Railway PRO august 2013-en

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year VIII ■ No. 3.8(98) ■ 2013

Advanced technologiesincrease interoperability on theEuropean railway networksInterview with Dan Mandoc, Senior Advisor & Project Manager within UIC, Chairman ERIG (EIRENE Radio Implementation Group)Передовые технологии повышают степень совместимости европейских железнодорожных сетей - Интервью с Дан Мандок, Президент Группы European Radio Implementers Group (ERIG) и руководитель проекта - GSM-R & Railway telecom, в рамках Международного союза железных дорог (МСЖД).

Infrastructure Development

Photo: ÖBB

Wider Black Sea Area GSM-R facts & figures

Interoperability, still a “hot” topic

International Energy Agencysupports public transport projects

The Eastern Partnership, a mobility-favourable policy

European railway industry demands fair global competition

1

August 2013 | www.railwaypro.com

Issue published with the support ofRomanian Railway Industry Association & Club Feroviar – The Railway Business Club

Журнал издаётся при поддержке Асоциации Железнодорожной Промышленности и

Club Feroviar – ЖД Клуб Деловых Людей

1editor’s note

Спираль разрушенияНесмотря на то, что европейская

железнодорожная система, как и железнодорожная система Расширенного Черноморского Региона, сталкивается с проблемами связанными с её действием и развитием, невозможно не задуматься о трагических событиях недавно произошедших в Испании и во Франции. Те люди стали жертвами ошибок системы, которая тем не менее оценивается как самая надёжная в рамках транспортной области. Пока ещё проводится следствие, и я уверен, что специалисты обнаружат причины и пути исправления проблем, и мы сможем доверчиво пользоваться железнодорожным транспортом. Речь идёт особенно о аварии произошедшей в Испании, которая добавляется к списку аварий высокоскоростной железнодорожной системы. Данное трагическое событие доказывает что вышеназванная система является ещё молодой, и сталкивается с техническими провокациями которые требуют анализа и, где существуют несоответствия, поправки. Иначе, тенденциозные комментарии похожые на те, которые я недавно услышал со стороны моих соотечественников (“хорошо что у нас поезда не набироют высокую скорость, таким образом не бывают жертвы”), могут стать общем мышлением. Фаталистические комментарии такого типа, направляют мои мысли на повседневную деятельность железнодорожной сферы восточной границы Евро-Союза. Невозможно не проявлять недовольствие, заметив отсутствие концепции о развитии страны, так как это происходит в Румынии.

Примерно год тому назад, когда я посетил Европейскую Коммисию в качестве председателя национального железнодорожного пассажирского ведомства, я был задет в тот момент, когда европейские сотрудники объяснили мне, что сфера деятельности, представителем которой я являлся, не может быть поддержена по вопросу закупки современных поездов при низкой операционной стоимости, не смотря на представленные планы, имея в виду что не существует региональная и национальная стратегия по подвижности, требующая этого, а в том что касается инфраструктуры, она не восстановлена.Рассматривая, в начале, в качестве обязательства перед политическими мерами усовершенствования и влечения пассажиров в область железнодорожных услуг, я проанализировал аргументы и пришел к выводу, что Европейская Коммисия была права. Транспортная стратегия подвижности продолжает отсутствовать из ежедневного журнала Министерства Транспорта, в то время как непременные контракты публичных услуг, предоставляют оператору возможность выбрать маршруты, повторяемость и качество услуг (Министерство Транспорта лишь продвигает контракт для получения государственного утверждения). В то же время, инфраструктура находится на уязвимой позиции разрушения, так как она игнорирована политиками, которые должны были заботится о ней, а также “специалистами” компании, в распоряжении которой находится национальная железнодорожная инфраструктура.

Ось связывающая Бухарест с

городом-портом Констанция (220 км), строится ещё с 2005 года, до сих пор являясь неиспользуемой; находятся извинения связаны с воровством частей железнодорожной безопасности, но не предлагаются меры решения этой проблемы. Услуги не соблюдают график выполнения, проявляя ненадёжность с этой точки зрения. Мост связывающий Бухарест с Болгарией и Турцией, который был разрушен потопом произошедшем в 2005 году, до сих пор не ремонтирован; oтклонённый путь является в три раза длинее и приводит к отменению услуг, а также к лишним расходам для операторов и пользователей.Недавно, румынские и болгарские государственные представители инаугурировали проект “Мост Европа”, второй мост через Дунай, связывающий Румынию с Болгарией. Всё же, в качестве срока финансирования работ модернизации железнодорожной связи которая находится на румынской территории, указан период начинающийся с 2020 годом (если, до того, не появятся другие приоритетные расходы), факт который, со временем, приведёт к низкому уровню использования инвестиции.Хотя IV-й Корридор не окончен, в то время как работы для IX-го Корридора вообще небыли начаты, Министерство Транспорта обнаружело новый приоритетный проект (автодорога стоимостью 9 миллиардов Евро, которая связывает два города, имеющие менее 800 000 жителей), оставляя в ожидании проекты финансированые с помощью Евросоюза, или лишая их софинансирования, а также, отсрочивая метрополитенные проекты.

No matter the operational and development problems of the

European and Wider Black Sea Area railway system, one cannot but think about the victims of the recent tragic accidents in France and Spain, people who fell victims to the errors of a system which, in fact, is the safest existing transport mode. Investigations are still underway and I am convinced that the specialists will identify the causes of the accidents and the solutions so that we could safely and trustfully enter a rail station. Especially in the case of the Spain derailment which extends the list of the accidents on high-speed lines, we realize that this system is still “young” and confronted with many technical challenges which have to be analysed and remedied, where necessary. Because, if not, tendentious comments, such as those of my countrymen which I’ve read recently (lucky that we don’t have high-speed trains so that there are no victims) can become a general way of thinking.

And this fatalist comment leads me to the everyday existence of the railways on the eastern frontier of the European Union. One cannot but grieve at so much lack of growth vision in a country such as Romania. A year or so ago, as I went to the European

Commission as head of the national railway passenger transport operator, I felt hurt when the European authorities explained to me that an activity such as that represented by myself could not be supported to buy modern train at low operating costs despite the presented plans, because there was no national and regional mobility strategy to demand it and no upgraded infrastructure.

Initially I thought it was a lack of commitment towards the railway modernisation and passenger attraction policies, but then I thought things through and realized that they were perfectly right. The transport and mobility strategy is still not on the agenda of the ministry of transport and mandatory public service obligations leave it to the operator to choose its routes, frequencies and quality of services (the ministry of transport only submits the contract to the government’s approval). At the same time, the infrastructure is slowly sliding on the steep cliff of destruction being ignored by both the politicians who should understand this activity and by the “experts” in the company which manage the national railway infrastructure. The railway which links Bucharest to the port-city of Constanța (220 km), where works are carried out since 2005, has not yet been commissioned and

the excuse was that rail safety components have been stolen. At the same time, nobody seems to find a solution to these thefts and therefore, services lack punctuality and safety. The bridge on the line that links Bucharest to Bulgaria and Turkey is collapsed since the floods in 2005 and has not been repaired so far. The bypass is three times longer and has led to the cancellation of services and additional costs for operators and customers. Recently, the Romanian and Bulgarian authorities have inaugurated the “Europe Bridge”, the second bridge across the Danube which links Romania and Bulgaria. However, the modernisation of the railway connection in Romania is scheduled to be financed after 2020 (unless other priorities arise in the meantime) preventing the turning into account of the investment. Although Corridor IV is not finalized and works on Corridor IX have not even been initiated, the minister of transport has identified a new priority (a highway worth EUR 9 Billion which link two county capitals with a total population under 800,000 people), leaving projects with European funds without co-financing or abandoning metro projects to endless delays.

spiral of destruction

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www.railwaypro.com | August 2013

Advanced technologies increase interoperability on the europeanrailway networksInterview with Mr. Dan Mandoc, Senior Advisor & Project Mana-ger within UIC, Chairman ERIG (EIRENE Radio Implementation Group)

Передовые технологии повышают степень совместимости европейских железнодорожных сетей

content2

Products & technologies

32

international energy Agency supports public transport projects

MArKet deVeloPMent

Urbanisation continues to expand worldwide and the higher mobility demand affects the quality of life and the use of energy in the cities. In this context, urban transport

systems will play a vital role in supportingeconomic development and in significantly reducing emissions.

Международное энергетическое агентство поддерживает проекты в сфере общественного транспорта

РАЗВИТИЕ РЫНКА

На мировом уровне степень урбанизации продолжает расти, а повышение мобильности влияет на качество жизни и использование энергетических ресурсов в городах.

энергетических ресурсов в городах. В связи с этим, городские транспортные системы будут играть решающую роль в поддержке экономического развития и значительного сокращения

выбросов.

Railway PROthe railway business magazine

ISSN - 1841 - 4672

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Production and photo editor:Petru Mureşan

Department of translations: Alina Vuţulicu

Paula BădescuVeronica LupanGentil Traduceri SRL

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editor’s note

stAtistics

Spiral of destruction1

Railway Statistics54

Policies & strAtegies

Transport infrastructure is the priority of Baku Metropolitan Development Plan

52Mobility

34 пРодуКТоВ И ТЕхНологИй

There are over twenty different signalling and speed control systems for railway transport in Europe. Although expensive, the locomotive on-board systems, fitted with current system selection devices which react to the ground-transmitted signals, are necessary for both safety and traffic management. The large scale utilization of the GSM-R technology, part of ERTMS, a radio-communication system based on GSM-R standard (used for mobile phones), but using railway-specific frequencies In Europe, will increase the interoperability of European railways and will facilitate cross-border traffic. В Европе существует более двадцати различных систем сигнализации и контроля скорости для железнодорожного транспорта. Несмотря на то, что они довольно дорогие, бортовые системы локомотивов, оснащенные датчиками, реагирующими на сигналы, передаваемые с земли, необходимы как для обеспечения безопасности, так и для управления ...


After many delays and controversies Calafat-Vidin Bridge has been inaugurated

22

Advanced technologies increase interoperability on the European railway networks

34

“Transport-technology” strategic plan, White Paper pil-lar on research and innovation

49

MArKet deVeloPMent

Wider blAcK seA AreA gsM-r FActs & Figures

Interoperability, still a “hot” topic27

Russia identifies new financing sources for railway infrastructure projects

46

European railway industry demands fair global competition

48

Key aspects of the railway sector can be optimized with the help of SHIFT2RAIL

16

The Eastern Partnership, a mobility-favourable policy18

Ukraine: The new port strategy enables the investment attraction of EUR 2.5 Billion

26

International Energy Agency supports public transport projects

32

FYR Macedonia and Bulgaria to have new railway connection

42

A step forward in the development of Košice-Vienna broad gauge line

43

Why can’t we do better at urban accessibility?45

Integrated Transport & Logistics Company, a stimulus for increasing freight traffic and forming consolidated infrastructure

20

Russia prepares maritime port infrastructure to respond to freight volume growth

24

Bucharest: Railway or metro line for link to Henri Coandă – Otopeni Airport

56

Wider Black Sea Area GSM-R deployment36

neWs

Government to divide ZSSK Cargo into three subsidiaries

05

Restructuring of the railway system. Division or holding – the key to railway success?

07

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3content

Редакционная Статья

1 Спираль разрушения

ПоЛитика и СтРатеГия

РаЗВитие РЫнка

ПРодуктоВ и техноЛоГий

СтатиСтика

МобиЛьноСть

Взаимная совместимость - «горячая» тема на длительный период

27

Россия выявляет новые источники финансирования для проектов железнодорожной инфраструктуры

46

Европейская железнодорожная отрасль требует равных условий конкуренции на глобальном уровне

48

Ключевые аспекты железнодорожного сектора могут быть оптимизированы с помощью SHIFT2RAIL

16

Восточное партнёрство - политика, направленная на обеспечение мобильности

18

Украина: Новая стратегия портов способствует привлечению инвестиций на сумму 2,5 млрд. евро

26


32

Македония и Болгарии будет иметь железнодорожное сообщение

42

Шаг вперед в сторону реализации широкой колеи по маршруту Кошице - Вена

43

Почему нам не удается лучше справляться по части доступности в городских районах

45

Оператор Единого экономического пространства - стимул для увеличения объема грузовых перевозок и создания консолидированной инфраструктуры

20

Россия готовит свою портовую инфраструктуру для удовлетворения спроса, связанного с растущими объемами

24

РаЗВитие РЫнка

После многочисленных задержек и споров, мост Калафат - Видин был открыт

22


34

Стратегический план «Транспорт-Технология» - опора Белой книги по исследованиям и инновациям

49

Транспортная инфраструктура является одним из приоритетов для Программы развития города Баку

52

Бухарест: Железная дорога или линия метро для связи с Аэропортом им. Генри Коандэ - Отопень

56

Железнодорожная статистика54

ноВоСти

ФактЫ и циФРоВЫе даннЫе gsM-r

Правительство разделить ЗССК груз в три дочерних предприятия

05

Реструктуризация железнодорожной системы. Отдел или холдинг - ключ к успеху железную дорогу?

07

Размещение GSM-R в Более Широком Черноморском Регионе

36

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PKP cargo’s iPo to occur by year-end

PolAnd: PKP Cargo, a Polish railway cargo company that is planning an IPO, jointly with its consultants is prepar-ing an issue prospectus for submission to the Polish financial regulator KNF, Puls Biznesu reported, quoting Lukasz Boron, PKP Cargo President. The issue prospectus is expected to be submitted to KNF next week and the IPO is planned for the beginning of 4Q13. The final date depends on market conditions and on the company’s capacity to reach terms with trade unions over pre-privatisation guarantees. rail transport rises

reP. oF MoldoVA: The volume of Moldova’s combined railway, road, river and air freight traffic through June rose 14.7% to some 5.0 million tonnes. Calcu-lated in freight tonne-kilometres (FTK), traffic increased by 9.4% to some 1.9 bil-lion FTK in the first half of 2013.The highest growth of 20.8% was that of railway transport which attracted 2.14 million tonnes of freight in the first six months of the year.

belarus buys new locomotives from china

belArus: Belarus Railways signed a contract with China National Electric Import and Export Corporation for 18 7.2MW electric locomotives from CNR Datong Locomotive Works. The contract was signed during President Alexander Lukaşenko’s visit to Beijing. The contract, which is worth nearly EUR 90 Million, is 85%-financed by the Export-Import Bank of China and includes the provision of spare parts. The locomotives will be delivered within 21 months.BC has already received 12 of 9.6MW 120km/h double-unit freight locomo-tives, which are based on the Chinese HXD2 designed by CNR and Alstom.

maintenance equipment and purchase and installation of the energy efficiency management information system.Tendering for the project is expected to begin in the first quarter of 2014.

iran to connect railways with iraq in 3 years

internAtionAl: Iran’s Khoramshahr city in Khuzestan province is going to be connected to Iraqi city of Basra through a railway line in three years, Iranian Railways Company Managing Director Abdol-Ali Saheb-Mohammadi said quoted by Trend news agency.“Iran has constructed its share of railroad to Shalamcheh city which is the Zero Point border station,” he said.“Iraq has not yet started the construction operations due to financial problems,” Saheb-Mohammadi said, adding that the Iraqi side is currently doing the prelimi-nary studies.“Baghdad is hopeful to start the construction operation by next year,” Saheb-Mohammadi concluded.

Agreement on the electrification of leipzig – chemnitz line

gerMAny: DB CEO Rüdiger Grube and Saxony’s state minister for economic affairs, labour, and transport Mr Sven

5

spain and Poland to share transport and infrastructure collaboration

internAtionAl: Spain Minister of Development, Ana Pastor, and her Polish counterpart, Slawomir Nowak, have signed an agreement for consolidating cooperation between the two countries in transport and infrastructure, especially by sharing good practices, experience, re-search and know-how. The document con-cerns the road, railway, air and maritime transport.The objective of the agreement is to facilitate cooperation between private and public companies in both countries in planning, designing, building, maintaining and managing infrastructure, as well as in providing transport services. The agree-ment also includes the support of Spanish and Polish companies in the projects car-ried out in third countries.

hZ infrastruktura wants new ebrd credit

croAtiA: Croatian railway infrastructure manager HZ Infrastruktura has requested a credit or EUR 40 Million from EBRD to finance its projects.HZ Infrastruktura in-tends to use the loan proceeds to contrib-ute towards the purchase of new rail track

government to divide ZssK cargo into three subsidiaries

sloVAKiA: The Government of Slovakia plans to allocate EUR 141.5 Million to the public freight railway sector and create three new subsidiary companies out of the freight carrier ZSSK Cargo, as part of railway trans-port support measures, reads the proposal on freight railway transport consolidation that was passed by the government.This means that the freight carrier will be compensated for a portion of the money it paid to state-owned infrastructure owner ŽSK for using its lines in 2010. The carriers are set to divide the remaining EUR 74 Mil-lion among themselves, with the 2014-16 infrastructure fees for freight carriers slated to be decreased - a measure that will cost the state another EUR 67.5 Million.Within the changes in store for ZSSK Cargo in terms of the new subsidiaries is a company to operate freight wagons, with ZSSK Cargo set to sell the majority of its shares to a stra-tegic partner but retain a degree of control. Once this company begins to operate, the ministry expects it to see a profit of more

than EUR 3 Million.The second subsidiary company is to repair and provide maintenance for wagons and locomotives. Its partial acquisition by either passenger carrier ZSSK Slovensko, or some other business partner via capitalisation, will be considered and the company is expected to run with a balanced budget.The third company is to operate intermo-dal transport, with some of its shares to be sold to another business partner under the condition that Cargo retains an active role in controlling the company. This subsidiary is estimated to earn a profit of up to EUR 2 Million a year.

neWs

Словакия: Правительство Словакии намеревается разделить ZSSK Карго на три новых дочерних компаний: один оператор вагонов, одну компанию, ответственную за ремонт и техническое обслуживание вагонов и локомотивов, а третья компания будет обеспечивать интермодальные транспортные услуги.

Польша: Компания PKP Карго уже подготовила проспект для листинга на бирже, который подлежит утверждению со стороны учреждения по финансовому регулированию KNF.

БелоруССия: Белорусская железная дорога подписала контракт с China National Electric Import and Export Corporation на приобретение 18 электровозов.

Хорватия: HZ Инфраструктура обратилась в ЕБРР за кредитом в размере 40 млн. евро для финансирования одного проекта.

в мире: Иранский город Хорремшехр, расположенный в провинции Хузестан, в течение трех лет будет иметь железнодорожное сообщение с Басрой, Ирак.

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in the programming period 2014-2020. Feasibility studies will be completed by 1 September. turkey set to become global hub for rail manufacturing says report

turKey: Turkey is set to become a global hub for rail manufacturing over the coming decade, according to a report just published. Turkey’s strategic location places it central to infrastructure projects from North Africa, the Middle East and Europe, says analysis from Frost and Sul-livan Rail Outlook Study 2013.While European projects have stalled due to economic difficulties, rail networks in Africa and the Middle East are due to double in size by 2022.

construction of 8,000 km of railway is underway

irAn: 8,000 km of railway is currently under construction in Iran, Minister of Urban Development Ali Nikzad an-nounces.After the completion of the projects, all of the country’s provinces will benefit from the national railway network, Nikzad said.Nikzad said in January that the construc-tion plan of some 11,000 kilometres of railway started.He also said that some 2,500 kilometres of the mentioned projects have come on stream.Gorgan-Inceburun is one of the main projects where works were launched in May. The 88-kilometers long rail project connects the north western Iranian city of Gorgan with Inceburun in Turkmenistan.

Morlok signed an agreement on the electri-fication and upgrading of the 81km Leipzig – Bad Lausick – Chemnitz line with the aim of putting Chemnitz back on the Inter-City network.Under the deal, around EUR 2.5 Million will be invested in planning, and preliminary design, including full costing for the project, and this process will be completed by the middle of next year.Saxony will then try to obtain funds from the federal budget for this project within the 2015 Federal Transport Infrastructure Plan.

Authorities officially launches trainose privatisation

greece: The Hellenic Republic Asset Development Fund (HRADF) has launched an international bid for the sale of 100% of Trainose. The bidding process will be conducted in two phases: phase A: submission for expressions of inter-est and phase B: submission of binding financial offers by shortlisted investors. Any interested party wishing to submit an expression of interest will need to dem-onstrate that, if it is a corporate entity, the average annual consolidated equity for the most recent three audited financial years exceeds EUR 100 Million, and if it is a private equity firm or fund, the sum of ac-tive and un-invested/uncommitted funds for the latest financial year exceeds EUR 200 Million. In the case of a consortium, the financial capacity criteria must be fulfilled by each consortium member.

Freight wagon production falls

russiA: In January-June 2013, the number of cargo railcars produced in the Russian Federation fell 20.9% year-on-year to 27.4 thousand units, according to the Russian Federal Statistics Service.In June 2013, the number of produced railcars reduced by 26.9% year-on-year and by 6.6% month-on-month.Many railway operators have corrected their rolling stock purchase plans because of the situation in the freight transporta-tion market. In particular, Freight One has not decided yet whether it will buy gondola cars. The Federal Cargo Com-

pany has reduced rolling stock purchase plan by approximately 9,000 gondola cars to 7.7 thousand units.For example, Russian largest cargo railcar maker Uralvagonzavod forecasts that the number of new wagons will plummet down by 26% to approximately 20,000 units because of the market situation.

Macedonia signs contract on the modernisation of corridor X section

MAcedoniA: Bulgaria’s CK 13 Holding signed a deal with Macedonian railway infrastructure operator Makedonski Zeleznici - Infrastruktura to upgrade a 31-kilometer (km) railway stretch part of the pan-European Corridor X, the Macedo-nian Transport Ministry said. The value of the deal has not been disclosed, but Mace-donia has borrowed EUR 9.5 Million from the European Bank for Reconstruction and Development (EBRD) for the project. The reconstruction of the Nogaevci-Negotino railway stretch should be completed within one year. The upgrade will allow train speeds of 100-120 km per hour from the current 50-60 km per hour.

hungary and Austria sign agreement to improve cross-border transport

internAtionAl: Hungary and Austrian Burgenland signed a declaration of intent to develop cross-border transport connec-tions. A joint railway transport project will be developed within the agreement. It will also enable the development of feasibility studies for projects for which the authorities plan to get European funds

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Германия: Генеральный директор Deutsche Bahn и министр экономики и транспорта Саксонии подписали соглашение по электрификации и модернизации 81 км линии по маршруту Лейпциг - Бад Лаусик - Хемниц.

реСПуБлика молдова: Объем грузовых перевозок в Республике Молдова в первом квартале увеличился на 14,7%. Самое существенное увеличение зарегистрировалось у железнодорожного транспорта - на 20,8%.

в мире: Испания и Польша подписали

соглашение об укреплении сотрудничества в сфере транспорта и инфраструктуры.

Греция: Фонд развития активов Греческой Республики (HRADF) запустил международный тендер на продажу 100% акций Trainose.

роССия: В период с января по июнь 2013 года, количество грузовых вагонов, произведенных в России, снизилось на 20,9%, достигнув 27,4 тысяч единиц.

македония: Болгарская компания CK 13 Холдинг подписала договор с компанией Makedonski Zeleznici

Infrastruktura на модернизацию отсека продолжительностью 31 км. Данный отсек относится к Транспортному коридору X.

в мире: Венгрия и австрийский ланд Бургенланд подписали декларацию о намерениях по развитию трансграничных транспортных сообщений.

турция: В течение ближайшего десятилетия Турция стремится стать глобальным центром производства железнодорожного оборудования. Об этом говорится в недавнем докладе.

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Private operators on public railway network

russiA: Freight One will put into opera-tion two locomotives on the South-Eastern Railway (an affiliate of RZD) on the line link-ing the Novolipetsk Iron and Steel Works and Stoilensky Ore Mining and Processing Works in the Belgorod region.The second-hand locomotives have been purchased, upgraded and put into opera-tion and over the next two years the com-pany plans to buy another 8 locomotives to put them into operation in the same region. The procedure of getting permit for using a private locomotive on the public railway network is rather sustained. RZD gives a permission taking into account the capac-

ity of the network. The liberalization of the locomotive market will allow solving these issues and simplifying all procedures. The first private rail transporters are supposed to appear in 2013. Companies such as Glo-baltrans, Transgarant, and Transoil have rolling stock which could be operated on the Russian network.

