Railway PRO March

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year VIII ■ No. 1.3. (93) ■ 2013 EC speeds up the opening of passenger transport market with new proposal

Rail transport is becoming more and more popular nowadays in Hungary

Searching for intermodality solutions

Aeroexpress, importance of continuous developmentInterview with Mr. Alexey Krivoruchko, CEO of Aeroexpress«Аэроэкспресс» - лидер рынка, осознающий важность постоянного развития услугИнтервью с генеральный директор Компания «Аэроэкспресс» Компания «Аэроэкспресс» был создана в 2005 году и предоставляет услуги железнодорожных перевозок между аэропортом и центром города вМоскве, Сочи и Владивостоке.

Mass Transportation

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March 2013 | www.railwaypro.com

1editor’s note

Слишком смелый проект?Конец января месяца был отмечен

опубликованием окончательного варианта пакета предложений со стороны Европейской комиссии, который, вероятно, станет «Железнодорожным пакетом № 4». Это набор директив и положений, направленных на реализацию видения комиссара по транспорту Сийма Калласа. «Пакет» местами дерзок, и, помимо всего прочего, в нем содержатся, как это должно быть в случае публичного документа, признаки компромисса по отношению к различным интересам, руководящим европейской железнодорожной промышленностью.

Мы говорим о пакете законов, направленных на создание или точнее, на завершение создания единого европейского железнодорожного рынка, так как он был начат в разрезе первых железнодорожных пакетов и как это можно наблюдать в рамках других отраслей.

И все же, что-то подсказывает, что переговоры будут очень сложными. Социально – экономический контекст отличается от первых 3-х железнодорожных пакетов, даже от

опубликованного новейшего издания белой книги перевозок.

Экономический кризис, который начался в 2007 – 2008гг., распространяется в глобальном масштабе с различными вспышками, что способствует углублению чувства незащищенности среди европейских граждан. Ксенофобные и популистские проявления становятся элементами повседневной жизни, что приводит к эрозии конституционных элементов континентальной конструкции. Обсуждение выхода Великобритании из Европейского союза стало нормой, как вероятно и предложение о референдуме по тому же вопросу во Франции; ограничение доступа на рынок труда или в пространство свободного передвижения также становится нормой и т.п.

Это рамки, внутри которых несколько евро-энтузиастов пытаются построить новый европейский рынок – рынок железных дорог; а попытаться объединить железнодорожников вокруг общей конструкции трудно, учитывая консерватизм, тенденции распыления, и не в последнюю очередь, стремление к созданию иерархии.

Железные дороги, как мы упоминали и при других обстоятельствах, были построены в Европе в духе войны, и стали инструментами военной обороны и строительства националистического общества. Границы между “железнодорожными администрациями” еще глубже, чем границы между нациями. Не столько предпринимательский дух и желание помочь европейскому сообществу направляет железнодорожную жизнь, сколько желание сохранить привилегии, плотный рынок, образ прошлого. А именно эти элементы создают дальнейшие помехи для “Пакета № 4”.

Удастся ли комиссии ввести интегративное видение, применяя артиллерийское орудие, бегущее от Атлантического океана до Черного моря, или же мы увидим, как создаются местные альтернативы ETCS, взамен национальных систем сигнализации, и будут ли продолжать оставаться вненациональные транспортные средства с национальными характеристиками, «которые должны быть основательно проверены перед тем, как передвигаться по территории других государств»?

The end of January has marked the public issue of the final draft of

the European Commission’s proposals which will probably form the Fourth Railway Package. A set of directives and regulations aimed to put in practice the vision of the Commissioner for Transport, Siim Kallas. It is a “package” rather bold in patches, marked, as any other public document, by signs of the compromise with the different interests which govern the European railway industry.

We are talking about a legislative package aimed to create, or more precisely, to complete the construction of a single European railway market as initiated by the first railway packages and as it can also be observed in other industries.

And yet, something tells me that negotiations will be very difficult. The social and economic context is different from that during the issue of the other 3 railway packages and even from that of the White Paper on Transport.

The economic crisis which began in 2007-2008 continues worldwide with several outbursts which deepens the uncertainty among European citizens. Xenophobe and populist displays begin to be part of every day’s life causing the disruption of the constitutional elements of the continental structure. Rumours about Great Britain leaving the European Union are somehow natural as the talks about a referendum in France on the same topic probably are as well; to limit access to the labour market or in the free trade area seems also natural.

This is the context in which some Euro-enthusiasts are trying to build a new European market – the European railway market; and trying to join the railway players around a common goal is difficult, considering the conservatism and the interest in the chain for command.

As shown in the previous issues, railways in Europe have been built as war

instruments for military defence and for building nationalist societies. The borders between “railway administrations” are even deeper than between nations. The railway life is conducted not so much by the entrepreneurial spirit and the will to help the European community, but by the wish to preserve privileges, a hermetic market, and a picture of the past. And the Fourth Package comes to confuse precisely these elements.

Will the Commission be able to impose an integrating vision with trains capable to run from the Atlantic to the Black Sea or will we see local variants of the ETCS being constructed aimed to replace the national signalling systems and the survival of “national” vehicles that have to be thoroughly checked before being introduced to other countries?

A too bold project?Issue published with the support of

Romanian Railway Industry Association & Club Feroviar – The Railway Business Club

Журнал издаётся при поддержке Асоциации Железнодорожной Промышленности и

Club Feroviar – ЖД Клуб Деловых Людей

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www.railwaypro.com | March 2013

Aeroexpress, a market leader aware of the importance of continuous developmentInterview with Mr. Alexey Krivoruchko, CEO of Aeroexpress«Аэроэкспресс» - лидер рынка, осознающий важность постоянного развития услугИнтервью с с генеральнымдиректором компании «Аэроэкспресс» Алексеем Криворучко

content2

LeAders

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Operators answer passenger needs by purchasing new rolling stock

PoLicies & strAtegies

Every day, European transport policies focus more on shifting traffic from road to rail triggering the chain development of the railway sector and related

industry, together with the positive impact that this transport mode has on energy efficiency, environment and life quality.

Операторы соответствуют требованиям пассажиров путем приобретения нового подвижного состава

ПОЛИТИКА И СТРАТЕГИЯ

Поощрение железнодорожных перевозок пассажиров, за счет политик и вложения финансовых средств заставляет операторов разрабатывать новые стратегии, которые должны привести

к оптимизации мобильности и привлечению большего числа пассажиров, что станет возможным благодаря предоставлению

качественных услуг.

Railway PROthe railway business magazine

ISSN - 1841 - 4672

Publisher: Editura de Transport & Logistică S.R.L.30, Virgiliu Street, Sector 1 Bucharest, postal code: 010881Tel.:+4 021 224 43 85; +4 021 224 43 87 Mobile: +40 721 723 724Fax: +4 021 224 43 86 E-mail: [email protected]: www.railwaypro.com

Editors:Elena [email protected] Luică[email protected]

Production and photo editor:Petru Mureşan

Department of translations: Alina Vuţulicu

Paula BădescuGentil Traduceri SRL

Contributors:Florentina GhemuţFelicia Gherghieş

Graphic design:Petru Mureşan

Layout and DTP:Petru Mureş[email protected]

Photo:Radu Drăgan

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Advertising Enquiries:[email protected]. railwaypro.com/advertise

editor’s note

stAtistics

A too bold project?1

Railway Statistics58



28 ЛИДЕРЫ

LeX

In Russia, railway transport stands above all the other transport models with a cargo transport share of 80% and of 40% for passenger transport. Aeroexpress operator was set up in 2005 and provides railwaytransport services between airports and cities in Moscow and its region, but also in Sochi and Vladivostok. The company’s development strategy indicates the extension of transport services to Kazan in 2013 and in St. Petersburg in the future. Компания «Аэроэкспресс» был создана в 2005 году и предоставляет услуги железнодорожных перевозок между аэропортом и центром города в Москве, Сочи и Владивостоке. Согласно стратегии развития, в этом году компания намеревается запустить движение в Казани и в скором будущем в Санкт-Петербурге.

EC speeds up the opening of passenger transport market with new proposal

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New Azerbaijan – Turkey rail line55

Poland: Pomerania Region reshapes the railway system for passenger transport

50

CER is concerned about the mandatory tendering of PSO as being the only applicable award mechanism

37

Safety Directive Proposal A step forward in the implementation of the “single safety certificate”

45

Fourth Railway Package: divergent opinions40

EC guidelines on ITS implementation46

ERA could take over the certification of rail undertak-ings and the authorization of vehicles

42

South Africa eyes rail high-speed54

Kuwait to start metro network works in 201352

Doha speeds up the development of the metro project

53

MetroPoLitAn

MArKet deVeLoPMent

Operators answer passenger needs by purchasing new rolling stock

20

Connecting Europe Facility: Member States need to make sure that as many good quality and maturity projects as possible are submitted

22

“Rail transport is becoming more and more popular nowadays in Hungary”

32

“Europe needs one consistent structure”36

“Infrastructure managers, the only actors in the rail market with a system-wide perspective”

38

CFR SA can increase track access charges after investing in infrastructure quality

16

New provisions in the social minimum package of CFR Călători

18

Urban mobility – target 205039

Searching for intermodality solutions56

Bigger cities, bigger problems60

MobiLity

EU policies focus on reinventing cities48

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3content

РедакциОнная Статья

1 Слишком смелый проект?

ПОЛитика и СтРатеГия

РаЗВитие РЫнка

метРОПОЛитан

ПОЛитика и СтРатеГия

СтатиСтика

СТАТИСТИКА62

РаЗВитие РЫнка

Политика ЕС сосредоточивается на создании нового образа городов

54

ЗакОн


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Механизм подключения Европы: заявки на финансирование не могут быть направлены в любое время и по любому проекту

22

„Железнодорожный транспорт становится всё привлекательнее в Венгрии”

32

“Европе нужна крепкая структура”36

«Администраторы инфраструктур станут единственными действующими лицами на железнодорожном рынке, которым будет видна полная картина всей системы железных дорог»

38Компания «ЧФР СА»

сможет увеличить размер налога на использование инфраструктуры если будет инвестировать средства в повышение качества инфраструктуры

16

Новые положения для включения в минимальный социальный пакет для “ЧФР Кэлэторь” (Румынские железнодорожные пассажирские перевозки)

18

Новое предложение Европейской комиссии способствует открытию рынка железнодорожных пассажирских перевозок

44

Новое соединение: Турция – Азербайджан55

Поморское Воеводство восстанавливает свою железнодорожную систему пассажирских перевозок

50

Южноафриканская республика рассматривает использование высокоскоростного железнодорожного транспорта

54

В этом году Кувейт может приступить к работам по строительству метро

52

Доха торопится осуществить проект метро53

Городская мобильность - намеченная цель на 2050 год

39

В поисках решений интермодальности56

Крупные города - большее количество проблем60

мОбиЛьнОСть

СЕЖД (Сообщество европейских железных дорог) не считает благоприятным обязательный конкурс для договоров государственных услуг

37

Предложение Директивы по безопасности это шаг вперед в сторону применения «Единого сертификата безопасности»

45

IV Железнодорожный пакет: мнения разделены40

Европейская комиссия опубликовала руководящие принципы внедрения ИСТ

46

Европейское железнодорожное агентство может принять на себя выдачу разрешений железнодорожным предприятиям и авторизацию транспортных средств

42

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soP-t programme functions properly

HungAry: Hungary has committed nearly 100% of European Union transport funding available to the country in the 2007-2013 budget period, business daily Napi Gazdaság said, citing data from the National Development Agency.EU and national co-financing available in the Transportation Operative Programme for the 2007-2013 budget period comes to HUF 1,853.5 Billion (EUR 6.3 Bil-lion), the paper said. Azerkerpu to build Port of Alat

AzerbAijAn: Following an interna-tional tender on the development of the construction project of the Port of Alat, Azerbaijan Ministry of Transport has selected Azerkerpu as the winner.The construction of the new international port was launched in November 2010. It is located 65 kilometres from Baku in the town of Alat. The winner will have to develop the construction works and to equip the port.

The construction will be implemented in three stages and completed in 2015.The new port will be built on a surface of 400 ha of which 100 ha will be dedicated to the international logistics centre. In the first phase, it is estimated that the cargo volume would reach 10 million tonnes and 40,000 TEUs, in the second phase, cargo volumes are expected to reach 17 million tonnes and 150,000 TEU and finally in the third phase, volumes will amount to 21-25 million tonnes and 1 million TEUs.

economy needs transport infrastructure investments

russiA: Economy massive spending on transport infrastructure combined with measures to lure more foreign direct in-vestment and improve the business climate could help boost Russia’s flagging econom-ic growth, First Deputy Prime Minister Igor Shuvalov said.Russia is planning a RUB 500 Billion (EUR 12 Billion) program to clear bottle-necks from its overburdened road and rail networks to raise growth to the govern-ment’s target of 5%.“We need to move on this urgently,” he said, adding the new program would target key bottlenecks such as Moscow’s roads and the limited railway links across Siberia to the Pacific Coast. Shuvalov called for more aggressive moves to sell off state as-sets to finance transport spending.

subsidiaries. The accomplishment of the territorial restructuring project in Roma-nia will help develop the rail transport system”, declared Sorin Bota, Head of Transportation Social Democratic Party, during the Conference “Infrastructure development – priority railway projects”, organised by Club Feroviar and the Ro-manian Railway Industry Association on 20-21 February 2013 in Sibiu.According to the declarations of Sorin Bota, if the administrative-territorial reform will involve the development of 8 regions, “this is very good for the railway system as it preserves the 8 regions of CFR. Moreover, with the regionalisation, the Metropolitan Transport Authority could begin operation”.

china to finance belgrade-budapest high-speed line

internAtionAL: Chinese companies are interested in the project for construction of a Belgrade-Budapest high-speed railway, the Serbian Transport Ministry said.Chinese companies are ready to participate in the financing of this project and credit lines have already been secured, the minis-try said in a statement issued after Serbian transport minister Milutin Mrkonjic met with the head of the economic department of the Chinese embassy in Belgrade.

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Pakistan signs contract for locomotive delivery

internAtionAL: Pakistan and a Chi-nese company have finalized an agree-ment under which the former will buy 50 locomotives from the latter at a cost of PKR 10.78 Billion (EUR 83 Million).According to the Chinese company, it will supply 25 locomotives to Pakistan later this year while the rest will be shipped to-wards the mid of the next year. The order was announced in December last year. Latvia wishes to postpone the redistribution of funds allocated for train procurement

internAtionAL: Latvia has requested the European Commission to extend the deadline by which the Commission must be offered information on alternative rail-road infrastructure development projects until the conclusion of Pasazieru vilciens and CAF mediation process.The government has given PV and CAF time until March 8 to conclude their mediation talks. The outcome of the mediation will have to be presented to the government during March. PV has man-aged to convince the government not to hurry with channelling to other projects the funds allocated for the train procure-ment contract. regionalisation will increase the importance of railway transport

roMAniA: “It is important to recover speed on Romanian railways and to turn into account our statute of EU Member State as the railway system has to become an economic growth engine. That is why, speaking about administrative restructur-ing at CFR, we want to preserve the main lines and the high-speed project, while everything related to rail connections between main lines will go to regional

railway infrastructure manager to provide transport services

buLgAriA: A railway infrastructure manager will be entitled to provide rail-way transport services in Bulgaria, under amendments to the railway legislation pro-posed by the Bulgarian Government. The bill envisages lifting the ban for the railway

infrastructure manager or a company in which it holds a stake, as well as a conces-sionaire, when the latter acts as a manager of the railway infrastructure, to carry out rail transport.The project will not lead to the merger of state-run National Railway Infrastructure Company (NRIC) and Holding BDZ, the gov-ernment pointed out.

news

Болгария: Администратору железнодорожной инфраструктуры придется предоставлять железнодорожные транспортные услуги с Болгарии.

Венгрия: Венгрия выделила почти 100% из объема европейских средств, выделенных на транспорт в бюджетный период 2007-2013 гг.

азерБайджан: В результате проведения международного тендера компания «Азеркерпу» выиграла, и она заключит договор на строительство порта в Алате.

россия: Крупные затраты на инфраструктуру и на осуществление

мероприятий, нацеленных на привлечение большего объема прямых иностранных инвестиций, могут способствовать экономическому росту в России.

В мире: Пакистан заключил с китайской компанией договор, согласно которому Пакистанские Железные дороги приобретут 50 локомотивов.

В мире: Латвия обратилась в Европейскую комиссию с заявлением о продлении крайнего срока предоставления информации об альтернативных проектах развития железнодорожной инфраструктуры.

Baku International Sea Port at AlyatBaku International Sea Port at AlyatPhased Development

Ph U d C t tiPhase 1 – Under Construction

Phase 1 Key Features:

- Wide Basin- 4 General Cargo Berths- 1 RoRo Berth- Small Craft Berth/Pontoon- 2 Ferry Berths- Road and Railway Access- Rail Shunting Yard

Presentation to Prime MinisterRepublic of Azerbaijan

- Logistics Centre- Border Control /Customs

Taleh Ziyadov 7 8 December, 2010Turkmenbashy

Republic of Azerbaijan

July 2010

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ukrzaliznytsia to buy locomotives on leasing terms

uKrAine: Ukrzaliznytsia is planning to buy locomotives on leasing terms, accord-ing to Infrastructure Minister Volodymyr Kozak. This solution was accepted after failing to reach an agreement with the Rus-sian bank Vnesheconombank. In March 2012 Ukrzaliznytsia reported about nego-tiations with Russia’s Vnesheconombank on borrowing UAH 28.5 Billion (EUR 2.6 Billion) to buy 509 locomotives under the rolling stock upgrading program.

PKP awards two contracts on railway modernisation

PoLAnd: Polish infrastructure manager PKP PLK has awarded two contracts on the rehabilitation of railways.Polish company PRK Krakow, a member of Grupa CDE Company, will modernise Zawiercie - Jaworzno Szczakowa (Upper Silesia) - Dbrowa Górnicza section. The 2-year contract is worth PLN 357 Million (EUR 86 Million). The project will include the rehabilitation of the line to permit trains to run at speeds of up to 120 km/h.The modernisation of Poznan – Czempin section, part of Poznan – Wroclaw line, was assigned to the Spanish company FCC. The contract is worth PLN 538 Million (EUR 128 Million). The project will per-mit trains to run at speed of 160 km/h.

speed up for works on corridor X

serbiA: As part of a meeting between Serbian Railway Director General, Drag-oljub Simonovic, and the CEO of the Ital-ian JV Italiana Construczioni -Consorzio Armatori Ferroviari, the parties consid-ered the implementation of measures aimed to avoid delays in work perform-ance and to finish, as soon as possible, all

cargo slovakia consultancy tender was cancelled

sLoVAKiA: A tender seeking an advisor to help find a strategic partner for Cargo Slo-vakia was cancelled, following a decision of the Slovak Office for Public Procurement, which noted that the Ministry of Transport set unreasonable minimum required level of technical and professional requirements for the competitors. The spokesperson of the Ministry of Transport said that the ministry has not decided whether it will launch a new tender. The spokesperson of Cargo Slovakia said that the Slovak company is currently not taking any steps, which would result in the merger with its Czech counterpart.Cargo Slovakia has a basic capital of EUR 401.7 Million.

ucL rail closer to iPo

russiA: Russia’s biggest rail operator, UCL Rail, controlled by businessman Vladimir Lisin, is picking banks to conduct its first public placement this spring. Sources did not specify the size of the company’s stake to be sold, or the name of the exchange that will hold the public placement.The IPO was first mentioned in May 2012. By the end of 2012, First Cargo Company’s board had decided to conduct the place-ment in the first half of 2013.According to analysts, UCL Rail will float no more than 20% of its stock. Prydniprovska railways to have new rolling stock

uKrAine: Prydniprovska Railways (one of the railway divisions of Ukrzaliznyt-sia) plans to purchase 12 electric freight locomotives this year. Locomotives will be bought by Ukrzaliznychpostach, the state enterprise for the material and technical provision of Ukrainian railway transport.Prydniprovska Railways is one of the larg-est railways in Ukraine. Its track network

exceeds 3,200 kilometres, which is almost 15% of the state railway network.

Moldovan railways plans restructuring in 2013

MoLdoVA: In 2013, Moldovan Railways (CFM) could face the restructuring and the authorities consider the set up of three companies: the railway infrastructure manager, the national railway passenger transport operator and the railway freight transport operator.“If all legal issues, as well as those related to the company’s organisation and develop-ment of necessary departments are solved, CFM could split into three state-owned companies: the infrastructure manager, the passenger operator and the freight operator. However, there are still issues that need to be solved before making a decision, there are unclear aspects, as well as organisational and legislative problems. We have discussed the project with the representatives of the European Union and of European railway companies which had implemented a simi-lar projects and thus have the necessary ex-perience”, said Valerii Constantinov, Head of International Affairs at CFM during the Conference “Infrastructure development – priority railway projects”, organised by Club Feroviar and the Romanian Railway Industry Association on 20-21 February 2013 in Sibiu.

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Белоруссия: Власти Белоруссии могут выделить свыше 1 миллиарда долларов до 2015 года на развитие сектора логистики.

румыния: С точки зрения административно-территориальной реорганизации, на уровне ЧФР (Румынских железных дорог) государство сохранит за собой магистрали и проект высокоскоростной линии.

В мире: Китайские компании заинтересованы в осуществлении проекта строительства высокоскоростной линии между Белградом и Будапештом.

слоВакия: Тендер на выбор консультанта для оказания помощи государственным властям в поиске стратегического партнера для компании «Карго Словакия» был отменен.

россия: «UCL Rail» намеревается объявить первоначальное публичное предложение этой весной.

украина: Приднепровская железная дорога намеревается в этом году приобрести 12 электрических локомотивов для грузовых поездов.

респуБлика молдоВа: В 2013 году Молдавские железные дороги (ЧФМ) намереваются запустить процесс реструктуризации, в результате которой появятся 3 компании.

В мире: В феврале прошла официальная инаугурация связи с паромными суднами, предназначенными для перевозки поездов по направлению между портами Самсун и Кавказ.

украина: Компания «Укрзалізниця» намеревается купить локомотивы в лизинге, объявив тендер в этой связи.

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usd 1 billion investments in the development of the logistics sector

beLArus: The authorities could invest over USD 1 Billion by 2015 in the development of the logistics sector, BelTA informs. According to the logistics programme, Belarus is implement-ing 48 investment projects for which over USD 380 Million in investments were raised. The total area of A class storage fa-cilities that are to be constructed by 2015 makes up more than 700,000 square meters.The press service informed that eleven logistics centres have already been commissioned in Belarus.Belarus is now working to enhance competitiveness of its infrastructure and to create ad-ditional conditions for efficient operation of logistics centres compared to logistics centres of the neighbouring countries.

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ministry to construct a railway bridge over the Amu Darya river.The bridge will link Farab and Turkme-nabat, and the Ukrainian firm will be responsible for both the engineering and construction of the structure. Yanukovych and his Turkmen counterpart Gurbanguly Berdimuhamedov also entered into discus-sions on gas supplies.

Škoda electric will supply mechanical drives for 110 locomotives of ge transportation

KAzAKHstAn: Škoda Electric, a sub-sidiary of Škoda Transportation, signed contract with U.S. conglomerate GE Trans-portation to supply 660 pieces of complete mechanical drives for 110 locomotives. They are destined for passenger transport for Kazakhstan State Railways. The total contract value is EUR 38 Million. The first prototype for GE Transportation will be transmitted this year. The series delivery will start at the turn of 2014 and 2015.The contract includes engine, transmis-sion and wheelset. New locomotives are constructed for maximum speed up to 160 km per hour. They will have to fulfill high reliability of traffic.

ceske drahy continues rolling stock investments

czecH reP.: In 2013, Ceske Drahy will buy new rolling stock worth CZK 6 Billion (EUR 234 Million). The company will buy RegioPanter trains from Skoda, Regi-oShark diesel trains from Pesa, will receive the rest of the trains Regio-Shutle RS 1

Azerbaijan Teimuraz Sharashenidze said at a press conference. “Many countries are interested, but the decision will be taken by consensus,” he said.

Sharashenidze said there are no disputes between the three countries on the Baku-Tbilisi-Kars project. As Azerbaijani Trans-port Minister Ziya Mammadov said earlier Armenia cannot use the Baku-Tbilisi-Kars (BTK) railway without permission from Azerbaijan.This statement was made at a joint press conference held after the meeting, fol-lowing the Armenian Deputy Transport and Communications Minister Artashes Avetisyan’s statement that “if possible, Ar-menia would like to use the BTK railroad in the future.”

turkmenistan, ukraine agree on infrastructure projects

internAtionAL: Ukraine and Turkmen-istan have agreed to develop transportation infrastructure in the Central Asian state during the Ukraine leader’s state visit to Ashgabat.Ukrainian firm Altcom will sign a contract with Turkmenistan’s railway transport

construction works regarding construc-tion of new double-track railway line from railway stop Gilje to station Paracin, within modernization of international railway Corridor X. The discussed issues were work realization deadlines, techni-cal problems which need to be resolved in the following period, expropriation of land in the operational area, as well as possibilities for the expansion of coopera-tion between the two companies in the following period.

eu supports the development of freight corridors

internAtionAL: The European Union will allocate EUR 5.7 Million to finance the projects of four railway freight-dedicat-ed corridors.EUR 1.3 Million of the amount will be used to prepare management structures and the activities necessary to build the railway freight corridor no. 2, Netherlands-Belgium-Luxembourg-France-Switzerland.The second project, which will receive just over EUR 1.6 Million in EU co-financing, covers the preparatory studies and activi-ties needed for the organisation of Rail Freight Corridor 8, Germany-Netherlands-Belgium-Lithuania.The third project, receiving nearly EUR 1.7 Million in EU support, concerns the establishment of Rail Freight Corridor 6, Spain-France-Italy-Slovenia-Hungary.The Rail Freight Corridor 4 Portugal-Spain-France will receive over EUR 1 Million for the development of studies and preparation of the implementation plan. Arad-bucureşti-constanţa corridor, the most important project of romania in the connecting europe Facility

roMAniA: The Connecting Europe Facil-ity Annex includes an important project portfolio for Romania with several major projects, including cross-border connec-tions and transport bottlenecks projects.As regards railway infrastructure, there are three railway projects listed as part of the CEF Annex: Budapest - Arad - Timişoara – Calafat, Arad – Braşov – Bucharest - Constanţa, Timişoara – Border with Serbia.A concrete example of TEN-T project implementation is PP22 which encom-passes two major lines in Romania: Arad-Bucharest-Constanţa on the East-West axis and Arad-Timişoara-Craiova-Vidin Bridge (new bridge across the Danube) on the North-South axis.In Romania, the PP22 project has pro-gressed especially since national priorities coincide with the European priorities (the East-West axis), but the project stagnates on the North-South axis.

georgia, Azerbaijan and turkey will decide the third countries’ accession to the btK

inernAtionAL: The decision on the accession of third countries to the project of the Baku-Tbilisi-Kars railway will be made by consensus of the project partici-pating countries, Georgian Ambassador to

national express enters the german rail market

internAtionAL: German rail users are to get a taste of the British commuting experi-ence after National Express won the tender to run two rail routes in the country’s most populous region.National Express, which operates the Lon-don-to-Southend c2c route, has secured two contracts in the North Rhine-Westphalia re-gion – Rheine-Münster-Cologne-Krefeld and Bonn-Cologne-Wuppertal.It is a symbolic moment for the British rail sec-tor, because European markets are typically closed to external operators and largely the domain of state companies such as the pow-erful Deutsche Bahn. This has in turn allowed

the likes of DB to enter the UK market, with DB acquiring Arriva – the owner of the Arriva Train Wales and CrossCountry franchises.The National Express contracts, worth a combined €1.6bn (£1.4bn), are the first “com-petitive” entry into the German market by a UK player.Dean Finch, National Express chief executive, said: “National Express is delighted to have been selected to run these two German com-muter rail contracts. I’m particularly pleased that our success in running the UK’s best per-forming franchise has been recognised by the German authorities. We look forward to maintaining these high standards and serv-ing the people of North Rhine-Westphalia for many years to come.”

