Investing in Europe s transport network

Transcription

1 Building Tomorrow s Mobility Investing in Europe s transport network Innovation and Networks Executive Agency

2 Europe Direct is a service to help you find answers to your questions about the European Union. Freephone number (*): (*) The information given is free, as are most calls (though some operators, phone boxes or hotels may charge you). More information on the European Union is available on the Internet ( Luxembourg: Publications Office of the European Union, 2016 Conception/pre-press: Eworx S.A. Images EU Corridor maps Innovation and Networks Executive Agency (INEA) Page 9 ADIF Alta Velocidad Page 11 ÖBB-Infrastruktur AG/ Carina Helminger (left) PKP Polskie Linie Kolejowe S.A. Page 13 ADIF (left) ASFA Page 15 INEA Page 17 Walloon Ministry of Transport (left) Ministère de l Ecologie, du Développement Durable et de l Energie Page 19 National Railway Infrastructure Company (NRIC) (left) Greek Ministry of Economy, Development and Tourism Page 21 Bundesministerium für Verkehr und digitale Infrastruktur (left) Port of Rotterdam Page 23 viadonau (left) CFR S.A. Page 25 BBT SE (left) Femern A/S Page 27 INEA Page 29 Dover Harbour Board ISBN doi: /65857 European Union, 2016 Reproduction is authorised provided the source is acknowledged. Printed in Belgium on elemental chlorine-free bleached paper (ECF)

3 European Commission Building Tomorrow s Mobility Investing in Europe s transport network 2016 EN

4 4 B u i l d i n g T o m o r r o w s M o b i l i t y Introduction Building Tomorrow's Mobility From a patchwork of networks to a unified, seamless transport system As of January 2014, the European Union has a new transport infrastructure policy that connects the continent between East and West, North and South. This policy aims to close the gaps between Member States' transport networks, remove bottlenecks that still hamper the smooth functioning of the internal market and overcome technical barriers such as incompatible standards for railway traffic. It promotes and strengthens seamless transport chains for passenger and freight, while keeping up with the latest technological trends. This new approach is funded on a comprehensive network and core network: 1. The Comprehensive Network is a multi-modal network of relatively high density which provides all European regions (including peripheral and outermost regions) with an accessibility that supports their further economic, social and territorial development as well as the mobility of their citizens. 2. The Core Network is a part of the Comprehensive Network, distinguished by its strategic importance for major European and global transport flows. The Core Network is based on nine strategic integrated corridors which will be the backbone of the new TEN-T network and improve its reliability and efficiency. Each corridor is overseen by a European Coordinator. Additionally, two key transport policy areas, which are closely related to infrastructure development, have been provided with a TEN-T governance comparable to that of the nine corridors: the establishment of the European Rail Traffic Management System (ERTMS) and the promotion of Motorways of the Sea (MoS) which aim at relieving land transport corridors and may constitute their "maritime leg". For these two areas, European Coordinators have been nominated too and cooperate closely with the corresponding infrastructure managers and transport operators. To help complete the TEN-T Core and Comprehensive networks, the European Commission and the Innovation and Networks Executive Agency (INEA) issue regular calls for proposals to support the best infrastructure projects. For the period the European Commission will award a total of 22.4 billion from the Connecting Europe Facility (CEF) funding instrument to thousands of projects in all EU Member States. These projects, ranging from small feasibility studies to tunnels boring underneath the Alps, are the building blocks which will interconnect the entire TEN-T Network. In this publication you will find a selection of these projects chosen among the ones contributing to realise the nine Core Network Corridors as well as ERTMS and MoS, so turn the page to discover how tomorrow's interconnected transport network is being built today!

