UIC ERTMS Corridors analysis March Document data sheet

Transcription

1 UIC ERTMS PLATFORM Six Corridors Study

2 UIC ERTMS Document data sheet Title of the document UIC ERTMS Platform Six Corridors Study Date and version March 25 th 2009 Version 04 File name 6 corrirdors- ERTMS implementation update V04.doc Number of pages 38 Prepared by Approved by Sponsor body Florian Lesne, Khalid Agrou, Aleksandra Perkuszewska (UIC) Julien Patera, Martin Mayer (PMP) Paolo de Cicco (UIC) UIC ERTMS Platform 2009 UIC all rights reserved 2-38

3 CONTENT SCOPE AND OBJECTIVE OF THE DOCUMENT...5 GENERAL INFORMATION ON ERTMS DEPLOYMENT IN EUROPE ALONG THE 6 CORRIDORS...5 CORRIDORS SPECIFICATIONS...9 MARKET IMPACT CORRIDOR A General description Infrastructure/ Network: ERTMS migration status Market impacts CORRIDOR B General description Infrastructure/ Network: ERTMS migrations status Market impacts CORRIDOR C General description Infrastructure/ Network: ERTMS migration status Market impacts CORRIDOR D General description Infrastructure/ Network: ERTMS migrations status Market impacts CORRIDOR E General description Infrastructure/ Network: ERTMS migrations status Market impact CORRIDOR F General description Infrastructure/ Network: ERTMS migrations status Market impacts UIC all rights reserved 3-38

4 Figures Figure 1: Map of the 6 European ERTMS corridors... 7 Figure 2: State of signature of the ERTMS Letters of Intent and EEIG constitution per corridor... 7 Figure 3: Synoptic table on the 6 corridors... 8 Figure 4: Synoptic table on corridor co-ordinators... 8 Figure 5: Estimated freight traffic per year in 2007 Total corridors (Source UIC ERIM data base) Figure 6: Estimated freight traffic per year in 2020 Total corridors (Source UIC ERIM data base) Figure 7: Geographical representation of corridor A Figure 8: Corridor A - Working Organisation Figure 9: Corridor inventory Corridor A Figure 10: Trackside and On-board ERTMS specifications for Corridor A Figure 11: Estimated freight traffic per year in corridor A (Source UIC ERIM data base) Figure 12: Estimated freight traffic per year in corridor A (Source UIC ERIM data base) Figure 13: Geographical representation of corridor B Figure 14: Segmentation of Corridor B Figure 15: Segmentation of investments on Corridor B Figure 16: ERTMS levels of application on corridor B Figure 17: Estimated fright traffic per year in corridor B (Source UIC ERIM data base) Figure 18: Estimated freight traffic per year in corridor B (Source UIC ERIM data base) Figure 19: Train numbers on Corridor B in 2005 and Figure 20: Geographical representation of corridor C Figure 21: Working bodies of Corridor C Figure 22: Estimated freight traffic per year in corridor C (Source UIC ERIM data base) Figure 23: Estimated freight traffic per year in corridor C (Source UIC ERIM data base) Figure 24: Objectives of Corridor C Figure 25: Geographical representation of corridor D Figure 26: Corridor organization ERTMS corridor D - Source: 27 Figure 27: Migration timetable ERTMS corridor D Figure 28: Estimated freight traffic per year in corridor D (Source UIC ERIM data base) Figure 29: Estimated freight traffic per year in corridor D (Source UIC ERIM data base) Figure 30: Geographical representation of corridor E Figure 31: Management structure of Corridor E Figure 32: Estimated freight traffic per year in corridor E (Source UIC ERIM data base) Figure 33: Estimated freight traffic per year in corridor E (Source UIC ERIM data base) Figure 34: Geographical representation of corridor F Figure 35: Estimated freight traffic per year in corridor F (Source UIC ERIM data base) Figure 36: Estimated freight traffic per year in corridor F (Source UIC ERIM data base) UIC all rights reserved 4-38

5 Scope and objective of the document This document deals with the 6 European ERTMS freight corridors as defined by the EC ERTMS MoU and ERTMS Corridor Groups chaired by Mr Vinck. The main objective of this document is to give a contribution to the ERTMS MoU and Corridor Groups presenting synthetic and aggregated information on the migration status and market impacts on the six corridors. This first draft version is based on an extraction of information from the ERTMS and ERIM 1 data bases managed by UIC. Those data bases are built on official information given by UIC members (Platform and Fora) with the objective of offering them an ongoing added-value service and to maintain UIC members strategic position and understanding of the rail business. Data bases are set per line sections and per country, reporting detailed information on infrastructure, rolling stock, national upgrading plans along ERIM lines and traffic data. Geographical and thematic maps are also derived from the data base, via GIS software (Geographical Information System), in order to visualize geographically-referenced information. Official documents from the MoU Steering group and Corridor group are also the basis for information reported in this document. Desktop internet research on information available on the web has been done in order to fill in gaps. Following the recent ERTMS Corridor Conference held in Prague on 18 Feb pieces of information have been integrated into this document. The UIC ERTMS Platform together with corridors managers will keep it up-to-date and will put it ad disposal of ERTMS MoU and Corridor Groups. Links have been established with DC Energy and Transport to exchange data and mutually complement corridor s work. General information on ERTMS deployment in Europe along the 6 corridors The European Rail Traffic Management System (ERTMS) is a tool to establish an integrated and intelligent railway transport system in Europe. There are currently over 20 control command systems in use across Europe, many of which are incompatible and obsolete and that European railway system has a real opportunity to improve its production efficiency. The aim of ERTMS, with its three main basic components: ECTS, GSM-R and ETML, is to enhance cross-border interoperability and signaling procurement by creating a single Europe-wide standard for railway signalling with the final aim of improving the competitiveness of the rail sector. At present, one of the main difficulties when moving rail freight across borders is the lack of interoperability. With ERTMS, international transport operators will be able to use one single control command system. They will no longer be required, if working in the international freight sector, to equip their trains with different systems and they will no longer suffer from disruption in the transport chain. This means that a real market is opening up with the introduction of ERTMS along all the rail freight corridors. The role of the ERTMS project Coordinator, Karel Vinck, has been firstly to prepare the implementation of a technically stabilized ERTMS on the European railway network and secondly to support an upgrading program for six major freight corridors with a time horizon up to The six freight corridors are: A: Rotterdam-Genoa B: Stockholm-Naples C: Antwerp-Basel-Lyon D: Valencia-Lyon-Ljubljana-Budapest E : Dresden-Praha-Budapest-Bucharest-Constanta F: Aachen-Berlin-Warsaw-Terespol 1 ERIM: European Rail Infrastructure Masterplan 2009 UIC all rights reserved 5-38