В мире: Пользователи немецких железных дорог ознакомятся с британским железнодорожным опытом в плане пригородного транспорта.

польша: Компания PKP PLK присудила два контракта на реабилитацию железной дороги.

В мире: ЕС выделит 5,7 млн. евро на четыре проекта железнодорожных грузовых перевозок.

румыния: В рамках Механизма подключения Европы, Приложение содержит три проекта по сегменту железнодорожной инфраструктуры.

В мире: Решение предоставить третьим странам доступ к железнодорожному транзитному коридору Баку - Тбилиси - Карс будет принято путем консенсуса государств, участвующих в проекте.

В мире: Туркменистан и Украина разработают железнодорожный проект, направленный на облегчение железнодорожного движения.

казахстан: Компания «Škoda Electric» подписала договор с «GE Transportation» на поставку 660 комплектующих с механическим приводом для 110 локомотивов.

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from Stadler and the last City Elephant trains from Skoda. The company will also invest in the modernisation of cars. Last year, CD spent around CZK 7.7 Billion (EUR 300 Million) in rolling stock.

eu to cut funds for rail baltica by 10%

internAtionAL: It is estimated that the Rail Baltica project would cost around EUR 3.48 Billion, of which 75% will be funded by the European Union (EU). According to the Lithuanian Minister of Transport Rimantas Sinkevicius, the project is planned to be implemented from the EU funds, the initial versions including an 85% support. Meanwhile, the current version speaks about 75%, or a decrease of 10% in the EU support.

Unlike the Estonian minister of economy, Lithuania’s Sinkevicius had doubts about launching Rail Baltica as early as in 2022. “The project, according to the authors of the feasibility study, could be implemented by a joint company made of representatives of Lithuania, Latvia and Estonia. Every state would have an equal number of shares of this joint company and could organize the implementation of the project,” the minister said. Lithuania would have around 33% of shares.

Kazakhstan - turkmenistan - iran railway to open by this summer

internAtionAL: Kazakhstan - Turk-menistan - Iran railway should open in the spring, by the summer of this year, said the Ambassador of Iran in Astana Gorban Seifi.According to him, with the commis-

sioning of the railway the trade turnover between the two countries will seriously increase. “If at the end of last year, trade between the two countries totaled USD 1.2 Billion, in the future will increase to five billion dollars a year”, - diplomat said. It was reported earlier that the transcontinental line must be the bridge between Europe and Asia. In April 2011, a document on the construction of an international transit transport route Iran-Turkmenistan-Uzbekistan-Oman-Qatar was signed in Ashgabat.

ukraine wants world bank loan for railways

uKrAine: Ukraine is holding talks with the World Bank (WB) on raising a loan for the modernization of Ukrainian Railways. According to the bank, the loan is expected to be up to USD 500 Million (EUR 373 Million).Last year, the then CEO of the Ukrzal-iznytsia, Volodymyr Kozak, who is current-ly the infrastructure minister of Ukraine, said that the administration was going to electrify 300 km of tracks every year using loans from foreign banks, and that it was holding talks on this with the European Bank for Reconstruction and Develop-ment and the World Bank. usd 130 Million for infrastructure projects

tAjiKistAn: The Eurasian Develop-ment Bank (EDB) intends allocate a loan of USD 130 Million for infrastructure projects in Tajikistan, Board Chairman Igor Finogenov made this statement during his meeting with President of Tajikistan Emomali Rahmon in Dushanbe.According to the report, the EDB has

expressed interest in projects in the spheres such as energy, and infrastructure projects.

government approves cFr Marfă’s privatisation strategy

roMAniA: The only attribution criterion will be the price. During its reunion on 13 February, the Romanian Government approved the Decision on the approval of CFR Marfă’s Privatisation Strategy and on the mandate of the Ministry of Transport for its implementation.The decision includes the strategy pro-posed in the final consultancy Report on the privatisation of CFR Marfă.Therefore, the Decision stipulates the sale of a majority package of shares to a strate-gic investor or consortium of strategic and financial investors. The selection of the investor will be achieved through com-bined methods with shortlisting criteria for investors, namely negotiation based on preliminary and non-binding offers fol-lowed by sealed tender, in compliance with the legislation in force.

Authorities resume Kladno-Prague -ruzyne Airport line project

czecH reP.: Project of high-speed rail link between Kladno and Prague-Ruzyne airport in the Czech Republic will be con-structed this year – or in 2014 at the latest. Railway Infrastructure Administration (SZDC) in the Czech Republic was now planning to begin the construction project, which suffered postponements as a result of arguments over the impact of the railway on the environment.The line will be 20km long and will cost around EUR 312 Million. The project will also include the renovation of the platforms in Masarykovo Railway Station (Prague).The absence of sufficient funding has forced the SZDC to divide the construc-tion of the high speed rail routes into two parts – one from Prague’s Bubny station to the Ruzyne airport, and the second linking Ruzyne airport to Kladno. The construc-tion of the Bubny to Ruzyne line is not planned for the next few years. The cost of this second phase is estimated at around EUR 1.05 Billion.

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турция: Общая стоимость проектов транспортного сектора составит 60 миллиардов долларов США в 2013 году.

Чехия: В этом году «Ceske Drahy» намеревается приобрести новый подвижной состав общей стоимостью 6 миллиардов крон (234 млн. евро).

В мире: Стоимость проекта «Rail Baltica» составляет 3,48 млрд. евро, из них 75% выделит Европейский союз.

В мире: Железная дорога Казахстан – Иран через Туркменистан будет сдана в эксплуатацию до наступления этого лета.

румыния: Единственным критерием присуждения контракта в рамках тендера на продажу «ЧФР Марфэ» будет являться предложенная цена.

украина: Украинские власти ведут переговоры со Всемирным банком ввиду получения кредита на модернизацию

украинской железной дороги.таджикистан: Евразийский

банк развития (EDB) намеревается выделить Таджикистану кредит в размере 130 млн. долларов США на проекты инфраструктуры.

Чехия: Проект строительства высокоскоростной линии, соединяющей Кладно и Пражский аэропорт Рузине, может быть запущен в этом году или самое позднее в 2014 году.

россия: В середине этого месяца «Федеральная грузовая компания» (ФГК) и «Knorr-Bremse» создадут компанию под названием «Knorr-Bremse 1520».

серБия: Железные дороги и строительные компании, работающие по Коридору Х, рассматривают возможности внедрения ряда мероприятий по сокращению опозданий поездов.

usd 60 billion for transportation projects

turKey: The total cost of transportation projects in Turkey, be it the start or comple-tion planned for 2013, will reach USD 60 Bil-lion, Turkish Transport Minister Binali Yildir-im said, Star newspaper reported.

The minister said the Marmaray railway tun-nel project is amongst the major projects to be completed this year. In general this year, it is expected to put into operation 11 projects and start construction on 102. Also the largest project, construction of which will begin in 2013, is the third airport in Istanbul.

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greece and rzd negotiate the ose sale

internAtionAL: Greece believes that RZD may take part in the privatization of OSE, Greek Government spokesman SimosKedikoglou said. Russia may also participate in establishing a transportation hub at the Suez Canal. Greece held a series of negotiations with O RZD and there is a good progress in this process and cooperation in the rail sector would have a good impact onto the Greek economy. “A combination of Greece’s strategic location and Russian railway know-how may have incredible results”, Mr.Kedikoglou said. A railway network linked to a port in Thessaloniki could become a gateway to all the goods transported from Asia via the Suez Canal, which can then be supplied by railway to Europe, he added. OSE’s privatization is due to begin in September 2013 and to complete in September 2014.

turnkey project on bulgarian railway line

internAtionAL: As leader of the consortium, Thales has signed a contract with the Bulgarian railway infrastructure company NRIC to provide electronic signalling and telecommunication technology for the Sofia-Plovdiv railway line. Kapsch CarrierCom will deliver the GSM-R technology within this project. The entire contract has a value of worth EUR 35 Million. Thales and Kapsch will cooperate in implementing the entire solution on the 133 km of the Sofia-Plovdiv railway line, part of the International Rail Corridor IV from Dresden to Istanbul crossing Bulgaria. Thales will deploy electronic interlockings for five stations, including outdoor facilities, ETCS Level 1 trackside equipment and CheckPoint solutions (trackside train condition monitoring). The GSM-R access will be set up by Kapsch CarrierCom with delivery of dispatcher extensions, CAB radios and handhelds. “With these solutions, the line will support an increase in train speed and higher train frequencies, significantly increasing line capacity“, said Thomas Schöpf, COO of Kapsch CarrierCom.

seven investors interested in the restructuring of Hz cargo

croAtiA: The transport ministry said it has received seven expressions of interest to participate in the restructuring of state-owned rail freight carrier HZ Cargo. Letters of intent have been submitted by DEAL d.o.o.; Nexus Private Equity Partneri d.o.o., Quaestus Private Equity d.o.o. and Djuro Djakovic Holding [ZSE:DDJH-R-A]; AT Kearney GmbH; Rail Cargo Austria AG; DB International GmbH; SC Grup Feroviar Roman S.A.

and Advanced World Transport B.V. The tender commission will make a review of the offers, to be followed by further consultations, the statement said.HZ Cargo is the biggest rail freight operator in Croatia with 11 million tonnes of goods transported annually. The company operates a rolling stock fleet of 187 locomotives and 6,039 wagons.

two consortia selected for sofia Metro section

buLgAriA: Metropoliten, the company that operates Sofia metro network, announced it selected two consortia Metro Build Mladost and Geometro B.P., for the construction of a section of 2.63 km for the extension of the network. Nine bidders participated in the tender. Another four consortia submitted offers for the contract: Metro Vitosha 2012, Porr Business Park, Galchev Asignia

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Hungary sees the creation of an in-dependent infrastructure manager

HungAry: The State Railways company (MÁV) is to merge its passenger, traction, and rolling stock maintenance subsidiaries into a single business unit from April 1 as part of a restructuring which will also see the creation of an independent infrastructure manager, railjournal.com informs.From April, MÁV Start will take ownership of the MÁV Trakció locomotive fleet, meaning it will no longer need to pay other companies to provide traction services. However MÁV

Trakció will remain as an entity to “manage” the fleet, and the transfer of activities will be phased, meaning it will not be completed until the end of 2014. April 1 will also see the creation of the National Rail Network Op-erator (NVP), a new infrastructure manager which will be institutionally separate from MÁV. This means MÁV will effectively be-come a holding company, responsible only for overseeing the activities of its remaining business units. The director general of NVP will be Mr Zsolt Völgyesi, who is current gen-eral manager of MÁV FKG, the infrastructure maintenance company based in Jászkisér.

В мире: Правительство Греции считает, что РЖД может участвовать в приватизации OSE. Об этом заявил официальный представитель Правительства, Симос Кедикоглу. Россия также может участвовать в реализации узлового центра недалеко от Суэцкого канала.

Венгрия: Железнодорожная компания Венгрии (MAV) объединит под одной крышей свои филиалы пассажирских перевозок, тяги и обслуживания подвижного состава. Таким образом, начиная с 1 апреля они образуют одну единую компанию. Данное мероприятие включено в программу реструктуризации.

В мире: Администратор инфраструктуры Болгарии «NRIC» подписал договор с «Thales» на поставку системы электронной сигнализации и телекоммуникаций для железнодорожной линии София - Пловдив. «Kapsch

CarrierCom» будет заниматься поставкой технологии GSM-R, а общая стоимость проекта составляет 35 миллионов евро.

хорВатия: Министерство транспорта Хорватии объявило о получении семи писем, в которых выражается интерес к участию в реструктуризации железнодорожного оператора грузовых перевозок «HZ Cargo».

Болгария: Компания «Метрополитен», управляющая сетью метро в Софии, объявила о выборе двух консорциумов - «Metro Build Младност» и «Геометро B.P.» - для строительства участка продолжительностью 2,63 км ввиду расширения сети.

россия: «Гудок» сообщает, что в этом году Метрополитен города Санкт Петербурга намеревается приобрести 18 вагонов. Подвижной состав будет поставляться в период с мая по август 2013 года.

Pereda 4 and Metro Business Park, as well as three more companies: Stroyinject, Dogus Insaat ve Tincaret and Adval.The section will have three stations and will be completed in 24 months.

st. Petersburg Metro buys new rolling stock

russiA: St. Petersburg Metro will buy 18 cars in 2013, The Gudok reports. The cars will be supplied in May – August 2013. The price of the twelve 81-541 intermediate cars is RUB 330 Million (EUR 8.1 Million). The six head cars will be bought at RUB 200 Million (EUR 4.9 Million).

bdz puts new sleeping cars in operation

buLgAriA: Bulgarian state railways BDZ’s 30 new sleeping cars bought by BDZ from Turkish company TÜVASAŞ will be put in service in March 2013, said Minister of Transport Ivailo Moskovski.This is the latest estimate, after initially it was said that the sleeping cars would be in service by the end of last summer, then the end of last year, and then by January 2013. Moskovski said that most of the sleeping cars ordered from Turkish firm TÜVASAŞ were in Bulgaria and were in the process of certification. The purchase

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of the 30 sleeping cars was the first time that BDZ bought new sleeping cars in 30 years. The first cars have been delivered by TÜVASAŞ in June 2012. According to the press, when checking the rolling stock, a British company has discovered inconsistencies between the European standards and the standards used in the manufacturing of the cars delivered by TÜVASAŞ. The cars were ordered in 2010 and the acquisition price was estimated at BGN 63 Million (EUR 31.5 Million).

PKP cargo iPo planned for late 2013

PoLAnd: The initial public offering for PKP Cargo is scheduled until the beginning of next year. PKP announced that it would soon select the consultants for the projects and that is wished to sell as many shares as possible, but the state and PKP would maintain the majority package of 50% plus 1 share.The value of the initial public offering is estimated at around EUR 500 Million. PKP Cargo is owned by the state (91%), and by PKP. The company expects net profit to fall 15% in 2013 to PLN 252 Million (EUR 60 Million).

jordan to launch national railway project in 2013

jordAn: Senior officials of the 43 member states of the Union for the Mediterranean (Uf M) have approved the Jordanian national railway project. The project is coordinated by the Ministry of Transport in Jordan. The construction of a 509km north-south corridor from the Syrian Border to the Port of Aqaba is the first phase and the backbone of the project. Work on the north-south corridor is expected to start in 2013 and finish in 2017.

etihad rail secures usd 1.28 bn loan

internAtionAL: Etihad Rail, the developer and future operator of the United Arab Emirates’ railway network, has secured a USD 1.28Billion loan to finance Stage One of its inaugural project to build the 264km dedicated freight route from Shah and Habshan to Ruwais. The five-year loan will be financed on a club deal basis by National Bank of Abu Dhabi (NBAD), Bank of Tokyo-Mitsubishi, Abu Dhabi Commercial Bank, and HSBC Bank Middle East, with NBAD acting as both the facility and security agent of the loan. Initial financing for the first stage of the project was approved by the UAE’s Federal Cabinet in early 2012, and similarly authorised by the Abu Dhabi Executive Council. Construction of phase 1 began around the same time, and it is hoped that the first trains which will transport

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single tariff for single economic space became effective

internAtionAL: On 1st of January uni-form tariffs for the transportation of goods in the export, import and domestic communica-tions of the railways of the Single Economic Space came into force. As part of the inter-governmental agreement between the Re-public of Kazakhstan, the Republic of Belarus and the Russian Federation on the regulation of access to rail transport in 2013, these three countries will apply a single tariff. In order to implement the provisions of the Agreement,

the Agency of the Republic of Kazakhstan for Regulation of Natural Monopolies in the consideration of the application of KTZ” to increase freight tariffs from January 1, 2013 has approved them based on the unification of types of messages. As a result, a unified billing for rail transportation, regardless of the direction of transport of the goods was created. This unification on some goods was achieved by lowering export prices and in-creasing domestic and import tariffs. Thus, the major reduction in export tariffs on oil produced - 58%, for crude oil - 37%, for coal - 11% and for grain - 10%.

В мире: 30 новых спальных вагонов, приобретенных БДЖ у турецкой компании TÜVASAŞ будут сданы в эксплуатацию в марте этого года. Об этом заявил Министр Транспорта, Ивайло Московски.

польша: Проведение предварительного открытого тендера, объявленного компанией «PKP Cargo», запланировано до начала следующего года. Компания «PKP» объявила о том, что она скоро выберет консультантов в этой связи, и что намеревается продать как можно больше акций, но контрольный пакет в объеме 50% + 1 акция останется во владении государства и «PKP», совместно владеющих компанией «PKP Cargo».

В мире: Начиная с 1 января вступили в силу единые тарифы на железнодорожные грузовые перевозки в рамках Общего экономического пространства. На основании межправительственного соглашения между Казахстаном, Белоруссией и Россией о регулировании доступа к железнодорожным

перевозкам на 2013 год, три государства, подписавшие документ, будут применять единый тариф.

В мире: Представители 43 государств Средиземноморского союза утвердили проект строительства национальной железной дороги в Иордании. Первый этап строительства предусматривает строительство коридора север-юг продолжительностью 509 км, который обеспечит соединение Сирийской границы с портом Акаба.

В мире: Компания «Etihad Rail» - разработчик и будущий оператор железнодорожной сети в Объединенных Арабских Эмиратах - получила ссуду в размере 1,28 млрд. долларов США. Данные средства необходимы для финансирования Первого этапа проекта, предусматривающего строительство 264 км железной дороги, предназначенной эксклюзивно для грузовых перевозок по направлению Шах и Хабшан в сторону Рувайса.

Adnoc’s shipments of sulphur along the route for export from the port of Ruwais will begin operations by the end of 2013. Etihad Railway includes three stages with the first stage underway. Phase I comprising 264 kilometres, will link the Western Region (Gharbia) cities of Habshan and Ruwais by 2013 and connect Shah and Habshan by 2014. The line will run from Ruwais to Habshan to transport 10,000 tonnes of sulphur a day. The track will later be extended to Shah when the line will transport 20,000 tonnes per day. Last December, Etihad Rail received some wagons to be used in Phase I of the Etihad Rail project.

russian railways sells 25% stake in commuter rail company

russiA: RZD closed a deal to sell 25% of the nation’s biggest commuter-train operator to the Moscow Passenger Co. Russian Railways still owns 25% of

TSPPK. MPK now owns 50% of the commuter-train firm, having purchased the 25% share owned by the city of Moscow last year. The company earlier announced plans to increase its share to 75%. Russian Railways said the RUB 780 Million (USD 25.9 Million) deal to sell the Central Suburban Passenger Co., or TSPPK, was closed at the end of January. The sale was conducted via an auction at the end of December, in which the Moscow Passenger Co., or MPK, and one other firm participated. The Federal Anti-Monopoly Service approved the auction on condition that the winner would upgrade the train cars without raising ticket prices. MPK’s parent company, Transgroup, also owns Aeroexpress. The Central Suburban Passenger Co. is the country’s largest operator of commuter trains and accounts for 50 percent of all suburban passenger transportation in Russia.

rhine-rhone high-speed line project co-financed from eu-funds

internAtionAL: The European Union has granted France funds of EUR 5 Million for the financing of the studies aimed at preparing the second phase of the construction of the eastern section of the Rhine-Rhône high speed line, part of priority project TEN-T no. 24. Funds will be used for the elaboration

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Transport Minister of Turkey. Work on the project started in 2005, pilot trips were made since December 2010. Since that time, 62 trips were made, 2,300 trains were transported, and 63,000 tonnes of freight was carried. “When the line works at its full capacity, transportation volume will grow several-fold,” said Binali Yıldırım.

oman seeks consultants for national rail project

internAtionAL: The authorities in the country have launched a tender as part of the project for the development of the national railway network. The project worth USD 1.5 Billion (EUR 1.1 Billion) is managed by the Ministry of Transport and Communications. The tender is addressed to international companies for consultancy services for the preliminary contract of the national network. The 1,062km network will be built in several phases. Phase one consists of four segments: a 242km section from Sohar Port to Al Misfah in Muscat, along with an 8km spur line to Sohar Railway Yard and a 20km link from Al Misfah to Muscat Central Station; a 486km line from Muscat to Duqm Port, and an 84km link from Sinaw to Ibra; a 136km track from Sohar to Al Ain with a 27km spur to Buraimi; and 58km from Sohar Port to the UAE at Khatmat Malaha.

as reasons for extended closures at the border crossings.Tajikistan maintains some leverage in these disputes thanks to the 70-mile stretch of the Fergana main line that crosses its territory. Uzbekistan’s Fergana Valley population of some 10 million relies on this line for its fuel supplies. Tajikistan also needs the line because factories and farms in Sughd Province and Khujand produce much of the country’s modest exportable goods base, including consumer items, processed foods, and clothing. With the new rail, Uzbekistan wouldn’t need Tajikistan anymore. Uzbekistan would be able to cut Khujand and Sughd Province off from trade and transport at will. Centrasia.ru says Uzbek Railways will complete its feasibility studies this year, with the five-year project scheduled to start next year.

samsun-Kavkaz rail ferryboat services

internAtionAL: February marked the official inauguration of the ferryboat connection dedicated to the transport of trains between the ports of Samsun and Kavkaz. “The new corridor will be the shortest link between the south of Russia and the north of Turkey” and will permit, thanks to its many connections possible, the provision of multi-modal transport services, declared Binali Yıldırım,

of the technical, socio-economic and archaeological studies, as well as for the preparation of the tender papers. The project will be finalized by the end of 2014.

european support for Madrid-basque country-French border line

internAtionAL: The European Union will co-finance with over EUR 12 Million from the TEN-T Programme 3. The first project will receive EU co-financing of just over EUR 4.1 Million and involves a 4.6 km rail section between Durango and Amorebieta/Etxano, where five viaducts and three tunnels will be constructed. The final project will receive EU co-financing of EUR 4.8 Million and includes the construction of one double viaduct, three viaducts and five tunnels on an 8.8 km rail section between Amorebieta and Galdakao. The three projects will be finalized by December 2014.

Lotos Kolej consolidates position

PoLAnd: The rail freight subsidiary of Grupa LOTOS S.A. has delivered cargo that passed the mark of 50 million tonnes hauled since the company’s inception in 2003. The company ended last year with good results carrying over 10.5 million tonnes of freight and wishes to reach a similar level this year as well. Last year, the Polish rail cargo transport market shrank by over 9%. In the same period, LOTOS Kolej recorded a nearly 5% growth. The freight volumes carried last year for customers outside LOTOS Group represented 40% of the total.

uzbekistan rail project would cut out tajikistan

internAtionAL: Uzbekistan is planning a rail link over a mountain pass that would link Tashkent directly to its territories in the Fergana Valley, bypassing the current line through Tajikistan, according to media reports. Uzbekistan controls all of Tajikistan’s railway border crossings and often uses them as leverage over its poorer southeastern neighbor. It’s not unusual for Uzbekistan, trying to stymie Tajikistan’s plans to build a massive hydropower plant upstream, to cite “technical problems”, “terrorist sabotage”, or “weather delays”

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usd 570 Million bonds to finance transport infrastructure plans

irAn: The state will start selling 7 trillion rials (about $570 million) bonds on Friday for expanding its roads and transportation infrastructures, IRNA quoted deputy roads and urban development minister Ahmad Sadeqi as saying. The earnings will be spent to expand railways, freeways, highways, and main roads across the country, he

added. Last year, 54 railway, freeway, and highway projects were implemented at a cost of 30 trillion rials (about $2.4 billion) using revenues earned through selling bonds, he noted. He pointed out to financing 50 percent of projects through selling bonds, and added that 23 trillion rials (about $1.8 billon) is needed annually to implement road transportation expansion projects in the country.

В мире: Франция получила у Европейского союза средства в размере 5 миллионов евро на финансирование обучения подготовке проекта второго этапа строительства высокоскоростной линии Рин-Рон, входящей в приоритетный проект TEN-T №. 24.

россия: Российские железные дороги объявили о том, что 25% акций Центральной пригородной пассажирской компании были проданы Московской пассажирской компании. В настоящее время у РЖД осталось лишь 25% акций Центральной пригородной пассажирской компании, а Московская пассажирская компания имеет 50% акций и недавно объявила о намерении приобрести 75%.

В мире: Высокоскоростная линия, пересекающая Страну Басков, получит финансирование из европейских средств в объеме более 12 миллионов евро в рамках приоритетного проекта TEN-T

№. 3. Из этой суммы 4,1 млн. евро будет выделено для строительства участка 4,6 км от Дуранго до Аморебьета/Этхано, где будут строиться пять виадуков и три туннеля.

иран: Государство приступает к продаже облигаций общей стоимостью 7 миллиардов риалов (570 миллионов долларов США), в целях финансирования проектов, направленных на расширение транспортной инфраструктуры. Об этом сообщает национальное новостное агентство IRNA, цитируя заместителя Министра городского развития, Ахмада Садеки.

В мире: Оманские власти объявили тендер в рамках проекта строительства национальной железнодорожной сети. Проект стоимостью 1,5 млрд. долларов США (1,1 млрд. евро) осуществляется под эгидой Министерства Транспорта и Путей сообщения.

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the modernisation of the existing network with a new CBTC Signalling & Control system. Mauritius to have a Light rail transit system

internAtionAL: The Government of Mauritius, through the Ministry of Public Infrastructure, National Development Unit, Land Transport and Shipping, intends to procure the Design, Construction, Finance, Operations and Maintenance of the Mauritius Light Rapid Transit (MLRT) system through a Public Private Partnership (PPP) model.The Ministry, through the Mass Transit Unit, wishes to notify and call from interested parties, an Expression of Interest (EOI) for the design, construction, financing, operation and maintenance of the Mauritius Light Rapid Transit project. The closing date for registrations is March 15 and the closing date for the submission of EOI is12 April 2013.One of the centrepieces of the integrated transport system for Mauritius is the implementation of a Light Rail Transit system (LRT) between Curepipe and Port Louis.Covering a distance of some 25km, the LRT would be have some 13 stations, many located in town centres along the route where existing transport terminals already exist. The end-to-end journey time would be approximately 32 minutes and carriages would be air-conditioned, to ensure maximum attraction of car users.

siemens wins contract for turin Metro

internAtionAL: Turin infrastructure manager, Infra.To, has awarded a contract on the extension of Turin automatic metro project to Transfima GEIE consortium. The consortium includes Siemens France and the Italian group Tecnimont.The automatic line will be extended by 1.6 km and by two new stations south of Llingotto, the current end station.The extension should be finalized by the end of 2015.As part of the contract, Siemens

Moscow to double metro network russiA: Moscow Mayor Sergei Sobyanin revealed plans to expand the metro network in the Russian capital by around 250 km over the next years. Most of these km will be constructed above ground. The programme will help ease traffic which faces a demand 40% higher than the transport capacity.The project will almost double the existing metro network to 553 km. Total investments will amount to RUB 160-170 Billion (EUR 3.9-4.2 Million).The benefits of the project will become visible as of 2017-2018. The new lines have an estimated traffic of 1 billion passengers a year. new trams for budapest

HungAry: Budapest Transport Centre (BKK) has launched a tender for the acquisition of low-floor trams. The order includes 37 trams of two types and an option for the additional delivery of 87

vehicles.25 of the 37 trams will have a length of 32 to 36 m and the rest of 12 trams will have a length of 52-56m. The vehicles will have to be fitted with CCTV and air-conditioning. The trams will run on the lines 1, 3, 19 and 61 of the Hungarian capital, managed by BKV.Offers could be submitted by 3 April. The price will represent 62% of the available points. The government-backed deal will be financed by the European Union at up to 99.3% of the purchase value.The first vehicles will be shipped by the end of 2014 and the remainder by the third quarter of 2015.