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investments to EU funds counterpart funding, most critical infrastructure and freight rolling stock.

lithuanian presidency of eu supports rail baltica

internAtionAl: On 1 July, Lithua-nia took over the presidency of the EU Council until 31 December. In the press conference, President Dalia Grybauskaite said that during Lithuania’s Presidency of the EU Council Lithuania will seek to accelerate Rail Baltica project implemen-tation.The president hopes that in six months Lithuania will manage to negotiate for the specific funding programmes from the EU budget.

hZ infrastruktura to bid more rail projects

croAtiA: Croatian state-owned railway infrastructure operator HZ Infrastruktura will soon invite bids for railway projects totalling EUR 230 Million which will be financed from EU cohesion funds. HZ Infrastruktura did not specify which projects will be tendered. The company is preparing at the moment projects worth

granted by the EU to Romania are worth around EUR 39 Billion, EUR 21.8 Billion of which are funds from the cohesion policy. The best financed operational programme will be the Regional Opera-tional Programme with a grant of EUR 6.99 Billion, followed by the Operational Programme Large Infrastructure which will include the current SOP Transport, SOP Environment and a new energy programme with EUR 6.98 Billion.

eur 130 Million annually for railways

croAtiA: The state-owned Croatian Railways (HZ) will require annually more than EUR 130 Million to maintain their current system, World Bank data showed. The annual estimate comprises EUR 55 Million for infrastructure maintenance, EUR 30 Million for freight rolling stock, and EUR 45 Million for passenger rolling stock.EU funds – EUR 2.4 Billion of which will be available to the Croatian transport sector in EU Financial Perspective 2014-2020 - will provide the bulk of financing to the railway system but that would be limited to core international network and passenger rolling stock. At the same time, the government is advised to limit public

The project implementation also opened access for European and Asian countries to Central Asia and the Persian Gulf. Moreover, Iran has access to Russia, CIS and China.

Azerbaijan ready to sign agreement on silk Wind project

AZerbAijAn: Azerbaijan is prepared to sign an intergovernmental agreement on the Silk Wind project within the frame-work of the TRACECA, TRACECA National Secretary in Azerbaijan Akif Mustafayev said.Azerbaijan, Kazakhstan, Georgia and Turkey signed a memorandum on the Silk Wind transport project in November, 2012, which is an initiative in the frame-work of TRACECA.

More money to rail projects

bulgAriA: The Bulgarian Government has decided to redirect EUR 20 Million from road projects to railway projects in the financing plans from EU 2014-2020 funds. Funds will be transferred within the Operational Programme Transport. Minister of Transport Danail Papazov has recently announced that the railway projects in the next programming period required BGN 90 Million (EUR 45.6 Million). Funds will be used for the rail sections Vidin-Medkoveţ, Sofia-Septem-vri, Sofia-Dragoman and Sofia-Pernik-Radomir.

Authorities announce railway infrastructure tenders worth eur 1.2 billion

roMAniA: Romanian Prime Minister Victor Ponta announced the National strategic investment plan. The targets for 2013 rely on five key strategic invest-ments, a minimum of EUR 10 Billion of investments. The investment areas include the transport infrastructure. The Prime Minister announced bids worth EUR 1.2 Billion for the railway infrastructure. Apart from the infrastructure, the sectors to benefit from investments include en-ergy, resources, agriculture and industry. In the timeframe 2014-2020, the funds

restructuring of the railway system. division or holding – the key to railway success?

roMAniA: Until 1 October, Club Feroviar and the main railway organisations organise a series of weekly debates aimed at analys-ing the condition of the Romanian railway system and at identifying solutions for re-positioning this system in the European top. At the end, they will draft a report called “15 years of Romanian Railways reorganisation” and addressed to the political factor, the public opinion and the investors. The first re-union was held on 25 July and focused on the organisation as holding or the segmentation of the railway business lines. It was noticed that in the 90s Romania chose total separa-tion although some European opinions were in favour of building a group/holding struc-ture. The selected formula permitted, on

the one hand, the development of a private development environment among railway freight transport operators, infrastructure managers and passenger transport opera-tors. According to international studies, Ro-mania ranks 18th of 24 countries analysed in terms of railway system performance, ranking second-to-last among the coun-tries with total separation. In the current European political context (institutional pro-separation of the three activity lines) and of the market structure in Romania, building a holding of state-owned companies seems an impossible project and that is why, the participants believed it would be necessary to identify solutions to remedy the current system. Railway organisations believe that primary attention has to be paid to railway infrastructure so as to identify the financing sources of the scheduled repairs, full-track maintenance and modernisations.

азерБайджан: Азербайджан готов подписать межправительственное соглашение о присоединении к проекту «Шелковый Ветер», который проводится в рамках программы ТРАСЕКА.

в мире: В Иране в настоящее время строится 8.000 км железной дороги. Об этом объявил министр градостроительства, Али Никзад.

БолГария: Болгарское правительство приняло решение перенаправить 20 миллионов евро от автодорожных проектов на железнодорожные проекты в планах финансирования за счет средств ЕС на период 2014-2020 гг.

роССия: Оператор «Первая Грузовая Компания» (ПГК) запустит два локомотива на железнодорожную сеть

Юго-Восточная железная дорога (это дочерняя компания РЖД).

Хорватия: ХЗ Инфраструктура объявила о том, что скоро запустит тендерные процедуры на осуществление железнодорожных проектов на сумму 230 миллионов евро.

румыния: Премьер-министр Румынии объявил о Национальном плане по стратегическим инвестициям. По железнодорожной инфраструктуре он объявил, что последуют тендерные процедуры по проектам на сумму 1,2 млрд евро.

в мире: Литва будет являться председателем Совета ЕС (до декабря) и объявила о том, что постарается ускорить реализацию проекта Rail Baltica.

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07.11.2012 National Secretariat of IGC TRACECA in the Republic of Kazakhstan 2

SILK WIND BLOCK TRAIN ROUTE

ZHEZKAZGAN BEINEU

Dostyk stationPRC border

NEW PORT, ALYAT

BAKU TBILISI KARS

MARMARAYRAIL TUBE TUNNEL

KAZAKHSTAN – CASPIAN SEA – BLACK SEA

Source: National Secretariat of IGC TRACECA in the Republic of Kazakhstan

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more than EUR 500 Million, which it expects will be fully financed with EU funds.

new undersea rail link between Morocco and spain

internAtionAl: A submarine rail link between Morocco and Spain may be back on the cards after 30 years, following a meeting of the United Nations Economic and Social Council (ECOSOC) held in Geneva.African and European support for the plan, which would extend from Punta Paloma in southern Spain to Punta Malabata east of Tangiers, sees the project as an economic and social boon for both countries.While the plans are a long way from implementation, a draft resolution came from the meeting calling for Executive Secretaries of the Economic Commis-sions for Africa and Europe to begin feasibility studies. Construction could be completed by 2025.

Various projects to link Spain and Mo-rocco with tunnels under the Gibraltar Strait have been planned over the years, but geological studies have found that the rock under the Strait is extremely hard. The current proposed route is not the shortest, but is said to be the most shallow.

etihad rail to build new freight terminal in dubai

internAtionAl: Etihad Rail, the UAE’s national railway network operator, has an-nounced the signing of a memorandum of understanding with Dubai Industrial City for the development of a rail terminal

within the city. The agreement will see DIC becoming one of Etihad Rail’s main public freight terminals in Dubai.

belgium approves sncb investment plan

internAtionAl: Belgium Council of Ministers approved the multiannual in-vestment plan of railway company SNCB after several months of discussions.The plan proposed by the minister of Public Undertakings, Jean-Pascal Labille, focuses on railway security investments, on maintaining the lines in the areas which are not densely populated and on developing the Regional Express Network (RER). As part of the works for this final project, line Ottignies-Brussels would be completed in 2012 and line Nivelles-Brussels in 2023.

separate company to run thalys trains from 2015

internAtionAl: Rail operators in France and Belgium have approved a plan to set up a separate company to operate the jointly-run high-speed Thalys service.SNCF and SNCB have said that restruc-turing the service will ‘ensure agility in a

competitive environment’.From 2015, a single body will oversee Thalys train operations, pending approval from the European Commission.“This is a great opportunity to strengthen the historic partnership between our two companies and further develop high speed rail in northern Europe,” said SNCF President Guillaume Pepy and SNCB Chief Executive Marc Descheemaecker in a joint statement. “It will give Thalys the means to offer an increasingly attractive and efficient service to its customers and expand its business.”

Poland: Axtone could be sold

PolAnd: Private equity fund IK Invest-ment Partners is preparing to sell its Poland-based, railway components maker Axtone Sp z o.o, a portfolio company IK acquired in 2008, two sources familiar with the matter told The Wall Street Journal.According to analysts, the price of Axtone varies between EUR 100-150 Million. The company will most likely sold to a buyer in the industry, one of the world’s railway component makers, rather than another private equity fund, another person said. Axtone also has factories in Germany, the Czech Republic, Russia and China. The company reported annual sales of EUR 71 Million.

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Хорватия: Хорватские железные дороги будут нуждаться в суммах свыше 130 млн. евро ежегодно для поддержания железнодорожной системы в нынешнем состоянии.

Польша: ЕИБ предоставит новый кредит в размере 40 млн. евро для PKP PLK SA, на модернизацию железных дорог и сигнализации в восточной части Польши.

в мире: Железная дорога между Македонией и Болгарией станет реальностью. Об этом объявил македонский министр транспорта, Миле Янакиевски.

в мире: Железнодорожные операторы во Франции и Бельгии, SNCF и, соответственно, SNCB, утвердили план, предусматривающий создание отдельной компании, которая будет работать с поездами Thalys.

Польша: Фонд IK Investment Partners готовится к продаже производителя железнодорожных комплектующих - Axtone Sp z o.o.

в мире: 30 лет спустя с момента первого упоминания о подводном железнодорожном сообщении между Марокко и Испанией, кажется, данный проект вновь становится жизнеспособным.

в мире: Компания Etihad Rail объявила о подписании меморандума о взаимопонимании с Промышленным городом Дубаем на развитие железнодорожного терминала в промышленном городе.

в мире: Бельгийский Совет министров утвердил план многолетних инвестиций железнодорожной компании SNCB на прогнозируемую сумму в размере 26 млрд. евро.

eib grants new credit to PKP PlK for railway modernisation

PolAnd: The European In-vestment Bank will award a new credit of EUR 40 Million to PKP PLK S.A. dedicated to the modernisation of rail-ways and signalling systems in eastern Poland.Funds will be used for the modernisation of lines and platforms in three rail sta-tions on the route Warsaw-Belarus border. Moreover, the signalling system will be upgraded on 78 km of double line on the route Siedlce-Biala Podlaska. Works will begin in 2013 and will be completed at the end of 2015.

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green line for soP-t 2007-2013 projects review

roMAniA: Under the circumstances of the measures initiated for the purpose of accelerating the absorption of European funds and avoiding the annulment of funds at the end of 2013 and afterwards, the Management Authority for Sectoral Operational Programme Transport 2007-2013 (AM POST) has submitted the amendment of the programmatic document SOP-T 2007-2013 for the approval of the Monitoring Committee SOP-T. By the amendment proposal approved by the Monitoring Committee SOP-T on April 22nd, the eligibility area has been extended for important railway projects such as the sections Border – Curtici – Km 614, Simeria – Coşlariu and Coşlariu – Sighişoara, the three of them being part of the Pan-European Corridor IV. Likewise, the eligibility area has been extended for the pilot project for the ERTMS Level II installation, on the section Chitila – Crivina, as well as for the project aiming at rehabilitating the Danube Bridges, also included in the Pan-European Corridor IV. The same approved document included the rehabilitation of Grădiştea Railway Bridge.

Likewise, the eligibility area was extended for Priority Axis no. 2 by introducing the project for the development of the Bucharest underground infrastructure, respectively Line 4, the section Parc Bazilescu - Lac Strauleşti and Underground Line 5, the section Râul Doamnei - Eroilor.On July 26th, the European Commission approved the amendment of SOP-T 2007-2013.

A joint venture for rail baltica

internAtionAl: Representatives of Estonia, Latvia, Lithuania, Finland and Poland reached an agreement on forming a joint venture Rail Baltica,

LETA/Postimees Online reports. The transport ministers of the five states will have to sign the joint declaration at the unofficial transport council meeting in Vilnius in September. The aim of the Rail Baltica joint venture is coordination of preparations for building the railway line, including preparing the financing applications of the project for the European Commission, harmonising legislation, compiling the business plan for Rail Baltica etc. It was agreed that in every Baltic state, the infrastructure of Rail Baltica will belong to that specific state where it is located. Every shareholder contributes 0.65 million euros a year over the next four years. The joint venture will belong initially to the three Baltic States but Finland and Poland can join it.

usd 24.8 million loan to private leasing provider olzha

internAtionAl: The EBRD is providing the private Kazakh rail company JSC Olzha with a US 24.8 million (EUR 19.2 million equivalent) loan to support the development and growth of the company. Olzha, a joint stock company, is providing operating leases for freight wagons to corporate

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bulgaria is considering to privatize bdZ Passengers

bulgAriA: Danail Papazov, Bulgarian Minister of Transport, suggested that the government might give up its resolve not to privatize the Bulgarian State Railways (BDZ) company. “We do not rule out the option to give BDZ Passenger Services on concession or privatize it,” said Papazov. The Bulgarian Socialist Party, on whose ticket the current cabinet was elected, had vowed not to privatize the Railways, a vow reiterated by PM Plamen Oresharski. What is even more unusual is that Minister Papazov

has mentioned the passenger, and not the freight unit of BDZ, which was being pre-pared for privatization by Bulgaria’s previ-ous parliamentarily elected cabinet. Ex PM Boyko Borisov’s government planned to sell the profitable BDZ Freight Transportation to cover the financially troubled company’s debt. In the interview, Papazov said that the financial situation is worse than he believed initially “At present, BDZ’s debt amounts to some BGN 700 M (EUR 358 mln), 175 (EUR 89,5 mln)of them overdue,”he said. “Now we are not talking about healing the company, but rather about rescuing it,” commented the minister.

БолГария: По словам министра транспорта, Данаила Папазова, правительство в Софии может рассмотреть приватизацию Национальной железнодорожной компании (БДЖ), таким образом отказываясь от решительной позиции, с которой оно раньше выступало, против продажи БДЖ Карго.

в мире: Представители Эстонии, Латвии, Литвы, Финляндии и Польши договорились о создании совместного предприятия под названием Rail Baltica для трансграничной железной дороги с одноименным названием.

в мире: Европейский банк реконструкции и развития объявил о том, что он предоставит частной компании по железнодорожному лизингу «Олжа» (Казахстан) кредит в размере 24,8 млн. долларов (19,2 млн. евро) в поддержку ее

развития. БолГария: Болгарское государство

намеревается модернизировать 600 км железнодорожных путей сообщения к 2020 году. Проект нацелен на повышение скорости движения поездов до 160 км / час. Об этом заявил заместитель министра транспорта, Петар Киров.

украина: В ходе недавней встречи в конце июля, украинское правительство утвердило консолидированный финансовый план Украинских железных дорог (Укрзализныця) на 2013 год. Об этом заявил министр инфраструктуры Украины, Владимир Козак.

турция: Железные дороги (TCDD) проведут рекордный тендер на сумму 6 миллиардов турецких лир (2,3 млрд. евро) в попытке приобрести новые поезда. Об этом заявил директор TCDD, Сулейман Караман.

clients in Kazakhstan and beyond, mainly for the transportation of liquefied petroleum gas (LPG) and oil products. Olzha has been active in the market for the last 18 years. As freight owners increasingly favour leasing over ownership of railroad cars, demand for Olzha’s services is expected to increase significantly. This will be fuelled further by an increase in oil and gas production in Kazakhstan in the years ahead.

russia to invest $17bln for siberian railroad upgrade

russiA: The transportation minister said that 562 billion rubles ($17 billion) was the “optimal option” for funding to upgrade two vital railroads that stretch across Siberia to ports in the Far East.The Trans-Siberian Railroad, which spans 9,300 kilometers (5,800 miles) from Moscow to the Pacific coast, as well as the Baikal-Amur Mainline, which zigzags across Siberia and the Far East, are expected to gain 55 million tons of capacity from the upgrades, currently slated to take place until the year 2018. Transportation Minister Maxim Sokolov also said that about 300 billion rubles ($10 billion) for the project would

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come as part of an investment program of state railroad monopoly Russian Railways. Another 110 billion rubles ($3 billion), he said, would come as a direct investment of government funds, while about 150 billion rubles ($4 billion) would be provided by the oil-revenue-supported National Welfare Fund.

bulgaria to upgrade 600 km of railways

bulgAriA: The state plans to upgrade 600 km of railways by 2020. The project is aimed to increase the traffic speed of trains up to 160 km/h, said Petar Kirov, deputy minister of transport.The transport ministry’s main goal is to complete the upgrade of the southeast-bound railway track from the country’s north-western border with Serbia to the border with Turkey and Greece, and the reconstruction of the Plovdiv-Burgas section. The government will also attach priority importance to the construction of intermodal terminals, he added.

the consolidated fiscal plan of ukrzaliznytsia for 2013 was approved

uKrAine: The Ukrainian government approved the consolidated financial plan of Ukrainian railways for 2013, Infrastructure Minister Volodymyr Kozak said. Asked about the fiscal plan figures, the minister said “everything is higher than last year.” As reported, the consolidated financial plan of railways in 2012 foresaw a net profit of UAH 496.4 million (approximately $61 million) and losses from passenger transportation of UAH 7.2 billion ($885.4 million). The total income from ordinary activities in 2012 was estimated at UAH 57.2 billion ($7.03 billion), including revenues from transportation of UAH 48.1 billion ($5.91 billion), and other income of UAH 9.1 billion. Income from freight traffic was estimated at UAH 41.7 billion ($5.12 billion), and from passenger transportation UAH 6.4 billion ($787 million). The expenditure part of the financial plan for 2012, taking into account profit tax from ordinary activities, amounted to UAH 56.7 billion, including expenses from transportation of UAH 42.9 billion, and other costs of UAH 13.8 billion. Expenses from freight transportation were estimated at UAH 29.2 billion, passenger traffic – UAH 13.7 billion.

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turkish state railways to announce record tender

turKey: The Turkish State Railways will announce a record tender of 6 billion Turkish Liras, EUR 2,3 bn, in a bid to buy new trains, its director Süleyman Karaman said. “The tender will include a total of 106 train units. As it is such a big tender, we will include the condition of establishing a train factory in Turkey and impose a 51 percent minimum lo-cal purchasing condition,” Karaman told daily Hürriyet. He also said the tender had passed the Development Ministry’s approval and was awaiting a last green light from the Council of Ministers, adding that the German company

Siemens and a number of Italian firms were showing interest in the tender. “We are plan-ning to organize the tender in two or three months,” Karaman said. Turkey is currently renewing its rail transportation system with-in the framework of a new development plan. Transport Minister Binali Yıldırım announced last month that at least 2,500 kilometers of high-speed rail line would be built in the next five years to connect 14 different cities. Regarding the under-construction Istanbul-Ankara high-speed railway, Karaman said that once the new rail lines were built and the trains were operational, they would adopt a price policy “cheaper than planes and more expensive than buses,”.

роССия: РЖД, вероятно, станет миноритарным акционером компании, созданной для строительства высокоскоростной линии Москва-Казань.

Об этом заявил первый вице-президент РЖД, Александр Мишарин. Первая высокоскоростная линия будет построена до 2018 года.

Хорватия: Хорватское правительство одобрило заем на сумму 250 млн. кун (33,2 млн. евро) для пассажирского железнодорожного оператора HZ Putnicki Prijevoz.

узБекиСтан: Проект строительства 125 км электрифицированной линии

Ангрен-Пап, которая будет соединять запад и восток Узбекистана, был запущен в конце июля.

в мире: Израиль представит в ближайшее время мастер-план строительства железнодорожной сети, которая будет пересекать Западный берег, связывая палестинские населенные пункты и еврейские колонии.

роССия: Российское государство проинвестирует 562 млрд. рублей (17 млрд. долларов США) в модернизацию двух железнодорожных линий, пересекающих Сибирь и Дальний Восток. Об этом объявил министр транспорта РФ, Максим Соколов.

special purpose company to carry out Moscow-Kazan high-speed project

russiA: RZD will become a minority shareholder in a company established to build the Moscow – Kazan high-speed mainline, the RZD First Vice President Alexander Misharin declared. The first high-speed line is to be built until 2018. A special design company has to be established to attract private financing and manage this project, Mr. Misharin said.

uzbekistan initiates new railway project

uZbeKistAn: The construction of the 125km-long Angren-Pap electrified railway, which is meant to link Uzbekistan’s west and east, began last week. Estimated at around USD 2 Billion, the line should be completed by 2016. The project should help make Uzbekistan a transit corridor for cargo going between Europe and Asia.

israel could build a railway network in cisjordania

internAtionAl: In the near future, Israel could present a master plan on the construction of a railway network that would cross Cisjordania linking both the Palestinian localities and

the Hebrew colonies, the “Haaretz” newspaper writes. The railways will cross Cisjordania from north to south and from west to east linking several of the main cities in the area. The project includes the construction of 473 km of railways and 30 stations serving 11 different lines. According to the newspaper, the Israeli Minister of Transport has already invested over ILS 1 Million (around EUR 211,000) in drafting the project. For the moment, there are no funds to finance the project, but it should be considered in the urban planning activities.

Moldovan railway joins Viking project

MoldoVA: Moldovan Railway has joined container transport project Viking Train, a route which crosses Ukraine, Belarus, Lithuania, and makes connection

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summa group to sell stock in transcontainer

russiA: Summa Group is looking for a customer for its TransContainer stock, the PRIME reports. The package is believed to be 24 – 25%. OAO RZD President Vladimir Yakunin told journalists that he “also heard” this information. “As nobody approached me I cannot say “yes” or “no”, Mr. Yakunin said. ”If they offer – we will consider that. If the price is reasonable, we will discuss this”. OAO RZD owns 50% plus one share in TransContainer.

bids invited for Polish regional trains

PolAnd: Two Polish operators have invited bids for contracts worth a total of Zlotys 451m ($US 142m) to supply new regional trains. Masovian Railways (KM) has issued an invitation to tender for two electric locomotives and 22 double-deck coaches, including two driving trailers. The contract includes maintenance and staff training, and the deadline for submission of offers is August 29. Bids will be scored 70% on price, 15% on the delivery date, 10% on reliability, and 5% on technical parameters. The total value of the contract is expected to be Zlotys 270m. Lower Silesian Railways (KD) announced a tender on August 2 for a contract worth around Zlotys 181m to supply six three-car and five four-car emus for regional services. The order is being co-financed through the European Union’s Regional Operational Programme for Lower Silesia and the Operational Programme for Infrastructure and the Environment. The closing date for bids is September 12.

caused severe criticism by the initiator of the project, the mayor of Tbilisi, Giorgi Ugulava. According to him, the interest of the whole capital is sacrificed for the interest of one company. „The implementation of a rail bypass project would pave the way for the urban development of Tbilisi. I want to ask the government to come to the negotiation table and discuss the situation when on one side of the scale there is the city and its interests and on the other, the interests of one company,” Ugulava noted.

croatia approves new credits for railway state-owned companies

croAtiA: The Government approved the contracting of a credit worth HRK 250 Million (EUR 33.2 Million) by the railway passenger transport operator HZ Putnicki Prijevoz. The loan will be accessed by Croatian banks Privredna Banka and Hrvatska Postanska Banka. In turn, infrastructure manager HZ Infrastruktura received the approval of the government on contracting a loan of HRK 650 Million (EUR 86,3 Million) from Erste&Steiermaerkische Bank.

djuro djakovic wins hZ infrastruktura contract

croAtiA: A consortium led by Croatia’s Djuro Djakovic Holding has won a 17.1 million kuna ($3.0 million/2.3 million euro) contract on a railway project from state-owned railway infrastructure operator HZ Infrastruktura. Under the contract, the consortium of Djuro Djakovic and Czech contruction company Subterra will perform works on the construction of the railway station Buzin and will replace the Vrbovsko railway bridge on the Zagreb-Rijeka route, Djuro Djakovic said in a statement issued after the signing ceremony.

between the network of containers transportation lines of the Baltic Region, Black, Mediterranean and Caspian Seas. Starting with 23 July, Moldova will be included in this transports system as well, via Ocnita, Balti, Ungheni in the north and the Giurgiulesti port in the south. “Transport costs will drop and thus freight flows will be attracted”, declared Transport Minister Vasile Botnari. In 2002, the railway companies in Ukraine, Belarus and Lithuania signed an agreement on the organisation of operational and organisational aspects for railway transport between the three countries and the Viking projects resulted after a year. Ten years after launching the Viking Train freight transport service, the volume of carried freight increased 100 times to 58.9 TEUs and the success of this service is proved not only by the continuous transport growth but also by the interest of member companies in expanding the geographical area of the service.

georgian government to suspend tbilisi railway bypass project

georgiA: The Government plans to suspend the construction of rail bypass in Tbilisi for as long as there is no a final decision on a plan to move the railway from the centre of Tbilisi, Georgia’s Minister of Economy and vice-Premier George Kvirikashvili said. The project which began to be implemented in 2010, envisages moving the railway from the centre of Tbilisi to its southern area. It is planned that a new railway will pass at a 10 kilometres distance from the current line. According to the project, over 70 hectares of land will be freed in the city centre for urban development projects.“The final decision hasn’t been officially made. We believe that we will suspend this project for a certain period and if a better decision is made, we will return to it,” Kvirikashvili said. This decision

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brazil to soon tender the development of the hsl

internAtionAl: The Brazilian high-speed rail project will be formally opened for tendering in September. The total project budget is approximately EUR 13.4 Billion, and the income is expected to be 2 times higher than the investment amount.