6 For all 6 corridors a business case analysis has been carried out in 2006/2007 and it has been concluded that 72 % more freight traffic is possible by investing in bottleneck removal, the lengthening of trains, the increase in terminal capacity and the implementation of ERTMS. According to this study carried out by CER in cooperation with McKinsey the overall investment needs to achieve this add up to 10 bn each year until 2020 throughout Europe (spread over 17 countries) of which 1/3 is already budgeted by the different railway systems. The six corridors represent about 6% of the European rail network but carry about 20% of Europe's rail traffic. A common methodology has already been established for each corridor, and the focus will be on freight transport. A key objective is to reduce transit times for freight by about 20%, leading to a better use of assets. A business case has been developed, performance targets defined, and an ERTMS migration strategy established. Corridors A, C, and D will be completed by , and the remaining three by The corridor approach will allow the Railways to benefit from economies of scale which will lead to a reduction in development costs. But this depends on defining a procurement strategy for each corridor that gets away from a nationalistic approach. Financial support from the TEN-T budget is of paramount importance for a rapid migration towards ERTMS. This is vital because a critical mass of ERTMS deployment needs to be reached as quickly as possible, which in turn will induce more and more infrastructure managers and railway undertakings to equip tracks and locomotives with ERTMS UIC all rights reserved 6-38

7 Figure 1: Map of the 6 European ERTMS corridors The following table shows the current situation with relation to the existence of Letters of Intent describing the firm responsibility and commitment to implement ERTMS as the interoperable European Railway signalling system on the respective corridor within a given timeframe: Letter of Intent and EEIG constitution Corridor A: Rotterdam- Genoa LoI signed EEIG in place Corridor B: Stockholm- Naples LoI pending Corridor C: Antwerp- Basel- Lyon LoI signed EEIG in place Corridor D: Valencia- Barcelona- Lyon- Ljubljana- Budapest LoI signed EEIG in place Corridor E: Dresden- Praha- Budapest- Bucharest- Constanta LoI signed 14/05/07 for the initial corridor 29/10/08 extended corridor No EEIG foreseen Corridor F: Aachen- Berlin- Warsaw- Terespol LoI signed 11/2007 Figure 2: State of signature of the ERTMS Letters of Intent and EEIG constitution per corridor Figures 3 and 4 give a synoptic overview of the corridor specifications and its equipment with the GSM-R telecommunications system as well as the structure and management responsibilities of each corridor organisation: Corridor Length (km) Timetable for ECTS implementation GSM-R installed A: Rotterdam- Genoa 2,840 Rotterdam-Oberhausen: 2012 Oberhausen- Mannheim: 2015 Manheim- Genoa: 2012 B: Stockholm- Naples 3,465 Stockholm- German border: 2015 Flensburg- Hannover: after 2020 Hannover- Munchen: after 2020 München- Kufstein: under examination Wörgl- Innsbruck: 2012 Innsbruck- Verona- Napoli: 2014 C: Antwerp- Basel- Lyon 1,680 Antwerp- Bettembourg: 2012 Bettembourg- Basle: Athus- Dijon: 2014 Dijon- Lyon: 2016/2017 Netherlands Germany & Italy Switzerland Western branch; Eastern branch by ,200 km None 2009 UIC all rights reserved 7-38

8 Corridor Length (km) Timetable for ECTS implementation GSM-R installed D: Valencia- Barcelona- Lyon- Ljubljana- Budapest E: Dresden- Praha- Budapest- Bucharest- Constanta F: Aachen- Berlin- Warsaw- Terespol 2,720 Valencia- Tarragona- Port Bou: 2011/2014 Barcelona- Perpignan: 2009 Perpignan- Lyon: 2012/2016 Lyon- Modena- Torino: 2014 Torino- Milano: 2012 Milano- Ljubljana: 2013/ 2014 Ljubljana- Budapest: ,714 Dresden- Decin: 2020 Decin- Praha- Breclav: Breclav- Bratislava- Budapest: ,934 German section: 2020 Polish sections to be confirmed 65 km 200 km Germany only Figure 3: Synoptic table on the 6 corridors 2 Corridors organization: responsible people Corridor A: Rotterdam- Genoa Corridor B: Stockholm- Naples Corridor C: Antwerp- Basel- Lyon Corridor D: Valencia- Barcelona- Lyon- Ljubljana- Budapest Corridor E: Dresden- Praha- Budapest- Bucharest- Constanta Corridor F: Aachen- Berlin- Warsaw- Terespol Mr Michel Ruesen (Chairman of GA) Mr Stefan Wendel (Managing Director) Ms Claudia Cruciani (Deputy Managing Director) Mr Umberto Foschi (co-ordinator) Mr Rolf Haraldsson Mr François Jaeger (President of EEIG) Mr Luc Vansteenkiste (Manager) Mr Michele Elia (President of EEIG) Mr Patrick Castan (Manager) Mr José Capel Ferrer (Manager) Mr Libor Lochman (Corridor co-ordinat.) Mr Mojmir Nejezchleb (Management Commiittee Chairman) Mr Łukasz Augustowski Figure 4: Synoptic table on corridor co-ordinators More efficient transport is in the general interest The modal shift from road to rail is the main aim of the TEN-T projects. A reduction in greenhouse gas emissions caused by road transport is a priority in Europe and EU Member States. Likewise, efforts should be made to reduce congestion on the roads. Because road transport has advantages in terms of flexibility, short reaction times and cost, it has absorbed most of the increase in the freight transport needs up to the present time. 2 Source: David Briginshaw IRJ 14/01/2009 integrated with info from UIC ERIM data base 2009 UIC all rights reserved 8-38