Alstom to deliver additional metro trains to Amsterdam

internAtionAL: Alstom has received an order for five additional Metropolis metro trainsets from the municipality of Amsterdam, Netherlands. The order, worth around EUR 42 Million, is an option of the contract signed in 2010.

The additional metro trainsets will have six wagons, a capacity of 960 passengers, real-time information systems, video cameras and facilities for disabled people. The trainsets will be delivered to Amsterdam during the second half of 2014.The order is part of an ambitious public transport policy adopted by the municipality of Amsterdam, the City region and the operator, GVB. It includes the introduction of additional metro trainsets, the creation of a new North-South line and

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Kiev starts building new metro line this year

uKrAine: Oleksandr Popov is confident that Kiev city will manage to find funds to start building the subway line to the Troyeschyna district this year.According to him, construction works will begin soon and the finalization of the first phase is scheduled for the end of 2015. He said that within one month ways of financ-ing for the said project will be worked out and the required decisions on the start of construction of the line will be taken.The length of the first section of the sub-way line to the Troyeschyna district will be 7.2 km, with five stations. Its cost will amount to HRK 4.2 Billion (EUR 389 Mil-lion).

украина: Киев намеревается в этом году приступить к строительству метрополитенной ветки в сторону квартала Троещина.

россия: Мэр Москвы Сергей Собянин объявил о планах расширения сети метрополитена в российской столице примерно на 250 км на протяжении ближайших лет.

Венгрия: Будапештский транспортный центр (BKK) объявил тендер на приобретение трамваев с низкой платформой.

польша: Консорциум Митолл-Страбаг выиграл тендер на заключение договора с компанией Tramwaje Szczecińskie на предмет строительства трамвайной линии в Щечине.

В мире: Компания «Альстом» получила заказ от Мэрии Амстердама на поставку дополнительных 5 поездов метро «Метрополис».

В мире: Администратор инфраструктуры города Турина Infra.To заключит договор с консорциумом «Transfima GEIE» в рамках проекта расширения метрополитена.

В мире: Договоры на строительство первых трех веток на первом этапе реализации проекта метро в городе Доха будут заключены начиная с марта.

В мире: Правительства Маврикия объявило о своих намерениях провести тендер на строительство транспортной системы легкого метро.

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szczecin expands tram network

PoLAnd: Mytoll-Strabag consortium has been awarded a contract from Tramwaje Szczecińskie company for building an ex-press tram line in Szczecin.The project will be co-financed from EU funds allocated for the programming pe-riod 2007-2013. The 4-km line will have to be completed by the end of 2015.The first six of the 22 low-floor trams on this line will be delivered by Pesa by the end of March 2013. The rest of the trams

will be delivered in October 2013-March 2014.

doha to soon award contract for metro network

internAtionAL: The contract for the first of three lines being built under phase one of Doha’s Metro system is set to be awarded next month, according to Qatar Rail CEO Saad Al Muhannadi. The contract for the Red Line will be awarded by March and those for the Golden and Green lines by the end of Q2. 18 different consortia had pre-qualified for the tender line packages.The first phase of the new Doha Metro system is set to be commissioned by 2019 and will comprise 60% of the total network - 151km and 48 stations. The second phase, which will add a further 44 stations and 100km of track, will be completed by the first quarter of 2026.

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France and Tecnimont will deliver the Val automatic system, will execute changes for the interlocking commands and will deal with the certification and authorisation file for the commissioning of the line. Siemens’ share in the contract amounts to EUR 17.1 Million.The automatic line of Turin Metro was inaugurated in 2006 and so far has two extensions, in 2007 and 2011. budapest: metro line 4 almost ready

HungAry: The fourth metro line is more or less structurally ready and only minor works are under way, mayor István Tarlós said. The final cost of the first section of the project will amount to HUF 452 Billion, more than the amount initially estimated of HUF 373 Billion. Pesa to deliver trams for tramwaje warszawskie

PoLAnd: Warsaw operator Tramwaje Warszawskie awarded Pesa the contract for the delivery of 45 bi-directional low-floor trams. The 32.5m long trams will be delivered in 15 months after the signing of the contract.The offer submitted by Pesa was estimated at PLN 380 Million (EUR 90 Million), lower than those of competitors, Solaris (EUR 117 Million) and CAF (EUR 139 Million). The price stood for 60% in the evaluation of offers. CAF’s offer was disqualified for failing to comply with the tender requirements.

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польша: Оператор Tramwaje Warszawskie Варшавы заключит с компанией «Песа» договор на поставку 45 двунаправленных трамваев с низкой платформой.

Венгрия: Четвертая ветка метрополитена города Будапешта почти готова с точки зрения структуры.

россия: В этом году Метрополитен города Санкт Петербурга намеревается приобрести 18 вагонов.

Болгария: В рамках тендера на строительство нового отсека метро в городе София две компании - Metro Build Mladost и Geometro B.P. - сдали предложения, содержащие наиболее низкие цены.

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24.65 million train/km), to 85 million train/km (in 2012) and 79.78 million train/km (in 2013).

Therefore, as regards the impact on the business environment, the Draft Decision mentions that the application of the new pro-posed methodology using the value of the basic charging elements for the calculation maintains the statistical average value of the TUI registered at present for the freight and passenger traffic. Nevertheless, the charge could be increased the company invested in the infrastructure improvement to allow the increase of the train speed. “We cannot increase the TUI as we wish since this could lead to an imbalanced situation which im-plies the operators’ activity, the traffic level, including our activity. But we want to ex-ecute projects for the infrastructure quality increase. If through the investment granting, we will manage to bring the infrastructure to the European standards, then the TUI could increase” also stated Manea.

cFr sA can increase track access charges after investing in infrastructure quality

The Draft Decision on the approval of the addendum for 2013 to the activity contract of the National Railway Company, CFR SA, for 2012-2015, published by the Romanian Ministry of Transport in February 2013, indicates that the railway manager will establish the track access charge (TUI) based on internal norms without the implication of the authorities.

[ by Pamela Luică ]

the document stipulates that “CFR SA establishes the track access charge based on the methodology

for track access charging set in the norma-tive act, without the implication of the Ministry of Transport, as asked by the rep-resentatives of the European Commission who accompanied the evaluation missions of the International Monetary Fund”, the draft indicates. The company will have to establish track access charging methodol-ogy until 2015 and the value of the basic charging elements for the calculation of the track access charge.

Although the document mentions the fact that CFR SA will elaborate the calculation of the Track Access Charge, this process will not be executed only by the company, the European Bank for Reconstruction and Development being also involved. “The railway infrastructure manager was able to establish on his own the TUI, but the Min-istry of Transport controlled this process. But now the situation is changing. The Eu-ropean Bank for Reconstruction and Devel-opment has granted us most of the funds for the execution of infrastructure projects and to make sure that it will recover its money. Actually, it is not EBRD that will elaborate the calculation method of TUI, but togeth-er with a consultant it will check the calcu-lation manner and TUI coefficients. There-fore, when the consultancy company and

EBRD will reach the conclusion that TUI is too small and will come up with another correct and a viable calculation method, we will have to apply it”, declared Constantin Manea, Operations Deputy General Man-ager – CFR SA, within the Conference “In-frastructure development – priority railway projects” organised by Club Feroviar and the Romanian Railway Industry Associa-tion, on February 20-21, 2013 in Sibiu, Ro-mania.

At a simple analysis, if the train/km traffic indicator for 2013 is lower than the one of last year, the activity decreasing, and the net-work maintenance for the length of 10,637 km is also necessary (the same length as last year), we will be entitled to believe that CFR SA might be determined to increase the TUI, since the charge represents 95% of the company’s income. Likewise, according to Annexe 2, the train/km traffic indicator for 2013 is decreasing from 85 million train/km to 79.78 million train/km (passenger traffic decreasing by 5 million train/km compared to 2012), since the length of the network managed by CFR SA is once again estimated at 20.2 thousand km compared to the 15.7 thousand km in 2012.

Compared to 2008, the first year when the activity contract of CFR SA was signed, quality and performance indicators have dropped from 92.87 million train/km (pas-sengers-68.22 million train/km; freight-

компания «ЧФР Са» сможет увеличить размер налога на использование инфраструктуры если будет инвестировать средства в повышение качества инфраструктуры

Проект Решения о принятии Дополнительного соглашения на 2013 год к Договору о деятельности Национальной железнодорожной компании «ЧФР СА» на период 2012-2015 гг., опубликованный Министерством Транспорта в феврале 2013 года уточняет, что администратор инфраструктуры определяет размер налога на использование инфраструктуры (TUI) на основании внутренних норм, без привлечения ответственных учреждений. Тем не менее, в документе указывается, что «ЧФР СА» составит способ расчета налога на использование инфраструктуры, но данный процесс будет осуществляться не только компанией, а совместно с Европейским банком реконструкции и развития.

Modernisation projects in preparation: Km 614-Gurasada (102 km). Val.: EUR 1.08 Billion. Execution period: 2014- 2020 Gurasada-Simeria (42 km). Val.: EUR 404 Million. Execution period: 2014- 2017 Braşov-Predeal (26 km). Val.: EUR 769.8 mil euro. Execution period: 2016 – 2020Craiova-Calafat (108 km). Val.: EUR 487 mil euro. Execution period: 2016 – 2020*Craiova-Caransebeş (227 km). Val. (the most expensive alternative): EUR 2.755 Billion.

Execution period: 2017 – 2020*Caransebeş-Arad (155 km). Val. (alternative 2): EUR 1.18 Billion.

Execution period: 2017 – 2020*

* under the circumstances of financing insurance

Completed projects and projects under progress The modernisation of railway stations: 21 stations in 2012-2015.

Investment val.: 210 mil euro. Execution period 2012 – 2015.

The equipment of the railway section Buciumeni Ramification-input signal in Brazi station (38 km) with ETCS/ ERTMS Level 2 equipment. Contract val. EUR 39 Million. Execution period: 2011-2014 Source: CFR SA

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новые положения для включения в минимальный социальный пакет для “ЧФР кэлэторь” (Румынские железнодорожные пассажирские перевозки)

В 2013 году минимальный социальный пакет для железнодорожных пассажирских перевозок включает только поезда

“Interregio” и “Regio”, таким образом компенсация, предоставляемая для минимального социального пакета, утвержденного для железнодорожных пассажирских перевозок, распределяется в размере 20% в зависимости от показателя пассажиро-километры и в размере 80% в зависимости от показателя поездо-километры. Стоимость, представляемая показателем пассажиро-километры, предоставляется в размере 20% для поездов типа “Interregio” и 80% для поездов “Regio”.

these provisions are included in the draft normative act on the approval of additional act no. 1 on 2013 to

the public service obligations in railway passenger transport for 2012-2015. The legal provisions in force approved through the Government Emergency Ordinance no. 10/2012 on the conversion in shares of part of CFR SA’s debts to the state have also been considered, in the elaboration of the current normative act, in establishing the compensation to be granted, as well as the introduction of the new “passenger-km” indicator.

The maximum percentage of compensa-tions for each railway passenger transport operator cannot exceed 75% of the total revenues for Interregio trains and 85% of the total revenues for Regio trains. Thus,

under the normative act, the compensation granted for the social minimum package is of RON 44.526 per thousand passenger-km and of RON 15.20 for train-km in the case of Interregio trains and RON 178.106 per thousand passenger-km and RON 15.20 for train-km in the case of Regio trains.

“The public service obligations for railway passenger transport is concluded with the purpose of regulating the method in which the railway passenger transport service is carried out and not to establish or not the rights of the employees from the railway passenger transport sector”, is stated in the explanatory memorandum for the appro-val of the normative act elaborated by the Romanian Ministry of Transport.

According to the additional act, “the Ministry of Transport will support the

state budget financing under the law and while observing the legislation on the al-location of the state aid, of necessary in-vestments for 2013 in the realisation of priority programmes and of the projects which ensure the interoperability of the European railway transport system”.

Also, the text of the additional act no. 1 stipulates that “the programme for the modernisation and acquisition of rolling stock in 2013 is ensured from own funds, state-budget funds, foreign financing and community funds and is approved by the Board depending on the technical con-dition of the staff, the technical railway norms and the specific regulations issued by the Romanian Railway Authority”.

new provisions in the social minimum package of cFr călători

In 2013, the social minimum package in railway passenger transport includes only the Interregio and Regio trains; therefore, the compensation granted for the social minimum package approved in railway passenger transport is distributed 20% based on the passenger-km indicator and 80% based on the train-km indicator. The value related to the passenger-km indicator is 20% granted for Interregio trains and 80% for Regio trains.

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ELECTROPUTERE VFU SA member of GRAMPET GROUP

Calea Bucureşti, 80, C9, etaj 3, Craiova 200440, RomâniaTel.: +40740900549

Tel./fax: +40251/439053E-mail: o�[email protected]

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ISO 9001:2008, ISO 14001:2004, OHSAS 18001:2007Autorizatie de Furnizor Feroviar AFER seria AF nr. 5708

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deliver the vehicles which will be almost identical with Flirt trains (already operated by MAV and with another 4 in construction for GySEV).

The multiple-units will be equipped with air-conditioning and will be capable to run at speeds of 160 km/h and are differ-ent from those in operation because they will be equipped with ETCS Level 2 in the manufacturing process.

There is however a problem with the project: companies want that 85% of the fi-nancing would come from European funds, although the tender has been announced without approval from Brussels and the EU has not approved this project for which Hungarian authorities planned to demand financing from the funds allocated until the end of 2015. In the worst scenario, docu-ments could not be approved until the end of 2013 and the manufacturer would begin the construction of vehicles after signing all financing agreements to develop the first vehicle in April 2014 (and the rest of the trains would be delivered by September 2015).

For Poland, 2013 will mark the launch of rolling stock procurement projects for public transportation. PKP Intercity focuses on the acquisition of rolling stock, the projects to be launched being part of a programme for roll-ing stock renewal worth EUR 980 Million by 2015. Almost 50% of the amount could be financed with European funds, while part

encouraging railway passenger trans-port through policies and the alloca-tion of funds determines operators

to draw new strategies aimed at improving mobility and attracting more passengers by providing quality services. The importance of comfort, of reducing travelling times, of increasing accessibility and of delivering modern services has launched challenges for railway transport operators who are thus persuaded to make massive investments in purchasing rolling stock, to answer to mobi-lity demands and to optimize capacity.

For passenger transport, 2013 is a year marked by new projects on rolling stock procurement, projects which stimulate both the increase in the number of passengers and the reduction of operators’ costs: for example, the acquisition of electric railway vehicles has a real contribution in reducing maintenance and energy consumption costs as they are significantly smaller than diesel vehicles; also, the costs of old electric vehi-cles are much higher than those of old diesel vehicles.

In this context, at the beginning of the year, Czech Railways (CD) has announced its in-tention of continuing investing in new rolling stock up to EUR 234 Million. The company will procure RegioPanter trains from Skoda, RegioShark diesel trains from Pesa, will re-ceive the rest of the Regio-Shutle RS 1 trains from Stadler and the last City Elephants from Skoda. Moreover, the company plans

to invest in the modernization of its present rolling stock fleet to increase the quality and capacity of transport.

Croatian railway passenger transport op-erator HZ Putnicki Prijevoz launched in February a tender to buy 12 diesel-electric trains for regional transport. The contract is worth EUR 54.6 Million. At the end of 2012, the Croatian Government announced that grants would be allocated for the procure-ment of 44 new trains, of which 32 electric trains, as part of a project included in the transport development strategy and aimed to increase the share of railway passenger transport.

Poland and Hungary, important projects

One of the most important tenders is that jointly launched by MÁV Start, the passen-ger transport division of Hungarian com-pany MAV, and regional operator GySEV.

Thus, at the beginning of the year the two companies announced their intention of purchasing 48 electric multiple-units, of which 42 will be bought by regional opera-tor MÁV-Start and 6 by GySEV. According to MAV, Stadler was the sole bidder, al-though tender papers had been purchased by 8 train manufacturers (AnsaldoBreda, Bombardier, CAF, Newag, Pesa, Siemens, Skoda and Stadler). If Stadler’s offer proves valid, then most probably the company will

operators answer passenger needs by purchasing new rolling stock

Every day, European transport policies focus more on shifting traffic from road to rail triggering the chain development of the railway sector and related industry, together with the positive impact that this transport mode has on energy efficiency, environment and life quality.


Railway Reform in South East Europe and Turkey: On the Right Track? Annexes

168

last decade sections where the speed limit has been raised to 120km/hour and 160 km/hour, up from 80 km/hour, with maximum speeds on the Zagreb-Novska-Vinkovci line. In the last ten years, 756 km or a quarter of the network has benefited from track renewal, although a roughly equal amount of track has not been rehabilitated in the last 30 years or earlier. It is estimated that in 2009 about 80.7 percent of the track suffers from speed restrictions, which is slightly less than 5 years earlier, when the figure was 81.3 percent, indicating that there is a significant backlog of track maintenance and rehabilitation. Figure 116 reveals that over 40 percent of the telecommunications installations, the catenary system, and the relay/interlocking system are over thirty years old, while 40 percent of the signaling system is over 20 years old.

Figure 116: Croatian Railways – Age Structure of Rail Infrastructure

Source: Croatian Railways.

300. As with the rail infrastructure, the rolling stock of Croatian Railways is quite aged. In 2009, Croatian Railways’ rolling stock and motive power consisted of 253 traction units, 523 passenger coaches, and 6,644 freight wagons. This exceeds the requirements posed by current traffic levels, and the rolling stock is generally old and not well matched to market needs (Figure 117). In 2004, eight modern tilting trains from the German branch of Bombardier Transportation were delivered to Croatian Railways, and these have been mainly deployed on the mountainous route between Zagreb and Split—reducing travel time from 8 hours to 5 1/2 hours. These are the only new passenger coaches acquired over the last decade.

Figure 117: Croatian Railways - Age Structure of Rolling Stock

Source: Croatian Railways.

301. Rolling stock productivity is less than the EU average, but has improved over 2005-2009. Freight wagon productivity increased by 28.8 percent over 2005-2008, attaining 66 percent

5

28

5

15

4

5

40

30

19

25

35

50

44

40

5

20

5

25

Signalling System

Relay/interlocking sytem

Catenary system

Telecommunication installations

< 10 years 11-20 years 21-30 years 31-40 years > 40 years

2

12

3

1

7

26

5

32

32

32

38

24

42

20

15

7

Locomotives

Passenger coaches

Freight wagons < 10 years

11-20 years

21-25 years

26-30 years

31-40 years

> 40 years

Croatian Railways - Age Structure of Rolling Stock

Source: „Railway Reform in South East Europe and Turkey On the Right Track?”, WORLD BANK

21


a tender on the realization of capital works to electric multiple-units. The contract con-sists in the modernisation of 44 trains whose interior will be completely refurbished and whose electrical and mechanical systems will also be mended. Trains will be fitted with closed-circuit video systems and air-conditioning and a new traction and brak-ing system. The contract is estimated at PLN 310 Million (EUR 74.5 Million) and will be completed in 18 months.


Поощрение железнодорожных перевозок пассажиров, за счет политик и вложения финансовых средств заставляет операторов разрабатывать новые стратегии, которые должны привести к оптимизации мобильности и привлечению большего числа пассажиров, что станет возможным благодаря предоставлению качественных услуг. Значимость комфорта, сокращения продолжительности пребывания в пути и повышения степени доступности, а также запуск современных услуг являются реальным вызовом для железнодорожных операторов, которые таким образом обязаны инвестировать значительные средства в приобретение подвижного состава в соответствии с требованиями мобильности и оптимизации пропускной способности.

of the sum could be covered by loans from financial institutions. The company has al-ready secured EUR 224 Million from the European Investment Bank and continues to negotiate with this bank and with other financial institutions on the allocation of other funds.

Thus, PKP Intercity announced its plans to purchase 10 new diesel locomotives to re-place the old rolling stock whose modernisa-tion could no longer be financially justified. The new locomotives will be used on the non-electrified lines in the north of the coun-try and the project is part of the programme for rolling stock modernisation.

Also, PKP Intercity plans to purchase 25 coaches which could be operated on the route Wroclaw-Poznań-Bydgoszcz-TriCity and 20 electric multiple-units. Moreover, the operator also wants to upgrade over 300 coaches over the next period.

PKP Intercity has already a contract with

Alstom (signed in 2011) on the delivery of 20 Pendolino trains worth EUR 665 Mil-lion used on the route Gdańsk-Warsaw-Katowice-Krakow, to be thus upgraded by the end of 2014. The company hopes to cover half the amount through an EIB credit and the other half from European funds. But just like the two Hungarian companies, PKP Intercity is also confronted with financing problems: EC has not yet decided whether it would grant subsidies for the acquisition of the Pendolino trains as it fears that the Polish operator already has an unfair advantage in the interregional transport market (the Polish Government signed a contract with PKP Intercity in February 2011 on the deli-very of interregional services granting in turn funds worth EUR 58 Million).

In order to reduce costs, improve services and increase the number of passengers, Przewozy Regionalne (PR), the regional transport operator in Poland, has launched

PKP Intercity

2006 - signing of a loan agreement with the EIB for EUR 50 Mil to finance the purchase of modern rolling stock

2008 - takes over the service of intervoivodeship fast trains with more than 1900 carriages, 69 engines, 14 electric train sets

2011 - signed a 400-million-euro-worth contract with the French company Alstom to supply 20 New Pendolino high-speed trains

2012 - the company announced that wants to invest 4 Bln Zloty (EUR 957 Mil) in rolling stock by 2015

Source: PKP Intercity

MÁV-START Railway Passenger Transport Co

- operates 3226 vehicles of which it owns 801, while the rest are leased from MÁV Co.

- by the end of 2015, the company wants to buy up to 88 trains – EUR 720 Mil.

Sour

ce: P

KP In

terc

ity


22


Although, the EU wishes to develop a single transport network by sti-mulating investments, the financ-

ing allocation policy will be much tougher. “As part of the Connecting Europe Facility, the projects which are important for the EU from the point of view of establishing the European single network will be select-ed and priority projects are aimed at creat-ing the missing cross-border links and the implementation of ERMTS on railway cor-ridors. But the projects selected to receive financing are delayed, funds will be cut and allocated to other projects, but this time, European projects”, declared Stéphane Ouaki, Head of Unit “Connecting Europe – Infrastructure Investment Strategies” in the DG MOVE of the European Commis-sion during the Conference “Infrastructure development – priority railway projects”, organized by Club Feroviar and the Roma-nian Railway Industry Association on 20-21 February 2013 in Sibiu.

80-85% of CEF contribution will be concentrated on support to pre-identified projects (CEF annex) that have to refer to sections of the ten core network corridors, other sections of the core network and ho-rizontal priorities (SESAR, ERTMS, ITS, RIS, VTMIS, MoS). Road projects would be eligible only for core network cross-border sections, and only for funding from the € 10 billion to be transferred from the Cohesion Fund. 15-20% of CEF financing will be allocated for other projects of the TEN-T core and comprehensive network, as grants for the TEN-T, excluding the

road network, and via innovating financial instruments (for both the core and the comprehensive TEN-T networks and refer-ring to all transport modes). These figures clearly show that the railway system is pri-oritized through the European policy.

CEF is a financing mechanism which de-mands special attention as related to both the European policy and the allocation of financing for 2014-2020. In this context, Mr Stéphane Ouaki has agreed on an in-terview to explain the importance of CEF in developing the European single market, the necessity of elaborating quality projects

that are relevant for the European Union and the method established for allocating funds. He also explains what member states should do to benefit from these funds and the criteria for allocating funds.

RailwayPRO: The economic problems in the past years have increased the interest in the necessity to invest in infrastructure construction and modernization projects. What is the role of the Connecting Europe Facility (CEF) in developing a single Euro-pean railway market and how will it stimu-late European infrastructure projects?

connecting europe Facility: Member states need to make sure that as many good quality and maturity projects as possible are submittedInterview with Stéphane Ouaki - Head of Unit “Connecting Europe – Infrastructure Investment Strategies” in the Directorate General Transport and Mobility (DG MOVE) of the European Commission

The past months have been marked by intense negotiations on the European multiannual budget for 2014-2020, investments being referred to as vital for Europe’s economic development. High-level discussions were focused more on the importance of transport in economic recovery, development of commercial relationships, support of social cohesion and, obviously, in forming a single transport system. Under these circumstances, the accent falls on implementing the projects aimed at developing a rail network capable to answer to both passenger and freight mobility needs. An essential role is played by the “Connecting Europe” Facility that will financially support Member States in the projects that define the European transport network. The new financing framework concerns three sectors and focuses on the channelling of funds to added value projects which comply with the EU political objectives stipulated in the White Paper on Transport and in the latest TEN-T policy guidelines (by setting a comprehensive and integrated Trans-European transport network). Based on the initial proposal (June 2011), the CEF budget for transport is of EUR 31.7 Billion (of which EUR 21.7 Billion are available for all member states and EUR 10 Billion will be transferred from the Cohesion Fund), but according to the agreement of the Council of Europe (of 8 February 2013), funds were reduced and in June 2013 the European Parliament is to approve or to reject this proposal.



phot

o: C

lub

Fero

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Stéphane Ouaki at Club Feroviar Conferences - February 2013

23


Stéphane Ouaki: CEF is expected to play an important role in boosting invest-ment in strategic infrastructure networks (transport, energy, broadband) in the EU. This ambition has been confirmed by the recent European Council agreement on the EU budget for the next seven years, even if the CEF budget has been reduced as opposed to the initial Commission pro-posal.

CEF is designed to provide financial sup-port to those infrastructure projects of high relevance for the Union as a whole that would otherwise have difficulties being re-alised. Usually these are projects with high costs and complex implementation, but the benefits of which are not going only to the Member State or States that are directly contributing to it. Such is the case of cross-border connections or, in rail transport for example, projects aimed at ensuring the interoperability with other Member States’ networks. CEF funding will help to com-pensate this perceived gap between costs and direct benefits at Member State level.

CEF will also bring an important con-tribution to the development of the single European railway market. Although the single market is primarily about services, by supporting the development of a better integrated, interoperable, higher quality,

higher capacity infrastructure network, CEF will contribute to the creation of the physical premises for the realisation of the single railway market.

RailwayPRO: How can EU member states benefit from these financings and what are the financing criteria?

Stéphane Ouaki: Member States need to make sure that as many good quality and maturity projects as possible are submitted for CEF financing. To qualify for financing, a project needs to concern first and fore-most a section on the TEN-T network. For projects requesting support via innovative financial instruments under the CEF (such as loan guarantee or project bonds), it can be any section on the TEN-T comprehen-sive network, on any transport mode. For grant funding, it needs to be a section on the TEN-T core network, and it cannot concern road infrastructure, unless it is about deployment of innovative technolo-gies/alternative fuel or of intelligent traffic management systems (ITS).

All projects will be assessed on the ba-sis of specified requirements as well as on the basis of their quality, maturity and EU added-value. The Commission will decide which projects will be retained for funding

on the basis of an independent assessment of each of the projects by external evalua-tors, the recommendation of an Executive Agency that will assist the Commission with the process of selection and imple-mentation, and within the limits of the financial envelope available.

It should be noted however that requests for funding cannot be submitted at any time on any project, even if the eligibility criteria mentioned earlier were satisfied. Rather, projects will need to be submitted in response to specific calls for proposals organised by the European Commission, issued on average twice a year.

The calls for proposals will specify the types of projects for which EU financing will be available (for example deploy-ment of ERTMS, development of LNG terminals in ports, development of rail cross-border sections and the like), the overall amount, as well as the specific re-quirements the projects would need to fulfil based on the established TEN-T Guidelines and CEF objectives, priorities and standards requirements. For the €10 billion to be transferred from the Cohe-sion Fund, special calls for proposals will be organised, which will be open only for project proposals in the Member States eligible to the Cohesion Fund support.