However, the government prohibits any operator which experienced accidents for the past five years from bidding for the project. As two years ago, China experienced a train derailment accident, China High Speed Rail Corporation is therefore not a potential winner and nor is RENFE, because of the recent derailment.

в мире: Проект по внедрению высокоскоростной линии Рио-де-Жанейро - Сан-Паулу будет выставлен на тендер в сентябре. Общий бюджет проекта составляет около 13,4 млрд. евро, а ожидаемый доход в два раза превышает размер инвестиций.

реСПуБлика молдова: Железные дороги Молдовы присоединились к проекту контейнерных перевозок - Viking Train.

Маршрут пересекает Украину, Белоруссию и Литву и осуществляет связь между сетями контейнерных перевозок в регионе Балтийского моря, Черного моря, Средиземного и Каспийского морей.

Хорватия: Консорциум во главе с хорватским холдингом Djuro Djakovic выиграл контракт на 17,1 млн. кун (2,3 млн. евро) от хорватского администратора инфраструктуры HZ Инфраструктура.

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consultants funded by the Ministry of Regional Development and Public Administration under the EU Regional Operational Programme (ROP) to support the Ministry with the preparation of a strategic approach for financing and management of the urban public transport in connection with the EU programming period 2014-2020.In line with the regionalization objective of Romania, the ROP focuses on the development of the capital city area (Bucharest and Ilfov county) and of seven larger cities designated as regional urban growth poles (Constanta, Craiova, Ploiesti, Iasi, Brasov, Cluj-Napoca and Timisoara). The programme is intended to fund integrated urban transport projects with an emphasis on sustainable, clean public transport systems and infrastructure.As part of a separate Agreement, JASPERS and the EBRD will support the Ministry with the preparation of master plans for urban transport development in each of the seven cities and the Bucharest and Ilfov county area.The consultant selected in the preparation of the necessary documents will have to work with EBRD, the Ministry of Development and the municipalities to develop a structure for the financing and management of the transport projects that are accepted for EU co-financing. A financing approach will consider a series of options of PPPs and the preparation of business plans for transport operators.Next to these elements, the consultant will have to work with the Ministry of Finances and the specific city departments, to elaborate the parameters and the structure necessary to transport operators on the services on regional routes within a pilot project.

First phase of Makkah transport system ‘ready for 2017’

internAtionAl: The first phase of a $16.5bn public transport system for Saudi Arabia’s holiest city Makkah will be completed in 2017, at a cost of SR25.5 bn ($6.8bn), according to Mayor Osama Al-

France: cdc and Veolia postpone final transdev agreement internAtionAl: The French House of Deposits and Consignments (CDC) and Veolia Environment, the stakeholders of Transdev, announced the extension of the preliminary agreement signed in October 2012 until 31 October 2013. The agreement refers to the evolution of the shareholding in the public transport company. So far, the two stakeholders have not reached a final agreement.CDC and Veolia Environnement announced last October the initiation of talks on a final agreement concerning the turn of CDC into a majority stakeholder in Transdev, with 60% of shares, and the reduction of the stake held by Veolia Environnement to 40%.

baku Metro implements projects to permit the application of the driverless concept

AZerbAijAn: The Avtovagzal station of the Baku subway will have a special glass barrier along the path to separate the moving trains from the platform, the Baku Metro said on its website.According to the Baku Metro, doors of the platform barrier will transform the station into a closed station to ensure high-level safety for passengers.This will improve the microclimate conditions on the platform, ventilation and air conditioning, minimize the noise made

by subway carriages, and remove the air pressure from the tunnels. It will also allow ensuring driverless movement of trains in the future.The Avtovagzal station is planned to be commissioned in 2014. It will be the first of the 12 subway stations of the planned “Purple” line, which starts from the international bus terminal complex and ends at the Garachukhur district.Currently, Baku Metro system has a length of 34.6 km and by 2030 the authorities plan to extend the 119km network.

ebrd supplies assistance in financing urban transport projects

roMAniA: The Government of Romania is determined to increase the rate of absorption of EU Structural Instruments including through leveraging international expertise from International Financial Institutions (IFIs). To this end, the Government has asked EBRD to provide assistance to the Government in policy and strategy formulation as well as with sector and project planning, design and implementation. Public transport has been identified as one of the strategic priorities needing EU co-financing.In this context, EBRD envisages to employ

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Arad: two bidders shortlisted in the tram tender

roMAniA: On 20 July, the municipality of Arad announced the completion of the first part of the tender organised for the acqui-sition of six new trams. Pojazdy Szynowe PESA from Poland and SC Astra Vagoane Călători SA in Arad are the two manufac-turing companies shortlisted out of the five companies that have initially bought the tender books. A meeting for clarifications is scheduled for 13 August 2013.The budget for the acquisition of new trams is EUR 8.7 Million. Six modern and energy-efficient units will be bought. They will have an exploitation cycle of minimum 30 years and 600,000 kilometres.Also, the evaluation commission has pro-vided for the two companies the lists in-cluding all technical aspects, for which ad-ditional data are demanded, the documents

being established with the support of the external consultant, the consortium IC Con-sulenten Ziviltechniker GmbH - Technoma Consulting/Marketing GmbH (Austria) and approved by the acquisition department of the European Bank for Reconstruction and Development (EBRD).During phase two, the two companies will be invited to submit the improved technical offers and the financial offers.

румыния: Мэрия города Арад объявила о завершении первой части тендера на приобретение шести новых трамваев.

в мире: Французский Дом банковских депозитов и хранения (CDC) и Veolia Environnement, акционеры Transdev, объявили о продлении срока предварительного соглашения, подписанного в октябре 2012 года, на развитие акционерных средств товарищества в сфере общественного транспорта.

азерБайджан: Станция «Автовокзал» Бакинской метрополитенной сети будет оснащена стеклянными барьерами для отделения поездов от платформы для пассажиров.

украина: «Метровагонмаш» подписал соглашение с Киевским метрополитеном на поставку 40 вагонов метро.

румыния: В соответствии с целью регионализации, Региональная операционная программа фокусируется на развитии района столицы - Бухарест - и 7 крупных городов, которые объявлены городскими полюсами роста.

в мире: Первый этап смелого проекта по созданию системы общественного транспорта в городе Саудовской Аравии - Мекка - будет завершен в 2017 году.

в мире: Гамбургские городские власти подтвердили, что S-Bahn Hamburg GmbH добился продления текущего 15-летнего контракта на управление сетью S-Bahn.

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european commission finances 18 countries in the ‘do the right Mix’ campaign

internAtionAl: The European Com-mission has released the names of another 18 winning actions to be awarded funding. Each action will receive up to EUR 7000. This financial support will enable cam-paigners involved in a range of pursuits to expand their activities promoting sustain-able urban mobility. In July 2012, the Eu-ropean Commission launched the Sustain-able Urban Mobility campaign. Under the slogan ‘Do the Right Mix’, the campaign showcases and supports local, regional, and national promotional actions across Europe. The central aim is to encourage

EU citizens to embrace multi-modality.The 18 countries are Austria, Belgium, Czech Republic, Denmark, Finland, France, Hungary, Ireland, Liechtenstein, Lithuania, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain and Sweden.

will be equipped with a new passenger information system. If DB Regio does not secure a further contract extension in 2033 it will transfer ownership of the EMUs to the winning bidder.

Metrovagonmash supplies metro trains for Kiev

uKrAine: Metrovagonmash (subsidiary of Transmashholding) signed an agreement with Kiev Metro for the supply of 40 metro cars, the company announced without revealing the cost of the contract. By the end of the year, the manufacturer will have to deliver 8 five-car trains equipped with safety installation and a minimum

1515

Bar.The network will cover the entire city, including four metro lines, 88 stations and a rapid bus service, to help make it easier to travel to and within the city, which is home the Islam’s Grand Mosque.Construction would begin by the middle of next year and take three years, he said. The network also will include underground lines in areas closest to the Grand Mosque, while further out suspension bridges will be used.The project is being overseen by Makkah Railway Company, with French consultancy firm Systra and BW Engineers from Germany also being involved.

db regio continues to manage s-bahn in hamburg

internAtionAl: The authorities in Hamburg have confirmed that S-Bahn Hamburg GmbH, a subsidiary of DB Regio has secured a 15-year extension of its operating contract which was due to expire in December 2018.The government also announced investments totalling EUR 450 Million in new and existing rolling stock as well as the refurbishment of depots.Bombardier will supply 60 three-car EMUs for S-Bahn Hamburg. The order will be fully delivered by the end of 2018 and includes an option for 86 additional units.Moreover, the existing rolling stock

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в мире: ЕК объявила названия 18 государств, получающих финансирование на сумму более 7 тысяч евро за деятельность, направленную на содействие устойчивой мобильности.

в мире: По словам председателя Торговой палаты Катара, решение о вовлечении местных компаний в проект национальных железных дорог и метро в Дохе будет поддерживать национальную экономику.

environmental impact.At present, 50% of the wagons used by Kiev Metro were manufactured by Metrovagonmash.

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order to increase research and innovation for more competitiveness in the European railway sector.

SHIFT2RAIL will develop and imple-ment a new way of addressing the chal-lenges for innovation in railway technology. Two key objectives have been identified by the initiative, the first one is increasing ca-pacity so as to enable rail to absorb a greater share of traffic growth and the second is to attract business and improve the efficiency of the rail transportation mode as a whole.

The initiative will contribute to an increase in the overall efficiency of the rail transport system, satisfy transport user’s needs, and at the same time help foster the competi-tiveness of the European manufacturing industry, through the implementation of technological innovation. . A dedicated overall budget is estimated at around EUR 1 Billion over a six to seven year period.

The creation of a new rail Joint Technol-

Key aspects of the railway sector can be optimized with the help of shiFt2rAil

The Rail Joint Technological Initiative – called SHIFT²RAIL – is a sector-wide initiative to develop European rail innovation and competitiveness on a large scale and thereby strengthen the European industry in global competition. The CEOs of the most important railway suppliers in Europe have committed in this unprecedented initiative to participate to the development of joint railway research programmes and to develop the railway systems of the future. Special attention will be paid to the methods for improving the capacity of attracting an increased traffic share, to increasing efficiency and sustainability and to building the safest vehicles with increased customer-orientation.

t he European Commission launched, on June 28, a stakeholders’ consul-tation on a proposal for an EU co-

ordinated approach to Research & Innova-tions in the rail sector under Horizon 2020 in support to the completion of the Single European Railway Area.

Background studies have shown that Re-search & Innovation in the rail sector is cur-rently carried out in a fragmented manner with fragmentation lines. In order to create a Single European Railway Area, coordina-tion is necessary not only in the infrastruc-ture management, but also for freight and passenger transport operation and within the railway industry, the delivery of compo-nents and rolling stock.

The Association of the European Rail Industry (UNIFE) has launched the Rail Joint Technology Initiative SHIFT2RAIL within the Horizon 2020 Programme, the first such initiative in the railway industry in

ogy Initiative, SHIFT2RAIL, will allow ad-dressing – through technology innovation – a significant part of the future transport societal challenges. This will allow for a ma-jor industrial effort, involving virtually all of Europe’s rail industry suppliers, including innovative small and medium enterprises to accelerate the development of new tech-nologies and bring them to the market.

Joining forces to meet the challenges ahead for the European rail sector, the Pres-idents and CEOs of the largest European rail suppliers companies Alstom Transport, AnsaldoBreda, Ansaldo STS, Balfour Beatty Rail, Bombardier Transportation, CAF, Faiveley Transport, Invensys Rail, Knorr-Bremse, Thales Group and Siemens Mobil-ity signed a Declaration of Intent on 1 July 2011 to launch a Joint Technology Initiative ( JTI). The agreement signed paves the way for a step change into railway research and industry driven innovation.

Growth in total annual market volumes and comparison of product segments

[ by Elena Ilie ]

POLICIES & STRATEGIES

2

relative growth rates were strongest in the market volumes for integrated projects and rail control, as shown in figure 2:

Figure 2: Growth in total annual market volumes and comparison of product segments1) Despite the recent economic crisis, countries have added rolling stock and infrastructure kilometres to their installed base (both about 4%). This development has been observed in both the interurban and urban segments. Alongside significant growth in very high speed (VHS) trains, urban units too have experienced considerable growth. Rail transportation is resilient to business cycles The rail supply industry has significantly outgrown the world economy, seeing its share of global GDP rise from 0.31% in 2004 to 0.38% in 2010. Demand for passenger rail was scarcely affected by the recent economic downturn. Accordingly, market volumes – driven by orders for new rolling stock and infrastructure and, subsequently, by orders for the servicing of these new assets – have suffered only in the freight segment, but recovered fast. In addition to the overall positive conditions for rail transportation referred to above (e.g. ongoing urbanisation and the scarcity of fossil fuels), a further stabilising factor is the prevalence of public/government support for railways (especially for regional and urban passenger transportation) in many countries. Much of this public support is bound up in long-term contracts (some of which run for over 15 years). This means that funding for additional orders and further extension of both rail infrastructures and rolling stock will remain available for the foreseeable future. Positive outlook – Latin America and the Middle East growing strongly Going forward, the worldwide market for rail supply is set to maintain its growth trajectory. A growth rate of 2.6% per annum is forecast for the next six years, leading to a total market volume of just under EUR 170 billion per annum by 2017.

1 Fare management not included in rail control data

136,268

Total 2009-11

145,809

Total 2007-09

CAGR: 3.4%

+9,541 106

Totaldelta

9,541

Integrated projects

ROS

2,849

Rail controlInfrastructure

1,485

3,095

Services

2,005

MARKET VOLUME P.A. [EUR M] COMPOSITION OF DELTA [EUR M]

+5.6 +3.48.76.8+1.9+3.1CAGR10-12 [%]

Source: UNIFE’s World Rail Market Study 2012

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Future of Transport—in particular com-pleting the Single European Railway Area (SERA); this strategy is still far from being completely developed and the European Commission, by publishing the legislative proposals which compose the Fourth Rail-way Package is actually playing its final card trying to consolidate the European railway market in order to make it stronger to for-eign and everyday fiercer competition. If in-cluded in the Horizon 2020 programme, the SHIFT2RAIL Initiative will definitely be a real support for the Union’s objectives.

ключевые аспекты железнодорожного сектора могут быть оптимизированы с помощью shiFt2rAil

Совместная инициатива по Железнодорожной технологии, под названием SHIFT2RAIL, охватывает весь европейский сектор железных дорог, особенно в плане крупномасштабных инноваций и конкурентоспособности и укрепления европейской промышленности для соответствия условиям конкуренции на международном уровне. Руководители крупнейших европейских поставщиков железнодорожной техники занимаются этой беспрецедентной инициативой принять участие в разработке совместных программ исследований и развития железнодорожных систем будущего. Особое внимание будет уделяться методам улучшения способности привлечения большей доли трафика, повышения эффективности и устойчивости и развития безопасных транспортных средств с высокой степенью ориентации на клиента.

The initiative thus created will be run by the manufacturing industry consortium members and is not exclusive to the sig-natories of the Declaration of Intent. A significant part of the programme is to be managed via partnerships between railway undertakings, infrastructure managers, academia and other stakeholders through competitive calls for proposal and tender.

“After more than 10 years of already close Research & Development coopera-tion within EU projects, the European rail supply industry in concert with a growing number of operators and infrastructure managers are now pushing for a real step change in rail Research and Development. They are calling on the European Institu-tions to set up a multiannual public-private research initiative, known as SHIFT²RAIL, in the framework of the upcoming Horizon 2020 Programme. As well as coping with growing demand, this initiative would result in increased user satisfaction with Europe’s railways, whilst at the same time reducing their cost and augmenting the competitive-ness of the European rail supply industry.

The latest developments on SHIFT²RAIL include the extension of the SHIFT²RAIL promoters’ circle, the finalisation of the tech-nical preparatory work by the signatories as well as the growing interest and support for the initiative throughout Europe and within the European Institutions”, declared Philippe Citroën, Director General of the Association of European Rail Industry (UNIFE), in a re-cent interview for Railway PRO.

“We have to continue to invest heavily in research and innovation to make sure that rail stays competitive against other forms of transport” Siim Kallas, Vice-President of the European Commission, said.

“The European Commission will work

with the Industry to make the SHIFT²RAIL Joint Undertaking a reality under Horizon 2020”, pointed out Jean-Eric Paquet, Direc-tor at DG MOVE.

The European rail sector is a major pro-vider of jobs in Europe and beyond and is recognised as a world leader, a position that was gained through the development of in-novative, high-technology solutions. The SHIFT²RAIL initiative will focus on ef-ficiently developing solutions for three in-novation targets that impact every segment of the rail market: enhancing the capacity /user demand of the European rail system, consolidating the reliability/quality of serv-ice of the European rail system and improv-ing the life cycle/competitiveness of the European rail system.

SHIFT²RAIL will not only maintain and possibly improve the competitiveness of EU industry against growing competition from Asia. The initiative, supported by railway product suppliers, transport opera-tors and railway institutions will overcome some of the present deficiencies of the EU rail market, namely: fragmentation of pro-duction, low collaboration and partnership among the rail industry, different operating procedures among railway undertakings, low standardization, and low efficiency. A good example of EU-driven innovation that brought great benefit to EU rail sector is the ERTMS project.

The European rail industry is at a turning point of its history. While European com-panies have built up a global presence, they increasingly face competition from suppli-ers from other countries (for example Chi-na, Japan, South Korea). At the same time, the EU’s transport sector faces considerable challenges, as highlighted in the European Commission’s 2011 White Paper on the


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The growth markets of the recent past – essentially, countries in the Asia and Pacific region – will continue to play a strong role. Rapid growth in the past has firmly established this region as a main pillar of the global rail supply market.

Figure 3: Future development in the global rail supply market [EUR m]1 However, as the significance and advantages of rail transportation attain greater prominence in other countries, more fast-growing markets for rail supply are now emerging too. Latin America (particularly Brazil), the Middle East and parts of Africa are the stand-out regions on this score, as shown in figure 4.

Figure 4: Regional growth rates in the rail supply market [CAGR 2015-2017 compared to 2009-2011]2 The new UNIFE study therefore concludes that the rail supply market will continue to experience robust demand as mature regions such as Western Europe and NAFTA are flanked by continued progress in the maturing Asia and Pacific region and further supplemented by additional emerging markets in Latin America and the Middle East. 1 Compound annual growth rate 2015-2017 compared to 2009-2011 2 Percentage figures are average of a +/- 0.5 percentage point range

Infrastructure

Rail control

RollingstockServices

Integratedprojects

Total marketvolume

169,930

817

14,351

34,320

54,791

65,651

145,809

687

12,037

30,220

47,705

55,158

2009 -2011

2015 -2017

Regional market breakdown [EUR m] Breakdown by market segments [EUR m]

2.6%

2.9%

3.0%

2.1%

2.3%

2.9%

CAGR1)

2015-2017

12,0419,114

7,116

2009-2011

145,809

169,930

46,991

45,608

29,229

19,832

41,839

40,822

24,766

17,63610,275

5,7254,745

CIS

Eastern EuropeAfrica & Middle EastRest of Americas Western Europe

Asia & PacificNAFTA Rounding differences apply

2.8%

NAFTA

7.0%

Rest ofAmericas

8.1%

Africa &Middle East

1.9%

Asia &Pacific

2.0%

CIS2.0%

Western Europe

2.7%

Eastern Europe

2.6%

World railsupply market

Future development in the global rail supply market [EUR m]

Source: UNIFE’s World Rail Market Study 2012

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ated based on mutual agreement.While transport sector reforms covering

all transport modes have been started, they are far from complete. Most countries are gradually aligning with EU transport stand-ards. A high level of transport safety, secu-rity and social standards is crucial for closer integration of the partner countries in the EU’s transport system.

The potential of rail transport could be further exploited through higher interop-erability with the EU’s rail systems. The smooth travel of people and flow of goods between the EU and partner countries is challenged by bottlenecks in infrastruc-ture. The EU and partner countries are cooperating on infrastructure planning to ensure connections between transport networks. Transport sector reforms should have ensured greater approximation to EU transport standards. The partner countries should be able to demonstrate improved track records in road safety, as well as con-crete steps in improving rail interoperabil-ity with the EU. Transport links with the EU should have improved through better planning of networks and work on priority

the eastern Partnership, a mobility-favourable policy

The main goal of the Eastern Partnership is to create the conditions to accelerate political association and deepen economic integration between the EU and the Eastern European partner countries: the Republic of Armenia, the Republic of Azerbaijan, the Republic of Belarus, Georgia, the Republic of Moldova and Ukraine. Last year, the European Commission initiated a project, more precisely a roadmap aimed at providing guidelines on the activity carried out in view of the next reunion of the members of the Eastern Partnership due to take place in autumn 2013.

t he Roadmap will be accompanied by additional funding under the “more for more” principle. A new

programme called EaPIC (the Eastern Partnership Integration and Cooperation) is being set up, with an indicative allocation of EUR 130 Million for 2012-13. This is in addition to the 2010-13 EU commitment to the Eastern European partners worth EUR 1.9 Billion.

The EU has signed protocols with the Republic of Moldova and Ukraine, which provide the legal basis for their participa-tion in the EU programmes that are open to European Neighbourhood Policy (ENP) partners. The Republic of Moldova has been associated to the 7th EU Framework Programme for Research and Technologi-cal Development since January 2012.

The EU promises to facilitate partner countries’ participation in the work of EU agencies and the EU programmes which are open to them on the basis of the relevant Communication of the Commission. By the end of 2013, protocols allowing further Eastern Partnership countries to participate in EU programmes will have been negoti-

infrastructure projects that help to connect the partner countries with the Trans-Euro-pean transport network.

The EU has launched a range of flagship initiatives since the creation of the Eastern Partnership which are regularly discussed within the relevant multilateral Platform. An assessment of them will be conducted during 2012-13 and the EU will reflect on possible new flagship initiatives in the run up to the next Eastern Partnership Summit, in the framework of programming for the 2014-2020 programming period to be im-plemented from 2014.

Восточное партнёрство - политика, направленная на обеспечение мобильности

Основной целью Восточного партнерства является создание условий для ускорения политического партнерства и углубления экономической интеграции между ЕС и странами-партнерами Восточной Европы : Армения, Азербайджан, Беларусь, Грузия, Республика Молдова и Украина. Европейская комиссия в прошлом году инициировала проект, точнее дорожную карту для определения основных принципов работы с перспективы следующего заседания членов Восточного партнерства, которое пройдет осенью 2013 года. Основной целью Восточного партнерства является создание условий для ускорения политического партнерства и углубления экономической интеграции между ЕС и странами-партнерами Восточной Европы.

[ by Elena Ilie ]


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tributions will be made either as shares or equity in the rolling stock companies and terminals (TransContainer, Kedentrans-service, Kaztransservice etc.), including transport and logistics operators (such as RZD Logistics). Moreover, container trans-port wagons, and the properties of freight terminals necessary for railway activities could also be involved: Zabaykalsk (Rus-sia), Dostyk and Altynkol (Kazahstan) and Brest-Severny (Belarus).

The properties transferred as payment for shares in ITLC will be paid according to the market price as established by an independent evaluator. The national rail-way companies in the three countries will receive additional revenues from using the infrastructure and dividends from their activity within ITLC. The shareholders will manage the company based on parity and ITLC will receive full support for its charging and customs policies. It will also stimulate the implementation of univer-sal standards in the transport and logistics services, the transport technology and the payment systems within the Common Eco-nomic Space. All these characteristics will help increase the attractiveness of the serv-ices provided by freight operators and will consolidate RZD’s position within ITCL”,

Integrated Transport & Logistics Company, a stimulus for increasing freight traffic and forming consolidated infrastructure

The development of the Customs Union and of the Common Economic Space (CES) between Russia, Kazakhstan and Belarus have determined the three countries to form the common transport and logistics operator, an initiative considered as attractiveness growth factor of Eurasia’s transit potential and a stimulus for railway companies to accelerate the introduction of a single approach in the freight transport system.

A t the end of June, the railway com-panies in Russia, Belarus and Ka-zakhstan signed the agreement on

the set-up of the common transport and logistics company (Integrated Transport & Logistics Company-ITLC) that will provide container transport services in the Common Economic Space. “The main ob-jective in creating the common company for transport and logistics in CES is to de-velop the transport corridor from Asia to Europe via Kazakhstan, Russia and Belarus. The extension of container transport will have a positive impact over the three coun-tries”, declared Salman Babayev, RZD Vice-President for Commercial Activity of RZD.

At present, ITLC is one of the real projects in the business sector of CES and the only one to consolidate the infrastructure activ-ity. The set-up of the company will facilitate the formation of an infrastructure platform to implement other large projects which have a positive impact over the economy of the space, while investments in the new company will serve the transport invest-ments of the member states of the Customs Union and of the neighbouring countries.

As initially estimated, ITLC is set-up as a joint-stock company and, after the govern-ment gives its approval, social capital con-

declared Vadim Morozov, Russian Railways First Vice President.

As regards the Russian side, “the author-ized transferred capital is estimated at USD 980 Million”, said RZD President Vladimir Yakunin. The project is encouraged by the members of the Russian Government who said that they support the idea of the 50% transfer (+2) shares from the capital of TransContainer, to the common company. Belarus and Kazakhstan will supply part of the frontier terminals and the remainder will be completed by cash.

