Geneva, June 23 th 2009

Geneva, June 23th 2009

UNITED NATIONSEconomic and social Council

Economic Commission for EuropeINLAND TRANSPORT COMMITTEE

Fourth session of the Expert Group on Hinterland Connections of Sea Ports

“Developing rail freight axes in Europe”

by Joan Amorós

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FERRMED ASSOCIATION

FERRMED IS A FERRMED IS A SUCCESSFUL NON PROFIT SUCCESSFUL NON PROFIT MULTISECTORIAL MULTISECTORIAL ASSOCIATION WITH 137 ASSOCIATION WITH 137 MEMBERS IN 11 MEMBERS IN 11 EUROPEAN COUNTRIES EUROPEAN COUNTRIES AND IN NORTH OF AFRICA. AND IN NORTH OF AFRICA. PROMOTED BY DE CIVIL PROMOTED BY DE CIVIL SOCIETY INITIATIVE SOCIETY INITIATIVE (BOTTOM-UP). (BOTTOM-UP). HEADQUARTERS IN HEADQUARTERS IN BRUSSELSBRUSSELS

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FERRMED MAIN OBJECTIVES

To stimulate the development of railway infrastructures for freight transport in the UE, through the development of the corresponding “business oriented” studies.

To encourage the establishment of FERRMED standards in the rail freight transportation network in the European Union.

To improve the ports and airports connections with their respective hinterlands.

To develop the concept of the Great Rail Freight Axis Scandinavia-Rhine-Rhone-Western Mediterranean.

To contribute to a more sustainable development through the reduction of pollution and climate change emissions.

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FERRMED STANDARDS (I) Reticular and polycentric network with a great socio-economic and

intermodal impact.

Two parallel lines (double track each) in main corridors of the network.

Electrified lines (preference 25.000v.)

Weight per axle: 22.5÷25 tons.

UIC width of tracks.

UIC C gauge.

Reduced maximum slope (12‰).

Increased length and weight of trains (up to 1500m and 5000 net tons).

Sidings and terminals appropriate to receive long trains.

ERTMS system with “two ways working” along the tracks

Availability of a network of intermodal, polyvalent and flexible terminals with high level of performance.

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FERRMED STANDARDS (II)

Availability of capacity and traffic schedules for freight transportation 24 hours a day and 7 days a week.

Unified management and monitoring system by Great Axis Core Network.

Transport system management shared with several rail operators (free competition)

Harmonization of the administrative formalities and the social legislation.

Advantageous and homogeneous fees for the use of infrastructure.

Reduction of the environmental impact of the freight transporting system as a result of the retrofitting of the old railway rolling stock, infrastructural solutions where needed, and an increase in the share of the rail in a long distance land transportation of up to 30÷35%

Locomotive and wagon new concepts adapted to FERRMED infrastructure Standards

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RETICULAR AND POLYCENTRIC NETWORK OF HIGH SOCIOECONOMIC AND INTERMODAL IMPACT

Proposed Transeuropean Main Branches of Rail Freight Great Axes

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FERRMED STUDIES UNDER WAY

Supply/Demand, Technical and Socio-economic Global Study of FERRMED Great Axis Rail Network and its zone of influence Developed by de Consortium:

WYG International (UK); DORSH Consult (Germany); GESTE ENGINEERING (Switzerland); INEXIA (France); NTU (Denmark); PROGTRANS AG (Switzerland); RINA INDUSTRY (Italy); SENER (España); SIGNIFICANCE BV (The Netherlands); SPIEKERMANN GmbH (Germany); STRATEC (Belgium); WSP AB (Sweden); WYG Consulting Group (UK)

FERRMED freight Locomotive concept Developed by

ALSTOM; BOMBARDIER; COEIC, COIICV, Universitat Politècnica de Catalunya; VOSSLOH and APPLUS.

FERRMED freight wagon concept Developed by

Royal Institute of Technology Stockholm (KTH) – Railway Group; Institute of Technology Berlin (TIB)

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FERRMED Great Axis has a direct and close influence over 245 millions 245 millions EuropeansEuropeans (54% of the EU-25 population and 66% of the GDP).In addition, the axis :

has a close influence over 60 60 millions inhabitants in North millions inhabitants in North Africa.Africa.links withlinks with western end of Trans-Siberian RailwayTrans-Siberian Railway in St. Petersburg and Finland

The rail freight network of the

FERRMED Great Axis interconnects

the most important sea and inland

harbour fronts; and the main East-

West axes of the EU.

