Environmental Report 2003

Transcription

1 Environmental Report 2003

2 Contents FOREWARD 3 THE FINNISH RAIL ADMINISTRATION (RHK) 4 Mission and tasks 4 Operating environment 4 Ministerial supervision and the development of environmental systems 4 Environmental cooperation with stakeholders 5 ENVIRONMENTAL MANAGEMENT 6 RHK s environmental aspects and focuses 6 Revising the environmental strategy 7 Environmental vision and policy 8 Key goals of RHK s environmental strategy 9 SUSTAINABLE DEVELOPMENT AND INFRASTRUCTURE MANAGEMENT 10 Strategic planning of the rail network 10 Strategic lines for infrastructure management 10 Transport system planning 12 Travel chains 12 Improving operating conditions in freight and passenger traffic 14 ENVIRONMENTAL FOCUSES IN Managing environmental impacts 16 Track environments 18 Materials 20 Noise 22 Vibration 24 Energy 25 Soil and groundwater 26 RAIL PROJECTS AND THE ENVIRONMENT 28 RESEARCH AND DEVELOPMENT 30 GLOSSARY 34 CONTACT INFORMATION 35

3 FOREWARD One of the most important factors for the competitiveness of rail traffic is taking the environment into consideration in all stages of infrastructure management. The operational system work started by the Finnish Rail Administration in 2002 also provides the basis for developing environmental management. The goal is to make RHK s quality, safety and environmental matters part of a single operational system by the end of The integration of environmental management into core and supporting processes will ensure that RHK s different units assign environmental responsibilities as part of daily work. As part of management processes the principles and practices of environmental management will also be reformulated. On the basis of a new environmental policy and strategy an environmental programme for is being prepared. Essential in the new approach is the better monitoring and anticipation of changes in the operating environment. RHK has studied key environmental matters involving current track areas in a pilot project in Tampere and the Lahti region. This work has also developed an operating model for other urban regions regarding how local authorities and RHK can cooperate in environmental matters concerning rail areas. Environmental matters have been given a key place in major projects that are now under way, the direct line from Kerava to Lahti and the Vuosaari harbour railway line, and in planning the Helsinki airport line. The environmental costs of these projects are also considerable. In autumn 2003 the Ministry of Transport and Communications began an evaluation of environmental systems in its administrative sector. The results of this evaluation will be used to develop the ministry s environmental system and to prepare a new environmental programme for The setting of environmental targets by the Ministry of Transport and Communications and the development of RHK s environmental activities as part of operational and financial planning are considered a key task. RHK is aware of the need to systemize, prioritize and formulate environmental work more clearly. In environmental focuses we are working out strategies on the basis of which resources can be directed. The development of environmental information that has started in environmental system work is indispensable so that we can control the environmental impacts of our own activities better. Ossi Niemimuukko Chief Direntor

4 The Finnish Rail Administration (RHK) Mission and tasks The Finnish Rail Administration works to improve the operating conditions of rail traffic as an efficient, safe and environmentally friendly mode of transport, both in Finland and as part of the international transport system. RHK is in charge of maintaining and developing the rail network, is responsible for the safety of rail traffic and provides a competitive transport network for use by rail operators. RHK pays attention to the transport needs of industry and commerce as well as the need for public transport and operates in accordance with the principles of sustainable development. It is developing Finland s rail network for international traffic as a key link between East and West. RHK manages the state-owned rail network together with equipment, structures and land areas. It purchases track design, maintenance and construction work as well as real estate management and traffic control services from outside companies. Operating environment Finland s rail network connects the different parts of the country and also serves international passenger and freight traffic. The rail network comprises 5,850 kilometres of lines, of which 507 kilometres has two or more tracks. The total track length including sidings is 8,734 kilometres. The point of departure in maintaining and developing the rail network is the needs of rail operators and customers in the freight and passenger sectors. At present Finland has only one rail operator, VR Limited. Infrastructure management creates the preconditions for safe, efficient and competitive rail services. An efficient rail network is a basic precondition for the nation s transport system. Ministerial supervision and the development of environmental systems RHK cooperates closely with the Ministry of Transport and Communications. It has assisted the ministry in the preparation of legislation and has taken part in projects coordinated by the ministry. It has also cooperated with the ministry and other agencies in environmental matters and the development of environmental systems. In autumn 2003 the Ministry of Transport and Communications began preparing an evaluation of environmental systems in its administrative sector. The evaluation, which was completed in RHK's organization 2004 Rail Administration Board Chief Director Staff International Affairs Legal Matters IT Management Communications Environmental Affairs Traffic System Department Project Management Department Maintenance Department Safety Department Administration Department 4

5 The Finnish Rail Administration Rail traffic network in 2003 Passenger and freight traffi c Freight traffi c RHK purchases track planning, construction and maintenance work from subcontractors, who are expected to take the objectives in RHK s environmental programme into account in their activities. ROVANIEMI TORNIO KEMI OULU RAAHE VARTIUS RHK actively participates in international environmental cooperation. Among the most important forums are the UIC s (International Union of Railways) environmental coordinator meetings and working groups on noise and vibration and the European Commission s working group on noise. Environmental cooperation at the Nordic level takes place within the framework of the Nordic Infrastructure Managers (NIM). KOKKOLA KONTIOMÄKI VAASA PORI RAUMA TURKU HANKO IISALMI KUOPIO SEINÄJOKI JYVÄSKYLÄ TAMPERE MIKKELI LAHTI HELSINKI JOENSUU KOUVOLA IMATRA VAINIKKALA HAMINA KOTKA NIIRALA August 2004, collected information to develop the ministry s own environmental system and a new environmental programme for The results can be used in planning RHK s internal evaluation and developing its environmental system. Environmental cooperation with stakeholders RHK s and VR s environmental experts meet regularly to discuss timely environmental matters. RHK has discussed noise and other questions with the Ministry of Transport and Communications, the Helsinki Metropolitan Area Council and local authorities. It has also cooperated with regional environment centres and local authorities concerning the cleaning of contaminated land, for example. RHK has participated in transport system planning and travel centre projects with regional councils, municipalities, government agencies and other authorities. RHK has arranged public meetings and information sessions in connection with the planning of major projects such as urban lines and the direct line from Kerava to Lahti. 5

6 Environmental management RHK s environmental aspects and focuses Environmental aspects and impacts involving rail traffic and infrastructure management are closely connected. RHK s activities have a significant effect on rail traffic s operating conditions and environmental matters and impacts. In 2003 RHK surveyed the present state of environmental matters and identified the key environmental impacts of activities. RHK s environmental focuses in the coming years were derived from these. RHK's environmental aspects Land use Air emissions Landscape Soil emissions Material consumption Water emissions Water consumption Drying of soil Waste Noise Energy consumption Vibration RHK's environmental focuses Natural resources and energy Electrification Optimising energy consumption Environmental requirements for procurements Environmental requirements for the operator Vibration studies and measures Ecosystem s carrying capacity Recycling and disposal Energy Vibration Considering environmental aspects in R&D Environmental requirements for maintenance Protecting and managing groundwater Materials Groundwater Managing environmental risks Environmental information and awareness Managing environmental impacts Noise Noise reduction Cooperation with other agencies Soil Track environments Cultural environment and landscape Environmental requirements for construction Climate change Soil protection and clean-ups Environmental requirements for planning Cooperation with local authorities Natural diversity 6