5 B u i l d i n g T o m o r r o w s M o b i l i t y 5 Content EU corridor map 6 Core Network Corridors Atlantic 8 High Speed Rail to Madrid 9 Three railway lines to improve access Iberian Peninsula 9 Baltic-Adriatic 10 The new Koralm railway line 11 Increased capacity in the Polish rail network 11 Mediterranean 12 Standardising railway tracks in Spain 13 ITS on the Mediterranean Corridor 13 North-Sea Baltic 14 Improving inland waterway transport a new lock in Zerben 15 Scandinavian-Mediterranean 24 Building the longest rail tunnel in the world 25 A link between Scandinavia and Germany 25 Horizontal Priorities European Rail Traffic Management System 26 Safer rail transport in Denmark 27 New train management system in northern Italy 27 Motorways of the Sea 28 LNG for shipping 29 An alternative fuel for marine transport 29 A better rail network for passengers and freight 15 North Sea-Mediterranean 16 A new lock on the Albert Canal 17 An inland waterway network for the future 17 Orient/East-Med 18 Better rail connections in Bulgaria 19 A new railway for Greece 19 Rhine-Alpine 20 Faster rail transport through Germany 21 Connecting modes in the Port of Rotterdam 21 Rhine-Danube 22 Exploiting the Danube to its full potential 23 Improved railways in Romania 23

6 EU Corridor Map

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8 8 B u i l d i n g T o m o r r o w s M o b i l i t y Three railway lines to improve access to the Iberian Peninsula High Speed Rail to Madrid Atlantic Corridor Carlo Secchi The Atlantic Core Network Corridor links the Western part of the Iberian Peninsula and the ports of Le Havre and Rouen to Paris and further to Mannheim/Strasbourg, with multimodal connections including high speed rail lines and parallel conventional ones, including also the Seine as inland waterway. These interoperable links will improve the connections between the most important urban zones of the area and foster a shift of traffic from the congested air and road transport to rail. The maritime dimension plays a crucial role in this corridor, which links and enhances the role of the westernmost core ports of continental Europe (Sines, Lisboa/Setubal, Leixoes-Porto), and is connected with the North Sea through a multimodal axis Paris- Le Havre (inland waterways, railways and roads). The corridor s route includes also the key ports of Bilbao and Bordeaux. Professor Carlo Secchi is the European Coordinator for the Atlantic Corridor.

9 B u i l d i n g T o m o r r o w s M o b i l i t y 9 High Speed Rail to Madrid Three railway lines to improve access to the Iberian Peninsula May 2015 December 2016 January 2014 December 2019 Total cost: 38,158,054 EU support: 11,400,000 Member States involved: Spain Project Coordinator: ADIF Alta Velocidad The Chamartín-Atocha-Torrejón de Velasco railway section is a missing link in the high speed railway network between Madrid and the branches connecting to the south of Spain and Lisbon (Portugal). The project involves building double high speed tracks in UIC gauge for a maximum speed of 350 km/h. Once completed the project will help to reduce travel times on the Atlantic Core Network Corridor and lead to an overall improvement in the railway connection between the Iberian Peninsula and the rest of Europe. Total cost: 1,147,441,753 EU support: 459,296,701 Member States involved: Spain and France Project Coordinator: ADIF Alta Velocidad The Bergara-San Sebastian-Bayonne railway section involves studies and works on the existing cross-border line and part of two new lines, the High Speed Line (HSL) San Sebastian- Bilbao/Victoria ( Y Vasca ) in Spain and the HSL Grand Project of South West (GPSO) in France. Once completed the project will enhance the connection between the Iberian Peninsula and the rest of Europe, allowing for faster seamless rail transport.

10 10 B u i l d i n g T o m o r r o w s M o b i l i t y Increased capacity in the Polish rail network The new Koralm railway line Kurt Bodewig Baltic-Adriatic The Baltic-Adriatic Core Network Corridor is one of the most important trans- European road and railway axes. This 2,400 km long corridor will connect the Baltic ports in Poland with the ports of the Adriatic Sea. It starts at the harbours of Gdańsk and Gdynia before reaching the Adriatic ports of Venice, Trieste and Ravenna in Italy as well as the port of Koper in Slovenia. The corridor meanders through the industrialised areas of Southern Poland (Upper Silesia), Vienna and Bratislava, the Eastern Alpine region and Northern Italy. It comprises important railway projects such as the Semmering base tunnel and the Koralm railway in Austria as well as cross-border sections covering Poland, the Czech Republic, Austria, Slovakia, Slovenia and Italy. Mr Kurt Bodewig is the European Coordinator for the Baltic-Adriatic Corridor.

