is the maintenance of the structural subsystem infrastructure, command-control, signalling and energy. Due to its complexity and technical regulation level, the conventional railway system demands special attention. The problem comprises both the continuity of maintenance works and the quality of the repair works toall the elements of the system. Such actions often demand significant investments from the budget of the railway infrastructure manager, the state budget, European funds or other financing sources. The effects of railway infrastructure investments generally have a long-term impact. They appear under the influence of a wide range of aspects that are not imperatively related to the budget of the state authority (Ministry), infrastructure manager or railway transport operators. A conventional railway system that presents high technical standards, together with the operation of performing railway vehicles (high traffic speeds, low energy consumption, high comfort, high reliability, heavy load capacity etc.), has positive effects, especially on human activities. The most important of them are: • increasing population mobility • decongesting the road transport network and implicitly reducing the number of road accident casualities. Thus, an effective combination of the advantages specific toeach transport mode is obtained, for the railway system (much higher energy efficiency, lower impact on the environment, the possibility to significantly increase www.railwaypro.com | November 2013
travel speeds, a high level of independence of climate conditions, lower noise, higher freight volumes, an incomparably greater safety etc.) and for the road system (flexibility, high availability, the modularity of the bidded capacity, the possibility of providing a “door to door” transport etc); • reducing the environmental impact of transport (emissions of polluting substances, gases and noise); • high level of safety for passengers and freight. The railway system provides a safety in operation approximately 2000 times higher than road transport. For each victim of accidents caused exclusively on railway there are over 2000 victims of road accidents. In this context, the accidents and incidents caused exclusively by the railway transport system are: collisions between trains, derailments, breakdowns of railway infrastructure elements, fires etc. Accidents caused by external factors are not included (force majeure events, robbery etc.); • the relatively reduced space for railway infrastructure operation in comparison with road infrastructure; • providing efficient connections between human settlements, especially in terms of labour dynamics; • advantages related to the possibilities of locating and concentrating industrial centres (regardless of their dimensions) outside the heavily populated areas. In heavily industrialized states, the correct awareness of these aspects by the responsible decision-makers has generated the elaboration and implementation of efficient policies/strategies on railway transport. Experience has shown the emergence of social and economic effects for this category of states.For example: China, France, Germany, Japan, the USA and Spain. Unfortunately, such ways of elaboration
and approach of certain strategies have not been specific or approved in Central and Eastern Europe. For the Romanian State, the present economic and political context doesn’t provide a supportive framework for generating a potential vector for the wide development of the conventional railway system. The causes are multiple. Moreover, the Romanian railway infrastructure is confronting with a diminution of the financing process, indispensable for the running repair and maintenance of high traffic speeds that correspond to the conditions and geographic characteristics of this territory - 120 km/h for the majority of main lines and 160 km/h for recently rehabilitated European corridors. The present article aims to point out the main dependencies between the level of infrastructure investments and their longterm effects (investment effects). The approach is not elaborated for a particular railway infrastructure manager. References and exemplifications of concrete situations are used. The differences between maintenance, repairs and investment activities are vehement. The first category ensures the maintenance of the technical characteristics of the system above a minimum level imposed under specific regulations. The investments consist in allocating financial resources to the railway system, as a result of transport policies and strategies. Their purpose is to significantly improve at least one of the essential requirements of the railway system . The railway service quality is closely related to managing specific problems related to technical and commercial aspects, such as: maximum traffic speed, commercial speed, traffic intensity, transport capacity, maximum admitted tonnage, maximum train length, maximum axle load, the environmental impact, noise pollution, railway safety etc. Some of them represent the ensemble of the so-called “traffic conditions”
Engineer 59
that influence the movement of railway vehicles on the network. Railway infrastructure modernization process, as structural substitute, determines the increase of the traffic speed and the maximum admitted tonnage. This has positive effects on traffic intensity and commercial speed. An investment that generates the growth of the maximum axle load determines modifications of the transport capacity and of the maximum admitted tonnage for that line (millions of gross tonnes transported). 2. Degradation of the conventional railway system In time, the chemical and physical phenomena to which the railway infrastructure materials are exposed lead to the modification of certain characteristics. The modifications can be permanent or temporary, caused by prolonged exposure to certain conditions or abnormal operating factors. We refer to the cases in which the design stress limits are exceeded. The transformations suffered by the infrastructure elements depend firstly of the initial quality of construction and repair works. The direct interaction with railway vehicles represents the main cause of the wearout process. The environmental conditions are also affecting in time the behaviour of materials. Most of the railway infrastructure elements have a nominal life-cycle, at the end of which they must be replaced through the modernization or renewal programmes. The wear-out and degradation phenomena, together with the replacement after the end of the life-cycle, represent a cyclic process, well-defined by the technical standards and related regulations. The conception and design phase has as main objective to establish, if possible, identical or similar periods (cycles) of use for most of these constituent elements. Thus, a larger category of materials are subject to maintenance or replacement processes, which facilitates the entire technological effort of railway line maintenance. Thus, operation restrictions or limitations are prevented. Unstable repair or replacement cycles generate unfavourable situations that sometimes impose speed or tonnage re-