According to the business plan, the esti-mated freight volume of ITLC will exceed 4 million TEUs up to 2020, and additional incomes for national companies for the use of infrastructure will amount to USD 1.6 Billion. Moreover, the contribution to the GDP of the CES countries will amount to USD 11.3 Billion (up to 2020) by around 5 Billion from Russia, 5.3 Billion by Kaza-khstan and 1 Billion by Belarus.

оператор единого экономического пространства- стимул для увеличения объема грузовых перевозок и создания консолидированной инфраструктуры

В конце июня, железнодорожные компаний России, Белоруссии и Казахстана подписали соглашение о создании общей транспортно-логистической компании (Integrated Trans-port & Logistics Company-ITLC), которая будет предоставлять услуги доставки контейнерных грузов на территории Единого экономического пространства. Создание компании будет способствовать формированию платформы для инфраструктуры, в целях реализации других крупных проектов, которые оказывают положительное влияние на экономику пространства, в то время, как инвестиции в новую компанию будут отвечать транспортным потребностям государств-членов Таможенного союза и соседних стран.

Assessment of amounts of import customs duties in the Customs Union

[ by Pamela Luică ]

MArKet deVeloPMent

Assessment of amounts of import customs dutiesin the Customs Union

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Source: The Federal Customs Service of Russia, „Customs Union of the Republic of Belarus, Republic of Kazakhstan and Russian Federation” (2012)

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field consider that the new bridge, which is only the second bridge built on this Dan-ube sector common for the two countries, will also ensure a better integration of the Bulgarian road and railway transport net-works into the pan-European transport networks – connecting Germany to Greece and Turkey.

For the moment, no railway traffic is performed on the new bridge. One of the reasons would be that after crossing from Bulgaria in Romania, the electric trains become useless since the section between Calafat and Craiova is not yet electrified. Subsequently, the transporters have to re-place electric trains by diesel trains, which increases the price of transport services.

The railway track on the Calafat-Craiova section, a part of the pan-European Corri-dor IV- southern branch, is not yet electri-fied but will be in 2020, when the first phase of rehabilitation and electrification works is estimated to be completed. At present, the feasibility study for this first phase is be-ing completed. The estimated value of the works for the first phase amounts to EUR 500 Million. In the second phase to be car-ried out after 2020, works are foreseen for the purpose of doubling the railway line on the mentioned sector. According to the es-timates provided in the Financing Memo-randum of the project, the bridge should be crossed by 8,400 vehicles and 30 trains a day by 2030.

The Bulgarian authorities have expressed several times the wish to build another two bridges across the Danube, one between Bechet and Oreahovo and another one be-tween Silistra and Călăraşi.

By the middle of June, on the 470-kil-ometer section of the Danube which rep-resents the Bulgarian-Romanian border, a single bridge was operational between Ruse and Giurgiu. The latter could be closed in the future for rehabilitation works, but for the moment there is no official data to con-firm it.

We cannot neglect the regional role of the bridge, namely that of connecting south-western

Romania to north-western Bulgaria, EU member states, through a modern and fast connection. The total cost for the new bridge with an approximate length of 2 km amounted to EUR 236 Million, the EU contribution reaching EUR 70 Million. Out of the total amount, the Romanian state invested EUR 48 Million, among which we can also mention ISPA pre-ac-cession funds.

Romania and Bulgaria signed the agree-ment for the construction of Calafat-Vidin Bridge in March 2000, but works have been delayed because of poor financing. Even if it was inaugurated two years later than the es-timate date, namely in 2011, it is estimated that the new bridge across the Danube, in-tended for the road-railway traffic, will en-sure a vital connection on a highly impor-tant route in the Trans-European Transport Network (TEN-T).

After many delays and controversies calafat-Vidin bridge has been inaugurated

The construction of this bridge creates favourable conditions for promoting the combined transport by applying the envi-ronment-friendly river-road-rail logistical solutions.

Calafat-Vidin Bridge will facilitate the de-velopment of the long-distance traffic and trade between South-Eastern Europe, Tur-key and Central Europe. In 2012, EU ex-ports to Turkey reached a total of EUR 75 Billion, while the EU states imported from this country merchandise worth of over EUR 47 Billion.

Before the construction of this bridge, regular journeys were performed by ferry-boat between Vidin, Bulgaria, and Calafat, Romania. However, this service could not meet transport needs between Bulgaria, Romania and the countries located on this route.

One of the main objectives of this project consisted of the reestablishment of the cross-border railway connection between Bulgaria and Romania. The specialists in the

Calafat-Vidin Bridge, inaugurated on middle of July, is the second bridge between Romania and Bulgaria, after Giurgiu-Ruse Bridge. The new bridge linking Calafat (Romania) and Vidin (Bulgaria) also benefits from railway crossing, being a part of the pan-European Corridor IV.

Considering the acute lack of fast crossings across the Danube, the construction of the Vidin-Calafat Bridge mainly aimed at facilitating the combined road and railway transport on the southern branch of the pan-European Corridor IV, located on the Dresden – Prague – Vienna – Budapest – Arad – Craiova – Sofia – Thessaloniki – Istanbul axis, as well as at the faster interconnection of transport axes in the South-Eastern Europe to great European transport corridors.

[ by Elena Ilie ]

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habilitated and operational, the intention to initiate their modernisation can only make us happy after many years during which these important bridges have suffered from the lack of funds for serious investments.

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После многочисленных задержек и споров, мост калафат - Видин был открыт

Мост Калафат - Видин, открытый в середине июня, является вторым мостом между Румынией и Болгарией после моста Джурджу - Русе. Новый мост, связывающий Калафат (Румыния) и Видин (Болгария), также содержит железнодорожное сообщение, являясь частью Общеевропейского транспортного коридора IV.

Учитывая острую нехватку ускоренного пересечения через Дунай, основной целью строительства моста Видин-Калафат является содействие комбинированному транспорту на автомобиле и по железной дороге в южной части Общеевропейского транспортного коридора IV, расположенного на оси Дрезден - Прага - Вена - Будапешт - Арад - Крайова - София - Салоники - Стамбул, а также ускоренное соединение транспортных осей Юго-Восточной Европы с основными европейскими транспортными коридорами. Мы не можем, однако, пренебрегать региональной ролью моста. Он соединяет юго-запад Румынии и северо-запад Болгарии в современном и ускоренном режиме. Обе страны являются членами Европейского союза.

newer bridges will be rehabilitated, old bridges will become operational again

Another important objective to be initiat-ed aims at rehabilitating the Danube bridges Cernavodă (with a length of 1.5 km) and Feteşti (970 meters), the one that crosses Borcea branch. The value of the investment was estimated to EUR 54 Million. The Gov-ernment Decision related to this objective has been approved and at present the financ-ing application is being prepared for the ob-taining of European funds. The deadline for offer or participation application submis-sion is the first part of September. In case the project will be executed under normal conditions, the two bridges would become operational in the second quarter of 2015. The financing will be ensured from the Eu-ropean Cohesion Funds and from the state budget.

Commissioned in 1987, the two bridges of Cernavodă and Feteşti have overtaken the railway flow which was executed by then on the bridges inaugurated in 1895 and built by the engineer Anghel Saligny. However, with the passage of time, the degradation of Cernavodă and Feteşti bridges became more and more accentuated due to the lack of the funds necessary for maintenance, so that the running speed on the bridges is now limited to 15 km/hour.

True engineering jewels and at the same

time historical monuments, the Danube bridges inaugurated in 1895 by the engi-neer Anghel Saligny could be recommis-sioned once the modernisation works begin for their younger “sisters”, Cernavodă and Feteşti.

“Under the circumstances, in order to maintain normal conditions for the execu-tion of the railway traffic, the old bridges (Anghel Saligny) shall be commissioned for the period of execution of works to the new bridges”, mentions the participation an-nouncement issued by the National Railway Company, CFR SA, in the middle of July.

Even though it will take a while before we could see the Danube bridges completely re-


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raise the port facilities to a necessary capac-ity, create a new selection scheme of the in-vestment projects and provide a impulse for higher standard service optimization.

Moreover, according to the Russian Rail-way Institute (IERT), until 2030, the exter-nal merchandise exchange transported by the company to, and from Russia’s ports, will grow 3.3 times in the western basin, 3 times in the southern basin and 3.8 times in the far-eastern basin.

Also until 2030, the north-western basin will become the main maritime gate for the hydrocarbon exports, Russian minerals and container-shipped goods. The document states that the highest growth capacity will be provided through the development of the north-western and far-eastern mari-time ports, but also through the construc-tion of new ports and the development of the infrastructure in the arctic sphere of the Russian territory. As for the southern basin, it will remain Russia’s biggest maritime point for merchandise transfer; here are planned to be transferred 95% of the bulk goods, 66% RO-RO and 41% of the general merchandise of the country. In accordance with the prognosis regarding the container traffic, the southern basin will give in the

russia prepares maritime port infrastructure to respond to freight volume growth

In Russia, the total volume of merchandise is estimated to over 1 billion tonnes until 2030.All the northern, north-western, southern and far-eastern ports, will register growth.The authorities are about to approve the Port Infrastructure Development Strategy for 2030.

t he development of a competitive infrastructure in the maritime ports and the provision of a complex of

port-related services, that respond to the economic demands concerning transport and trade, a modern strategic approach and the use of the best practices, are a few of the objectives of the new Russian Port Infra-structure Development Strategy for 2030.

The Strategy was developed by “Rosmor-port”, the federal company in charge with port-related issues, being afterwards ap-proved by the Maritime Council (end of 2012), and currently, it could be adopted by the executive authorities. “The Strategy is to be approved and announced officially. The growth of ports capacity represents the main goal of the Strategy”, Igor Levit, the general director of FSUE “Rosmorport”, declared.

In accordance with the Port Infrastruc-ture Development Strategy, that takes into account the economic tendency and the projects of shippers, until 2030, the volume of merchandise within Russian ports is esti-mated to rise to 1.3 billion tonnes, a fact that poses serious challenges for the federation, especially in terms of infrastructure. To re-spond to this necessity, the Strategy aims to

container-shipped goods to the other mari-time regions, as for the level of the hydro-carbon exports, it will be comparable with the northern basin.

The far-eastern maritime ports will ensure the traffic of resources, represented by min-erals, raw materials and wood, that will also be transported through the eastern-western corridor (dedicated to the containers). In this region, the main challenge remains the transfer capacity of the railways.

In 2030, the activity of the northern ports will be concentrated on the transfer of the hydrocarbon extracts (resources from the arctic territory), as well as wood and min-eral resources from the northern part of Russia. Here, the main challenge was repre-sented by the development of the necessary infrastructure in the arctic regions.

Therefore, all the investment projects must be harmonized with the common is-sues regarding port infrastructure develop-ment, as the financing models used for their implementation imply different investment schemes: state-financing, the non-budget-ary financing (including the fixed-assets of private investors), credit-financing, or fi-nancing through joint companies.

Россия готовит свою портовую инфраструктуру для удовлетворения спроса, связанного с растущими объемами

Согласно Стратегии развития портовой инфраструктуры на 2030 год, которая учитывает экономические тенденции и проекты грузовых перевозчиков, грузооборот портов России, по оценкам, увеличится на 1,3 млрд. тонн к 2030 году, что представляет реальный вызов для страны, особенно в плане инфраструктуры. Для того, чтобы удовлетворить эту потребность, стратегия направлена на повышение пропускной способности портов необходимыми средствами, на разработку новой схемы отбора инвестиционных проектов и на оптимизацию услуг и их приведение к более высоким стандартам.

The total amount of cargo transshipment in the seaports of the Russian Federation in 2030 under scenarios is estimated

in volumes of 0.8 to 1.3 billion tons.


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Cargo base forecastWill the demand for transhipment be satisfied?

The total amount of cargo transshipment in the seaports of the Russian Federation in 2030 under scenarios is estimated in volumes of 0.8 to 1.3 billion tons.

In the conservative development scenario the inertial input of capacities as a whole will cover cargo base, however consideration by separate cargo in section of separate basins is important.

0

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Фактические объемы грузооборота морских портов, Морцентр – ТЭК

Умеренно - оптимистический сценарий, прогноз Стратегии

Консервативный сценарий, прогноз Стратегии

Прогноз гру зооборота морских портов России по инновационному варианту, Транспортная стратегия 2030, ФЦП "Развитие транспортной системы России (2010-2015 годы)", подпрограмма "Морской транспорт"

Фактическая мощность перегрузочных комплексов в морских портах России, оценка АНХ по данным пресс-службы Минтранса России

Прогнозные мощности морских портов России, ФЦП "Развитие транспортной системы России (2010-2015 годы)" (до корректировки)

Forecast for capacities commissioning in accordance with the Federal Task Program “Development of the transport system of Russia (in 2010 - 2015)

Inertia trend of capacities commissioning

Actual volumes of sea ports turnover, Morcenter-TEK

Mid-Optimistic scenario, Strategy forecast

Conservative scenario, Strategy forecast

Turnover forecast for the sea ports of Russia under innovative variant, Transport strategy 2030, FTP “Development of the transport system of Russia (2010-2015)

Actual capacity of the transfer complexes in the sea ports of Russia, ANH evaluation acc. to the data of the press-service of the Ministry of Transports

Forecast capacities of the sea ports of Russia, FTP “Development of the Russian transport system of Russia (2010-2015)

Source: FSUE «Rosmorport», Port infrastructure development in Russia, 2011

Vossloh Cogifer is one of the world’s leading providers of state-of-the-art switch and track monitoring systems for high-speed, conventional and urban lines. Our products are characterised by low life-cycle costs, a high degree of cost-effectiveness as well as maximum safety even under extreme conditions. We therefore make a key contribution to keeping people and freight mobile.

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Factors Determining Private Port Investments

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Factors Determining Private Port Investments

Private Port Investments

CapitalManpowerLand Area

Market Environment

Resource Availability & Cost

Demand for ServicesCompetition

Political StabilityLaws and Regulations

Planning Certainty

Revenues

Regulation of TariffsDevelopment of PricesImproved by new Port

Law

Ukrainian Port Reform – Changes faced by a Terminal Operator – © HPC Hamburg Port Consulting GmbH

pact on the environment.“The maritime industry needs a radical

modernization and introduction of new technologies. We are waiting for investors who will involve in industry, who will bring a new approach in project implementation, a fact that will allow us to maintain the port competitiveness as global logistics hubs, within the international transport corridors.

The industry development needs mas-sive investments that can be assured only through PPP, with strategic investors that already operate the Ukrainian ports. Mean-while, the government will continue to de-velop the legal frameworks and will provide the stability of the specific business sphere”, Aleksandr Vilkul, the Deputy Prime-Minis-ter of Ukraine declared.

A new method launched by this strategy implies the definition of each port’s speciali-zation and its development on the named segment, a fact that will sustain the invest-ment projects, through which the lessee will assure the quality of the development grade and the increase of competitiveness, taking into account the port benefits. The speciali-zation of ports will be determined through different criteria that rely upon the types of handled goods, the territorial proximity in comparison with the delivered raw materi-als, production capacities, the existing infra-structure and the availability of the areas that are considered for development.

“The Maritime Port Authority will coor-

Ukraine: the new port strategy enables the investment attraction of eur 2.5 billion

Through its Black Sea opening, Ukraine benefits from its ports, the most important ones being Odessa, Illichivsk and Yuzhny, located in the North-Western part of the Sea, as well as the Mariuipol Port (Azov Sea). Thesefour ports serve about 70% of the total volume of goods handled in the Ukrainian ports. In order to encourage the development of the transport sector, in July, the Ukrainian Government adopted the “SeaPorts Development Strategy until 2038”, a document that aims to significantly raise the volume of goods, develop the infrastructure and attract a big number of investors.

F or the implementation of the “Law on SeaPorts”, the Ukrainian Ministry of Infrastructure elaborated the “Sea-

Ports Development Strategy until 2038”, a document approved by the Government in July 2013. The document aims to establish the main guidelines regarding the port and industry development for the next 25 years, and moreover, the programme is based on a new approach for the identification of each port’s specialization, the development of ports infrastructure and activity. For the first time, the Programme establishes the plan-ning of short term projects (over 5 years), medium term projects (over 10 years) and long term projects (over 25 years), that will be implemented according to the terminal development projects and also, according to the projects developed by the companies whose raw materials and goods assure the import-export operations and are handled in ports.

The main directions and goals are based on 6 criteria, among which states the com-petitiveness growth, the provision of an ad-equate maintenance, the efficient manage-ment and the use of strategic assets of port infrastructure, the attraction of long-term private investments aimed to develop the port infrastructure, the creation of a fruit-ful background for economic activities and equal access to services, the provision of safety regarding the port activities and infra-structure, the reduction of the negative im-

dinate the development of each port indi-vidually, meantime, the port administra-tion must enrol as a guarantor of investors equal access to port infrastructure”, declared Yuriy Vaskov, Head of Ukrainian Sea Ports Authority,he new state company recently es-tablished in conformity with the Law on Sea Ports- declared.On long term, the strategy will determine the growth of goods volume to 210 million tonnes per year, the attraction of foreign investments in order to develop the infrastructure, estimated to UAH 26 Bil-lion (EUR 2.45 Million), the optimization of processing capacity to no less than 250 million tonnes per year, the assurance of an efficient infrastructure development and the growth of port efficiency to 80 %.

According to the press, the main risks, men-tioned in the document, state in the growth of external competition (Romanian, Bulgar-ian, Turkish and Baltic ports), the re-direct-ing of goods to other types of transport and the decrease of the demand for the Ukrain-ian exporters’ products.

The Strategy will be implemented by the investors, through bank credits, by the com-panies involved in this specific domain-relat-ed activity, Maritime Port Authority, the rail-way companies and railway operators, as the Strategy’s concept is based on transport in-dustry development, as part of a sole Ukrain-ian logistics centre, as mentioned by Volody-myr Kozak, the Ministry of Infrastructure.

Source: Ukrainian Port Reform – Changes faced by a Terminal Operator – © HPC Hamburg Port Consulting GmbH, Klaus Schmöcker, President HPC Ukraine, 2013

украина: новая стратегия портов способствует привлечению инвестиций на сумму 2,5 млрд. евро

Для поощрения развития транспортного сектора, в июле месяце украинское правительство приняло «Стратегию развития портов до 2038 года». Документ предлагает значительное увеличение объема грузов, развитие инфраструктуры и привлечение большего числа инвесторов. Данный документ определяет руководящие направления по развитию порта и промышленности на ближайшие 25 лет. Программа основана на новом подходе к определению специализации каждого порта.


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multiplication of actors, increased recourse to subcontractors and more frequent mar-ket entries. In this context of higher com-plexity, rail safety is critically dependent on the interaction between all players, namely railway undertakings, infrastructure manag-ers, the railway industry and safety authori-ties. Safety legislation should take account of these developments and put in place appropriate information, management and emergency procedures and tools”, states a report of the Committee for Transport and Tourism within the European Parliament, published in June 2013.

Given the subsisting differences between safety requirements, which affect the opti-mal functioning of rail transport in the Un-ion, it is of particular importance to contin-ue the process of harmonising operational and safety rules as well as the rules on the investigation of accidents, the same report mentions.

Safety is critically dependent on the inter-action between rail infrastructure, opera-tions, manufacturers and safety authorities. Thus, appropriate tools should be used and developed in order to ensure and develop safety.

The intensity of cooperation between manufacturers, maintenance suppliers and railway undertakings has decreased over past decades. Therefore, it is necessary to harmonise the minimum maintenance in-tervals and quality requirements to ensure the safety of the entire rail system.

The Commission proposal has been called “revolutionary”. The Commission does in fact wish to do away with the authorisation for placing in service, retaining only the no-tion of “placing on the market” and leaving the railway undertaking (RU) responsible for the placing in service and running of the train. The measure is, of course, beneficial

[ by Elena Ilie ]

sion of the European Union. The authorisa-tion for placing vehicles in service is issued by each national safety authority (NSA) on its national territory. There are major dif-ferences in how these authorities conduct the vehicle authorisation and safety certifi-cation procedures, and the procedures are often long and expensive. Available figures show that the costs of authorisation pro-cedures can be up to 10% of the cost of locomotives by country. If these are used in three member states, the total costs can reach around 30%.

“The railway environment in the Euro-pean Union has been undergoing profound changes, triggered inter alia by the three Un-ion Railway Packages adopted since the ear-ly 1990s. The gradual creation of the single European railway area is characterised by a

in order to continue efforts to establish a single market for rail transport serv-ices, it is necessary to establish a com-

mon regulatory framework for railway safe-ty. Member States have until now developed their safety rules and standards mainly on national lines, based on national technical and operational concepts. Simultaneously, differences in principles, approach and cul-ture have made it difficult to break through the technical barriers and establish interna-tional transport operations.

The simplification of procedures and technical harmonisation are prerequisites for the creation of a single European railway area and opening up competition in the sec-tor. Interoperability is also a sine qua non for improving cross-border rail transport, which is essential for the territorial cohe-

interoperability, still a “hot” topic

According to the European Commission, at the moment, there are over 11,000 national technical and security norms in the European Union. The European Railway Agency (ERA) currently has a regulatory responsibility being tasked with drafting the minimum interoperability standards in order to reduce this multitude of national norms and to permit the safe and seamless traffic of trains. The European Union has to contribute to creating and developing the Trans-European transport networks. In order to meet these objectives, the Union has to take all necessary measures to ensure the interoperability of networks especially in the harmonisation of technical standards. 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 facilitate, 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 operation of the rail system within the Union.


Passenger transport modal split

0%

20%

40%

60%

80%

100%

Lithu

ania

Icelan

d

Norway

United

King

dom

The N

etherl

ands

Sloven

ia

Poland

Portug

al

German

y

Finlan

d

Luxe

mbourg

France

Irelan

d

Sweden Ita

ly

Switzerl

and

Cyprus

Greece

Latvi

aSpa

in

Denmark

Estonia

Austria

Belgium

Roman

iaMalt

a

Czech

Rep

ublic

Bulgari

a

Slovak

ia

Hunga

ry

Turkey

Bus %Rail %Car %

Source: http://epp.eurostat.ec.europa.eu

28


operators, entities responsible with the maintenance of rolling stock, suppliers of railway products and equipments and na-tional railway safety authorities.

In order to solve partially if not totally the problems related to the authorisation of roll-ing stock, its placing in operation and implic-itly interoperability, the responsible depart-ments of the European Commission created since 2011 a Task Force bringing together all those concerned in order to analyse the problems encountered by the stakeholders during the authorisation process and iden-tify areas for further improvement.

The Task Force identified three types of problems: the European rail legislation is not always properly applied, the European rail legislation is not always correctly un-derstood and the EU rail legislation can be improved. Therefore, in addition to closer monitoring of the implementation of EU rail legislation and wider dissemination and training activities, a revision of the EU proc-ess for the placing in service of vehicles is needed. This issue is addressed by the Com-mission in its fourth package proposals. As the Commission says, the Fourth Package could set the grounds for real interoperabil-ity in the European railway network.

and will definitely increase railway safety and interoperability.

Another innovation is that the Commis-sion wishes to give the Agency “operation-al” responsibility in addition to its “norma-tive” responsibility: it would be the Agency that issued the “placing on the market au-thorisations” after collecting the certificates proving that the stock is in conformity.

According to the proposals for the recast of the Directive on railway safety, national rules, which are often based on national technical standards, are gradually being replaced by rules based on common stand-ards, established by Common safety targets - CSTs, Common Safety Methods - CSMs and technical specifications for interoper-ability (TSIs). In order to eliminate the obstacles to interoperability, the amount of national rules should be reduced as a consequence of extending the scope of the TSIs to the whole Union’s rail system and of closing open points in the TSIs. For this purpose the Member States should keep their system of national rules updated, de-lete obsolete rules and thereof inform the

Взаимная совместимость - «горячая» тема на длительный период

По данным Европейской комиссии, в настоящее время Европейский союз насчитывает более 11. 000 технических регламентов и нормативов в сфере национальной безопасности. Европейское железнодорожное агентство (ERA) в настоящее время имеет нормативную ответственность с задачей составления минимальных стандартов для обеспечения взаимной совместимости в целях сокращения множества национальных правил и обеспечения безопасного и бесперебойного движения поездов. Европейский союз должен внести вклад в создание и развитие трансъевропейских сетей в транспортном секторе. Для достижения этих целей, Союз принимает все необходимые меры для обеспечения взаимодействия между сетями, особенно в области технического нормирования и стандартизации. Стремление к взаимодействию систем железнодорожного транспорта в рамках Союза должно привести к определению оптимального уровня технического согласования, способствующего поддерживанию, совершенствованию и развитию международных железнодорожных транспортных услуг в рамках Европейского Союза и с третьими странами. Данный факт также должен внести свой вклад в постепенное создание внутреннего рынка оборудования и услуг для активизации деятельности, модернизации и эксплуатации железнодорожной системы в рамках Союза.

Commission and the European Railway Agency.