>

Source: TEN-T EA

24



RailwayPRO: An important part of the future CEF financing is allocated to the modern, safe and sustainable development of the Trans-European transport networks. What are the EU priorities within the CEF for the financing of the European railway infrastructure?

Stéphane Ouaki: CEF is aimed at sup-

porting the objective of the 2011 White Paper for Transport which include, among others, the reduction of the transport sector emissions by 60% by 2050, and a 50% shift from road to rail and waterborne transport of medium distance intercity passenger and freight transport also by 2050.

Investments in rail (passenger and freight) projects along the core TEN-T network will constitute therefore a main priority for the Commission in the coming years. The map of the TEN-T network, both of the larger, comprehensive network, and of the core network, can be consulted on the website of DG MOVE. There are also interactive maps available on our TENtec public por-tal (http://ec.europa.eu/transport/infra-structure/tentec/tentec-portal/site/). Just note that these maps might still suffer some changes, since they are still being considered in the co-decision process by the European Parliament and the Council of Ministers.

At the same time, on the core network, pri-ority will be given to those rail projects that concern the development of cross-border

sections and the elimination of bottlenecks. This is reflected by the highest co-financing rates that will be offered under the CEF for physical infrastructure works: up to 40% of the costs for rail cross-border projects, and up to 30% for rail bottlenecks elimination projects. In addition, priority will be given to projects contributing to the ERTMS de-ployment along the TEN-T core network railway sections. There, CEF support will be given for up to 50% of the costs, both for track side and on-board equipment.

For countries eligible to support from the Cohesion Fund, such as Romania, these projects will benefit of co-financing of up to 85% of costs. That is, within the limit of €10 billion that will be transferred from the Co-hesion Fund. More specifically, these Mem-ber States could benefit of such co-financing rates for at least up to a share under the €10 billion proportional to their share within the Cohesion Fund. At the same time, these Member States could also benefit of support from the general CEF transport budget, available to projects in all Member States, but with the lower maximum rates as exemplified earlier.

RailwayPRO: Can you give us details about the railway infrastructure projects in plan?

Stéphane Ouaki: The Annex to the CEF regulation contains a detailed list of pre-

identified projects towards which 80% to 85% of the CEF transport funds will be allocated. A great majority of this projects concern railway infrastructure develop-ment. The list specifies the sections and the type of activities which would be envisaged for CEF funding. It has been elaborated in consultation with the Member States and is based on their investment plans for the next seven years. I invite all those interested to consult this list, as it provides a very good insight into where the focus of EU and Member States transport infrastructure in-vestments will be.

RailwayPRO: At the end of December the European Parliament Committee for Transport and Tourism (TRAN) voted the proposal of the European Commission on the recast of the Trans-European Transport Network (TEN-T) Guidelines and the ad-jacent financial instrument, the Connecting Europe Facility (CEF). How do you see this vote for CEF’s future? At the same time, in light of the recent agreement by the EU leaders on the EU budget for the next seven years, how do you think the cuts in the CEF budget will impact on its capacity to finance the TEN-T?

Stéphane Ouaki: The European Parlia-ment’s vote showed a high support for the Commission’s proposals. It confirmed all the main elements of both the new TEN-T

>Source: TEN-T EA

25



Guidelines and the CEF. It also suggests that the Parliament will seek to counter those changes proposed by the Council of Minis-ters that diverge too much from the Com-mission’s initial proposal. As for the budget, I can only regret the decision to reduce the CEF transport budget by about one third as compared to the European Commission’s initial proposal. Likely, some of the projects that we initially envisaged to be financed from the €21.7 billion envelope would not see the light in the next period. As always when resources are short, tough choices need to be made.

On the other hand, we cannot overlook that what the European Council agreed still represents an important sum: €13.1 bil-lion plus €10 billion to be transferred from the Cohesion Fund, in 2011 prices. And we should also not forget that the European Par-liament has not had its say yet, and it is the EP that needs to give its final approval on the EU budget. The Members of the EP have been from the start strong supporters of the CEF budget.

In the current period (2007-2013), with only €8 in billion available, we have managed to support a number of important projects. I remain therefore rather positive as to how much we will be able to achieve with the CEF budget, even if the scale of ambitions, and needs, is very high. It is estimated that only for the core TEN-T network invest-ments up to €250 billion would be needed.

RailwayPRO: In case financing will not be completely absorbed (by transport in-frastructure projects) what will happen with the rest? How will it be redistributed? Could it be transferred to other infrastruc-ture projects (energy, IT)?

Stéphane Ouaki: The transfer between the sectoral budgets within the CEF is in principle a possibility. This could happen if, after the mid-term review in mid-2018, it is established that one of the sectors has con-siderably underspent its budget. However, it is very unlikely that we won’t be able to spend the transport budget. The estimated investment needs are so much higher than we could support with CEF co-financing. And both the Commission and the Mem-ber States have acquired in the past twenty years a good experience in TEN-T infra-structure project preparation, monitoring and implementation.

RailwayPRO: In the case of sea and river ports, the existence of appropriate railway connections between the port and the hin-terland has a major importance. How could ports benefit from the CEF financing? Are there special criteria for ports?

Stéphane Ouaki: The importance at-tached to appropriate connections of ports to the hinterland is reflected in the revised TEN-T Guidelines. The new TEN-T policy

framework requires that all core ports be connected to the TEN-T, by both rail and road, no later than the end of 2030. Deve-loping these connections, particularly for the ports along the 10 core network corri-dors, will also be one of main CEF invest-ment priorities for the next financial period, 2014-2020. This becomes apparent when going through the list of pre-identified projects annexed to the CEF regulation, many of which refer to port hinterland con-nections.

RailwayPRO: How will the Connecting Europe Facility be spent? What allocation method is considered (annual method, ab-sorption level..)?

Stéphane Ouaki: CEF budget spending will be programmed on an annual as well as multiannual basis. In fact, the majority of the CEF budget, 80% to 85%, will be allocated on a multiannual basis, over a period cover-ing up to seven years, via a multiannual work programme and dedicated calls for propos-als. The projects eligible will be those pre-identified in the Annex to the CEF regula-tion. Providing co-financing for up to seven years is meant to help ensure the financial security and stability of strategic, large infra-structure projects, the realisation of which often requires a long number of years.

The rest of the 15% to 20% of the trans-port budget will be allocated via annual >

Source: TEN-T EA, © Przemek Sowinski

26


work programmes and on the basis of specific calls for projects. These will target projects with a more limited time-span, and which are not among those pre-identified in the Annex to the CEF regulation.

The same 80% to 85% and 15% to 20% rule will apply also for the €10 billion al-located from the Cohesion Fund. However, separate multiannual work programme and annual work programmes, and correspond-ing calls for proposals, will be established.

RailwayPRO: For a unitary network, this financial instrument will help invest about EUR 23.1Billion, the sum agreed by Mem-ber States’ leaders following the European Council agreement on the EU’s next seven years budget this past 8 February. Out of this, EUR 10 Billion will be allocated from the Cohesion Fund to transport infrastruc-ture in cohesion countries. The remaining EUR 13.1 Billion is the sum proposed to all member states through transport infra-structure investments. In practice, what are the countries that will most benefit from the CEF financing?

Stéphane Ouaki: Our experience so far suggests that all of them do. At the Euro-pean Commission, we also have an interest to ensure that they do. We want to promote the development of a unitary, as you rightly noted, trans-European network, and not just of some parts of the network, in some Member States. Moreover, thanks to the mechanism of transfer of the €10 billion, we will be able to stimulate investment also in the Member States eligible to the Cohesion Fund, since this mechanism will allow us to provide maximum co-funding rates compa-rable to those of the Cohesion Fund - much higher than what we could offer under the rest of the CEF transport budget.

RailwayPRO: The New White Paper on Transport promotes a single market of rail-way transport. In your opinion, what are the methods to achieve this, obviously by using the European financing, including through the budget for 2014-2020?

Stéphane Ouaki: The CEF will contri-bute to the single rail market by supporting the development of a fully interconnected and fully interoperable rail infrastructure. This will provide the physical premises for transport operators in every Member State to provide integrated services all across the European Union. However, there are more barriers to the single rail market than the physical ones. And those need to be addressed by other means. That is why the Commission has recently adopted the fourth railway package. If endorsed by the Member States and the European Parlia-ment, the measures in this package will sig-nificantly contribute to the achievement of the single rail market.

The Package proposes to complete the opening of European rail markets by open-

ing domestic passenger markets, the last segment where Member States are still able to preserve monopolies for their national railways, and at the same time the most im-portant segment. The measures proposed on the governance of the infrastructure manager should achieve a level playing field for all rail-way undertakings by enhancing separation of infrastructure and transport operation. The proposal also contains more competences for the European Rail Agency in order to allow a faster and unified authorisation process for rail vehicles, as well as a single safety certification procedure for railway undertak-ings. This proposal will indeed replace the current system of national approvals which is too long and too expensive.

RailwayPRO: We know that countries in Central and Eastern Europe have serious problems regarding the absorption of Eu-ropean funds. Is there a chance that these countries are unfavoured (CEF) since they don’t manage to absorb funds? How will the EU support these countries in order to help them increase their absorption level?

Stéphane Ouaki: At the European Com-mission we are well aware of this issue and, in the recent period, important efforts have been made to ensure that it will no longer be a problem. At DG MOVE, and in close cooperation with our colleagues from DG REGIO, we have been working to identify those areas where intervention is needed, and the type of measures we could under-take.

At strategic planning level, we have sought to make sure that all Member States will have developed a comprehensive national transport plan, covering all modes of trans-port and providing a coherent infrastructure investment strategy, based on European and national priorities. Technical assistance un-der the Cohesion or Structural Funds has been provided and will continue to be pro-vided to help Member States develop such plans.

The development of a pipeline of mature and quality projects, implementing this strategic master plan, will also benefit of EU support, via JASPERS under the Co-hesion and Structural Funds and via the grants for studies under the CEF. Support for strengthening the administrative capa-city within the Member States for develop-ing and implementing these projects will also continue to be provided. Moreover, under the CEF, more calls for projects will be organised for funding provided from the transferred €10 billion, in order to allow the eligible Member States, most of which have been confronted with this absorption capacity problem, more time to develop a larger pipeline of high quality and maturity projects.

When it comes to project implementa-tion, the experience of strict monitoring and support developed by the TEN-T Exec-utive Agency will help ensure that projects

are delivered within the agreed deadlines and with the specified quality, to the great-est extent possible.

RailwayPRO: Will the high-speed trans-port be prioritized against conventional infrastructure projects in the 2014-2020 budget (including CEF)?

Stéphane Ouaki: No, there is no such prioritisation under the revised TEN-T Guidelines, nor under the three EU funding instruments that will support the TEN-T development in the next period - CEF, the Cohesion Fund and the European Regional Development Fund. Overall, the objective is to improve the capacity of all rail lines. In some cases that entails the development of high-speed lines, in others not. Wherever feasible high-speed rail development will be encouraged for passenger trains, in order both to attract more car or plane passengers to this more sustainable mode of transport, and to free up capacity for freight transport.

RailwayPRO: Will European funds for transport infrastructure development be dedicated only to state authorities and com-panies or will private companies also have access to European financing?

Stéphane Ouaki: Any EU based entity, be it public or private, will be eligible to submit project proposals and, if successful after the screening and selection process, to benefit of the awarded financing. However, all projects need to be approved first by the national authorities of the Member State concerned.

механизм подключения европы: заявки на финансирование не могут быть направлены в любое время и по любому проекту

В рамках Механизма подключения Европы (MCE) будет проводиться отбор проектов, имеющих значение для ЕС в контексте формирования единой европейской сети. Приоритетными являются проекты, нацеленные на установление не хватающих связей и трансграничных сообщений, а также на внедрение системы ERTMS по железнодорожным коридорам. Для получения дополнительных сведений, мы взяли интервью у Начальника подразделения Механизма подключения Европы - Стратегии инвестирования в инфраструктуру DG MOVE Стефана Уаки, который рассказал нам о роли МСЕ в реализации единого рынка, о необходимости разработки качественных проектов, важных для Европейского союза, а также об установленном методе предоставления финансирования государственным-членам ЕС и об установленных критериях предоставления средств.

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In Russia, railway transport stands above all the other transport models with a cargo transport share of 80% and of 40% for passenger transport. This encourages operators to constantly develop the services they supply. These figures clearly show the increasing popularity of railway transport as citizens become aware of its importance in gaining efficient mobility, while authorities of its contribution to social and economic development.

Aeroexpress operator was set up in 2005 and provides railway transport services between airports and cities in Moscow and its region, but also in Sochi and Vladivostok. The company’s development strategy indicates the extension of transport services to Kazan in 2013 and in St. Petersburg in the future. Since the beginning of its activity, the number of passengers has been constantly increasing every year which has determined the operator to purchase rolling stock and optimise services. According to 2012 figures, the company’s growth stood at 20.4% compared to 2011, while Aeroexpress’ market share in report to all transport models was of 23.37% which once again proves that railway transport gains ground on its competitors.

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Aeroexpress is part of the solution to the acute transport and environmental problems of the metropolisAlexey Krivoruchko

Aeroexpress, a market leader aware of the importance of continuous developmentInterview with Mr. Alexey Krivoruchko, CEO of Aeroexpress

RailwayPRO: Aeroexpress provides transport services in Moscow and Mos-cow Region and the number of passengers has constantly increased since the set-up of the company. What are the methods used to stimulate the real increase of the attractiveness of railway passenger trans-port within the company?

Alexey Krivoruchko: The Aeroexpress company was established in 2005 and now provides rail transport services be-tween airports and cities not only in Mos-cow, but in Sochi and Vladivostok as well. The number of passengers travelling on our red Aeroexpress trains has been show-ing very active growth with each passing year. According to the 2012 results, more than 14.9 million passengers travelled on Aeroexpress trains in Moscow alone, rep-resenting a 20.4% increase from last year. Among other types of transport to the

capital city’s airports, Aeroexpress trains’ share amounts to 23.37%. Annual results on the number of passengers carried since the company’s establishment demon-strate that this means of transport is both relevant and attractive to users.

Aeroexpress’ current policy for im-proving the quality of passenger services plays a rather significant role in this, and has been certified as complying with In-ternational Standard for Quality Manage-ment System ISO 9001:2008 in the field of rail passenger service. This includes improved travel comfort for passengers, as well as the introduction of innovative technologies, and new ways to purchase and pay for tickets. For example, in 2011, all Aeroexpress trains were equipped with comfortable and ergonomic chairs. Cli-mate control systems were also installed in cars ahead of the summer season. The

terminals were equipped with ticket vending machines, touch-sensitive infor-mation kiosks, and much more. We are also developing joint programmes with leading airlines, travel and ticket agencies. One of the recent significant events was the launch of our own mobile application for iOS and Android users, for Windows Phone in progress. And this is only one aspect of the methods the company uses to increase the attractiveness of Aeroex-press trains. But all these are a nice bonus to the main benefit of such means of trans-port, because the fact is that Aeroexpress is a guaranteed way to travel from the city centre to the airport.

RailwayPRO: As of February 2012, Aeroexpress has started to provide railway transport services in Sochi as well. What is the extension plan of the company to Russia’s largest cities? What is the market share of the company in the regions where it activates?

Alexey Krivoruchko: Indeed, on 15 February 2012, the grand opening of Ae-roexpress’ first regional branch took place in Sochi, where trains run between >

“[ by Pamela Luică ]

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At the end of 2012, Aeroexpress managed to expand its quality certificate, the situation of the company suffering significant changes since the expiration of the first certificate. Apart from expanding services to other cities, for the first time in Russia the company managed to launch its own division for rolling stock maintenance and repair.

As a result of the increasing transport demand, as of 2015 Aeroexpress plans to operate double-deck trains and the number of cars to be purchased amounts to 172.

Mr. Alexey Krivoruchko, CEO of Aeroexpress, explains in the interview below the importance of developing railway passenger transport services, as well as the challenges an operator has to face due to the increasing mobility level which influences the entire structure of a transport system.

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Aeroexpress – Federal intermodal operator

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Sheremetyevo

Vnukovo

Domodedovo

Pulkovo

Sochi

Sochi

Moscow

Saint-Petersburg

Knevichi

Vladivostok

Казань

Kazan

Aeroexpress – Federal intermodal operator

Source: Aeroexpress

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the city’s main rail terminal and Sochi International Airport. Also, on 20 July of last year, regular intermodal services were launched in Vladivostok, servicing the Vladivostok - Vladivostok International Airport route.

In the regions, Aeroexpress trains also serve as commuter rail transport, since, unlike the case in Moscow, they have in-termediate stops en route between the city and the airport. In 2013, the com-pany plans to launch its branded trains in Kazan, which is the capital of the XXVII Summer Universiade. On the regional transportation market, the company also services the Moscow (Savyolovsky Rail Terminal) - Dolgoprudny - Lobnya route. In 2012, the volume of this route’s pas-senger traffic amounted to 2.17 million passengers, which is 28.8% more than the corresponding indicator for 2011.

To date, there are no figures are avail-able on passenger traffic figures for Sochi and Vladivostok that can be used for com-parative purposes, and it is too early to talk about any growth in their market share. But the interim results, summarised since putting the Aeroexpress trains into ser-vice in these cities, of course, demonstrate that residents and cities’ visitors are quite satisfied with such mode of transport. In the period since it went into operation through to the end of 2012, the number of Sochi Aeroexpress train passengers carried a total of 142,850 people, 60% of whom are commuters. From July 20 to December 31, 2012, Aeroexpress trains in Vladivostok transported a total of 208,180 people, 75% of whom are commuters.

RailwayPRO: Since November 2012, Aeroexpress has managed to expand its quality certificate compliant with ISO 9001:2008 management system on the railway passenger transport. Since the ex-piration of the first certificate, according to the press release issued by your company, the situation of the company has changed significantly. What were the criteria that have generated these changes and what in-fluence do they have on the development of the transport market?

Alexey Krivoruchko: Initially, Ae-roexpress’s Quality Management System was certified for compliance with the In-ternational Standard ISO 9001:2008 by an authorized company Bureau Veritas Certification Rus in December 2009.

However, the changes occurring in the company during this period have made it necessary to perform a new audit and to obtain the required renewal of its certifi-cate. Last year alone brought a significant increase in passenger traffic, together with the opening of branches in other Russian cities. As well, the company has also in-troduced cutting-edge services for fast passenger service. In addition, the com-pany launched its own subdivision for maintaining and repairing rolling stock

(a depot), for which the locomotive train crews who were previously on staff with the Moscow Railway thereby became Ae-roexpress employees. This is the first time that this practice has been introduced in Russia, whereby a private rail carrier independently maintains and repairs its rolling stock. We did this deliberately. It is important for us to be responsible for the transportation provided by our company, from the moment a train leaves the depot and enters the line to provide passenger transportation to the airport.

In 2011, we started implementing our own Uniform Dispatching and Situation-al Centre, providing for the online video monitoring of all our facilities. More than 350 cameras have been installed at the company’s 10 terminals, including our regional branches and for rolling stock. Trains are equipped with GLONASS satellite systems, enabling us to control trains’ movement online and to obtain information in the event of failure situa-tions.

The Uniform Dispatching and Situa-tional Centre’s functioning, the processes associated with the passenger transport and services, procurement and logistics, as well as rolling stocks’ maintenance and repair have all successfully under-gone verification by the auditors from the “Bureau Veritas Certification Rus”. As the result, the company’s certificate was suc-cessfully extended and the new certificate issued to the Aeroexpress company is valid until December 8, 2015.

RailwayPRO: The advantages of rail-way transport are known worldwide. This determines the implementation of projects for attracting passengers and massive investments are granted to the acquisition of efficient and comfortable rolling stock aimed to promote transport. To this end, what are Aeroexpress’ plans and how do public authorities involve in financing these projects?

Alexey Krivoruchko: At the moment, Aeroexpress’ own passenger rolling stock is comprised of the modern and comfort-able AERO Series trains manufactured by the Demikhovsky Engineering Plant. They were designed according to a spe-cial order placed by our company and, of course, they take into account all of pas-sengers’ needs during their travel, thereby helping to attract more Aeroexpress’ cus-tomers and making this means of trans-port more popular.

Special attention is paid to ensuring that physically challenged passengers can travel comfortably: cars are equipped with folding ramps for wheelchair users, there are specialised seats with safety belts, and ticket offices are equipped with special devices that make it easier for hearing-im-paired passengers to communicate with the cashier. A Travel Assistance service is also available, which entails providing comprehensive assistance to passengers with disabilities. This includes meeting at the terminal, providing assistance in ob-taining travel documents with the right to bypass the queue, helping to load luggage onto the trains and to board the railcar, among other services.

In 2015, the company plans to put a new double-deck rolling stock into ser-vice. This decision arose as a result of ra-pidly growing passenger traffic, which is growing from one year to the next. Under the conditions faced by today’s railroad infrastructure, it is impossible to increase the number of runs to the capital’s air-ports, and that is the reason that the idea emerged to replace existing electric trains with more spacious ones. The new mo-dern rolling stock will make it possible to carry almost 30-40% more passengers than now. In total, the company plans to purchase 172 railcars.

All of the above is the sole initiative of Aeroexpress management, which is dic-tated not only by urgent necessity, but also by the company’s policy in the

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Moscow Airports Ridership

Source: Aeroexpress

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• 185 journeys daily • Aeroexpress trains run every 30–60 minutes. • Aeroexpress precision is at 99.9%. • Customer Satisfaction Index exceeds 88%.

40,9

50,8

56,0 63,7

6,8 10,1 12,3 14,9

16,6%

19,9%

22,0%

23,4%

12,0%

14,0%

16,0%

18,0%

20,0%

22,0%

24,0%

0

10

20

30

40

50

60

70

2009 2010 2011 2012

Number of passengers passing through Moscow airports (m)

Number of Aeroexpress passengers (m)

Aeroexpress’ share of total passenger traffic for Moscow airports

Moscow Airports Ridership Sheremetyevo airport

Vnukovo airport

Domodedovo airport

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eryone understands the obvious benefits of such transport: it is more environmen-tally friendly, and it enables transporting a large number of people in a short time. Aeroexpress trains have long become the preferred mode of transportation to Mos-cow airports. Everyone understands that the road to the airport by car may take much longer than the half-hour an Ae-roexpress train takes to arrive at the air-port. Last year alone, 14.9 million passen-gers preferred traveling by Aeroexpress to travel by car. Imagine how many cars were kept off the roads? This is a big plus in terms of unloading motorways and saving a large metropolis from additional exhaust gases.

It is certain that rail transport is gaining momentum, especially in terms of an in-crease in passenger traffic. And, of course, this is happening within the scope of the development of the country’s transport system as a whole. Infrastructure is also being modernised, new facilities are be-ing built, and new types of unified travel documents are being introduced. Our company is actively involved in joint projects together with the state. This year, the result of our successful collabora-tion has been the launch of two new re-gional branches, where Aeroexpress also operates as a commuter carrier. We will continue to remain active in the same direction, dedicating maximum efforts towards promoting rail transportation.

sphere of its service quality to attract passengers. Public authorities provide ac-tive assistance to the company in terms of organising intermodal service in other Russian cities, contributing to the organi-sation of rail transport at the same high level as encountered in Moscow.

On 12 February 2013, Aeroexpress has officially revealed the results of the tender for supplying double-deck rolling stock to Russia. The final stage of the tender for sup-plying double-deck rolling stock resulted in a competition of three major engineering com-panies, as follows: Stadler (Switzerland), Alstom (France), and Škoda (Czech Repub-lic). The victory went to Swiss Stadler, with whom Aeroexpress will conclude a contract for supplying a total of 172 railcars – 112 according to a basic contract and 60 accord-ing to two options.

RailwayPRO: What is Aeroexpress’ role in delivering integrated transport services in Moscow and Moscow Region and how do you manage to meet mobility demand next to the authorities and the other public transport operators?

Alexey Krivoruchko: In the time that it has been operating, Aeroexpress has become an integral part of the capital’s modern transport system, distributing passenger traffic within Moscow and the Moscow Region. Today, the company is part of the solution to the acute transport and environmental problems of the me-tropolis.

In recent years, a number of meas-ures have been taken, aimed at increas-ing transport capacity. For example, in 2010-2011, all branded trains received a new seat arrangement, which was modi-fied from a 2+2 scheme to 3+2 one. This measure made it possible to increase the number of seats by 30%. In addition, train sets on all three routes to and from the Moscow airports were increased to the maximum possible number of railcars. All this has enabled the company to cope with the increased demand for Aeroex-press services.

Aeroexpress is a competitive company, and largely because the first priority in its work is to meet passengers’ current demands. The company continuously provides its customers with convenient services to facilitate the purchase of tick-

ets and to significantly save them time. It also offers flexible fares for travelling on the brand trains, and moreover, it cares about socially disadvantaged population groups, providing favourable conditions for Aeroexpress services.

RailwayPRO: What are the challenges you face concerning the increasing trans-port demand and the changing transport market structure (new transport services are developed, passengers need integrated services to choose public transport etc.)?

Alexey Krivoruchko: One of the main difficulties associated with the increas-ing demand for Aeroexpress services is the need to enlarge our trains’ seating capacity. But this issue will be succes-sfully resolved by supplying double-deck Aeroexpress trains. Due to the fact that, at the moment, trains run with the low-est possible interval, and the fact there is no way to increase the number of railcars in a train set, this decision is ultimately most effective under the current circum-stances. The new rolling stock is designed to accommodate about 700-1100 people per run, while the railcars can be easily separated from the whole set, allowing to change the train’s composition depend-ing on the traffic flow at different times of the day and on different routes.

RailwayPRO: According to the Russia press, Russian Railways plans to sell 25% of the shares it owns in Aeroexpress. How will this transaction affect the company’s activity??

Alexey Krivoruchko: Yes, indeed, the President of OJSC Russian Rail-ways, Vladimir Yakunin, spoke about his plans to sell shares in summer 2012, and Russian Railways is currently in the stage of pre-sale preparation. We are confident that this transaction will not lead to the introduction of any significant changes to the company. We will continue to follow the course that has already been marked out and to develop our services, provid-ing quality rail transportation.

RailwayPRO: What do you think about the development of the railway pas-senger transport market at national level and what is the authorities’ policy on the consolidation of the railway transport’s position in the entire transport system?

Alexey Krivoruchko: Nowadays, rail transport is the leading means of trans-portation in Russia. It accounts for over 80% of freight and 40% of passenger traf-fic. In the context of Russian realities, rail-roads are irreplaceable. The development of rail facilities system serves the interests of many economic sectors, as well as con-tributing to social and economic growth and the development of inter-regional relations.

As of late, passenger rail transportation has become more and more popular. Ev-

«аэроэкспресс» - лидер рынка, осознающий важность постоянного развития услуг

Компания «Аэроэкспресс» был создана в 2005 году и предоставляет услуги железнодорожных перевозок между аэропортом и центром города в Москве, Сочи и Владивостоке. Согласно стратегии развития, в этом году компания намеревается запустить движение в Казани и в скором будущем в Санкт-Петербурге. С каждым годом количество пассажиров «Аэроэкспресс» увеличивается. Именно постоянно растущий пассажиропоток привел компанию к решению о закупке двухуровневого подвижного состава для увеличения пассажировместимости. В текущем номере нашего журнала мы представим Вам интервью с генеральным директором компании «Аэроэкспресс» Алексеем Криворучко. В интервью он говорит о важности развития услуг железнодорожных пассажирских перевозок и о тех вызовах, с которыми приходится сталкиваться каждому оператору в результате увеличения степени мобильности, влияющей на всю структуру транспортной системы.