11 B u i l d i n g T o m o r r o w s M o b i l i t y 11 The new Koralm railway line Increased capacity in the Polish rail network January 2014 March 2019 January 2015 December 2020 Total cost: 191,930,423 EU support: 57,579,127 Member States involved: Austria Project Coordinator: Austrian Federal Railways (ÖBB) Total cost: 531,613,269 EU support: 437,411,397 Member States involved: Poland Project Coordinator: PKP Polskie Linie Kolejowe S.A. The project is part of a wider range of actions to build a new 127 km long Koralm railway line connecting Graz and Klagenfurt in Austria. The project will support the construction on the Wettmannstätten-St. Andrä sub-section of the Koralm railway line. The continuously electrified line is based on the latest technical improvements. Once completed the project will have removed an important bottleneck on the corridor, speeding up rail traffic and guaranteeing a key north-south link. The works on the E59 railway line aim at removing a km long bottleneck to increase capacity and service quality between Szczecin and Poznań. Once completed the project will increase the attractiveness, safety and efficiency of railway transport by increasing the connectivity between Northern and Central Europe along the Baltic-Adriatic Corridor.

12 12 B u i l d i n g T o m o r r o w s M o b i l i t y ITS on the Mediterranean Corridor ITS on the Mediterranean Corridor Standardising railway tracks in Spain ITS on the Mediterranean Corridor Mediterranean Laurens-Jan Brinkhorst The Mediterranean Core Network Corridor links the Iberian Peninsula with the Hungarian-Ukrainian border. It follows the Mediterranean coastlines of Spain and France, crosses the Alps towards the east through Northern Italy, leaving the Adriatic coast in Slovenia and Croatia towards Hungary. Apart from the Po River and some other canals in Northern Italy, it consists mainly of road and rail networks. The corridor will create an east-west link through the southern part of the EU, contribute to intermodality in sensitive areas such as the Pyrenees and the Alps and connect some of the major urban areas of the EU with high speed rail infrastructure. Mr Laurens-Jan Brinkhorst is the European Coordinator for the Mediterranean Corridor.

13 B u i l d i n g T o m o r r o w s M o b i l i t y 13 Standardising railway tracks in Spain ITS on the Mediterranean Corridor January 2014 April 2019 January 2014 December 2018 Total cost: 311,227,977 EU support: 124,491,190 Member States involved: Spain Project Coordinator: ADIF Total cost: 53,251,168 EU support: 10,650,234 Member States involved: Spain, France, Italy and Portugal Project Coordinator: ASFA The Spanish track gauge is different from the European standard gauge (UIC). Currently trains have to be switched at the Spanish border or a dualgauge configuration has to be adopted. This project will help cross borders faster by implementing the UIC standard gauge along the 489 km Valencia- Tarragona-Barcelona section of the Mediterranean Core Network Corridor. The MedTIS II project will implement Intelligent Transport Systems for road (ITS) on an 8,600 km long continuous stretch of motorways in all the participating countries, covering 13 TEN-T Urban Nodes, 5 cross-border areas and more than 40 preidentified bottleneck areas. The project will cover various typologies of traffic and will deliver Traffic Management Services (TMS) and travel information. On completion a major bottleneck to cross-border rail services between Spain and France will be removed, enhancing rail interoperability within the EU. Spanish cities, ports and logistical centres will enjoy a direct passenger and freight connection to the rest of Europe, boosting economic activity along the Mediterranean Corridor. Once completed, the project will allow road operators to optimise the use of road infrastructure during traffic peaks and to plan ahead mitigating solutions. The service will include increased data collection, improved traffic control centres and the enhancement of alert services.

14 14 B u i l d i n g T o m o r r o w s M o b i l i t y Improving inland waterway transport a new lock in Zerben A better rail network for passengers and freight Catherine Trautmann North-Sea Baltic The North Sea-Baltic Core Network Corridor connects the ports of the Eastern shore of the Baltic Sea with the ports of the North Sea. The corridor will connect Finland with Estonia by ferry, provide modern road and rail transport links between the three Baltic States on the one hand and Poland, Germany, the Netherlands and Belgium on the other. Between the Odra River and German, Dutch and Flemish ports, it also includes inland waterways, such as the Mittelland-Kanal. The most important project is Rail Baltic, a European standard gauge railway between Tallinn, Riga, Kaunas and North-Eastern Poland. Ms Catherine Trautmann is the European Coordinator for the North Sea-Baltic Corridor.