The revision of the Railway Safety Direc-tive is also an opportunity to adapt the text to take into account the evolution of the railway market where new professional ac-tors or entities have been created. Extreme-ly negative and unsought experiences from severe railway accidents show that these ac-tors may assume important responsibilities in matter of safety. In the past, the vertically integrated railway undertakings were able to control internally the quality of all process-es, such as the maintenance of rolling stock or loading operations. The present trend of outsourcing activities or services is leading to the emergence of new actors subject to increasing economic and financial pressure, while internal control is decreasing, as well as the overall quality of the railway market. This may have consequences for safety, un-less a new way of monitoring is established, through contractual or other arrangements, to ensure that risk control measures are duly implemented by all relevant players: infrastructure managers, railway transport


Source: europa.eu

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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]

Tradition and Innovation

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

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economic impacts of rising urban transport volumes. Governments must think beyond individual technologies and electoral cy-cles, and consider how to build – and how to renew – cities that will accommodate and transport nearly 6.3 billion people by 2050. We must plan infrastructure, logistics and energy systems now that make sense today and over the coming decades,” said IEA Ex-ecutive Director Maria van der Hoeven.

Policies and financing, the main factors for building-up transport markets

Policies play an important role in build-ing-up the transport market and can direct the mobility decisions in favour of the transport modes which are not energy-efficient. Subsidies for fuel, the prioritisa-tion of road infrastructure funds and de-velopment stimulants can encourage the markets in favour of motorized transport. The lack of information on travel options and the poor quality transport services have similar results.

In order to avoid failure in guiding trans-port markets, IEA recommends several policies which include policies on the de-mands (such as congestion and road tolls), regulatory policies (such as parking re-

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13POLICY PATHWAY A TALE OF RENEWED CITIES

Box 1 Modelling urban transport – why technology is not enough

The global urban population is increasing rapidly, and with it, urban travel demand is growing. Between 2000 and 2010, the world’s urban population increased by roughly 650 million people (UNDESA, 2011), and the IEA estimates that urban passenger travel increased by nearly 3 trillion annual passenger kilometres during the same period.

By 2050, an estimated 70% of the global population (or 6.3 billion people) will live in an urban area (UNDESA, 2011). The IEA expects that global urban passenger mobility under a business-as-usual scenario will more than double by 2050 and increase as much as ten-fold between 2010 and 2050 in rapidly urbanising, fast-growing regions, such as Southeast Asia, South Asia and the Middle East. This growth means that global annual urban transport energy consumption under

a business-as-usual scenario is expected to increase more than 80% over 2010 levels by 2050, despite expected vehicle technology and fuel-economy improvements.

As cities grow, urban mobility and urban transport energy consumption and emissions will become a bigger challenge. The IEA expects annual global urban transport emissions to more than double to nearly 1 billion annual tonnes of CO2 eq. by 2025, and 90% of growth in urban transport emissions will come from private motorised travel.

Vehicle and fuel technology improvements have a significant potential to reduce transport sector energy emissions to 2050. However, those improvements alone will not be enough to reach the 2°C Scenario (2DS) objectives by 2050,1

1. The 2°C Scenario (2DS), outlined in the IEA Energy Technology Perspectives 2012, describes an energy system consistent with an emissions trajectory that recent climate science research indicates would give an 80% chance of limiting average global temperature increase to 2 degrees Celsius.

0

1.5

3

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7.5

9

2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050

Trill

ion

sa

nn

ua

lpa

sse

ng

er

kilo

me

tre

s

OECD North America

OECD Europe

OECD Pacific

Russia

China

India

Middle East

Latin America

Africa

Figure 1 Expected urban private motorised travel (in passenger kilometres)

Source: unless otherwise indicated, �gures and tables in this document are from IEA data and analysis.Source: IEA

strictions) and policies on offers/delivery (such as the extension of public transport infrastructure). Apart from these meas-ures, the authorities have to eliminate the subsidies dedicated to private motorised mobility (those for fuel) and to set charg-ing systems to reflect a wide range of the external costs of vehicles and fuels. .

Financial constraints manifest themselves because high upfront development and implementation costs are often required for transport infrastructure, travel demand management tools (for example, congestion pricing) and energy efficiency programmes (for example, subsidies for alternative vehi-cle technologies). These activities can also require long-term funding streams for op-erations and maintenance. Finding the right financing mechanism, therefore, is critical to the success of implementing transport system improvements.

Transport projects have been financed through public funds coming either from general fees or from specific revenues and the public sector has sustained the financ-ing and investment risks for the respective projects. Moreover, the financial banks and institutions have had a key role in the financ-ing and development of the transport sec-tor. “Historically, financing has mainly been granted to the projects for the construction

Expected urban private motorised travel (in passenger kilometres)Freight and passenger traffic increases constantly, especially in emerging economies. As of 2000, it has re-

corded an average growth of 4% per year. The global outcome was that the energy used in the transport system has increased by 30% in the past ten years which has also increased emissions by 2 billion tonnes/year, 90% of this figure coming from in-dividual motorized transport, shows the latest report of the International Energy Agency (IEA), “A Tale of Renewed Cities” (published in July 2013), a report support-ed by EBRD.

The report analyses three case studies – Belgrade, Seoul and New York – and shows the way in which these cities have already improved their transport systems.

At the moment, the global transport sec-tor represents half the oil consumption and around 20% of the energy consumption, 40% of which is used only in public trans-port.

According to the IEA estimates, “the en-ergy used in public transport could double by 2050 despite the evolution of vehicle technologies and fuel consumption opti-misation. It is necessary to implement an energy efficiency policy in order to reduce the level of noise, pollution, congestion and the negative environmental and economic impacts,”, the agency states.

The policies oriented towards the energy-efficiency of urban transport systems could save around USD 70 Trillion by 2050 from costs with vehicles, fuels and transport in-frastructure.

“As the share of the world’s population liv-ing in cities grows to nearly 70% by 2050 and energy consumption for transport in cities is expected to double, the need for efficient, affordable, safe and high-capac-ity transport solutions will become more acute. Urgent steps to improve the efficien-cy of urban transport systems are needed not only for energy security reasons, but also to mitigate the numerous negative cli-mate, noise, air pollution, congestion and

international energy Agency supports public transport projects

Urbanisation continues to expand worldwide and the higher mobility demand affects the quality of life and the use of energy in the cities. In this context, urban transport systems will play a vital role in supporting economic development and in significantly reducing emissions. Globally, there are hundreds of cities that adopted measures for reducing motorised transport and for promoting sustainable mobility. These measures have resulted in the optimisation of transport efficiency and of passenger mobility, have reduced congestion and have improved air quality.

MArKet deVeloPMent


www.ivu.de/rail

IVU.rail INTEGRATED SOFTWARE FOR PLANNING AND DISPATCHING

IVU.rail. plan

Network planning

IVU. rail. plan

Timetable planning

IVU. rail. crew

Roster layout

IVU. rail. crew

Personnel dispatch

IVU.rail. crew

Payroll accounting

IVU. rail. plan

Duty scheduling

IVU.rail. vehicle

Track occupancy

IVU. rail. vehicle

Vehicle dispatch

IVU. rail. vehicle

Vehicle monitor

IVU. rail. plan

Vehicle working scheduling

Source: IEA

tions with clear rules on the tendering and the selection process, the complete disclo-sure of conditions before the tendering process so as to facilitate negotiations, de-tailed agreements on the responsibilities and risks, explicit rules on cancellation or compensation, regulations for setting the prices in order to ensure the revenues while stimulating new participants.

33

and maintenance of road infrastructure. But as the countries and the banks have be-come aware of the need for long-term solu-tions that were much more efficient for the mobility demand, the financing has been increased with the purpose of developing the non-road transport, including transit and non-motorised networks”, the report says. Thus, the governments have also de-veloped new financing sources for develop-ing the transport sector including revenues from road infrastructure charges, conges-tion, fees for parking and charges for devel-oper. Also, the governments have changed their financing instruments, such as interest growth (TIF bonds) so as to finance urban development and transport projects.

As answer to the pressure of public budg-ets and to the limiting of the capacity to collect public revenues, the authorities are heading to the private sector for the invest-ments necessary to transport projects. The participation of the private sector can be done through different types of agreements and PPPs, including PSC (public sector comparator) and BOT (build-operate-transfer) concepts.

The authorities can encourage private investments by implementing regulatory reforms in order to establish the transpar-ency in the norms and regulations which govern transport infrastructure and the PPP structure. This transparency includes the establishment of competitive acquisi-


На мировом уровне степень урбанизации продолжает расти, а повышение мобильности влияет на качество жизни и использование энергетических ресурсов в городах. В связи с этим, городские транспортные системы будут играть решающую роль в поддержке экономического развития и значительного сокращения выбросов. Политика и финансирование являются важными факторами в формировании рынка транспортных услуг, и они могут направлять решения транспортной сферы в пользу тех или иных видов транспорта, которые являются энергоэффективными или нет.

MArKet deVeloPMent

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14 POLICY PATHWAY A TALE OF RENEWED CITIES

without higher mitigation costs in transport and other economic sectors. An “avoid, shift and improve” approach is needed to reach a 2DS target (IEA, 2012b). Without reducing overall motorised travel (avoid) and shifting private motorised travel to more efficient modes (shift), a 2DS target is unlikely to be achieved (Figure 2).

Both developed and developing countries need to find solutions that respond to rising travel demand and its consequences for urban life and the urban economy. At a national level, energy

security, economic development and climate change will continue to play a significant role in policy and planning discussions, especially because energy prices and extreme climate events can have considerable impacts on economic growth and stability. Urban transport system efficiency, therefore, will play a key role in ensuring the energy-effective, safe, timely and environmentally sound movement of people and goods.

0

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2000 2005 2009 2015 2020 2025 2030 2035 2040 2045 2050

GtC

Oe

q2

6DS

Efficient vehicles

Low-carbon fuels

Shifts

Avoid

2DS

4DS

Figure 2 Global transport sector emissions under 6DS, 4DS and 2DS

Source: IEA, 2012b.

Both developed and developing cities require solutions that respond to rising travel

demand and the consequences of increasingly heavy vehicle traffic

on urban transport efficiency.

Expected urban private motorised travel (in passenger kilometres)

34


ERA and the European Commission strongly cooperates, looking for viable so-lutions that will enable the coexistence of the two systems.

Members of the UIC Frequencies Man-agement Group, together with GSM-R equipment manufacturers partners have identified a number of possible technical solutions, and have already developed a number of test campaigns last year and this year, on one hand to propose, based on the results, technical reference values (e.g. out of bad emission, noise level, etc.) needed to achieve the coexistence of the two systems and on the other hand, to validate these possible solutions.

If ETCS Level 2 is already in operation and the GSM-R radio-communication equipment installed on board of the train is interfered with, this will stop the train, and then restarting the traffic will heavy delays, hence much higher costs. The non-availa-bility of the radio-communication system on board the train to operate can block is-suing a Railway Emergency Call, which can lead to dangerous situations.

This issue - interferences to GSM-R - is wished to be rapidly solved; the European Commission - DG MOVE, considers it as a priority and works to find solutions as rapid and efficient as possible. UIC, togeth-er with the GSM-R Industry Group and other industrial partners, actively supports ERA and the European Commission (DG MOVE and DG Connect) and also with the support of CER, EIM as well as ECC/CEPT and the GSM Operators Association (GSMA) are working together to eliminate rapidly and efficiently this hindrance, that of interferences.

Specific technical solutions will be rela-tively soon be acknowledged in Europe - we believe that they will be available in a relatively short period of time (maybe one year) - but they have to take several steps, including a standardization process, before being included in the European legislation. It is important to mention one of the basic conditions for the validation of such solu-tions (which will likely encompass techni-

[ by Elena Ilie ]

erable in Europe, according to CCS TSI. In my opinion, the potential questions –

from the operators or from the infrastruc-ture managers – if this solution is technically viable or not for Europe, have no sense. The GSM-R system operates perfectly.

Of course, this system implementation and functioning is confronted with a series of challenges.

Currently, one of the most critical chal-lenges for the GSM-R is the interference with other communication systems. I am talking about the new 4G “digital dividend” technologies that were also introduced in Romania and which are currently being installed in frequency areas close to the GSM-R frequencies (800 and 900 MHz), as it is already the case in Sweden and soon in the Netherlands.

As they are very close to the GSM-R fre-quency bandwidth, these 4G technologies are causing interferences to GSM-R if the two communication systems are not prop-erly and early engineered and coordinated, so that the two systems can coexist.

At the moment, UIC, as technical body,

We have discovered details about the importance of the GSM-R system and its role in ensuring

interoperability and the well-operation of the railways from Mr. Dan Mandoc, Dan Mandoc, Senior Advisor & Project Mana-ger within UIC, Chairman ERIG (EIRENE Radio Implementation Group)

railway Pro: Can you tell us what the most acute challenges that the majority of European countries are (still) facing in the implementation of the GSM-R communi-cation system are?

dan Mandoc: The GSM-R mobile com-munication system, part of the Single Euro-pean Traffic Management System (ERTMS), offers voice applications (for the so-called Train Radio - voice communications be-tween train drivers and traffic controllers) and data applications for ETCS, as well as for a series of specific applications. GSM-R is the railway radio system which mandatory has to be installed by the European railway infrastructure managers, for the moment on high-speed and conventional lines, interop-

Advanced technologies increase interoperability on the european railway networks

There are over twenty different signalling and speed control systems for railway transport in Europe. Although expensive, the locomotive on-board systems, fitted with current system selection devices which react to the ground-transmitted signals, are necessary for both safety and traffic management.

The large scale utilization of the GSM-R technology, part of ERTMS, a radio-communication system based on GSM-R standard (used for mobile phones), but using railway-specific frequencies In Europe, will increase the interoperability of European railways and will facilitate cross-border traffic.


35


structure have to be fitted with several sig-nalling systems or several radio devices. The ERTMS is a very modern system which first of all protects the safety of railway transport. It is a harmonised solution in Europe and, the fact that at European level the actors are currently discussing its Europe-wide scope extension by 2030 proves its importance.

It is also important to mention the eco-nomic benefit of the GSM-R and we can here refer to reducing maintenance costs and improving the life cycle of components.

Besides these advantages, GSM-R, which is actually a GSM system, can enable the implementation of a useful set of railway applications. An example - perhaps not the most relevant - such as using GSM-R/GPRS in data transmission required for public information in train stations. The advantage of this solution is that no cables are needed between the central compu-ter and these panels sending the data thus maintaining the system is reduced to the simple replacement of a module in case of malfunction.

The development and implementation of such applications - measure actively sup-ported by UIC - is constantly growing in Europe.

As a final argument, GSM-R is used or is in the implementation stage outside Eu-rope also - for example in China, Australia, India, Turkey and other countries.

I personally believe in this system: GSM-R is an efficient, trust-worthy and perfectly in-teroperable system.


В Европе существует более двадцати различных систем сигнализации и контроля скорости для железнодорожного транспорта. Несмотря на то, что они довольно дорогие, бортовые системы локомотивов, оснащенные датчиками, реагирующими на сигналы, передаваемые с земли, необходимы как для обеспечения безопасности, так и для управления дорожным движением. Широкомасштабное использование технологии GSM-R - системы радиосвязи на основе стандарта GSM (такой стандарт используется для мобильных телефонов), но с использованием различных частот для железных дорог, позволит повысить степень совместимости европейских железных дорог и облегчит трансграничное движение. Подробнее о важности системы GSM-R и её роли в обеспечении совместимости и надлежащего функционирования железных дорог рассказал нам в этом интервью господин Дан Мандок, Президент Группы European Radio Implementers Group (ERIG) и руководитель проекта - GSM-R & Railway telecom, в рамках Международного союза железных дорог (МСЖД).

cal solutions both for the railway GSM-R operators as well as for the public operators as a set of reference values for coordina-tion), is that these solutions have be to be ”Future Proof ”.

railway Pro: Can you tell us what the

current stage of GSM-R implementation in Europe is, what the GSM-R “coverage” per-centage is on the European network?

dan Mandoc: From the data we currently possess, from almost all infrastructure man-agers except from Serbia and Montenegro and Latvia and Estonia, among the Baltic States, of the 220,172 kilometres of railways in Europe, we have approximately 154,294 kilometres of railways scheduled to be cov-ered with the GSM-R system. We can thus talk about a 69.6% scheduled to be covered with the GSM-R system of the whole Eu-ropean railway network that has been con-sidered.

Currently, there are 70,211 kilometres of railways in Europe covered with GSM-R, which means less than half, but at the end of this year this figure will improve by at least 25%.

railway Pro: To what extent the ERTMS

can support performance improvement and freight transport efficiency?

dan Mandoc: It is well known and un-

derstood that the railways don’t target the latest and most performing telecommuni-cations systems in the world, the railways have to carry freight and passengers in max-imum performance and safety conditions. However, the railway telecommunications system is an increasingly important ele-ment which facilitates the development of transport operations much more efficiently, and therefore improving its performance - within reason - has become extremely important. When the train driver and the traffic controller or the On Board computer (EVC) and the Fixed Radio Block Center (RBC) dispose of all necessary data, about the condition of the train, of the locomo-tive, and line occupancy and capacity, then railway traffic can occur without problems, in maximum performance and reliability conditions. To this situation the benefits of an interoperable system in Europe are added.

railway Pro: What are the advantages of the GSM-R and of the entire ERTMS system in ensuring the competitiveness of railway transport as compared to its competitors, especially road transport and short-distance air transport?

dan Mandoc: ERTMS system has a se-ries of advantages. First of all, it is a unique solution in Europe, neither trains nor infra-


36


Wider black sea Area gsM-r deploymentThe overall European GSM-R railway network is 221.100 km and 159.966 km are planned to be covered by GSM-R (70%)

December 2011 - appr. 85.000 km are constructed and 68.000 km of them are in commercial service including appr. 115.000 GSM-R handhelds, 40.000 cab radios, 2.000 EDOR’s and dispatch systems.

In Europe, from total railway network taken into account, which means 221.025 km, 150.650 are foreseen to be covered with GSM-R, which means 68, 16 %.

Taking as reference 1st of January 2010, 79.300 km of railway network are equipped with GSM-R, from which 65.800 Km are in operation, which means 43, 7% from the planned network.

For the mobile users part, from the approximate 260.000 users planned so far (for all European projects), 137.270 are re-ported to be activated, which means almost 32,9 % From this ones, 31916 Cab Radios and 1.331 EDORs are activated.

(Source for the above figures: ERIG)

Statistics show that Wider Black Sea Area (WBSA) countries are gradually installing GSM-R on some of their railway lines, many countries are also starting to embrace GSM-R as their train control system of choice. This is explained by the numerous benefits brought by GSM-R on top of interoperability.

In the following pages you can access practical data about GSM-R deployment in WBSA.

Kapsch Group

|| GSM for Railways 7

GSM-R Is Growing Countries joining the GSM-R community

GermanyItalySwedenUK

NetherlandsSpain

BelgiumFinlandFranceNorwaySlovakiaSwitzerland

ChinaIndiaSaudi Arabia Czech Republic

AlgeriaTurkeyAustriaBulgariaGreeceLithuania

AustraliaLibyaTunisiaDenmark “Eurotunnel “Portugal

MoroccoKazakhstanCroatiaEstoniaHungaryLuxembourgPolandRomaniaRussiaSlovenia

2000 20042002 20102006 2008 20121998 2014

BrazilVenezuelaEgyptIsraelUkraine Belarus IrelandLatvia

56 countries in 5 continents expected to select GSM-R until 2016

2016

ArgentinaSouth AfricaIran Iraq KoreaTurkmenistanUzbekistanBosnia-HerzegovinaMacedoniaMoldavia Serbia

Source: Kapsch Group - GSM for Railways

Source: gsmrail.com

WbsA gsM-r FActs & Figures

37


AustriA

Austria is currently in full implementation stage of the entire railway network with GSM-R communnication system. Thus, for GSM-R, roaming connections are currently possible with the following neighbouring countries:

• Germany • Switzerland • Czech Republic • Italy • Netherlands

belArus

Belarusian Railways plans to deploy a GSM-R network. Work is currently being carried out on a 157-km stretch

connecting Minsk with the Lithuanian border. The first stage will be completed in 2013.

bulgAriA

• Sofia-Plovdiv railway line – 133 km• Plovdiv-Svilengrad 128 km

Bulgaria - Planned GSM-R (step1) – 1.020 km

BULGARIA

CHINA

Datong~Qinhuangdaoline 680km

Jinan~Qingdao line 473km

Qinghai ~Tibet line1142km

Datong~Shuozhouline 58km

Nanjing~Hefeiline 166km

Yungang sub-line 34km

Beijing~Tianjingline 126km

Datong~Qinhuangdaoline 680km

Jinan~Qingdao line 473km

Qinghai ~Tibet line1142km

Datong~Shuozhouline 58km

Nanjing~Hefeiline 166km

Yungang sub-line 34km

Beijing~Tianjingline 126km

SVILENGRAD

PLOVDIV

Red: actual project, with GSM-R component

Black: the R network

SOFIA

SVILENGRAD

PLOVDIV

Red: actual project, with GSM-R component

Black: the R network

SOFIA

Source: OBB

Source: www.skyscrapercity.com

Source: UIC - Atlas of ERTMS - May 2010


38


croAtiA

• Corridor X: Vinkovci - Tovarnik (state border) - Contracted

Planned: • Corridor X: Savski Marof (state border) - Zagreb

• Corridor X: Zagreb – Dugo Selo• Corridor X: Dugo Selo - Novska

• Corridor X: Zagreb - Sisak - Novska (parallel line with Zagreb- Dugo Selo - Novska)

• Corridor X: Novska - Vinkovci• Corridor Vb: Botovo (state border) - Zagreb

• Corridor Vb: Zagreb - Karlovac• Corridor Vb: Karlovac - Ogulin

• Corridor Vb: Ogulin - Rijeka (sea port)• Corridor Vc: state border - Beli Manastir - Osijek• Corridor Vc : state border - Beli Manastir - Osijek

• Corridor Vc: Strizivojna Vrpolje - Šamac - state border• Corridor Vc: state border - Metković - Ploče (sea port)

Planned GSM-R – 1.280 km

cZech rePublic

• Ostrava – Opava, Dětmarovice – state border with Slovakia and the connection between the two main corridors Přerov – Česká Třebová – started June 2013.

In the Czech Republic, the GSM-R completely covers 1st and 2nd National Railway Corridor.

Completed projects:• Construction of GSM-R, Děčín – Všetaty – Kolín

Projects under preparation:• Construction of GSM-R Kolín – Havlíčkův Brod – Křižanov – Brno • Construction of GSM-R node Praha (Beroun – Praha – Benešov)

Pilot project on the Czech railway network, part of European Corridor E• Děčín – Praha – Kolín line, as a section of the pan-European Corridor

IV – pilot project• Poříčany – Kolín, pilot project• Transit railway corridor 1 Kolín – Břeclav – st. hr. A and SK – finalization of the Transit railway corridor 1 equipment• Transit railway corridor 2 Břeclav – Petrovice u Karviné.• Transit railway corridor 3 Dětmarovice – Mosty u J.; Polanka n.O. – Č. Těšín – pilot project• Transit railway corridor 3 Č. Třebová – Přerov – pilot project• Transit railway corridor 3 Praha – Plzeň – Cheb – pilot project• Transit railway corridor 4 Praha – Tábor – České Budějovice – Horní Dvořiště st. border A – pilot project• Brno – Havlíčkův Brod – Kolín – pilot project• Kolín – Lysá n. L. – Ústí n. L. Střekov – Děčín – pilot project

In the planning period 2007 – 2013 it is presumed to ensure the implementation of the GSM-R system on 1540 kilometres of the conventional railway system. This conclusion is subject to the approval of the Operational program Transport and its Interoperability Program, within which its financing is ensured. Also, it is planned to install, by 2020, a total of 5.400 km with GSM-R technology.