7 Environmental management Revising the environmental strategy The operational system work started by the Finnish Rail Administration in 2002 also provides the basis for developing environmental management. The goal is to make RHK s quality, safety and environmental matters part of a single operational system by the end of The integration of environmental management into core and supporting processes will ensure that RHK s different units assign environmental responsibilities as part of daily work. As part of management processes the principles and practices of environmental management will also be reformulated. The revised environmental strategy will serve as the basis for RHK s new environmental programme. The environmental strategy will be supplemented during the programme period with substrategies for protecting soil and groundwater and reducing vibration and noise. These will be prepared in cooperation with the Ministry of Transport and Communications, the Ministry of the Environment and other stakeholders. RHK will continue to develop ways to measure the direct and indirect environmental impacts of its activities. The introduction of environmental accounting is considered indispensable during the new environmental programme period. The reevaluation and development of gauges and indicators pertaining to the effectiveness of environmental work are preconditions for developing environmentally friendly operating processes. A new operating model has been developed for planning and implementing environmental matters. An essential element in revising the environmental strategy is doing a better job anticipating changes in the operating environment taking a forward-looking approach. This requires a deeper evaluation of the present situation and foresight concerning the future operating environment. The setting of environmental targets by the Ministry of Transport and Communications and the development of RHK s environmental activities as part of operational and financial planning are considered a key task. The environmental management process Environmental strategy Environmental vision and policies Goals and strategies Defining strategic projects Environmental aspects in planning Environmental programme Objectives,measures and responsibilities as wellas gauges and indicators by focuses Annualmeasures Energy Vibration Materials Managing environmental impacts Groundwater Soil Track environments Noise Monitoring, analyses and reporting Monitoring collecting information evaluating processes SWOT By focuses Direction external internal Conclusions Environmental report 7

8 Environmental management Environmental vision and policy RHK s environmental vision and policy have been updated in connection with development work. Broad environmental issues in the background include the need to conserve energy and natural resources, to slow down climate change, to preserve the carrying capacity of the ecosystem and to support natural diversity. RHK aims to develop its activities so that these basic elements of environmental protection are taken into account in infrastructure management and related operating processes. The key idea in RHK s environmental policy is sustainable development. Through its own activities RHK promotes the construction of a sustainable transport system by developing the rail network and improving the operating conditions of rail traffic. The goal is to increase the competitiveness of rail traffic as well as cooperation among different modes of transport, which supports a sustainable regional and community structure. In renewing and building lines, attention will be paid to environmental values and in track work preference will be given to technology that causes the least possible harm to the environment. RHK s environmental policy emphasizes not only complying with legislation but also actively developing environmental legislation and participating in research and development related to infrastructure management. Managing environmental matters in a planned and goal-oriented way as part of its operational system is a new key element in the policy. Environmental vision and policy Environmental vision Infrastructure management as part of an environmentally friendly transport system and transport and travel chain. Environmental policy RHK increases the competitiveness of rail traffi c as part of an environmentally friendly and sustainable transport system and transport and travel chain, works to reduce the environmental impacts of infrastructure management, works responsibly and complies with legislation and requires the same of partners, actively participates in developing environmental legislation and in research and development related to infrastructure management, manages environmental matters in a planned and goaloriented way as part of its operational system, develops its personnel s environmental awareness and openly publishes information on environmental matters. 8

9 Environmental management Key goals of RHK s environmental strategy Energy Vibration Materials 1. Managing environmental impacts The basic goal of RHK s environmental strategy is to increase rail traffic s share of freight and passenger transport as part of an environmentally friendly and sustainable transport system and transport and travel chain. Achieving this goal requires making environmental management an effective and integral part of RHK s operational system. Managing the environmental impacts of infrastructure management depends on identifying and analysing the environmental aspects and risks of activities. In its annual monitoring of the environmental programme RHK s staff evaluates the need to change focuses so that resources can be reallocated if necessary. The objectives in the environmental programme approved by the Ministry of Transport and Communications for will also be taken into account in operational and financial planning. 2. Track environments In managing the environmental impacts of rail traffic and track maintenance, cooperation with local and regional authorities and residents is important. This requires better guidelines for operating processes and interaction between different parties and the development of contract practices during the new environmental programme period. On the basis of experience in Tampere and the Lahti region, RHK will start additional track environment projects, which will ensure that different parties pay more attention to environmental matters over the long term. The objective is to start track area projects with major cities by Environmental guidelines have been prepared for track planning, construction and renewal projects. These require training personnel to take biodiversity and other aspects of environmental management into consideration. Managing environmental impacts Noise Groundwater The EU Directive on environmental noise, which was approved in 2002, and the reform of the Soil Environmental Protection Act that came into effect in 2004 require RHK to map noise and Track environments prepare an action plan to reduce noise on lines with more than 30,000 train services a year. In practice this means the lines in the Helsinki region and the Helsinki Tampere line section. 4. Vibration RHK is working to eliminate the worst vibration problems in the rail network or to develop effective solutions to limit damage from vibration. Of key importance are developing risk surveys and taking vibration into account in long-term programmes and strategies. This makes it possible to anticipate the effects of vibration at an early stage. The objective is to reduce vibration problems according to a strategy appended to the environmental programme by During the next environmental programme vibration problems in freight traffic will be studied and prioritized by Sufficient research information and alternative solution models will also be obtained concerning vibration and its effects. 5. Materials RHK s procurement procedures are being developed to take into account the environmental impacts of materials throughout their life cycle. By 2008 RHK s material flow management system will pay proper attention to environmental matters and recycling, and personnel will have the necessary knowledge concerning materials life-cycle impacts to implement the system. 6. Soil By 2012 RHK will clean up most of the contaminated soil in areas under its control. Soil protection will be prioritized in track construction and maintenance. This requires that by 2006 RHK must prepare a strategy for protecting soil and groundwater in cooperation with the Ministry of Transport and Communications. 3. Noise According to RHK s environmental strategy only 25,000 residents will be exposed to over 55 db(a) noise from rail traffic in This signifies a 30% reduction. Presently around 35,000 residents are exposed to excessive rail traffic noise. Up to 2008 this means carrying out present plans for noise reduction investments in the Helsinki region and noise reduction measures in current investment and maintenance projects in the rail network. In order to measure the achievement of objectives, it is necessary to develop a proper noise measuring and management system in cooperation with rail operators and other agencies in the transport sector. 7. Groundwater By 2008 RHK will evaluate the risk of contamination to major groundwater areas in the rail network. Protection requirements and measures will be defined for planning, construction and maintenance processes according to the strategy for protecting soil and groundwater. 8. Energy By 2010 the energy efficiency of infrastructure management will be increased by 10% from the current level, particularly in lighting and switch heating. Electrification will continue with the goal of improving the energy efficiency of rail transport and reducing emissions. 9

10 Sustainable development and infrastructure managemet Environmental matters are included in long- and short-term planning, strategies and visions. The principle of sustainable development means increasing the competitiveness of rail traffic and strengthening its share of transport in cooperation with rail operators. In developing competitiveness RHK must consider the environmental impacts of increasing rail capacity, train speeds and axle weights. The railways can help support an environmentally friendly transport system as part of sustainable regional and community development. Developing transport chains and connecting traffic and improving the service level at stations are important ways to reduce impacts on the environment. Strategic planning of the rail network Long-term strategic planning provides a framework for developing the rail network. Strategies are used to direct infrastructure management towards a sustainable, economical and safe rail network for passenger and freight traffic. RHK and stakeholders use the results of strategic planning in developing the rail network and rail traffic, in visions and in directing operations and finances. Strategic lines for infrastructure management RHK s first strategic plan, Rail Network 2020, was published in 2001 and was revised the following year. This plan describes general transport policy objectives and sets out transport system objectives in the rail sector as well as objectives and strategic lines for infrastructure management. The impact of infrastructure management on society and residents is visible in connection with the following general objectives: an effective transport system and regional service level, improving rail safety and reducing environmental impacts. 10