Fig 2. The approximate forms of a railway line degradation process over time
strictions/limitations. In extreme cases, it is necessary to interrupt the traffic until the remediation of the situation. Such situations are caused by the decrease of the basic parameters, designed below the minimum admitted limit, in which case the requested safety level can no longer be guaranteed. The ensemble of the characteristics of the constituent elements represents the technical condition of the line. Figure 1 schematically presents the phenomenon of railway line degradation – the cycle between two repairs. The technical condition of the line suffers modifications over time, after a decreasing variation. In order to facilitate the understanding of the phenomenon, the variation is represented linearly. In reality, however, the decrease in time of the technical condition can present different forms (concave, convex, variable, crisscross etc.), depending on a series of factors, such as stress level, variations of environmental factors, accidental stress (figure 2, case III) etc. The approximate forms of the railway line degradation over time are presented in figure 2. REMARK: As a result of the significant real differences between the parameters presented on the abscissa and ordinate, the figures are presented anamorphically. The notes in figure 1 and 2 have the following meaning: Technical condition of the line – a synthetic measure resulted through the integration of the characteristics and condition of all considered constituent elements. Generally, when we refer to the technical condition of the line, we also refer to the maximum traffic speed, maximum admitted gross tonnage or maximum admitted axle load;
Fig 1. The schematic presentation of a railway line degradation process
Degradation process – the phenomenon of decrease of the level of parameters of the constituent elements caused by the normal and/or accidental stress, environmental conditions or the appropriate observance of designed exploitation parameters; • T0 the initial moment or the moment of putting into operation/replacement/ repair of the constituent element or of the railway line; • S0 the technical condition of the line corresponding to the moment T0 as maximum value; • Sf the minimum value of the technical condition of the line, corresponding to the end of the lifecycle (Tf ); • Tf the final moment of the lifecycle, when the technical condition of the line reaches the minimum value (Sf ); • Pt the lifecycle of the line or of the element, during which the technical condition reaches the maximum ( S0), or the minimum initial value (Sf ). Pt can have a wide range of vaues During this period, repairs and replacement works of rail subassemblies are necessary. The process is valid for most of the specific railway infrastructure subassemblies. Figure 1 shows that at a certain intermediate moment Ti, situated in the interval [T0 - Tf ], the technical condition of the line has a specific Si value. This aspect has a high importance in the analysis of infrastructure behaviour after a specific period Pi compared with To . In most cases, the stress of the railway lines suffers modifications as a result of the changes occurred in the industrial activity, the emergence of new tendencies in freight transport, the development of some geographic areas etc. All these factors have a certain influence upon the degradation process (figure 2 – cases I, II and III), including the operation period between two repair works (Pt ). 3. Influence of stress on railway infrastructure quality The experience of the exploitation of railway lines has demonstrated the fact that in the majority of cases, there is interdependency between the technical condition of the line and the other characteristics related to its quality. Figure 3 offers a schematic presentation of the relations that can November 2013 | www.railwaypro.com
60 Engineer Fig 3. Correspondence between the technical condition of the line, maximum axle load, maximum speed and noise level
appear between the technical condition of the line, maximum tonnage, maximum speed and the sound level for a certain section. A decrease of the line quality between the limit values S0 and Sf can also determine a decrease of the maximum tonnage, from the value tmax , corresponding to the initial moment To , to a value inferior tmin . Thus the necessity of introducing tonnage restrictions occurs in order to protect the running track. In some cases, the restrictions can be introduced until the general quality of the line reaches the value Tf . Such a situation is unfavourable especially in terms of affecting the transport capacity of the respective railway line. Running track degradation often implies speed restrictions or limitations. The initial maximum value Vi reaches a minimum Vf. Another important argument is the noise level, more precisely, the noise generated by train traffic. The better the quality of the rail contact and the track geometry are, the lower the noise level. The defects of the track surface, together with vertical geometric defects of the rail-sleeper assembly and the imperfections of the running profile of the wheels generate noise pollution with negative effects. The noise level increases starting with the initial moment from a minimum value Nsi , to a Nsf maximum . The permanent maintenance of a highlevel technical condition through investments in preventive maintenance has positive effects on a wide range of aspects and generates savings. Through initial or www.railwaypro.com | November 2013
preventive investments in railway infrastructure, major railway managers (for example: DB â&#x20AC;&#x201C; Germany, SNCF â&#x20AC;&#x201C; France, NRJ â&#x20AC;&#x201C; Japan) register medium and longterm savings as a result of eliminating the possibilities of occurrence of deficiencies with indirect financial implications.