15 B u i l d i n g T o m o r r o w s M o b i l i t y 15 Improving inland waterway transport a new lock in Zerben A better rail network for passengers and freight April 2014 March 2018 November 2015 December 2020 Total cost: 25,660,000 EU support: 5,132,000 Member States involved: Germany Project Coordinator: Bundesministerium für Verkehr und digitale Infrastruktur The project forms part of a wider range of projects aimed at upgrading the Elbe-Havel canal to Class Vb by It specifically addresses the establishment of new lock chambers and gates, descent structure in Zerben and the adjustment of the lower outer basin, including replacement of the lower weir, as well as the creation of the lock operation building, the outside installations and ancillary equipment. Once completed, the project will remove the last bottleneck on the Elbe-Havel canal, enabling unrestricted passage to larger vessels in this inland waterway network section. These improvements and developments will increase the potential for inland waterway transport growth. Total cost: 614,308,666 EU support: 461,775,825 Member States involved: Poland Project Coordinator: PKP Polskie Linie Kolejowe S.A. The project supports the modernisation of the E20 railway line in Poland by upgrading the key Sochaczew- Swarzędz section. The section will be modernised by rebuilding the track bed, improving platforms at stations and level crossing, replacing the overhead contact system and installing a new command and signalling system. The project will boost rail transport in the region and beyond by improving conditions on the E20/C-E20 railway lines. Infrastructure will be upgraded to the best international standards, allowing for increased capacity on the lines, improved safety and faster travel times for freight and passenger trains.

16 16 B u i l d i n g T o m o r r o w s M o b i l i t y An inland waterway network for the future A new lock on the Albert Canal North Sea-Mediterranean Péter Balázs The North Sea-Mediterranean Core Network Corridor stretches from Ireland and the north of the United Kingdom through The Netherlands, Belgium and Luxembourg to the Mediterranean Sea in the south of France. This multimodal corridor, comprising inland waterways in Benelux and France, aims not only at offering better multimodal services between the North Sea ports, the Maas, Rhine, Scheldt, Seine, Saone and Rhone river basins and the ports of Fos-sur-Mer and Marseille, but also at better interconnecting the British Isles with continental Europe. Mr Péter Balázs is the European Coordinator for the North Sea-Mediterranean Corridor.

17 B u i l d i n g T o m o r r o w s M o b i l i t y 17 A new lock on the Albert Canal An inland waterway network for the future January 2007 March 2015 January 2014 December 2019 Total cost: 89,766,666 EU support: 26,930,000 Member States involved: Belgium Project Coordinator: Walloon Ministry of Transport The project covered the construction of the fourth lock at Lanaye, the key lock along the Albert Canal on the Belgian-Dutch border. The lock connects maritime and inland ports along the Rhine-Main-Danube (from Rotterdam to Constanţa) and along the Seine-Scheldt (from Le Havre to Antwerp) and constitutes an essential point of passage for the European inland waterway network. The new lock at Lanaye brings capacity up to more than 50,000 vessels per year (with a merchant fleet composition similar to the current one). This greatly increases the appeal of inland navigation as a viable alternative to other, less environmentally friendly, modes of transport. Total cost: 2,326,759,000 EU support: 979,686,500 Member States involved: France, Belgium Project Coordinator: Ministère de l Ecologie, du Développement Durable et de l Energie The Seine-Scheldt project aims to connect the Seine and Scheldt river basins (and beyond the Rhine- Scheldt delta and the Rhine basin). The project will remove bottlenecks and complete the missing links between both basins, including the construction of the 107 km Seine Nord Europe Canal. The project covers studies and works to improve the network of inland waterways in Northern France and Belgium and ensure interconnection into one seamless high capacity network. The Seine and Scheldt basins run through two of Europe s most important industrial regions. The project will ultimately establish a direct link between them and allow unimpeded navigation. Eliminating bottlenecks in this dense network of rivers and canals will help make inland waterway transport more efficient and attractive, encourage modal shift for freight and alleviate road congestion.