11 Sustainable development and infrastructure management Objectives and critical success factors for infrastructure management Transport system objectives for infrastructure management: Rail traffic is a competitive and efficient part of the national and international transport system. Rail traffic is a basic carrier for industry and provides long-distance services between cities as well as commuter services in the Helsinki region. The rail network allows the development of a balanced regional and community structure. The rail network allows efficient and accessible transport and travel chains to different parts of the country. IMPACT ON SOCIETY AND RESIDENTS 1. An effective transport system and regional service level Critical success factors: Maintaining the rail network and deciding on its scope. Ensuring the efficiency of industrial raw material carryings and import and export carryings. Ensuring proper conditions for passenger services in areas with growing demand. Improving the competitiveness of rail traffic by increasing rail capacity, train speeds, axle weights and the service level to meet traffic needs. Facilitating intermodal transport, travel chains and connections. Transport system objectives for infrastructure management: Rail traffic will be improved with the goal of keeping it on a good EU level. The overall safety of the transport system will be improved by increasing rail traffic s share of transport. 2. Improving rail safety Critical success factors: Conducting measures that are up to the rail authority (e.g. safety at level crossings, automatic train protection). Increasing cooperation with other actors (e.g. training for personnel in safety tasks, train safety, traffic attitudes). Maintaining and monitoring the safety system. Transport system objectives for infrastructure management: The environmental impacts of rail traffic will be reduced. The overall environmental impacts of the transport system will be reduced by increasing rail traffic s share of transport. 3. Reducing environmental impacts Critical success factors: Increasing noise abatement in populated areas. Managing past negative impacts and preventing new ones. Effective environmental system part of RHK s operational system and integrated into processes. Paying attention to environmental factors in investments. The operating environment for infrastructure management, the outlook for project financing and traffic needs have changed, and as a result project priorities and methods must be reconsidered. RHK will begin preparing the Rail Network 2025 plan in autumn Vision of rail traffic in southern Finland in 2050 The purpose of this work is to increase objective information on different projects and measures involving rail traffic so that longterm policies for developing the rail network can be prepared to direct the planning of projects and the strategic planning of land use. The outlook for rail traffic and land use in southern Finland has been studied along with different projects aimed at developing rail traffic. It is important for planning land use to make the necessary land reservations and to relinquish unnecessary reservations. This work also serves regional planning. In vision work RHK studied four options for developing the rail network, based on different regional structure scenarios. Helsinki region: expanding the rail network in the Helsinki region Development corridors: developing and strengthening existing rail corridors Networked Finland: new rail corridors will strengthen networking at the regional and local levels High-speed lines: new lines running in different directions from the Helsinki airport will allow rapid connections to southern Finland and Russia. The effects of these visions on the environment and safety were also evaluated. In every case increasing rail traffic would reduce the total impacts of transport on the environment as well as traffic accidents. Traffic on new lines will cause noise and vibration to some extent and new corridors will have an impact on the natural environment, scenery and crossing traffic. 11

12 Sustainable development and infrastructure management Formulating the vision of rail traffic in southern Finland in 2050 Studies and reshaping of vision Track reservations in plans Land use projections Vision and strategy for freight yards The vision for freight yards describes how yards and the transport system should operate in The strategy for freight yards outlines the measures that are necessary to achieve the vision. By concentrating yard functions RHK can reduce environmental problems in the rail network as a whole. Environmental management can focus more effectively on the yards and lines where yard functions are concentrated. The vision and strategy for freight yards will serve yard development programmes. Development wishes Rough project analyses Reshaping of vision Changes in the operating environment Formulating the development strategy Draft development strategy Transport system planning RHK is helping to develop and maintain a transport system that satisfies the needs of society and business while meeting environmental requirements. Increasing rail traffic s share of transport will reduce the overall environmental impacts of the transport system. In planning the transport system emphasis is placed on the continuity of the process and its connection with regional development. Transport system plans cover all infrastructure and all modes of transport in a specific region at the same time. The changing community structure, the ageing of the population, environmental protection, changes in people s lifestyle and the increase in leisure traffic present new challenges for traffic planning. Public transport and pedestrian and bicycle traffic are increasingly taken into account in planning the transport system. Land use planning should not be based solely on traffic solutions that support private motoring. Efficient travel chains are in the interests of public transport users as well as pedestrians and bicyclists. RHK has participated in transport system planning at the re- DIALOGUE gional level. In transport system planning projects were conducted in the South Savo, Central Finland, Western Uusimaa and Kymenlaakso regions, for example. An integral part of planning is the preparation and monitoring of letters of Vision of rail traffic in southern Finland intent, in which the parties agree to promote transport projects in the coming years. in 2050 and development strategy Travel chains RHK is working to achieve effi cient travel chains in public transport services. Efficient travel chains are a critical success factor for public transport, along with an adequate service level. Follow-up process Efficient travel chains also create good conditions for using an environmentally friendly mode of transport, trains. According to Further studies and plans Reshaping of vision and development strategy Plan reservations and revisions the public transport strategy that was approved by the Ministry of Transport and Communications in 2001, more attention is being paid to improving the quality of the entire public transport system and the efficiency of door-to-door travel in developing public transport. This means improving infrastructure, information, the integration of the transport system, accessibility and 12

13 Sustainable development and infrastructure management Freight yards according to the vision for freight yards Terminal yards (36) Main junction yards (2) Basic junction yards (10) Freight corridor Measures will increase the competitiveness of public transport in many ways: public transport s service level and efficiency will improve, travel chains and passenger service will improve, different modes of transport will be combined more effectively and public transport s market share will increase. RHK has participated in the Ministry of Transport and Communications travel centre programme and in the development of travel centres in various localities. Improving the service level at stations RHK has improved the service level at stations in many ways. In cooperation with Helsinki City Transport a new park-and-ride lot with 106 spaces has been built at the Malmi station in Helsinki. TORNIO KEMI RAAHE OULU VARTIUS Surveillance cameras have been installed in cooperation with local authorities and VR Limited in Riihimäki, Kerava, Kupittaa and Salo, among other places. KOKKOLA SEINÄJOKI PIEKSÄMÄKI JYVÄSKYLÄ KONTIOMÄKI JOENSUU TAMPERE NIIRALA PORI RAUMA KOUVOLA IMATRA UUSI- RIIHIMÄKI KAUPUNKI VAINIKKALA HAMINA TURKU KOTKA SKÖLDVIK HANKO HELSINKI convenience as well as the quality of transport services and vehicles. Achieving public transport development objectives requires broad cooperation among different actors. Passenger information at stations has been improved by shifting to a central system that controls display boards. New travel centres can be added to this system as necessary. The system presently includes the display boards in Kouvola, Lappeenranta and Jyväskylä. The technical quality of public address systems has also been improved at stations around the country. The stations on the Helsinki Tampere line have been upgraded by raising and covering platforms, improving passenger information and developing access arrangements. Stations and station areas are a key part of passengers travel chain, and new ways to develop the service level at stations can always be found. RHK has conducted a research project to survey the present service level and development needs at key stations in long-distance traffic and to make recommendations concerning the service level at stations. This project also evaluated the location of stations, feeder traffic and station facilities. In the case of RHK achieving objectives means the following measures, among others: station arrangements at travel centres, improving the service level at stations (platforms, access, safety and comfort), passenger information systems, providing park-and-ride facilities in cooperation with local authorities, considering the needs of different groups of passengers and paying more attention to environmental matters in managing station areas. 13