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“rail transport is becoming more and more popular nowadays in Hungary”

Hungary is buying EMUs to improve regional passenger transport. Rolling stock development projects are called for as railway passenger transport in the country is becoming increasingly attractive, at the same time infrastructure development projects consolidate the importance that railway transport has on the economy of a country. Csaba Ungvári, CEO of MÁV-START Co., talks about these projects in an interview for Railway Pro presenting the opinion of the Hungarian operator about the liberalisation of the domestic passenger transport.

[ by Elena Ilie ]

Railway PRO: What news can you tell us about the tender organized by MÁV-START and Austro-Hungarian regional operator GySEV on the acquisition of 48 trains? Will the company sign the contract with Stadler?

Csaba Ungvári: MÁV-START Co. and GySEV Co. jointly initiated an open public procurement procedure for multiple units in November last year. Within the frame of this procedure MÁV-START wishes to pro-cure 42, whilst GYSEV 6 partly low floored, single system, electric multiple units for re-gional use, each of which is accessible for people with reduced mobility, has a seating capacity of 200 seats and a speed of 160 km per hour. The final deadline for the delivery of the multiple units is 30 September 2015. In total out of the eight economic operators that bought the tender documentation one company, namely Stadler Bussnang AG, made an offer until the end of the tender

period. The offer was found valid and suc-cessful. After advising the tenderer about the result of the procedure (26 February), MÁV-START Co. and GYSEV Co. have to conclude a contract with the winner within 30 days – in accordance with the respective legislation. The Hungarian Government is-sued a decree in February to approve the state support for the procurement of the electric multiple units – declared a prior-ity project – which is in line with the New Széchenyi Plan (Új Széchenyi Terv) as part of the Transport Operational Programme. The conclusion of the grant agreement with regard to providing TOP funds is in progress.

Railway PRO: Can you provide us with details about the evolution of the railway passenger transport market in 2011 and 2012? How would you comment on the evolution of the number of passengers?

Csaba Ungvári: Rail transport – both for domestic and international destina-tions – is becoming more and more popu-lar nowadays. This is underlined by the fact that the number of passengers opting for rail transport further increased last year, which means we carried more than 142 mil-lion passengers on our trains in 2012. This equals to seven and a half billion kilometres in rail, which could mean an impressive 200 000 rounds travelling around the Earth along the Equator. The reasons behind the positive change in the number of passen-gers are complex: the increase in fuel prices surely cannot be ignored, while the basic tariffs for travel by rail have remained un-changed since 2010. In addition, periodical timetable of high frequency – better serving passengers’ needs –, improved connection options, shorter travel times, our extended railway vehicle development activity also attract passengers. As public transport qua-lity is a key influencing factor in passengers’ perception of our performance, we strive to increase the level of our services through:

free wifi aboard the trains; e-tickets that can be presented printed or electronically when travelling; extending bike carrier services, continuously improving punctuality and offering more than a thousand suburban P+R parking service lots.

Railway PRO: What is the role of railway transport in Hungary, as related to the na-tional and regional economic development objectives and compared to the other trans-port modes?

Csaba Ungvári: In all of the economic policy strategies, as well as in the National Transport Strategy the development of rail-way transport development has an empha-tic role, partly because of the larger transport capacity, but also owing to its less harmful impact on the environment. All this can be observed in practice through the infrastruc-ture development of the main long-distance and suburban lines, where several large-scale projects are carried out currently, for instance on the Budapest-Székesfehérvár and Szolnok-Debrecen railway lines. As op-posed to the road development priorities in previous years, the railway sector has re-cently been given more attention: lines pre-viously closed down have been re-opened, speed restrictions have been cancelled and travel time has been significantly reduced. The Government has reviewed the opera-tional duplications and has rationalized the state grant shared by the rail and road sec-tors.

Railway PRO: Can you detail for us the projects that MÁV-START has carried out or those to be carried out as regards the intensification of traffic on international railway routes, especially on those in the countries neighbouring Hungary?

Csaba Ungvári: In international traffic we have managed to realize a number of deve-lopments as regards time-tabling and tariffs in the past five years. Both on the Vi-enna-Munich and the Bratislava-Prague


Csaba Ungvári, CEO of MÁV-START Co.

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34


axes a two-hour periodical time-table has been introduced. At the same time we could create a system which provides di-rect connection to several destinations in Romania. Furthermore, the international traffic system in Central Europe has been restructured, and a direct day connection to Zurich has been introduced. In the mod-ernization of the available rolling stock the ÖBB-Railjet train sets played an important role, thanks to which IC-quality vehicles could be reallocated to Serbian and Roma-nian relations thus creating a uniform stand-ard in the entire international long-distance traffic. On existing and new relations MÁV-START has introduced affordable discount tickets and reduced return ticket fares. 2015 onwards, significant time savings will be re-alized on the Budapest-Vienna-Munich re-lation, parallel to this the Czech railways is launching Railjets on the Budapest-Prague relations. This way, on our two most impor-tant routes uniform and modern service can be provided for passengers wishing to use day trains. Last but not least I wish to high-light the cooperation agreement concluded in August 2012, which hopefully is only the first step in the cooperation between our countries aiming at reaching a long-term competitiveness in the international pas-senger railway services.

Railway PRO: How does MÁV-START, as state operator, look on the application of

rail passenger transport provisions included in the Fourth Railway Package, especially those concerning the mandatory tendering of Public Service Obligations?

Csaba Ungvári: Our company welcomes all the legislations and initiatives that aim to increase the number of passengers in rail traffic or intend to improve travel condi-tions, since this is in the interest of all ac-tive companies in the rail passenger market. As for the implementation and creating the legislative framework, various actors in the Member States may have different interests and preferences. I feel it is a bit early to com-ment on the specific effects of the Fourth Railway Package, because at the moment we are dealing with a draft, the parliamen-tary debate of which has not even begun. With my colleagues we regularly review the accessible drafts, and we are also actively in-volved in the work of the international rail-way organizations, where we can state our position. All in all, I can say that we are in preparation for the implementation of the regulations.

Railway PRO: What is MÁV-START’s opinion about the liberalisation of domes-tic passenger transport?

Csaba Ungvári: As I have pointed out, the debate of the law about the full libe-ralization of the railway passenger transport market and its detailed rules has not even started in the European Parliament, and

for this reason its final norm text is not yet known. We are in support of any measures improving the quality and along with this the competitiveness of rail passenger serv-ices, but we expect that the provisions regu-lating the new market conditions should ensure the principles of competition. The primary objective of our developments is serving our passengers at the highest pos-sible level, nevertheless, we also continue to improve our market position through developments. The recent growth in the number of passengers and the improve-ment of satisfaction indices with regard to our services entitles us to assume we are on the right track in the process of preparation for the competition.

Railway PRO: What are the company’s plans for improving the informatisation of rail passenger transport, passenger informa-tion systems and e-ticketing systems?

Csaba Ungvári: MÁV-START’s ticketing system is in the process of renewal regard-ing both domestic and international sales. Our goal is to increase the proportion of electronic channels, in other words to mo-tivate ticket purchase through the internet, and also to cut down on ticket office sales by means of installing ticket machines. Through internet purchase, tickets can be printed at home or can be presented on a smart phone (using the bar code) on oc-casion of an on-board inspection. We are


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currently developing a system for issuing railway passes in form of a chip card. From the new system up-to-date information can be obtained, which will facilitate our decision-making as regards e.g. the introduction of new products or special offers. On the subur-ban trains of Budapest we plan to introduce the so-called relation-numbers this year (already wide-spread in urban public transport). As a result we expect to increase our role in the transport system of the capital. As for the station development programme, with view to improving station service quality, new visual displays are in-stalled on lines 100a and 30a. Concerning the on-board passenger information service, the developments started last year are continued: BVmot, BDVmot, BVhmot electric motor units are pro-vided with VULTRON on-board passenger information displays. This ensures the broadest possible on-board voice information service on suburban lines.

Railway PRO: What are the methods that MÁV-START’s board plans to use to increase the use of railway transport among peo-ple?

Csaba Ungvári: Improving competitiveness, fulfilling passenger needs, increasing service levels, time-table and vehicle develop-ment, implementation and maintenance of a competitive pricing and sales system, efficient and targeted marketing communica-tions, long-term corporate strategy, improving efficiency, and cus-tomer focus. The yearly marketing and market research plan calls for targeting potential revenue generating segments on a one-by-one basis. Messages will be delivered through three main channels. The first being a blend of MÁV-START’s own resources such as its website (www.mav-start.hu), its forthcoming community site, its newsletter database, and InterCity magazine. The second channel consists of optimized purchases of media space through agencies (emphasis on Online). The third channel entails partnerships such as the one existing with Hungary Tourism, Hungary’s national tourism agency.

Railway PRO: What are MÁV-START’s near-future priori-ties and how much are estimated investments worth considering the fact that we are getting close to the next programming period 2014-2020?

Csaba Ungvári: Despite improvements in recent years, the aver-age age of MÁV-START’s vehicle fleet still exceeds 30 years. Tak-ing into account our financial limitations, our medium-term plans of cca. 20 billion forints per year include the production of state-of-the-art IC+ cars of 200 km/h suitable for international traffic, and the renovation of international and IC capable CAF cars. Given the availability of EU funds, however, we intend to continue our multiple unit train project. Furthermore, and parallel to the development of rail track infrastructure, additional purchases of modern locomotives will be required in the period between 2014 and 2020 in order to fully reap the benefits provided by the up-graded track infrastructure both in terms of train scheduling and quality of service – thus exploiting the potential of rail transport competitiveness.

„Железнодорожный транспорт становится всё привлекательнее в Венгрии”

Венгрия планирует приобрести электропоезда для улучшения региональных пассажирских перевозок. Необходимые деньги поступят в виде государственной помощи. В соседней стране железнодорожные пассажирские перевозки становятся всё привлекательнее, а крупные проекты развития инфраструктуры по направлению Будапешт-Секешфехервар и Сольнок-Дебрецен консолидируют важность железнодорожных перевозок для экономики государства. О подробностях, связанных с этими проектами, а также о мнении компании MÁV-START о либерализации пассажирского транспорта внутри страны рассказывает нам исполнительный президент MÁV-START Чаба Унгвари в своем интервью журналу Railway PRO.

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dering. It has identified many cost savings and/or service improvements that could be achieved, both domestically and in the international market. There is of course a need to make rolling stock available to all, and to ensure non-discriminatory access to integrated ticketing systems.

Now the Commission’s proposals go to the European Parliament and Council for consideration. There will sadly be much pressure from the governments who con-trol powerful incumbents to water down or delay the proposals in order to preserve the status quo monopolies. I believe that Europe needs one consistent structure and set of policies if the rail sector is to grow and prosper; the options are wide open; in the UK with full liberalisation, passenger and freight traffic has grown by 60% in ten years, whereas in France rail freight traffic has halved in the same period, largely because SNCF has ensured that any competition is neutered.

I urge all those who believe in a growing railway sector in the future to press their governments and European Parliament members to support the Commission and oppose those who want to preserve their monopolies, which can only increase costs and prices and turn more and more cus-tomers to road.

“europe needs one consistent structure”

The European Commission published its long –awaited 4th Railway Package on 31 January 2013. It is a comprehensive package of measures covering technical approvals, management of the infrastructure, passenger services and the structure of the railway, all with the intention of creating a fully liberalised competitive rail system in which competition flourished and the rail market grows.

Lord Tony Berkeley, chairman of Rail Freight Group (UK) sent us a reasoned opinion on this matter. Lord Berkeley is also a Board Member of the European Rail Freight Association.

[ by Elena Ilie ]

Photo: www.networkrailmediacentre.co.uk

“европе нужна крепкая структура”

Основная задача IV Железнодорожного пакета заключается в повышении качества и эффективности услуг железнодорожного транспорта за счёт преодоления оставшихся ограничений (которые не были разрешены с помощью предыдущих трёх пакетов) и поощрения развития железнодорожного сектора, следовательно повышения конкурентоспособности и обеспечения экономического роста. Президент компании Rail Freight Group (UK) Лорд Тони Беркли откликнулся на нашу просьбу и рассказал об этом в нескольких словах, касаясь роли законодательных предложений для европейского железнодорожного рынка.

tn the technical package, the Com-mission seeks to create one set of standards for promoting interoper-

ability and technical standards throughout Europe. The European Railway Agency (ERA) estimates that there are over 11,000 national rules in the EU, all adding time and cost to new entrants or those wishing to introduce new rail vehicles. The Com-mission’s intention is to give the ERA wider competencies for vehicle authorisation, the safety certification of train operators and of supervising national rules and the opera-tion of national safety authorities.

Some member states will resist such changes, either because they think they can do the job better than the ERA or, more like-ly, so that they can use these approval processes as a way of preserving their national monopolies by way of technical regulation. I believe that this change is an essential part

of opening up Europe’s’ railways to compe-tition and to getting costs down.

Altering the structure of the railways has caused much opposition, especially from Germany, Austria and France. However, the Commission’s proposals again seek to intro-duce open and fair competition above rail, with no hidden subsidies, as well as much better co-operation between infrastructure managers (IMs) on operations, investment etc. It recognises that some IMs have been known to discriminate against non-incum-bents, making it very difficult for new en-trants to operate competitive services.

The Commission proposed to strengthen the role of the IMs so that they control all the functions of the rail network, including investment planning, day to day operations and maintenance and timetabling. There should be much better cross-border co-operation between IMs and separation of the roles of managing tracks and running trains. The Commission’s proposals could require institutional separation as the sim-plest and most transparent way of achiev-ing such independence, and this is what the independent operators and IMs have supported. However, the Commission has been forced to accept a compromise to al-low the holding company model, as prac-ticed or planned in Germany, Austria, and France and in the Channel Tunnel between the UK and France.

Although ‘Chinese walls’ to ensure separa-tion of accounting, IT, staff and no discrimi-nation are proposed, there is strong evidence that this does not work in practice. Germa-ny is subject to infraction proceedings by the European Commission due to unfair transfer of funds from IM to other parts of DB to the detriment of these customers, and in France SNCF has proposed a complete reintegra-tion of all its train operations with the infra-structure manager RFF to ensure the mini-mum of competition to SNCF above tracks. The Channel Tunnel operations are still the subject to the Commission’s infraction pro-ceedings over concerns about allocation of costs, charges and capacity.

Finally, the Commission seeks to open up the passenger market, either to allow com-peting services or through competitive ten-


37


the risk of losing Public Service Obligation contracts and this can create very compli-cated issues both for staff and at financial level. The right balance should therefore be found and it should be up to competent authorities to make the choice of the ap-propriate award mechanism. This is what I personally hope for all railway companies and for our customers. As a tax-payer and a citizen, we all deserve the most economic approach.

railway Pro: What is your opinion re-garding the EC’s proposal for bidding the public service rail contracts and regarding the fact that these public service contracts will become subject to mandatory tender-ing? How would this measure affect the smaller railway undertakings?

Libor Lochman: Let me to introduce the subject from a broader perspective. A further passenger market opening can only produce results if technical preconditions are fulfilled. This is the reason why CER supports the “technical pillar” of the legis-lative package. The opening up of domestic passenger markets will only materialize if streamlined vehicle authorization and safe-

cer is concerned about the mandatory tendering of Pso as being the only applicable award mechanism

Six law proposals compose the Fourth Railway Package. By initiating these law proposals, the European Commission wants to stimulate competition on railways, to achieve the much-desired interoperability between networks, to separate operation from management, to reinforce the role of the European Railway Agency, all for creating the Single European Railway Area. The Fourth Package has not become effective yet, debates on its proposals are currently being initiated and their evolution or potential amendments are very interested to follow.

Railway Pro has asked for the objective opinion of railway organizations that you can read below.

СеЖд (Сообщество европейских железных дорог) не считает благоприятным обязательный конкурс для договоров государственных услуг

Сообщество европейских железнодорожных компаний и инфраструктуры (СЕЖД, CER) приветствует предложение Комиссии по открытию национальных железнодорожных рынков в целях реализации торгового обмена (либерализации), защищающего экономический баланс государственных договоров услуг. Тем не менее, СЕЖД не соглашается с попыткой Комиссии навязать открытый конкурс как единый механизм организации договоров для государственных услуг. У СЕЖД также есть сомнения касательно применимости предлагаемых пороговых значений для размера и сферы охвата государственных контрактов на услуги. Организация придерживается мнения, что компетентные органы государств-членов находятся в наилучшем положении, чтобы принять решение по поводу размера, сферы охвата и инструмента присуждения подобных договоров.

Таким образом, организация предоставляет нам общий вид касательно части положений, входящих в состав IV–го железнодорожного Пакета.

[ by Elena Ilie ]

Photo: http://www.publicdomainpictures.net

ty certification processes in Europe become reality.

Furthermore I would like to point out that passenger market liberalisation has got two dimensions – open access services and services under public service contracts. They are complementary and should both match the customers’ expectations. CER, being always in favour of competition, does welcome the proposal of the European Commission to allow open access train services in every Member State. We think that entrepreneurial initiatives should not be prevented provided this is not down-sized to cherry-picking or is detrimental to financial equilibriums.

Regarding the specific question of award mechanisms of Public Service Obligation contracts (PSO), we think that it is key to keep the current flexibility allowed by the Public Service Obligation Regulation. We are convinced that competent authorities are able and are used to make the right choices when it comes to defining the trans-port needs of their citizens and when mak-ing the choice of the award mechanism.

This being said, CER is concerned about the mandatory tendering of Public Ser- vice Obligation as being the only applicable award mechanism. We do not believe that open tendering will by all circumstances deliver better results than direct award or in-house provision. We call upon Member States to be pragmatic and to allow enough flexibility when it comes to Public Service Obligation. This is particularly needed in the case of smaller Member States where the cost linked to the tendering can over-come the benefits it is deemed to generate.

The compulsory tendering certainly im-plies new prospects arising. Those who will dare to look ahead and abroad will find new business opportunities and might easily and rapidly become efficient and success-ful bidders. On the other hand it implies

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38


interest among infrastructure managers from the outset can guarantee an efficient, high-performance rail market. Three conditions are needed to meet the expectations of the market and of customers: a strengthening of competences, a consolidation of competen-ces and greater independence for infrastruc-ture managers.

The competences granted to infrastructure managers under EU law must be extended to encompass all functions they need to manage the network as a commercial enter-prise. Dividing up responsibilities is inex-pedient from both a cost and performance perspective. For example, this is the case where an infrastructure manager, despite of-ficial separation, doesn’t have the necessary room for manoeuvre because a carrier is per-forming certain infrastructure management tasks. Greater independence is also vital for transparency, so as to avoid any conflicts of interest in decision-making by infrastructure managers. Therefore, infrastructure manag-ers must be completely independent of all carriers when making decisions.

railway Pro: Do you consider that the Fourth Railway Package could be “the struc-ture that delivers”, as the European Commis-sion says in its proposals?

eiM:The European Rail Infrastructure Managers warmly welcome the Commis-sion’s wish to eliminate the obstacles to the unified European rail market while at the same time consolidating the performance, competitiveness and growth of the railways. EIM firmly believes that infrastructure ma-nagers have a key role to play in this process.

As the market continues to open up, it is essential that the growing expectations placed on infrastructure managers are taken into account and fulfilled. Over the course of the liberalisation process, infrastructure managers will become the only actors in the rail market who have a system-wide perspec-tive and thereby ensure long-term planning for the entire network. The Commission has recognised this fact and has defined in the fourth railway package the ‘optimal infra-structure manager of the future’.

The infrastructure manager of the future must be given all the tools it needs to satisfy the expectations of the market and, above all, of customers. This means efficiency, invest-ment and customer-oriented performance.

A harmonised EU-wide definition of infrastructure manager competences and clear guidelines on transparency will also

improve cooperation, which in turn would be beneficial for customers. EIM’s members have pledged to turn the rail network into the backbone of the European transport system, disregarding individual interests and focusing on serving rail customers. This is an important difference compared with infrastructure managers owned by holding companies.

railway Pro: Is the proposal for institu-tional separation the most efficient measure to remove potential conflicts of interest and give all companies access to tracks in a non-discriminatory way?

eiM: The European Rail Infrastructure Managers are not interested in dogma or buzzwords. Aside from safety, our members believe that their primary responsibility is to-wards customers and towards their owners. That is why our focus is on performance, ef-ficiency and transparency in the rail market. Increasing the competences and independ-ence of infrastructure managers will allow them to achieve this. Organisational models must guarantee infrastructure manager neu-trality.

Therefore, EIM supports all proposals that dispel any doubts about infrastructure managers’ neutrality, and that includes strict separation between network and operations. Only regulations that preclude conflicts of

“infrastructure managers, the only actors in the rail market with a system-wide perspective”

The European Commission has come forward with the fourth railway package in order to enhance the quality and efficiency of rail services by removing the remaining market obstacles. Most of the EU’s network was designed at country level to be a single network. Further, efficient use of infrastructure relies on its intensive use. So infrastructure in the EU is and is likely to remain a natural monopoly, says the European Commission. Existing EU legislation therefore requires a degree of separation between infrastructure managers, which run the network, and railway undertakings which run the train services on it, with the aim of ensuring fair and equal treatment of all railway undertakings. Full independence of charging and capacity allocation is required, as these were seen as key to ensuring equal access.

So we asked a reasoned opinion on this matter from The European Rail Infrastructure Managers Association (EIM), one of the most important actors in the rail infrastructure market in Europe.

[ by Elena Ilie ]

Photo: http://creativity103.com

«администраторы инфраструктур станут единственными действующими лицами на железнодорожном рынке, которым будет видна полная картина всей системы железных дорог»

По мере продолжения открытия железнодорожного рынка важно, чтобы высокие требования к администраторам инфраструктур были приняты во внимание и выполнены. На протяжении всего процесса либерализации, администраторы инфраструктуры станут единственными действующими лицами на железнодорожном рынке, имеющими перспективу на уровне железнодорожной системы. Следовательно, они будут обеспечивать долгосрочное планирование всей сети.


39


will directly support EU industry, pro-mote healthy environments and contribute to the recovery of the European eco-nomy. By making users pay for the external costs which they cause (environmental, congestion and other costs) according to the polluter pays principle, the internalisa-tion of external costs can encourage trans-port users to switch over time to cleaner vehicles or transport modes, to use less congested infrastructure or to travel at dif-ferent times.

It is also necessary to rethink strategies for the extension of tram, subway or light rail networks, as well as the construction of new such networks.

“By 2050, the majority of medium-dis-tance passenger transport, about 300km and beyond, should go by rail”, EU poli-cies state.

Prognoses for 2030 and 2050 look good on paper, it seems that we have already eliminated the polluting factor from urban transport....but if we take a closer look to what’s happening now in most European cities and metropolitan areas and if we start using and investing in electrified city transport and to support its extension, we will not be able to meet this objective and we will still have draft projects in 2030-2050.

Городская мобильность - намеченная цель на 2050 год

До 2050 года Европейская комиссия нацелена на достижение нескольких стратегических целей. Среди них - ликвидация автомобилей, работающих на условном топливе, из городского движения, а также переход от автомобильного к железнодорожному и морскому/речному транспорту 50% междугородных пассажирских и грузовых перевозок на средние расстояния, но и 60% сокращение общего объема вредных выбросов в транспортной сфере до середины века.

constantly increasing reason for worries. Nine out of ten EU citizens believe that the situation of traffic in their area should be improved. The development of efficient transport systems in urban areas has be-come a task that grows in complexity, if we consider both urban traffic congestions and the accelerated urban expansion.

The responsibility for urban mobility policies lies primarily with local, regional and national authorities. Nevertheless, de-cisions adopted at local level are not taken in isolation but within the framework pro-vided by national, regional and EU policy and legislation. Therefore the Commis-sion believes that much is to be gained from working together in order to support action at local, regional and national levels and to provide for a partnership approach while fully respecting the different com-petences and responsibilities of all actors involved.

Environmentally friendly policies have been introduced in many cities across the EU. Action at EU level can help to strengthen markets for new, clean vehicle technologies and alternative fuels. This

to meet these objectives within the large urban agglomerations, the Commission proposes to specia-

lized players and authorities to elaborate observe and finance sustainable mobility plans. The European Commission seeks to accelerate large-scale implication into the Sustainable Urban Mobility Plans of local and regional authorities in Europe through the wide information on the objective, content and benefits of these plans.

In most cases, the territorial extension to suburbs of large agglomerations has made public transport or other similar al-ternatives no longer attractive as related to personal vehicles. A vicious circle has thus been created: the low demand for public transport has led to the allocation of fewer resources which has resulted in a poorer offer of public transport services.

In order to break this vicious circle, ur-banists and public transport decision ma-kers (at local, regional and national level) have to focus their strategies on upgrading transport vehicles, but also on developing a connection between public transport and urban planning. Urban mobility is a

urban mobility – target 2050

By 2050, the European Commission proposes several strategic objectives among which removing conventional fuel vehicles from urban traffic, using a 40% share of sustainable fuels with low carbon emissions in air transport and reducing by at least 40% the emissions in the maritime transport, shifting 50% of the interurban passenger and freight transport on medium distances from road to rail and maritime/inland waterways, as well as cutting transport emissions by 60% by mid-century.

[ by Elena Ilie ]

Source: EUROSTAT, 2012

MobiLity

TERM Core Set of Indicators

20 The contribution of transport to air quality

Note: Latest available data: 2010.

Source: Eurostat, 2012.

Related targets and monitoring

By 2050, the majority of medium-distance passenger transport should go by rail (EC, 2011a).

Key messages: Between 2009 and 2010, passenger transport demand decreased by nearly 1 %. Prior to this, it had grown steadily since 1995, but at a slower rate than GDP. The largest increases have been in air (51.5 %) and car (21.5 %) demand between 1995 and 2010. However, the economic recession has led to a decline in demand between 2009 and 2010 (– 0.9 %).The car dominates (inland pkm excluding powered two wheels) passenger transport mode share at 84 %, followed by bus (9 %) and rail (7 %).

Non-EU-27 countries show faster growth in demand than the EU-27 average over the period 2000 to 2010, particularly Turkey and Iceland at 38 % and 28 % increases respectively, compared to 9 % for EU-27. However in terms of modal share, Switzerland has a lower share for cars and a much higher share for rail (17 %) than the EU-27 (7 %). Turkey has a much lower share for cars due to much more prominent (though declining) bus use (45 % share compared to 9 % for the EU-27). Iceland and Norway have a higher car share than the EU-27 (both at 89 %).

Further information: Passenger and freight transport demand and modal split (Chapter 3).

3 8794 296

4 547 4 609 4 674 4 710 4 798 4 738

497

516524 519 534 534 515 510

351

371377 391 396 411 403 404

346

457

527 549 572 561 522 524

0

1 000

2 000

3 000

4 000

5 000

6 000

1995 2000 2005 2006 2007 2008 2009 2010

Billion passenger km

Car Bus Rail Air

Passenger transport volume (pkm EU-27)

40


ists in such integrated structures, and which also leads to market distortions”.

According to the latest proposals, railway undertakings will be granted, under equi-table, non-discriminatory and transparent conditions, the right of access to railway in-frastructure in all member states for the pur-pose of operating all types of rail passenger services.

If member states still maintain an infra-structure manager which is part of a verti-cally integrated undertaking, they should at least introduce strict safeguards to guar-antee effective independence of the entire infrastructure manager in relation to the integrated undertaking. However, “despite the implementation of the safeguards guar-anteeing independence vertically integrated undertakings could abuse of their structure to provide undue competitive advantages for railway operators belonging to such under-takings”, believes the Commission which, ac-cording to the new proposals, “should verify,

in the past decade, three railway legisla-tive packages have progressively opened domestic markets, improving the com-

petitiveness of railways and interoperability in the EU. However, despite the harmonisa-tion of the EU legislation with that of mem-ber states, the modal share of rail in intra-EU transport has remained modest. This proposal, Directive 34/2013, targets the re-maining obstacles that limit the effectiveness of railway markets.