9 The aim of the freight corridors project is to offer a service that is more competitive than road haulage. This implies: Improving traveling times Reducing technical and operational costs Improving operational conditions at borders Maximizing available train paths Increasing service reliability. It is important to mention that the focus of the Corridor development is not only on the implementation of ERTMS, but it is also about the coordination of investments, the harmonization of operational rules and the specification of quality and performance needs on the corridors. «In order to get the full benefits of ERTMS deployment on the ERTMS corridors, it is necessary to run other corridor improvement activities, like alleviating infrastructure bottlenecks through appropriate investments and promoting operational improvements to boost interoperability» 3 Corridors specifications The following chapters provide a brief overview on the migration towards ERTMS for each of the 6 ERTMS corridors. Within this short analysis, we present general information with regard to the respective corridor, the migration status, and infrastructure and where available Rolling Stock related information and some impacts of the ERTMS migration on the market development for the rail freight business. It has to be stated at this point, that information available and quantity and quality of public information on the mentioned subjects varies between the 6 different ERTMS corridors and that this brief analysis cannot provide a full insight in the actual status of migration of each corridor. However, the blind spots of this analysis give an indication on the accessibility of public information and data on the migration progress of the corridors. Market impact The ERIM Project was conceived in 2003 within the Market and Development Sector of UIC Infrastructure Forum, following previous work on individual corridor studies at UIC, in order to prepare the foundation for a European Rail Infrastructure Masterplan. ERIM has also established, in collaboration with its member railways, an estimation of traffic growth by Tables below report the estimation for the 6 freight ERTMS corridors. 3 Karel Vinck, ERTMS Corridor Coordinator 2009 UIC all rights reserved 9-38

10 Estimated net tonnes-kms per year in 2007 Corridor Route length [km] Total National International Total Corridor A Total Corridor B Total Corridor C Total Corridor D Total Corridor E Total Corridor F Total ERTMS Corridors Figure 5: Estimated freight traffic per year in 2007 Total corridors (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Route length [km] Total National International Total Corridor A Total Corridor B Total Corridor C Total Corridor D Total Corridor E Total Corridor F Total ERTMS Corridors 2020 Total ERTMS Corridors 2007 growth ERTMS 2020/ % 85% 84% 86% Figure 6: Estimated freight traffic per year in 2020 Total corridors (Source UIC ERIM data base) The freight volume development between 2007 and 2020 is estimated to almost double within these 13 years, in the national traffic as well as in the international transport. The most significant growth rates estimated for the corridors A, D and F. This will be detailed in the following chapters UIC all rights reserved 10-38

11 1.1 Corridor A Figure 7: Geographical representation of corridor A 2009 UIC all rights reserved 11-38

12 1.1.1 General description Corridor A, which runs from the Dutch port of Rotterdam via Germany and Switzerland to the Italian port of Genoa, is the most advanced. The four transport ministers along the route signed a letter of intent on March 3rd They made a firm commitment to set up an organization to implement the ERTMS project. In total, there are five different IMs involved in Corridor A: ProRail (The Netherlands), DB Netz (Germany), SBB Infrastructure and BLS Infrastructure (both Switzerland) and RFI (Italy). Corridor A amounts up to about 3,000 km of lines it links 2 sea ports (Rotterdam and Genoa) and passes 40 terminals along the way. The corridor is linking to the ERTMS corridors C and F and the traffic volume is estimated to double until 2020 adding up to some 75 bn tonnes kilometres. The corridor is located in the heart of the European economy and represents the most industrialised North- South axis in central Europe. It links the most powerful economic regions passing highly urbanised centres such as Amsterdam, Brussels, Basel, Rotterdam, Rhine-Ruhr, Rhine-Main, Rhine-Neckar, Genoa, Zurich and Milan. The general motivations of the corridor are to realise an important traffic shift from road to rail, to get fit in order to meet the new market requirements and to improve European freight rail services. The 3 strategic directions to meet these challenges are meant to be the creation of an interoperable network, the establishment of a total service concept and the elimination of infrastructure bottlenecks through coordinated investments. An ambitious action plan has been defined by the EEIG (European Economic Interest Group) consisting of the 5 infrastructure managers of the corridor and some railway undertakings and other stakeholders: Realize an ERTMS deployment by 2012, except for Oberhausen-Mannheim by 2015 Develop a coherent program of relevant infrastructure investments Establish a common pre-tendering documents for joint tendering Install a common system for testing and validation Create a joint application for European Union support from the Trans-European Networks (TEN) budget for infrastructure Build joint requests for TEN-T funding support, complemented by national funding Put together an Executive Committee and a Management Committee for the steering and implementation of the project Produce a cooperation agreement to streamline the certification processes of ERTMS equipment. A strong cooperation with the ERTMS Users Group including the signing of an MoU has been put in place. The expected results out of these actions shall lead to a win-win-win situation for infrastructure managers, railway undertakings and European and national bodies in terms of reliability, capacity, time and costs. The structure of the work of the corridor organisation (EEIG) is shown in the following chapter. Working Groups have been set up in order to deal with 6 different topics and these WG s integrate managers and experts from all concerned EEIG Members. A detailed working plan has been defined and the success of the activities in each working group is steered with predefined key performance indicators, both for input values and for output performances UIC all rights reserved 12-38