Fyr MAcedoniA

Preparation of a study for introducing GSM-R along corridor X from Tabanovce to Gevgelija - 2012

GSM-R on Trans-European Network for Transport – order of implementation in period 2010 – 2015

PRaK

International roaming with DB-Netz and ÖBB - operational

OperationalOperational

20072007--20082008

20092009--20102010

20092009--20112011

YearYear 2015: 2.766 km2015: 2.766 km

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DRNIŠ

PERKOVIŠIBENIK

SPLIT

PLO E METKOVI

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CAPRAGPETRINJA

GLINA

SISAK

VELIKAGORICA

RKH. LESKOVAC

KLARA

ZAGREBSESVETE

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KUTINA

BANOVA JARUGA

SUNJA

VOLINJA

NOVSKA

DARUVAR

P ELIVIROVITICA

KLOŠTARKRIŽEVCI

VELIKA

BJELOVAR

POŽEGA

PODR. SLATINA

NAŠICE


NOVA KAPELA

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AKOVO

BIZOVAC

BELIŠ E

BELIMANASTIR

OSIJEK

DALJ

BOROVO

VUKOVAR

ERDUT

TOVARNIK

VINKOVCI

SL.ŠAMAC

ŽUPANJA

DRENOVCI

GORNJASTUBICA

ZABOKKUMROVEC

KRAPINA

URMANEC

GOLUBOVECNOVIMAROF

BOTOVO

KOTORIBA

KOPRIVNICA

VARAŽDIN

AKOVEC

GYEKENYES

BUDAPEST


LENDAVA

MURSKO SREDIŠ E

SREDIŠ EPRAGERSKO

ROGATEC

GROBELNO

IMENO

STRANJE

LJUBLJANA

KAMANJE

LJUBLJANA

ILIRSKABISTRICA

RAKITOVEC

PREŠNICAPIVKA

GOLUBI

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MARTIN BROD

KULEN VAKUFLOSKUN

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BOSANSKI NOVI

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CROATIA

CZECH REPUBLIC

Source: Macedonian Railways

Source: ERTMS National Implementation Plan, Czech Republic

GSM-R on Trans-European Network for Transport – order of implementation in period 2010 – 2015

PRaK

International roaming with DB-Netz and ÖBB - operational

OperationalOperational

20072007--20082008

20092009--20102010

20092009--20112011

YearYear 2015: 2.766 km2015: 2.766 km

PULA

BUZET

PAZIN

RAŠA

LUPOGLAV

ŠAPJANE

RIJEKAŠKRLJEVO

BAKAR

DELNICE MORAVICE

OGULINOŠTARIJE

KARLOVAC

GOSPI

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DRNIŠ

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GLINA

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PECS

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PULA

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SPLIT

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RKH. LESKOVAC

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KUTINA

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KLOŠTARKRIŽEVCI

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AKOVO

BIZOVAC

BELIŠ E

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GOLUBOVECNOVIMAROF

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LENDAVA

MURSKO SREDIŠ E

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CROATIA

CZECH REPUBLIC



39


greece

• Piraeus - Athens - Acharnes Railway Center (SKA) – Contracted • SKA – Tithorea – Contracted • Inoi – Chalkida – Contracted • Domokos – Platy – Contracted • Platy – Thessaloniki – Contracted • Thessalonki – Promachonas – Contracted • Thessaloniki – Idomeni - Planned

Greece also plans to implement GSM-R technology on 707 km of railway lines.

hungAry

Hungary plans to install GSM-R on 4.360 km of railway lines until 2020.

NISz puts the project’s cost at HUF 22.6 Billion (EUR 75 Million). European Union funding will cover 85% of the total.

Hungary currently has three ETCS L2 projects on the following lines: • Boba -Bajánsenye; • Budapest - Székesfehérvár and

•Szajol – Püspökladány.

Project phase – tender launched:• Slovakian border - Szob - Budapest ’Nyugati’ railway station –

Cegléd - Szolnok sectionGSM-R installation on total (approx. 2710 km) primary network

consisting of the TEN corridors and the main lines of national network - Tender launched - Public procurement in progress

• GSM-R installation on the suburban lines of Budapest. The primary lines already cover most of them but additional

approx. 130 km have to be covered, e.g. the heavy traffic single track lines to Esztergom, Lajosmizse and

Vácrátót. • GSM-R installation on the secondary network, on approx. 220 km total length. GSM-R coverage strategy: dual layer GSM-R

coverage on 636km; single layer (dual layer upgradable) coverage on 274km. The project includes an IP based dispatcher network with GSM-R railway specific services support and dispatcher terminal installation along the covered line.The project also includes 100

GSM-R cab radios and installation for locomotives, 640 OPH’s; 250 OPS’s for shunting; 500 GPH’s and 74 desk GSM-R radios. Further planned services: GSM-R shunting; GPRS support for data; extended Location Dependent Addressing

According to MAV: “Hungary’s state-owned National Infocommunications Service Company (NISZ) has signed an agreement with MAV Hungarian State Railways and GYSEV Győr-Sopron-Ebenfurth Railway Corp. to cooperate in determining the tasks to be completed in connection with the installation of the Global System for Mobile Communications-Railway (GSM-R) in Hungary.”

PolAnd

The Polish railway plans to convert its railway network gradually to GSM-R, thus until 2020 Poland plans to have 15.000 km of railway lines with GSM-R technology.

Currently Centralna Magistrala Kolejowa(CMK), also known in Poland as the Rail Line No. 4, is completely equipped with GSM-R technology, for ETCS Level 1.

Ongoing implementation of ERTMS/GSM-R in Poland, section: • Legnica – Węgliniec – Bielawa Dolna – 84-kilometres, the first GSM-R project în

Poland

Poland plans to install ERTMS/GSM-R on the railway network, by 2015 as follows• Kunowice – Poznań – Warszawa, part of ERTMS Corridor F, - implementation

forseen by December 2014• Warszawa – Gdańsk – Gdynia, implementation forseen by June 2015• Legnica – Wrocław – Opole, part of a Corridor F extention - expected

implementation: 2013-2015• Warszawa – Łódź – implementation expected by 2014

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GSM-R Phase II.HŽ

IV

GSM-R Phase I.

GSM-R Phase III.

Dunaújváros

GREECE

HUNGARY

POLAND

GSM-R – High Speed lines

GSM-R – Conventional lines

Secondary Lines – Public GSM







PORTUGAL



Source: ERTMS Implementation Strategy

ERTMS Implementation Strategy

ETCS 1 (installed) 178km ETCS 1 (installed), 44km ETCS 22007-2013 102km (included the 44km)ETCS 2 2007-2013 779km ETCS 2 2013-2020 1730km ETCS 2 after 2020 802km, included ETCS Low Cost 72km

ETCS networkAnnex 2

Lines planed for ETCS L2 2007-2013 Suburban and connection lines 2007-2013 Sections of international connection lines planed after 2013

GSM-R networkAnnex 3


40


roMAniA

Bucharest – Câmpina and Câmpina – Predeal lines are equipped with the ETCS – Level 1, but it is not operational.Line Bucharest – Constanţa is currently being equipped with the ETCS – Level 1. Curtici – Braşov section is equipped with the ETCS Level 2 and, in time, European corridors will be shifting to ERTMS Level 2.

Lines in Romania to be equipped with GSM-R• Chitila – Crivina section – ERTMS/GSM-R Level 2, pilot project. Total

cost of EUR 62 mln.Contract awarded for GSM-R:• Simeria-Braşov line: sections Coşlariu-Simeria and Coşlariu-Sighişoara.

The total cost for the two sections is EUR 112,6 mln.

Planned: • Predeal – Curtici, part of Pan-Euopean Corridor IV • Predeal – Constanţa, part of Pan-Euopean Corridor IV• Curtici – Calafat• Craiova – Videle (Bucureşti)• Giurgiu – Ungheni After the finalization of the three projects (modernisation of Border-Curtici-Arad Km 614, Sighişoara – Simeria and the

implementation of the pilot project of the installation of the ERTMS Level 2 on the railway section Chitila – Crivina), Romania will have 250 km of line equipped with ETCS Level 2.

russiA

Russia installs GSM-R tehchology for the 2014 Winter Olympic Games, in Sochi.

• The Sochi line connects the cities of Tuapse - Sochi - Adler – Alpika Service – Vesyeloe and has been

designed for speeds of 250km/h over a total length of 155km.

• 2012 - railway lines from Saint Petersburg to Bulovskaya, estimated at over $100 million

Moreover, GSM-R feasibility studies are being finalized in Russia in order to start the implementation of this solution.

serbiA

“Serbian Railways” intend to modernize and upgrade safety, railways telecommunication systems for management and monitoring, as well as station telecommunication systems in accordance with the highest international standards.

By 2018, EUR 78 million will be invested in the development of telecommunication infrastructure on Corridors X and XI, as well as on Pančevo-Vršac and Požega –Kraljevo-Lapovo lines.

First phase of the project includes installation of GSM-R technology on test section in Belgrade railway junction from Batajnica to Pančevo. In 2014 “Serbian Railways” plan to invest EUR 22 mil in the telecommunication infrastructure and in the period of 2015-2018, EUR 40 mil more.

sloVAKiA

In May 2009, Slovakian Railways (ZSR) submitted to the GSM-R funding from EU funds on the Bratislava-Žilina - Čadca and Kúty

Bratislava – Štúrovo sections.Moreover Slovakia plans to install GSM-R technology, by 2020, on the following railway sections

• NOVÉ ZÁMKY - ŠTÚROVO (62km)• ZÁMKY-KOMÁRNO (33km) • Bratislava Rača- NMnV (92km)

• GSM-R NMnV - Púchov (59km)• GSM-R Púchov - Žilina (45km) • Žilina- Čadca • Košice - Kysak

(16 km) • Žilina -Krásno- Čadca – št.hranica • Čadca- Skalité - Zwardoň (13+ 7km

Železnice Slovenskej republiky Generálne riadite stvo

Bratislava

Implementa ná stratégia ERTMS na sieti ŽSR

do roku 2020

Odbor 150 GR ŽSR Aktualizácia 06/2009

2009

Source: C.F.R. S.A.

Source: ŽELEZNICE SRBIJE

Source: Implementačná stratégia ERTMS na sieti ŽSR do roku 2020


41


sloVeniA

Implementation of the GSM-R system in Slovenian railway network

Slovenia plans to implement GSM-R on the entire1.230 km of railway network, cost EUR 149,5 mln, funded partly by SOP-T 2013. Out of the entire project costs, EUR 99 mln are provided from the European Cohesion Fund.

turKey

Over the years Turkey has become one of the largest ERTMS /GSM-R investors in the world. Currently there are 1.674 kilometers equipped with

GSM-R technology.

Current lines in operation are:• Polatli – Konya HSL

• Marmaray Project, with Gebze-Haydarpaşa • Istanbul-Ankara-Sivas

• Eskisehir-Ankara• Ankara-Afyon-Izmir

• Ankara – Konya• Ankara – Hasanbey – Esenkent

• Köseköy-Gebze • Bogazkopru – Yenice

• Mercin to Toprakkale• Sincan - Esenkent

• Hasanbey - Inonu• Inonu - Kosekoy

• Eskisehir-Alayunt-Kutahya-Balikesir

When the current tranche of projects have been completed and are in operational service, Turkey will have over 130 ERTMS equipped vehicles operating on over 2,200km of track, at speeds of up to 250km/h.

turKMenistAn

Turkmenistan will install GSM-R technology on the 288 km Chilmammet - Buzhun section, of the north-south rail corridor, which is under construction to link Kazakhstan and Iran.

Turkmenistan also install GSM-R technology on the Ashgabat – Bereket – Turkmenbashi rail section.

Source: ŽELEZNICE SRBIJE

Source: Slovenske železnice

Source: TCDD

Source: www.skyscrapercity.com


42


the release of extra capacity which helps to alleviate congestion in other modes of transport. Cross-border cooperation between neighbouring authorities is in-tended to develop cross-border economic and social centres through joint strategies for sustainable territorial development. Improving the efficiency of transport and logistical flows will act as a catalyst for deeper EU–Macedonian integration, in-cluding Macedonian-Bulgarian transport connection.

Within the European and trans-conti-nental framework Corridor VIII will play an important role for the transport com-munications among Southern Europe, Northern Africa, the Caspian Basin, Cen-tral Asia, Russia and Ukraine. Its strategic perspective lies in the linkage of significant sea-ports such as Varna, Bourgas, Poti, Ba-toumi, Novorossijsk, Ilichevsk and Odessa on the Black Sea, Dourres and Vlore on the Adriatic Sea, a linkage that facilitates the opportunities of servicing the markets of Central Asia, Russia and Ukraine, too.

[ by Elena Ilie ]

Македония и болгарии будет иметь железнодорожное сообщение

В настоящее время между Македонией и Болгарией не существует железнодорожного сообщения. Идея железнодорожной линии для связи между двумя странами начала приобретать контур с недавним заявлением македонского министра транспорта, Миле Янакиевски. По его словам, „тендерные заявки на строительство железнодорожной линии между Куманово и Беляковце, которая обозначит официальный запуск проекта, будут приниматься начиная с середины сентября”. Кроме того, железная дорога между двумя столицами, София и Скопье, приведет к увеличению торговых связей в регионе.

Bulgarian railways stats

two neighbouring countries will be includ-ed in the pan-European Corridor VII and will provide a shorter railway connection to Macedonia to the Bulgarian ports of Varna and Burgas, from the Black Sea. If the line is finalized, the journey between the two capi-tals could last three to four hours.

The construction of the first section of this segment could be ready by 2017 and the other two sections could be finalized by 2022.

Macedonia sees the Black Sea region as a crucial geographical area primarily due to its significance in trade and energy routes. However, in the Macedonian case, the Black Sea region is seen in a narrow per-spective regarding security issues, but in wider perspectives regarding economic and trade relations. Most freight and pas-senger traffic between the Macedonia and Bulgaria is transported by road. From a commercial point of view, Bulgaria is one of the fifths trading partners for Macedo-nia, and its business cooperation with these countries has increased in importance.

Investing in rail infrastructure is associ-ated with lower total travel time, higher comfort and reliability, reduction in the probability of accidents, and in some cases

last year, the European Bank for Reconstruction and Development (EBRD) agreed to supply to the

Former Yugoslav Republic, more precisely to the Macedonian Railway Infrastructure Company, a loan of EUR 46.6 Million needed for the financing of the Kumanovo – Beljakovce line reconstruction which, at the same time, is the first phase of the com-prehensive project consisting in the devel-opment of a direct Skopje – Sofia railway connection.

The loan is estimated at EUR 2.5 Million, money that Macedonia needs to initiate the second phase of the project, the exten-sion of the above-mentioned line to the east from Beljakovce to Kriva Palanka. The documents necessary to the initiation of the tender for this section will be ready by the end of the year, Macedonian authorities say and total necessary funds could amount to EUR 145 Million. The third, the last and the most expensive phase includes the actu-al construction of the connection across the border with Bulgaria which will be linked to the Gyueshevo – Radomir line. The funds necessary to this phase were estimated at EUR 332 Million.

The entire section designed between the

Fyr Macedonia and bulgaria to have new railway connection

Currently, there are no railway connections between the Former Yugoslav Republic of Macedonia and Bulgaria. Although there have been discussions for a long time, the implementation of a project on the construction of a railway to connect the two countries has begun to fall into place with the recent announcement of the Macedonian Minister of Transport Mile Janakievski. According to him, “tender offers for the construction of a railway between Kumanovo and Beljakovce, a line that will mark the official launch of the cross-border project, will be opened at the middle of September”.

Moreover, a railway between the two capitals, Sofia and Skopje, would boost trade in the region.

MArKet deVeloPMent

Source: World Bank

43


and environmental aspects for Kosice-Vienna line. “The launch of the tender is the main step towards project implemen-tation which is vital for both Ukraine and the entire transport and economic system. It offers ideal solutions to several problems by stimulating economic growth and creat-ing jobs and it also provides the best of the railway alternatives”, declared Sergey Bo-lobolin, the General Director of Ukrainian Railways.

The tender refers to the elaboration of the design works and of a poll to determine technical opportunities and key decisions, the identification of social and environ-mental aspects, as well as the definition of the land corridor limits. It will also be nec-essary to initiate a separate research project to prepare the financial and business plan, including estimates on the traffic volume and the integration of auxiliary projects.

“Over the next years, traffic in Eurasia will know significant growth and a corridor


Košice-Viennaends in Kosice (east of Slovakia), near the Ukrainian border, and the continua-tion of the transport route (from China to Central Europe) will be the foundation of a competitive railway transport. The de-velopment of the corridor will require the extension of the infrastructure by around 450 km and the construction of a logistics centre that will become a development engine in the region due to the establish-ment of the undertakings. The terminus point of the line will be the new terminal in the Vienna-Bratislava region which, due to its development opportunities (creation of jobs, set-up of new companies and ini-tiation of activities) will contribute to the GDP growth by EUR 12.1 Billion and an increase of the revenues charge by EUR 3.6 Billion. The project requires investments of EUR 6.36 Billion and, according to prelim-inary studies, the construction and opera-tion of the broad-gauge line will create the equivalent of 642,000 jobs.

If other countries were sceptical when the authorities announced their intention to implement the project regarding the possi-bility to implement this corridor, the next step launched by the four member states of the project prove the opposite: the rail-way companies in charge announced that a tender would be soon launched to carry out a detailed evaluation on the technical

developing a transport corridor on China-Russia-Central Europe axis is an international priority in

ensuring a seamless, efficient and competi-tive transport compared to the other trans-port modes. In order to meet this objective, the railway companies in Austria, Slovakia, Ukraine and Russia have decided to imple-ment the multi-national railway project on the extension of the broad-gauge line to Vi-enna, via Slovakia (Bratislava). Announced in 2010, the project has not only remained to the idea of market connection, but be-comes a reality which will ensure the most efficient transport connection between Asia and Central Europe aimed at creating a sustainable transport corridor. At the be-ginning of July, the parties involved in the project announced that they would soon launch the tender for the elaboration of the technical and environmental evaluation.

Connecting markets, especially in Cen-tral Europe, Russia and the rapidly growing markets from Asia, has become important in terms of global economic development. Therefore, Breitspur Planungsgesellschaft mbH, the JV including the railway compa-nies in the four countries, ÖBB, ŽSR, UZ and RZD, is responsible with the develop-ment of the freight transport corridor.

The 1520mm gauge railway system

A step forward in the development of Košice-Vienna broad gauge line

• Austria,Slovakia,UkraineandRussiaannouncedtheyareabouttolaunchthetenderfortheelaboration of technical and environmental details • ThedevelopmentoftheprojectrequiresinvestmentsofEUR6.36Billion• Trafficestimatesinclude33countriesfromEuropeandAsia• Theprojectisaimedatreducingthefreighttransporttimesby50%comparedtomaritimetransport

MArKet deVeloPMent

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Source: Final report, Pre-feasibility study for broadgauge railway connection between Košice and Vienna, Breitspur Planungsgesellschaft

Traffic forecast resultsFor the best case, traffic volumes for the two new broad-gauge sections soar to 23.9 million tons (BGP East) and 21.9 million tons (BGP West) respectively. In the

worst case, lower transport volumes for the two new broad-gauge sections of 12.3 million tons and 10.4 million tons respectively are forecasted.

44


freight transport. Therefore, the appear-ance of new freight flows on their network will make a significant difference”, declared the RZD President Vladimir Yakunin.

According to estimates, the traffic volume on this line will be of at least 16 million tonnes per year (up to 24 million tonnes per year until 2050) and the rapid goods trade between continents through direct connection will reduce the transport time of freight between Eastern China and Vi-enna to 15 days. Also, the west will account for around 70% of the traffic volume (by 2050), while the east will account for 30%; as regards the type of freight, the container segment is expected to have the highest growth rate compared to the bulk and liq-uid goods.

Regarding the attractiveness of the project for its investors, the net present value (NPV) of sponsors (governments) has been calculated for different financ-ing options. Through public financing, the NPV is of EUR -2.2 Billion, project financ-ing EUR -2.5 Billion and PPP EUR -6.8 Billion. Consequently, the public financing brings the highest net present value, while with the other financing options, the inves-tors demand a higher rate of return, espe-cially equity investors within PPPs.

The application of the best traffic estimate alternative generates a positive net present value of EUR 0.3 Billion within the public financing. In its initial variant, the project could reach a 0 NPV and then will gain the equity cost of sponsors, if EU funds (through TEN-T and Cohesion Funds) worth EUR 0.5 Billion are allocated and capital costs (CAPEX) are reduced to 56% compared to the initial considered level (in principle, comparable with the non-reimbursable subsidies of around EUR 3.6 Billion from one of the four participating countries).

dedicated to freight transport will make the connection between Europe and Asia pos-sible and will create a competitive trans-port system compared to maritime trans-port”, declared Stefan Glinka, the CEO of Slovakian Railways.

The extension of the broad-gauge line will create a supplier of logistics services, an 8,000km long freight transport corridor, as well as a transport service more rapid than maritime transport. Traffic prognoses rely on the general estimates of the freight vol-ume for each country by 2050, divided on transport modes. A significant part of the cargo volumes in the project area has been defined, followed by the identification of the volumes on the broad-gauge line. The traffic prognosis includes origins and destinations relevant for the project and includes the traffic of 33 European coun-tries from Asia, but also Austria, Slovakia, Ukraine and Russia.

Attracting freight volumes from the other

transport modes and the traffic shift level depend on the capacity of the new line. The transfer of freight is believed to rely on the fact that the railway infrastructure is signifi-cantly improved on the entire Russian terri-tory, where some of the necessary projects are already considered, but also in Ukraine and Slovakia (from the Ukrainian border to Kosice) so as to enable a travel time of 15 days on the route eastern China-Vienna. The travel time of goods is considerably reduced from the 23 days, on the existing railways and from the 25-45 days on mari-time routes (depending on origin, destina-tion, routes and the speed of vessels).

“The project focuses on reducing the travel times of goods by 50% compared to maritime transport. We continue to col-laborate to create connections with the Eu-ropean and Asian markets. Russia’s railway system is a key element in creating the Eur-asian transport platform and many Europe-an countries are facing the lack of railway

Шаг вперед в сторону реализации широкой колеи по маршруту кошице - Вена

Создание транспортного коридора по оси Китай-Россия-Центральная Европа является международным приоритетом для обеспечения бесперебойного, эффективного и конкурентоспособного транспорта по сравнению с другими видами транспорта. Для достижения этой цели, железнодорожных компании Австрии, Словакии, Украины и России решили реализовать многонациональный проект железной дороги, касающийся расширения линии с широкой колеей в сторону Вены через Словакию (Братислава). Таким образом, в начале июля заинтересованные стороны сообщили, что в скором времени будет объявлен тендер на выполнение технической и экологической оценки.

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EBITDA consolidated, base case [EUR m]Consolidating the three entities yields in the base case a positive EBITDA margin of 60% in year 2030, and 55% in 2050, as shown in the following figure. The EBIT margin amounts to 48% in 2030 (46% in 2050).

Free cash flow is generally positive during the years of operations. However, the large CAPEX in the construction period have to be taken into account as well.

Source: Final report, Pre-feasibility study for broadgauge railway connection between Košice and Vienna, Breitspur Planungsgesellschaft

45


vehicles. Public transport choices are more widely available, as well as the option of walking and cycling. Demand management and enlightened land-use planning can also contribute significantly to lower traffic vol-umes.

Preserving mobility will only be possible by making it sustainable. The European transport system has developed in a context of generally cheap oil, expanding infrastruc-ture, technological leadership and limited environmental constraints, but now has to adapt to different framework conditions. The projected growth of the emerging econ-omies and of world population is bound to put pressure on natural resources.

Transforming transport and making it more efficient, cleaner, safer and more re-liable will not be possible with just a small number of selected interventions. Trans-port is a complex system that is based on the interaction of infrastructure, vehicles, information technology, rules and behav-iour. All these elements must be part of a common vision for change.

It is imperative for public transport to gain a higher share than today in the transport mix, become easily accessible for everyone and fully integrated with non-motorised modes.

[ by Elena Ilie ]

port infrastructure investment planning. These developments will intensify the

declining trend in transport infrastructure financing from government budget, which, before the financial crisis, was to some ex-tent compensated by an increase in private sector financing. The financing gap needs to be filled through combined efforts by the governments, the EU, financial institutions and through new capital markets models and new pricing mechanisms, such as con-gestion pricing. The overall funding mecha-nism needs to turn more towards the “user pays” principle.

The urban dimension will become even more important as the percentage of Euro-peans living in urban areas is projected to increase from 74% today to around 85% in 2050. The design of sustainable cities is one of the greatest challenges of policy makers. Fortunately, the urban environment of-fers many alternatives in terms of mobility. Switching to cleaner energy is facilitated by the lower requirements for the range of

interurban and regional travel (up to 500 km), responsible for around 33% of emissions, is mostly performed by

cars (around 29% of total transport emis-sions), followed by planes (approx. 2%) and motorcycles (around 1%). Coaches and buses, rail and inland navigation pro-vide all together around 1%.

The cost of EU infrastructure that would be required to match the demand for trans-port is estimated at over EUR 1.5 Trillion for 2010-2030. However, in the coming years and decades there will be an increasing difficulty in finding the means for investing in transport infrastructure. The European Commission identifies two negative but altogether realistic issues, an ageing soci-ety which implies that larger amount of re-sources will be absorbed by social security expenditure and the prolonged 2008-2009 economic crisis that has severely hit public budgets and private lending. Once the re-cession is over, it will leave a legacy of long budget consolidation processes and trans-

Why can’t we do better at urban accessibility?

The current situation in terms of accessibility in the EU suggests that there is a marked division between central and peripheral areas as regards their transport connectivity and 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.

Почему нам не удается лучше справляться по части доступности в городских районах?

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.

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The timeframe 2013-2030 concentrates the highest share of the investments neces-sary to the extension of the infrastructure necessary to the development of new eco-nomic areas. The scenarios the company considered include the construction of 16,000 km of railways (minimum scenario) and 20.7 thousand km (maximum scenario) for which necessary investments amount to RUB 4.2 Trillion (USD 130 Billion). 58.6% of this amount will be allocated through the federal budget, 11.9% will be provided by local/regional administrations, 10.7% by RZD and 18.8% by private funds.