“Remaining obstacles relate first of all to the access to the market for domestic passenger services. In many Member States these mar-kets are closed to competition, which does not only limit their development, but also creates disparities between those Member States that have opened their markets, and those that have not”, believes the European Commission.

“A second set of problems which prevent the rail market from developing its full po-tential are issues relating to the governance of infrastructure managers. Since infrastruc-

ture managers are natural monopolies, they do not always react to the needs of the mar-ket and its users, thus hindering the perform-ance of the sector as a whole. In a number of Member States infrastructure managers are unable to fulfil their tasks, since their func-tions are separated between different bod-ies. Moreover, the current legal framework has not led to improved cross-border coop-eration among infrastructure managers,” the Commission points out.

In the latest legislative proposals, the Com-mission believes that “in order to ensure equal access to the infrastructure, any conflicts of interest resulting from integrated structures encompassing infrastructure management and transport activities should be removed. Removing incentives to discriminate against competitors is the only way to guarantee equal access to the railway infrastructure. It is a requirement for the successful opening of the market for domestic passenger transport services by rail. This should also remove the potential for cross-subsidisation, which ex-

Fourth railway Package: divergent opinions

Granting the railway operators in the Union the right to access rail infrastructure in all member states to operate internal passenger transport services can have implications for the organization and financing of railway passenger transport services provided as part of a public service obligation. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts and where approval has been given by the relevant regulatory body. The Proposal on establishing the Single European Railway Area and other proposals related to the Fourth Railway Package are subject to a complex debate in Brussels and across Europe.

[ by Elena Ilie ]

Photo: Club Feroviar

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tive subsidiaries. Cross-subsidising practices and transfers of infrastructure funds to com-petitive activities are a serious market entry barrier for new operators that do not have the possibility to rely on such funds. Cross-subsidising practises may also imply State aid granted to competitive activities”.

Thus, one of the legislative proposals which compose the Fourth Railway Package re-peals Regulation (EEC) No 1192/69 of the Council on common rules for the normalisa-tion of the accounts of railway undertakings.

This Regulation permits member states to compensate 36 enumerated railway under-takings for the payment of obligations which undertakings of other transport modes do not have to support, such as special family al-lowances and other operating expenditures (except in the case of compensation for the provision of public services).

The Commission believes that according to the latest legislations in force over the past decade, the aforementioned Regulation is currently inconsistent and incompatible.

upon request of a member state or on its own initiative, that these safeguards are effectively implemented and that any remaining distor-tions of competition are removed. In case the Commission is not in a position to con-firm that this has been achieved, all member states should have the possibility to limit or revoke access rights of the integrated opera-tors concerned”.

Regulatory bodies should assess the poten-tial economic impact of domestic passenger services provided under open access condi-tions on existing public service contracts fol-lowing a request made by interested parties and on the basis of an objective economic analysis.

The assessment of whether the economic equilibrium of the public service contract would be compromised should take into ac-count predetermined criteria. Such criteria and the details of procedure to be followed may evolve over time, in particular in the light of the experience of regulatory bodies, competent authorities and railway undertak-ings and may take into account the specific characteristics of domestic passenger serv-ices.

The Commission also believes that there is another series of barriers which result from situations where infrastructure management and transport operations are part of the same integrated structure. In such a case, infra-structure managers face a conflict of interests as they have to take account of the business interests of the integrated structure and its transport subsidiaries and have an incentive to discriminate in the provision of access to the infrastructure.

Moreover, in the explanatory memoran-dum on the establishment of the Single European Railway Area, the Commission points out that “integrated structures make it much more difficult to enforce the sepa-ration of accounts between infrastructure management and transport operations. Reg-ulators find it difficult to trace financial flows between the different subsidiaries and the holding company in an integrated structure. Accountancy tools allow for the artificial in-crease or decrease of the results of the respec-

Photo: Club Feroviar

iV Железнодорожный пакет: мнения разделены

Предоставление некоторым железнодорожным операторам доступа к железнодорожной инфраструктуре во всех странах-участниках для осуществления внутренних пассажирских перевозок может повлиять на организацию и финансирование услуг железнодорожных пассажирских перевозок в рамках договора на оказание государственных услуг. Необходимо, чтобы государства-участники получили возможность ограничить права доступа, если эти права компрометировали бы экономическое равновесие договоров оказания соответствующих государственных услуг и если получено согласование соответствующего регулирующего органа. Предложение по поводу создания Единого европейского железнодорожного пространства, а также другие предложения, связанные с IV Железнодорожным пакетом, являются предметом обширных обсуждений в Брюсселе.

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On this basis, the Commission plans to propose various amendments to the Di-rective on Interoperability by introducing new provisions, a number of new defini-tions, the concept of a vehicle authorisa-tion for placing on the market, and some provisions on registers. The Commission seeks to clarify the existing provisions re-garding the scope of the Directive, applica-tion of TSI to existing systems, TSI dero-gations, TSI deficiencies and applicability

M oreover, through the new le-gislative package, the European Commission proposes five new

options whose structure mainly focuses on the interaction between the European Railway Agency (ERA) and national rail-way authorities. According to the latest options, national railway surveillance au-thorities could entrust ERA with the cer-tification of railway undertakings and the authorization of vehicles.

new interoperability provisions

Through a first legislative proposal, the European Commission aims to revise Di-rective 57/2008 on interoperability. The main reason, the Commission says, is hav-ing noticed problems in the activity of the TSIs, with the implementation of in-teroperability directives for some specific projects and with the reactions received from interested parties.

erA could take over the certification of rail undertakings and the authorization of vehicles

Over the past decade, the railway market in the EU has known significant changes gradually introduced by three “railway legislative packages” aimed at opening national markets and at enhancing interoperability across the EU and railway competitiveness. The Directive on the interoperability of the rail system within the European Union is part of the Fourth Railway Package and aims to eliminate the final technical and administrative barriers, especially by establishing a joint approach of safety, cost-efficiency and administrative norms and by accelerating administrative procedures and avoid hidden discrimination.

[ by Elena Ilie ]

Source: http://tentea.ec.europa.eu

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tinct option regarding the adoption of horizontal measures, includes other le-gislative and soft measures (beyond shar-ing the responsibilities between national authorities and ERA) that could be imple-mented to improve the competitiveness of the rail sector.

According to this final option ERA would “enjoy” the consolidation of its role regarding the monitoring and con-trol of implementing national safety and interoperability legislation, but also the capacity of amending safety and interoperability directives to enable the adop-tion of implementing acts setting out common principles and practices for na-tional authorities.

европейское железнодорожное агентство может принять на себя выдачу разрешений железнодорожным предприятиям и авторизацию транспортных средств

За последнее десятилетие железнодорожный рынок ЕС претерпевал существенные изменения, введенные

постепенно с помощью трех „законодательных железнодорожных пакетов”, направленных на обеспечение открытости национальных рынков, технической совместимости на уровне ЕС и конкурентоспособности железных дорог, сохраняя при этом высокий уровень надежности и безопасности. Директива о функциональной совместимости железнодорожной системы в Европейском союзе является составной частью Четвертого Железнодорожного пакета, и она направлена на устранение оставшихся административных и технических барьеров, особенно с помощью введения общего подхода к нормам безопасности, на сокращение затрат, ускорение административных процедур, а также на избежание скрытой дискриминации.

Кроме этого, с помощью нового законодательного пакета Европейская комиссия предлагает пять новых опций, которые благодаря своей структуре касаются в основном уровня взаимодействия между Европейским железнодорожным агентством (ERA) и национальными властями, действующими в сфере железных дорог. Согласно новым опциям, ERA может принять у государственных органов надзора в железнодорожной отрасли ту часть деятельности, которая связана с выдачей разрешений железнодорожным предприятиям и с авторизацией транспортных средств.

of national rules. According to the new proposals, further

provisions are to be specified in the TSIs to cover existing subsystems and to enable railway undertakings to check compatibi-lity between vehicles and routes on which these vehicles are intended to be operated.

Annex I of the new proposal for a Direc-tive shows that there is no longer any men-tion of the trans-European rail system be-cause the TSIs will have been extended de facto by the time this Directive enters into force (currently, theme debates are going on at the European Parliament and after these debates, current proposals will have to be adopted by national government, as well). The separation between high-speed (HS) and conventional rail (CR) has also been removed in view of the merging of a number of HS and CR TSIs.

“The pursuit of interoperability within the Union’s rail system should lead to the definition of an optimal level of technical harmonisation and make it possible to fa-cilitate, improve and develop international rail transport services within the Union and with third countries and contribute to the progressive creation of the internal market in equipment and services for the construction, renewal, upgrading and op-eration of the rail system within the Un-ion”, informs the new proposal for a Direc-tive.

erA has new attributions

Without damaging its role in elaborat-ing the European legislation on interope-rability and rail safety, it is obvious that, at the time being, ERA does not have major surveillance and control competencies as regards national rail authorities, infra-structure managers and market players. Its responsibilities in terms of monitor-

ing are practically limited to monitoring safety and interoperability performances, believes the European Commission.

The Commission’s proposals that refer to enhancing the role of the European Railway Agency seek to eliminate the existing technical and administrative bar-riers aimed to increase the competitive-ness of the railway sector compared to other transport modes and to continue developing the single European railway area.

Operational objectives include by 2025, the removal of all unnecessary na-tional rules, a 20% reduction in the time to market for new railway undertakings above the baseline situation in 2025 and a 20% reduction in the cost and duration of the authorisation of rolling stock above the baseline situation in 2025.

Following the analyses carried out, the European Commission has elaborated a series of options aimed to enhance ERA’s role. Therefore, we can talk about greater coordination role for the Agency in ensur-ing a consistent approach to certification of railway undertakings and vehicle au-thorisation or the transformation of ERA into a one-stop-shop, where the final de-cision on certification and authorisation remains with the NSAs but ERA performs entry and exit checks of applications and of the decisions.

Another option that needs further de-bate refers to the sharing of competencies between NSAs and ERA, where the final decision on certification and authorisa-tion is taken by the Agency. ERA taking over activities of NSAs in relation to cer-tification of railway undertakings and ve-hicle authorisation is another option that could become effective if the legislative package will be adopted in the current form.

The Commission also proposes a dis-

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новое предложение европейской комиссии способствует открытию рынка железнодорожных пассажирских перевозок

Предложение по изменению Регламента 1370/2007 касательно открытия внутреннего рынка железнодорожных пассажирских перевозок, опубликованное Европейской комиссией в конце января месяца, включает в себя общие правила присуждения договоров на оказание государственных услуг для железнодорожных пассажирских перевозок, с одновременными мерами по усилению конкурентных процедур. Целью обязательности конкурсных торгов для государственных договоров является интенсификация конкурентного давления на внутреннем рынке железнодорожных перевозок в целях повышения качества и объема транспортных услуг.

tions regarding the modernisation of the existing regulatory framework.

Measures refer to the “broadly defined open access rights subject to a test of their impact on the economic equilibrium of public service contracts; competitively awarded public service contracts; volun-tary national integrated ticketing systems; and an obligation on member states to ensure non-discriminatory access to suit-able rolling stock for railway undertakings which want to participate in a public tender procedure.

The impact assessment showed that a combination of the following would fare best in terms of economic, environmental and social impacts, generating a net present value of between EUR 21 and EUR 29 Bil-lion from 2019 to 2035.

interested parties believe that, given the current legal framework, railway passenger transport services are non-

performing from the point of view of ser-vices quality and efficiency in operation. The Eurobarometer poll of 2012 found 54% of the respondents displeased with the national and regional railway system. Among users, railway transport is disad-vantaged against all transport modes (ur-ban and air transport which have a higher percentage), ranking 27th of 30 in the top of services markets”, shows the Proposal amending Regulation (EC) no. 1370/2007 concerning the opening of the market for domestic passenger transport services by rail, published by EC at the end of January.

There are significant problems with the operational efficiency which reflect signifi-cant differences in using the assets such as rolling stock and infrastructure, as well as labour productivity. These efficiency gaps are the reason why substantial public funds are needed in the sector, as compared to other economic sectors, as many railway companies suffer losses.

There are several obstacles in improving the quality of services and operating ef-ficiency referring mainly to the access on the domestic market of passenger trans-port services and the lack of competition pressure. In many member states, the mar-ket is closed to competition, which not only limits growth, but also creates gaps between the member states which have al-ready opened the market and those whose markets are still closed to competition. The different national approaches on the mar-ket opening for railway passenger transport services prevent the development of an au-thentic domestic market.

The main objective of the EU transport policy is to establish a market that will help increase competitiveness and the develop-

ec speeds up the opening of passenger transport market with new proposal

ment of balanced and sustainable econo-mic activities.

Thus, the objective of the Proposal, as part of the Fourth Railway Package, is to improve the quality of services and effi-ciency in operation by optimising the com-petitiveness and attractiveness of rail trans-port compared to other transport modes and the continuous development of the Single European Railway Area.

“This proposal encompasses common rules on the award of public service con-tracts for passenger transport by rail, to-gether with accompanying measures to in-crease the success of competitive tendering procedures. The objective of mandatory competitive tendering for public service contracts is to intensify competitive pres-sure on domestic rail markets, in order to increase the quantity and improve the quality of passenger services. Competitive tendering for rail contracts can also ensure better value for money spent on public transport services”, the document stipu-lates.

According to a study elaborated by a for-eign consultant, 60% of the respondents agreed that additional new open access rights, compulsory competitive tendering or a mix thereof could stimulate market integration. The majority of respondents (60%) also agreed that the creation of roll-ing stock leasing companies would help to improve access to rolling stock. Based on this study, and considering the conclusions of the consultancy process, the Commis-sion has developed a quality and quantity evaluation of the impact of different op-

In the White Paper on Transport adopted in March 2011, the EC presented its vision on the development of a Single European Area for railway transport with a domestic market where companies can deliver services without administrative or technical barriers. Over the last decade, three railway legislative packages have focused on opening national markets and on creating a competitive and interoperable railway environment across the EU.


The proposals would bring clear benefits to passengers in terms of improved services, increasing choice. Combined with structural reforms, it could produce more than EUR 40 Billion of financial benefits for citizens and companies involved by 2035 and would allow provision of up to about 16 billion additional passenger-km according to Commission estimates.

Experience in open markets, has shown improvements in quality and availability of services with passenger satisfaction rises year on year and passenger growth in some cases of over 50% over 10 years. In other liberalised markets, tendering of public service contracts has shown savings of 20-30% for a given level of service which can be re-invested to improve services.

45


Directive (Article 2) and provides new defi-nitions and several amendments to improve coherence with similar definitions used in the Interoperability Directive (Article 3).

Chapter II – “Development and Ma-nagement of Safety”, clarifies the role and responsibilities of the players in the rail-way chain to take into account to recent evolution of the market and of the legal framework. Chapter III, referring to safety certification and authorisation, details on the introduction of the system of single safety certificate for railways undertakings replacing the former system of safety cer-tificate and its two parts, while Article 11, “Applications for single safety certificates”, is adapted to the process on the transfer of the single certificate taking into account the new role of the Agency. Chapter IV in-troduces amendments on the new role of national safety authorities in the process of move towards a single safety certificate and reallocation of responsibilities between them and the Agency. The next two chap-

Safety Directive ProposalA step forward in the implementation of the “single safety certificate”

The rail transport market in Europe has been marked by significant changes. New policies have been gradually introduced to stimulate market opening and the establishment of a competitive and interoperable railway system while maintaining a high safety level. In this context, the EC has planned launching the Fourth Railway Package to improve the quality and efficiency of railway services by removing the barriers which prevent the development of the single market.

In conformity with the new EU proposals, the European Railway Agency (ERA) will release the authorizations of the vehicles introduced in the market and the safety certificates for operators, currently these documents being issued by each member state. According to EU data, the measures proposed would permit reducing by 20% the time that new entrants take to access a market and by 20% the costs and the time for rolling stock authorizations. Generally, these should help companies save up to EUR 500 Million by 2025.

t herefore, as a component of the Fourth Railway Package, at the end of January 2013, the Commission

adopted the “Proposal for a Directive of the European Parliament and of the Council on railway safety” (recast) focusing on the removal of administrative and technical barriers, in particular by establishing a com-mon approach to safety and interoperabi-lity rules to increase economies of scale for railway undertakings active across the EU, decreasing administrative costs and accele-rating administrative procedures, as well as avoiding discrimination.

In order to pursue efforts to establish a single market for rail transport services, it is necessary to establish a common regulatory framework for railway safety.

The section “Legal Elements of the Pro-posal” contains detailed comments and ex-planations regarding the major changes in the text of the Directive. In the first chapter, “General Provisions”, the application field is adapted to comply with the Interoperability


ters clarify on the cooperation between the national investigation body and the judicial authorities in case of investigation follow-ing an accident and the new provisions on delegated acts taking into account the entry into force of the Treaty on the Functioning of the European Union.

Предложение директивы по безопасности это шаг вперед в сторону применения «единого сертификата безопасности»

В рамках пакета IV, Комиссия приняла в конце января 2013 года “Предложение по Директиве Европарламента и Совета по железнодорожной безопасности” (в новой редакции), которое фокусируется на устранении административных и технических барьеров путем установления единого подхода к нормам безопасности и совместимости в целях стимулирования экономического роста железнодорожных компаний в Европейском союзе, сокращения административных расходов и ускорения административных процедур и избежания дискриминации.

Source: ERA - February 2012, Steer Davies Gleave

Impact assessment of the future role of ERA 15

Objectives – Operational objective (3)

Q9.3

Ranks attributed to each statement

Impact assessment of the future role of ERA 11

Objectives – Specific objective (2)

Q8.2

Objectives - Operational objective

Objectives - Specific objective

Source: ERA - February 2012, Steer Davies Gleave

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in Europe, each city is confronted with challenges in the transport sector, the increased level of congestion being

one of the main factors which trigger not only problems related not only to the poor life quality, but also costs of around 1.5% of the European GDP per capita, or se-veral hundred euros every year. Therefore, it is essential to adopt policies and meas-ures aimed at reducing the problems cre-ated by inefficient traffic. The economic, social and environmental sectors depend on intelligent solutions, their implementa-tion being important in reducing costs and negative effects on the life of each citizen. In this context, “the Guidelines for ITS deployment” was published in February 2012, a study developed by the ITS Group of Experts, established by EC within the ITS Action Plan (Action 6.4) and of the Action Plan for Urban Mobility (Action 20) in December 2010 on a period of 24 months. The main task of the Group was to develop the specific guidelines for pro-moting and implementing the use of ITS in urban areas along the individual passen-ger mobility chain. In fact, the guidelines refer to the organisations responsible with the decision making and the technical

development of the ITS at local level and approaches four key ITS applications: traf-fic management, multimodal information services, urban logistics and intelligent ticketing solutions with the set goal of stimulating interoperability and seamless services.

ITS solutions are believed to be a very important instrument in reaching the ob-jectives of the policy on the integration of transport modes, adopting traffic manage-ment systems to make traffic efficient and efficiently using the transport network in order to energy consumption.

Intelligent Transport Systems use IT and real time communications technolo-gies that reduce congestion, pollution, the number of accidents, increase the speed of vehicles and consequently the market share of public transport in urban areas.

efficiency in delivering information, traffic management and supply of flexible services

The ITS guidelines refer to the multimo-dal information segment, traffic manage-ment, urban logistics and intelligent tick-eting systems. The ITS-based multimodal

information services (MIS) help improve the existing infrastructures (as space and time) and develop other services aimed at improving life quality leading to a more in-telligent use of personal vehicles and to its combination with other transport modes.

Modal shift addresses mainly to daily ac-tivities and habits for adopting a lifestyle according to the chosen mode of trans-port. That is why it is essential to keep pas-sengers informed and multimodal infor-mation is most of the time a stimulant for users as it requires the change of perspec-tive (from individual cars to public trans-port) and guarantees for the reliability of public transport. Multimodal information supplies data on all transport modes (ve-hicles, parking system, public transport, rail transport, bicycle, car sharing, ser-vices etc.) and allows users to choose any combination between transport modes to travel from one point to another. The sup-port granted to modal shift also means in-creased quality of information on the trip and travel time making choices and deci-sions on one mode of transport or another more efficient and increasing the reliabil-ity of infrastructure.

As regards the ticketing system, the ini-tial objective was to organise the collec-tion of public transport tariffs and control by reducing frauds in the public transport network.

Another important feature of any other ticketing system is, in fact, the efficient collection of public transport tariffs while reducing the leakage of funds.

With the issue of the ITS guidelines, the ticketing system has incorporated an important statistical function which al-lows operators to better know the use of the transport network by tracking users (while observing confidentiality rights). This point is also important as it permits public transport operators or the authori-ties to have more statistical data that will contribute to the delivery of real strategic analyses. These analyses will help adapt

ec guidelines on its implementation

• PromoteanddevelopthebenefitsofusingtheIntelligentTransportSystemsinurbanareasalongtheindividual passengers’ mobility chain;• Concerntheorganisationsinchargewiththedecision-makingandthetechnicaldevelopmentoftheITS

at local level and approach four key ITS applications;• Ausefulinstrumentinreachingtheobjectivesoftransportefficiencypolicies.


Source: Guidelines For Its Deployment In Urban Areas, Traffic Management, Urban ITS Expert Group

U R B A N I T S E X P E R T G R O U P

ITS Action Plan – Multimodal Information Guidelines

Page 15 of 28

5.3. Public and Private Actors, Mobility and Economic Development Policy: a Proposal for a Win-Win Approach to ITS

The following lines propose a strategy based on an approach which positions public and private actors on the one side and, on the other side, the conurbation users.

We are clearly moving from implementation by public authorities to partnerships sought with the private sector and the involvement of service users, relying on and optimising the benefit(s) of each group of actors:

the public sector and the relevant stakeholders in charge of the public interests (especially in terms of PT and road infrastructure)

the private sector with its high technological capacity the users, who assess the services, can take part in (through social

networks), and pay for the services either through the taxes or directly to a private service provider

Tasks of stakeholders

In practical terms, this strategy has 3 axes:

Services carried out by the public sector (directly or not), when there is no autonomous economic / business model. In this case, the public sector conducts the development and operation of ITS-based services: information on traffic, bike sharing services, public transport, pedestrians etc. via the mass media: internet and radio; this can be performed directly by public authorities or by the private sector through public procurements.

Services carried out by the private sector when there are autonomous / business models that are viable. To encourage such services, public data or services should be made available. This availability of data should be conditioned to the coherence of the data use with the

• Manage public space• Define and steer

urban transport policy

PrivateUsers

PrivateUsers

Networks operatorsNetworks operators

Urban FreightUrban Freight

Public Stakeholders

Private sectorPrivate sector

Public spaceTo be shared in time

and space

• Mobility solution providers

• Cooperation• Partnerships for

innovation• Public procurements

Tasks of stakeholders

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There is no universal instrument for managing urban traffic and a series of ap-plications has been developed over the past years. Signals for the control of park-ing lots, pedestrian areas, the provision of public transport, freight transport and access control are some of the typical ma-nagement application for cities. Irrespec-tive of the management method (local, national), the ITS guidelines play an im-portant role in facilitating the adoption and delivery of sustainable transport poli-cies in cities. While every urban area will have its own transport policies, currently there is a significant degree of harmonisa-tion of political objectives in the urban re-gions across Europe.

Therefore, the objective of most urban areas is to reduce congestion, energy con-sumption and emissions, to improve life quality, increase the market share of sus-tainable, non-polluting vehicles, increase the efficiency of the transport system, of public transport activity (especially by en-couraging modal shift) and by facilitating the delivery of freight and services. What is important is that the ITS guidelines are used to support the delivery of services as intelligently as possible by adopting trans-parent policies. The ITS systems can be optimally used when applied in a strategic framework with clear roles shared between interested parties.

Due to an increasing reliance on the private car, urban traffic management is as much about managing congestion as it is about reducing vehicle pollutants and promoting sustainable travel modes such as walking, cycling and public transport. Many of these policy objectives can only be effectively delivered through a well de-fined urban traffic management strategy supported by an increasing ITS toolbox.

европейская комиссия опубликовала руководящие принципы внедрения иСт

В феврале 2012 года были опубликованы „Guidelines for ITS deployment” («Руководящие принципы развертывания Интеллектуальных Систем Транспорта (ИСТ)»), разработанные группой экспертов в сфере ITS. В основном, руководящие принципы касаются организаций, ответственных за принятие решений и техническое развитие ИСТ на локальном уровне, и они рассматривают четыре ключевых приложения: управление трафиком, мультимодальные информационные услуги, городскую логистику и смарт-тикетинг, имея целевую направленность на стимулирование взаимодействия и непрерывности услуг.


transport offers to the requirements of passengers and manage the network effi-ciently. Moreover, adapting offers will also consider the method of delivering ticket-ing sale services, including the payment method, that have to be flexible and to an-swer to the passengers’ needs. Therefore, the sales and access control processes are to be considered as cost factors, requiring investments and high operational costs. Distribution costs may reach more than 15% in complex kilometric fare systems such as regional railways. The traditional acquisition of tickets involves several op-erators and the adoption of the new auto-mated systems makes efficient the entire distribution chain and thus traffic becomes much more accessible and efficient. It is essential to mention that the implementa-tion of intelligent ticketing systems is dif-ferent and depends on the development of the existing ticketing systems (tariff principles, tariff structure etc.). Generally, a ticketing system can be much more ef-ficient, but significant savings will not be

possible while previous systems are still functional. A complete step by step migra-tion strategy must therefore be built for an optimal benefit.

Smart Ticketing must allow the custom-er to receive travel information, plan their journey and book their travel through a range of distribution and retail chan-nels with the speed, power and flexibility necessary to handle multiple distribution onto the customer’s preferred smart tick-eting media.

“Integrating multimodal information with ticketing services can be an extra stimulus for people using public transport given the fact that they can buy their tick-ets rapidly and conveniently. Intelligent ticketing solutions can offer the possibi-lity of connecting different services such as theatre or cinema tickets with integrated public transport tickets booked for a park-ing space, for bicycle and for many others”, declared in an interview Pawel Stelmaszc-zyk, C3 Unit Director – “Intelligent Trans-port Systems” DG MOVE.


ITS Action Plan – Smart Ticketing Guidelines Page 16 of 34

4.5 Conclusive Remarks / Summary

In brief, by keeping up with rapid advances in Smart Ticketing technology in a cost-effective way, today’s public transport operators can meet customers’ needs for greater convenience while accelerating their pursuit of high performance.

The focus of the customers, operators and policymakers against the technological development in ticketing can be summarized as follows: Operators Customers Government

Source: Mark Streeting

Introduction of Smart Ticketing Systemsstrategic developments in Europe

PTCities

Parking

Rent a Bike

Car-sharing

LoyaltyBanks Service providing

Mul

timod

ality

City

-ser

vice

s

PTLong distance

PTRegion

Interoperability

Access

Source: VDV-KA-KG

Strategic developements City-services Interoperability Multimodality Service providing

Travelfacilities

Swimmingpool

Parking

Library

Source: VDV-Core Application

Multimodal and/or multifunctional Smart Ticketing can be very attractive for the final user; the organisational aspects of such schemes shouldn’t however be underestimated. The number of stakeholders will increase and this means strong coordination and management of interfaces is needed.

Smart Ticketing needs to reside in a “Secure Element” (this can be a bankcard, a mobile phone or a USB-Key). The additional Roles and Use Cases for multi-application Smart Ticketing include the Secure Element Provider, its Issuer and Registrar, and the Trusted Service Manager that oversees the relationship with the customer and loads and deletes Applications securely.