3.1 The influence of carried gross tonnage A railway line is characterized through a certain maximum value of the carried gross tonnage. Railway infrastructure stress refers to the maximum axle load and maximum gross tonnage of the trains travelling on the line. Manufacturers and suppliers of structural subsystems and infrastructure constituent elements are setting these characteristics at nominal values, resulted from calculations or thorough technical studies. Thus, we avoid exceeding the resistance and supporting strength of the running track or structure . A high level of running track stress can occur due to high vertical loading (the loading level of the wagons) or due to the exaggerated length of trains, which exceeds the designed limit. Thus, the maximum axle load can be exceeded or transversal efforts that exceed the design levels can appear in the track, negatively affecting the structure of the running track. Considering long trains, their length determines overloading due to the transformation of higher longitudinal forces in transversal loading efforts. This phenomenon takes place especially in the case of freight train winding over points in diverging position or during shunting operations. At the same time, the curves with small radius are stressed by high centripetal forces. Figures 4 and 5 present the transversal and longitudinal forces which occur when a long and a short train run over points in diverging position.
Fig 4. Transversal and longitudinal forces for long train winding.
Fig 5. Transversal and longitudinal forces for a short train winding
Conferences 2014 Railway Business Plus
Club Feroviar Conference - 9th edition 19 & 20 February 2014, Sibiu Railway infrastructure development in the programming period 2014-2020 4th International Technical Colloquium on Railway Infrastructure
Club Feroviar Conference - 9th edition 19 & 20 March 2014, Sibiu Concepts and technologies for a sustainable transport. A greener railway passenger and freight transport 4th International Technical Colloquium on Rolling Stock Club Feroviar Conferences represent a unique business & networking platform aiming to analyse the growth opportunities in the Romanian railway sector. Join this series of conferences and interact with top industry executives, policy makers, influencers and regulators aiming to deliver in-depth views on the local market evolution, latest market trends and a sound perspective on the international railway background.
Organisers:
Media Partners: the railway business magazine