14 Sustainable development and infrastructure management Improving accessibility The Ministry of Transport and Communications published an accessibility strategy in August The strategy defines objectives for different actors in order to create an accessible transport environment and make it easier to use public transport. RHK surveyed accessibility at passenger stations in summer A questionnaire was prepared for this purpose, along with basic information on accessibility to help those conducting the survey. This information will be used as a planning and maintenance tool in the future. Collected information has been recorded in a special database. On the basis of the survey, accessibility at stations has been analysed from the viewpoint of level differences. The survey will support RHK s work to achieve an accessible environment. The information obtained in the survey will be used to evaluate the resources needed to resolve problems, set priorities and get started on the most urgent measures. Improving conditions for feeder traffic RHK supports the operating conditions of rail traffic and promotes forms of feeder traffic that increase the use of public transport and trains. It works to improve conditions for feeder traffic particularly in commuting travel chains. RHK has cooperated with local authorities in the Helsinki region to arrange parking for bicycles and to optimize connections in constructing urban lines and in station and yard projects. Development projects must take the needs of cyclists and other feeder traffic into consideration in the planning stage. Adequate facilities must be provided for bicycles, cars, buses and taxis at stations. Good bikeways to stations usually serve pedestrians as well. Station areas should be designed to accommodate all passengers. In a project was conducted in the Helsinki region to develop parking for bicycles as part of a research programme that was conducted by the Ministry of Transport and Communications with the goal of promoting pedestrian and bicycle traffic in Finland. Research was funded by the Ministry of Transport and Communications and the Helsinki Metropolitan Area Council. Local authorities in Helsinki, Espoo, Vantaa, Hyvinkää and Kerava together with RHK were responsible for procuring and installing equipment. Different types of bicycle stands and shelters were placed at eight stations in the Helsinki region. Bicycle lockers were also tried as a new service. Bicycle vandalism and theft at stations require new solutions. Whether better facilities for bicycles will increase feeder traffic remains to be seen in the coming years, when the use of stands and lockers will be monitored. Surveillance cameras also help improve safety in station areas. Improving operating conditions in freight and passenger traffic RHK s key objective is to improve the competitiveness of rail traffic by helping to shorten travel times in passenger traffic and raise axle weights in freight traffic through infrastructure management means. Around 25% of freight traffic and 4% of passenger traffic takes place by rail in Finland. Maintaining rail traffic s competitiveness and share of freight and passenger transport is important for the environmental impacts and safety of the transport system as a whole. The challenge of maintaining competitiveness requires increasing rail capacity, train speeds, axle weights and the service level to meet traffic needs. Improving the competitiveness of freight and passenger services by raising axle weights and train speeds will be a key challenge when it comes to reducing noise and vibration. RHK will study Passenger journeys Long-distance traffic million Commuter traffic million , Total million Passenger-kilometres Long-distance traffic million 2,748 2,707 2,596 2,636 2,642 Commuter traffic million Total million 3,414 3,404 3,282 3,318 3,338 Freight traffic Volume million tonnes Tonne-kilometres million 9,753 10,107 9,857 9,664 10,047 14

15 Sustainable development and infrastructure management the effects of raising axle weights and train speeds on noise and vibration in its noise and vibration strategy. Passenger traffic In passenger traffic competitiveness will be increased by shortening travel times and improving service regularity and travel chains. The level of the rail network must be raised to allow additional high-speed services. Lines are divided into five service classes according to maximum speeds. In the top service class the maximum speed is km/h. Lines with no regular passenger traffic are in the bottom service class. The accompanying figure shows service classes in Rail network service classes in 2006 Passenger traffic Service class Maximum speed H1 665 km km/h H2 1,821 km km/h H3 965 km km/h H4 593 km 100 km/h or under H5 1,659 km No regular passenger traffi c Total 5,703 km SAVONLINNA The most recent improvement in long-distance services took place in summer 2002, when Pendolinos began operating from Jyväskylä to Kuopio and from Helsinki to Oulu via Seinäjoki. In 2003 travel times between Helsinki and Tampere were shortened after the maximum speed was raised. This also had an effect on train connections from Tampere. The timetable structure was revised in 2002 and standard timetables were introduced in southern Finland. This means that trains of the same type have the same departure and arrival times in terms of minutes after the hour. Trains of the same type also stop at the same stations. This makes it easier to catch connections. The next significant change in timetables will come when the direct line from Kerava to Lahti has been completed. The direct line will cut travel times to eastern Finland by over 30 minutes. Freight traffic Improving the level of freight services requires the creation of routes with a maximum axle weight of 25 tonnes. So far the 25 tonne axle weight network includes only 115 kilometres on the Harjavalta Mäntyluoto and Kirkniemi Hanko line sections. The Tikkurila Tampere, Kerava Lahti and Kokemäki Rauma line sections will be added to the network by the end of Plans call for axle weights to be raised next on the Lauritsala (Imatra T) Kotka/Hamina, Elijärvi Röyttä and Jämsänkoski Kokemäki line sections. In order to raise axle weights, tracks must be renewed, embankments widened, bridges and culverts repaired and substructures strengthened. VAASA PORI TURKU KOKKOLA HANKO Freight traffic Service class KEMI KOLARI ROVANIEMI OULU SEINÄJOKI JYVÄS- KYLÄ KEMIJÄRVI KUOPIO VARTIUS KONTIOMÄKI JOENSUU NIIRALA TAMPERE MIKKELI LAHTI KOUVOLA IMATRA VAINIKKALA KOTKA HELSINKI KEMI Maximum axle weight and speed T1 412 km 25 t km/h T2 3,602 km 22.5 t and 100 km/h T3 1,051 km 22.5 t and km/h T4 638 km 20 t and 40 km/h Total 5,703 km ROVANIEMI KEMIJÄRVI In freight traffic there are four service classes and the main criterion is maximum axle weight. The accompanying figure shows service classes in VAASA KOKKOLA RAAHE OULU SEINÄJOKI JYVÄS- KYLÄ VARTIUS KONTIOMÄKI KUOPIO JOENSUU PORI RAUMA TURKU HANKO NIIRALA TAMPERE MIKKELI LAHTI IMATRA KOUVOLA VAINIKALA HAMINA KOTKA SKÖLDVK HELSINKI 15

16 Environmental focuses in Managing environmental impacts Energy Materials Vibration RHK s environmental management strives to identify and deal with the environmental risks and impacts of infrastructure management and indirectly traffic. Integrating environmental management into RHK s operational system will make it possible to consider environmental matters in all of RHK s processes. The biggest environmental risks in the rail sector concern transports of hazardous substances and contaminated soil and groundwater in areas used for rail operations in the past. Improving traffic conditions by raising axle weights and train speeds will increase environmental risks associated with noise and vibration. RHK s preventive work together with rail operators and local authorities will then be even more important. Transports of hazardous substances Accidents involving transports of hazardous substances are significant for the environment, since they often result in water, soil or air pollution. Special regulations apply to transports of hazardous substances by rail. These are intended to minimize the risk of accidents and damage in the unlikely event that a train is derailed. The greatest risks associated with transports of hazardous substances involve switching in yards. Managing environmental impacts Noise Groundwater No fatalities in passenger traffic Soil According to the safety objective, no fatalities occurred in passenger traffic in There Track environments was one serious situation when a passenger train approached a switch that was in the wrong position at an excessive speed. Three trains derailed in freight traffic, two because of technical faults and one because of human error. Greatest risk at level crossings In 2003 a total of 53 accidents occurred at level crossings, compared with 42 in Accidents in the state rail network totalled 39, while the objective was no more than 30. The number Transports of hazardous substances in different parts of the rail network in 2003 In 2003 a total of 7.6 million tonnes of hazardous substances was ROVANIEMI transported by rail in Finland. This was 1.5 million tonnes more than the year before. Growth took place particularly in the case of flammable liquids. This is the largest category of hazardous substances, accounting for about 74% of the total in Transports of hazardous substances were largest between Vainikkala and Sköldvik and between Kouvola and Kotka/Hamina. TORNIO KEMI RAAHE KOKKOLA OULU VARTIUS KONTIOMÄKI Safety wagons are used to protect transports of hazardous substances, considerably reducing the risk of damage in an accident. They prevent dangerous reactions between substances in adjoining wagons or the spread of fire, for example. VAASA PORI RAUMA TURKU HANKO IISALMI KUOPIO SEINÄJOKI JYVÄSKYLÄ TAMPERE MIKKELI LAHTI HELSINKI JOENSUU IMATRA VAINIKKALA HAMINA KOTKA NIIRALA 16