18 18 B u i l d i n g T o m o r r o w s M o b i l i t y Better rail connections in Bulgaria A new railway for Greece Matthieu Grosch Orient/East-Med The Orient/East-Med Core Network Corridor connects central Europe to the North, Baltic, Black and Mediterranean Seas, allowing the optimisation of the use of the ports concerned and the related Motorways of the Sea. It will foster the development of key ports as major multimodal logistic platforms and will improve the multimodal connections of major economic centres in Central Europe to the coastlines, using rivers such as the Elbe. It extends, across the Mediterranean Sea, from Greece to Cyprus. Mr Matthieu Grosch is the European Coordinator for the Orient/East-Med Corridor.

19 B u i l d i n g T o m o r r o w s M o b i l i t y 19 Better rail connections in Bulgaria A new railway for Greece July 2015 December 2020 January 2014 June 2018 Total cost: 67,984,600 EU support: 57,786,910 Member States involved: Bulgaria Project Coordinator: National Railway Infrastructure Company (NRIC) Total cost: 430,333,890 EU support: 290,389,308 Member States involved: Greece Project Coordinator: Ministry of Economy, Development and Tourism The rail section between Sofia and Elin Pelin (part of the Sofia-Plovdiv railway line) represents a bottleneck in the Bulgarian network since it does not meet the requirements for passenger and freight transport in terms of speed and travel time, as well as interoperability, safety and security. The project supports studies and works for the modernisation of this rail section. The project will lead to an improvement in the quality, safety and security of rail services in Bulgaria and along the Corridor. It will reduce congestion by allowing faster transit times for rail convoys and have a positive effect on modal split. The project supports the remaining works on the new double track Tithorea-Lianokladi-Domokos rail section (part of the Athens-Thessaloniki rail line), consisting of infrastructure, superstructure, signalling and electrification. This rail section is currently a bottleneck in the rail traffic due to poor design characteristics combined with ageing infrastructure. The project will increase the capacity of a key section of Greek rail infrastructure, which will also be equipped with modern signalling, tele-commanding, telecommunications and electrification systems. As a result, high speed rail transport will be improved, leading to significant improvements for users, such as time savings and travel cost reduction.

20 20 B u i l d i n g T o m o r r o w s M o b i l i t y Connecting modes in the Port of Rotterdam Faster rail transport through Germany Rhine-Alpine The Rhine-Alpine Core Network Corridor constitutes one of the busiest freight routes of Europe, connecting the North Sea ports of Rotterdam and Antwerp to the Mediterranean basin in Genoa, via Switzerland and some of the major economic centres in the Rhine-Ruhr, the Rhine-Main-Neckar and the agglomeration of Milan in Northern Italy. This multimodal corridor includes the Rhine as inland waterway. Key projects are the railway base tunnels, in part already completed, and their access routes in Germany and Italy. Mr Paweł Wojciechowski is the European Coordinator for the Rhine-Alpine Corridor. Paweł Wojciechowski

21 B u i l d i n g T o m o r r o w s M o b i l i t y 21 Faster rail transport through Germany Connecting modes in the Port of Rotterdam January 2014 December 2019 October 2015 December 2019 Total cost: 828,614,563 EU support: 338,532,745 Member States involved: Germany Project Coordinator: Bundesministerium für Verkehr und digitale Infrastruktur The project will realise the upgrade to four tracks of the Karlsruhe-Basel railway line. The two additional railway tracks, which will be mainly routed parallel to the two existing ones, will cater for high speed rail traffic, allowing a maximum speed on the line of up to 250 km/h. Besides reducing travel time by 31 minutes on this section, the additional tracks will remove an important bottleneck on the corridor and enable the transit of additional freight trains coming from Belgian and Dutch ports as well as from Switzerland/ Italy via the newly inaugurated Gotthard base tunnel. Total cost: 199,640,390 EU support: 59,892,170 Member States involved: The Netherlands Project Coordinator: Port of Rotterdam Currently, the Caland Bridge (part of the Port of Rotterdam rail network) is the single rail freight connection between Rotterdam and the European hinterland. The project s main objective is to construct an alternative route for rail to avoid the bridge. This new 4.5 km long section of internal port railway (the Theemsweg ) will feature two tracks. The project seeks to remove the bottleneck in the rail freight access to the Port of Rotterdam. As additional cargo capacity of 17 million TEU is directed towards the port thanks to the completion of the Maasvlakte 2 rail section, a more efficient solution was needed to manage the internal railway network of the port.

