Railway PRO - Mass Transportation

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year VI ■ No. 4.12. (78) ■ 2011 Public transport and energy efficiency need EU priority funds

Noise pollution, an everyday more serious issue

Eco-mobility for eco-cities

EUR 8 bn projects for carrying out the 2030 underground network planИнтервью с Генеральный директор, Метрорекс,Георге УдриштеГенеральный директор компании, Георге Удриште, дал нам интервью, в котором рассказал о продолженииначатых проектов и о планах на будущее для развития этого вида транспорта

Mass Transportation

Interview with Gheorghe Udrişte - General Manager of Metrorex

1

December 2011 | www.railwaypro.com

1eDitor’s note

A recent reunion of VP Siim Kallas with the representatives of the railway sector for defining the strategic

lines of European actions in the transport area has had as starting point the natural question on the role played by society in rail transport over the next decades. A question which provokes a whole series of exciting approaches from those who really want the railway system to bring its true contribution to the development of sustainable society.

Unfortunately, despite the figures highlighted in various statistics and scientific research studies on the performances of different modes – which place railways in the top of transport technologies to be used in order to reduce the environmental impact and daily stress – at the moment, the railways rank last in the fight for image. The different problems inherited by the current railway undertakings from the old organisations have erased the railways from the list of the public’s choices. The low percent of the railway transport modal share (almost 10% for passenger transport and 18% for freight) proves the real position of this transport mode in contemporary society.

When you also see analyses conducted in behalf of organisations with serious global importance (for example, the World Bank) which criticise the high proportion of railways in some countries, seen as a reminiscence of communist times – to simply motivate a certain path towards restructuring – you realise that the fight of the railway sector for gaining the public’s sympathy is not an easy one.

In this context and lacking severe legislation that would force the shift of volumes from road and air transport to railways – legislation that I hope, for the sake of our society, not to be drafted, one cannot dream about a shift or balance of the reports between modes in the predictable future. Although the objectives announced by European, national and local authorities, next to the large economic players support the search for a way to build an environmentally friendly and less congested society, real actions are only headed towards palliatives of the present way of living. It has already passed more than a decade since the European authorities have demanded the balance of the investment budgets for roads and railways. And still, not even at the level

of unionist funds, without detailing national realities, we cannot talk about a better report than that of 1 EUR to railways for 2 EUR to roads.

Everybody is now fascinated by the electric engine for automotive vehicles, as measure for reducing pollution, without discussing and financing the expansion of railway electric traction networks; without talking about the other pollution forms generated by the electric automotive vehicles (the tyre - asphalt contact); without talking about the problem of traffic congestion that will not be eliminated and so on. The European draft budget continues to include more measures that can be financed in the road sector than in the railway sector, with the excuse of improving the traffic safety. Why doesn’t anyone say that traffic will be safe once the shift to public transport modes is implemented?

Will rail in 20 years’ time be a marginal or major mode of transport? Probably marginal, as long as the real interest is against rail transport.

Will rail in 20 years’ time be a marginal or major mode of transport?

Будет ли железнодорожный транспорт играть решающую роль через 20 лет?

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

На недавней встрече, организованной вице-президентом Европейской Комиссии Сиимом Калласом с

представителями железнодорожного сектора для определения стратегических направлений европейских мероприятий в транспортной сфере, обсуждался естественный вопрос о роли транспорта на рельсах для общества на протяжении следующих десятилетий. Данный вопрос вызывает эмоциональные реакции со стороны тех, кто действительно хочет, чтобы железнодорожная система по-настоящему участвовала в создании устойчивого общества. К сожалению, вопреки элементам, отмеченным в различных источниках статистических данных и научных исследований показателей различных видов транспорта - согласно которым железные дороги находятся во главе транспортных технологий, которые следовало бы использовать для снижения воздействия на окружающую среду и повседневного стресса - на данный момент железные дороги отстают в борьбе за имидж. Различные недостатки, унаследованные нынешними железнодорожными предприятиями у старых организаций, удалили железные дороги из списков предпочтений публики. Низкая доля рынка железнодорожного транспорта (примерно 10% в случае транспорта пассажиров и 18% в случае грузовых перевозок) свидетельствуют о реальном месте, которое занимает

данный вид транспорта в современном обществе. Когда встречаешь оценки от имени организаций глобального значения (например, Всемирный банк), в которых обвиняется высокая доля железных дорог в некоторых странах и говорится о том, что это коммунистическая черта - и это лишь для обоснования определённого способа реструктуризации - понимаешь, что борьба, которую ведёт железнодорожный сектор за получение симпатии общественности, не является лёгкой. На этом фоне, и в условиях отсутствия драконовских законов, которые бы форсировали переход от автодорожного и воздушного транспорта к железнодорожному - и я надеюсь, что на благо открытому обществу, эти законы и не появятся - мы не можем и мечтать о повороте ситуаций и об уравновешивании соотношений в обозримом будущем. Несмотря на то, что задачи, объявленные европейскими, национальными и местными властями наряду с крупнейшими игроками экономики, поддерживают поиск решения для строительства общества, дружелюбно настроенного в отношении окружающей среды и освобождённого от пробок на дорогах, тем не менее, реальные действия направлены лишь на создание условий, характерных для нынешнего образа жизни. Уже прошло более одного десятилетия с тех пор, как европейские власти начали требовать уравновешивания бюджетов инвестиций в автодорожную и

железнодорожную сферу. Несмотря на это, даже на уровне фондов Евросоюза, не говоря уже о национальном уровне, невозможно говорить о реальном улучшении соотношения одного евро в железнодорожной сфере против двух евро в автодорожной сфере.

Весь мир теперь очарован использованием электродвигателей для автомобилей в качестве меры по сокращению вредных выбросов, но никто не обсуждает и не финансирует расширение железнодорожных сетей электрической тяги; также не обсуждаются остальные формы загрязнения атмосферы, источником которых является электрический автомобиль (например, контакт резиновых шин с асфальтом) и не обсуждается вопрос, связанный с необходимостью устранения пробок, образующихся на дорогах и т.д. Проект европейского бюджета продолжает включать финансируемые мероприятия скорее автодорожного сектора, нежели железнодорожной сферы, оправдывая это аргументами повышения безопасности движения. Почему же никто не говорит о том, что уровень безопасности будет расти вместе с переходом к использованию систем общественного транспорта?

Будет ли железнодорожный транспорт играть решающую роль через 20 лет? Ни в коем случае, и такая ситуация сохранится до тех пор, пока реальный интерес направлен против транспорта на рельсах.

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www.railwaypro.com | December 2011

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eUr 8 Bln projects for carrying out the 2030 underground network planInterview with Gheorghe Udrişte - General Manager of Metrorex

26

LeaDers

ЛИДЕРЫ

Для проектов в объёме 8миллиардов евроСуществуют предпосылкивнедрения стратегии2030 о развитии сетиметрополитена Интервью с директор МетрорексГеорге Удриште

16

EU has started the countdown for emission reduction

UE’s ambition to reduce greenhouse gas emissions is more and more obvious due to the legislative regulations it initiates and the projects aimed to meet the set targets

В ЕС начался обратный счёт с точки зрения сокращения выбросов

ПОЛИТИКА И СТРАТЕГИЯ

Амбиция ЕС сократить выбросы газов с парниковым эффектом с каждым днём всё более подчёркивается законодательством, которое принимается на его территории, а также проектами, которые внедряются для достижения поставленных целей.


ISSN - 1841 - 4672

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General ManagerMihai Roş[email protected]

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Photo:Radu Drăgan

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eDitor’s note

1 Will rail in 20 years’ time be a marginal or major mode of transport?

MarKet DeVeLoPMent

Commuter transport, a developing market32

The company’s General Manager, Gheorghe Udrişte,talks in an interview about thedevelopment of the projectsalready launched and futureplans for developing thistransport mode

Генеральный директор компании,Георге Удриште, дал нам интервью,в котором рассказал о продолженииначатых проектов и о планах на будущеедля развития этого вида транспорта

enVironMent

Rail stations can also be “green”17

PoLicies & strateGiesRecession has only cut

emissions for a while Railways are still the best choice

16

EU has started the countdown for emission reduction

18

MoBiLitY

An easier way to attract passengers54

Eco-mobility for eco-cities36

PoLicies & strateGies

Shopping trip at rail stations35

asset ManaGeMent

Space consumption, an important factor in the development of transport systems

20

Efficient exploitation of locomotives reduces polluting emissions

22

enGineer

IT-TRA NS in sync with customers’ lifestyles48

Public transport and energy-efficiency need EU priority funds24

Electric transport will work on eliminating vehicles from urban areas

40

Noise pollution, an everyday more serious issue42

Electrification on the right track in the railway transport market

44

London Olympic Games impose a boost in the accessibility of public transport

46

Ambitious projects on railway transport modernisation for Russian Railways

51

Recast of the First Railway Package ensures the independence and impartiality of national regulatory bodies

56

ProDUcts & tecHnoLoGies

Dry lubrication of tyres, a modern and eco-friendly solution

34

Diesel propulsion still plays an important role in the European railway network

38

Recyclable materials make underground stations energy-efficient

33

Performing diesel engines increase the quality of railway transports

53

Passengers could plan journeys with just a few clicks60

The design of stations has to meet urban requirements23

High-speed can change the market share of air transport and reduce emissions

39

Eco buildings: railway stations 1 point – airports 041

Integrated and successful transport system improves passangers’ choices

43

30% reduction of polluting emissions, a target still difficult to reach

55

MetroPoLitan

2035 Strategic Concept to place Bucharest among the greatest European capitals

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Rail station, a historic monument of the city50

ERRATUM: Due to a most regrettable error, several mistakes have passed through the filter of the Communications Department of PKP PLK SA in the interview published in the Railway PRO “Mass Transportation” Magazine (September 2011, page 27-30) by Zbigniew Szafranski, Chairman of the Board, PKP PLK.In extending our apology to our readers, we kindly ask you to read as follows: Page 27:Instead of “tension” - “voltage” Page 28:Instead of “Transport Net”- “Transport Network” Instead of “Wide-gauge” – ‘Broad-gauge” Instead of “floating”- “adjust-able” Instead of “number/2010”- “913/2010” Instead of “Zylina” – “Zilina” Instead of “Lublana”- “Ljubljana” Instead of “Antwerpia”- “-Antwer-pen” Instead of “Akwizgran”- “-Aachen” Page 30:Instead of “schedule”- “timetable” Instead of “taking into”- “taken into”

Russian title “Приоритет отдаётся экологически чистому транспорту, для перевода пассажирского потока с дорожного на железнодорожный транспорт“ Instead of “Высокая скорость обусловила развитие параметров вагонных тележек”

enVironMent

phot

o: S

BB

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РЕдакционная Статья

1 Будет ли железнодорожный транспорт играть решающую роль через 20 лет?

моБильноСть

Политика и СтРатЕГия

РаЗВитиЕ РЫнка

ПРоиЗВодСтВо и тЕХнолоГии

кРУПнЫЕ ГоРода

Развивается рынок перевозок пассажиров маршрутного транспорта

32

Кризис привёл лишь к временному эффекту сокращения выбросов Железная дорога остаётся наилучшей альтернативой

16


18

Пассажиры могли бы запланировать свои поездки лишь с помощью нажатия на несколько кнопок

24

Электротранспорту удастся исключить использование автомобилей в городской среде

40

Звуковое загрязнение обостряется с каждым днём всё больше

42

Рынок железнодорожного транспорта хорошо справляется с точки зрения электрификации

44

Олимпийские игры в Лондоне требуют повышенной степени доступности к общественному транспорту

46


60

Новая система сухого смазывания графитовыми карандашами

34

Современные дизельные двигатели - основные источники ограничения вредных выбросов

53

Материалы повторного использования повышают эффективность энергопотребления на станциях метро

33Стратегическая

концепция 2035 способствует тому, что Бухарест станет одной из крупнейших европейских столиц

45

Вокзал - исторический памятник города50

Шоппинг на железнодорожных станциях35

Эко-мобильность для эко- городов36

Более лёгкий способ привлечения пассажиров54

окРУжающая СРЕда

Вокзалы тоже могут быть “зелёными”17

Российские железные дороги внедряет смелые проекты модернизации железнодорожного транспорта

51

Голосование за пересмотр Первого Железнодорожного пакета обеспечит независимость и беспристрастность национальных регулирующих органов

56

Дизельная тяга играет важную роль для европейской железнодорожной сети

38

Высокая скорость может изменить долю рынка воздушного транспорта и определить сокращение выбросов

39

Экологически чистые здания: вокзалы получили 1 очко, а аэропорты - 0 очков

41

Интегрированная,и успешная транспортная система даёт больше возможностей пассажирам

43

Сокращение вредных выбросов на 30% всё ещё является трудно достижимой задачей

55

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Volume of cargo transported by Latvian rail increases

internationaL: The volume of cargo transported by rail in Latvia totaled 48.4 million tonnes in January-October 2011, which is 18.5% more than over the same period last year.Domestic transportation volumes shrunk by 12.6% to 978,300 tonnes. On the other hand, international transportation volumes increased by 19.4% to 47.43 million tonnes.

United arab emirates to launch the second phase of railway develop-ment

internationaL: Etihad Rail, the compa-ny dealing with the railway development in the United Arab Emirates launches the sec-ond phase of the national railway project, said the company’s CEO. The contracts won after the tender held for this phase will be assigned by Q2 or Q3 of 2012.The second stage will connect the Abu Dhabi rail network to Jebel Ali in Dubai as well as links to the borders of Saudi Arabia and Oman.The UAE railway development project amount to USD 11 Billion (EUR 8.2 Billion), but Etihad Rail has not provided details on the costs of phase 2.

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PKP to receive firm offers for tK telekom in 2012

PoLanD: Railway state-owned PKP ex-pects to receive firm offers for its commu-nications branch put to sale, TK Telekom, starting with next year, said PKP’s spokes-man Lukasz Kurpiewski.Prior to this, bidders will be allowed to conduct due diligence. Preliminary bids were filed by GTS, IT Polpager, Netia, MNI with a financial partner, Hawe and Exatel.Polish railways PKP announced a tender for a 100% stake in TK Telekom. estonia carries more freight on rails internationaL: The volume of freight carried by Estonian Railways increased in the first ten months of the year by around 5% to 25.2 million tonnes.

The greatest share was that of transit transports which amounted to 19.1 million tonnes of goods. Domestic transports at-tracted 4.5 million tonnes of freight, while imports and exports 1.6 million tonnes.In October, cargo transport went down by 11.9% to 2.38 million tonnes.

By 2013 regional railway transports will be anchored in legislation

czecH reP.: The Czech Minister of Transport will prepare the draft law for regional railway transport financing by mid-2012 so that the law could become effective by 2013, said the Minister of Transport, Pavel Dobes.The subsidies worth CZK 2.6 Billion (EUR 101 Million), granted to regional transport in a memorandum from 2009, are ensured for 2012 despite the fact that the Ministry of Finances has demanded the reduction of these funds.The Ministry of Transport plans to liberalise another two railway lines in 2012 and other three in 2013, added Pavel Dobes.Apart from RegioJet and Ceske drahy, Veolia Transport, Arriva, Abellio CZ and Leo Express of entrepreneur Leos Novotny will probably take part in the tender.

arcelorMittal to initiate partnership with temir zholy

KazaKHstan: ArcelorMittal’s Kazakh unit, the biggest steel-maker in the central Asian country, agreed to form a joint

venture with the national railway company, Temir Zholy. The activity of the new com-pany will be the manufacturing of rails and long products. Production will begin at the end of 2013.The new company will be based at ArcelorMittal Temirtau’s facilities. The actual amount of investments has not been revealed, but 50% will be covered by Temir Zholy.

Law amendment for the protection of infrastructure companies

aUstria: Austrian Parliament has adopt-ed a law amendment to permit limiting the ownership of infrastructure companies by non-Europeans. A new clause states that stakes of 25% or more require approval by the Ministry of Economics unless the investor is from the European Union, the European Economic Area or Switzerland.The law, which applies to telecommunica-tions companies, utilities, hospitals, fire brigades and disaster control organiza-tions, defence and security companies, railways and universities. The law stipulates that in case of “disturbance of public order and safety”, the takeovers can be delayed or conditioned.

Macedonia and russia sign first railway transport agreement

internationaL: Macedonia and Russia will sign a cooperation agreement in the field of railway transport of passengers and commodities.The agreement simplifies border, customs and other formalities related to trans-port of passengers and commodities. Competent bodies and organizations are ex-pected to additionally conclude agreements on regulating issues over technologies for arranging the transport. This is the first Macedonia-Russia accord in railway traffic, scheduled to enter into force

30 days after its ratification by the two coun-tries.

neWs

В мире: Македония и Россия подписывают соглашение о сотрудничестве в сфере железнодорожного транспорта грузов и пассажиров.

Польша: Государственная железнодорожная компания PKP ждёт твёрдых заказов на филиал телекоммуникаций, выставленный на продажу - TK Telekom - в начале следующего года.

В мире: Объем грузов, перевозимых Эстонскими железными дорогами, вырос за первые десять месяцев этого года примерно на 5%, до 25,2 млн. тонн.

Чехия: Министерство транспорта Чехии подготовит законопроект финансирования регионального железнодорожного транспорта до середины

следующего года.Казахстан: Казахстанский

филиал фирмы Арселор Миттал откроет производственную единицу в партнёрстве с государственной железнодорожной команией Темир Жоли.

аВстрия: Австрийский парламент принял поправку закона, позволяющую ограничить владение компаниями по инфраструктуре не-европейскими инвесторами.