13 Ministers European Commission Corridor IMs Executive Board of Ministries Management Committee (MC) RU Advisory Board EEIG Corridor Programme Management - Office (PMO) Corridor A manages all aspects on the Corridor Rotterdam-Genua on behalf of the MC Capacity TAF/TSI ERTMS Operations Terminals Traffic Quality #6 Integrated #1 Digital #10 ERTMS #12 Operations Terminal #11 Terminal Issues - #2 One One-Stop-Shop Shop Elimination Elimination of Coordination Coordination: Implementa- Deployment Operations Issues: study of & - Performance -Capacity #3 Monitoring Traffic Infrastructure - Pathfinder, tion Strategy on the Cross on quality of #13 Border Monitoring - Connections - Performance Bottlenecks -Europtirails Europtirails, corridor & until interface of - Int. Capacity Cross Border -Quality EICIS, 2012 (DB until terminals #4 Allocation Improving Quality -EICIS Implementation TAF/TSI 2015) -Logistics -Improvement -TSI/TAF #5 Intern. Capacity options Allocation WG Manager WG Manager WG Manager WG Manager WG Manager WG Manager Rail Net Europe NETZE National IM Organisations Figure 8: Corridor A - Working Organisation The backbone of the corridor work is the asset inventory of the corridor that has been set up in the first phase of the corridor activities. The following chart shows the content of this inventory: Traffic Demand Corridor Inventory Line Capacity Line Parameters Train Parameters Quality Parameters ETCS Parameters Line Topography Figure 9: Corridor inventory Corridor A Infrastructure/ Network: ERTMS migration status Benefits of a good cooperation Mr P. Brugts of the Dutch Ministry of Transport said the corridor was chosen because the 5 infrastructure managers already cooperate well, freight traffic is long-distance and therefore will benefit from improved interoperability, there is strong competition from other modes which has forced down freight rates by 20% in recent years, and inefficiencies have been identified that can be eliminated. It is planned to implement the project by the end of 2015 for the entire corridor UIC all rights reserved 13-38

14 ProRail has already installed ETCS Level 2 on the Betuwe route. Germany will both use ETCS Level 2 and Level 1 LS, depending on the local settings and parameters such as desired line capacity and maximum speed of trains. In Switzerland, the largest part of the corridor will be equipped with ETCS Level 1 LS, excluding the high speed line and the new base tunnels (Lötschberg, Gotthard, Ceneri). Italy will mostly use ETCS Level 1 Radio Infill. The following graph shows the technical implementation plan with regard to ERTMS specifications for trackside and on-board equipments on Corridor A: Track side Train borne Baseline 2.3.0d & Level 1 & 2 Baseline d Baseline 3* & - Level 2 - Level 1 LS Baseline 3 Baseline 3 & Level 1 RF *HSL/ LBT in Switzerland: Subject to further analysis (compatibility, costs, benefits, risks) until mid 2009 Figure 10: Trackside and On-board ERTMS specifications for Corridor A Market impacts About 300 locomotives will have to be retrofitted with ETCS. The cost of installing ETCS equipment on locomotives ranges from 130,000 [euro] to 250,000 [euro] depending on the class of locomotive. However, there will be an annual cost saving for new locomotives of 30,000 [euro] per unit because there will be one less command and control system on board UIC all rights reserved 14-38

15 Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor A Total Corridor A Germany Italy Netherlands Switzerland Figure 11: Estimated freight traffic per year in corridor A (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor A Total Corridor A Germany Italy Netherlands Switzerland Figure 12: Estimated freight traffic per year in corridor A (Source UIC ERIM data base) Corridor Targets are communicated as: Capacity improvement: + 52% tonnes km/year Journey time reduction: 20%; Commercial speed increase: 20%; Improved reliability by 26%. Modal split increase from 19,6 % in 2005 to 23,1 % in UIC all rights reserved 15-38

16 1.2 Corridor B General description Figure 13: Geographical representation of corridor B 2009 UIC all rights reserved 16-38

17 Corridor B represents one of the 3 North-South corridors out of the 6 ERTMS corridors. It starts from Stockholm, passing Sweden to Denmark, further on through Germany and heading south passing the Brenner in Austria and arriving in Naples in Italy. The total length of the corridor adds up to some 3,500 km of line. The corridor connects important areas having a significant volume of commercial activities in Europe, linking some of the major cities in the five countries (Stockholm, Alvesta, Hässleholm, Nässjö, Mjölby, Järna, Hallsberg, Malmö, Kobenhavn, Padborg, Rødby, Flensburg, Puttgarden, Hamburg, Hannover, Ausburg, München, Göttingen, Würzburg, Kufstein, Innsbruck, Bolzano, Verona, Bologna, Roma, Napoli). The following graphs gives an overview of the segmentation of the corridor: Hallsberg Stockholm Nyköping Kobenhavn Malmo Flensburg Rodby Hamburg Hannover Wurzsburg Munchen Innsbruck Augsburg Kufstein Brennero Verona Bologna Firenze Sweden 909 Km Denmark 350 Km Germany 1205 Km Austria 110 Km Italy 891 Km Roma Napoli Figure 14: Segmentation of Corridor B The corridor has been experiencing continued difficulties in getting Letters of Intent signed. At the moment the signature of the LoI for Corridor B is pending. The major criticality about the not yet signed Letter of Intent among the five Member States is due to the very different ERTMS implementation timings along the corridor. It appears clearly that, although it would be technically possible to run on the Southern section and on the Northern section of the corridor with ERTMS, the interoperable commercial operations for the whole corridor will start close to the date when the last section (Central section of the Corridor) will be equipped. An indefinite delay in the equipment of this section, would affect the rest of the corridor. In order to solve the remaining constraints and to better harmonize the timing of implementation in all countries with respect to the expected reciprocity and commercial benefits, the current timing concerning the ERTMS deployment should be modified and it should be reached an agreement for the corridor implementation in two phases: the Monaco-Verona routes to be completed by 2015 (currently the München - Kufstein route is planned in the German deployment plan to be completed at the same time with Brenner-Basis tunnel) and the remaining corridor routes to be completed by 2020 (in case of demonstrated unfeasibility very little delay can be negotiated and the date has to be finally fixed) The EC draft of the TSI CC Chapter VII is very close to this position. The LoI shall be finalized in a coherent 2009 UIC all rights reserved 17-38