By 2030, Russia wants to increase its rail-

russia identifies new financing sources for railway infrastructure projects

Withaconstantlygrowingfreightandpassengertransportonanetworkof85,000km,RussianRailways and federal authorities are trying to identify new financing sources to improve and develop the infrastructure in order to meet the challenges imposed by traffic growth which is expected to continue on the medium and long term.

r egarding the infrastructure, the rail-way transport development strategy for 2030 stipulates the implementa-

tion of the infrastructure rehabilitation and modernization projects by 2015 to ensure maximum capacity on key routes and to elaborate network extension projects. At the same time, 13,800 km of heavy traffic line will be rehabilitated in order to reduce the transport cost of bulk cargo. Invest-ments necessary for the modernisation of the existing infrastructure rise to RUB 3.2 Trillion (USD 92.7 Billion). 5,000 km of railways have already been rehabilitated in the first half of 2013.


way density by 24% which will determine the increase of freight traffic by 58% and of passenger by 33%.

Figures are high if we consider the global economic situation and the fact that coun-tries are trying to cover a large share of the investment programmes through loans sup-plied by the international financial institu-tions, while Russia assumes over 58% of investments for railway projects (under the strategy). The importance of investments in railway projects is not mentioned only on paper, it also reflects into investment budgets. For example, since the beginning of the railway reform, private companies


Source: rzd.ru

47


Россия выявляет новые источники финансирования для проектов железнодорожной инфраструктуры

С учетом постоянного увеличения грузового и пассажирского потока на сети, насчитывающей 85 тысяч километров, Российские железные дороги совместно с центральными властями пытаются выявлять новые источники финансирования для улучшения и развития инфраструктуры, в целях решения задач, вызванных увеличением объема перевозок. Программы рассчитаны на среднесрочную и долгосрочную перспективу. Фонд прямых инвестиций, Фонд здравоохранения, Пенсионный Фонд и частные инвестиции являются основным финансовыми ресурсами для реализации проектов железнодорожной инфраструктуры.

have invested more than EUR 20 Billion in projects. Also, in the first 6 months of the year, the investment budget of RZD was of RUB 184.1 Trillion (USD 5.7 Billion) and is estimated at RUB 439.5 Trillion (USD 13.6 Billion) for 2013.

direct investments, health and Pension funds, main financing sources

This year, federal authorities and RZD rep-resentatives try to identify new financing re-sources for the infrastructure projects. The Russian Government announced it would invest RUB 450 Billion (USD 13.7 Billion) in infrastructure and the funds will come from the national health fund and from the private capital. Also, more than half the nec-essary sum for investments will come from the Social Protection Fund, USD 87 Billion from the Health Fund and oil exports. “The main conditions will be assessed by the pri-vate business sector and viable and efficient projects will be co-financed in this segment. Infrastructure projects have to have a re-turn. I know that the investors’ interest in these projects is significant, especially if the government is ready to assure them that the risk is minimal and if it accepts to be co-in-vestor”, declared President Vladimir Putin during the International Economic Forum (St. Petersburg June 21-22).

Apart from these financing sources, by the end of the year, the Ministry of Transport hopes to attract financing from pension funds for the infrastructure projects devel-oped by Russian Railways, Minister Maxim Sokolov announced. “As long as this regu-lation is in discussion, a significant role in the decision-making process is played by the Ministry of Finances and by the Minis-try of Economic Development. We are in-terested in attracting these funds as fast as possible and we are hoping that this would happen by the end of the year”, declared Sokolov. RZD can benefit from part of the pension fund savings for the financing of its infrastructure projects based on reimburse-ment in the period July-August 2013, said

Minister of Economy Andrei Belousov at the beginning of May. Another financing source for infrastructure projects could be granted through the Direct Investment Fund in Russia and Vnesheconombank (VEB), which “can complete each other to finance infrastructure projects. The Direct Investment Fund could cover the neces-sary financing for the construction of high-speed transport facilities and VEB can en-sure the financing of large projects, such as the construction of lines, rail stations and infrastructure, projects with a long amorti-sation period”, declared Alexey Vyazovsky, Vice President of Pokrovka Finance, con-sultancy firm dealing with railway projects.

“The Direct Investment Fund can also be used in committing our partners from other investment funds or sovereign funds to participate in infrastructure projects con-sidering the fact that the RUB 450 Billion represent the initial capital”, said Vladimir Putin during a meeting with VEB President ( July 2013).

Europe has also expressed its interest to participate in the large projects of Russian railway infrastructure. “Europe is interested to invest in the Russian infrastructure as proved by the success of RZD’s Eurobond issue. Construction and logistics compa-nies are also interested in developing the in-frastructure of the Far East and Siberia: the Trans-Siberian and Baikal-Amur lines. The Russian Government decided to allocate RUB 260 Billion (EUR 6.4 Billion) for the development of the railway infrastructure in the region. Total investments in the Rus-sian railway industry could reach to RUB 11 thousand billion (EUR 270 Billion), in-cluding the projects for the development of high-speed lines”, declared Yakunin during the Rail and Road Construction Summit in Merano, Italy.

According to the declarations of RZD traf-fic department director Anatoly Kuzhel, the company will invest EUR 7.5 Billion in the development of Baikal-Amur line, although funds worth RUB 562 Billion (around EUR 14 Billion) are necessary, of which RZD will allocate RUB 302 Billion, the

Finding the investment

Source: rzd.ru

rest of the amount being covered through public-private partnership. The project is of maximum importance for Russia as the line develops connections to the east part of Siberian and Far East. 4,324km long, the line crosses the north on a distance of 770 km being parallel to the Trans-Siberian. Another important project is the Trans-Si-berian Corridor whose project requires fi-nancing of EUR 18.8 Billion. Both projects are included in the Railway Development Scheme 2013-2020 which includes private investments for the first time. Although the need for investments is huge, by 2017 Rus-sia wants to invest around EUR 14 Billion in the modernization of Baikal- Amur and Trans-Siberian railways.

“The value of additional financing neces-sary to eliminate the existing unbalance of the railway infrastructure for the Baikal- Amur and the Trans-Siberian railways will amount to at least RUB 260 Billion (USD 8.35 Billion, EUR 6.5 Billion)”, declared Medvedev during a meeting of a govern-mental commission which deals with the development of the Far East (April 2013).

As the growth rhythm of the Asian mar-kets exceeds by far that of European coun-tries, Russia wants to improve its infrastruc-ture in Siberia in order to sustain exports towards the countries with the highest de-mand.


Source: rzd.ru

http://www.cycling-embassy.org.uk

48


spite the Buy America requirements.In Japan, most non-Japanese suppliers are,

de facto, excluded from any competition for the supply of rolling stock and other railway equipment by the operational safety clause and other complex and restrictive proce-dures.

“The EU should further encourage a com-parable and effective opening of global rail markets, also through technical assistance of the European Railway Agency. UNIFE is committed to support and work with the Commission in these important negotia-tions”, he added.

During the same meeting, Jojo Alexander, Alstom Transport Vice President Strategy and External Development listed the main issues faced by Alstom in Japan and the US. “In the ongoing negotiations with Japan, Alstom asks for the clear, predictable and non-discriminatory application of the op-erational safety clause, broader public pro-curement coverage, including the 3 Japan Railways and more transparent public pro-curement procedures. Japan has to demon-strate progress in one year’s time with very concrete measures”, he said.

As far as the US is concerned the objective should be to increase access to public pro-curement on a reciprocal basis, remove any

“buy local” restrictions or lowered thresh-olds and harmonise rail regulation and standards.

Therefore, Alstom , one of the most impor-tant European manufacturers, welcomes the launch of the negotiations with US and Ja-pan. The final goal is to get comparable and effective market access in Japan and the US”, he concluded.

Brian Simpson, Rail Forum Europe Presi-dent and Chairman of the European Parlia-ment’s Transport Committee, commented that the lack of a global level playing field is indeed a major issue for the European rail industry. “In order to address this issue we need the EU to play hard in negotiations with Japan and the US”, he concluded.

If concrete measures are not taken, the economic growth of third countries and the decline of the European market, as well as the lack of reciprocity on the global market could cause Europe to lose its current leader position.

european railway industry demands fair global competition

There is a big advantage in making conclusive political measures. The actual transport industry is an important part of the economy: within the European Union, it employs directly around 10 million citizens and representsthesourceofaround5%oftheGDP.TheUnionandthegovernmentsofmemberstateshavetooffer to manufactures and industry clear information on the future political measures (relying mostly on market mechanisms) so that they could plan investments. The EU coherence is therefore strategic.

европейская железнодорожная отрасль требует равных условий конкуренции на глобальном уровне

Существует большое преимущество в принятии решительных политических мер. Отрасль транспорта на рельсах является важной частью экономики: в рамках Европейского союза в данной сфере непосредственно занято около 10 млн. человек, и она составляет источником около 5% от ВВП. Европейский союз и правительства государств-членов должны обеспечить для производителей и отрасли в целом четкую информацию о будущих политических мерах (основываясь, в максимально возможной степени, на рыночных механизмах) для того, чтобы они могли планировать свои инвестиции. Согласованность на уровне ЕС, следовательно, является стратегическим.

Source: UNIFE - World Rail Market Study - Forecast 2012 to 2017

d uring a meeting in July, the rep-resentatives of the Rail Forum Europe, among which representa-

tives of the railway industry, underlined the need for a fair level of competition in the world for the suppliers of railway products. To that end, the European railway industry demanded the European Commission to take advantage of the opportunity of nego-tiations within the EU Free Trade Agree-ment (FTA) with Japan and the US and to demand the complete liberalisation of the markets in the two countries.

The lack of a free competition level be-tween the European Union, Japan and the US, as regards public procurement, has af-fected the railway market for a rather long period of time being contested by the Euro-pean railway industry for a long time.

Philippe Citroën, Director General of UNIFE, highlighted the potential economic benefits from EU’s successful negotiations with Japan and the US. He pointed out that the global market situation concerning the EU, Japan and the US is still far from being a level playing field: while the European mar-ket is transparent as per EU procurement rules and open to competition, Japan is al-most entirely closed to foreign competitors and the US is open to a limited extent, de-

[ by Elena Ilie ]


28 UNIFE � 2012 ANNUAL REPORT

EUROPEAN AFFAIRS

NAFTA

+7.5%

6.13.9

Rest ofAmericas

Africa &Middle East

Asia &Pacific

CISWestern Europe

Eastern Europe

World market

+2.9%

25.521.5

+10.0%

7.44.1

26.326.1

14.411.0

+4.5%+3.2%

8.46.9

+1.9%

36.132.2

+2.7%

124.1105.9

Compounded annual growth rate 2015-2017 vs. 2009-2011average of a +/- 0.5 percentage point rangex%

Market volume 2009-11 per yearMarket volume 2015-17 per year

+0.2%

ACCESSIBLE MARKET VOLUME BY REGION �EUR BN P.A.� :

Rail supply markets are forecast to grow at 2.7% in the next six years – highest growth in Africa & Middle East and Latin America

Despite the economic crisis the global rail market grew continuously in the past years. The world market has grown by 3.2% in each of the past three years - which is a remarkable achievement considering public funds are less available due to the financial crisis which started in 2008.

“The current market increased by more than 3% CAGR4 over the last study – Biggest absolute growth in infrastructure and rolling stock”

Brian Simpson,

Chairman of the EP’s Transport Committee

“The results of the study are definitely very encouraging for the sector. We should continue

to promote rail investments, especially in Eastern European

countries where the absorption rate of EU funds

for rail projects is still too low”

The study shows that the world rail market remains stable despite the current economic downturn. Steady growth can be expected for the world rail market until 2017. Particularly in the Middle East, Russia and CIS, and Latin America will grow strongly. Growth in these regions compensates for the slowdown of mainline rail investments in China where a shift to urban rail is predicted.

Source: World Rail Market Study - Forecast 2012 to 2017

4 CAGR: Compound annual growth rates

49


ogy strategy (September) summarizes a first balance of this segment , analyses the deficiencies of the transport innovation system and presents the initial proposals to be approached. Also, the Communica-tion will be the base in the elaboration of a European “transport-technology” strate-gic plan that will be the pillar of the White Paper on research and innovation. The objective is to ensure a coherent approach between different financing sources for transport research and innovation for the next programming period. The Plan will define the priority areas and will propose specific actions to overcome implementa-

tion barriers. According to the report “Mapping inno-

vation in the European transport sector”, EC Joint Research Centre-2011 on the transport innovation capacity, transport R&D investments made by European companies were estimated at over EUR 39 Billion in 2008, being the largest industrial sector in Europe in terms of R&D invest-ments; also, member states invested EUR 4.2 Billion.

strategic actions in four activity sectors

The vision on changing the entire trans-port system can be resumed in a few words: the new generations of clean, safe and si-lent vehicles will replace the vehicles cur-rently in use, maritime and railway trans-port will take over the medium-distance segment and, at the same time, mobility will be maintained by gradually tightening the regulations on emissions (especially for automotive vehicles) favouring the use of alternative propulsion, especially in ur-ban centres where public transport servic-es will be intensely developed and focused on electricity. These objectives (creating a fully interoperable, integrated, sustain-able and competitive system with all the elements which compose each character-istic) could not be met unless exploiting the research and innovation segment that

“Transport-technology” strategic plan, White Paper pillar on research and innovation

The White Paper on Transport (2011) brings to the attention of every EU member state the necessity of transforming the transport system that has to be directed towards a sustainable and competitive system that will continuously improve the mobility of freight and passengers. The objectives established focused on reducing oil dependency, accidents and emissions, but also the increase of the quality of environment and services are constant challenges in the development of a transport system.

Source: Mapping innovation in the Europeantransport sector, European Commission, 2011

t he growth changes will not be enough in the confrontation with the challenges met in Europe and

its transport sector and, to that end, the at-tention of European authorities is focused towards developing research and innova-tion capacities. The European market will permit testing the different services and technologies and creating a strong market, not only in the European transport sector but also all around the world.

In order to approach these problems, the EC Communication on research and innovation for Europe’s future mobility – Developing a European transport-technol-



9.6 The innovation system in the rail industry The main actors involved in rail-related research and innovation include infrastructure managers, urban transport operators and rail operators, the manufacturing and construction industries, as well as companies involved in ICT activities. Infrastructure managers provide operation, operability, maintenance, modernization and development of the railway infrastructure. They are also responsible for the allocation of track and slot orders. Urban transport operators and rail operators offer rail-based transport services related to the mobility of passenger and freight.

The industrial component rail innovation system is also part of a mature sector. In contrast to road or aviation transport, it has a relatively small share of transport volumes, except in some particular markets – medium distance high speed passenger and bulk freight. Therefore, the industry is smaller than aviation or road transport. It has a long history, to the extent that most of the main rail infrastructure is based on routes constructed in the 19th century. In terms of the industrial structure, there is a particularly strong link between infrastructure and train operations, because train control comes from the infrastructure operator. Infrastructure and operations are often part of the same firm, usually in the EU a national railway.

Railway vehicles have a typical lifetime of 30-35 years (Competition Commission, 2007; Bombardier, 2010), and signalling and control systems have a similar lifetime. Safety standards are particularly high in the rail industry. To achieve this, there is a very complex process of acceptance – homologation - of both new trains and control systems. These factors make the market for new locomotives and rolling stock small and the development of major technological changes very difficult. There are therefore high barriers to entry in this market. Competition to the EU industry comes from firms established in other global markets.

Political System

EU, NationalRegional

Innovation Infrastructure

Industrial System

Demand

Market Regulation

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Operators

Logistics companies

Private Operators/ franchisees

National Railways/alliances

Manufacturers

Locomotive and rolling stock producers

Signalling and control systems

Civil engineering

Passenger transport Goods transport : intermodal terminals

Innovation Infrastructure

Banking,Internal f inance

Standardshomologation – certificates to operate

Signalling and train controlInfrastructure

Infrastructure policy

R&I policy

Privatisation policy

Infrastructure

Track and SignallingStations and terminals

Noise and GHG emissions policy

Service requirements/

subsidies

Consultancies

Transport analysis, Engineering

Education and Research System

International organisations

UIC, CER

Figure 54: The innovation system railways Source: GHG-TransPoRD, published in Leduc et al. (2010)

146

The innovation system railwaysThe main actors involved in rail-related research and innovation include infrastructure managers, urban

transport operators and rail operators, the manufacturing and construction industries, as well as companies involved in ICT activities. The industrial component rail innovation system is also part of a mature sector. Rail-way vehicles have a typical lifetime of 30-35 years and signalling and control systems have a similar lifetime. Safety standards are particularly high in the rail industry. To achieve this, there is a very complex process of

acceptance – homologation - of both new trains and control systems. These factors make the market for new locomotives and rolling stock small and the development of major technological changes very dificult.

8 Summary of public and corporate R&D investments

1 – Overall R&D investment in transport in 2008

The overall R&D investments dedicated to transport research in the EU from all public funders and industry exceeded € 43.5 billion in 2008. From a modal perspective, road transport takes by far the largest share with more than € 33 billion followed by civil aeronautics (€ 6.3 billion), rail (€ 1.2 billion) and waterborne transport (€ 0.9 billion). This is complemented by R&D investments in transport services, transport infrastructure and ITS. Note that the figures do not necessarily fully reflect the innovation capacities of the different actors as there are significant differences in the level of spillovers, e.g. between civil and military applications and different transport sub-sectors.

2- Funders of transport R&D

Transport research funding is dominated by corporate R&D investments (90.4% of the total), in particular from road transport industries, while public funds from EU Member States account for 8.2% and those from the EU through FP7 for 1.4%.

However, the role of public R&D investments is very heterogeneous between the different transport modes. While it is comparably low in the automotive sector (5% of the total) as a whole, which is also due to the fact that the total investments of this sector are by far most elevated of all modes, its role is much more pronounced in other modes. Public funds account for 25% for aviation, 22% for rail and 34% for waterborne.

3- Distribution of R&D investments

The R&D investment distribution varies widely across modes. While more than 80% of the corporate R&D investment is allocated to the automotive industry, the situation is somewhat different for the public funds. Nevertheless, still around three quarter of total public funds from Member States and EU FP7 are dedicated to road and air transport. The latter mode also receives the largest part of FP7 funds with almost 55% of the total. The importance of public funds in research on cross-modal issues, infrastructure and socio-economic question should be noted.

Road76%

Air15%

Waterborne2% Other

4%Rail3%

~€43.6bn

Figure 42: Total transport R&D investment (2008) Note: the category 'Other' includes infrastructure construction, service providers, ITS as well as some cross-modal research. However, ITS-related research clearly oriented to a mode is allocated within the mode.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Road Air Rail Waterborne Totaltransport

Corporate R&DEU FP7Public MS R&D

Figure 43: Percentage of public/corporate R&D investments by mode Note: a breakdown for the category 'Other' has not been displayed as uncertainties are considered too elevated.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Road Air Rail Waterborne Other (crossmodal,

infrastructure

Corporate R&D

Public MS R&D

EU FP7 (EC funding)

Figure 44: Percentage of R&D investments by source of funds

117

Percentage of R&D investments by source of funds

plan will support the implementation of fi-nancing the programmes proposed by the Commission for the multi-annual financial framework, including Horizon 2020, the “Connecting Europe Facility”, the European Fund for Regional Development (ERDF), the Cohesion Fund and the Programme of the competitiveness of undertakings and SMEs. Moreover, EIB will be invited to extend its loans for the transport sector (through its new crediting policy) and to in-crease the technical assistance for interested parties, both public and private.

gins and have limited incentives to invest in new solutions.

Finally, “the extensive asset require-ments, major investment needs, and high barriers faced by new market entrants pre-vent the transport sector from bringing the necessary transformative solutions to the market.

These strategic actions will contribute to creating a transformative vision of the transport system and the “transport-tech-nology” plan will highlight the priority of the research & innovation-relevant ar-eas and will approach the efficiency of the whole innovation chain and of the actions proposed for the elimination of implemen-tation barriers.

The “transport-technology” strategic

50

Стратегический план «транспорт-технология» - опора белой книги по исследованиям и инновациям

Сообщение ЕК по вопросу об “Исследованиях и Инновациях будущей мобильности Европы” - Разработка европейской стратегии по оси транспорт-технология (сентябрь 2012 г.) содержит первичный обзор данного сегмента, анализ перебоев системы инноваций в области транспорта и выдвигает предварительные предложения на рассмотрение. Кроме того, Сообщение станет отправной точкой для разработки стратегического плана «Транспорт-Технология» на европейском уровне, который станет опорой Белой книги по исследованиям и инновациям. Цель заключается в обеспечении последовательного подхода между различными источниками финансирования научных исследований и инноваций в области транспорта на следующий финансовый период. План определит приоритетные направления и предложит конкретные меры по преодолению барьеров, стоящих на пути реализации.

www.railwaypro.com | May 2013

will determine the delivery of solutions. According to the EU communication, the vision requires the implementation of stra-tegic actions into four activity sectors.

Firstly, the research and innovation an-chorage in transport policy should be strengthened. The Innovation Union flag-ship initiative and Digital Agenda for Eu-rope underline the need for a strategic ap-proach to innovation. The Commission’s proposal for Horizon 2020, on developing an intelligent, eco-friendly and integrated transport, highlights smart, green and in-tegrated transport as one of the six major societal challenges where European re-search and innovation can make a real dif-ference.

Secondly, the efforts of individual sec-tors and actors should be better aligned. “In general, multiple research efforts en-hance the probability of breakthroughs and increase the range of solutions, the particularities of innovation in the trans-port sector suggest that joint or coordi-nated efforts across sectors and actors may be more effective in specific fields. For ex-ample, whereas the producers of transport solutions often wait for clear market sig-nals before developing new solutions and do not always fully understand the user’s needs”, the Communication states.

Thirdly, it is important to overcome technology lock-in and institutional ‘silo’ thinking.

Existing structures and stakeholder al-liances hamper full realisation of the po-tential offered by transport innovation that draws on other modes and sectors. For example, transport innovation could be more strongly influenced by develop-ments in other sectors such as telecommu-nication and energy. Transport operators that could benefit from such innovative solutions often operate at low profit mar-


2 Drivers for innovation in the transport sector

2.1 Overview A company invests in innovation in order to improve its positioning vis-à-vis its competitors. This can be done through a new product, for which the company has a near-monopolistic situation for a certain time period and benefits from first-mover advantages, and/or by reducing the costs of the product/service. In the case of environmental innovations, additional motivations include the existing or expected regulations, and current and expected evolution of market demand.

Figure 4 provides an indication of the various drivers for innovation of transport-related manufacturing sectors in the EU, based on data obtained by the Community Innovation Survey. From this, the multitude of drivers for innovations becomes obvious, including both the ambition to improve the quality of products and enhance its ranges, and to reduce the costs of labour per unit of output.

0%

10%

20%

30%

40%

50%

60%

70%

Increaserange ofgoods orservices

Replaceoutdated

products orprocesses

Enter newmarkets

Increasemarketshare

Improvequality ofgoods orservices

Improveflexibility forproducinggoods orservices

Increasecapacity forproducinggoods orservices

Improvehealth and

safety

Reducelabour costs

per unitoutput

C- Manufacturing

C29- Manufacture of motor vehicles, trailers andsemi-trailersC30- Manufacture of other transport equipment

G45- Wholesale and retail trade and repair of motorvehicles and motorcyclesH- Transportation and storage

Figure 4: Drivers for innovation in transport Data source: Eurostat CIS survey 2008 (based on NACE R2 sectors; retrieved in January 2011) Note: Total EU percentage based on our own calculations, with the following coverage: C and C29 (no data for MT, GR and UK); C30 (no entries for SL, FI, UK, GR, MT, CY, LU, LT, LV); G45 (data available for ES, DK, FR, CZ, LT, MT and NL); H (no data for MT, UK and GR)

Another clear indication of the importance of innovation for a company is shown in Figure 5. It demonstrates that for the manufacturers of transport equipment innovative products contribute to almost half (car manufacturers) and more than 30% (manufacturers of other transport equipment) to the turnover, whereas this share remains limited for transport service providers.

In the following, we will look into detail into the drivers for innovations in general and more specific for environmental innovations, and will draw some messages for policy-makers on how to support innovations in the transport sector from these theoretical considerations.

27



Drivers for innovation in transportThe figure provides an indication of the various drivers for innovation of transport-related manufacturing

sectors in the EU, based on data obtained by the Community Innovation Survey. From this, the multitude of drivers for innovations becomes obvious, including both the ambition to improve the quality of products and

enhance its ranges, and to reduce the costs of labour per unit of output.

having an impact on the programme's funding needs. Overall, initial cost estimates have not been kept to because some risks, relating primarily to technical issues, security requirements and the situation in the marketplace, have materialised during these very complex phases of the programme. Taking into account the cost overruns arising in the development and deployment phases, the Commission considers that additional funding of € 1.9 billion is needed to complete the infrastructure, even if the budget currently available does not call into question the ultimate objectives because it already encompasses the building and launch of 18 satellites, with the associated ground infrastructure, and the supply of the first services from 2014-2015, and it also covers the initial operation of the EGNOS services (European Commission, 2011b).