В мире: Объем товаров, перевозимых по железной дороге в Латвии повысился до 48,4 млн. тонн за первые десять месяцев этого года.

В мире: Etihad Rail запускает второй этап национального железнодорожного проекта.

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stations is a plan which will be launched soon. Bulgarian authorities have already appointed the consultants to prepare the plan for concessions. The contracts will envision taking up the management of the railway station itself and the adjacent territories.

Ministry of transport wants to sell railway stations

czecH reP.: The Czech Ministry of Transport plans to sell the buildings which host the railway stations, “Hospodářské Noviny” informs. The plan of the Transport Minister, Pavel Dobeš, is that the municipalities and the regions would gradually buy these buildings, that would thus remain under public management. This measure for separating the railway stations from the state-owned railway company would be aimed to consolidate the Czech Railways The Czech Railways could thus be used to get EUR 400-500 Million which could be used to face the competition on the railway market.

significant funds for infrastructure

MaceDonia: The Macedonian Government plans to allocate most of the 2012 budget for capital investments worth EUR 423 Million. The main projects include the reconstruction of part of Corridor X, the modernisation of railway infrastructure and the construction of a railway line to Bulgaria. The draft budget exceeds the 2010 budget by EUR 150 Million and relies on a 4.5% economic

accounts for more than 80% of commuter rail transportation on Moscow Railways and 52% of suburban passenger transport.The Central SPC serves 1.3 million passengers daily. The rolling stock used in suburban commuter services consists of 1,100 pairs of trains, of which 128 are fast suburban trains offering extra comfort.The Central SPC also provides commuter services in 10 parts of the Russian Federation, including Moscow and the Moscow, Kursk, Vladimir, Ryazan, Tula, Kaluga, Smolensk, Bryansk and Oryol regions.

three railway stations to be leased

BULGaria: Bulgaria will seek concessionaires for the railway stations in the cities of Plovdiv, Varna and Bourgas, the country’s Deputy Transport Minister Kamen Kichev said. According to Kichev, the concessions will be a source of fresh funding for state railways BDZ.The move is part of the Ministry’s plan to unite railway stations with bus stations to strengthen their operations.Awarding concessions for the three railway

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Венгрия: Венгерское правительство приняло решение насчёт слияния компаний по инфраструктуре.

сербия: Европейский банк реконструкции и развития предложил Сербии принять два кредита на инфраструктуру, даже если приближается срок возврата, который Сербия сама себе назначила.

В мире: Немецкая компания Deutsche Bahn AG предложила внести изменения в законодательство ЕС для того, чтобы отменить необходимость отделения направления администрирования инфраструктуры и направления поставок

транспортных услуг.россия: Российское правительство

приняло решение о продаже 25% минут три акции компании по транспорту пассажиров «Центральная пригородная пассажирская компания» (Центральная ППК)

В мире: ЧФР Марфа делает пробный пробег линии Ro-Ro по маршруту Аджиджа - Терминал Ферри-Боут ЧФР Марфа и порт Пендик (Стамбул).

болгария: Болгария ищет концессионеров для трёх вокзалов, расположенных в Пловдиве, Варне и Бургасе.

Решение включено в план объединения управления вокзалами и автобусными станциями, для объединения операций.

Чехия: Министерство транспорта Чехии намеревается выставить вокзалы на продажу. План министра транспорта Павла Добеша направлен на то, чтобы города и регионы постепенно начали закупать эти здания.

маКедония: Правительство Македонии намеревается выделить большую часть бюджета на 2012 года на капитальные инвестиции в размере 423 миллионов евро.

Hungare merges infrastructure companies

HUnGarY: The Hungarian Government decided to merge state-owned National Infrastructure Development (NIF) into the National Motorway Management Company (AAK) and will also consolidate a third state-owned road management company, Magyar Közút.The decision was published in the Hungarian Official Journal, “Magyar Kozlony”.NIF, set up in 2007, is responsible for road, motorway and railway developments.AAK, set up in 2000, is currently responsible for operating and maintaining about three-quarters of Hungary’s motorway and highway network and for road toll collection. The remaining public road network is managed by Magyar Közút.

eBrD wants to credit zeleznice srbije for railway development

serBia: The European Bank for Reconstruction and Development suggested that Serbia accept two infrastructure loans even though the country is nearing a self-imposed public debt limit.The EBRD has earmarked EUR 200 Million or Serbia’s state-run rail company Zeleznice Srbija to rebuild tracks and EUR 45 Million for Elektroprivreda Srbije.The credit for Zeleznice Srbije could be granted in tranches, the first being estimated at EUR 35 Million, said the Serbian Infrastructure Manager.

Government sells 25% of central suburban Passenger’s shares

rUssia: The Russian government has decided to sell 25% minus 3 shares in the Central Suburban Passenger Company, which is currently owned by Russian Railways (50% minus 2 shares)The sale of 25% minus 3 shares of the authorised capital will take place at a public auction in Moscow.The price of the stake will be based on the report of an independent appraiser, but will not be below the par value of the shares.The Central SPC is Russia’s largest rail suburban passenger company and currently

Deutsche Bahn wants the amendment of eU regulations

internationaL: Deutsche Bahn AG, Germany’s national rail operator, proposed a change in European law to prevent the company from breaking up its rail network from train operations, Financial Times Deut-schland reported, citing Chief Executive Of-ficer Ruediger Grube.Deutsche Bahn believes the proposal to permit integrated train and rail network op-erations would be supported by the German government because a separation would

cost 1 billion euros annually, FTD reported, citing an unidentified person at the com-pany.

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rzD reinforces objectives for the movement of cargo wagons

rUssia: The starting point for developing an efficient freight car management model is the adoption of rules for transporting empty wagons which belong to private owners, said Vladimir Yakunin, President of Russian Railways.Russian Railways has actively advocated this position at meetings with the executive branch, which has speeded up the adoption of an appropriate order by Russia’s Ministry of Transport. Major changes have been made to rail transport rules aimed at simplifying the procedures and documentation governing the movement of empty wagons and improving methods for their transportation.RZD has proposed the consolidation of the wagon fleets not only of its subsidiaries, but also of other operators.To implement this measure, it will be necessary to switch to a special procedure for pricing freight shipments in wagons belonging to operators which provides for setting the wagon component in the tariff based on the market value of using such rolling stock.Russia’s Federal Tariff Service has already sent a modified version of a Russian government draft decree to the federal executive bodies for approval. This decree is aimed at establishing temporary procedures for Russian Railways to attract freight using universal open box cars belonging to other owners and a special procedure for pricing the transport of goods in the universal open box cars used by Russian Railways.

growth. The press believes that the draft budget is much too ambitious and the growth would not be realistic, as Europe is still affected by downturn.

Progress for rail Baltica project

internationaL: The Baltic States prime ministers attained substantial progress on the issue of the European gauge project Rail Baltica during a meeting held on November.The discussion was also attended by the European Commission Vice-President for Transport Siim Kallas, who confirmed that Rail Baltica will be eligible for the European Union (EU) funding of 85% of the project costs. The Prime Ministers of Latvia, Estonia and Lithuania have agreed to establish a separate company with its headquarters in Riga in order to implement the project.Member states will be eligible for funding for detailed investigation of the rail track compatibility and for rail line construction works. The overall cost of the project is estimated at EUR 3.5 Billion (Estonia – EUR 1.04 Billion, Latvia – EUR 1.22 Billion, Lithuania – EUR 1.27 Billion).

captrain plans to provide complete railway freight transport services

roMania: By 2012, Captrain plans to provide complete railway freight transport services in the Romanian railway market. Currently, the company provides shunting services. “Our strategy is to launch complete services in the Romanian railway freight transport market, apart from shunting. We will deliver the services either independently or in partnership with different operators, according to requirements and the technical means we dispose of ”, declared Valentin Ivanov, Production Manager of Captrain Romania.For 2012, the company plans to reach a turnover of EUR 5-6 Million, compared to the EUR 4 Million turnover in 2010.Captrain carries construction materials for Lafarge, the annual average of shipped volumes reaching 1 million tonnes and, according to estimates, the freight volume for 2012 could reach around 2 million tonnes per year.

cFr Marfă to launch rolling road service between agigea and Pendik Port (istanbul)

internationaL: CFR Marfă will test the introduction of the rolling road service between Agigea - CFR Marfă Ferry-Boat Terminal and Pendik Port (Istanbul), the of-ficial launch of the line being scheaduled for the next period. The operator is integrated part in this traffic development project in the Black Sea Area. The decision is part of the operator’s plan to develop combined traffic. The launch of the rolling road serv-ice between Constanta and Istanbul opens

new opportunities for the freight transport between Turkey and Romania, as well as be-tween Europe, Asia and the Near East.

В мире: В рамках встречи, премьер-министры прибалтийских государств объявили о существенном прогрессе переговоров по проекту Rail Baltica.

румыния: До 2012 года компания Captrain намеревается предоставить полный пакет услуг по железнодорожным грузовым перевозкам на румынском рынке.

россия: Важнейшим пунктом эффективного развития управления товарными вагонами является принятие регламентов о транспорте пустых

вагонов, принадлежщих частными операторам.

маКедония: Голландская консалтинговая компания Grontmij осуществит проект реконструкции основных вокзалов города Скопье.

В мире: Европейский банк реконструкции и развития предоставит долгосрочный займ в размере 22,5 миллионов евро на финансирование приобретения новых вагонов, предназначенных для железнодорожных грузовых перевозок.

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Dutch company deals with the reconstruction of skopje railway station

MaceDonia: Dutch consultancy company Grontmij will design a project estimated at EUR 2.6 Million for the reconstruction of Skopje’s main railway station, Macedonia’s transport ministry said.Grontmij will also prepare the tender documents for contractor and supervisor of the station’s overhaul.

eBrD lends eUr 22.5m to boost russia-Finland freight

internationaL: The EBRD has committed to a long-term loan of EUR 22.5 Million to fund an investment in new freight wagons to boost by over 70 per cent the fleet of a CIS-wide freight carrier which has a special focus on cross-border rail traffic between Finland and Russia for the pulp and paper industry.The investment by the St Petersburg-registered Huolintakeskus LLC, which operates in the whole CIS and Baltic region, is being made to support expansion of the operations of this niche operator in the freight rail market.The 8-year EBRD loan will allow the company to buy over 700 new freight wagons.Independent consultants hired by the EBRD estimate that Russia will need to add between 45,000 and 60,000 new freight wagons every year over the next 10 years.Freight operators in Russia froze their fleet expansion plans due to the 2008 financial crisis and replacements are now overdue.

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Польша: Кабинет министров Польши утвердил план инвестиций в железнодорожную инфраструктуру на период 2011-2013 гг. План включает более 100 проектов общей стоимостью 20,44 млрд. злотых (4,6 млрд. евро).

В мире: Латвийские железные дороги (LDz) намеревается осуществлять грузовые перевозки из Китая в Латвию через порты Казахстана.

В мире: Турция ратифицировала соглашение о создании сети высокоскоростного железнодорожного транспорта между восточноевропейскими сранами в рамках Проекта сотрудничества в Юго-Восточной Европе.

Польша: Европейский инвестиционный

банк предоставит кредит в размере 120 миллионов евро на реабилитацию и восстановление участка 58 километров линии.

россия: 50% акций оператора ТрансКонтейнер могут быть выставлены на продажу до конца первого квартала 2012 года.

уКраина: Украинская компания Укрзалізниця отменит поезда, пользующиеся низким спросом. Такое решение было принято по результатам оценки количества пассажиров, проведённой с помощью автоматической системы проведения анализов.

турция: Начиная с 2012 года Турция утратит свою монополию на Турецкие железные дороги.

Latvia wants to carry freight to china through the ports of Kazakhstan

internationaL: Latvian Railways (LDz) is planning to ship potential cargo from China to Latvian ports through Kazakhstan, LDz President Ugis Magonis announced.“Kazakhstan is a very important coopera-tion partner for LDz and we are transport-ing considerable amounts of cargo from this country,” said Magonis.

turkey ratifies agreement for south-european railway network

internationaL: With the goal of creat-ing a high performance railway network to connect countries in Southeast Europe, Turkey ratified an agreement as part of the Southeast European Co-operation Process (SEECP).Turkish officials in Ankara said the high-speed railway network project “sounds more beneficial now than it did years ago”. “Everyone in our region … can benefit from it,” the Turkish Parliament’s Transportation Commission Chairman Idris Gulluce said.The deal, signed by the other countries in May 2006, vows to significantly reduce travel times between countries in the region, improve the quality of passenger and freight transport, and increase the competitiveness of passenger and freight railway transport. The planned network will cover the region with 16 transportation axes, carrying com-mercial goods at speeds of up to 130 km/h, with plans to increase speeds to 160 km/h and 220 km/h where possible by 2020. Albania, Bulgaria, Bosnia and Herzegovina, Croatia, Macedonia, Greece, Romania, Serbia, Turkey, Montenegro and Moldova are all included in the planned network.

eiB finances the modernisation of railway infrastructure

PoLanD: The European Investment Bank will grant a EUR 120 Million for the rehabilitation and modernisation of a 58-km long section that links Wroclaw to the border of Inferior Silesia voivodship (South-Western Poland).The section is part of the Malmo – Ystad – Szczecin – Poznan – Wroclaw – Chalupki – Ostrava corridor.The project will allow trains to run at speeds

of up to 160 km/h. The modernisation of this section is the first phase in the mod-ernisation plan of the 164-km line Wroclaw-Poznan. The project will also receive EU funds through the Operational Program for Infrastructure and Environment.

transcontainer privatisation put on hold

rUssia: The state’s 50% stake in container shipping company TransContainer could be divested at the end of the first quarter or the beginning of the second quarter of 2012, a Transportation Ministry source said.The government returned the draft resolu-tion authorizing the sale of the TransCon-tainer stake to the Economic Development Ministry for redrafting. But the Economic Development Ministry commented that it had revised and submitted the draft resolu-tion to the government in October.Originally, the board of directors of state-owned Russian Railways approved auc-tioning off a 25% stake in TransContainer.

Ukrzaliznytsia reorganises rail traffic after audit

UKraine: Ukraine State Railways Ad-ministration Ukrzaliznytsia is intending to cancel passenger trains that are not in demand. The decision was made after the audit of passenger flow using an automated analysis system.“Due to the analysis, it became clear which trains run empty, what trains are used as local ones, where there is a lack of wagons,” the press service said citing Ukrzaliznytsia Director General Volodymyr Kozak. Such a complete analysis of passenger transpor-tation has been performed for the first time for 20 years. About 23 trains will be can-celled by the end of the year. In addition, the frequency of the running of 13 trains will change.

tcDD no longer hold monopoly starting next year

tUrKeY: Turkey will end the state mo-nopoly on railway transport and allow commercial companies to carry passengers and freight next year, “Vatan” newspaper reported, citing a government policy docu-ment.Starting with next year, the authorities will allow other companies to provide railway passenger and freight transport services on the Turkish railway network.The government will also reorganize TCDD in 2012.

cFr sa assigned the contract for the ertMs installation on chitila-crivina section

roMania: CFR SA has assigned the contract for the execution of the ERTMS Level 2 on the railway section Chitila – Crivina to the consortium including Thales – Siemens - Nokia Siemens Networks who made a EUR 38.2 Million offer.The pilot project for the installation of the ERTMS Level 2 has a value of EUR 37 Million (VAT excluded).Chitila-Crivina section is located on Bucharest-Câmpina, part of the pan-European Corridor IV.

authorities approve rail program for 2011-2013

PoLanD: The Polish Cabinet approved 2011-2013 multi-annual railway infrastruc-ture investment plan for 2011-2013. The plan includes over 100 projects worth PLN 20.44 Billion (EUR 4.6 Billion). The projects assumes construction of new railway infra-structure and modernisation or restoration of existing infrastructure. The most impor-tant projects on the list include moderniza-

tion of a rail connection between Warsaw and Gdansk agglomeration, as well as a connection between Warsaw, Katowice and Krakow. The plan also includes completion of a railway connection to the Okecie airport in Warsaw.The program will be financed with pub-lic means, EU funds and PKP PLK railway operator’s own funds. In order to contribute to the EU financing, PKP PLK will have to secure a EUR 910 Million loan from the Eu-ropean Investment Bank.

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serbia launches tender for Belgrade line

serBia: The state-owned railway operator JP Zeleznice Srbije said it called a tender for the upgrade of a section of the Belgrade –Nis railway line. The company will use proceeds of the European Investment Bank loan to finance the reconstruction of the Gilje-Cuprija-Paracin railway section, in central Serbia.

accelerating the development of “ticketing” and improving passenger mobility in europe

internationaL: On 23 November, at the second CER Information Session on Ticketing in the European Parliament, the Community of European Railway and Infrastructure Companies (CER) presented the rail sector’s ticketing strategy. With this approach, the European railways aim to define common conditions for making information on timetables and fares available to third parties, ahead of the implementation of the related European legislation. By strengthening their collaboration in this field, CER members committed to accelerate the “distribution of rail services”, responding to increasing expectations not only from passengers but also politicians. At the event, CER members presented the rail sector’s ticketing strategy, which was approved by the CEOs of European rail passenger operators at their meeting on 9 November in Frankfurt. The rail sector’s ticketing strategy is based on two main elements the use of a common European timetable database to offer complete European rail timetable information to

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Boosting business competitiveness and sMes 2014 – 2020

internationaL: With a budget of EUR 2.5 Billion over the period 2014-2020, the Pro-gramme for the Competitiveness of Enterpris-es and SMEs, COSME is a funding instrument tabled by the European Commission, which is largely continuing the activities under the current Competitiveness and Innovation pro-gramme (CIP). The new programme targets in particular: entrepreneurs, in particular SMEs, which will benefit from easier access to fund-ing for their business, citizens who want to become self-employed and face difficulties in

setting up or developing their own business, as well as Member States’ authorities, which will be better assisted in their efforts to elabo-rate and implement effective policy reform. European Commission Vice President Antonio Tajani, responsible for enterprises and indus-try, said: “Easing SMEs access to finance, mar-kets and entrepreneurship policies, is key to overcome the crisis. This programme will help to unlock the growth potential of enterprises focusing on boosting the real industry. We will strengthen competitiveness of businesses and create new jobs, and ultimately reinforce the growth potential of the EU economy.”