Innovative Railways. Competitive Business.
Railway PRO
For further details please contact us: Tel.: +40(21) 224 43 85 / Fax: +40(21) 224 43 86 / E-mail: club@clubferoviar.ro www.conferinte.clubferoviar.ro
62 statistics
TEN-T 2012 Multi-Annual Call - Proposal for an Implementing Decision on the selection of projects Under the Annual work programme (15 to 20% of the available budgetary resources) the TEN Regulation provides the financing of a large number of smaller projects covering the different modes of transport. They projects are also having significant effects on the achievement of the EUâ&#x20AC;&#x2122;s objectives in this area, notably through project pipeline preparation (feasibility studies, impact assessment and design studies). Much has thus already been achieved through the joint funding of important TEN-T projects by Member States and the EU. On this basis the Commission, in coordination with the TEN-T Executive Agency (TEN-T EA), published on 28 November 2012 under the Multi-annual Programme a Call for proposals with a total indicative budget of â&#x201A;Ź1,347 million, of which: â&#x20AC;˘ European Rail Traffic Management Systems (ERTMS) with an indicative budget of â&#x201A;Ź100 million; â&#x20AC;˘ Intelligent Transport Systems (ITS), including European Electronic Toll Service (EETS) with an indicative budget of â&#x201A;Ź50 million; â&#x20AC;˘ Priority Projects (PPs)* with a total indicative budget of â&#x201A;Ź1,057 million
Overview of the evaluation process %HFTQDÂŤ ÂŤ.UDQUHDVÂŤNEÂŤSGDÂŤDU@KT@SHNMÂŤOQNBDRR +RJ?BO LC MOLMLP>IP
1"+ 1 CRKAFKD ÇŁ JFIIFLK
%HFTQDÂŤ ÂŤ.UDQUHDVÂŤNEÂŤSGDÂŤDU@KT@SHNMÂŤOQNBDRR
+RJ?BO LC MOLMLP>IP
1"+ 1 CRKAFKD ÇŁ JFIIFLK
#JGEG@JCČŠNPMNMQ?JQ
0CAMKKCLBCB NPMNMQ?JQ #VRCPL?JČŠ#T?JS?RGML
0CAMKKCLBCB NPMNMQ?JQ 'LRCPL?JČŠ#T?JS?RGML
0COSCQRCB 0CAMKKCLBCB 0CAMKKCLBCB 'LBGA?RGTCČŠ@SBECR 2#, 2ČŠDSLBGLE 2#, 2ČŠDSLBGLE 2#, 2ČŠDSLBGLE #JGEG@JC #VRCPL?J 'LRCPL?J NPMNMQ?JQ #T?JS?RGML #T?JS?RGML 0COSCQRCB 0CAMKKCLBCB 0CAMKKCLBCB 'LBGA?RGTCČŠ@SBECR 2#, 2ČŠDSLBGLE 2#, 2ČŠDSLBGLE 2#, 2ČŠDSLBGLE #JGEG@JC #VRCPL?J 'LRCPL?J NPMNMQ?JQ #T?JS?RGML #T?JS?RGML
#JGEG@JCČŠNPMNMQ?JQ 0CAMKKCLBCB 0CAMKKCLBCB 2FCČŠČ?L?JČŠPCQSJRQČŠMDČŠRFCČŠ ČŠ+SJRG ?LLS?JČŠ!?JJQČŠGLAJSBGLEČŠRFCČŠPCN?PRGRGMLČŠMDČŠRFCČŠPCOSCQRCBČŠ2#, 2ČŠDSLBGLEČŠNCPČŠNPGMPGRWČŠ NPMNMQ?JQ NPMNMQ?JQ #VRCPL?JČŠ#T?JS?RGML 'LRCPL?JČŠ#T?JS?RGML ?PCČŠBCR?GJCBČŠGLČŠ2?@JCČŠ ČŠ?QČŠUCJJČŠ?QČŠGLČŠ$GESPCQČŠ ČŠ?LBČŠ