SUPPLY/ DEMAND, TECHNICAL AND SOCIO-ECONOMIC GLOBAL STUDY OF FERRMED GREAT AXIS RAIL NETWORK

AND ITS ZONE OF INFLUENCE (I)

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SUPPLY/ DEMAND, TECHNICAL AND SOCIO-ECONOMIC GLOBAL STUDY OF FERRMED GREAT AXIS RAIL NETWORK

AND ITS ZONE OF INFLUENCE (II)

Global study will analyze different modes of freight transportationin the whole network of the FERRMED Great Axis from three pointsof view:

– Supply/Demand Analysis– Technical Analysis– Socioeconomic and environmental Analysis

The aim is:• to match Supply with Demand and to balance and optimize the traffic between different modes of transportation achieving that the rail freight transportation could reach 30 to 35% of the land transportation rate• to put into practice FERRMED standards improving the conditions of capacity, intermodality and interoperability of the railway in the afore mentioned network.

Totally business/market orientated with double approach, regional as well as European.

RESULT: High priority Rail Freight network (business oriented)RESULT: High priority Rail Freight network (business oriented)

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SUPPLY/ DEMAND, TECHNICAL AND SOCIO-ECONOMIC GLOBAL STUDY OF FERRMED GREAT AXIS RAIL NETWORK

AND ITS ZONE OF INFLUENCE (III)

WORKING PLAN CALENDAR

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Reference Scenario: It takes into consideration the infrastructure projects planned

(committed funding) in the different countries.

FERRMED Full Implementation Scenario : It includes infrastructure and management improvements required by

the implementation of FERRMED Standards in 2025 in order to achieve the required transfer of freight from road to railways: 30 – 35% by rail of long distance land transportation.

FERRMED Medium Implementation Scenario : It takes into consideration infrastructure and management

improvements included in the national plans and some additional measures related to FERRMED Standards; these are selected taking into consideration various restrictions (time, funds, profitability, willingness of the authorities in charge, etc).

The Global Study has taken into consideration three Scenarios set up by different transportation supply systems which influence the distribution of traffic among the different modes.

SUPPLY/ DEMAND, TECHNICAL AND SOCIO-ECONOMIC GLOBAL STUDY OF FERRMED GREAT AXIS RAIL NETWORK

AND ITS ZONE OF INFLUENCE (IV)

Scenario Definition

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Implementation of FERRMED Standards and Proposals

Modeling Variables: % Difference vs. REF. Scenario per standard – draft -Modeling Variables: % Difference vs. REF. Scenario per standard – draft -

FERRMED Standard

Full FERRMED

Scenario

Medium

FERRMED

Scenario

Effect on the

transport systemModelling variable Value

1. Signalling

ERTMS L2 Interoperability More Line capacity

Link Speed Line capacity

Speed: + 15% Line capacity +15%

ERTMS L1 Interoperability “Dummy” at borders Speed at borders

Elimination of “dummy” Speed at borders, same of

adjacent lines

2. Train Length

• 1,500 m in core FERRMED network (code 1,2);

• 1,000 m in main feeders;• 750 m rest FERRMED

Network

More Loading

capacity Lower Operational

costs Lower Market

prices

Loading capacity Operational costs Market prices Technical data for

calculation of capacity

Loading capacity: +50% Operating costs: -26% Market prices: -26%

• 1,000 m in core FERRMED network

• 750 m in rest of FERRMED network

Loading capacity: +40% Operating costs: -15% Market prices: -15%

3. New terminals & expansion of existing ones

Optimistic capacity Freight

intermodality Lower costs and

time at terminals

Fixed inventory costs Freight handling and

storage costs Waiting times at

terminals

Cost at freight terminals: -20% time at freight terminals: -35%

Medium capacity Cost at freight terminals: -15% time at freight terminals: -25%

4. Maximum Axle Load

Uniform to 22.5 tonnes/axle and 25 in specific lines

(Upgrade of 20 and 22 tonnes/axle lines to 22.5)More loading capacity Loading capacity Loading capacity: +5%

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FERRMED Standard

Full FERRMED

Scenario (1st Run)

Medium

FERRMED

Scenario

(1st Run)

Effect on the

transport systemModelling variable

5. Width of the tracks

All Mediterranean corridor with UIC

width

UIC width from

France to Almeria

• Interoperability.• High availability

to take freight from road.