ITS service metamodel


ITS Action Plan – Traffic Management Guidelines

Page 30 of 36

ANNEX A - Interoperability at an Organisational Level

Interoperability is not restricted to technical aspects of a traffic management project. Interoperability should be established on all levels of cooperation and collaboration of co-working organisations and their technical system. The following picture - called ITS-pyramid2,3- is helpful, as it represents all layers of an ITS service where interoperability has to be established:

Strategy

(Organisational)

ProcessesInformationstructures

IT services

IT infrastructures

Figure 1: ITS service metamodel

The basic structure of the five layers from top to bottom are described as strategy, processes, information structures, IT services, IT infrastructure.

The strategy layer describes the long-term (visions), and the medium-term objectives (missions) of an ITS service, i.e. the benefits of the ITS service. The strategy is closely related to the business model of an ITS service.

Interoperability requires: Tailoring the specific strategy of the involved organisations/bodies to the scope of the targeted Traffic Management /Logistics service.

The process layer describes the actions of actors within their business processes and their day-to-day behaviour. Role models enable transferability by providing an abstraction from concrete organisations. Typical ITS service roles are: content owner, content provider, service provider, network provider. Typical role characteristics connected with a specific behaviour are for example public, private, external stakeholders. If networking requirements between actors are defined for the purpose of exchanging information or to act on a common basis (for example as part

2FGSV-Forschungsgesellschaft für Straßen und Verkehr 2011, Methodische Empfehlungen zur Entwicklung einer IVS Rahmenarchitektur für Deutschland

3EasyWay 2011, EasyWay Deployment Guidelines 2012, Methodological approach to ITS Service harmonization, Version 01-00-01


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MetroPoLitAn

of the second generation of bio fuels and 1% electric energy from renewable sources used in railway transport.

Given the fact that three quarters of the European citizens live in urban areas and consume 70% of the electric energy, it is obviously essential for cities to shift to-wards a sustainable economy. Based on this remark, in 2012 EC launched the In-novation Partnership for Smart Cities and Communities (SCC) aimed to encour-age the development of intelligent tech-nologies by bringing together the energy, transport and IT research resources. These smart technologies will be applied in several pilot projects and then implemented in partnership with the cities, their financ-ing amounting to EUR 365 Million for 2013. Initially, the project received EUR 81 Million in 2012 only for the transport and energy sectors, and as of 2013, the allocat-ed budget increased to cover all the three domains on condition it would implement different schemes that combine all three segments.

The initiative was launched to support cities and communities to meet their com-mitments in the energy and transport sectors as regards air quality and the fight

eu policies focus on reinventing cities

• Theintelligenturbanenvironmenthastoapplyprogrammestoreduceenergyconsumptionandemissions• TheInnovationPartnershipforSmartCitiesandCommunitieslaunchesprojectsaimedtoestablish

strategic partnerships between European industries and cities for the development and implementation of urban infrastructure systems (energy, transport and IT)• EUhaspublishedtheStrategyoncleanfuelsaimedtoreduceoildependencyandtopromotea

sustainable transport system


european transport is 94% depend-ent on oil, 84.3% of which imported and confronted with the instability

of delivery as it originates from troubled regions of the world and the high cost of oil imports (EUR 1 Billion/day in 2011) generates a deficit of the balance of trade of around 2.5% of the GDP. As a result, EU’s transport system has to vary its energy sources.

According to the Transport Strategy for 2050, the EU plans to reduce the oil de-pendency of transport and proposes a 60% reduction of greenhouse gas emissions (by 2050). Transport energy efficiency and efficient transport management can sub-stantially contribute to reducing emissions and oil consumption. Although not an al-ternative to replacing oil, they can become a platform between alternative fuels which EU believes to be the ultimate solution to eliminating the carbon footprint of trans-port.

Across the EU, the current share of re-newable energy in transport is of 4.7%, of which bio fuels stood at 4.4% (in 2010). According to the national action plans on

renewable energy sources submitted at the end of 2010, member states plan to achieve the 10% objective and want to use around 8.5% of the first generation of bio fuels, 1%

Source: Policy Briefing: Metastudy on 2050 Energy Scenarios, SEFEP working paper 2012-5

Policy Briefing: Metastudy on 2050 Energy Scenarios

!

!

5!

2.1. Electricity mix at a glance For reference, the actual 2008 electricity generation mix is also shown.

Figure 1 visualises the shares in net electricity generation by source in various scenarios in 2050, information that is usually explicitly documented in decarbonisation studies. Each bar corresponds to the electricity mix in a given scenario, composed of the various energy carriers. For reference, the actual 2008 electricity generation mix is also shown.

Figure 1 Shares in net electricity generation by source (including imports) in various scenarios in 2050 for the EU-27 (plus Norway & Switzerland for ECF scenarios) and actual shares in 2008

Sources: Own figure based on scenario data in European Climate Foundation, 2010; European Commission, 2011; Greenpeace International & EREC, 2010; eurelectric, 2009 and Eurostat for historical data.

Note: Horizontal red lines indicate share of non-renewable electricity generation.

Several key messages can be derived from this figure:

¥ Similarities across scenarios: Renewable energy sources play a major role across all scenarios in delivering electricity in 2050. Among renewable energy sources, wind power plays the dominant role in all the scenarios analysed and fluctuating renewable energies provide the major share of elec-tricity from renewable sources. Electricity generation from fossil fuel sources will decline significantly by 2050. In all scenarios, except for eurelectric’s Power Choices scenario and ECF’s 40% RES scenario, renewable energy sources combined contribute more to electricity supply in 2050 than fossil fuels and nuclear power combined.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Act

ual (

EU

-27)

Eur

elec

tric

Pow

er C

hoic

es

EC

F 40

% R

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EU

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iver

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ply

EC

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% R

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dmap

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ed C

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EU

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Adv

. Rev

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F 80

% R

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dmap

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igh

RE

S

2008 2050

Solar Wind Biomass Geothermal Hydro Natural gas with CCS Solids with CCS Net imports Natural gas w/o CCS Solids w/o CCS Nuclear Other fuels

Shares in net electricity generation by source (including imports) in variousscenarios in 2050 for the EU-27 (plus Norway & Switzerland for ECF scenarios)

and actual shares in 2008

Policy Briefing: Metastudy on 2050 Energy Scenarios

!

!

Q!

¥ Fossil fuel mix and efficiency of fossil power plants: fossil fuel emission intensity (indica-tor for fuel switch), fossil fuel input intensity (indicator for fossil power plant efficiency)

Figure 3 provides insights into the CO2-emission reduction levers: Demonstrated are the shares of each of the factor regarding CO2-emission reductions for the year 2050 compared to each scenario’s base year.

Figure 3 Shares of CO2-emission reduction levers on gross emission reductions deliv-ered in 2050 compared to each scenario’s base year

Source: Own figure, results from decomposition analysis.

Key messages from the decomposition analysis summarised in Figure 3 are the following:

¥ Similarities: Renewable energy sources are a key reduction lever in delivering CO2-emission reduc-tions across all scenarios. Fossil fuel switch (emission factor) and conversion efficiency (fossil power plant efficiency) contribute to CO2-emission reductions, albeit to varying de-grees. The same holds for most of the demand sectors (except the transport sector): They contribute to CO2-emission reductions, but only to a minor degree.

¥ Differences: CCS technology plays a varying role across the scenarios in contributing to CO2 emis-sion reductions. Net imports help to achieve CO2 emission reductions in two scenarios.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Greenpeace: Rev.

Greenpeace: Adv. Rev.

ECF: 40 % RES

ECF: 60% RES

ECF: 80% RES

Eurelectric: Power Choices

EU: Energy Efficiency

EU: High RES

EU: Diversified Supply

EU: Delayed CCS

EU: Low Nuclear

Residential Tertiary Industry Other consumptionWind use Solar use Biomass use Geothermal useOther RES use Nuclear CCS HydrogenImport Conversion efficiency Fuel switch

!"##$%%$"&'( )*

Shares of CO2-emission reduction levers on gross emission reductions deliveredin 2050 compared to each scenario’s base year

49


ergy and balancing demand at city level for energy and stationary power – controlled by ICT using forecasts for demand patterns based on weather forecasts, event planning, vehicle route patterns, etc.

clean fuel strategy seeks to change transport structure

Next to this strategy focused on reduc-ing energy consumption and emissions, on encouraging electric transport and varying energy resources, on 24 January 2013, EC launched an ambitious package of mea-sures aimed to develop alternative fuel sta-tions all over Europe with common design and operation standards. So far, policy initiatives have mainly concerned the fuels and the vehicles, without considering the distribution of fuels and stimulation mea-sures have not been coordinated and thus proved to be inefficient.

Clean fuels face three main challenges referring to the high cost of vehicles, a re-duced level of acceptance from users and the lack of refuelling and supply stations. It is a vicious circle: refuelling stations are not built because there are not enough vehicles and they are not sold at competitive prices because there is no sufficient demand. Users don’t buy vehicles because their price is high and because there are not enough stations. Consequently, the Commission proposes the set-up of a package of man-datory objectives for member states as re-gards the infrastructure dedicated to clean fuels, such as electric energy, hydrogen and natural gas, as well as the joint EU stand-ards for necessary equipments.

“Developing innovative alternative fuels is an obvious method of increasing the ef-ficiency of using resources in Europe, of reducing the excessive oil dependency and of promoting a transport sector capable to answer to the requirements of the 21st cen-tury”, believes European Commissioner for Transport Siim Kallas.

MetroPoLitAn

Политика еС сосредоточивается на создании нового образа городов

Европейский транспорт на 94% зависит от нефти, из которых 84,3% импортируется, и учитывая ненадежность поставок, так как нефть поступает из нестабильных регионов мира, а также дороговизну импортной нефти (1 млрд евро / день - в 2011 году), все это обусловливает наличие дефицита торгового баланса на уровне 2,5% ВВП. В этом контексте становится ясно, что транспортная система ЕС нуждается в диверсификации источников энергии.

Source: EU energy in figures, Statistical pocketbook, 2012

against climate change. Phase I refers to the orientation of the work program for 2013 on EU’s Framework Programme 7 on research (FP7) to reflect the integrated character of transport, energy and IT in the cities. These projects need to be completed with demand-related measures such as the development of new business models, encouraging acquisitions with innovating solutions and raising new standards on the improvement of the regulation framework. Financing sources in conformity with the opportunities of the Multiannual Financial Framework, including Horizon 2020, will be used. This phase will focus on larger

24 25PART 1 Overview1.3. EU Energy / Climate Targets by 2020

1.3.1. 2020 Targets in Renewable Energy

PART 1 Overview1.3. EU Energy / Climate Targets by 2020


2020 Targets in Renewable Energy

Share of Renewable Energy in the Transport Sector in 2010 (%)

0 1 2 3 4 5 6 7 8 9 10

CY

MT

LU

IE

IT

LT

EU

BE*

ES

PT

EL

SK

AT

DE

HU

FR

SL

FI

LV

BG

SE

PL

NL

UK

CZ

RO

EE

DK

2020 Target for all MS: 10%

* Belgium 2010 Data: Estimated by Eurostat Source: Eurostat June 2012 and Directive 2009/28/EC for Targets


Share of Renewables in Gross Final Energy Consumption (%)

0 10 20 30 40 50 60

CY

MT

LU

IE

IT

LT

EU

BE*

ES

PT

EL

SK

AT

DE

HU

FR

SL

FI

LV

BG

SE

PL

NL

UK

CZ

RO

EE

DK

2020 Target for the EU: 20%

2020 RES Target

RES in 2010

2011/2012 RES Interim Target


24 25PART 1 Overview1.3. EU Energy / Climate Targets by 2020


PART 1 Overview1.3. EU Energy / Climate Targets by 2020



Share of Renewable Energy in the Transport Sector in 2010 (%)

0 1 2 3 4 5 6 7 8 9 10

CY

MT

LU

IE

IT

LT

EU

BE*

ES

PT

EL

SK

AT

DE

HU

FR

SL

FI

LV

BG

SE

PL

NL

UK

CZ

RO

EE

DK

2020 Target for all MS: 10%



Share of Renewables in Gross Final Energy Consumption (%)

0 10 20 30 40 50 60

CY

MT

LU

IE

IT

LT

EU

BE*

ES

PT

EL

SK

AT

DE

HU

FR

SL

FI

LV

BG

SE

PL

NL

UK

CZ

RO

EE

DK

2020 Target for the EU: 20%

2020 RES Target

RES in 2010

2011/2012 RES Interim Target


projects connected to other national and urban programmes. Projects will approach problems at the junction between trans-port, energy and IT and could generate strategic innovation partnerships between companies active in the three sectors. They should also create strong partner-ships between local leaders and municipal authorities to obtain vital support and the necessary visibility to persuade citizens and interested parties to contribute to re-ducing greenhouse gas emissions, energy consumption and to improve the urban environment.

In the urban transport segment, energy and fuelling infrastructure and the opera-tion of vehicle fleets powered by alternative energy carriers for public transport, freight distribution, alternative transport options and private transport using ICT-based solutions for urban traffic and transport management supporting the reduction of energy consumption and emissions. They also include electric public transport ve-hicles (for example trolley buses, trams, metro vehicles) that are able to exchange surplus energy (braking and accelerating energy) with the energy system – using ICT to manage energy flows.

Matching energy supply from distributed renewable electricity generation in build-ings with forecast energy demand from buildings and transport, using smart elec-tric vehicle charging systems and smart electricity grid networks, controlled by ICT are also envisaged, as well as using hy-drogen as an energy carrier for storing en-

96 97PART 2 Energy in the EU2.8. Transport

2.8.2. Production of Biofuels

PART 2 Energy in the EU2.8. Transport

2.8.2. Production of Biofuels

Production of Biofuels

EU-27 – Production (ktoe)

6,896 mm ou 3,404 mm-1,167 mm ou -3,275 mm81 mm ou 84,535,386 mm ou 43 ou 150,7 mm

1990 19961992 1994 1998 2000 2002 2004 2006 2008 2010

Production Biofuels Biogasoline Biodiesel

0

15 000

12 500

10 000

7 500

2 500

5 000

EU-27 – Share in Transport (%)

6,896 mm ou 3,404 mm-1,167 mm ou -3,275 mm81 mm ou 84,535,386 mm ou 43 ou 150,7 mm

1990 19961992 1994 1998 2000 2002 2004 2006 2008 2010

Share of Biofuels in Transport

of Biodiesel in Gas/Diesel Oil

of Biogasoline in Motor Gasoline

0

6

5

4

3

2

1

Source: Eurostat, April 2012 Methodology and Notes: See Appendix 6 – No 2


EU-27 – by Fuel

Production Share in Transport Fuels

Share of Total

Prod

ucti

on

Biof

uels

Biog

asol

ine

Biod

iese

l

Shar

e of

bio

fuel

s in

tran

spor

t

of B

ioga

solin

e

in M

otor

Gas

olin

e

of B

iodi

esel

in

Gas

/Die

sel O

il

ktoe %1990 6 0.0%1991 7 0.0%1992 18 2 4 0.0% 0.0% 0.0%1993 45 18 12 0.0% 0.0% 0.0%1994 127 25 65 0.0% 0.0% 0.1%1995 211 24 145 0.1% 0.0% 0.1%1996 306 39 207 0.1% 0.0% 0.2%1997 391 53 245 0.2% 0.0% 0.2%1998 372 63 207 0.1% 0.0% 0.2%1999 426 58 238 0.2% 0.0% 0.2%2000 697 59 396 0.2% 0.0% 0.3%2001 866 70 459 0.3% 0.1% 0.3%2002 1 169 159 491 0.4% 0.1% 0.3%2003 1 569 239 571 0.5% 0.2% 0.3%2004 2 814 266 1 763 0.7% 0.2% 0.5%2005 4 587 469 2 468 1.0% 0.5% 0.7%2006 8 036 739 4 335 1.8% 0.8% 1.2%2007 9 735 1 007 5 906 2.2% 1.1% 2.1%2008 10 930 1 436 7 120 3.1% 1.8% 3.4%2009 11 826 1 788 7 945 4.0% 2.3% 4.5%2010 12 940 2 021 8 142 4.4% 2.9% 4.9%

Source: Eurostat, April 2012 Methodology and Notes: See Appendix 6 – No 2


Source: EU energy in figures, Statistical pocketbook, 2012

50


MArKet deVeLoPMent

ness for investments and the creation of some communication links, the authori-ties aim at projects whose purpose is the optimisation of the transport system. For this purpose, “the region’s transport sys-tem must be supported so that the railway and road networks should be extended and modernised. The projects will contribute to creating a real spatial cohesion at regional level, providing much more connections between the cities’ transport systems, the national and the European ones. This will ensure a better infrastructure use, determin-ing the region’s economic growth”, shows the ROP strategy of Pomorskie.

Therefore, the authorities are aware of the positive effects on the environment though the implementation of projects related to the extension of the regional railway net-work and the development of transport hubs for the integration of all transport modes.

The support awarded to the regional rail-way infrastructure includes the execution of projects for the improvement of regional railway connections, which are not neces-sarily a part of the European or national networks, but have a major role in ensur-ing the passenger transport. As a result, the areas where the accessibility is deficient will become integrated areas through the modernisation of the access to developed centres and intensely populated areas. The projects aim at reintroducing and modern-ising the railway infrastructure which will efficiently contribute to reintroducing and providing passenger transport services. Funds will be awarded for the construction, extension and reconstruction of regional railway routes, designed to eliminate the congestion or to optimise connections to passenger transport hubs.

Besides the railway projects, the authori-ties also focus on the development and in-tegration of public transport systems which include the modernisation of the existing ones and the construction of new transport hubs, the purchase and the modernisation of urban and metropolitan transport sys-tems (especially the railway transport sys-tem).

Poland: Pomerania region reshapes the railway system for passenger transport

Pomorskie Region (or Pomerania) is one of the 16 districts of Poland, being located in the northern part on the coast of the Baltic Sea. It includes the district of Gdansk and other three regions, and due to this administrative change (since 1999), it represents 5.9% of the Polish territory. Pomorskie holds 60% (316 km) of the Poland’s access to the sea, and the district’s capital is Gdansk.


the population represents approxi-mately 5.8% (over 2 million) of the total inhabitants of Poland, out of

which a significant part (1.5 million) lives in urban areas. One of the region’s advan-tages is the fact that it provides access to the sea, the location having a positive impact on the transport system development; there are big ports, but also small ones, some of them meant for passenger transport, and at the European level, Pomorskie is crossed by Pan-European routes. As regards the railway infrastructure, the local network adds to four railway arteries, with international im-portance: from Tri-city to the German bor-der (through Szczecin), through the city of Gdansk to the Czech and Slovakian border (through Warsaw and Cracow), a line con-necting Gdansk to the South-West border (through Bydgoszcz, Łódź, and Katowice) and railway routes also going from Gdansk to Kaliningrad (through Olsztyn) or Bela-rus (through Białystok).

Poland’s adhesion to the EU ensures the region’s access to the European funds which are especially used for the execution of projects determining the increase of the re-gion’s accessibility and the improvement of the transport infrastructure. The Regional

Operational Programme (2007-2013) is one of the instruments contributing to the implementation of regional projects of the district of Pomorskie. The value of funds reaches EUR 1.25 Billion, out of which EUR 885 Million come from the Regional De-velopment Fund, EUR 262.7 Million from public funds and EUR 97 Million from the private sector contribution, this financing being granted for the execution of projects in the period 2007-2013. These amounts are meant for programmes whose purpose is the modernisation and the facilitation of the transport system in the cities, the revival of public areas and are also granted for the cohesion optimisation, through the development of the railway network.

Because of the traffic diminution, the re-gion’s railway network has considerably reduced, and the total length of used lines reaches 1,308 km, out of which 72% is rep-resented by simple lines and 35% electrified lines. According to the Pomorskie Regional Operational Programme (ROP), the net-work density is 7.2 km/100 square km, compared to the EU average of approxi-mately 5 km/100 square km, 684 km of line having a national importance.

In order to improve the cities’ attractive-

Source: REPORT on the implementation of Pomorskie Voivodeship Regional Operational Programme 2007–2013

10

Pomorskie Voivodeship Regional Operational Programme, 2007–2013 (ROP P 2007–2013)is one of the instruments for the implementation of national and regional development policy. The programme was ultimately approved by the European Commission on 4th September 2007.

�e total of 1 244 758 080 eur will be dedicated to the implementation of ROP P 2007–2013. �is amount com-prises of 885 065 762 eur from the European Regional Development Fund (ERDF), 262 712 114 eur of the public funds of the national contribution and 96 980 204 eur of the private contribution.

ROP WP 2007–2013 means the facilitation of transport systems in the cities and comprehensive undertakings as regards the revitalisation of deprived areas and moderni-sation of public space. �is is also an improved spatial co-hesion of the Voivodeship thanks to the development of road and rail networks. �is is investments in the area of environmental protection, tourist infrastructure and health care. Enhancing competences of residents is done through supporting the didactic as well as scienti�c and educational infrastructure development in higher education institu-tions. Improved access to knowledge and information will also take place via the creation of better infrastructural con-ditions for the popularisation of information and commu-nication technologies, as well as development of electronic services for the population and business, especially in the areas outside main metropolitan centres.

�e strategic objective of ROP WP 2007–2013 is the improvement of the economic competitiveness, social cohesion and spatial accessibility of the Voivodeship, sus-tainably using speci�c features of region’s economic and cultural potential with a full respect to natural resources.

Within ROP WP 2007–2013 the bene�ciaries may ap-ply for co-�nancing projects implemented under the fol-lowing priorities:

1. Development and innovation in small and medium enterprises

2. Knowledge society3. Urban and metropolitan functions4. Regional transport system5. Environment and environmentally friendly power

industry6. Tourism and cultural heritage7. Health protection and emergency system8. Local basic infrastructure9. Local social infrastructure and civil initiatives

Technical assistance Priority EU funds (ERDF) Regional Programme for Pomorskie Voivodeship 885 065 762,00 1. Development and innovation in small and medium enterprises 185 863 810,00 2. Knowledge society 61 954 603,00 3. Urban and metropolita functions 106 207 892,00 4. Regional transport system 203 565 125,00 5. Environment and environmentally friendly power industry 61 954 604,00 6. Tourism and culural heritage 44 253 288,00 7. Heath protection and emergency system 35 402 630,00

and civil initiatives 35 402 630,00 10. Technical assistance 26 551 973,00

309 773 016

82 606 137

151 725 560

271 420 167

82 606 139

59 004 384

47 203 507

145 775 538

41 650 153 35 402 631

EU funds allocation for the implementation of Pomorskie Voivodeship Regional Operational Programme 2007-2013 shown in division into Priority Axes (in EUR)

PA 1 : Development and innovation in small and medium enterprises PA 2 : Knowledge society

PA 3: Urban and metropolitan functions PA 4: Regional transport system

PA 5 : Environment and environmentally friendly power industry PA 6 : Tourism and cultural heritage

PA 7: Health protection and emergency system PA 8 : Local basic infrastructure

PA 9 : Local social infrastructure and civil initiatives PA 10 : Technical assistance

Źródło: Regionalny Program Operacyjny dla Województwa Pomorskiego na lata 2007-2013

51


Pomeranian Metropolitan railway creates efficient connections

The most important transport project in the area is Pomeranian Metropolitan Rail-way (PKM), which will be implemented in the years to come. The modern and fast trains to be put in service will solve the prob-lem of the resident’s mobility in the city of Tri-City (an urban area consisting of the cities of Gdansk, Gdynia and Sopot) and the entire region. Therefore, the access to the metropolitan region will be much easier for citizens, and for tourists it will be much easier to go to Kaszuby province (touristic region which has a tourism development po-tential). An additional benefit following the investment is the considerable reduction of the travel time from the centre to the airport and from the central railway station Gdansk to the Airport (estimated at 25 min). This will determine the avoidance of transport means which will generate the reduction of the trav-

el time. The project will imply the change of the transport system from Gdansk and will launch the conditions for the promotion and development of the city of Gdansk.

According to the project executed by BPBK S.A., the Metropolitan railway line will be built on the line section Gdansk – Wrzeszcz to be connected to the corridor Kościerski-line 201. The study implies the observance and the complementarity of the Kościerski corridor, and as a result of the first phase of the project (rehabilitation of the Kokoszki railway line), the railway line will connect the districts Gdansk: rzeszcz, Strzyża, Piecki – Migowo, Niedźwiednik, Kiełpinek district, Matarnia, Osowa to Rębiechowo, Banino and Gdynia. The railway link between PKM and the Gdynia – Kościerzyna line will allow the modernisation of the transport system between Tri-City and the localities in the region. The project is implemented in two phases: the first one includes the line section Gdańsk Wrzeszcz – Kokoszki (or Kokoszki), the second one aims at the construction of

a section which is connected to the line No. 201, and the main railway stations are Abra-hama, Rakoczego and the Airport. As regards the stations, they will be designed in a similar manner, in order to offer to the urban area an integrated space but also to determine the passengers to find their way easier, to reduce the travel time.

The length of the first railway section reaches 20 km the first phase of the project being completed in 2014. According to the company BPBK S.A., the project is financed through European funds.

Поморское Воеводство восстанавливает свою железнодорожную систему пассажирских перевозок

Поморское Воеводство (или Померания) является одним из 16-и дистриктов Польши, и расположено на севере страны, на побережье Балтийского моря. Что касается железнодорожной инфраструктуры, локальная сеть дополняет четыре железнодорожные трассы, обеспечивающие железнодорожное сообщение с Германией, Чехией, Словакией, Калининградом. Осознание значимости развития железнодорожного транспорта побудило органы государственной власти реализовать важнейший транспортный проект в регионе: Поморскую метрополитенную железную дорогу (Pomeranian Metropolitan Railway).

Source: REPORT on the implementation of Pomorskie Voivode-ship Regional Operational Programme 2007–2013

Areas eligible and preferred for support in the area of public

transport projects

Pomorskie - comparison of support received under the Cohesion Fund, the SOPs

MARKET PLACE SEMINAR

INTERCONTINENTAL CORRIDORSNEW OPPORTUNITIES FOR RAIL FREIGHT?

VIENNA18-19 APRIL 2013

www.marketplaceseminar.org

MArKet deVeLoPMent

52


Kuwait is about to enter a new era as regards public transport system. The Arab state plans to develop its own metro and rail transport network as part of the efforts of the member states of the Gulf Cooperation Council to improve public transport and connectivity between member states.

В этом году кувейт может приступить к работам по строительству метро

Кувейтское метрополитенное управление скоростным транспортом (Kuwait Metropolitan Rapid Transit) еще в 2010 году объявило о планах развития сети метро продолжительностью 117 километров. Проект носит название Кувейтское метро. Таким образом, по официальным данным, сеть метрополитена будет построена в центре Кувейта и будет иметь четыре ветки. Из 117 километров 60 будет построено под землей. Кувейтское правительство объявило о вероятности принятия до конца этого года предложений по первому этапу реализации проекта метро.

Kuwait to start metro network works in 2013

Another major project for Kuwait consists in the construction of the underground network along 171

km and 60 stations on the four main lines that will cross Kuwait City. The project could be carried out simultaneously with the metro networks in Abu Dhabi (UAE) and Doha (Qatar).

The study for the development of the first phase of the metro network is almost com-pleted and expects the approval of the High Commission for Government Projects be-fore organising the tender. Works on this project will begin in 2013, the Government of Kuwait announced in October 2012. The finalization of the underground network is due in 2016.

One of Kuwait’s key infrastructure deve-lopment initiatives is the implementation of an advanced public transportation sys-tem. As such, the Ministry of Communi-

cation wishes to develop a railway system which will link Kuwait city to Kuwait air-port, seaports, and other GCC countries. The project will enhance Kuwait’s regional integration, boost trade volume, and create new job opportunities.

The Kuwait National Rail Road System (the country doesn’t have a railway network yet) will be an integrated rail network with 511 kilometres double track total length. The Rail Road system will serve freight and passengers and will have a 120 km/h regional lines speed and a 200 km/h high speed. The project will be implemented as a build, operate, and transfer (BOT) agre-ement. The project is currently in the feasi-bility study phase.