2FCČŠČ?L?JČŠPCQSJRQČŠMDČŠRFCČŠ ČŠ+SJRG ?LLS?JČŠ!?JJQČŠGLAJSBGLEČŠRFCČŠPCN?PRGRGMLČŠMDČŠRFCČŠPCOSCQRCBČŠ2#, 2ČŠDSLBGLEČŠNCPČŠNPGMPGRWČŠ ?PCČŠBCR?GJCBČŠGLČŠ2?@JCČŠ ČŠ?QČŠUCJJČŠ?QČŠGLČŠ$GESPCQČŠ ČŠ?LBČŠ
Proposals eligible/recommended for funding by field/priority area
3@AKDÂŤ ÂŤ/QNONR@KRÂŤDKHFHAKD QDBNLLDMCDCÂŤENQÂŤETMCHMFÂŤAXÂŤÉ&#x2026;DKC OQHNQHSXÂŤ@QD@ #FBIA
+RJ?BO LC BIFDF?IB MOLMLP>IP
/BNRBPQBA 1"+ 1 CRKAFKD Â&#x2013; JFIIFLK
3@AKDÂŤ ÂŤ/QNONR@KRÂŤDKHFHAKD QDBNLLDMCDCÂŤENQÂŤETMCHMFÂŤAXÂŤÉ&#x2026;DKC OQHNQHSXÂŤ@QD@ #FBIA 1* "/1*0 &10 ""10 1* *,0 "/1*0 /&0 &10 ""10 --P 1LQ>I *,0 11T OFX BDUJPOT /&0 11T POHPJOH BDUJPOT --P 1LQ>I
1,1 ) 11T OFX BDUJPOT
11T POHPJOH BDUJPOT
+RJ?BO LC BIFDF?IB MOLMLP>IP
/BNRBPQBA 1"+ 1 CRKAFKD Â&#x2013; JFIIFLK
+RJ?BO LC MOLMLP>IP OB@LJJBKABA CLO CRKAFKD +RJ?BO LC MOLMLP>IP OB@LJJBKABA CLO CRKAFKD
/B@LJJBKABA 1"+ 1 CRKAFKD Â&#x2013; JFIIFLK
/B@LJJBKABA 1"+ 1 CRKAFKD Â&#x2013; JFIIFLK
.PMNMQ?JQČŠPCAMKKCLBCBČŠDMPČŠDSLBGLEČŠMČ&#x17D;CPČŠ?ČŠUGBCČŠAMTCP?ECČŠGLČŠ?JJČŠČ?CJBQČŠ?QČŠBCQAPG@CBČŠGLČŠRFCČŠ5MPIČŠ.PMEP?KKCQČŠ?LBČŠRFCČŠ 1,1 ) A?JJČŠRCVRQ ČŠ'LČŠRCPKQČŠMDČŠRP?LQNMPRČŠKMBCQ ČŠRFCPCČŠGQČŠ?ČŠAJC?PČŠNPCBMKGL?LACČŠMDČŠP?GJČŠUFGJCČŠ+MRMPU?WQČŠMDČŠRFCČŠ1C?ČŠ?JQMČŠPCACGTCBČŠ ?ČŠFGEFČŠ?RRCLRGMLČŠ@WČŠ?NNJGA?LRQ ČŠ .PMNMQ?JQČŠPCAMKKCLBCBČŠDMPČŠDSLBGLEČŠMČ&#x17D;CPČŠ?ČŠUGBCČŠAMTCP?ECČŠGLČŠ?JJČŠČ?CJBQČŠ?QČŠBCQAPG@CBČŠGLČŠRFCČŠ5MPIČŠ.PMEP?KKCQČŠ?LBČŠRFCČŠ A?JJČŠRCVRQ ČŠ'LČŠRCPKQČŠMDČŠRP?LQNMPRČŠKMBCQ ČŠRFCPCČŠGQČŠ?ČŠAJC?PČŠNPCBMKGL?LACČŠMDČŠP?GJČŠUFGJCČŠ+MRMPU?WQČŠMDČŠRFCČŠ1C?ČŠ?JQMČŠPCACGTCBČŠ ?ČŠFGEFČŠ?RRCLRGMLČŠ@WČŠ?NNJGA?LRQ ČŠ
www.railwaypro.com | November 2013
2+
#02+1
'21 ##21
+-1
0'1
..1 È©,CU ..1 È©-LEMGLE ?ARGML ?ARGML
statistics
63
Recommended proposals and TEN-T funding per field 1"+ 1 CRKAFKD ǣ JFIIFLK
+GJJGMLQ
LDMCDC« «1DBNLLDMCDC« - 3« @KR«@MC«3$- 3« HSX« F«ODQ«É&#x2026;DKC
,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
È©È© È© È© ,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
#02+1
2+
'21 ##21
+-1
0'1
..1 È©,CU ..1 È©-LEMGLE ?ARGML ?ARGML
.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
Recommended proposals and TEN-T funding per Priority Project 1"+ 1 CRKAFKD ǣ JFIIFLK
NLLDMCDC« C«3$- 3« DKC
+GJJGMLQ
@KR«@MC«3$- 3« F«ODQ«/QHNQHSX«
ȩȩ ȩ ȩ ,SK@CPȩMDȩPCAMKKCLBCBȩNPMNMQ?JQ 1"+ 1 CRKAFKD ǣ JFIIFLK
1"+ 1 CRKAFKD ǣ JFIIFLK
È©È© È© È© ,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
È©È© È© È© ,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
#02+1
'21 ##21 1RSBW
+-1
0'1
9
2+
..1 È©,CU 5MPI ..1 È©-LEMGLE ?ARGML ?ARGML
.. .. and .. .. funding .. .. per .. project .. .. .. Proposals TEN-T type
.. .. .. .. .. .. .. ..