В мире: С бюджетом в размере 2,5 млрд. евро на период 2014 – 2020 гг., Программа конкурентоспособности предприятий малого и среднего бизнеса, COSME, является инструментом финансирования Европейской комиссии, который в основном продолжает мероприятия, проводимые в рамках нынешней программы конкурентоспособности и инноваций.

сербия: Железные дороги Сербии (Zeleznice Srbije) объявили тендер на модернизацию железнодорожного участка Белград - Нис. Компания возьмёт кредит в Европейском инвестиционном банке на реконструкцию линии Гилье-Куприя-Парачин.

В мире: 23 ноября в рамках второй Информационной сессии Ассоциации компаний железных дорог и инфраструктуры (CER), организованной при Европарламенте, Ассоциация представила стратегию системы проездных билетов в сфере

железных дорог. Таким подходом европейские железные дороги нацелены на определение общих условий для обеспечения доступа третьим сторонам к расписанию поездов и тарифам на проезд.

В мире: Правительство Эстонии уполномочило Министерство Бизнеса разделить Эстонские железные дороги на две компании. Такая мера была принята для соблюдения требований Европейской комиссии насчёт разделения администрирования железнодорожной инфраструктуры от транспортных услуг.

В мире: Согласно последнему отчёту о пересмотре инвестиций Трансъевропейской транспортной сети (TEN-T), средства, выделенные ЕС на проекты инфраструктуры оказались существенными для запуска или внедрения 90% проектов, включенных в Европейский экономический план восстановления (EERP).

third party ticket vendors on a commercial basis. By doing this, the European railways will anticipate the deadline set in the related European legislation (TAP TSI). They will also provide to third parties a comprehensive, unique and updated set of information for the whole European network and the establishment of a technical interface for fare information exchange.

estonia initiates the process for separating state-owned railway company

internationaL: The Government gave the minister of economic affairs the mandate to split Estonian Railways into two separate companies. The measure was made to observe the European Commission’s requirements that the management of infrastructure and freight flows would be separated to ensure transparency and independence. The railway company’s assets, with all the ensuing rights and obligations, will be divided by the end of 2012 between two recently established spin-offs: EVR Infra

AS and EVR Cargo AS. After the split, the state will continue to be the sole shareholder of both companies.

eUr 7 Billion for Galileo and eGnos programmes

internationaL: The European Commission proposed, on November 30th, the new framework for the financing and governance of the two European satellite navigation programmes Galileo and EGNOS (GPS signal augmentation) for the period 2014-2020. The Commission proposes to earmark EUR 7.0 Billion to guarantee the completion of the EU satellite navigation infrastructure and to ensure the exploitation of the systems until 2020, such as the operations of the space and terrestrial infrastructures, the necessary replenishment/replacement activities, certification procedures, and notably the provision of services. The proposal also recalls that the Union remains the owner of the systems. Therefore the management of the programmes’ exploitation should be delegated to the European GNSS Agency while management of the programmes’ deployment should be delegated to the European Space Agency.„Both Galileo and EGNOS are strongly contributing to our industrial competiveness and innovation in key

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sectors with great economic potential. The increase of our know-how satellite navigation technology and service will significantly support European industry in these difficult times”, Vice President Antonio Tajani, responsible for industry and entrepreneurship said.

Gcc to spend $79bn on rail projects

internationaL: The Gulf Cooperation Council (GCC) countries are planning to spend Dh290bn ($79bn) between 2011 and 2020 in railway projects, including metros, trams, and stations, according to a new study by Kuwait-based investment bank, Kuwait Financial Centre or Markaz.Among the GCC countries Qatar will be investing $28.7bn, Saudi Arabia $20.2bn, the UAE $11.8bn, Kuwait $10bn, Bahrain $6bn and Oman $2.5bn. The investment includes $30bn on the pan-GCC rail network which will be shared among the member countries, includes one rail line spanning 1,970 km connecting all GCC countries and Qatar with a bridge. The second line will span 1,984km through Kuwait, Saudi Arabia and the UAE, and end in Oman and after the completion of the entire line built to provide an alternative travel link through GCC countries which is currently linked by road or air. About $3.1bn is estimated to be spent on land acquisition for the project, while the cost of purchasing new trains and locomotives is estimated at $1.8bn.

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eU funding essential to kick-start investment in growth

internationaL: European Union fund-ing for infrastructure projects has proved to be crucial for the launch or implementa-tion of 90% of the projects covered by the European Economic Recovery Plan (EERP), according to a new report. The mid-term re-view of Trans-European Transport Network (TEN-T) investment into EERP concluded that the funding has been vital for attract-ing further investment from the private sec-tor and public authorities. This review was carried out to assess the progress of indi-vidual EERP funded projects and to measure

the extent to which the Plan is meeting its objective of contributing to boosting the European economy and speeding up trans-port construction in Member States. The EU launched EERP in response to the financial crisis of 2008, and as a part of this, €500 mil-lion of TEN-T funds were advanced to 2009. Mature projects were selected to allow a prompt start in 2009, and investment con-tinued in 2010. The present mid-term review covered all the 36 construction projects co-financed (out of 99 eligible project propos-als). The selected projects reflect TEN-T’s commitment to environmentally friendly modes, with 18 actions being rail, multi-mo-dal port and inland waterway projects.

В мире: 30 ноября Европейская комиссия предложила новые рамки финансирования и управления двумя европейскими программами спутниковой навигации Галилео и EGNOS (для усиления сигналов GPS-навигаторов) на период 2014-2020 гг.

В мире: Государства-участники Совета сотрудничества стран Персидского залива (GCC) намереваются инвестировать 79 миллиардов долларов в железнодорожные проекты, том числе касающиеся метро, трамвайных проектов и станций в период 2011-2020 гг. Это указывается в исследовании, проведённом инвестиционным банком Kuwait Financial Centre.

грузия: Железнодорожная компания Грузии зарегистрировала общий рост доходов на 20% за первые девять месяцев 2011 года по сравнению с аналогичным периодом прошлого года.

В мире: Официальные представители Ирана заявили о том, что Россия и Азербайджан выразили готовность создать партнёрство по внедрению проекта Казвин – Рашт – Астара на севере Ирана

Georgian railways revenues up by 20%

GeorGia: Georgian Railways revenues increased by 20 percent in the first nine months of 2011 compared to the same period last year. Revenue from freight traffic, both dry and bulk cargo, increased by 23 percent, the company said. According to the company, in January-September 2011, net income amounted to GEL 144.5 Million (EUR 65.4 Million).

russia, azerbaijan ready to partner in iran’s railway project

internationaL: Iranian officials informed that Russia and Azerbaijan have voiced their readiness for partnership in the implementation of the Qazvin-Rasht-Astara railway project in Northern Iran. Director-General of International Affairs at Iranian Railways (RAI) Abbas Nazari said the three countries are due to hold a meeting within the next month to decide on signing a contract with an international consultation company to start preliminary studies. According to Nazari, the railway will be 75 km long and will cost $400 million. Also, Iranian, Russian and Azeri officials in a series of meetings in February discussed prospects of railway construction in the North-South Corridor project. They discussed creating a joint venture for the construction of the railway Qazvin-Rasht-

Astara (Iran) to Astara (Azerbaijan), the design of construction and other issues. The $400-million North-South transport corridor envisages creation of a single railway from Europe through Russia, Azerbaijan and Iran to India and South-East Asia. Most of the work will be done in Iran, which has no rail link to the border with Azerbaijan. Certain work worth $35-40 million is planned to be conducted in Azerbaijan..

Deutsche Bahn and sncF, partners for high-speed services

internationaL: From March 2012, Deutsche Bahn and SNCF will jointly propose high-speed services between Frankfurt and Marseilles, on the new line Rhine-Rhone. The line will be served by double-decked trains, a single daily connection being planned for the beginning. A second connection will be introduced later. The new line will permit reducing the travel time between the two cities by 90 minutes.

Georgian railways to develop railway project without eBrD financing

UKraine: Georgian Railways will pur-sue the construction of a new bypass to re-route rail traffic outside the centre of Tbilisi without financing from the European Bank for Reconstruction and Development. The company has chosen to restructure the implementation of the project, which is designed to improve the efficiency and safety of rail opera-tions and free more than 70 hectares of land in the Georgian capital for urban renewal projects.The EBRD had agreed last year to pro-vide a EUR 100 Million loan to help fund new track and develop the key east-west freight corridor, used for the trans-portation of oil and other products from Azerbaijan and central Asia to Georgia’s Black Sea ports and will now consider supporting other priority projects with the railways.

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accelerating rail transport projects is important for traceca members

internationaL: On November 24, Romanian Minister of Transport and Infrastructure, Anca Boagiu, headed the works of the 9th Intergovernmental Committee Annual Reunion of Europe-Caucasus-Asia Transport Corridor (CIG TRACECA). The event was attended by officials from 13 member states of the Wider Black Sea Area, South Caucasus and Central Asia, two countries with the statute of observers, Lithuania and Turkmenistan, as well as representatives of the European Commission and experts of the technical assistance programmes carried out by EU under the aegis of TRACECA. The event held in Bucharest has also marked the takeover of the annual Presidency of TRACECA by Romania. Previously, the presidency was held by the Republic of Moldova.“We’ve started on this road as a political and technical project and today TRACECA is an economic project, whether we want it or not. The investment forum created in October 2010 with the support of the European Commission is an excellent example of linking the development needs of the member states to the global financial market. I am very content that the second edition will take place in February, during the Romanian Presidency. I suggest we should jointly identify the means of making this forum permanent over the next period. The forum is necessary because the priority projects for each member state are too many and necessary investments too high not to use every opportunity of attracting investors and financing sources. My top priority is connecting TRACECA to the TEN-T”, said Romanian Minister Anca Boagiu.The representatives of the TRACECA Corridor member states talked about some of the most important transport projects

included in the national strategies.For Armenia, TRACECA Corridor is important from the point of view of connecting its network to the European network. An important project is the North-South Corridor that would link Armenia to Iran, foreign investors expressing their high interest in this project. The national railway transport operator is interested in building a 40-km long railway line, the actual works being due to begin in 2012. Moreover, a railway line linking Yerevan to its airport will be built.The representative of Azerbaijan, Akif Mustafaev, has underlined the importance of providing EU financing for TRACECA’s development. At the same time, Mustafaev talked about Azerbaijan’s plans of purchasing coaches, locomotives and of improving the railway infrastructure, a project which requires USD 1.5 Billion, 40% of which will come from the World Bank and the rest, from the state budget.Georgia’s representative highlighted the importance of political reforms so that the transport sector would become the driving force of the country’s economic development.The Iranian Shahriar Afandizadeh talked about the plans of his country of building railway connections with Afghanistan and Turkmenistan. An agreement for building a new railway line, measuring 900 km and linking Turkey to the Persian Gulf via Iran, is also in force. The link to Afghanistan

Development of PPPs in central asia and the caucasus

internationaL: The European Bank for Reconstruction and Development and the Asian Development Bank have agreed to work together on a range of projects to build capacity and promote public-private partnerships across the Caucasus and Cen-tral Asia. A Memorandum of Understanding was thus signed which aims to strengthen and deepen cooperation in in 9 countries from this region, Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyz Republic, Mongolia, Tajikistan, Turkmenistan and Uz-bekistan. ”Both our institutions are strongly committed to helping unlock the region’s vast economic potential by supporting mar-ket-oriented, private sector development, boosting public-private partnerships and building the road, rail and energy networks necessary to facilitate growth in trade and commerce,” declared Thomas Mirow, EBRD President, at the signing ceremony.

includes the construction, starting with 2012, of a 140-km long railway line, the first 106 km being located in Iran.The representative of the Republic of Kazakhstan, Azat Bekturov, talked about the plans of its government on transport development by 2015, the infrastructure requiring funds of USD 19 Billion. Kazakhstan plans to build 1,500 km of new railways. “By December 2011, we plan to finalise the new railway line that will boost traffic volumes with China by reducing the distance between the two countries by 500 km. We also plan to finalize the railway line to Turkmenistan by December 2011, thus cutting the travel distance by 600 km. By 2020, Kazakhstan aims to finalize the construction of another 1,200 km of railways and the electrification of over 1,000 km of railway lines”, pointed out Bekturov. The delegates of TRACECA countries have emphasized the importance of accelerating transport projects for faster connections in the Eurasian area.“The construction of a corridor can begin with governmental agreements, but finalizes only when the private market considers profitable the traffic through that corridor. And a corridor becomes profitable when the transit of cargo along that specific corridor becomes not only cheap and fast, but also safe. This has to be the absolute priority of TRACECA’s efforts”, underlined Romanian Minister Anca Boagiu.

В мире: Начиная с марта 2012 года, SNCF и Deutsche Bahn будут предлагать совместные услуги высокоскоростного транспорта по маршруту, соединяющему Франкфурт и Марсель, по новой линии Рин-Рон.

В мире.: Европейский банк реконструкции и развития (ЕБРР) и Азиатский банк развития (АБР) договорились о сотрудничестве по внедрению ряда проектов и по продвижению государственно-частных партнёрств в Центральной Азии и на Кавказе.

В мире: Грузинские железные дороги продолжат строительство новой кольцевой

линии вокруг столицы Тбилиси, но без финансирования ЕБРР. Компания выбрала в пользу реструктуризации внедрения проекта, направленного на повышение эффективности и безопасности железнодорожных операций, оставляя 70 гектаров земли для проектов городского восстановления столицы.

В мире: Министр транспорта и инфраструктуры, Анка Боаджиу, 24 ноября возглавила работы Девятой ежегодной встречи Межправительственной комиссии транспортного коридора Европа-Кавказ-Азия (CIG TRACECA). По этому случаю, Румыния приняла председательство в TRACECA, по принципу ротации.

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BKV needs subsidies again

HUnGarY: BKV, the Hungarian public transport company, needs additional state subsidies of HUF 6 Billion (EUR 19 Million) in December and another HUF 9 Billion (EUR 28.5 Million) in January, declared Mayor Istvan Tarlos.Without these additional emergency subsidies, the company risks “falling apart in weeks”, added Istvan Tarlos. This amount adds to the HUF 5 Billion funds (EUR 15.9 Million) that the company will receive soon.

First automated underground trains in Paris

internationaL: The first underground trains in Paris have begun running on Line 1. The line is the oldest and the most crowded on the network in Paris and carries a daily 750,000.By December 2012, Line 1 will also be served by conventional trains, RATP said. For now, 8 automated trains and 37 conventional trains will run on the line. Two new automated trains will be integrated in the network every month.The project is financed by RATP with EUR 600 Million.

alstom and tMH will build an express tram network in st. Petersburg

rUssia: Alstom and Transmashholding (TMH), have signed a Memorandum of Understanding with the city of Saint Petersburg which establishes a programme of cooperation for the development of a modern tramway network.Under the terms of this agreement, Alstom and TMH will develop a new model of express tramway, fitted with a low floor throughout, entirely modular and adapted to the climatic conditions of the region to meet the needs of the city of Saint Petersburg.Under the agreement’s framework, Alstom and TMH will also be providing the city with consulting services for questions related to the organisation of urban transport networks, project management and the optimisation of passenger flows.

Bombardier wins new contract in Munich

internationaL: Bombardier announced the company had won another order for the delivery of the

Innovia APM 300 technology for Munich Airport. Under the agreement signed with Terminal 2 Betriebsgesellschaft MBH & Co, Bombardier will design, build and deliver the rolling stock and operate and maintenance the Innovia APM 300 automated network. The contract is estimated at around EUR 89 Million. The order includes the delivery of 12 Innovia APM 300 vehicles and the automated Bombardier CityFlo 650 train control technology.The automated network will connect the airport’s terminal 2 and its extension. The distance between the two terminus points will be covered in less than 1 minute by the automated trains. The network will be finalized in 2014.The metro extension is part of a GBP 1.4 billion (EUR 1.6 Bln) Metrolink expansion plan that will treble the size of the network with planned extensions to East Didsbury, Ashton under Lyne, Oldham, and Rochdale lines.

siemens to deliver avenio trams to Hague

internationaL: Siemens has been awarded a contract from HTM Materieel B.V. Operator in Hague consisting in the delivery of 40 4-car low floor Avenio trams. The order amounts to over EUR 100 Million. The contract for the 40 vehicles, including driver training, documentation and spare parts, includes an option for another 40 Avenio trams.The vehicles will be manufactured in Vienna and delivered to the customer as from February 2014.