18 way Infrastructure/ Network: ERTMS migrations status The critical issues that identified on Corridor B were the following: Infrastructure bottlenecks Insufficient line category Signalling Electrification In order to overcome these barriers, the corridor organization has decided upon the following total investments in the different countries: Country Infrastructure Investments ETCS Investments Sweden 3,6 bn 200 M Denmark 350 M 48 M Germany To be evaluated To be evaluated Austria 1,85 bn 70 M (30 M ETCS and 40 M interlockings) Italy 7 bn 400 M (ETCS and other signaling) Figure 15: Segmentation of investments on Corridor B The following chart shows the chosen ERTMS levels of implementation on corridor B: 2009 UIC all rights reserved 18-38

19 Hallsberg Stockholm Järna Nyköping SWEDEN : ETCS Level 2 (Level 1 in main nodes) Flensburg Malmo Kobenhavn Rodby Hamburg DENMARK : ETCS level 2 Hannover Augsburg GERMANY : ETCS Level 2 and Level 1 LS ERTMS Application Level Munchen Innsbruck AUSTRIA : ETCS Level 2 Brennero Verona Roma ITALY : ETCS Level 1 with radio infill functionality over posed to SCMT Napoli Figure 16: ERTMS levels of application on corridor B 2009 UIC all rights reserved 19-38

20 1.2.3 Market impacts Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor B Total Corridor B Austria Denmark Germany Italy Sweden Figure 17: Estimated fright traffic per year in corridor B (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor B Total Corridor B Austria Denmark Germany Italy Sweden Figure 18: Estimated freight traffic per year in corridor B (Source UIC ERIM data base) The improvement of the number of trains crossing the Corridor B borders is about 50% within the next 10 years. The improvement of volume in the same period will be also some +50% or more (up to 60%) since the trains will be longer in 2015 and better charged compared with the trains running in This means an improvement of the rail freight traffic from 50 to 60 % in ten years that is more than the forecasted improvement of the global freight traffic (rail, road and each other means). Considering the previous elements it has been computed that a growth of 4-6 % of the rail share (in 2000 the rail share was 18%) can be achieved. The corridor targets are communicated as: Capacity improvement: + 3% trains/year; Journey time reduction: 16 %; Average delay reduction: 30%; Commercial speed increase: 17% UIC all rights reserved 20-38

21 The following graph shows the expected development of train numbers on corridor B in the different countries: Average number of trains to day: Year 2005/year 2015 Hallsberg Stockholm Nyköping Kobenhavn Flensburg Rodby Hamburg Hannover Malmo 32 / / 143 Munchen Innsbruck Wurzsburg Augsburg Kufstein Brennero Verona Bologna Firenze 103 / / 131 Roma Napoli Figure 19: Train numbers on Corridor B in 2005 and UIC all rights reserved 21-38

22 1.3 Corridor C General description Corridor C will run south from the Belgian port of Antwerp through Luxembourg to Metz in France where it splits with branches running to Nancy, Lyon, and Basle, Switzerland. The corridor has four electrification systems and five different signaling systems. Figure 20: Geographical representation of corridor C 2009 UIC all rights reserved 22-38

23 The third of the North-South corridors is Corridor C. It covers a total length of 1,680 km segmented in the following way: 532 km in Belgium, 59 km in Luxembourg, km in France, and 5 km in Switzerland. The corridor crosses four countries using four different electrification and five different signalisation systems. Corridor C is a logistic corridor connecting major industrial poles of the North Sea and the Mediterranean area. While the Memorandum of Understanding was already signed in 2005 for all corridors, Corridor C signed its Letter of Intent already in 2006 by the 4 Ministers of Transport concerned by the corridor. The following graph shows the working structure of Corridor C: Steering Group MoU Assembly EEIG Corridor C Executive Committee Corridor Manager Workgroup ERTMS/ETCS Workgroup Quality & Interoperability Subgroup Subgroup Subgroup Subgroup Subgroup Subgroup Both IMs and RUs are represented in the subgroups! Steering Group MoU: EC, ERA, CER, EIM, UIC, UNIFE and representatives of the ERTMS corridors Assembly: president(l),director(b), representative Belgiam, French and Swiss IM, workgroup leaders, Corridor Manager Executive Committee: MS, EC, ERA, IM and NSA Figure 21: Working bodies of Corridor C The activities are separated in the Working Group ERTMS/ETCS and Quality/Interoperability consisting of different sub-groups dealing with specific items. This organization has the following advantages: Light organisational structure, regular meetings and close contact between the four IMs making quick decisions possible Close communication between the Infrastructure Managers and Railway Undertakings through the workgroups Recruiting full-time staff One language for common understanding (English) 2009 UIC all rights reserved 23-38