+GJJGMLQ
1"+ 1 CRKAFKD ǣ JFIIFLK
«1DBNLLDMCDC« @KR«@MC«3$- 3« F«ODQ«OQNIDBS«SXOD
NLLDMCDC« C«3$- 3« QNIDBS«SXOD
È©È© È© È©
LDMCDC« - 3« «1DBNLLDMCDC« BS«SXOD
NLLDMCDC« C«3$- 3« QHNQHSX«
1"+ 1 CRKAFKD ǣ JFIIFLK
ȩȩ ȩ ȩ ,SK@CPȩMDȩPCAMKKCLBCBȩNPMNMQ?JQ 1"+ 1 CRKAFKD ǣ JFIIFLK
È©È© È© È© ,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
12
1"+ 1 CRKAFKD ǣ JFIIFLK
È©È© È© È© ,SK@CPÈ©MDÈ©PCAMKKCLBCBÈ©NPMNMQ?JQ
1RSBW
5MPI
9
Multi-Annual Call Proposal for an Implementing Decision on the selection of projects, Trans-European Transport Network Executive Source: TEN-T 2012 Agency (TEN-T EA), European Commission - Directorate General for Mobility and Transport, July 2013
November 2013 | www.railwaypro.com
64 metropolitan
Over USD 6 Billion for a tram line serving the Moscow Region [ by Pamela Luică ]
Although Moscow has a well-developed transport system, with efficient connections between public transport modes, the authorities are every day more concerned with launching new projects and programmes as the current system will not manage to face future mobility demands.
W
ith a population of 10.5 million people and increasing, Moscow’s authorities are aware of the need to develop the transport network and to make current transport services efficient. In the next three years, Moscow (and its region) plans to complete the projects on rail infrastructure development and integration of the system for delivery of rapid services. Investments amount to billions of dollars and include the construction of rail infrastructure, including metro and tram works. The authorities announced plans to build metro lines to double the existing network (250 km would be constructed); a new plan is promoted to meet the passengers’ mobility needs: this autumn, the authorities presented a new plan for the Moscow Region which includes the construction of a rapid tram line to link all included areas. Under the project, 50 stations serving 245 km of line will be built, 26% of which will
be suspended. The whole project requires investments worth RUB 204 Billion (USD 6.4 Billion), of which Moscow authorities grant a minimum RUB 14.6 Billion (around EUR 450 Million) and the federal budget will allocate RUB 108 Billion (USD 3.3 Billion). The rest of the amount will come from non-budget funds and from a strategic partner, whose identity has not yet been revealed. “Private investors could major the economic effect of the project by developing the area around the transport hubs that are adjacent to the new network”, declared Alexander Ovanesov, member of the Strategy Partners Group. The line will connect the cities most densely populated near the capital and will provide connections to the airport, the travel time being significantly reduced due to the traffic speed of trams: 45 to 80 km/h. The project is due to be completed in 2022, but pilot sections, to the east and
Moscow rail ring
south of the city will be commissioned in the timeframe 2018-2019. “By intersecting the road and railway network, trams should reduce congestion in Moscow and its region and will reduce the intensity of traffic flows from and into the city, at peak hours”, said Moscow Region Transportation Minister Alexandra Zaitseva. The line will reduce congestion between the capital and the surrounding towns by 15%, while the traffic flow between the airport and the towns will be reduced 2 or 3 times. The next five years could be decisive for the transport system in the Russian capital and its region. USD 54 Billion could be invested in the development of infrastructure projects, according to Konstantin Lyashkevich, head of the regional road management agency. The money will come from local and regional sources, the state budget and private investors. “Financing will be dedicated to improving the transport network, to the construction of new metro lines, as well as airports and other transport projects which contribute to the optimization of traffic”, said Lyashkevich. National and regional authorities plan to improve railway infrastructure and to construct five new separate lines to complete the railway network and facilitate passenger and freight transport.
Более 6 млрд. долларов для трамвайной линии Московской Области
Source: www.themoscowtimes.com
www.railwaypro.com | November 2013
Имея в виду, что население Москвы 10.5 млн. жителей и данная цифра растёт, власти Москвы осознают необходимость развития и повышения эффективности транспортной сети. Осенью текущего года, власти представили новый план для Московской Области, основан на строительстве скоростной трамвайной линии, связывающей все соседние зоны с центром и аэропортом столицы. Проект включает строительство 50 станций на протяжении 245 км линии, из которых 26% путей пройдёт по эстакадам.
Paşcani
Address : Str. Gării nr. 18, cod 705200, Paşcani, jud. Iaşi - România Phone : +40-232-71.83.00 Fax : +40-232-76.51.40 E-mail : office@electroputerevfu.ro