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Metrorex signed contracts totalling over eUr 100 Million

roMania: On November 29, 2011, Metro-rex signed two contracts for the acquisition of 16 underground trains and control systems for protection and operation to be installed on these trains. The supplier of underground trains, Construc-ciones y Auxiliar de Ferrocarriles (CAF), signed the contract worth EUR 97 Million, VAT ex-cluded and Bombardier signed the EUR 4.94 Million contract for the delivery of 16 sets of ATP and ATO systems. “The acquisition of the underground trains will make possible the replacement of the existing vehicles. The trains are equipped with passenger information systems and with spe-cial spaces for the transport of bicycles. The underground trains will be assembled in Ro-mania. The systems provided by Bombardier

will make transport safe and comfortable”, declared the Romanian Minister of Transport, Anca Boagiu.The new underground trains have six cars connected by gangways, traction and brak-ing systems controlled by microprocessors, stainless steel body cases, an improved system of support handles for passengers, self-blocking sliding doors and protection system in case people are caught between doors. Gheorghe Udrişte, the Executive Director of Metrorex, said: “Trains might be assembled in Bucharest and we also have the possibility to extend the procurement contract by an-other 8 vehicles to be put in service on a sin-gle line”. The underground transport opera-tor plans to purchase up to 60 underground trains, EIB and the state budget providing funds for 21 trains. Studies for launching the tender will be elaborated for the rest.

румыния: Компания “Метрорекс” подписала два договора на приобретение 16 поездов метро и систем контроля защиты и управления, которыми будут оснащены эти поезда. Общая сумма составляет 100 миллионов евро.

Венгрия: BKV нуждается в дополнительных субсидиях от государства в размере 19 миллионов евро в декабре, а в январе - ещё 28,5 миллионов евро.

В мире: По магистрали 1 парижского метро были запущены первые поезда с автоматическим управлением. Магистраль 1 является наиболее старой и наиболее загруженной магистрали парижского метрополитена.

В мире: Компания “Сименс” получила контракт со стороны гаагского оператора HTM Materieel B.V. на поставку 40 трамваев Avenio с четырьмя вагонами и низким полом.

россия: Альстом и Трансмашхолдинг (ТМХ) подписали меморандум понимания с властями Ст. Петребурга на составление программы сотрудничества для развития современной трамвайной сети.

сербия: Представители правительства Сербии, правительства Франции и города Белграда подписали декларацию для осуществления проекта белградского метро.

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Wireless internet in irkutsk public transport

internationaL: Irkutsk authorities (Siberia) have launched an innovative project to install Wi-Fi Internet network in public transport.Equipment, providing free access to Internet, has been installed in two trolley-buses and two trams.The respected routes have been selected because they are widely-used by students. In the future, the authorities plan the extension of the free internet access on all tram and trolley-bus lines.

Paris tests “freight tram”

internationaL: RATP and the Transport Union of Ile de France will carry out a test from November 14 to December 10 called “TramFret” (Freight Tram) which consists in adding freight transport units to Paris trams.In the testing period, two units will be daily integrated from Monday to Saturday on a

8-km section. The traffic of these units will permit testing “several opportunities to add freight transport wagons to passenger coaches”.The project is aimed at revealing the tram network from a large part of the freight carried in trucks. “1 Million deliveries take place daily in the Ile-de-France region, 90% of which via road transport”, Paris Municipality informs.

ratB, Metrorex and cFr călători to analyse the possibility of developing intermodal train-bus stations

internationaL: With the establishment of the Bucharest Metropolitan Transport Authority and until its operation, Bucharest Surface Transport Operator (RATB), together with Metrorex and CFR Călători representatives, will analyse the establishment of intermodal stations (train-bus) on Bucharest’s ring to ensure the transfer of passengers from railway stations to public transport

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В мире: Bombardier получил новый заказ на поставку технологии Innovia APM 300 для Мюнхенского аэропорта.

В мире: Средства общественного транспорта города Иркутск (Сибирь) будут оснащены беспроводной сети Интернет.

румыния: RATP и Транспортный профсоюз региона Иль-де-Франс запустят новый эксперимент в период 14 ноября - 10 декабря под названием „TramFret”.

румыния: Одновременно с созданием Бухарестского Метрополитенного транспортного управления, RATB совместно с представителями Метрорекс и ЧФР Кэлэторь рассматривают обустройство интермодальных станций (поезд-автобус) на кольцевой дороге вокруг столицы.

stations in Bucharest (either surface or underground). The traffic of buses and trains will be thus synchronized so that vehicles would run every 30 minutes.Also, RATB will extend its transport network to big commercial centres and new residential districts in Bucharest by expanding the already existing lines and setting up new ones.

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France and serbia sign Belgrade Underground agreement

serBia: The representatives of the Serbian Government, of the French Government and of Belgrade Municipality signed a de- claration of intent for Belgrade Under-ground project.

The Serbian Government will grant guaran-tees to Belgrade Municipality to support the project development, said the Deputy Prime Minister, Bozidar Djelic. In turn, France will grant EUR 3.8 Million for the drafting of the feasibility study and will finance the develop-ment of the first phase of the project.The underground will be finalized in 2017.

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problem. The EU objective on cutting emissions (by 60% by 2050 compared to 1990), “will be very difficult to meet only by technical means (for example, techno-logical improvement can have a rebound effect – the optimisation of energy efficien-cy will lead to an increase in the number of automotive vehicles)” Therefore, optimis-ing the energy-efficiency for a better use of vehicles and eliminating useless travels will be absolutely indispensable and can help reduce global emissions, optimise the air quality and reduce noise. Another proposed solution that will contribute to meeting EU objectives is modal shifts to other sustainable means of transport and the stress falls on shifting transport demand from road and air transport to railway and waterway transport.

Кризис привёл лишь к временному эффекту сокращения выбросов железная дорога остаётся наилучшей альтернативой

Транспортный сектор составляет одну треть энергозатрат в государствах-членах ЕЭА (Европейского экологического агентства) и производит одну пятую выбросов газов с парниковым эффектом, будучи в ответе за большую часть загрязнения воздуха. Но вместе с тем, транспорт является существенной составляющей общества и экономики, а в контексте, когда в долгосрочной перспективе прогнозируется постоянный рост объёмов перевозок, а необходимые энергетические ресурсы на 96% зависят от нефти, неизбежно и существенное повышение объёмов вредных выбросов. На фоне финансового кризиса сократились объёмы выбросов в транспортной сфере, но это лишь временный эффект. Для достижения долгосрочных положительных результатов необходимо вмешательство государственных властей.

Recession has only cut emissions for a while railways are still the best choice

according to the annual report of the European Environment Agency (EEA), which analyses a

set of objectives proposed in the European Commission’s Roadmap on Transport, the emissions of several polluting gases ge-nerated by transport dropped in 2009 as a temporary consequence of the economic crisis. “The emissions level of all transport pollutants dropped in 2009 as the demand plunged. However, this reduction is the result of the economic downturn. It is ne-cessary a broader reorientation of the Eu-ropean transport system, so that emissions would not increase, not even during strong economic growth periods”, said Jacqueline McGlade, Executive Director EEA.

Consequently, the new objectives includ-ed on EC’s agenda will further represent a framework for the drafting European, na-tional and local policies and for approach-ing transport-related environment aspects. The report indicates the fact that there are significant opportunities for solving this

[ by Pamela Luică ]

The transport sector represents third the overall energy consumption in the EEA member states (European Environment Agency) and is responsible for 1/5 the greenhouse gas emissions and, therefore, for a significant percent of air pollution. However, at the same time, transports is a vital component of the society and of the economy and, as long-run estimates indicate a constant increase of the transport demand and the necessary energy is still 96% oil-dependent, a significant increase of emissions cannot be avoided. Transport-generated emissions dropped due to the financial downturn, but this is only a temporary effect and long-run positive results demand the implication of authorities.

Energy consumption, TJ millions

Source: Eurostat 2011


Using the best technology available

51Laying the foundations for greener transport

require determined actions. These elements are discussed further in the next two sections. There will also be a need for future regulations of vehicle GHG performance to shift from direct tailpipe emissions to include full life-cycle emissions of transport energy carriers. The former elements will contribute substantially beyond the efforts made on improving efficiency. The use of hydrogen could eventually complete the picture for a substantial GHG reduction.

6.1 Fuel quality and energy sources

European transport is currently dependant on fuels derived from oil for around 96 % of total energy consumption (EC, 2011a). The upward trend in transport energy consumption peaked in 2007, with the subsequent decline due to the economic crisis showing signs of levelling off in 2010. Analysis for the European Commission 2050 roadmap indicates a reduction of 70 % on present levels of oil consumption in transport will be needed by 2050 in order to achieve the long-term GHG reduction target (EC, 2011a).

Figure 6.1 Transport energy consumption (EEA-30)

In recent years, there has been some limited progress in reducing oil dependence. This has been achieved primarily through the use of biofuels and vehicle technology improvements. Railway electrification has also reduced oil dependence, with the share of rail electrical energy consumption increasing to 61 % recently, from 51 % in 1990. There are important air quality drivers for switching to alternative fuels (historically this was the primary reason for the uptake of Liquid Petroleum Gas (LPG) and natural gas in transport). However, recent emphasis has moved primarily onto reducing life-cycle GHG emissions, although in many cases the use of low-carbon alternative fuels can also have air quality benefits — particularly for electricity (and potentially also through the use of hydrogen in the longer term).

Recent amendments to the FQD (EC, 2009c) have set a requirement for a reduction in the life-cycle GHG emissions from road transport fuels supplied to the EU market. This puts an obligation on fuel suppliers to reduce emissions by 6 % to 10 % by 2020 (relative to 2010 fossil fuels). Progress against the FQD target will be evaluated in future TERM reports once annual progress reporting begins in 2012.

Note: EU-27 plus Norway, Switzerland and Turkey.

Source: Eurostat, 2011.

Whilst some of the life-cycle GHG reductions are expected to be made in upstream emissions from conventional fuels (e.g. reduced flaring and venting at oil production sites), it is currently anticipated that a significant part of the reductions will be achieved through the increased use of biofuels.

The RED (EC, 2009b) also set a target for all Member

in transport by 2020. Current projections show that this will be almost completely fulfilled by biofuels providing that they meet the subsequent sustainability criteria — especially concerning land use change. Biofuels' share has increased substantially in the last 10 years, from 0.2 % to 4.3 % of petrol and diesel fuels; however, most EU

indicative targets for biofuel use (see Box 2.12).

The majority of biofuels are currently used within the road transport sector, although there is also some limited use for rail and inland shipping. The white paper (EC, 2011a) also provides objectives for decarbonising transport fuels beyond the road and rail sectors: 'Low carbon sustainable fuels in aviation

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1990 1995 2000 2005 2006 2007 2008 2009


Road gasoline Biogasoline Road diesel

Biodiesel Natural gas LPG

Rail electricity Rail gas/diesel oil Aviation gasoline

Aviation kerosene Ship diesel/gas oil Ship residual fuel oil

70 % reduction of 2009 oil consumption Total oil derived fuels


54 Laying the foundations for greener transport

future reductions of NOX and PM. Maritime shipping emissions of NOX X are regulated by the International Maritime Organisation (IMO) with MARPOL Annex VI, but the provisions appear to have led to little improvement in specific emissions over the last decade.

In terms of GHGs, the specific CO2 emissions of road transport have decreased since 1995 (Figure 6.3). This is mainly due to an improvement in the fuel efficiency of passenger car transport, discussed further in Chapter 7 in the context of recent EU regulations setting CO2 limits for new passenger cars and vans. The specific energy efficiency and CO2 emissions of heavy-duty trucks has also improved at a lower rate, but road transport still consumes significantly more energy per tkm than rail or ship freight transport. The trade-off between reduction in air quality pollutants and fuel efficiency already mentioned has particularly impacted the heavy truck sector. Recent work for the Commission suggests that a potential future regulation beyond Euro VI (mandatory from 2013) may further impede GHG reduction progress (AEA, 2011).

Figure 6.3 Estimated specific emissions of CO2 by mode of transport (EEA-30)

Although specific emissions from maritime shipping are low, they have not dropped significantly in the last decades, whilst activity has substantially increased. The recent amendments to MARPOL Annex VI Regulations with respect to GHG — discussed in this section — are expected to lead to improvements in the future.

The total numbers and fleet proportion of alternatively fuelled vehicles (AFVs) has steadily increased in the last decade (see Box 2.13), and it is anticipated that the trend will continue, with increasing numbers of electrified vehicles.

0

20

40

60

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100

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1995 2010

Road Rail Maritime Aviation

CO2 emissions (g/pkm) — passenger

0

10

20

30

40

50

60

70

80

90

100

1995 2010

Road Rail Maritime Inland Shipping

CO2 emissions (g/tkm) — freight

Note:However, they increased from 1995 to 2000, but have been on a downward trend since 2000.

Source: TML, 2010.

In particular, the number of new alternatively fuelled cars has rapidly increased in the last few years, possibly influenced by a combination of economic incentives and improved cost-effectiveness compared to conventional fuels, due to high oil prices and cost sensitivity arising from the economic recession. In spite of this, the total number of AFVs is still really small.

A factor that has limited the benefits of new technologies is the rate of market penetration of these technologies; the average age of most road vehicles in the EEA has increased by over 20 % from 1995 to 2010 for most vehicle types. For cars, this is due to greater rates of purchase versus scrappage, and the number of cars per head of population has also increased by over 30 % since 1995. The numbers of buses and trucks have also increased to a lesser degree — by 20 % (per head of population) and 10 % (per million euro GDP) respectively. This illustrates that new technologies need a long time to penetrate fully — an important influence for the future, particularly if vehicle lifetimes increase further.

CO2 emissions (g/pkm) — passenger

Source: THL, 2010

Вокзалы тоже могут быть “зелёными”

Несмотря на то, что электрифицированный железнодорожный транспорт считается надёжным видом общественного транспорта, обычно железнодорожные станции должны отвечать определённым требованиям в плане энергоэффективности и выбросов диоксида углерода, полученных в результате ежедневной деятельности.

to make the necessary step into a greener future, UK opera-tor National Rail has decided to install 4,400 solar panels on the roof of the upgraded Blackfriars railway station in

London. Work on the GBP 7.3 Million (EUR 8.8 Million) project started in October 2011 as part of the ambitious GBP 5.5 Billion (EUR 6.5 Billion) Thameslink project. The 6,000 m2 of panels are expected to generate enough energy to meet half the electricity needs of the station and reduce annual CO2 emissions by an es-timated 511t.

Built on the existing Victorian overpass spanning the River Thames, Blackfriars station will become the world’s largest solar bridge, once completed in 2012.

Other countries have also shown commitment to develop renew-able energy for rail stations. China’s Shanghai Hongqiao railway sta-tion, for instance, went on the grid in July 2010 with a 6.7MW solar roof integrated into the building’s awnings. Currently the world’s biggest greenhouse gas emitter, China also plans to open the most energy-efficient public building in China, with the instalment of 7MW solar modules on the roof of Nanjing South railway station.

But this is not the only project of the kind in China, the mod-ernisation of Beijing South railway station being another ambitious eco-friendly project. With construction completed in 2008, Beijing South Railway Station makes up one of four key railway stations for China’s new high speed rail network. The building is situated on a 320,000m² site.

Natural ventilation is a key feature of this building via the canopy roofs while the skylight provides daylight. Another major feature is the solar panel set up. There are over 3,000 panels generating elec-tricity, as the structure spreads out like a ‘ray’, which covers over 8,000m² along the perimeter. This design serves to reduce CO2 output considerably. Additional sustainable elements include the use of waste heat from urban discharge water along with a district heating and cooling system.

rail stations can also be “green”

[ by Elena Ilie]Even though electric rail transport is considered

to be a rather sustainable form of public transport, railway stations usually have soaring energy demands and high carbon footprint

Beijing South Railway Station

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proaching emissions generated by sectors, in particular the transport sector and will offer support for a better track of the progress with meeting the emissions targets.


Амбиция ЕС сократить выбросы газов с парниковым эффектом с каждым днём всё более подчёркивается законодательством, которое принимается на его территории, а также проектами, которые внедряются для достижения поставленных целей. Таким образом, в соответствии с анализами, проведёнными в ЕС, до 2050 года необходимо обеспечить снижение выбросов на 80-95% по сравнению с уровнем 1990 года, а на мировом уровне жестко требуется сократить выбросы в целях ограничения климатических изменений на менее 2°C.

Для достижения целей, поставленных в июне месяце, Европейская комиссия приняла новую Директиву по обеспечению энергоэффективности, предусматривающую снижение энергопотребления на 20% до 2020 года (в количественном выражении, речь идёт о сокращении в размере 368 миллионов тонн).

in order to accomplish the targets set in June, EC has adopted the new Energy Efficiency Directive, having in view the

reduction of energy consumption by 20% until 2020 (in terms of quantity, this means 368 million tonnes). Only one month after the launch of the Directive, EC launched the financial instrument named the Eu-ropean Energy Efficiency Fund (EEE-F), which will grant funds amounting to EUR 265 Million and, additionally, EUR 20 Mil-lion as subsidies for project development services.

The 6 measures indicated by EC are also based on the implementation of the other policy actions under the initiative within Europe 2020 Strategy for a resource-effi-cient Europe.

As regards the energy saving potential, transports rank second. Until 2030, the tar-get for the transport sector will be the re-duction of greenhouse gas emissions by al-most 20 % compared to 2008. Considering the significant increase of emissions gene-rated by transports during the past decades, this reduction would mean an 8% increase compared to 1990.

stricter rules are necessary

Another project aimed at cutting emis-sions was presented by EC at the end of November 2011, legislation that intends to enhance the monitoring and reporting

of greenhouse gas emissions, in particular to meet new requirements arising from the package of EU climate and energy laws for the period 2014-2020.