24 Close cooperation with RNE structure (using their procedures, etc.). The National Safety Authorities have already accepted almost all rolling stock material in the 4 different countries in the form of a cross acceptance. Subsidy Application by the EEIG of Corridor C in 2007 was IMs: RFF, Infrabel, CFL Infra (Period ) RUs: CFL, Crossrail (Period ). The EEIG Corridor C has to assure the coherence of the financial support and the National Investment Plans of the IM s and will apply to the 2nd Call 2009 gathering the demands of all actors of the Corridor (IMs + RUs) Infrastructure/ Network: ERTMS migration status Peetermans said the cost of installing ERTMS on Corridor C by 2030 is estimated at 458 million [euro], of which 149 million [euro] is for infrastructure and 309 million [euro] for locomotives. Peetermans was rather realistic about the prospects for ERTMS on Corridor C. The benefits of the ERTMS have to be moderate by the fact that several systems will still be used for another couple years. In other words, in a short term prospective, the ERTMS commercial benefits have to be taken into account carefully. The EEIG took the decision to equip the Corridor C trackside with the legal ETCS version 2.3.0d (for some parts this will be an update of baseline 2.2. subset 108 ) in order to guarantee a complete interoperability of the control command system. The installation ETCS v2.3.0d level 1 will be realised in the following way: 2013: Antwerp Basel 2018: Antwerp - Lyon In the short run, the EEIG of Corridor C is taking these initiatives: Study 750 meter length of trains Coordination of Traffic Controls Improvement of One Stop Shop (OSS) Recruiting the Investment and Operational Manager / Administrative, Financial and PR Manager (Corridor Manager in place) for the Corridor Market impacts Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor C Total Corridor C Belgium France Luxembourg Switzerland UIC all rights reserved 24-38

25 Figure 22: Estimated freight traffic per year in corridor C (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor C Total Corridor C Belgium France Luxembourg Switzerland Figure 23: Estimated freight traffic per year in corridor C (Source UIC ERIM data base) SNCB, Luxembourg Railways (CFL), and French National Railways (SNCF) have already developed an interoperable model called Sibelit whereby the three railways use interoperable locomotives throughout between Antwerp and Basle. CFL is already committed to the introduction of ERTMS on its entire network. On Corridor C, another objective is to reduce the travel time by 15% and divide by 4 the number of delayed trains on the section Antwerp-Lyon and by 2 on the section Antwerp-Basel. These measures would allow the transfer of some 7 billion tonnes/km from road to rail on this very congested transport axis, and rail could have a competitive advantage. The societal benefits of these measures, which make rail more competitive owing to less energy use and pollution, increased safety and lack of congestion, are estimated to total around 140 million in savings per year. The EEIG of Corridor C aims to achieve the following objectives: Domain Average travel time Antwerpen-Basel 11:30h 11:10h 10:15h Average travel time Antwerpen-Lyon 13:30h 13:20h 12:15h Punctuality 70% 72% 85% Number of freight trains per day (two directions) Figure 24: Objectives of Corridor C 2009 UIC all rights reserved 25-38

26 1.4 Corridor D General description Corridor D crosses Europe from West to East and is interconnected with Corridors C (Antwerp-Basel-Lyon), A (Rotterdam-Genoa), B (Stockholm-Naples) and E (Dresden-Budapest). Figure 25: Geographical representation of corridor D Infrastructure managers, Member States and rail freight operators in Spain, France, Italy, Slovenia and Hungary are all involved in the project. Their joining in the project is necessary for harmonizing and coordinating the investments and the measures required improving quality of service This corridor approach includes two initiatives: Development of technical interoperability, with, in particular, the deployment of ERTMS Improvement of quality by a standardization of infrastructure parameters, harmonization of operational rules, coordination of infrastructure investments. A strong cooperation with the ERTMS Users Group including the signing of an MoU has been put in place UIC all rights reserved 26-38

27 Leading and coordinating an international project The project management includes an executive committee, composed of Transport ministry representatives and a management committee, part of the EEIG, composed of infrastructure managers. In addition, ADIF, RFF, RFI and SZ set up in July 2007 a European Economic Interest Grouping (EEIG) in order to facilitate and coordinate the project ((ADIF), France (RFF), Italy (RFI) and Slovenia (SZ)). The president is M. Elia (RFI), the director is J. Capel (ADIF) and the co-director is P. Castan (RFF). MAV, the railway infrastructure of Hungary, TP Ferro, the concessionaire of the high-speed line Perpignan- Figueras, and the railway undertakings take part in the meetings. The object of the EEIG is to promote amongst its members measures designed to improve interoperability, increase the range of service, and implement ERTMS on corridor D. The EEIG coordinates applications for funds to European authorities in that regard. The EEIG fulfils the duties of managing board, implemented by the managers of railway infrastructure, as requested by the letter of intent from the French, Italian, Spanish and Slovenian ministers of Transport, signed in Brussels on December 12th The EEIG is tasked with: Preparing a detailed plan for implementing ERTMS on corridor D Coordinating, introducing and supervising applications for financial support for ERTMS equipments Possibly, collating and coordinating applications for financial support made by railway undertakings Coordinating its action with the project managers of other European corridors and national project heads responsible for ERTMS implementation The EEIG regularly reports on its activities (ERTMS, Quality and interoperability) to the executive committee and to the MOU Steering Committee represented by the European Coordinator for ERTMS projects, Karel Vinck. Figure 26: Corridor organization ERTMS corridor D - Source: UIC all rights reserved 27-38