The Government of Kuwait said it was planning to launch a special company for executing railway ventures, as part of the planned USD15 Billion GCC joint railway network, projected to be inaugurated by

2017, a senior Kuwaiti official announced for arabtimesonline.com.

“All member states of the GCC are plan-ning to upgrade and expand their internal transport networks, including construction of railway lines, said Salem Al-Uthayna, the Minister of Electricity, Water, Acting Minister of Information and Communica-tion, who also disclosed that Kuwait would establish, soon, a special company for ex-ecuting projects in this transport sector. The future railway network in Kuwait will be connected to another 2,000km network (currently a project proposal) which will connect the network of the Persian Gulf to Iran and Iraq.

Kuwait’s railway network will be imple-mented via a joint-stock company, where 50% of the shares will be offered for sale to Kuwait citizens, 40% of the share will be owned by the Government and the rest of 10% by the Syndicate for Surface Transport in Kuwait.

Source: www.mappery.com

[ by Elena Ilie ]

MArKet deVeLoPMent

53


section of Doha Metro is in the final short-listing phase and should be launched by the end of 2013.

Concerning the railway network that will link the member states of the Gulf Coo- peration Council, Saad Al Muhannadi, CEO of Qatar Rail, said the offer had al-ready been launched for the detailed de-sign of the entire network whose construc-tion would be divided in three phases. Al Muhannadi also added that until the mo-ment Qatar Rail had received orders from 26 different bidders for this project and said tender procedures would be complet-ed in March.

The member states of the Gulf Coopera-tion Council plan to invest over USD 79 Billion in railway projects, including met-ro, tram and rail stations by 2020, shows a study elaborated by Kuwait Financial Cen-tre investment bank. Qatar could invest USD 28.7 Billion, Saudi Arabia USD 20.2 Billion, the United Arab Emirates USD 11.8 Billion, Kuwait USD 6 Billion and Oman USD 2.5 Billion.

contracts for the first three lines to be built in the first phase of Doha Metro construction works will be

awarded starting with the next month, declared for constructionweekonline.com, Saad Al Muhannadi, CEO of Qatar Rail. The contract for the Red Line will be awarded in March and the contracts for the Yellow and Green lines will be awarded by the end of the second quarter. 18 consor-tia have been shortlisted in the tender for these contracts.

The first phase of the underground will be commissioned in 2019 and will repre-sent 60% of the final network, with 151 km of line and 48 stations. The second phase will consist in the construction of 100 km of line and 44 stations and will be completed by 2026.

One of the richest Muslim countries, Qatar plans, in the second half of 2013, to launch tenders on the manufacturing and

delivery of rolling stock and for the instal-lation of the traffic control systems for the very expensive project of Doha Metro. Qa-tar estimates that the signing of contracts on the acquisition of rolling stock will take place in 2014.

Qatar also announced that in 2016-2019 the country will finalize four railway projects including Doha Metro, as well as Lusail and West Bay light rail transport networks and sections of the national railway network. The construction of this public rail transport system in Doha is part of the strategy of Qatar Government on modernisation and diversification based on public and private investments. The costs necessary to the implementation of this strategy amount to EUR 130 Billion. The tender for a lot of five underground stations is under evaluation and it is ex-pected to be launched in the second half of 2013, while the tender for the suspended

doha speeds up the development of the metro project

As of 2016, the estimated date for completion, the metro in Doha, capital city of Qatar, will be one of the most advanced rail public transport systems in the word. At the end of 2012, Qatar Rail signed contracts worth USD 406 Million for this project whose total costs had been estimated at USD 36 Billion. Work initiation for the underground transport network in Doha is part of the preparations of the Persian Gulf state for the organisation of the World Football Championship in 2022.

доха торопится осуществить проект метро

Договоры на строительство первых трех веток на первом этапе реализации проекта метро в городе Доха будут заключены начиная с марта месяца. Об этом заявил Генеральный директор компании “Qatar Rail”, Саад Аль Муханнади. Договор строительства Красной ветки будет заключен в первом квартале этого года, а на строительство Желтой и Зеленой ветки - до конца второго квартала. На первом этапе метро будет сдан в эксплуатацию в 2019 году, и будет представлять собой 60% от всей сети, насчитывая 151 км линии и 48 станций.

Source: qatarembassy.net Source: qatarliving.com

[ by Elena Ilie ]

MArKet deVeLoPMent

DOHA city map DOHA metro map

54


tion of the transport safety. In January, during a South-African-Japa-

nese conference, Lanfranc Situma, the De-puty General Manager of the Department for Transport, said that his department would analyse the preliminary study proposed by the Japanese side and would present it to the South-Africa Government one the advan-tages that this project could have for South-Africa were exposed.

the railway infrastructure was called priority areas for the Department of Transport (DOT) in South Africa.

The Department has proposed the devel-opment of three high-speed transport cor-ridors as part of the Master Plan for National Transport for 2050. Priority projects include the railway corridor Johannesburg – Durban for both passenger and freight railway trans-port.

The development of a high-speed railway system between the two cities could result in a shift of 1.9 to 3.6 million tonnes of freight from roads to railways every year. Also, for passengers, the high-speed transport system would reduce travel times by three hours for a journey of 300 km/h.

Yoshimasa Sakon, senior manager of Japan International Consultants for Transporta-

tion Technology, the company which elabo-rated the preliminary study for high-speed transport in South Africa, said the estimated cost of the project amounted to ZAR 160 Billion (EUR 13.5 Billion) based on the Jap-anese model Shinkansen.

A series of aspects has been considered in the elaboration of the preliminary study such as high-speed line for freight and passengers, the construction of a high-speed transport system capable to adapt to the climate condi-tions in South Africa and the travel times on the route Johannesburg – Durban. Another series of important factors has also been considered important such as the social and economic development, the increase of the social statute and of economic activities for the South-African people under-privileged in the Apartheid era, but also the intensifica-

south Africa eyes rail high-speed

The development of a high-speed railway between Johannesburg and Durban could relieve a freight volume of 1.9 and 3.6 million tonnes every year, shows a pre-feasibility study aimed at evaluating the opportunity and costs of building a high-speed railway transport system in South Africa. The project shows that such a railway system on the route Johannesburg and Durban Port, a main corridor of South Africa is feasible.

The Republic with the capital in Johannesburg has the strongest economy among the countries in the African continent and ranks three among the BRIC countries. Moreover, in the past years, the South-African economy has significantly developed which has gained it the statute of emerging economy.

[ by Elena Ilie ]

Южноафриканская республика рассматривает использование высокоскоростного железнодорожного транспорта

Развитие высокоскоростной железной дороги между Йоханнесбургом и Дурбаном может разгрузить автомобильные дороги, принимая на себя грузы от 1,9 и 3,6 млн. тонн ежегодно. Об этом указывается в предварительном технико-экономическом обосновании, в котором проведен анализ возможностей и затрат на строительство высокоскоростной железнодорожной системы в Южноафриканской республике. Проект является эффективным на такой железнодорожной системе по направлению Йоханнесбург - порт Дурбан. Это основной транспортный коридор Южноафриканской республики.Source: http://www.jetro.go.jp

Map of Three Route Options for the Johannesburg–Durban High-speed Railway

Outcomes of Financial Analysis

Summary-4

3. Comparison with Other Alternatives1) Comparison of High-speed Railway Systems

The high-speed railway systems operating in the world today include the distributed traction system

(multiple-unit system) represented by the Japanese Shinkansen and the concentrated traction system

represented by the French TGV. In comparing the two systems, the distributed traction system has many

benefits. Its light axle load makes it possible to keep the infrastructure cost low. It has high performance

in acceleration and deceleration and is capable of negotiating the continuous steep slopes that exist on the

route of this project. Therefore, it is assumed that the Shinkansen system using distributed traction system

will be used for this project.

2) Route Plan

A comparison study was conducted on the three high-speed railway route options for the

Johannesburg–Durban section: Route A running along the rail freight line via Richards Bay, Route B

running along the conventional line via Newcastle, and Route C running along highway N3 (Figure 2).

Figure 2 Map of Three Route Options for the Johannesburg–Durban High-speed Railway

Source: Study Team

Table 2 shows the comparison results of the three routes. In the comparison of travel time between

Johannesburg and Durban, demand forecast (passenger, freight), and project cost, routes B and C are

better than Route A, which is the longest. Route B is the best option in terms of social and environmental

considerations. Its impact on the wetlands and areas of the indigenous people is small.

Summary-14

Figure 4 Outcomes of Financial Analysis

-40

-30

-20

-10

0

10

20

30

40

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Rate of Grant Aid

NPVBillion rand 15% 12% 10% 8%

Note: High estimate

Source: Study Team

4. Review of Environmental and Social Aspects1) Analysis of the Current Environmental and Social Conditions

a Analysis of Current Status

The project areas and their surrounding environment have the following general characteristics:

Geological condition: The ground is generally solid and stable, including the project areas.

Water resources: The project areas have relatively abundant water resources.

Air quality: The emissions of transport-related PM10 and NOx have become serious problems.

Nature reserves: The three route options for this project have the possibility of passing through three

Ramsar sites. In-depth study shall be carried out in the next phase.

Impacts of the existing transport conditions on the environment and society are air pollution, emissions

of greenhouse gases, and frequent occurrence of road traffic accidents.

b Future Forecast (if the project is not implemented)

From an environmental point of view, if this project is not implemented, air pollution is expected to

further deteriorate. From a social point of view, if this project is not implemented, the tremendous

increase in road traffic volume is expected to cause even more traffic accidents.

2) Environmental and Social Benefits from the Implementation of the Project

a Benefits to the Environment

Assuming Route B or Route C is selected for this project, the annual reduction in the emissions of

NOX from the entire highway N3 in 2025, the year when the completed high-speed railway line is

Discount rate (%)

Source: http://www.jetro.go.jp

MArKet deVeLoPMent

55


The planning of a new railway line, linking Nakhchivan AR (independent republic, exclave of Azerbaijan) and the city of Kars, is currently carried out. The implementation of this project could be initiated after the finalization of works to Baku – Tbilisi – Kars line in 2014.

new Azerbaijan – turkey rail line

the construction of this new rail-way line from the frontier between Azerbaijan and Turkey to the city

of Kars (Turkey) could be launched after the finalization of works to Baku – Tbilisi – Kars (BTK) line, announced for the local media Nadir Azmammadov, Head of Com-munication for Azerbaijan Railways.

According to the Deputy Director of Azerbaijan Railways, Gurban Nazirov, the total cost of the new project linking the two countries could amount to USD 1 Billion. Currently, there is no railway line in the re-gion and current plans talk about the con-struction of a 240km section.

Planning for the new route between the two countries is already under develop-ment and funds necessary for the develop-ment of the railway infrastructure in Turkey are expected to be ensured by the extension of the credit line granted by Azerbaijan Oil Fund.

Having a special importance for interna-

tional passenger and freight transport and for the economies of the three countries involved, Baku – Tbilisi – Kars project is underway despite various delays caused by conflicts and environmental difficulties. The line is estimated to be commissioned in 2014. It is also expected to carry 3 million passengers and up to 17 million tonnes of freight in the first year of operation, while generating revenues of USD 50 Million per year. Moreover, Baku – Tbilisi – Kars will consolidate the relationship between Tur-key, Azerbaijan and Georgia and will form part of the direct railway route between Eu-rope and Asia, a route which facilitates the implementation of the Iron Silk Road.

Also, Azerbaijan wants to make sure works on the line section in Georgia, part of BTK, will be finalized. The representatives of Az-erbaijan Ministry of Transport will discuss with Georgian authorities on the accelera-tion of works on Marabda-Kartsakhi line section, part of Baku-Tbilisi-Kars corridor.

“The first train should run on the railways by the end of 2013 and the completion of construction works in Georgia is to be dis-cussed”, declared Ziya Mammadov, Azerba-ijan’s Minister of Transport. Azerbaijan has allocated a loan worth USD 775 Million for this project carried out in Georgia.

The development of the whole corridor consists in the construction of a 105km line and in the reconstruction of Akhalkalaki-Tbilisi-Marabda line (Georgia).

Aside from the development of the na-tional and cross-border rail connections, Azerbaijan also considers the development of high-speed transport.

Therefore, according to the preliminary project of the Regional Development Plan for Baku Metropolitan Area, Absheron Pe-ninsula could have a high-speed railway by 2030, writes investing.businessweek.com quoting Trend agency. The railway line could be 90km long.

Also, according to the same Regional De-velopment Programme, still in its project phase, the line will start from Balacari sta-tion to Rasulzade and 8 km crossing Sabun-chu, Surakhani, Bina, Mardakan, Mashtaga, Zabrat, Novkhani and Pirshagi.

The Regional Development Programme will include the districts of the city of Baku, as well as Sumgait and Absheron, including Khirdalan on a total surface of over 280.000 hectares.

[ by Elena Ilie ]

новое соединение: турция – азербайджан

Строительство новой железнодорожной линии от границы Азербайджана с Турцией и до города Карс (Турция) может стартовать после завершения работ на линии Баку - Тбилиси - Карс. В настоящее время проводится планирование новых железнодорожных линий, которые будут соединять Нахчыванскую Автономную Республику (это автономная республика, отделенная от территории Азербайджана) и город Карс.

Source: http://s56.radikal.ru


56


special attention should be given to iden-tifying the method to overcome the gaps identified for services and infrastructure. Certain items are either almost without im-plementation across Europe or restricted to specific developed Western Europe coun-tries where intermodality doesn’t raise too many problems anymore, but represents an advantage of the public transport system as a whole.

Urban dimension will grow in importance being estimated that the percentage of the European citizens living in urban areas will increase from 74% at the time being to around 85% in 2050. Designing sustainable cities is one of the greatest challenges that the political decision makers are confronted

the current situation of intermo-dal passenger transport shows that there is still a long way to go, both

politically and from the point of view of transport operators. Intermodality, which describes both a policy objective and a quality of the transport system, has evolved into a major focus for the European and also national transport policies, especially within the last ten years.

With all efforts made until present, inter-modal passenger transport still raises prob-lems, as it often results in a loss of comfort and/or time or involves a higher cost, both for the operator and the passenger. High costs is also one of the features of indi-vidual car transport, but one of the reasons

for an increasing market share of the private car across most of Europe is its ability to provide (nearly) door-to-door transport, despite the problems generated by conges-tion in many urban regions.

The effort to improve intermodality in-volves many issues. Planning and location of suitable infrastructure networks and their interconnection is only a first step. In-terchanges must be developed for a smooth transfer of modes. A high quality of inte-grated services is needed to assist the travel-ler in his or her journey ranging from door-to-door information to integrated fares, ticketing and payment systems to baggage handling for the full trip chain.

Several experts in the field believe that

searching for intermodality solutions

While intermodality in freight transport is being promoted with a number of concrete initiatives on a European level (for example, Marco Polo programme, freight transport integrators), passenger intermodality has not yet received the same attention.

[ by Elena Ilie ]

THE WIDER BLACK SEA AREA RAILWAY INVESTMENT SUMMIT

Join the summit for railway business champions

The Wider Black Sea Area (WBSA), a median area of the Eurasian platform, expands from

Central Asia to Central Europe and from Northern to Southern Europe and Asia Minor. The macro-area includes 28 dynamic railway

markets, a mixture of mature, developing and ascending markets, that bring about a

spectrum of opportunities across the railway sector.

8th edition8-9 October 2013

Bucharest, Romania

For further details please contact us:Tel.: +40(21) 224 43 85 / Fax: +40(21) 224 43 86 / E-mail: [email protected] www.railwaysummit.com

MobiLity

57


with. Fortunately, the urban environment offers several alternatives as regards mobil-ity. Shifting to less polluting energy strate-gies is facilitated by reduced requirements for the types of vehicles. Public transport choices are more widely available, as well as the option of walking and cycling. Demand management and land-use planning can lower traffic volumes.

Over the next decades, as a consequence of reduced urban space and increasing ener-gy and infrastructure access costs, journeys should no longer rely on multifunctional automotive vehicles which, usually, don’t carry the maximum number of passengers, the White Paper on Transport estimates.

В поисках решений интермодальности

В то время, как интермодальность перевозки товаров продвигается с помощью ряда конкретных инициатив европейского уровня (например, речь идет о программе Марко Поло для интеграторов перевозок товаров), интермодальности пассажирского транспорта не уделяется такое же внимание.Source: http://upload.wikimedia.org

The International Union of Railways participates to the development of railway transport and of freight-dedicated international corridors. Railway transport connects countries, but also continents and cohesion is given by the number of railway projects, such as infrastructure modernization, building new lines, modernization of railway equipments, new rolling stock or research in the field. Recent studies of the Organisation for Economic Cooperation and Development (OECD) have shown that the necessary investments in transport by 2030 amount to USD 11.3 Billion, 44% of which would be directed to railway transport (USD 5 Trillion).

European freight corridors, the new transport network in Brazil, the Russian projects, and the network in Central Asia or in the Basin of Mekong River, all these projects will revive railway transport. All indicators show that, despite the economic recession, by 2015, cargo transport could increase by 18%, while passenger transport by 80%. By 2020-2040, over two billion people will move to the city, so it will be necessary to find mobility solutions for urban and suburban routes and rail transport plays an important role here. Railways are every day more involved in urban development and from the point of view of investments it is very important that the accent will fall on intercity, suburban and high-speed trains.

All intra-European corridors, those linking Europe to Asia and Middle East, need improvement, because they boost interoperability. I’m glad that we can now talk about the Black Sea transport links. UIC has discussed the matter with the Organisation of the Black Sea Economic Cooperation (BSEC). Turkey will soon inaugurate the section Baku – Tbilisi – Kars, which is a plus for the link between the two continents and which will definitely increase the share of railway transport. At present, the key word is interoperability, also between continents, not only between European countries. Also, another key factor for cohesion is solving technical and administrative problems. Cohesion has to be at the core of the railway development policy. Security and safety are also important. UIC is thus interested in studies of the development projects elaborated by other profile associations, such as OSJD. However, the railway transport sector is currently fragmented and market players are facing problems in observing administrative separation principles. Therefore, railway transport needs an improved harmonisation of technical and administrative rules both in Europe and Asia which will facilitate and ease cross-border operations.

There are several efficient solutions for this, among which satellite tracking systems, development of new international hubs, the mapping of the network, new data bases or the development of each data base of the authorities, a better standardisation of specific regulations in Europe, Asia and the 1520 Area, development of new transport corridors and new integration and charging systems. Most new transport corridors between Europe and Middle East from East to West and North to South, also the new corridors linking Europe and Africa, as well as the key role of the Mediterranean hubs, all these, next to the major corridors which cross Europe (IV,V,IX and X) are key elements for development and territorial cohesion.

Media Partners:

CITY ON THE MOVEMetropolitan

Club Railway PROthe railway business magazine

Organisers:

INNOVATIVE RAILWAYS. COMPETITIVE BUSINESS

jean-Pierre Loubinoux, director general – uicspeech from the previous edition of railway days

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58


SATISFACTION WITH RAIL

stAtistics

Overall, how satisfied are you with the national and regional rail system in your country?


6

Total « not satisfied »: 36% Total « satisfied »: 46%

Overall, how satisfied are you with the national and regional rail system in your country ?

SATISFACTION WITH RAIL – perceptions per Member State

7

What would make you more likely to travel by train ?


What could encourage Europeans using the train?

8


What would make you more likely to travel by train ?

In general, do you support or oppose opening the national and regional rail system in your country to competition provided that all operators must meet the same safety standards ?

In general, do you support or oppose opening the national and regional rail system in your country to competition provided that all operators must meet the same safety standards ?

ATTITUDES TOWARDS COMPETITION

71% of Europeans supports more competition

Base: Average (25 Member States) 10

Total « oppose »: 21% Total « support »: 71%

Please tell me if you think that more competition in the rail market in your country will have on… ?


Europeans think that more competition has positive consequences

13

ATTITUDES TOWARDS COMPETITION 71% of Europeans supports more competition

Europeans think that more competition has positive consequences

Please tell me if you think that more competition in the rail market in your

country will have on… ? pag 13

59


stAtistics

What will be the influence of competition in rail on ticket pricesi n your country?


Europeans think that it has a positive influence on ticket prices

14

a) Europeans think that it has a positive influence on ticket prices

What will be the influence of competition in rail on ticket pricesi n your country?

Passenger transport performance by rail continued to slowly recover in 2011 Based on quarterly figures, rail passenger transport performance at EU-27 level continued to increase by around 3 billion passenger-kilometres between 2010 and 2011 (+0.7 %). As in 2010, this increase was unevenly distributed over the year: whereas there was a year-to-year rise in rail passenger transport performance in the first three quarters of 2011 (+1.7 % in the first quarter, +0.6 % in the second quarter and +0.8 % in the third quarter compared to the same quarters of the previous year), rail passenger transport performance slightly decreased during the last quarter (-0.1 %).

Do you think that more competition in the rail market will be good or bad for … ?

The passengers


Europeans think that competition will be good for passengers

16

b) Europeans think that competition will be good for passengers

Do you think that more competition in the rail market will be good or bad for … ?

Rank Country Value

1 Russian Federation 139,842

2 France 89,000

3 Germany 85,114

4 United Kingdom 56,381

5 Ukraine 50,594

6 Italy 43,736

7 Spain 21,398

8 Switzerland 19,471

9 Poland 18,177

10 Netherlands 16,582

11 Kazakhstan 16,575

12 Sweden 11,378

13 Austria 10,876

14 United States 10,570

15 Hungary 7,806

16 Denmark 6,889

17 Czech Republic 6,714

18 Romania 5,073

19 Portugal 4,143

Rank Country Value

20 Finland 3,882

21 Norway 3,076

22 Slovakia 2,431

23 Bulgaria 2,067

24 Israel 1,927

25 Ireland 1,638

26 Croatia 1,486

27 Bosnia and Herzegovina 821

28 Slovenia 773

29 Latvia 733

30 Georgia 641

31 Serbia 541

32 Moldova, Republic of 363

33 Luxembourg 349

34 Lithuania 269

35 Estonia 243

36 The former Yugoslav Republic of Macedonia

145

37 Montenegro 65

38 Albania 3


Source: UNECE

Source: EUROBAROMETER, Special Eurobarometer 388 / Wave EB77.2 – TNS Opinion & Social

60


крупные города - большее количество проблем

Нынешнее положение, связанное с доступом к ЕС, отражает наличие сильной разницы между центральными и периферийными территориями с точки зрения обеспечения связи и транспортных расходов. Средняя стоимость транспорта на периферии выше, а это объясняется не только большей продолжительностью проезда, но и более дорогими или менее эффективными решениями в сфере доступных путей сообщения.

congestion. Transport policies, however, should seek to manage congestion on a cost-effective basis with the aim of reduc-ing the burden that excessive congestion imposes upon travellers and urban dwell-ers throughout the urban road network.

Public transport needs to be put forward to tackle the urban mobility challenges currently faced by urban mobility. Public authorities, the municipalities of large ci-ties have to be aware of the fact that the current trend for encouraging the con-struction of highways and for using motor-ized vehicles will no longer be a priority.

Ambitious and visionary strategies are essential to change radically current mo-bility patterns. The public transport sec-tor has the competence and ambition to improve the urban environment both for citizens and business, as it already does in number of urban centres. To take up these challenges, the International Association of Public Transport (UITP) is aiming at doubling the market share of public trans-port worldwide by 2025.

Public transport operators can stimu-late the development of their commercial activity by providing a quality service to their customer, but also through innova-tion and entrepreneurial spirit.

the likely increases in fuel costs and congestion levels noted above will lead to further divergences in

accessibility. Many peripheral areas, par-ticularly in the new Member States, will remain poorly connected to the European transport network. They will suffer dispro-portionately more from congestion and high fuel cost given their high dependence on few low-capacity road axes and regional air connections.

Indeed, in the new Member States there are currently only around 4,500 km of mo-torways and no high speed rail lines and the conventional railway lines are often in poor condition. In metropolitan and adja-cent areas, the railway rings connected to the city and to regional networks have a decisive role in solving the challenges im-posed by urban congestion.

The railway industry comes with an an-swer for improving the situation, in fact,

bigger cities, bigger problems

even for improving inter-urban and inter-regional railway connections. European companies in the railway industry have developed more attractive products in conformity with the standards imposed for reducing urban pollution. Railway in-dustry specialists believe that by 2015, the number of cities with a population exceed-ing 1 million citizens will increase from 300 to more than 550. Therefore, more than 350 million citizens will live in mega-cities with more than 10 million residents. Railway transport has been estimated at an annual growth of 3% during 2005-2015. To that end, the equipments necessary in railway transport will become a strategic factor as regards the transport of as much people and freight as possible, and as fast-est as possible, thus reducing road conges-tion and urban pollution.

Dynamic, affordable, liveable and attrac-tive urban regions will never be free of

The current situation regarding accessibility in the EU suggests that there is a strong difference between central and peripheral areas in terms of connectivity and transport costs. Peripheral areas have higher average costs of transport, owing not only to the need for longer trips, but also to the more expensive or less efficient transport solutions that are available.

[ by Elena Ilie ]

Source: EEA, 2012

EU 27 transport emissions of GHG

MobiLity

TERM Core Set of Indicators

16 The contribution of transport to air quality

Box 2.3 TERM 02: Transport emissions of GHGs

Notes: The orange line includes proxy data for 2011, which is an EEA preliminary estimate (EEA, 2012a). It was originally estimated excluding international bunkers. In order to show 2011 data covering the same scope as in previous years, the 2010 value of international aviation emissions was added to the 2011 proxy. This corresponds to the basic assumption that international aviation emissions did not change between 2010 and 2011, which would in fact be similar to the trend observed in 2009–2010 (– 0.1 %). In the figure, the 2010–2011 trends are marked with a dashed line.

Latest available data: 2010 (2011 estimated).

Source: EEA, 2012.

Related targets and monitoring

Transport GHG emissions to be reduced by 20 % from 2008 levels by 2030, and at least 60 % from 1990 levels by 2050; maritime bunker emissions to be reduced by 40 % from 2005 levels by 2050 (EC, 2011a).

The EU has committed to achieving a 30 % reduction in total GHG emissions in the event of an ambitious and comprehensive global agreement, and a 20 % reduction unilaterally by 2020 (from 1990 levels).

Key messages: In 2010, transport (including bunkers) accounted for 24 % of GHG emissions from all sectors in the EU-27. Transport GHG emissions excluding international maritime (i.e. including just international aviation), as the target defined in the White Paper, were 26 % above 1990 levels. In 2010, transport emissions including from international aviation decreased by 0.4 % compared to 2009. The EEA's preliminary estimates indicate that transport emissions fell by a

EU-27 transport emissions of GHG

similar amount in 2011 (EEA, 2012a). International aviation experienced the largest percentage increase in GHG emissions from 1990 levels (+ 90 %), followed by international maritime (+ 34 %). The decline in GHG emissions from road transport over the past three years can be mainly explained by a decline in freight transport demand related to the economic recession and higher fuel prices.

While progress has been made towards meeting the 2030 transport and the 2050 maritime targets, transport emissions (excluding maritime) will need to be reduced by 68 % from 2010 levels to meet the 2050 target.

The GHG transport emissions, including international aviation, of the EFTA-4 countries have also followed a very stable path over the last three years, with a slight reduction from 2008 to 2009 but a small increase during 2010 that offset 2009 decrease. Data for Turkey reveal a reduction path from the 2007 peak, with 13 % less GHG emissions in 2010.

Total GHG emissions (million tonnes)

0

200

400

600

800

1 000

1 200

1990 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050

Transport (including international aviation) International maritime transport

2030 transport target (20 % reduction on 2008)

2050 transport target (60 % reduction on 1990)

2050 maritime target (40 % reduction on 2005)

Railway PRO March

Documents

Transcript of Railway PRO March