“By improving transparency, coordina-tion and the quality of data reported, the proposal contributes to keeping better track of our progress towards meeting our emis-sions targets. This proposal will also help monitor and report emissions generated by sectors such as train operation, change of train destination and especially the aviation and maritime transport sectors”, declared Connie Hedegaard, European Commis-sioner for Climate Action.

The legislative proposal includes five main targets aimed at facilitating the development of EU innovative climate policies by ap-

eU has started the countdown for emission reduction


UE’s ambition to reduce greenhouse gas emissions is more and more obvious due to the legislative regulations it initiates and the projects aimed to meet the set targets. Therefore, according to EU analyses, emissions need to be reduced by 80-95% until 2050 compared to 1990, while, at world level, a dramatic reduction of emissions is required for the purpose of limiting the climate changes to less than 2°C.

Source: europa.eu

Final energy consumption by sector (2009)

14Market Observatory for Energy

4. EU final energy consumptionTransport and industry consume more than half of the total final energyin the EU, while a quarter of final energy is consumed by households.

KEY FIGURES

Final energy consumption by sector (2009)

Services13%

Agriculture 2%

Households 27%

Industry 24%

Transport 33%

Source: Eurostat May 2011

25Market Observatory for Energy

7. EU ENERGY TARGETS: 20-20-20 BY 2020 Reduction of the greenhouse gas emissions by 20% compared to 1990

Energy industries are responsible for 35% of CO2 emissions. Transport comes just after with 30% of CO2 emissions.

KEY FIGURES


CO2 emissions by sector in 2009

Other7%Residential

11%

Transport 30%

Industry and Construction

18%

Energy Industries 35%

CO2 emissions by sector in 2009



20


asset ManaGeMent

not require such a space consumption. The other dimension which condi-

tions the size of the dynamics space cor-responding to traffic refers to the space between the vehicles that follow one an-other on the respective route. It depends on the speed. We can noticed that in the speed area between 20 and 40 km/h, a vehicle consumes around 1.2 m2 • h/km (minimum value!) and at 130 km/h, the space consumption will reach around 4 m2 • h/km.

Many of the transit systems, such as buses and trams, which use public space with vehicles, affect to a certain extent, their efficient traffic. The attempt of eas-ing congestion has led to creating a spe-cial traffic lane for buses. Other transport systems, such as conventional railway transport and underground transport, have their own infrastructures and, con-sequently, their own infrastructure access rights.

Space consumers in transport are also

the most relevant example is the au-tomotive vehicle. It needs space for mobility (roads), but at the same

time, it spends 98% of its existence in a parking space. Consequently, a significant quantity of urban space has to be allocated for hosting cars, especially when they are parked and their economic and social uti-lity is null. The space necessary to a stand-ing car varies from around 10 m2, if the car is parked on one of the traffic lanes of the road, and 25 m 2, in a special parking lot, or even 14 square m in an individual garage, plus an almost equivalent access area.

As for the space occupied in traffic by

space consumption, an important factor in the development of transport systems

The space issue of every means of transport varies according to a series of factors, density being the most important. Moreover, every transport mode has unique performance and space consumption characteristics.

automotive vehicles, for the traffic of a car in an area with a maximum speed of 30 km/h, , the road has to have 3 m in width and for speeds of 70 km/h, the necessary width of the road is 3.5m. If we consider that, for speeds exceeding 50 km/h, it is necessary to carry out different works for protecting the citizens by the risk gener-ated for high-speed traffic, then we will see that the width of the road reservation is much broader than that necessary for a traffic lane (for example, for the traffic at high speed of a 2 m-wide vehicle, the road reservation can reach 9 m). The traffic of a vehicle on a route at similar speeds does

Потребления пространства в сфере транспорта

В городской среде, где пространства не хватает, способы обеспечения соответствия требованиям по мобильности (общественный транспорт – метро, трамвай, автобус, такси, индивидуальный транспорт – автомобиль, мотоцикл/скутер, велосипед, ходьба пешком) существенно отличаются с точки зрения потребляемого пространства. Пространство, необходимое для стоянки автомобиля, например, варьирует от около 10 м2, если стоянка расположена вдоль дороги, до 25 м2, на обустроенной стоянке, или 14 м2 в индивидуальном гараже, в котором требуется примерно столько же пространства для обеспечения доступа. Для сравнения, мотоциклу нужно в 10 раз меньше места, чем для автомобиля, а пассажиру, пользующемуся услугами общественного транспорта, так же как и пешеходу, нужно очень мало пространства.

[ by Teodor Turcu ]

Modal split of inland passenger transport, 2000 and 2008 (% of total inland passenger-km)

transport terminals and the spaces dedicated to transport serv-ices. The quantity of space dedicated to facilities such as ports, airports, transit stations, end stations and distribution centres has increased due to the urban population growth and implic-itly to freight traffic.

The railway system has a complex structure that, apart from the rolling track, includes many component elements such as the spaces for the general organisation of exploitation and traffic, construction and installation projects, sections for the maintenance of stations, lines and installations, sections for the revision of cars, depots, general and capital overhaul sections for rolling stock. Without these components, the correspond-ing technical state of the means of transport and thus the safety and continuity of transport services cannot be ensured.

Due to an appropriate land coverage, road transport disposes of a total mobility, while the mobility of railway and inland waterway transport is limited. Significant differences occur be-tween the different technical transport systems from the point of view of transport capacity. If we compare road with rail transport, an automotive trailer can carry between 20 and 40 tonnes, compared to one wagon which can carry between 50 and 80 tonnes, according to the number of axles and the axle load. Although the comparison between the unitary capacities of the means of the different systems provides a first impor-tant orientation, it should be considered that in some technical transport systems, exploitation is not made in simple units, but in sets of wagons. Here we can also notice the superiority of the railways which can carry 2,000-3,000 tonnes or even more, de-pending on the infrastructure capacity. The railways can only be overrun by a set of flatboats which can carry up to 10,000-20,000 tonnes.

As regards passenger transport, if a simple bus for urban and suburban transport has a capacity of 60 – 100 seats, a modu-lar tram can carry up to 300 passengers, while an underground train between 2,000 and 3,000 passengers. In interurban transport, a passenger train with 10 coaches can carry up to 600/1,800 passengers on seats.

All the above examples prove a significant space saving for railway transports, compared to other land transport modes. Therefore, railway transport can carry large freight volumes and a high number of passengers while using less space for the traffic of railway vehicles, compared to the same freight volumes and the same number of passengers carried by other transport modes. At the same time, the costs per tonne-km and energy consumption per tonne-km are 5 times higher for road transport compared to railways.

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Pablo Castagnola, MadAngels

Space - time consumption per km covered by car according to traffic speed

Source: Heran, F, Ravalet 2008

22


possible conditions, the temperature of the engine has to drop under 600 C. For solving this problem, manufacturers have developed automated start-stop systems for the diesel engine, an example being the system cre-ated by Vossloh, VED - Vossloh Eco Drive, which permits the restart of the engine with no risk of wear. This system also stops the en-gine in long idleness periods and starts the pre-heater to maintain the engine at perfect temperature and ready to go.


Ограничение вредных выбросов газов и твёрдых частиц двигателей, предстоящих монтажу на мобильных машинах, не предназначенных для дорожного движения, составляет предмет ДИРЕКТИВЫ 97/68/CE. Дизельные двигатели оснащены фильтрами для вылавливания частиц, катализатором, а также другими системами снижения содержания вредных веществ, установленными европейскими директивами. Начиная с 31 декабря 2011 года будет осуществлён переход к новому порогу ограничений уровня вредных выбросов дизельных двигателей, предназначенных для железнодорожной тяги.

22

Scope of implementation for each selected measure by taking into account the whole demand segment within the rail scenario

Source: TRT Transporti e Territorio

When it comes for cost-saving, be-sides the traction force and the efficiency degree, there are also

other factors, such as the extent to which the engine capacity is used and fuel consump-tion, the latter expressing the value of an effi-cient exploitation. As a result, manufacturers have designed technologies and instruments that permit operators to identify the profile of emissions for each locomotive, so that the engine drivers would be able to work with the lowest energy-consumption possible.

An engine driver assistance programme records route indicators, such as travel time and fuel consumption, which are mostly dependent on external factors such as the interruption or obstruction of lines, curves, declivities, natural phenomena etc. Once this data is known, indicators can be calcu-lated with high precision. “Using a driver’s assistance program, such as Vossloh Driver Assistance, which informs the engine driver about the traction requirements necessary for the respective route and provides data on the necessity to accelerate or decelerate, al-lows saving up to 12% more fuel”, declared Andreas Hopmann, Executive Manager, Vossloh Locomotives GmbH.

Another source of fuel consumption and component wear is the wheel slide. Every time the wheels of a locomotive start slid-ing, the whole locomotive is submitted to an increased pressure. The potential occurrence of sliding increases if it rains, snows, if there

efficient exploitation of locomotives reduces polluting emissions

Using efficient technologies for improving fuel consumption could be an important alternative for a more energy-efficient railway transport. The fuel consumption optimization systems of the locomotives help saving fuel and protect the environment.

[ by Teodor Turcu ]

are leaves on the rails or other factors which reduce the adhesion force. Vossloh has de-veloped a protection equipment called VSP (Vossloh Slip Protection), which prevents the wheel sliding by permanently monitoring their acceleration and controlling the driving couple to maintain the adhesion force stable. In case the wheel starts sliding, the traction force is reduced until the wheel returns to a state of adhering friction.

In many situations, 80% of the life expect-ancy of a shunting locomotive is consumed in expectancy periods when the diesel en-gine is started. Engineers motivate this prac-tice by explaining that the regular stop of the engine requires many restarts which wear the starter. To restart the locomotive in the best

Overview of the selected measures

Graph below shows the scope of implementation for each selected measure by taking into account the whole demand segment within the rail scenario

140

35 Supercapacitors

Hybrid shunting

l

rail scenario

1435

30

25 Regenerative braking

po

ten

tia

)

20

15

75

Energy efficiencyAerodynamic efficiency

du

ctio

n p

(%)

11 115

10Innovative bogie 100

Light weight materialFriction control

41

Red Scope (%)

Feasibility

Low Medium High

J o i n t I E A - G H G - T r a n s P o R D w o r k s h o p

1 7 t h – 1 8 t h J u n e P a r i s 2 0 1 0TRT

Trasporti e Territorio

y

Supercapacitive energy storage

Supercapacitors are new components that can be used for short-duration energy storage. In diesel-electric railway system supercapacitors can be used for recuperation of braking energy (as the same role of the regenerative braking system) or for changing in the diesel engine control. A storage system is added in the locomotive.

EU 27 - 2020 EU 27 - 2050

CO2 saving on total emissions from rail


0.3% 4.5%




Supercapacitive energy storage

Friction control measure

Some energy expended by the train is lost to wheel-to-rail friction. Reductions in wheel-to-rail resistance can be made via improved lubrication. Efficient lubrication systems, such as top-of-rail lubrication systems, reduce wheel and rail wear and reduce fuel consumption

An US research study demonstrated that friction control measures reduces yrail wear and improves curving forces, which should be considered in the overall economic cost/benefit analysis

EU 27 - 2020 EU 27 - 2050



0 7% 1 9%0.7% 1.9%




Friction control measure

Source: TRT Transporti e Territorio

asset ManaGeMent

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will provide easy connections with other transport modes to permit passengers to continue their journey by bicycle, car or public transport. For making intermodality efficient, the important aspect is that there will be an 18-m distance to line 21 and an 8-m distance to line 15. This structure con-tributes to optimizing the technical system and to including security, maintenance and exploitation technical options. 10,000 daily passengers are expected to cross the station which will represent a true development hub.

Проектирование станций должно отвечать городским требованиям

Виды транспорта имеют специфические операционные требования. Обладая уникальными характеристиками, каждый вид транспорта должен укреплять своё функционирование и доступ к другим видам транспорта и к другим приспособлениям для обеспечения мобильности. В таком контексте, станции наземного или подземного общественного транспорта нуждаются в проектировании, основанном на стандартах качества и дизайна, способных обеспечить фундаментальные рамки для достижения приспособленности к предназначению каждой станции и обеспечения средств для минимизации конфликтов и максимизации эффективности. Такие элементы, как стоянка, мебель, устройства для проведения различных операций, обеспечение крытых помещений и развитие пейзажистики, придают комфорт и доступность и улучшают качество жизни пассажиров.

intermodal facilities has to benefit from a design which provides a safe and easy transfer for passengers, necessary

information and which encourages effi-ciency in operation thus simplifying inter-modal shift and the takeover of passengers, minimizing congestion and supplying the best services possible at reasonable costs.

“To meet citizens’ needs, the challenge consists in delivering simple and user-friendly transport services. We have to overcome the obstacles generated by tech-nical aspects, to supply real-time infor-mation, especially in intermodal stations, as their role is important in ensuring the passenger flow. Public transport is an effi-cient solution serving as sustainable means of transport, consuming little space and less energy. Our purpose is to provide an efficient operating process, which has to be transparent, and this requires a strong industrial process. From the point of view of public transport, the first problem is to understand and to integrate main ele-ments with the citizens’ lifestyle”, declared Patrick Vautier, Marketing Manager, RATP Dev, Paris, France.

the design of stations has to meet urban requirements

Transport modes have specific operating requirements and with these particular characteristics, each means of transport has to consolidate operation and the access to other mobility means and facilities. This is one of the reasons why surface or underground public transport stations have to be structured in conformity with performance and design standards that provide a fundamental framework for setting a platform between all the activities carried out in a station and the actual means of transport so as to minimize conflicts and maximize efficiency. Elements such as parking areas, furniture, operating equipments, shelters and land planning provide comfort, accessibility and improve the passengers’ life quality.

a realistic station

For a better integration of the functions of a station, of the design of efficient and sus-tainable spaces, and for increasing eco-de-sign and harmonised integration, RATP has initiated and developed the “Osmose Sta-tion” project, using the help of architects. The project approaches the “station of the future” concept that changes the perspec-tive of functionality, mobility and connec-tion between the means of transport and the city, relying solely on originality. The station will become a centre of integrated services in a transport hub that will adapt to the requirements of passengers with the main goal of answering urban needs, of pro-viding all urban services, from transport to trade, delivery points, offices, medical serv-ices, automated public services and cultural events. The space covers a district under development, with a surface of 112 ha, half a hectare inside this area being dedicated to the construction of an urban boulevard. This area will be crossed by the existing line 15 and the future line 21 serving the urban centre of Ile-de-France. The intermodal hub


asset ManaGeMent

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Для развития системы железнодорожного транспорта пассажиров на европейском уровне и для устранения ограничений, связанных с бронированием билетов для проезда за границу, Транспортная комиссия утвердила регламент планирования и бронирования проездов по территории ЕС. Таким образом, операторы будут предоставлять информацию о виде поездов, о периоде и месте остановок поездов, о наличии мест по классам, о структуре тарифов и т.д. Регламент предусматривает, что операторы будут предоставлять информацию о действующем расписании и о тарифах, согласованных с партнёрами.

significant infrastructure investments are necessary to answer the increas-ing demand for urban public trans-

port (due to urbanisation and modal shift from private motorized transport) both for new constructions and the modernisation of the existing ones, especially for tram and underground, the only environmentally friendly means of transport which also ease traffic and increase the socialisation level for each city. In these circumstances, the Euro-pean Union plays the most important role in ensuring and facilitating urban mobility financings which meet EU’s objectives for 2020.

Therefore, considering the financial per-spectives by 2020, EU has to grant a major importance to urban transport by allocating funds through future budgets. Financial sup-port will help cities meet transport decar-bonisation targets which, in turn, will help reach the expected climate change results, will encourage modal shift in urban area and will increase the quality of life by improving the air quality.

The financing of SEGMENT project (EUR 1.77 Million, with 75% EU contribution) carried out in the period 2010-2013 makes possible the promotion of a life style “with-out private cars”, will help build strategies and methodologies whose goal is to reduce energy consumption, will bring significant changes as regards public transport mindset

Public transport and energy-efficiency need eU priority funds

and its benefits to life quality. The project is implemented in 7 partner-cities (Hounslow-UK, Almada-Portugal, Athens-Greece, So-fia-Bulgaria, Utrecht-Netherlands, Gdynia-Poland and Munich-Germany). From 2011 to 2012, important campaigns will be carried out and the impact and results of the project will be evaluated in the first half of 2013.

The implementation of the project will maximise the impact of using public trans-port in most European cities, seeking to iden-

tify potential new “consumers” for changing the mindset about transportation and bring-ing them together in homogeneous groups (as regards their attitude towards using cars, electrical vehicles, public transport) in order to identify energy-efficiency needs and to increase public transport modal share.

The way in which we will shape the future of transport will decide on the way in which Europe develops a sustainable future. Around 75% of EU’s citizens lives in urban areas which makes sustainable urban mobility the EU’s priority strategic objective. Just as the Green Paper (Towards a new culture for urban mobility) highlights that the cities stimulate Europe’s economy, urban transport provides connectivity and maximises the economic performance of urban areas sharing the benefits of its performances as regards the improvement of the life quality, environment protection, reducing emissions and a clean transport.



Source: Segment

Source: Segment

2525

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This year, Bucharest underground transport company, Metrorex, has managed to launch projects that existed only on paper so far: development of the underground network, construction of the first park&ride in Romania, the acquisition of new underground trains, the implementation of programmes for increasing the quality of services and comfort.