6.4 Number of companies receiving public funding Information about the number of companies that receive public funding in transport can complement the quantitative assessment of public R&D investment. This indicator can be found in some editions of the Community Innovation Survey. On average, more companies active in the manufacturing of both motor vehicles and of other transport equipment receive any kind of public funding than the average manufacturing sector (Figure 36). The sector 'Manufacturing of other transport equipment' contains the highest share of companies that have received public funding, which is very likely due to the aeronautic industry. Figure 37 shows for the example of companies active in the manufacturing of motor vehicles, trailers and semi-trailers the different types of public funding. The importance of funding through the central government becomes obvious, in particular considering the decrease of regional funding over the last years. At the same time, there are significantly more transport companies that receive funding from EU Research Framework Programmes in 2008 than in 2004.

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Figure 36: Share of enterprises that receive any kind of public fundings Data source: Eurostat CIS 2004, 2006, 2008

104

Share of enterprises that receive any kind of public fundingsInformation about the number of companies that receive public funding in transport can complement the

quantitative assessment of public R&D investment. On average, more companies active in the manufacturing of both motor vehicles and of other transport equipment receive any kind of public funding than the average

manufacturing sector

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.

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52


the rapid growth and the extension of Baku urban area has determined decision makers to formulate a

plan for the development of the region which requires the extension of the infra-structure. The elaboration of the new Plan is guided by the strategy on supporting the sustainable development of the urban en-vironment.

The Absheron Peninsula, with three im-portant cities, is the most dynamic Az-erbaijani region in terms of economic, so-cial and industrial activities and draws the attention of investors, especially in the in-dustrial segment supported by natural re-sources (mainly oil), economic resources and the benefits of developing industries. In order to encourage industrial develop-ment and activity development areas, the authorities plan to increase the volume of industrial production 2, 3 times focus-ing their plans on the manufacturing and processing of iron, the electro-technical and electronic industry and car manufac-turing and components. Also, industry de-velopment opportunities are delivered by the support granted to the oil and energy industries.

In spite of a strong economic founda-tion and of competitive advantages, local

authorities are facing serious problems of space planning, the management of urban rapid growth, infrastructure delivery and maintenance and implicitly its develop-ment in order to meet mobility challenges and the investors’ needs and to define ef-ficient and sustainable development poli-cies.

The Absheron Peninsula, or the greater metropolitan area of Baku capital, expands from Alat (south) to Sumgayit and Xizi region (north) with the Caspian Sea in the east. It has a population of 2.6 million people. Based on the urbanisation growth rates, the number of citizens will reach 3.6 million by 2030, challenging the authori-ties in all the economic, social and envi-ronmental segments.

Authorities encourage railway transport

Within the policies, the transport system is the main element for the development of the region, all economic and social sectors depending on the transport services and infrastructure. In this context, planning is aimed at ensuring the delivery of the trans-port services that meet mobility demands, the development of an efficient transport

transport infrastructure is the priority of baku Metropolitan development Plan

The Greater Baku Regional Development Plan – 2030 aims to develop the Absheron Peninsula (east coast of Azerbaijan) so that the region would become a global centre of trade in different economies, to improve the environment, to deliver high quality of lifestyle and to create integrated relationships between the region and the rest of the country. Apart from the plans for the development of industry, business environment and energy, the implementation of the project is expected to develop mobility as a consequence to rail transport development.


system being a necessity of a continuous process. Currently, the region is served by a transport network which includes road, railway and air transport (3 airports, of which one international airport in Baku), rail public transport systems (tram and metro) and the Port of Baku. At present, the authorities are carrying out the con-struction of the Port of Alat (the construc-tion contract was signed in February) and the project stipulates the construction of an international port (65 km from Baku, in Alat) which is due in late 2015. The port will be built on a surface of 400 hectares, 100 ha of which will be dedicated to the international logistics centre. Regard-ing the freight volume, in the first phase freight volumes are expected to reach 10 million tonnes and 40,000 TEUs by 2014, in the second phase, 17 million tonnes and 150,000 TEUs and in the third phase, 21-25 million tonnes and 1 million TEUs. The port will be equipped with necessary infrastructure, including railway, deliver-ing easy access. The Plan includes the con-struction of a new international airport in Alat.

“In the future, Alat will become the centre of Azerbaijan for trade, transport

Mobility

GREATER BAKU REGIONAL DEVELOPMENT PLAN – EXISTING SITUATION REPORT

Baki Dovlet Layiha Institute Page:

187

Metro operates since 1967 and currently has 23 metro stations and underground roads the length of which reaches to 34.7km. The average distance between stations is 1.67km. Recently a new project initiated for the development plan of Baku Metro to 2030. The current development plan suggest that 5 lines should be developed

It is planned to open metro stations in Khirdalan, Binagadi, Sabunchu, Guneshli, Garachukhur, Badamdar, Bibiheybat, Keshla and other settlements.

Furthermore, construction of land route lines to Sumgait city and Baku International Airport was included to the development plan of Baku metro.

Table 9.1. Metro transport Years 2005 2006 2007 2008 2009 2010 The number of metro stations 20 20 20 21 23 23 The length of using lines, km (including two way line) 29.9 29.9 29.9 31.5 34.7 34.7 The number of passenger wagons 269 237 244 274 269 251 Passenger transportation, million passenger 147.0 161.0 175.7 200.4 206.1 181.1 Over the previous year, % 107.3 109.6 109.1 114.1 102.9 87.9 Passenger turnover, million passenger/km 1 381 1 514 1 652 1 884 1 937 1830 Over the previous year, % 107.3 109.6 109.1 114.0 102.9 94.4

9.5. Air Transportation One of the 6 airports of the country is located in the Absheron Peninsule. Baku Heydar Aliyev International Airport is located in 20 km north-east of the city and is connected to the city with 2 highways which are operational since 2008-2009. The airport is the major airport of the country because of its suitable location for transfer routes between East and West, as well as North and South.

Azerbaijan Airlines (AZAL) is the major operator in Azerbaijan and is a member of IATA – International Air Transport Association. Azerbaijan Airlines carries passenger transportation to Europe, CIS countries, Near East and to the Asian countries.

9.6. Sea Transportation The foundation of Baku Sea Trade Port was laid in 1902. The port had been privatized since January 1 1992, after Azerbaijan Republic regained its independence. The number of staff of the port is about 800 people.

The port is consisted of 5 terminals:

1. Main freight terminal 2. Container terminal 3. Ferry terminal 4. Dibandi oil terminal 5. Passenger terminal The main freight terminal is consisted of 7 bridges the total length of which is 858m. One of these bridges is intended especially for receiving Ro-Ro ships. The depth of the water near the bridge is 7 m. The technical base of the port is consisted of 16 gantry cranes with lifting capacity from 5 to 40 tons; different types of autoloaders with capacity from 1.5 to 10 tons; and 100 rol treylers and “Sisu” truck tractors. Mainly wood, auto equipment and container is transported by the terminal. The terminal capacity is 2 million tons of freight

Metro transport

Source: GBRDP Existing Situation Report, By Baku State Project Institute (Baki Dovlet Layiha) - August 2012

53


is believed to be railway transport, the metro system being the most important and efficient transport mode in Baku. To that end, the authorities decided to adopt the development plan of the metro sys-tem, currently comprising 2 lines (34.5 km) and extensions of lines will be devel-oped by the end of the year. 5 new stations will be commissioned by 2016. Under the adopted development plan, by 2030, the network will be extended to 5 lines (119 km) with 76 stations. The authorities also want to reintroduce tram lines.

The Greater Baku Regional Develop-ment Plan will also introduce new public transport modes, especially on rails. “At the moment, it is necessary to develop new public transport modes in Baku and we are referring to the light metro and the suspended train. The region requires the development of the medium-distance rail transport service for the transport of com-muters. For example, a line on the Sum-gayit – Alat route could be built which will also require the construction of 5 stations (Alat, Sangachal, Lokbatan, Hyrdalan, and Sumgayit). These stations will be connect-ed to public transport stations to encour-age commuters to use public transport”, said Novruz Eldarli.

Thus, the plan includes the development and modernisation of public transport, including the development of infrastruc-ture, so that “private motorized transport would be at a disadvantage for distances of around 20 km, a car being irrelevant as transport mode in the cities”, said Eldarli.

In order to implement the Greater Baku Regional Development Plan, preliminary estimates show costs will amount to over USD 6.3 Billion (AZN 4-5 Billion) and the final version will be adopted over the next months.

транспортная инфраструктура является одним из приоритетов для Программы развития города баку

Региональная программа развития города Баку-2030 направлена на развитие Полуострова Абшерон (Восточное побережье Азербайджана) для того, чтобы регион стал глобальным центром коммерческих сделок разных стран, в условиях оптимизации окружающей среды и обеспечения высокого качества образа жизни и формирования интегрированных отношений региона с остальной частью частью страны. Кроме планов развития промышленности, деловой среды и энергетики, реализация проекта нацелена на развитие мобильности, основанной на развитии транспорта на рельсах.

Expansion of the Metro System in Baku

Source: Greater Baku Regional Development Management Framework

and logistics. Its geographical position is favourable to the main transport lines of the country that cross the region. At the moment, we are developing works for the construction of the international commer-cial port and we will build an oil refinery plant in Sangachal, a petrochemical cen-tre, but also an airport”, declared the direc-tor of the Development Plan work group, Novruz Eldarli, in July.

In this region, Baku is the country’s rail-

way hub providing efficient domestic, as well as international links. Baku is also the origin of the future line Baku-Tbilisi-Kars where construction works are underway. The commissioning of this railway will play an important role in the development of the region and of participating countries (Turkey, Azerbaijan and Georgia).

As part of the Regional Plan, by 2030, the Absheron Peninsula could benefit from railway connections through high-speed lines (the first line in plan will cross the peninsula on a distance of 90 km). The implementation of the project will signifi-cantly reduce road traffic and will elimi-nate the necessity of building the initially designed highways.

Public transport in the urban areas and between the localities of the region is cur-rently provided by private services of bus, minibus, metro, tram and trolleybus. Even though the provision of transport services is carried out without significant problems, the authorities plan to implement projects for the development of rail transport, in both urban and suburban areas.

The most efficient public transport mode

Mobility

Greater Baku Regional Development Management Framework

Page: 104

Figure 6.5.9: Expansion of the Metro System in Baku

Note: Correction to the legend: The 2 existing metro lines are shown in solid green and solid red lines. Lines under construction are shown as a broken green line and planned lines are shown as dotted red , green, blue and brown lines /5/.

There is a series of urban redevelopment and regeneration projects comprizing residential, industrial and cultivation areas within the city of Baku. The redevelopment of the Center of the Baku City covers primarily the western bank of the Baku Bay including new internal roads and tunnels along with promonades. The large new residential area project in the Garadagh Reyon (in the north of Lökbatan) extends over a 4,000 ha of land.

Two other significant transportation projects are construction of multi-lane Ring Road around Baku and relocation of Port of Baku to Alat. While the former project is a consequence of a highly centralistic vision, the latter is a de-centralistic approach for relieving the center from a number of unnecessary agglomerations and avoidable burdens. The former project will create another occasion for urban expansion of the Baku City, whilst the latter will create an occasion for decentralization, dispersion and spill over of urban functions of the Baku City.

Baku Ring Road will be 58km in length and encircle the Baku City. It is also intended that a bridge would span the Baku Bay via Boyuk Zira Island. This would result in a road system that completely encircles the Baku City which will significantly reduce travel time between the southwest and southeast of the Baku City. However, it is the general apprehensiveness that this new ring-road will motivate new inhabitants to move into the empty spaces lying between the built-up areas of Baku and the new ring-road. This

Source: Greater Baku Regional Development Plan

Terms of Reference

Greater Baku Regional Development Plan 15

3. Study Area The Study area in this assignment covers roughly 280,000 hectares including a triangular strip separating Baku and Sumgayit cities (including Xirdalan city), Baku and Sumgayit cities (see Figure 2). Greater Baku Regional Development Framework (GBRDF) and the Greater Baku Regional Development Plan (GBRDP) are expected to be prepared considering the impacts of activities and investments in surrounding regions as well as the national activities.

The conceptual framework for Proper Baku City Land Use/Zoning Plan area will only cover Baku city area – Baku proper - (about 36,000 ha – See Figure 3) and will include land use strategies and policies including contaminated land located close to rapidly growing residential and commercial areas.

Figure 2: Greater Baku area

BAKU

XIRDALAN

SUMGAYIT

Greater Baku area

54


Investment in inland transport infrastructure in the OECD 1995-2011(as a percentage of GDP, at current prices and exchange rates)

stAtistics

The most recent data on gross fixed capital formation (investment) in inland transport infrastructure (road, rail and inland water-ways) as a percentage of Gross Domestic Product (GDP) shows a slowly declining trend for the OECD as a whole over the period since 1995. The investment share of GDP declined steadily from 1.0% in 1995 to 0.85% in 2004 after which it levelled off for few years. The level of investment rose temporarily between 2008 and 2009, likely driven by economic stimulus spending and declining GDP. After

2009, the investment share has declined back to 0.85% in the OECD area.

SPENDING ON TRANSPORT INFRASTRUCTURE 1995-2011

2. TRENDS IN INLAND TRANSPORT INFRASTRUCTURE SPENDING

2.1. Trends in the GDP share

The most recent data on gross fixed capital formation (investment) in inland transport infrastructure (road, rail and inland waterways) as a percentage of Gross Domestic Product (GDP) shows a slowly declining trend for the OECD as a whole over the period since 1995. The investment share of GDP declined steadily from 1.0% in 1995 to 0.85% in 2004 after which it levelled off for few years. The level of investment rose temporarily between 2008 and 2009, likely driven by economic stimulus spending and declining GDP. After 2009, the investment share has declined back to 0.85% in the OECD area (Figure 1).

Figure 1. Investment in inland transport infrastructure in the OECD 1995-2011 (as a percentage of GDP, at current prices and exchange rates)

Source: International Transport Forum at the OECD estimate.

Note: OECD includes 31 countries; excludes non-ITF states Israel and Chile (at the time of data collection); no data for Korea. See methodological note on page 54 for details on data and coverage.

The International Transport Forum (and the former ECMT) has collected data on investment and maintenance expenditure on transport infrastructure since the late 1970s. In Western Europe, the investment share of GDP declined steadily from 1.5% in 1975 to 1.2 % in 1980 and further to 1.0% in 1982 after which it levelled off. Our latest data show that since 1995the GDP share of investment in inland transport infrastructure has remained between 0.8% and 0.9% in Western European countries (WEC). There are only few exceptions from this trend, notably Greece, Spain, Switzerland and Portugal which show significantly higher GDP shares over the period (reaching 1.6% – 2.0%). Since 2007, however, Greece and Portugal have converged closer to the WEC average, investments declining to around 1.0% of GDP.Data for North America also show a constant GDP share (0.6%) below the OECD average.

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2.2. Volume of investment in inland transport infrastructure

The volume of investment (expenditure in real terms) in the OECD total (excluding Japan) has grown around 30% in the last 15 years. Japan has followed a different trajectory (volume nearly halving in the same period) and its economy is large enough to affect the overall volume for the OECD significantly. If data for Japan are included, the volume of investment in the OECD peaked in 2003 after which it has remained fairly stable slightly above the 1995 level. The latest data show a 6% fall in investment since 2009 as volume declines close to the 1995 level (Figure 4).

Figure 4. Volume of investment in inland transport infrastructure 1995-2010(at constant 2005 prices, 1995=100)

Source: International Transport Forum at the OECD.

In Western European countries, the volume of investment started growing in 2002, and was nearly 30% above the 1995 level in 2006 after which the volume declined. The latest data for 2011 show volume only 10% higher than the 1995 level. The volume of inlandinfrastructure investment in North America grew by around 30% from 1995 to 2001. Our estimate suggests a slow decline in investment volume that continued all the way through 2008. Recent data indicate growth in the volume of investment in North America, returning to the 2001 level in real terms in 2011 (Figure 5).

The volume of infrastructure investment has accelerated strongly in developing and transition economies, notably in Central and Eastern European countries since 2003. This growth turned negative after reaching a record level in 2009. Investment in inland transport infrastructure declined 11% in real terms from 2009 to 2010. Data for 2011 show a renewed growth as volume of investment grew again by 10% (Figure 5).

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© OECD/ITF 2013 9

The volume of investment (expenditure in real terms) in the OECD total (excluding Japan) has grown around 30% in the last 15 years. In Western European countries, the volume of investment started growing in 2002, and was nearly 30% above the 1995 level in

2006 after which the volume declined. The latest data for 2011 show volume only 10% higher than the 1995 level.

55


Source: Spending on Transport Infrastructure 1995-2011. Trends, Policies, Data. © OECD/ITF 2013

stAtistics

Volume of investment in inland transport infrastructure by region 1995-2010

Distribution of infrastructure investment between modes


Figure 5. Volume of investment in inland transport infrastructure by region 1995-2010

(at constant 2005 prices, 1995=100)


2.2. Modal split of investment

The share of rail investment of total inland transport infrastructure investment has increased from 17% to 23% for the OECD total from 1995 to 2011, according to our estimates. This trend is mainly determined by developments in Japan and Europe. Data presented in Figure 6 show long-run trends in the modal share of investment in Western European and Central and Eastern European countries. In the Western European countries, the share of investment in rail infrastructure has increased steadily from around 20% of total investment in inland transport infrastructure in 1975 to 30% in 1995 and further to 40% in 2011. The trend observed in our data for Western Europe is partly a reflection of political commitment to development of railways and the most recent data does not seem to indicate any change in this respect.

Whereas Western European countries have increasingly directed their investment toward rail, Central and Eastern European countries are investing more heavily in roads. The share of roads in inland transport infrastructure investment increased from 66% in 1995 to 84% in 2005 in this region. The last few years, however, suggest a stabilisation of the trend and the modal split of investment has remained at 2005 level in 2011 (Figure 5). Russian Federation differs from the above trends. The share of road has declined from 60% in 1995 to around 45% in 2011 of the total inland transport infrastructure investment. Rail share, in turn has increased from 37% to account for over half (53%) in the same period, according to our data.

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The volume of infrastructure investment has accelerated strongly in developing and transition economies, notably in Central and Eastern European countries since 2003. This growth turned negative after reaching a record level in 2009. Investment in inland

transport infrastructure declined 11% in real terms from 2009 to 2010. Data for 2011 show a renewed growth as volume of investment grew again by 10%.


Figure 6. Distribution of infrastructure investment between modes(Euros, current prices, current exchange rates)


2.3. Road maintenance

In many countries observers have raised concerns about underfunding of road assets and the state of existing road infrastructure and its impacts on the competitiveness of the economy. Funding for road maintenance, particularly, may be postponed on the expectation that a lack of maintenance will not result imminent asset failure. This concern is, however, difficult to verify due to lack of data on the condition of road assets.

The available data on road spending suggest that the balance between road maintenance and investment has been relatively constant over time in many regions. The share of public expenditure on maintenance in total road expenditure has remained between 25% and 35%. In the 28 OECD countries for which comparable data are available through 2009, the share of maintenance in total road spending grew overall from 27% in 1995 to 33% in 2005 after which it gradually declined, to 30% in 2009. This declining trend is reinforced by data on 18 OECD countries up until 2011 which suggest further decline to 27% in 2011.

Data further suggest that funds allocated for road maintenance have declined especially in Central and Eastern European countries over the last few years, falling from above 35% in early 2000 to 26% of total road spending in 2011. In the eleven Western European countries for which comparable data are available, data suggest a surge in maintenance spending in 2005 after which the maintenance share has gradually fallen back to previous levels (27% of total spending). Similarly, the road maintenance share in North America has gradually declined from 35% in 1995 to around 30% in 2009 after which lack of comparable data hinders further analysis.

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© OECD/ITF 2013 11

The share of rail investment of total inland transport infrastructure investment hasincreased from 17% to 23% for the OECD total from 1995 to 2011. Western European countries have increasingly directed their

investment toward rail, Central and Eastern European countries are investing more heavily in roads. As for Russian Federation, the share of road has declined from 60% in 1995 to around 45% in 2011 of the total inland transport infrastructure investment. Rail share,

in turn has increased from 37% to account for over half (53%) in the same period.

Funding

Public budgets remain the principal source of funding for transport infrastructure investment. Countries are increasingly

looking for alternative ways for funding transport infrastructure. Nearly all countries indicated the use of Public-Private Partner-

ship (PPP) in transport infrastructure projects. The level of private participation differs widely by type of asset. Other sources of

funding, mainly for CEECs, include financial arrangements under various EU programmes, the European Investment Bank, and

EBRD and World Bank loans.

rail infrastructure:

In the railway sector, infrastructure investments are most often financed by the government. In most European countries, railway operators are state owned enterprises. In Germany, for example,

the Federal government is responsible for funding new construc-tion and upgrading the infrastructure.

However, railway infrastructure companies have to bear the maintenance cost of the rail network through a charge for the

use of the network according to the European Unionregulation on track access charges.

56


line which ensures the fuel supply of the airport. The design and execution of works are estimated at around EUR 350 Million.

The idea of the overground (railway) in-frastructure has also been approved by the former minister who proposed the con-struction of this line in the underground in the neighbourhood of the airport. The project is much cheaper and the travel time is similar.

the underground line 6 will in-clude the construction of 14.2 km of double track with 12 stations

and 12 trains which requires investments of over EUR 1 Billion and would cross important areas of Bucharest that are con-stantly developing. The population that will be the direct beneficiaries of the line is estimated at around 150,000 passengers/day and around 100,000 people will ben-efit indirectly of the line due to the reduc-tion of the surface traffic.

The project will ease traffic, revive so-cial and economic activities and stimulate the development of suburbs in the north-ern area of the capital whose urbanisation level is expected to know a steady increase. The consultancy contract on the prepara-tion, design and supervision of works was signed at the end of 2011 with a consor-tium of Padeco Japan in JV with Oriental Consultants Japan and Metroul SA (Ro-mania) for EUR 66.6 Million. The contract was financed through a JICA credit and from the state budget. For 2012, Metrorex (Bucharest metro company) announced the notice of intent for the line construc-tion bid.

If the project would be launched in 2013, the commissioning deadline will be 2019, but currently the project waits for the approval of the latest technical and economic indicators. The new line could

meet transport demands as it would play an important role in the transport sys-tem by creating a link between transport modes: railway and air.

Although in March, former Minister of Transport Relu Fenechiu announced that this section is in the design phase, and that the authorities were trying to access European funds to finance works, in July he made a declaration that contradicted those said earlier in the year. He said the investment for Line 6 was “enormous” and it was not explained by the existing traffic and that he would come up with a surface, cheaper project instead. “I don’t think that we will ever have as many passengers as to make this line efficient. If this line is only to connect the Otopeni Airport to Gara de Nord, I want you to think that the maxi-mum level of passengers that the line can have is the maximum level of passengers of the airport.” The minister compared the level of passengers on a similar section of Metrorex, saying that “it is 100 times higher”.

The current problem is the contract signed with the Japanese side which ap-proved the implementation of the line.

There is another project which could en-sure the connection between the city and the airport, that of the infrastructure man-ager, CFR SA, regarding the construction of a railway line. There is already a railway

Бухарест: Железная дорога или линия метро для связи с аэропортом им. Генри коандэ - отопень

Строительство 6-й магистрали Бухарестского метрополитена столкнулось с многочисленными мнениями властей насчет реализации проекта или отказа от него, в зависимости от различных критериев: от маршрутизации линии и необходимости инвестировать до пассажирского потока. Согласно проекту, линия рассчитана иметь 14,2 км и обеспечивать сообщение между сетью метро и Международным аэропортом им. Генри Коандэ - Отопень. Проект был объявлен давно, и он касается сообщения между Северным Вокзалом и Аэропортом по железной дороге.

Bucharest: railway or metro line for link to henri coandă – otopeni Airport

ConstructionofLine6ofBucharestMetrohasgeneratedvariousopinionsfromtheauthoritiesasfarasthe implementation of the project is concerned and these opinions have relied on different criteria: from establishing the route of the line and the need for investments to the passenger flow. Under the project, the line willhave14.2kmandwillprovidethelinkbetweenthenetworkandHenriCoandă–OtopeniInternationalAirport. A project announced long time ago and which would link Gara de Nord to the Airport would be the construction of a railway line.


Source: METROREX

Mobility

Linia 6: Legătura reţelei de metrou cu Aeroportul Internaţional Henri Coandă – Otopeni

Valoare estimata 1.053 mil Euro

Lungime – 14,2 km. cale dublă Număr de statii – 12 Număr de trenuri - 12 Sursa de finanţare - Credit extern JICA şi Buget de Stat Termen estimat începere lucrări – 2013 Termen estimat punere în funcţiune cu călători - 2019

Stadiul actual: Se afla in faza de avizare noii indicatori tehnico-economici

LINII DE METROU ÎN PREGĂTIRE

32

CĂLĂTORI TRANSPORTAŢI

0

20,000,000

40,000,000

60,000,000

80,000,000

100,000,000

120,000,000

140,000,000

160,000,000

180,000,000

200,000,000

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012Estimat

Trafic de călători în perioada 2000 - 2012

Bucharest Metro - Passengers traffic

Address : Str. Gării nr. 18, cod 705200, Paşcani, jud. Iaşi - România Phone : +40-232-71.83.00

Fax : +40-232-76.51.40 E-mail : [email protected]

Paşcani

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