22 22 B u i l d i n g T o m o r r o w s M o b i l i t y Completing the Romanian railway network Exploiting the Danube to its full potential Exploiting the Danube to its full potential Exploiting the Danube to its full potential Rhine-Danube The Rhine-Danube Core Network Corridor, with the Main and Danube waterways as its backbone, connects the central regions around Strasbourg and Frankfurt via Southern Germany to Vienna, Bratislava, Budapest and, finally, the Black Sea. It features an important branch from Munich to Prague, then to Zilina, Kosice and up to the Ukrainian border. The Corridor fosters intermodality between inland waterway connections and all other modes of transport. Ms Karla Peijs is the European Coordinator for the Rhine-Danube Corridor. Karla Peijs

23 B u i l d i n g T o m o r r o w s M o b i l i t y 23 Exploiting the Danube to its full potential Completing the Romanian railway network July 2015 June 2020 November 2015 December 2020 Total cost: 22,710,933 EU support: 19,304,293 Member States involved: Austria, Bulgaria, Croatia, Czech Republic, Romania and Slovakia Total cost: 797,340,070 EU support: 677,739,059.5 Member States involved: Romania Project Coordinator: CFR S.A. Project Coordinator: viadonau The main goal of the project is to provide good navigation status along the Danube and the Danube- Black Sea Canal all year round. This will be achieved through a series of studies and pilot activities in the participating countries which will identify future works for fairway rehabilitation and upgrade. With stable navigation conditions along the Danube basin throughout the year, inland navigation will receive a considerable boost and become a credible alternative to land based transport in the region. Inland waterway transport will contribute to modal shift as it becomes more reliable, faster and safer. The project will upgrade the Brașov-Apaţa and Caţa- Sighișoara sections of the Brașov-Sighișoara rail line in Romania. The two sections will be completely rebuilt in line with EU requirements for the rail TEN-T Core Network to ensure improved rail services on the line. European Rail Traffic Management System (ERTMS) will also be installed to ensure interoperability with other EU countries and to boost safety. The project will significantly improve travel in Romania, as well as its connection to other countries through better accessibility, connectivity, modal integration, sustainability, enhanced capacity, safety, and security. Rail transport in the region will receive a boost as will the core Network Corridor.

24 24 B u i l d i n g T o m o r r o w s M o b i l i t y A link between Scandinavia and Germany Building the longest rail tunnel in the world Scandinavian-Mediterranean Pat Cox The Scandinavian-Mediterranean Core Network Corridor is a crucial north-south axis for the European economy, linking the major urban centres in Germany and Italy to Scandinavia and the Mediterranean. Crossing the Baltic Sea from Finland to Sweden and passing through Germany, the Alps and Italy, it links the major urban centres and ports of Scandinavia and Northern Germany to continue to the industrialised high production centres of Southern Germany, Austria and Northern Italy and further to the Italian ports and Valletta in Malta. The most important projects in this corridor are the fixed Fehmarnbelt rail/road crossing and railway Brenner base tunnel, including their access routes. It extends, across the sea, from Southern Italy and Sicily to Malta. Mr Pat Cox is the European Coordinator for the Scandinavian-Mediterranean Corridor.

25 B u i l d i n g T o m o r r o w s M o b i l i t y 25 Building the longest rail tunnel in the world A link between Scandinavia and Germany January 2016 December 2019 January 2017 December 2019 Total cost: 2,802,300,000 EU support: 1,181,490,000 Member States involved: Austria, Italy Project Coordinator: BBT SE Total cost: 1,472,500,000 EU support: 589,000,000 Member States involved: Germany, Denmark Project Coordinator: Femern A/S The Brenner Base Tunnel (BBT) is a cross-border rail tunnel between Austria and Italy and the main element of the new Brenner railway from Munich to Verona. It covers the construction of two 8.1 metre wide parallel rail tunnels running 40 to 70 m apart from one another, as well as a third narrower service tunnel located between the two main ones. The cross-border tunnel, which is envisaged for the transport of heavy goods and passengers across the Alps, will remove a major bottleneck in an environmentally sensitive area, shifting heavy traffic from road to a high-quality rail service, allowing trains to cross the Alps much faster. Once completed, the BBT will slash travelling times from Innsbruck to Bolzano from two hours to 50 minutes. The Fehmarn Belt Fixed Link project is dual rail/road connection between Germany and Denmark lying on the Scandinavian-Mediterranean TEN-T Corridor, a key north-south route connecting the Nordic countries to the rest of Europe. The link will provide a direct rail and road connection across the 18 km wide Fehmarn strait in the Baltic sea between northern Germany and Lolland, and onwards to the Danish island of Zealand and Copenhagen. The Fehmarn Belt Fixed Link will reduce the journey time from about four and a half to merely three hours, allowing transit times across the strait of seven minutes for passenger trains and ten minutes for road vehicles. Once fully operational, the Fixed Link is expected to see a daily traffic of around 40 passenger and 78 freight trains plus over 11,000 road vehicles. It will strengthen the transport links between the Øresund region in Denmark/Sweden and Hamburg in Germany, allowing a new greater and more competitive region the Fehmarnbelt to emerge.