The company’s General Manager, Gheorghe Udrişte, talks in an interview about the development of the projects already launched and future plans for developing this transport mode, the challenges imposed by these projects and the role of underground transport as “underground city”.

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underground line based on a public-private partnership with a company that wants to be part of the project. The private part will need elements that will facilitate the money recovery, as it has to rely on a solid finan-cial plan and it will recover the investments from the ticket fares and from the different retail and advertising activities carried out inside the underground stations.

Moreover, we will also study the exten-sion of Line 2 to Pipera by another 2 stations and Line 3, in Păcii area, to the Capital’s western ring where we would like to build 3, maybe even 4 stations. The latter is an im-portant project for public transport and we plan to integrate it in the public transport system of Bucharest and its Metropolitan Area. We will deal with this project until the Metropolitan Area will become effec-tive and we have already initiated works, we are conducting a study that will indicate the costs for reviving the line to be put in serv-ice, the stations need to be upgraded and we will have to develop the stop points so that passengers could be linked to taken over by surface transport up to underground termi-nals. We will definitely succeed in carrying out this project and we hope to get foreign financing.

Moreover, for the same purpose of

eUr 8 Bln projects for carrying out the 2030 underground network plan

Railway Pro: The underground network is expected to measure around 140 km by 2030. What is the strategy of Metrorex for meeting this objective?

Gheorghe Udrişte: Over the next 30 years, Metrorex seeks to double the length of the underground network in Bucharest, the estimated amount , the moment when the strategy was elaborated, being of EUR 8.5 Billion and there are premises for the strategy to be implemented because the un-derground has lately proved that the under-ground is every day more attractive for pas-sengers and has to become the main public transport mode in the Romanian Capital. A great deal of the efforts for the development of public transport in a city such as Bucha-rest has to be focused in this direction to-wards easing surface traffic and promoting the underground public transport. As I’ve already said, there are premises for that as the underground benefits from the support of the political class which is necessary for the allocation of funds for the development of the underground infrastructure and for guaranteeing contracted credits. Currently, we dispose of more than EUR 2 Billion for development projects and we also plan to contract a new loan from the European Investment Bank by the end of the year for covering the financial needs of Line 5 project. We will contract over EUR 900 Million for Universitate-Pantelimon line, money allocated both by the government and by EIB, who would grant EUR 465 Million. A very important piece of news is that we have the support of the govern-ment, of the Ministry of Transport, as well as the recommendation of the International Monetary Fund and of the World Bank for including Metrorex on the future list of the Sectoral Operational Programme – Trans-port 2014-2020 in order to benefit from EU financing.

Railway Pro: This year, Metrorex launched several projects on the develop-ment of Bucharest underground and for improving the quality of services. What projects will be continued in 2012 based on the financing your company relies on?

Gheorghe Udrişte: In real terms, we are talking about projects for which financing has already been ensured. We are talking about projects that will definitely have an impact on increasing the safety and comfort of passengers and which are currently un-derway: the modernisation of power supply installations in the underground stations (traction and auxiliary services), the instal-lations of the elevators for passengers, the project consisting in the acquisition of new trains that will help us increase the quality of our services. Other projects to be contin-ued in 2012 are those relate to the network development. We have already launched works for Line 5 (Drumul Taberei-Pan-telimon), at the end of the year, we will hold the bids for structure and equipping works for the two stations on Line 4, Parc Bazilescu and Lacul Străuleşti, the budget financing, but also the investment grants of Metrorex being due to be directed to these projects. Also, we are working to the elaboration of the feasibility study for Bra-gadiru-Voluntari line, for which the Urban Planning Committee of Bucharest Munici-pality has issued an approval in principle. We have signed a deal with a consortium of companies dealing with the elaboration of the feasibility study and we are hoping that it would be finalized in less than 6 months so we could forward it to the authorities for approval. If they give their approval, then we will pass to the identification of the private partnership, to the set up of the company that will deal with the project and to the actual implementation. This will be the first project for the construction of an

Interview with Gheorghe Udrişte - General Manager of Metrorex

“Line 5 project is the biggest investment project in Romania in the past 20 years and we have managed to initiate the implementation of the project”Gheorghe Udrişte


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increasing the quality of transport servic-es, we will also approach the modernisation of the charging system for underground ac-cess, as the existing one is obsolete and a major part of the system requires mainte-nance which boosts costs. We would like to upgrade the entire public transport charg-ing system of Bucharest and of its metro-politan area. It is a complex project which demands the modernisation of the system and the path to fare integration for the Ro-manian Capital’s public transport.

Railway Pro: Until the moment, Line 5 project is the most important project for the citizens and for Metrorex. What are the challenges of such a project?

Gheorghe Udrişte: Line 5 project is the biggest investment project in Romania in the past 20 years and we have managed to initiate the implementation of the project which has received the approval for the technical-economic indicators ever since the ‘90s. There have been many attempts, but works are now underway and due in four years and we do not want to stop here. We are currently drafting the preliminary technical project for Eroilor-Piaţa Iancului and Piaţa Iancului-Pantelimon sections and the other preliminary technical projects for equipping the line. The new line project is for us a great challenge and we are hop-ing to finalize this project in the proposed terms. When the project will be completed, the area will be much more integrated in the urban landscape of Bucharest, there will be underground pedestrian passages and sur-

face transport will be complementary to the underground transport. Although we have not yet completed the L5 project, we plan to expand the section to Valea Ialomiţei by another station to the middle of Brâncuşi district. Resources do exist and we need constructors to turn their experi-ence into account to carry out these work professionally.

Railway Pro: The line to Lacul Străuleşti is another major project. What is the cur-rent implementation phase of the project? Why did you choose this area for the con-struction of the park&ride system?

Gheorghe Udrişte: This is a very inte-resting and useful project, necessary to the integrated development of transport modes and since the government has already ap-proved the extension of Line 4 from Parc Bazilescu to Lacul Străuleşti, we will de-velop, apart from the underground and the parking, a multimodal terminal from where the citizens can take the underground and where they will have a park&ride with a total capacity of 700 parking spaces. Those who use individual transportation will be able to leave their cars in the parking area and use the underground to reach any city area that the underground reaches. The location

was not selected randomly. The choice was the consequence of the extension of the underground Line 4 whose line ends were in the area Laminorului-Piaţa Progresu, which knows a fast development, as there are demands from the local administration of Mogoşoaia and Buftea to permit the ex-tension to these regions. For now, we will stop in the area of Lacul Străuleşti, which is the right location for such constructions and public transport utilities.

Railway Pro: In 2011-2014, Metrorex wants to renew the rolling stock fleet and plans purchasing 37 new underground trains. What are the financing sources for this project, since EIB has granted money for the acquisition of the 16 underground trains?

Gheorghe Udrişte: In the latest EIB fi-nancing contract, the funds are granted for the execution and put in service of Drumul Taberei-Eroilor line and this loan also in-cludes the money necessary for the acqui-sition of the underground trains. There are two components: trains for L5 and for the fleet renewal. The 16 trains will replace the obsolete vehicles and this contract includes an extension option for another 8 under-ground trains. They should be delivered

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Metrorex has recently signed two contracts for the acquisition of the 16 underground trains and of the protection and operation control system to be installed on this trains. The supplier of the underground trains, Construcciones y Auxiliar de Ferrocarriles (CAF) has signed the contract estimated at EUR 97 Million and Bombardier has signed the EUR 4.94 Million contract for the delivery of 16 ATP and ATO systems.

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Для проектов в объёме 8 миллиардов евро Существуют предпосылки внедрения стратегии 2030 о развитии сети метрополитена

Бухарестской компании по подземному транспорту “Метрорекс” в этом году удалось запустить проекты, которые до этого существовали только на бумаге: развитие подземной сети, строительство первой системы пересадки с автомобиля на автобус, приобретение новых составов для метро, внедрение программ повышения качества услуг и комфорта.

Генеральный директор компании, Георге Удриште, дал нам интервью, в котором рассказал о продолжении начатых проектов и о планах на будущее для развития этого вида транспорта, о вызовах, с которыми сталкиваются проекты, и о том, что такое метро как “подземный город”.

able for the passengers. This is a fact in all European cities who are every day more aware of the importance of rail transport. I believe it is impossible to live without an electric public transport and for this, we have to develop projects. For this to hap-pen, we need urban development plans to be familiar with the authorities’ develop-ment programmes, to take into account the respective areas and to implement projects at the right time.

The city development does not have to be chaotic, but well-developed and urban projects have to complete each other. The management of the cities has to make urban plans available for operators so that they would know to develop their networks as we have to deliver transport services where needed.

in one year’s time and the put in service will occur gradually starting with the end of 2012 up to 2013. We have a financing source and the new financing contract also stipulates the acquisition of new trains for the entire line Drumul Taberei – Pante-limon, a line served by at least 50 trains dai-ly. Next spring we will prepare the tender documents for the acquisition of the next vehicles and equipments.

We want to implement the planned pro-grammes step by step so that we would have everything we need at the end of the L5 project, from equipments to trains and staff training (we are talking about hun-dreds of employees and we are holding talks with several education institutions that will introduce special classes for un-derground transport workers).

Railway Pro: What is the role of the un-derground in changing the lifestyle of citi-zens by choosing public transport?

Gheorghe Udrişte: The role of the un-derground is extremely important for the citizens, as it is an eco-friendly, fast and safe means of transport. Of course that for choosing to use public transport, as big cit-ies do, the authorities have to make citizens aware of its role and we, as public transport suppliers, have to make everything to per-suade citizens to choose public transport by increasing the quality of services and trans-port reliability. The mindset and behaviour about public transport have to change and this is a task for all mobility decision ma-kers. It is a challenge for all and we have the opportunity to convince people to choose underground transport in particular and public transport in general. We want the public space of the underground to be as varied as possible and for this we have initi-ated projects with art institutions, theatres etc. which perform at the underground and they have taken the initiative for book launches, events, exhibition of paintings etc. We will also initiate projects with te-lephony companies to launch new commu-nications services. There are many activi-ties at the underground and we may even say that the underground is a second city. People begin to change their attitude about this means of transport in a good way.

Railway Pro: Bucharest Metropolitan Transport Authority will reunite public transport companies. What are the projects in plan to ensure an integrated transport?

Gheorghe Udrişte: Bucharest Metro-politan Transport Authority (AMTB) does not mean that public transport companies will merge, but is aimed at regulating the entire public transport service regarding the activities of the state-owned and private operators. It is about reuniting these opera-tors under the same goals of providing an useful and efficient transport, transports should be complementary, not compete

>

each other. The underground will have to be the main transport, while surface trans-port has to be complementary. For exam-ple, surface vehicles have to cover the areas with no access to the underground. AMTB has to determine the two operators to carry out their activity and provide quality ser-vices. Also, AMTB will have to become part of the charging system integration project in Bucharest. It is not common that a pas-senger should use two types of transport with two different charging systems and, especially, with different costs, because there are situations when passengers have to use both the underground and the sur-face transport. We will definitely come to a single charging system, but we will have to identify the best alternative to discover a fair and efficient method. Currently, we are weighing all possibilities and we will support the Authority who will have to manage and coordinate the investments nec-essary for the development of an integrated transport. The companies are now facing difficulties in implementing their projects, but all these deficiencies will be eliminated as soon as the Authority will become effec-tive.

Railway Pro: The European cities are more and more focused on the develop-ment of urban rail transport. How impor-tant are the political factor, the business segment and the citizens’ needs for the de-velopment of a city?

Gheorghe Udrişte: The political factor is one of the most important elements of the public transport. If there is no implication from the political factor, there will be no financing and without financing, projects cannot be implemented. In fact, we could not talk about projects. Everything goes like clockwork when there is political will. That is why the authorities should focus their attention on rail transport, especially since this means of transport is energy-ef-fective, eco-friendly and safe and comfort-

LeaDers

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

The facts and �gures generating new railway business opportunities

Media Partners:


Organisers:

7th Edition

9-10 October 2012Bucharest, Romania

The Wider Black Sea Area (WBSA) railway markets have understood the must of strengthening the East to West transport links and plan huge investments in developing heavy and light rail infrastructure, manufacturing and acquisition of rolling stock for passengers and freight. What are the real figures and facts ? Institutional and private sector investment leaders will provide the answers and underline the key factors driving growth in WBSA railway markets.

THE WIDER BLACK SEA AREA RAILWAY INVESTMENT SUMMIT

32


would reflect external costs or by provid-ing the financial support for investments or even, why not, both.

To cut things short, more progress is necessary as regards the railway policy if commuter rail transport is to exploit its full potential in the future. Moreover, more commuter services between cities will significantly reduce the cars in traffic and, implicitly congestion and pollution. As re-lated to the extension of railway commuter transport services, the economic compo-nent is also important, apart from the so-cial aspect, due to the benefits it brings to regional economic development.

Развивается рынок перевозок пассажиров маршрутного транспорта

Рынок перевозок пассажиров маршрутного транспорта растёт по всей Европе. Благодаря развитию систем городского и пригородного транспорта, население, проживающее в пригородах уже не сталкивается с ограничениями в плане мобильности. Преимущества развития перевозок пассажиров маршрутного транспорта являются множественными, но для повышения эффективности и итермодального характера данного вида услуг необходимо обеспечить связь с маршрутными автобусами или с системами park&ride.

commuter transport, a developing market

The market of commuter transport is developing across Europe. Due to the development of urban and peri-urban transport systems, the citizens living in areas adjacent to the cities are no longer constrained about their mobility choices. There are many benefits related to the developing of commuter transport, but for efficiency, this type of transport has to be linked, in rail stations, to commuter buses or to park&ride systems for improved intermodality.

as for attracting customers to rail-way passenger transport, the au-thorities in big European cities

plan a connection of their cities to high-speed trains and night trains, whose servi-ces will provide superior quality, thus mak-ing railway transport the mode of choice, but not on very long distances. By apply-ing sustainability as fundamental principle for all political decisions, the municipality can manage the development of the city towards an environmentally friendly ap-proach.

Modern regional and urban railway trans-port systems will be confronted with a significant proportion of demands such as commuter transport or other type of jour-neys. These services are efficient if they are the subject of transparent public obliga-tions signed with public authorities: they ensure mobility while ensuring a stricter safety and environment criteria in densely populated areas. Commuter services are closely related to the other types of urban

transport in the mobility chain, that is why their importance should not be neglected.

In the future, the set quality standards will have to be delivered for all types of passenger services, including commuter services and they will have to be adapted to the different mobility needs, with special attention granted to people with reduced mobility.

Experts in the area believe that due to the increasing mobility, railway commuter transport will continue to be the main pas-senger market in close competition to the commuter transport by personal vehicles or by bus. However, these last two types of transport will not pay the entire generated costs. Moreover, experts in the area also foresee that the intercity transport seg-ment will also develop with the extension of high-speed railway transport. However, with all the existing infrastructure, they cannot cover construction costs entirely. Consequently, the state’s contribution will continue to be necessary, either by increas-ing the price of alternative modes that

[ by Elena Ilie ]

EXECUTIVE SUMMARY – 15

MANAGING URBAN TRAFFIC CONGESTION – ISBN 978-92-821-0128-5 - ECMT, 2007

Congestion is typically categorized as either recurrent or non-recurrent

Recurrent congestion is generally the consequence of factors that act regularly or periodically on the transportation system, such as daily commuting or weekend trips. However, even recurrent congestion can display a large degree of randomness, especially in its duration and severity.

What is also clear from an examination of the causes of “recurrent” congestion across different types of road networks is the extreme vulnerability of traffic to sudden breakdowns as demand approaches the technical maximum throughput capacity on a link or in the network. When roads are operated at or near their maximum capacity, small changes in available capacity due to such factors as differential vehicle speeds, lane changes, and acceleration and deceleration cycles can trigger a sudden switch from flowing to stop-and-go traffic. Likewise, saturated intersections can quickly give rise to queues whose upstream propagation can swamp local roads and intersections.

Sources of Congestion: Share of Recurrent vs. non-recurrent causes

Recurring Congestion Traffic Incidents (crashes, disabled vehicles, etc…) Work zones

Weather Poor Signal Timing Other non-recurring (special events)

15%

5%5%

USA FHWA (hrs. by cause) France: SIRIUS (Paris Region) Network (HKM)

40%

25%

10%

86%

12%

2%

32%

33%

31%

Other recurring

4%Germany (ADAC) (hrs. by cause)

Recurring Congestion Traffic Incidents (crashes, disabled vehicles, etc…) Work zones

Weather Poor Signal Timing Other non-recurring (special events)

15%

5%5%

USA FHWA (hrs. by cause) France: SIRIUS (Paris Region) Network (HKM)

40%

25%

10%

86%

12%

2%

32%

33%

31%

Other recurring

4%Germany (ADAC) (hrs. by cause)

Source: FHWA (2004c), ACEA (2004) and SIRIUS (2004).

Non-recurrent congestion is the effect of unexpected, unplanned or large events (e.g. road works, crashes, special events and so on) that affect parts of the transportation system more or less randomly and, as such, cannot be easily predicted. The share of non-recurrent congestion varies from road network to road network and is linked to the presence and effectiveness of incident response strategies, roadwork scheduling and prevailing atmospheric conditions (snow, rain, fog, etc.).

24 – EXECUTIVE SUMMARY

MANAGING URBAN TRAFFIC CONGESTION – ISBN 978-92-821-0128-5 - ECMT, 2007

employed to make pricing more acceptable and also fairer for people who cannot afford the charges or tolls and thus contribute to acceptability.