“Dummy” at border links Speed at border links

6. Loading gauge UIC C

Main lines UIC C Feeders GB1

Same as reference scenario

• Interoperability• Decrease of rail

loading times and costs at freight terminals

• Rail loading and unloading time• Rail loading and unloading costs

7. Reliability and Quality

Consequence of all the other standards

• Reduction of delays

• Increases of Competitiveness

• Reduction of Generalized Cost

• Reduction of Costs and Times according to the Standards implemented

Modeling Variables: other FERRMED standards – draft -

Implementation of FERRMED Standards and Proposals

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Proposal Effect/Comment

8. Two Parallel lines in main branches Increase of capacity and speed

9. Homogenisation of Power typeNO interoperability problem if electrified (100% FERRMED network 2025)

10. Renewal of Rolling stockAllow implementation of other standards (i.e. long trains and max axle load)

11. Increase of freight train priority

Freight dedicated lines to be proposed to solve specific bottlenecks (city bypasses)

Same priority in mixed lines implies speed > 100 Km/h, reduction of train length and line capacity by 15% (22.5->20 tonnes/axle)

12. Slope limitation to 12 ‰Taken into account when new lines are planned or when existing ones are upgraded

Other FERRMED Proposals – draft –

Implementation of FERRMED Standards and Proposals

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Implementation of FERRMED STANDARDS and proposals

New locomotive and wagon conceptsLocomotive and wagons adapted for long and heavy trains (Advanced actions in: use of materials with low weight and high strength; couplings (automatic); brakes; higher haul capacity and flexibility; noise, vibration and emissions reduction; communication system in case of multiple distributed traction; design of the driver’s cab in locomotives; etc).

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Inland Freight Traffic (Tonnes-km)

Inland Freight Traffic Modal Split – Reference Scenario

Inland Freight Traffic Red Banana (10^9 tonnes-km)

0

500

1000

1500

2000

2500

3000

3500

Total

2005 Base Year

2025 Reference Scenario

Inland Freight Traffic EU 25 (10^9 tonnes-km)

0500

1000150020002500300035004000

Total

2005 Base Year

2025 Reference Scenario

Inland Freight Traffic

Inland Freight Modal Split Red Banana (tonnes-km)

0%

20%

40%

60%

80%

100%

IWW

Rail

Road

IWW 7,8% 8,7%

Rail 14,0% 14,8%

Road 78,2% 76,5%

2005 Base Year 2025 Reference Scenario

Inland Freight Modal Split EU 25 (tonnes-km)

0%

20%

40%

60%

80%

100%

IWW

Rail

Road

IWW 6,9% 7,3%

Rail 17,7% 20,9%

Road 75,4% 71,8%

2005 Base Year 2025 Reference Scenario

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MAIN CONCLUSION

The implementation of FERRMED Standards (Full FERRMED Scenario) is the

only way to reach the railway share of 30-35% in a long

distance land transportation

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OTHER STUDIES FORECASTED

Transmediterranean Orbital Rail Network and Sea Links Global Study

(To be developed jointly with Euro-Mediterranean Business Association)

"tracks and ships for peace, progress, solidarity

and sustainability "

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OTHER STUDIES FORECASTED

Transeurasian Rail Network Global Study

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FERRMED GENERAL SECRETARIAT

FERRMED General Secretariat is at your disposal should you require further information about the FERRMED Project, the Association and the expected action plans

FERRMED, ASBLRue de Trèves, 49 Box 7

B-1040 BrusselsTel. + 32-2-230.59.50 - Fax: + 32-2-230.70.35

[email protected]

Linking harbours and promoting Linking harbours and promoting a sustainable rail freight networka sustainable rail freight network

www.ferrmed.com

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Thank you for your attention