26 26 B u i l d i n g T o m o r r o w s M o b i l i t y ERTMS Safer rail transport in Denmark New train management system in northern Italy European Rail Traffic Management System Karel Vinck European Rail Traffic Management System (ERTMS), a Horizontal Priority of the Connecting Europe Facility (CEF), aims to make rail transport safer and more competitive by adopting a harmonised and interoperable train control and command system. The deployment of ERTMS will enable the creation of a seamless European railway system and increase European railway s competitiveness. There are two major components within ERTMS: ETCS, the European Train Control System, is an automatic train protection system (ATP) to replace the existing national ATP systems. GSM-R, a radio system for providing voice and data communication between the track and the train, based on standard GSM frequencies specifically reserved for rail applications. Mr Karel Vinck is the European Coordinator for the European Rail Traffic Management System Horizontal Priority.

27 B u i l d i n g T o m o r r o w s M o b i l i t y 27 Safer rail transport in Denmark New train management system in northern Italy January 2016 December 2018 November 2014 December 2018 Total cost: 21,996,938 EU support: 10,998,469 Member States involved: Denmark Project Coordinator: Banedenmark The project is a component of the Danish migration strategy to ERTMS (ETCS Level 2, Baseline 3) on its conventional railway lines. The project contributes to the migration by deploying new signalling systems (hardware and software) on the 85 km long Copenhagen H Køge Nord Ringsted line, a mixed traffic line of double track which is part of the Danish TEN-T rail network. ERTMS is a major European industrial initiative to make rail transport safer and more competitive. Its goal is to substitute more than 20 different train control-command systems which are currently in use in Europe with a single harmonised system. Once finalised, the project is expected to increase the efficiency and the interoperability of the Danish conventional railway network. Total cost: 27,382,000 EU support: 13,691,000 Member States involved: Italy Project Coordinator: Italian Ministry for Infrastructure and Transport The project covers the preparatory phase and the trackside deployment of ERTMS Baseline 3 on 133 km (in double-track equivalent) in the Italian part of the Rhine-Alpine Core Network Corridor. It is part of a global project aiming at completing the deployment of ETCS on the entire Italian part of the Rhine-Alpine Core network Corridor by the end of ERTMS is a major European industrial initiative to make rail transport safer and more competitive. Its goal is to substitute more than 20 different train control-command systems which are currently in use in Europe with a single harmonised system. Once the project is completed it will improve the cross-border operation with Switzerland along the Rhine-Alpine Core Network Corridor.

28 28 B u i l d i n g T o m o r r o w s M o b i l i t y Motorways of the Sea An alternative fuel for marine transport LNG for shipping LNG for shipping Motorways of the Sea Brian Simpson Motorways of the Sea (MoS), a Horizontal Priority of the Connecting Europe Facility (CEF), aims to promote green, viable, attractive and efficient sea-based transport links integrated in the entire transport chain. Their implementation should help to rebalance the EU transport system. Motorways of the Sea are considered the maritime pillar of the Trans-European Transport Network. They consist of shortsea routes, ports, associated maritime infrastructure and equipment, facilities as well as simplified administrative formalities enabling Short Sea Shipping or sea-river services between at least two maritime ports, including hinterland connections. They shall contribute towards the achievement of a European Maritime Transport Space without Barriers, connect Core Network Corridors by integrating the maritime leg and also facilitate maritime freight transport with neighbouring countries. Mr Brian Simpson is the European Coordinator for the Motorways of the Sea Horizontal Priority.