28 In 2008, the EEIG organisation has set up its working programme for 2009 and defined the leaders of each work package and topic. According to this, ADIF is taking the lead in all infrastructure related questions, RFF is responsible for the working group operation and exploitation, the capacity and traffic management questions are steered by the Slovenian infrastructure manager and RFI is leading the quality system and business plan for Corridor D Infrastructure/ Network: ERTMS migrations status The deployment of ERTMS along a distance of about 3,000 km requires consideration to be given to the specific features of each of the five countries involved. Migration of existing control systems to the unified ERTMS will be achieved gradually. Rail freight without borders As a link between five European countries, Corridor D also ensures the interoperability of the North-South and East-West networks. Its connections complete the services provided by other corridors and projects in Europe, establishing the best possible network across Europe's territories. A major cross-border route Corridor D is one of the main freight routes in Europe. It fulfils five main functions by linking: The Iberian Peninsula to the shores of the Mediterranean where there are very high volumes of road traffic The main ports in the Mediterranean Basin (Barcelona, Marseille, Trieste, Koper) with their hinterlands The main industrial areas in Southern Europe e.g. around Barcelona, Lyon and the Rhône corridor in France, and Northern Italy (Turin, Milan, Verona) South-Western Europe with the new Member States in the European Union South-Western Europe with Northern Europe via Corridor C Country Start-up Completion Spain France Italy Slovenia Hungary Figure 27: Migration timetable ERTMS corridor D 2009 UIC all rights reserved 28-38

29 1.4.3 Market impacts A new horizon for the transport of goods By providing greater fluidity and quality of service on the corridor between Valencia and Budapest, the project will contribute to improve rail freight performance and increase rail freight market share. The demand for national and international freight should considerably increase by Studies forecast annual growth of 3.7% to 7.8% for the five countries involved in Corridor D, with differences from one country to another. Considering corridor D and cross border traffic, the evolution could be higher: + 6 % annual growth between Spain and France + 6 % annual growth between France and Italy (not counting the Lyon-Turin project) Multiplication by 10 of the tonnage from 2004 to 2020 between Italy and Slovenia Multiplication by 6 of the tonnage from 2004 to 2020 between Slovenia and Hungary To meet this demand, rail transport will have to provide a service that constantly improves its efficiency, especially as regard journey times, reliability and capacity. Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor D Total Corridor D France Hungary Italy Slovenia Spain Figure 28: Estimated freight traffic per year in corridor D (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor D Total Corridor D France Hungary Italy Slovenia Spain Figure 29: Estimated freight traffic per year in corridor D (Source UIC ERIM data base) 2009 UIC all rights reserved 29-38

30 1.5 Corridor E General description Figure 30: Geographical representation of corridor E Corridor E is a very traditional axis in central Europe connecting on km of tracks the city of Dresden in Germany with the Czech territory, Vienna in Austria, further on to Hungary and after the lengthening of the corridor the entire Romanian territory to the harbour of Constante (with the extension the length of the corridor has almost doubled). The railways that was built in the place of today s Corridor E were among the first railway tracks in central Europe (e.g. sections between Dresden and Budapest were completed before 1851). The Letter of Intent on the development of Corridor E was signed in May 2007 by Germany, Czech Republic, Austria, Slovakia and Hungary. Romania joined the corridor in October 2008 and the lengthening of the corridor was accorded. The LoI was signed by the Romanian ministry in A commitment was made to equip the corridor with the ERTMS system by 2015 (or by 2020 in Germany), a Management Committee composed of infrastructure managers and railway undertakings is in place and an executive Board has been composed of representatives of the individual Ministries. However, it was decided that the corridor management would not be realized in the form of an EEIG as it has been decided 2009 UIC all rights reserved 30-38

31 for other ERTMS corridors. A strong cooperation with the ERTMS Users Group including the signing of an MoU has been put in place. A short timeline of activities on Corridor E over the last years: 09/2005 Methodology for corridor analysis 10/2005 Corridor E project team established 02/2006 Corridor E study elaborated 08/2006 Corridor E Management Committee launched 05/2007 Letter of Intent signed (except for Romania) 06/2007 TEN-T: Common part of the funding approved 07/2007 National application forms submitted 11/2007 Evaluation of TEN-T applications proposal for EC decision 10/2008 Corridor E extended to Constanta. Due to the new route of the corridor to Constanta a new corridor study will be carried out in 2009 and an updated call for funds for the entire corridor is foreseen for the 2 nd call in The following graph shows the management structure of Corridor E: Figure 31: Management structure of Corridor E 2009 UIC all rights reserved 31-38

32 The organization of the corridor includes both all infrastructure managers as well as major operators involved in the corridor management such as Railion, CD Cargo, ZS Cargo, Rail Cargo Austria, MAV Cargo, CFR Marfa. These operators are involved in individual projects covering operational rules, ERTMS implementation or terminal planning Infrastructure/ Network: ERTMS migrations status Corridor D will be equipped with different ERTMS system levels; however, the SRS has been decided to be as a common baseline. In order to obtain the benefits from the corridor approach, Corridor E needs to invest heavily in the removal of bottlenecks and therefore in infrastructure. These investments are estimated to add up to an amount of about 1.7 bn, where as the investments for ERTMS are estimated to some 300 M. On the Czech territory with relation to the route planning, Corridor E has to dedicated routes, one for passenger services and one for freight services. On this part the following rules have been decided: No intercity passenger service Regional passenger trains only Annual timetable prioritising freight trains Conflict management prioritising express freight trains. A joint application for funding by TEN-T (first Call for proposals) was submitted in July 2007 and the EC decided to allocate 27 M to Corridor E. The funds will be spent on: Czech Republic: Kolín Břeclav trackside part of ETCS system: 20 M Czech Republic: equipment of 12 locomotives (2 prototypes and 10 production locomotives): 1.5 M Austria: Břeclav Vienna trackside part of ETCS system and equipment of 2 locomotives (prototypes): 5 M Another joint application for funding by TEN-T (second Call for proposals) is being completed and the suggested amendment to Chapter 7 of the TSI CCS introduces the following changes: The main branch should be equipped by 2015, including German section Dresden Děčín Secondary branches Děčín Nymburk Kolín Havlíčkův Brod Brno and Nové Zámky Komárom should be equipped by 2020 Upon the initiative of the Czech Republic during the RISC meeting, the draft amendment to Chapter 7 of the TSI CCS was extended to include the connection between Corridors E and F near Dresden; the connection between Corridors E and F near Dresden should be equipped by UIC all rights reserved 32-38