Access management, parking management and road pricing can have a strong impact on total levels of traffic on urban road networks. However, the level of effort necessary to manage demand if any one of these policies is implemented alone is likely to be quite high – high enough to lesson the chances of its implementation. In order to reduce the burden of these policies in tackling excessive congestion, urban areas should consider deploying a mix of all three demand measures – in conjunction with the operational and infrastructure measures called for by the local context.

Congestion Charging is effective: Results from Stockholm

Source: Gunnar Söderholm, City of Stockholm.

Impact of the Stockholm Congestion Charge

01:00

02:00

02:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

11:00

12:00

13:00

14:00

15:00

16:00

17:00

18:00

19:00

20:00

21:00

22:00

23:00

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Time of day

Veh/hr entering the charging zone

5 000

10 000

15 000

20 000

25 000

30 000

35 000

40 000

45 000

April 2005April 2006

MarKet DeVeLoPMent

33


33

материалы повторного использования повышают эффективность энергопотребления на станциях метро

Современные станции метрополитена предоставляют пассажирам часть технологий будущего, где меняется всё, от концепции станции метро со всеми возможностями и от энергоэффективных систем и до пассажирских потоков и услуг, предоставляемых для них. Для многих новых или модернизированных станций используются новейшие технологии, с новыми функциями, которые дают возможность экономии энергоресурсов, при этом являются экологически чистыми структурами. Даже если речь идёт о подземных станциях, это не является препятствием для развития экологически структур и приспособлений с низким уровнем энергопотребления. Это первоочерёдный фактор в плане строительства станций.

even when we talk about under-ground stations, this is not an im-pediment for developing structures

with environmentally friendly facilities and functions, with reduced energy consump-tion, a primordial factor in the construction of stations. Solid concrete structures, heating systems using photovoltaic panels, air-con-ditioning with natural air, natural ventilation systems based on scuttles, these are only few elements necessary to a station which aims at reducing energy consumption.

Such a construction is the underground sta-tion Siilitie in Helsinki (Finland) that will be redeveloped as example in the city for envi-ronment protection by carrying out a project that will contribute to the energy-efficiency of the station: the constructors will use re-cyclable materials and solar energy. In fact, it will be the first environmentally friendly sta-tion of the underground network.

In conformity with the project, new re-cyclable glass walls will be installed using eco-friendly materials such as natural rock for exterior structures. These rocks will be the result of the excavation works for the extension of the line to the western part of the city, currently under construction.

The new roof will be equipped with photo-voltaic panels which will produce 20-25% of the necessary energy in a year’s time and the lighting systems will be redesigned using the LED technology and where possible, natural

recyclable materials make underground stations energy-efficient


light. As regards energy-efficiency, the light-ing system of the station relies on minimis-ing the intensity of consuming energy and, at the same time, supply the necessary energy for the optimal functioning of equipments.

The total cost of the project will be EUR 11 Million and it now awaits for the appro-val of the city council. If approved, tenders will be launched immediately, which will permit the initiation of works starting with 2012. Although serious redesign works will be carried out, the station will not be closed during works and the authorities will con-duct studies for rapidly distributing pas-

sengers. The station is due for completion in 2013.

asset ManaGeMent

Modern underground stations provide passengers a part of tomorrow’s technology that tries to innovate everything, from the concept of what an underground station and its energy-efficient facilities should be like to what passenger flows and the services provided for them means. Many of the recently built or upgraded railway stations rely on new-generation and innovative technologies which deliver opportunities for reducing energy consumption and developing eco-friendly structures.


34


Dry lubrication of tyres, a modern and eco-friendly solution

Keeping the wheel flange lubricated is absolutely necessary for reduc-ing the wheel and rail wear, a phe-

nomenon emphasized especially by the traffic of trains on hauling sections with high percentage of curves, their wear be-ing directly proportional with the speed and the axle load and in inverse ratio to the curve radius.

The liquid lubrication, currently used worldwide, is a system which requires complex equipments and still presents sev-eral disadvantages related to the high-cost maintenance operation and negative effects on the environment. The explanation of all this is the fact that the oil or petrolatum in the dynamics of the vehicle are not di-rected exclusively on the wheel flange and are driven by air currents to the bogie unit, locomotive case or even on the running track, with devastating effects consisting in the impregnation of these sub-assemblies with flammable substances, investing the environment and even reducing adhesion.

An eco-friendly and efficient alternative to the classic system is the dry lubrica-tion using lubrication sticks, a modern

solution which meets environment pro-tection requirements. The eco-friendly character is also turned into account by noise-reduction in curves. According to manufacturers, this system requires a simple installation being compliant to a variety of conditions and has minimum maintenance costs. “The life-expectancy of a lubrication stick of 110 mm (the sup-port being designed for 3 such lubrication sticks, totalling 330 mm) can reach around 15,000 km, but there can be great differ-ences depending on the influence of the environment, the quality of the running track etc.”, declared Adrian Zanfir, Produc-tion Manager Schunk Romania. This sys-tem is successfully used for the trams in Saarbrücken (Germany), in Rome (Italy) and for several trains in Italy and Portugal. It is currently submitted to tests by DB.

In Romania, upon the demand of SNT-FC “CFR Călători”, Softronic Craiova has locomotives on which they install the new dry lubrication sticks on its modernisation line. “These locomotives are the first ones for which we implement such a system. As we are the first company to implement

the system, we are currently relying of the outcome of the research carried out by manufacturers and we will assess the ef-fects of the system under domestic condi-tions. We will expand the implementation of the system as soon as we will evaluate exploitation results. Research results have shown that, for example, if in the case of the classical lubrication wear of the wheel flange for 1,000 km was of around 0.07 mm, when using lubrication sticks, the wear was of around 0.023 mm for the same distance, which means nearly 3 times less wear”, declared Sorin Dumitrescu, Techni-cal Manager, Softronic.

[ by Teodor Turcu ]

The proper lubrication of the wheel flange ensures a more silent run of trains in curves, reduces the wear of the wheel-rail contact surface, reduces the risk of derailment and increases the life-expectancy of the tyre and, consequently, of the monobloc wheel. The new dry lubrication system using lubrication sticks is a modern and environmentally friendly solution carried out in conformity with environment protection rules.

новая система сухого смазывания графитовыми карандашами

Хорошее смазывание колёс реборды бандажа обеспечивает более тихое движение поездов на поворотах, снижает износ контактной поверхности между колесом и рельсами, снижает опасность схода с рельсов и продлевает срок эксплуатации оси. Новая система сухого смазывания графитовыми карандашами - это современное и экологически чистое решение, с соблюдением норм по охране окружающей среды.

Lubrication Sticks for Wheel Flanges

Source: Schunk

phot

o: S

chun

k

0

0,01

0,02

0,03

0,04

0,05

0,06

0,07

0,08

Flan

ge w

ear

rate

mm

/100

0km

)

Tram 1 Tram 2 Metro

WithWithout

Trackside grease lubricator

Preliminary


35

Шоппинг на железнодорожных станциях

Вместе с развитием железнодорожных вокзалов, в последние годы появился новый вид приспособления - торговые ряды недалеко от вокзалов и даже на станциях, с магазинами, которые предоставляют товары и услуги, создают новый стиль жизни и одновременно адаптируются к новым тенденциям в плане потребностей. Таким образом, в рамках развития железнодорожного сектора, вокзал с торговыми рядами становится необходимостью в современных городах. Здесь люди проводят время до прибывания поезда. Они делают покупки или занимаются другими делами.

Помимо приспособлений в плане обеспечения эффективной и современной системы транспорта, проект строительства или модернизации вокзала и прилегающей к нему территории предусматривает строительство торговых рядов, которые участвуют в экономическом развитии, при этом меняя старые концепции вокзала, который раньше являлся лишь „пространством, обеспечивающим транспорт в сторону / из города”.

shopping trip at rail stations

With the development of railway stations in the past years, a new type of commercial facility was launched, the mall which is built either in the neighbourhood of railway stations or even inside rail stations displaying shops for products and services, creating a new life style and adapting to new market requirements. As part of the railway sector development, rail stations with shopping areas become a “must have” of a modern city, where people spend their time shopping until the train arrival.

apart from the advantages of en-suring an efficient and modern transport system, the project

consisting in the construction and mo-dernisation of a rail station and of the ad-jacent area includes the development of shopping areas which contribute to eco-nomic development, but also to changing the mindset of rail station as “simple area for the transport to and from the city”.

As example for the development of rail-way stations as shopping areas in stations or in their neighbourhood, the list of the European Shopping Centre Awards, in the category “continued developments”, includes a shopping centre in the close neighbourhood of Munich railway sta-tion which is connected to the railway transport facility. The centre is built on sustainable criteria and attracts hundreds of passengers who spend their time in the railway station. Currently, there are 100 shops and another 60 such commercial areas will be built by 2013.

Katowice railway station: renovation and innovation

The city of Katowice (Poland) will have a modern station (to replace the one built in 1972) based on the project car-ried out at the initiative of the authorities and which presents a surface of 136,000 square meters, of which 17,350 square meters for the actual railway station, 8,100 for offices, 4,800 square meters for the construction of a hotel, 24,000 for shops and 19,000 square meters for cultural ac-tivities. Works for the implementation of the project have already begun in the se-cond half of 2010 and the new rail station

building will be opened for passengers in the second half of 2012. Costs for project development amount to more than EUR 250 Million from the state budget and financial institutions. After 2012, the authorities deal with the construction of adjacent buildings and spaces.

The project also includes the develop-ment of a shopping centre connected to the new station, to Katowicka Gallery Centre and to the underground network.

The shopping centre of the rail station will include coffee shops, restaurants, land planning elements and children’s areas.

The project development is absolutely necessary for the European Football Championship 2012 as it will help ease traffic, increase passengers’ comfort and stimulate the economic development of the city.

asset ManaGeMent


53 000 sqm retail space :- Galeria Katowicka- New railway station hall- Office building• 250 units• Four levels for retail, service and enter-

tainment:- One underground level

- Three over ground level (Multikino – the largest tenant on the

3rd level)- Underground parking: 1200 lots•The best access by train – connections

with all of the cities concentrated in Si-lesian conurbation, as well as the largest Polish cities and European capitals

FACTS AND FIGURES :

Galeria Katowicka. Fashion avenue.

MarKet DeVeLoPMent

36


eco-mobility for eco-cities

Эко-мобильность для эко-городов

Одна из задач стратегии Транспорт 2050 заключается в сокращении до половины количества автомобилей, работающих в городах на условном топливе до 2030 года, затем в их постепенном исключении до 2050 года. Проект „Green eMotion”, запущенный в марте 2011 года, был рассчитан на четыре года, и он является частью Европейской инициативы, связанной с экологически чистыми автотранспортными средствами. Проект будет финансироваться за счёт седьмой Рамочной программы технологических исследований и развития.

the objectives of this project include the comparison of the 12 regional and national initiatives on elec-

tromobility, currently underway in eight member states of the EU, the comparison of the different technological approaches, but also the contribution to identifying the best solutions for the European market. The project will approach different types of elec-tric vehicles, the development of intelligent networks, innovative solutions on informa-tion and communications technologies, as well as urban mobility concepts.

The Commission will grant EUR 24.2 Million for financing part of the activities to be developed within the initiative carried out together with 42 representatives of the industrial sector, facility suppliers, electric vehicles manufacturers, local administra-tions, universities and research and techno-logical development institutes.

Thus, an interoperable platform will be created for facilitating the interaction be-tween the factors involved and for permit-ting the development of new high-quality transport services and innovating charging systems. The project will help improve the existing electromobility standards and de-velop new standards. Green eMotion will prove the operation of this interoperable electromobility platform in all participating regions, thus delivering the foundation for its circulation all across Europe.

Within the launched Initiative, resear-chers at the Institute of Vehicle Concepts in Stuttgart, Germany, have investigated how to make diesel-powered trains more eco-friendly. One way is to implement a hybrid energy storage system that could both low-er fuel consumption up to 13% and reduce harmful idling emissions. Researchers have developed a new hybrid hydro-mechanical

DMU concept, including a hybrid energy storage system made up of batteries. The new hybrid system is still in tests, its “road” to the implementation on railway networks being still long. However, the 6% to 13% re-duction of the fuel consumption would still be an important step towards reducing the emissions generated by diesel trains.

MoBiLitY

One of the objectives of the strategy Transport 2050 is to reduce by half the number of automotive vehicles using conventional fuels in the cities by 2030 and to eliminate it gradually by 2050. The project “Green eMotion”, launched in March 2011 and stretching over a period of four years, is part of the European Initiative for eco-friendly vehicles and will be financed within the seventh framework program for research and technological development.

[ by Elena Ilie ]

Transport CO2 emissions 2008

Source: Internatonal Transport Forum, Transport Green House Gas Emissions 2010

3

Environmental IssuesEnergy, emissions and transportAlmost 20 percent of the world’s total delivered energy is used in the transportation sector, where liquid fuels are the dominant source. Transportation alone accounts for more than 50 percent of world consumption of liquid fuels, and this share is forecast to increase to over 60% by 2035 over time3.

3. IEA, International Energy Outlook 2010

Road

Rail

Domestic Aviation

International Aviation

Domestic Navigation

International Shipping

Other transport

Transport CO2 emissions 2008o r e nterna ona Transport or m Transport reen o se as missions 20 0

3%

9%

2%

7%

5%2%

72%

Within the transport sector, energy consumption and therefore CO2 emissions are dominated by road, followed by aviation and shipping. Rail accounts for 2% of CO2 emissions within the transport sector.

Average European specific railway CO2 performance 1990-2005

Source: UIC energy / CO2 database

доступ к интернету - фактор привлекательности общественного транспорта

Предоставление доступа к интернету в общественном транспорте становится всё более распространённым, так как операторы осознают важность связи и коммуникаций не только на борту транспортных средств, но и в самих транспортных средствах, для того, чтобы этими услугами пользовались и пассажиры. Таким образом, внедрение этих систем становится важным фактором повышения привлекательности общественного транспорта.

internet access, attractiveness factor in public transport

railway transport begins to replace air and road transport and the tendency is on the increase due to railway operators who implement the new regulations and meet the passengers’

needs in terms of quality. In these circumstances, the development of the IT sector plays an important role, as these systems permit compa-nies to supply the information required by users. They will also help attract new users who will be delighted to have real-time access to information while travelling. Information includes general and inter-active information, WiFi connections, audio and video intranet with customized content.

Free internet access for passengers is one of the most important services supplied by railway operators. For providing wireless internet and broad band services via WiFi and WiMAX technologies at the underground, the authorities in Moscow will grant RUB 329.5 Billion (EUR 8.3 Billion) to the development of the IT network in 2012-2016. “Starting with 2013, passengers travelling by underground will be able to access the internet. According to studies, they would be willing to pay for the internet on their phones using the Near Field Communica-tion (NFC) technology which permit data exchange between devices around 10 cm away of one another”, declared Artyom Yermolayev, manager of the Moscow Municipality IT Department.

Also, the passengers of Bucharest underground have free internet ac-cess in stations and in tunnels, due to the programme implemented in 2011 by the underground operator in partnership with internet serv-ices suppliers. “We have convinced phone companies to equip the un-derground network with the necessary installation that facilitates fast connections by using the internet and the new service is very popular among passengers and makes travelling by underground more attrac-tive too”, declared Gheorghe Udrişte, Executive Manager Metrorex.

The implementation of the latest technologies in the area will deter-mine people to choose public transport not only as an environmen-tally friendly and fast means of transport, but also as the best choice for a comfortable transport mode which combines working on the internet and travelling at the same time.

Internet supply in public transport is an every day more accessible service due to the fact that operators have become aware of the importance of communications not only on board but also inside vehicles so that they could be accessed by all users. Therefore, the implementation of these systems becomes an informant factor for boosting the attractiveness of public transport.


ITE Group PlcJulia Wocka-GowdaTel +44 207 596 [email protected]

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38


MoBiLitY

Diesel propulsion still plays an important role in the european railway network

The latest amendment of Directive 68 of 1997 (NRMM) on the measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery was made through Directive 26/2010 applicable to all member states, as well as to all types of engines used in railway traction.

technical progress has been achieved since the amendment of Directive 97/68/EC in 2004 until currently

in the design of Diesel engines for making them compliant with the limits of exhaust gas emissions set for stages III B and IV. Among the different types of non-road en-gines, the present Directive also refers to the engines designed for the propulsion of multiple-units or to the engines designed for the propulsion of diesel locomotives.

In 2010, just prior to the review of Di-rective NRMM, the Union of European Railway Industries (UNIFE) proposed se-veral recommendations for the announced amendment of the Directive in force and of its regulations. The respective proposals submitted by the railway industry manufac-turers represent points of view on the best methods of approaching specific provisions in the future global recast of the NRMM directive so as to create an increased stabi-lity for the profile markets and to reach the best results in terms of railway environment performance. The timeframe between two phases of setting emissions should take at least seven years, so as to permit the appre-hended technical adjustment. A flexibility diagram of three years should be extended

дизельная тяга играет важную роль для европейской железнодорожной сети

Самое последнее изменение Директивы № 68 за 1997 год (NRMM), касающейся принятия мер против вредных выбросов, источником которых являются двигатели внутреннего сгорания, которые будут монтироваться на мобильных средствах, не предназначенных для автотранспорта, было сделано с помощью Директивы № 26/2010. Она будет применяться в отношении всех государств-членов ЕС и всех видов двигателей, которые используются для железнодорожной тяги.

to railway applications so as to appreciate the projects that rely on the business cycle of the industry and these should rely on the present discussions on railway transport flexibility, UNIFE’s representatives believe. The existing categories of multiple-units and locomotives should suffer no changes. However, industry manufacturers remain neutral about the period dedicated to test-ing the multiple-units and they should apply the legislation as included in the re-viewed Directive.