17 Environmental focuses in of accidents at level crossings was substantially lower than the figure in 2001 (60), however. Seven accidents occurred in spite of functioning warning equipment at level crossings. An alarming feature has been the increase in people s general disregard for safety. This has been reflected in trespassing on tracks as well as accidents at level crossings. Increased snowmobiling is also becoming a problem, since some local authorities have allowed snowmobile routes to cross railways despite RHK s objections. A light snowmobile bridge developed in Nilsiä can be considered a safe solution. Transports of hazardous substances in Main categories and amounts (thousand tonnes) Explosives Gases Flammable liquids 3,858 4,218 5,599 Other flammable subtances Oxidizing agents and organic peroxides Toxic subtances Corrosive subtances Other hazardous subtances and objects Total 5,793 6,085 7,574 Number of level crossings in the rail network,

18 Environmental focuses in Track environments Materials Groundwater Energy Managing Soil Track environments are areas around tracks, environmental environmental merits. Structures were built yards and stations where rail operations have impacts according to the principles of sustainable development Track Vibration an impact. These can be owned by RHK, VR or environments private persons. In managing the environmental Noise impacts of track maintenance and rail traffic, so that a third track can be added later on. The noise barriers can be moved and the pylon foundations are designed so that cooperation with local and regional authorities and residents is they can be recycled when the new track is ready. important. When new track environments are built, attention must also be paid to residents living conditions, biodiversity, scenery and cultural values, beginning in the planning stage. Yards renewed and improved The yard and station area in Kerava have been completely renewed. This will substantially improve station access and make Track renewal project received award The Helsinki Tampere line section has been the biggest track renewal project in recent years. In the final stage the line was it easier for passengers to change platforms. Yards have also been renewed in Hyvinkää, Imatra, Joutseno, Jyväskylä, Kemi and Kolari. straightened in the Hollo section of Lempäälä, with significant attention being paid to landscaping and noise reduction. RHK cooperated closely with the local authority and residents in designing noise reduction. Station areas and greenery In 2002 RHK completed a study of station areas. A maintenance classification model was developed for greenery in station areas, with areas being classified on the basis of their significance for In 2002 the Association of Finnish Civil Engineers presented its Bridge of the Year award to RHK for the bridges and noise barriers that were constructed in this project, citing their scenic and transport and cultural heritage values. This classification has been used to set maintenance levels and prepare maintenance instructions for station areas. Inventorying cultural heritage val- 18

19 Environmental focuses in Noise reduction solutions on the Kuokkalankoski bridge in Hollo, Lempäälä. The new bridge considerably reduces environmental noise compared with the old steel bridge. The line runs through a concrete trough with noise barriers on each side. ues has been hampered by complicated ownership relations. Possibilities to conduct an inventory and financing options are presently being investigated by RHK. Guidelines concerning fences around station areas will be completed in Natural diversity and land use The goal of RHK s land use is to maintain natural diversity along present and future lines in the rail network. RHK also participates in research and development projects aimed at supporting and protecting natural diversity. 19

20 Environmental focuses in Materials RHK is a major user of materials. Rails, sleepers, gravel and other aggregates are the largest Energy categories in this respect. Old rails, switches Vibration and sleepers are reused in less demanding line sections if they are still technically serviceable. In procuring materials, attention is focused on recycling possibilities as well as their suitability for the job. Materials Reducing material consumption is a significant part of environmental protection. RHK recycles a large portion of the materials it uses, such as sleepers and rails. The need for new aggregates is reduced by cleaning ballast. Ballast removed from tracks is recycled if possible, for example in service road beds. Another use is for structural layers in dumps. Noise Groundwater Managing environmental impacts Soil Track environments Sleepers and rails There are around 15 million sleepers in Finland s rail network. This includes 5.8 million concrete sleepers and 4.9 million wooden sleepers on main lines. In 2003 a total of 380,000 concrete sleepers and 109,000 wooden sleepers were installed. Sleepers on sidetracks are mainly wooden. Track renewal has required large investments and will continue to do so, since nearly 30% of the superstructures in Finland s rail network are nearing the end of their service life. In 2003 around 500,000 sleepers were replaced with concrete sleepers in different parts of the country. This corresponds to about 300 kilometres of track. Rails were replaced on 130 kilometres of track and over 100 new switches were installed. Large numbers of wooden sleepers that have been treated with creosote are taken out of service in connection with track renewal. Wooden sleepers can be reused if they are still in good condition. Otherwise they are chipped and used as fuel in power plants after the metal parts have been removed for recycling. The chipping and burning processes are subject to strict norms. In 2003 the total length of rails was 17,414 kilometres and 73 kilometres of old rails were reconditioned and reused in the rail network. Rails that are no longer serviceable are resmelted. Installed sleepers, million 1.0 Concrete Wooden 2004 projection

21 Environmental focuses in Use of aggregates Large amounts of aggregates are used in track maintenance and construction. So far comprehensive calculations or accounts of annual material flows have not been made. Information is available on the use of gravel in individual projects, for example. In the future information on individual projects will be collected in a database so that annual totals can be monitored better. The amount of aggregates used naturally depends on the size of projects and the purpose for which aggregates are used. In some projects aggregates can be reused or materials can be obtained from the line or its immediate vicinity. Cleaning old ballast is a significant way to reduce the need for new gravel and thus quarrying. Developing procurement RHK has purchased key track materials on the basis of tenders for several years. RHK issued new procurement guidelines in 2003 and continued work on these guidelines in Rails used by RHK in New rails km/yr New rails t/yr 17,845 15,070 15,439 16,337 10,194 Reconditioned old rails km/yr Reconditioned old rails t/yr 7,430 6,156 4,320 10,978 7,903 Total length of rails km 2 x 8,680 2 x 8,705 2 x 8,734 2 x 8,736 2 x 8,707 21

22 Noise Environmental focuses in Noise Materials Groundwater Rail traffic causes noise mainly because of friction Vibration between wheels and rails. Noise is also caused by brakes, locomotives, shunting, technical equipment and horns. In contrast with road traffic, the noise caused by rail traffic is momentary and not constant, and for this reason it is usually considered less of a nuisance. Track construction and maintenance cause noise during pile driving, for example. RHK has participated in national noise strategy work. A working group established by the Ministry of the Environment, the Ministry of Transport and Communications, agencies in the transport sector, industry, local authorities and civil organizations has prepared a national noise abatement programme and policies. The working group was given the task of proposing a national noise abatement strategy extending up to It completed its report in spring Energy Managing environmental impacts Soil The noise abatement programme covers environmental noise and vibration caused by road, rail, Track environments air, water and off-road traffic, industry, construction, leisure activities, maintenance work and military activities, among other things. To achieve objectives the programme presents 10 urgent measures and 23 supplementary and supporting measures. In Finland around 35,000 people live in areas that are exposed to over 55 db(a) from rail traffic during the day (7am 10pm). RHK has been given the objective of bringing this figure down to 25,000 people by The programme also includes objectives regarding the prevention of vibration and the reduction of vibration problems. RHK has started implementing a noise reduction programme for the entire Helsinki region together with the Helsinki Metropolitan Area Council and local authorities. The construction of new noise barriers along the main line to the north began in The programme calls for the construction of about 6 kilometres of noise barriers. An additional 3 kilometres of noise barriers will be built along the Kerava urban line. 22

23 Environmental focuses in The Directive on the assessment and management of environmental noise came into effect in summer 2002, and harmonized indicators and noise levels were introduced to implement it in the EU. RHK took part in planning noise control programmes in Kotka and Hyvinkää in It is important for local authorities to pay more attention to preventing noise and vibration problems in the planning stage. Noise barriers effective RHK has investigated the effectiveness of noise barriers in the Helsinki region, for example between Rekola and Korso. Measurements were made in 2000 and 2002, before and after noise barriers were built. The results indicate that noise barriers significantly improve the quality of life in neighbouring areas. Noise barriers have reduced average daytime and nighttime noise levels by as much as db(a). Developing rolling stock and procedures In addition to building noise barriers, RHK will continue efforts particularly to reduce noise caused by freight trains. New types of brake blocks made from artificial materials and sintered chocks can lower the noise level by as much as 10 db(a). Noise problems at the busiest freight yards will be reduced by developing shunting procedures, among other things. 23