29 B u i l d i n g T o m o r r o w s M o b i l i t y 29 LNG for shipping An alternative fuel for marine transport January 2014 June 2017 July 2015 December 2020 Total cost: 40,065,856 EU support: 13,082,775 Member States involved: Germany, The Netherlands Project Coordinator: Shell Western LNG B.V. LNG is rapidly emerging as a more environmentally friendly fuel for the maritime sector and its uptake is encouraged by the EU. The ReaLNG project aims to ensure the deployment of Liquefied Natural Gas (LNG) in Germany and the Netherlands by providing a bunkering vessel and LNG-related infrastructure in the ports of Rotterdam and Lübeck. The project will design, build and operate a maritime LNG bunker vessel as well as necessary port infrastructure for LNG bunkering. Once completed the initiative will support the development of a strong, competitive, and environmentally sustainable shipping sector in Germany and the Netherlands. The new infrastructure will also allow both countries to comply with the new EU regulation on sulphur emission levels. Total cost: 111,645,000 EU support: 33,493,500 Member States involved: France, United Kingdom Project Coordinator: Dover Harbour Board The core ports of Dover and Calais operate the busiest roll-on/roll-off (Ro-Ro) ferry terminals in Europe, connecting the United Kingdom (and Republic of Ireland) with mainland Europe. In order to maximise and deliver vital short and long term capacity to meet market growth and support European trade along the corridor, the project will enhance infrastructure in the two ports. The Dover-Calais maritime link will benefit from the project with increased efficiencies which will result in quicker turnaround times for ferries, more streamlined operations, increased safety and improved punctuality of services. The improvements will allow faster transit through a maritime connection at the centre of the TEN-T corridor.

30 30 B u i l d i n g T o m o r r o w s M o b i l i t y The INNOVATION & NETWORKS EXECUTIVE AGENCY (INEA) As an executive agency established by the European Commission, INEA ensures the successful implementation of parts of the Connecting Europe Facility (CEF) and Horizon 2020 Programmes, and the legacies of the Trans-European Transport Network (TEN-T) and Marco Polo (freight performance) Programmes. INEA manages a total budget of up to 34.1 billion ( ): 27.4 billion from the CEF and 6.7 billion from H2020. INEA follows the entire project lifecycle and makes implementation happen by: Organising Calls for Proposals and external evaluation of projects to be co-financed Providing support to beneficiaries Administering the grants awarded Ensuring technical and financial follow-up of project implementation Controlling the use of allocated funds Giving feedback to the Commission as input to policy-making Making Implementation Happen INEA s mission is to implement the programmes in an efficient and effective manner by providing its stakeholders with expertise and high-level programme management, in order to benefit economic growth and EU citizens. Connecting Europe Facility (CEF) The CEF is a key EU instrument to promote growth, jobs and competitiveness through targeted infrastructure investment at the European level. It supports the development of the high-performing, sustainable and interconnected Trans-European Networks in the fields of: Transport Energy Telecommunications Horizon 2020 Horizon 2020 is the EU s biggest ever programme for research and innovation that aims to ensure Europe produces world-class science and technology that drives economic growth. It couples research and innovation, and focuses on three key areas including Societal Challenges. Two of the seven challenges are partly managed by INEA: Smart green and integrated transport Secure, clean and efficient energy INEA s Added Value Beneficiaries benefit from INEA s long-standing experience and proven high-level performance, including: Simplified access to EU funding opportunities via a single entry point Expertise to increase the efficiency of technical and financial programme and project management Bringing innovative ideas, concepts and products to implementation Promotion of the programmes and increased visibility of the EU for project results and achievements Promotion of synergies and economies of scale between the programmes. Close working relations with beneficiaries Best practices, guidance and technical support in project management, public procurement, financial engineering, and environmental legislation Streamlined and harmonised procedures for a better use of EU funds and maximised programme efficiency such as shorter payment times and response to requests Efficient evaluation procedures, user friendly and transparent call documentation, and customised IT tools to support applicants

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32 EF EN-N Innovation and Networks Executive Agency European Commission W910 B ISBN doi: /65857 Innovation and Networks Executive Agency