33 1.5.3 Market impact Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor E Total Corridor E Austria Czech Rep Germany Hungary Romania Slovakia Figure 32: Estimated freight traffic per year in corridor E (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor E Total Corridor E Austria Czech Rep Germany Hungary Romania Slovakia Figure 33: Estimated freight traffic per year in corridor E (Source UIC ERIM data base) On Corridor E, the objectives can be summarized as follows: Travel time reductions of about 25 % Shorter transport times: a freight train from Dresden to Budapest shall need approximately 4 hours More efficient utilization of locomotives Lower transport costs higher competitiveness of railway transport Passenger transport: higher track speed (in the Czech Republic one of the conditions is the introduction of 200 km/h speed) UIC all rights reserved 33-38

34 1.6 Corridor F General description Figure 34: Geographical representation of corridor F On 5th Nov the Polish Minister of Transport together with his German counterpart signed the Letter of Intent in the field of ERTMS implementation on the Corridor F Aachen Berlin Warszawa Terespol. The Letter of Intent includes: ERTMS implementation strategy, proposed by IMs, Expected growth of performances quantity and quality, EC recommendation concerning the system implementation both in tracks and onboard elements. The Ministries committed themselves to support: Increase the Corridor efficiency, as well as performers benefits, Gain the financial means from the TEN-T programme and Cohesion Funds, 2009 UIC all rights reserved 34-38

35 Support actively IMs in the proper means management assigned for ERTMS implementation. Setting up the Executive Committee: supervision, support and adjudge controversies within Managing Committee works Setting up the Managing Committee: In charge of IMs, cooperation with RUs, ERA, safety and system authorisation institutions, drafting the detailed plan on Corridor F ERTMS implementation Infrastructure/ Network: ERTMS migrations status The situation on the Polish part of the corridor The first installation of ERTMS in Poland will take part in southern part of the Corridor F. ETCS Level 2 part of E 30 Legnica Bielawa Dolna (Country Border). Length 84 km (Corridor F) Requirements: o ERTMS/ETCS Functional Requirements Specification 5.0 o o ERTMS/ETCS System Requirements Specification 2.3.0d EIRENE Functional Requirements Specification GSM-R v.7.0 o EIRENE System Requirements Specification GSM-R v.15 Time schedule: o Start of installation in 2009 o End of installation and tests 2012 o Open commercial operation from 2012 The Polish national ERTMS Deployment Plan foresees a strict schedule for the implementation of ERTMS in Poland. Steps are now underway to begin works to install the first ERTMS equipment in the country. The Plan foresees ERTMS implementation along 84 km of the key E30 line on the section from the German border to Legnica, which is the Polish pilot section of ERTMS Corridor F as well as 224 km on the E65 CMK line on the section from Grodzisk Mazowiecki to Zawiercie, which is a convenient connection between Warsaw and Kraków/Katowice and a major line for passenger transport. The implementation of ERTMS on the E65 line, which currently has technical but not signalling capacity to sustain operations with a speed of 200 km/h, will allow an increase of operational speed. A tender launched in January 2009 involves implementation of ETCS Level 2 on the E30 line and ETCS Level 1 on the E65. The ultimate aim is to achieve full technical compatibility between ERTMS projects, taking into account the harmonisation of ERTMS operational rules, the cross-acceptance of traction rolling stock, the inclusion of STMs, as well as the cross-acceptance of train drivers competences and common operational languages. ERTMS is expected to be operational in 2012 on the E65 CMK line from Warsaw to Kraków/Katowice and in 2013 on the Corridor F pilot line. The situation on the German part of the corridor Corridor F is intended to be finalised by 2020: line section Hannover Frankfurt (Oder) & Horka (2015), line section Aachen Hannover (2020), 2009 UIC all rights reserved 35-38

36 line section Aachen Oberhausen (under discussion by 2015), SRS o approx. 70% SRS 3.0.0, ETCS L1 LS o approx. 30% SRS 3.0.0, ETCS L2. Some more information on ERTMS related corridor decisions: Lines for max. speed > 160 km/h will be equipped with ETCS L2 Lines for max. speed 160 km/h, i.e. especially freight routes, will be equipped (provided that comparable PZB capacity is sufficient) with ETCS L1 LS or ETCS L2 due to capacity reasons or performance reasons. SRS Version will be implemented on the corridor to ensure the required functionalities. Efficient alignment between validation process of SRS and the system development is inevitable to ensure the timely realisation of the migration plan. There are also ideas about extension Corridor F: Aachen Antwerp Legnica Medyka Warszawa Katowice Corridor E UIC all rights reserved 36-38

37 1.6.3 Market impacts Estimated net tonnes-kms per year in 2007 Corridor Country Route length [km] Total National International Corridor F Total Corridor F Germany Poland Figure 35: Estimated freight traffic per year in corridor F (Source UIC ERIM data base) Estimated net tonnes-kms per year in 2020 Corridor Country Route length [km] Total National International Corridor F Total Corridor F Germany Poland Figure 36: Estimated freight traffic per year in corridor F (Source UIC ERIM data base) 2009 UIC all rights reserved 37-38

38 PMP has been chosen as consultant on economic and benchmark methodologies UIC all rights reserved 38-38

39 INTERNATIONAL UNION OF RAILWAYS UNION INTERNATIONALE DES CHEMINS DE FER INTERNATIONALER EISENBAHNVERKEHR 16 rue Jean Rey - F PARIS ETF publication 2009