24 Noise Environmental focuses in Vibration Materials Groundwater RHK received 12 complaints in 2003 concerning Vibration vibration caused by rail traffic. The worst vibration problems are on the Vainikkala Sköldvik and Vartius Raahe line sections, which are used by heavy freight trains conforming to Russian standards. Raising axle weights will present new challenges for reducing vibration in the future. RHK participated in the NORDVIB project together with the rail authorities in the other Nordic countries. The study investigated ways to anticipate and reduce vibration problems. The first stage of a project coordinated by the Technical Research Centre of Finland got started in 2003 with the goal of defining Energy Managing environmental impacts Soil permissible levels for traffic-induced vibration and Track environments developing methods for measuring vibration. RHK also participated in a project designed to study vibration-damping asphalt structures. Trials were conducted in summer 2004 on the Sköldvik line in Nikkilä. In 2003 RHK started surveying vibration caused by rail traffic in Loimaa and completed a similar survey in the Heikkilänkangas residential section of Oulu, cooperating with local authorities in both cases. In new lines vibration problems can be prevented with technical measures. 24

25 Noise Environmental focuses in Energy Energy Materials Electrifying the rail network is the best way to Vibration increase energy efficiency in rail transport, since electric traction is clearly more efficient than diesel traction. In % of Finland s rail network was electrified, and over 75% of rail traffic is presently handled by electric trains. Electricity s share of energy consumption in rail traffic has doubled in the past two decades, from less than one petajoule to over two petajoules. Meanwhile diesel traction s share has fallen from about 3.90 petajoules (1980) to about 1.82 petajoules (2003). Electric trains do not cause local emissions that can contaminate the air along lines. Emissions from the generation of electricity can also be purified more efficiently at power plants, although carbon dioxide released from fossil fuels cannot be eliminated Groundwater Managing environmental impacts Soil economically with present technology but escapes Track environments and contributes to the heating of the atmosphere. RHK issued target values for diesel locomotives emissions in regulations and guidelines concerning rolling stock in All measures aimed at reducing emissions require long-term activities. The further electrification of the rail network will improve the energy efficiency of rail transport and reduce emissions per unit. RHK is presently studying possibilities to expand electrification and will reach a decision on the basis of results. Among other measures the monitoring of energy consumption for lighting and heating will be intensified in order to improve energy efficiency. Rail traffic emissions and energy consumption in Finland in 2003 Emissions in 1,000 tonnes Mode of transport Carbon Hydro- Nitrogen Particles Sulphur Carbon monoxide carbons oxides dioxide dioxide CO HC NO X PM SO 2 CO 2 Passenger traffi c ,163 Freight traffi c , ,318 Shunting/Diesel locomotives ,833 Total , ,314 Electric traffi c ,475 Diesel traffi c , ,519 Long-distance traffi c ,808 Commuter traffi c ,355 Source: RAILI 2003 Energy consumption in petajoules Source: VR Traffic emissions in Finland in ,000 tonnes Mode of transport Carbon monoxide Hydrocarbons Nitrogen oxides Particles Sulphur dioxide Carbon dioxide CO HC NO X PM SO 2 CO 2 Rail traffi c Road traffi c ,256 Water traffi c ,241 Air traffi c ,051 Total ,825 Source: LIPASTO

26 Noise Environmental focuses in Soil and groundwater Materials Groundwater Energy The rail network includes about 650 kilometres of tracks in groundwater areas, and about 550 Vibration kilometres of tracks pass through areas that are important for the water supply. The most important groundwater areas are in the Salpausselkä zone and bordering formations. The Hanko Hyvinkää and Riihimäki Kouvola Lappeenranta-Joensuu line sections travel along the Salpausselkä groundwater zone. RHK has a database of the most important groundwater areas and in the future these will also be marked with signs. Contaminated groundwater has direct and indirect effects on human health. The greatest risk to groundwater concerns transports of hazardous substances and particularly chemicals. The Managing environmental impacts Soil risk of accidents involving hazardous substances Track will be reduced by eliminating level crossings, environments expanding automatic train protection and revising and monitoring compliance with regulations concerning rolling stock and transport. Long-term environmental risks that are harder to identify concern the use of herbicides, for example. Track construction also presents environmental risks connected with tunnelling and other work. Railway tunnels substantially reduce traffic impacts on neighbouring areas and residents but they have major impacts on natural conditions and groundwater particularly during construction. The direct line from Kerava to Lahti is being built in the same corridor as the Lahti motorway. All the excavated soil and rock will be used along the line, in structures such as noise barriers and embankments. 26

27 Environmental focuses in In connection with track renewal in Kuusankoski in 2004, contaminated soil was removed and replaced with clean soil. In 2003 RHK participated in a national study coordinated by the Finnish Environment Institute concerning the leaching of pesticides into groundwater areas that are important for the water supply. Pesticides have been widely used in agriculture, forestry, gardens and households, but also along tracks and roads. The risk posed by pesticides used in track areas, including decay products, is presently being studied. A report will be published in Soil and water clean-ups In 2003 RHK assessed soil and groundwater contamination in connection with the leasing or transfer of a number of properties. The most challenging case involves cleaning up a creosotecontaminated site in Mikkeli. was carried out in cooperation with the City of Vantaa. Soil cleanups at fueling points are carried out in cooperation with VR. Soil clean-ups were completed at the locomotive hall in Seinäjoki and at old fueling points in Pori, Lahti, Liperi and Kemijärvi. Soil contamination was assessed in the Central Pasila section of Helsinki in view of future land use. The monitoring of groundwater continued at the Mussalo, Kouvola, Riihimäki, Sköldvik and Poitsila yards. Similar monitoring began in Anjalankoski and Luumäki. The biggest project in southern Finland involved cleaning up a maintenance base in Tikkurila. The soil was contaminated by lead originating from a neighbouring battery plant. The project 27

28 Rail projects and the environment Direct line from Kerava to Lahti Construction of the direct line from Kerava to Lahti began in 2002 and will be completed in Work continued at a good pace in 2003 and was under way practically all along the line. The direct line will be double-track, electrified and equipped with automatic train protection. It will have no level crossings and will be enclosed by fences in populated areas. The direct line will increase rail capacity to eastern Finland. Capacity will also be freed on the main line from Helsinki to Riihimäki when traffic is shifted to the direct line. Travel times from Helsinki to Lahti will be shortened by about half an hour to as little as 44 minutes. The direct line will have direct and indirect impacts on the environment, residents living conditions and comfort, the regional structure and land use. The direct line will open new opportunities for land use in an extensive area. About 80% of the line is in the same corridor as the Lahti motorway, reducing the burden on the environment. This solution has fewer impacts than two separate corridors, and the new embankments and noise barriers that are being built will also reduce noise from road traffic in many places. Sizable investments have been made to reduce the environmental impacts of the direct line, amounting to about 4% of the project s total costs. Noise barriers account for four-fifths of environmental investments. Environmental impact studies concerning the direct line, including studies regarding the impacts on birds and flying squirrels, were supplemented in Finland had to send the European Commission a report concerning the impact of the direct line on flying squirrel nesting and resting places. Prehistoric finds were inventoried in The project also includes analyses of the impacts on birds, groundwater and plants during construction and use. These will continue for three years after the line has been completed. In planning and building the direct line, the dialogue with citizens has been extensive. A social impact assessment was completed in It was conducted to evaluate the project s effect on residents living conditions, comfort, transport connections and safety. The goal was to find means so that building the line would cause the least possible inconvenience to residents. The social impact assessment was based on interviews with land owners along the line, other residents along the line and near stations, 28

29 Rail projects and the environment planners and officials involved in approving the project. Public feedback and press articles were also analysed. Airport line in the planning stage A master plan for the new airport line running between the Martinlaakso line and the main line to the north was completed in The master plan provides a more detailed basis for planning land use. Planning will continue so that line construction can begin in The line also has national and international significance since it will provide a rail connection to the Helsinki airport. The fastest travel time from the city centre to the airport will be about 30 minutes. Key goals in preparing the master plan were to design the line so that it blends in with its surroundings and to find ways to reduce environmental impacts. According to estimates, the airport line will serve between 16,900 and 24,400 passengers a day in The line will make it possible to replace bus services with rail services. Bus traffic will be reduced especially in downtown Helsinki and on main roads radiating from the city centre. The airport line will also reduce car traffic as well as traffic accidents and the total impacts of transport on the environment. A broad environmental impact assessment was conducted for the airport line in This assessment was supplemented in 2003 in connection with the master plan. A study was conducted in summer 2003 to investigate flying squirrels nesting and resting places in the western part of the line. Further work to survey habitats was performed in Kerava urban line in operation The extension of the Helsinki Tikkurila urban line to Kerava began in spring 2002 between Hiekkaharju and Koivukylä. The project proceeded with the construction of new tracks in The urban line went into operation in August 2004, at which time services were increased between Helsinki and Kerava. The line allows trains to run at 10-minute intervals during peak periods. The extension of the urban line to Kerava is a joint project conducted by RHK and the cities of Vantaa and Kerava which will also promote the development of land use along the line. The service level at the Hiekkaharju, Koivukylä and Savio stations was improved in connection with the project. Noise barriers were constructed in a number of residential areas along the line. Helsinki Tampere line opened to high-speed traffic High-speed traffic began on schedule between Helsinki and Tampere in June The service level at the stations on the Helsinki Tampere line was upgraded by raising and covering platforms, improving passenger information and developing access arrangements. Traffic safety was enhanced by eliminating level crossings. The renewed line allows a speed of 160 km/h with conventional rolling stock and 200 km/h with tilting-body trains. Freight traffic will also be made more efficient by increasing the maximum axle weight to 25 tonnes in the future. Vuosaari Harbour project under way A new harbour is being built in the Vuosaari section of Helsinki. Cargo traffic will move from the West and North Harbours to Vuosaari in The project is being conducted by the Port of Helsinki, the Finnish Maritime Administration, the Finnish Rail Administration and Finnish Road Administration. After operations have shifted to Vuosaari, the areas presently occupied by the West and North Harbours will be available for residential and office use. The business park next to the Vuosaari Harbour is expected to provide about 4,000 jobs. The harbour will serve import-export traffi c as well as transport needs in southern Finland. Once the new harbour is in operation, an increasing share of heavy traffic will be handled by rail. The harbour line will be 19 kilometres long and will join the main line in Savio. The harbour line will cross a 200-metre bridge over the Porvarinlahti Natura area and then pass through a tunnel under Labbacka. It will run alongside the harbour road and Ring Road III as far as the Porvoo motorway, where it will enter another tunnel. The tunnels will be about 14 kilometres long and will run as much as 60 metres below the surface in some places. The environmental impacts of the Vuosaari Harbour project have been studied thoroughly. The harbour and traffic connections have been designed so that they will have the smallest possible impacts on the environment. The harbour project does not threaten any species of bird or plant in Finland. Building the railway in a tunnel and taking special measures to reduce vibration will raise costs but protect the environment. 29

30 Research and development The focuses of research and development in the coming years have been derived from strategic lines for infrastructure management, which have been presented in the Rail Network 2020 plan and in different policy papers. Focuses in the near future revolve around improving the competitiveness of rail services, the condition and development of the rail network, the opening of the rail network to new operators, improving safety and developing a strong transport authority. These focuses include both national and international research. At the beginning of 2003 RHK was involved in over a hundred research and development projects, either as the main promoter or as a member of the research management group along with other organizations. Assessing the costs of environmental investments in transport projects In 2003 RHK participated in a research project arranged by the Ministry of Transport and Communications to assess the costs of reducing the environmental impacts of transport projects. Planning processes in the road, rail and maritime sectors were also evaluated. Different cases were studied to obtain information on environmental costs, planning processes, at what stage environmental costs arose, their share of total costs and unit prices for environmental investments. The environmental costs of the Leppävaara urban line, for example, amounted to 5% of the project s total costs, with noise barriers accounting for 2% of total costs. what investments are required. With regard to land use the guidelines will cover regional planning, master planning and town planning. Guidelines are also being prepared on applying for an exemption if no other way can be found. The study will be completed in Project evaluation guidelines RHK has also been preparing guidelines on evaluating track projects. The impacts of transport projects must be assessed in order to support project programming and investment decisions. This includes impacts on traffic, regional and community structure, health and safety, nature, climate, scenery and the built environment, among other things. The Ministry of Transport and Communications has prepared general guidelines on project evaluation for all modes of transport. RHK s guidelines emphasize the special impacts of rail investments and recommend ways to measure and assess impacts as well as unit costs. The new guidelines will be applied to different track projects in the necessary scope and will not replace instructions concerning the mandatory assessment of environmental impacts. Taking directives into consideration in planning RHK is also participating in a research project arranged by the Ministry of Transport and Communications concerning taking EU directives into consideration in planning, together with the road and maritime administrations and Fingrid. The goal is to study planning problems involving different directives and to prepare guidelines on taking the species mentioned in the Habitats Directive and the Birds Directive into consideration in planning transport projects. A key task is to prescribe how species should be taken into consideration in different stages of planning processes and 30

31 Research and development Assessing environmental impacts in planning a new line Preliminary study Based on existing information Need study Project description Options Significant impacts Necessity of the project Planning decision Nature studies Based on existing information and necessary field studies Supplementary nature studies Based on existing information and necessary field studies Environmental impact assessment Assessment programme Assessment report Statements Public authority s statement Statements Master planning Tentative master plan Main options Options impacts and comparisons Selection of option Master plan Location of line and land requirements Solutions Impacts Cost estimate Go-ahead decision Land purchasing Land purchasing documents Land purchasing permit decisions Compulsory purchase order Line and construction planning Tentative master plan Detailed solutions Plans required in construction Planning decision Monitoring of environmental impacts Final inspection Land purchasing decision Construction stage Revisions of plans Expert monitoring Contruction drawings Approval The planning of line projects is a process that involves many stages. At every stage planning and decision-making must be coordinated with land use planning and attention must be paid to environmental matters. The environmental impact assessment procedure has been applied in three major line projects: the direct line from Kerava to Lahti, the construction of an additional track on the Luumäki Vainikkala line section and the Helsinki airport line. This figure shows how environmental impacts are assessed in different stages of planning a new line. 31

32 Research and development New cooperation model with local authorities RHK has studied key environmental matters involving current track areas in a pilot project in Tampere and the Lahti region (Lahti, Nastola and Hollola). This work has also developed an operating model for other urban regions regarding how local authorities and RHK can cooperate in environmental matters concerning track environments. The project included surveys of noise, vibration, smells, nature values, contaminated soil and clean-up needs, land use and planning, safety and visual appearance. These are conducted in two stages. In the first stage basic information is collected along with the results of earlier surveys, comments on track areas and recommendations for further studies Environmental themes identified in track environments projects Case: Lahti freight yard 1. The depot area has national cultural heritage value. The oldest building is the locomotive hall, the first part of which dates from Decades of maintenance and repair work have resulted in soil contamination. The soil has been studied and cleaned up on several occasions. 2. Monitoring of groundwater and perched groundwater 3. Monitoring of noise 4. Monitoring of vibration 5. Unauthorized crossing of tracks 6. Monitoring of appearance. The track area is bordered by trees and different types of buildings and generally looks untidy. 32

33 Research and development In the second stage, on the basis of the results of surveys and comments, further studies are conducted, measures are planned to resolve problems and timetables and costs are evaluated. Surveys were completed in Tampere in 2003 and the second stage of the project will be completed in the Lahti region in Information on material flows and land use The FIN-MIPS Transport project got under way in 2003, with RHK in charge of the rail sector. The project is being coordinated by the Finnish Association for Nature Conservation. The goal is promote eco-efficiency by producing information on material flows in different modes of passenger and freight transport. The project will also produce information on direct land use requirements for different modes of transport. 33

34 Research and development Glossary Accessibility Accessibility refers to the kind of surroundings and information and other systems that are suited as well as possible for everyone, regardless of age, health or other factors. The goal is to make it easier for people to get around in spite of disabilities. Automatic train protection (ATP) The ATP system consists of equipment on tracks and in locomotives. The purpose is to ensure that trains comply with speed limits and track signals. If a train exceeds the permissible speed, the brakes come on automatically. Automatic train protection will be installed on all passenger lines and the most important freight lines in Finland by Barrier effect Railways form a barrier to the movement of people or animals. Carbon dioxide, CO2 Carbon dioxide is released when biomass decomposes or burns. It is also released in the combustion of fossil fuels such as coal, gas and oil. The release of carbon dioxide from fossil fuels contributes to the greenhouse effect. Carbon monoxide, CO Odorless and colourless gas which is formed as a result of incomplete combustion and which can cause poisoning by preventing oxygen from being absorbed into the blood stream. Carbon monoxide can contribute to the greenhouse effect by preventing the oxidation of methane. Creosote Oily substance distilled from coal tar which is used as a preservative for wooden sleepers and telephone poles, for example. Creosote is a toxic substance which contains aromatic hydrocarbons. It also irritates the skin. Eco-efficiency Measures the amount of resources required to deliver goods and services and indicates where attention should be focused to reduce the consumption of resources. Energy efficiency The efficiency of energy generation, use and transmission. Energy intensity Energy consumption per unit produced. In rail traffic energy intensity is often measured in megajoules per tonne-kilometre or passengerkilometre. In international comparisons energy intensity is sometimes measured in relation to tonne-kilometres plus passenger-kilometres. Environmental impact assessment A procedure used for identifying the environmental effects of a project, measure or activity, generally in advance. In large projects this is required by law. Environmental study Report on the state of the environment, changes in it or factors influencing it. Environmental system System for managing environmental matters. The principle is the constant monitoring of environmental aspects and impacts and the constant development of environmental activities. External costs Estimated costs and benefits of the environmental impacts of activities for society. Greenhouse effect Natural warming process in which greenhouse gases allow solar radiation to reach the earth but prevent longwave radiation from bouncing back into space. This heats the atmosphere and contributes to global climate change. The most important greenhouse gases are water vapour and carbon dioxide. Greenhouse emissions Emissions of gases which contribute to climate change in the atmosphere. Rail traffic causes mainly carbon dioxide emissions. Greenhouse Rataverkon gases tasoristeysten määrä Gases vuosina such as water vapour, carbon dioxide, methane, nitrous oxide, ozone and hydrofluorocarbons which allow solar radiation to reach the earth but prevent longwave radiation from bouncing back into space Groundwater Water absorbed 7000 and stored in the saturation zone which is in direct contact with the ground Hazardous substances 5000 Substances which can cause damage to people, the environment or property as a result 4000 of their explosiveness, flammability, radioactivity, toxicity, corrosiveness etc Hot-box detector Derailings can be 2000 prevented by using hot-box detectors on tracks. The information they 1000 provide makes it possible to stop trains before axle damage occurs as a result of overheated bearings. 0 Hydrocarbons, HC Hydrocarbons result from the incomplete combustion of fuels. Some hydrocarbons have direct toxic effects. Many organic compounds in hydrocarbon emissions are carcinogens, which means they can cause cancer. Infrastructure management Maintaining and developing the rail network, which includes maintenance and replacement investments, development projects, traffic control, real estate activities and official tasks. Length of line Total length of main and secondary lines excluding sidings. Life-cycle calculation Vaarallisten aineiden kuljetukset vuosina Evaluation of the environmental impacts and benefits of a product throughout its life cycle. Tärkeimmät It takes into kul account jetusluokat energy and ja water consumption, niiden soil, ainemäärät, water and air emissions, tonnia waste and problem waste. Life-cycle evaluation A method which determines what environmental impacts a product or activity will have on the environment throughout its life, from the procurement of raw materials to the disposal of waste resulting from Räjähteet 0,1 0,1 0,3 its use. Material Kaasut input per service, MIPS The amount of material required to produce a particular service. Palavat nesteet Natura area Special area included in the European Union s Natura 2000 network Muut syttyvät aineet and intended to protect birds or other natural values. Nitrogen Syttyvästi oxides, vaikuttavat NOx Products aineet ja of orgaaniset combustion and to some extent reactions between nitrogen and oxygen in the atmosphere. They cause acidification, peroksidit eutrophication and corrosion and contribute to the formation of ozone in Myrkylliset the lower atmosphere. aineet Noise Sound Syövyttävät which aineet is unpleasant or otherwise 869 harmful 932 to health 815or wellbeing. Muut vaaralliset aineet ja Noise control system esineet In 2001 RHK introduced a noise control system which can be used to designate noise zones in the rail network. Yhteensä

35 Research and development Nordic Infrastructure Managers (NIM) Cooperation body for Nordic rail authorities. Operational system Process-based management system in which quality, safety and environmental systems have been integrated to form a whole. The goal is the constant improvement of operations. Particles Small particles in exhaust gases are mainly carbon, with other harmful compounds on their surface. Particles are harmful to health and cause respiratory illnesses, for example. The effects depend on the size of particles. The smaller they are, the deeper they can travel in respiratory organs. Passenger-kilometre Unit representing the transport of one passenger over one kilometre. Recycling The reuse of waste as a raw material in manufacturing. Shunting Shunting includes moving coaches and wagons in marshalling yards to assemble trains or to deliver wagons to customers loading or unloading locations. Specific load The environmental load per product, raw material or performance unit. Sulphur dioxide, SO2 Gas resulting from the use of fossil fuels which causes acidification and damages plant life. Sustainable development Constant and guided social change at the global, regional and local level aimed at ensuring present and future generations good possibilities for life. In a broad sense it includes four functional dimensions: ecological, economic, social and cultural. Tonne-kilometre One conveyance kilometre of one tonne of goods. Track Includes rails, sleepers, rail fasteners and rail extensions. Tracks are divided into main and secondary tracks. Track length Total length of main and secondary tracks plus sidings. Tractive stock Includes locomotives, motorized trains, small locomotives and track machinery that are driven by onboard machine power. Traffic performance Product of distance and amount transported. Train-kilometre Unit representing the distance travelled by one train over one kilometre. Transport system plan Long-term strategic plan which covers transport as a whole and coordinates the development of the transport system and land use. Type approval Inspection in which equipment is checked to see that it meets technical and safety requirements. UIC (International Union of Railways) The International Union of Railways is a forum for cooperation between national infrastructure managers and rail operators. Its goal is the general development of rail transport. Contact information Finnish Rail Administration P.O.Box 185 (Kaivokatu 6), FIN Helsinki Tel , fax Internet: firstname.lastname@rhk.fi Environmental management, noise matters Arto Hovi Soil and groundwater protection Susanna Koivujärvi Traffic systems Arja Aalto Vibration matters Tuomo Viitala Chemicals, emissions Kari Pulli Legal matters Marita Luntinen Project planning Harri Yli-Villamo Use of areas and buildings Southern Finland Eero Liehu Western Finland Simo Kariluoma Eastern Finland Tiina Junnilainen Northern Finland Ilkka Saari Environmental agents firstname.lastname@vr.fi Southern Finland Kari Hiltunen Eastern Finland Jyrki Tarvainen Western Finland Raimo Kuusisto Northern Finland Antti Haapalahti antti.haapalahti@poyry.fi Environmental Report 2003 Working group: Arja Aalto, RHK, Arto Hovi, RHK, Tiina Kähö, Sito-Yhtiöt Photos: Sakari Haapaniemi, Jouni Kekäle, Risto Laine, Markku Nummelin, Jussi Seppänen, Skylinefoto Layout and production: Inclus Communication Oy Printed by Frenckell printing works, Helsinki

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