Many of the current problems of the pro-file industry on the implementation of stage III B of Directive NRMM (on the certifica-tion after the type of the diesel engines) are caused by the fact that the timeframe between stage IIIA and IIIB was of only three years for this niche market. In fact, the auxiliary railway requirements, such as the TSIs of Directive 57/2008 on the railway interoperability, stipulate a stability period of seven years for specifications applied to rolling stock. The TSIs should serve as benchmark for the future reviews of Direc-tive NRMM when it comes for implemen-tation deadlines.

The railway sector and the diesel engines manufacturers have conducted a risk study

on the damaging effect of implementing Di-rective NRMM in the railway market that delivers diesel engines, which, in fact, could lead to a modal shift from the railways to roads on regional passenger lines and on freight-dedicated routes.

Therefore, UNIFE and other 23 railway companies, launched in 2009 the Clean-ER-D project whose objectives consist in the development, improvement and inte-gration of technologies for reducing emis-sions for locomotives and railway vehicles. For two years, CleanER-D has aimed to reduce the emission levels below the lim-its set by the EU legislation, as well as the evaluation of the best innovating solutions and hybrid systems for the contribution to reducing CO2 emissions.

Moreover, the recent conclusions present-ed at the reunion in October 2011 showed that the project has proved that the rolling stock driven by diesel engines compliant to the requirements defined in the European Directive on Non-Road Motor Machines was flexible and safe in use.

[ by Elena Ilie ]

Changes in EU-27 greenhouse gas emissions by sector,1990–2006

Source: EEA 2008


-35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30

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Agriculture

Industrial processes

Transport

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27%

-8%

-11%

-13%

-20%

-32%

39



High-speed can change the market share of air transport and reduce emissions

Apart from road transport, responsible for two thirds of the greenhouse gas emissions generated by the transport sector, air transport has also seen a fast-growing percent of the generated emissions making emission-cutting policies necessary in these transport sectors and for encouraging less polluting transport modes.While the emissions generated by other means of transport have dropped by 15% in 1990-2007, those generated by the above-mentioned sectors have increased by 36% over the same period and this growth has occurred despite the improved efficiency of vehicles. For long-distance transport, high-speed railway transport answers mobility needs and manages to change the market share of each segment.

the emissions generated by air trans-port have been included in the EU Emission Trade Scheme (ETS) that

will become effective in 2012, the air sec-tor joining the railways (excluding the elec-tric sector, which is indirectly included). Therefore, any emissions generated by air transport will be included in the White Pa-per target of reducing 60% of the emissions (including the international air traffic). The emission-cutting objective is not officially divided on the different characteristics of the transport means.

Under the circumstances, the decision makers are preoccupied by the sustai-nability of interurban and inter-regional transport, air traffic being perceived as a generator of excessive emissions because of conventional pollutants. Taking into ac-count these characteristics, the delivery of rail transport services, in the interurban and interregional segments, is seen as a second policy for increasing the benefits of trans-port. But for the long-distance passenger transport, high-speed railway services are considered attractive enough (compared to air traffic) to change the transport market.

The advantages of high-speed railway

Высокая скорость может изменить долю рынка воздушного транспортаи определить сокращение выбросов

Помимо автодорожного транспорта, который является источником двух третей выбросов (по сегменту транспорта) газов с парниковым эффектом, воздушный сектор тоже сталкивается с быстрым темпом роста выбросов. Это означает необходимость принятия политики сокращения выбросов для этих видов транспорта и для поощрения тех видов транспорта, которые являются наименее загрязняющими.

В то время, как на уровне других видов транспорта выбросы снизились на 15% (в общем значении) в период 1990-2007, вредные выбросы в вышеуказанных сферах зарегистрировали рост в размере 36% за этот же период, а такой рост произошел вопреки повышенной эффективности транспортных средств. Для перевозок на дальние расстояния, высокоскоростной железнодорожный транспорт отвечает требованиям мобильности, и ему удаётся изменить долю рынка по каждому сегменту.

transport include less time on the route compared to air transport. “The environ-ment benefits are minor and are, in fact, compensated by costs (especially high, fixed costs) with the exception of the situ-ations when the demand is very high and there are air transport capacity problems”, states the report Competitive Interaction between Airports, Airlines and High-Speed Rail (International Transport Forum - October 2009).

The situation in France is one in which the capacity of air transport has played a crucial role in evaluating high-speed line projects. Part of the line connections has brought a significant change in approach-ing the transport mode in favour of high-speed railway transport. Low-costs services could be an alternative to high-speed railway transport by increasing the frequency of the transport services, but in what concerns the railways, a significant improvement would be the allocation of financing for buying performing trains, even if it led to high costs. However, high-speed services are a success in transport as they takeover part of the air transport and the development of networks helps reduce air, as well as road traffic emis-sions.

Impact of TGV Sud Est on alternative air and motorway routes

Source: SNCF and the development of high-speed trains 1950-1981, Alain Bertrain 1993

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Transport emission growth 1.61% p.a. (avg 1990-2008)

Linear trajectories toward 80% and 95% reduction targets

EU-27 20% and 30% emission reduction target range

EU-27 Total and transport emissions (Kyoto base + bunkers)

Source: EEA 2010

enVironMent

40


Электротранспорту удастся исключить использование автомобилей в городской среде

С 1990 года зарегистрировался прогресс по направлению снижения уровня вредных выбросов в атмосферу, источником которых является транспортный сектор. Несмотря на это, многие города сталкиваются с крупными вызовами с точки зрения предельного уровня выбросов (который был установлен европейским законодательством). В этой связи, автотранспорт в наибольшей степени в ответе за качество воздуха. В таком контексте, электротранспорт остаётся наилучшей возможностью для сокращения выбросов. Автодорожный транспорт в ответе за 17,5% от общего объёма выбросов газов с парниковым эффектом, в результате чего на европейском уровне были определены приоритетные мероприятия, направленные на сокращение выбросов.


road transport is responsible for 17.5% of the total greenhouse gas emissions which makes reducing

emissions one of the top priorities on the EU agenda. Urban passenger transport can help reduce emissions significantly. Accord-ing to estimates, urban passenger transport emissions can be reduced by over 88%, in conformity with the 2050 scenarios elabo-rated by the European Environment Agency, in which part of the citizens has agreed with the implementation of stricter measures for cutting down urban transport emissions, even if it implies changing the daily mobility habits. Overall, the EU has been active in setting legislative frameworks and measures which support the reduction of trans-port emissions, especially from the urban environment. Key activities include the legislation adopted on the CO2 standards (for automotive vehicles) and rolling stock regulations. Also, each member state, city or region, can develop its own policies in conformity with EU long-run objectives. A clear example where local activity is essential is that on meeting the objective for reducing the use of conventional motorized vehicles by 50% by increasing the urban transport share by 2030 and by gradually eliminating them from the cities until 2050. The inten-

tion of the cities to adopt measures that would help them meet their targets plays a crucial role, both locally and all over Europe.

The industry also has its well-defined role in this chain which contributes to reducing emissions. The new technologies will sub-stantially contribute to reducing emissions thus supporting long-run objectives. The White Paper includes an intermediary step for meeting these goals and it is estimated that transport-generated emissions will drop by 20% by 2030, compared to 2008 (the equivalent of an 8% growth compared to 1990).

This means that the reduction has to be greater from 2030 to 2050 than previously. The main hypothesis is increasing the avai-lability of technologies that help reduce emissions (especially after 2030), such as the electrification of transport and a broader use of bio-fuels. For this purpose, European cities implement projects for the extension or modernisation of tram lines or of their un-derground network. A recent example is the construction of the second line of Warsaw underground, for which the UE and the Mu-nicipality have signed the financing agree-ment. The project is expected to cost EUR 1.34 Billion, with EU’s share in the financing estimated at EUR 619 Million.

electric transport will work on eliminating vehicles from urban areas

Progress in reducing air pollutants generated by transports has been achieved since 1990. However, many cities are confronted with even greater challenges in terms of the pollution level (set by the European legislation), road transport having the greatest share in damaging air quality. Under the circumstances, electric transport remains the best choice in reducing emissions.


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52 Laying the foundations for greener transport

to reach 40 % by 2050; also by 2050 reduce emissions from maritime bunker fuels by 40 % (if feasible, 50 %) compared to 2005 levels.' There are substantial possibilities for technical and operational efficiency improvements (particularly in maritime shipping). However, due to the substantial growth in activity expected in these sectors and the rate of penetration of improvements limited by the long lifetimes of aircraft and ships, the use of measures that offer very substantial GHG reduction in the entire fleet (i.e. not just in new stock) will be necessary. Therefore in both sectors, most of the emission reduction will probably need to be met through the utilisation of biofuels.

Due to the technical (and cost) constraints facing aviation fuel, it is expected that aviation will rely mostly on conventional fuels in the near future;

expected to provide greater incentive for use of biofuels, this alone will not even out the currently substantial differential in price versus kerosene jet fuel. However, there are currently no direct mechanisms for tracking the introduction and use of biofuels in aviation and shipping, making this target difficult to monitor. In addition, the overall 60 % target in the White Paper on Transport relates to direct emissions from the transport sector according to IPCC accounting, where biomass is considered as

CO2 neutral, and therefore emissions from biofuels and electricity are counted as zero. In future, the greater use of electricity and biofuels by transport will therefore substantially increase emissions in other sectors within a country/region or in other countries/regions. However, power generation in the

subject to a GHG emission cap.

This reliance on biofuels as one of the key pillars to achieve long-term reductions in transport emissions does carry inherent risks. Critically, indirect land use change (ILUC) is not currently factored into the sustainability criteria and GHG assessment within the RED (EC, 2009b). This has the potential to substantially undermine the life-cycle effectiveness of biofuels and is the subject of a Commission impact assessment due for publication later in 2011. However, other recent research (IEEP, 2011) already suggests existing plans up to 2020 could potentially lead to an increase in GHG emissions overall, even using lower-end estimates of ILUC. A further concern is the long-term competition for a limited biomass/land resource across a range of alternatives, with impacts on both cost and sustainability. For example, there will be competition for biofuels not only among conventional uses (i.e. food, wood for construction, paper and other crop uses), but also for future bioenergy crops and other biomass uses

The other energy source that has been identified as crucial to achieving long-term GHG emissions reduction is electricity for road transport (potentially complemented with renewably produced hydrogen). Current low-carbon electricity generation options allow for substantial GHG emission savings, as well as other environmental benefits, such as noise reduction and air quality improvement in cities.

The emission factors for EU electricity have substantially decreased (by almost 22 %) since 1990 (IEA, 2011), in part due to an increase in renewable electricity generation. The latest official data show EU-27 renewable electricity accounts for 16.7 % of the total, while the share in the EU-10 Member States is still less than 8 %.

The Action Plans within the framework of the EU climate and energy package (EC, 2009d) commit Europe to obtain 20 % of its energy from renewable sources by 2020 under the RED (EC, 2009b).

Source: EEA, 2011.

Figure 6.2 Trends in energy GHG emission factors and % renewable electricity (EU-27)

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41


41

Экологически чистые здания: вокзалы получили 1 очко, а аэропорты - 0 очков

Растущая потребность в мобильности, которая наблюдалась на протяжении последних двадцати лет, привела к развитию инфраструктуры аэропортов. Совсем по-другому обстоят дела по планированию инфраструктуры вокзалов, где пространство, предназначенное для зданий, перронов и стоянок гораздо менее обширно, а модернизация вокзалов, расположенных в городах поднимает лишь вопрос о звуковом загрязнении, а не о расширении пространства. Что касается звукового загрязнения, за последние годы железнодорожная индустрия разработала ряд методов его снижения.

eco buildings: railway stations 1 point – airports 0

Projects in the transport sector are often characterized by a close inter-relation between the physical infra-

structure, the economics and the environ-mental impact. The design of airport civil works requires the knowledge of pavement specialists due to the extreme loads that the pavement is exposed to from the heavy air-craft in different climatic conditions rang-ing from extreme cold weather in the arctic to hot weather in the tropics. At the same time, certain parts of the pavement are ex-posed to fully loaded aircraft at slow speed and other parts only to occasional passes of service vehicles. In order to accommo-date different aircraft mixes, flexible aircraft stands have been introduced to minimise the length of building façades and thereby to reduce initial and future cost.

With all the efforts made by the managers of the great European airports, namely those with high traffic, in order to reduce polluting emissions or spaces intended for office buildings or terminals, merchandise warehouses and for other adjacent build-ings, we have to admit that due to the com-

plexity of air transport, this transport mode will not be able to compete with railway transport as regards the reduction of the space intended for carrying out the activity.

On the other hand, even though rail-way transport is considered to be sustainable, railway stations usually face increasing energy demands and carbon footprint re-leased in the environment.

A recent example of what we could call an eco railway station is Accrington, located in the northern part of the British railway network.

Completed in 2010, the building is made from recycled stone and uses photovoltaic cells to provide some of the electricity re-quirements, incorporates solar water heat-ing, a wind turbine for electricity generation and rain water harvesting for flushing toilets. The thirty photovoltaic solar panels, which are expected to supply over 4,000kWh of electricity – are estimated to help reduce carbon emissions from the new station by over 2t each year.

Accrington railway station is one of the 24 rail station part of UK pilot projects sup-

ported by various county council organisa-tions. “Building a new eco station for the town is a key part of Accrington’s transport infrastructure and will provide an ideal op-portunity for more people to try different travel options rather than the car,” believes Richard Watts, Rail Projects Manager at Lancashire County Council.

[ by Elena Ilie ]

If in terms of phonic pollution or chemical pollution, the European airport organisation and planning managers have adopted measures for reducing the two pollution types in the past years, planning the airport-related infrastructure (buildings, terminals, parking lots), especially for those found in the immediate neighbourhood of cities, cannot represent the object of a strategy for reducing the space and hence the pollution. The increasing mobility need noticed in the past twenty years has required airport infrastructure development. One cannot say the same thing about the infrastructure planning related to railway stations where the space intended for buildings, persons and parking lots is much more reduced, in such a way that the modernisation of railway stations located in the cities raises only the problem of noise pollution and not the one of space extension. In terms of noise pollution, the railway industry has developed some noise-reduction methods in the past years.

Source: EEA 2005

NOx engine limits PM1o engine limits

Local air pollution(1 person - Berlin Frankfurt- 545km)

Source: ecopassenger.org

enVironMent

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noise pollution, an everyday more serious issue

noise is seen as the most important environment issue for those living in the neighbourhood of a railway

line. To solve this problem with negative in-fluences, infrastructure companies, railway operators, but mostly the industry work on progressively reducing noise pollution. The constantly increasing market demand in transport in Europe leads to a less peace-ful transport system affecting many citizens both during the day and over night. How-ever, studies show that noise pollution is much higher in road and air transport, than in railway transport. Until presently, two of the most important measures for reduc-ing noise were aimed towards introducing noise barriers and insulating the windows of the trains.

Noise will remain one of the key environ-ment issues for all types of transport in the EU for a long period of time because of the inherent nature of the problem and the in-creasing transport demand. As part of the Directive on Environmental Noise, each member state will make noise maps for the noise generated by main highways, railways and airports.

In the last 10 years, the railway industry has developed several types of brake shoes using composite materials for replacing

the conventional cast iron brake shoes, the main cause of rail and wheel roughness. These new brake shoes release up to 50% less noise. The K-type brake shoes repre-sent a tested technology used for new cars, but which also implies high post-equipping costs. That is why other type of brake shoes, such as the LL brake shoes, is especially manufactured for the post-equipping of cars. At the beginning of 2008, a type of K brake shoes received UIC’s permanent ap-proval, while three types of LL brake shoes were only temporarily certified.

According to the impact assessment study, it is necessary to post-equip 370,000 cars, almost two thirds of which being owned by national railway operators and one third by private operators (including combined transport operators and small railway un-dertakings).

With the current technology, the post-equipping with trigger investment cost of EUR 200-700 Million (LL brake shoes) and EUR 1.0-1.8 Billion (K brake shoes) and additional costs of EUR 200-400 Mil-lion (until 2015 for both technologies).

On the other hand, reducing the noise caused by airplanes seems to become a pri-ority project on the EU’s noise pollution agenda.

A recent project, CARING (Contribution of Airlines for the Reduction of Industry Nuisances and Gases), was launched by the Clean Sky Joint Technological Initiative, aimed at studying the efficient methods for reducing noise pollution cased by planes, especially during the takeoff and the land-ing. The project was launched in early 2010, a new economic model and the implemen-tation of the best operating practices being expected for the end of 2012. At the same time, a new management system including flights on eco routes is expected in 2014.

The contribution of rail transport to noise pollution is significant, 10% of people being exposed to noise levels exceeding the “serious disturbance” threshold. In some European regions, the public opinion includes severe opponents of railway noise who demand political initiatives for reducing this type of pollution. The European Community has already taken a stand against such problems and adopted measures on environment protection and railway interoperability.

Звуковое загрязнение обостряется с каждым днём всё больше

Участие железнодорожного транспорта в звуковом загрязнении является существенным, так как 10% населения подвергается влиянию различных уровней шума, превышающего порога “сильного воздействия”. В некоторых европейских регионах проявляется значительное противостояние железнодорожному шуму со стороны общественного мнения, требующего принятия политической инициативы для его снижения. Европейское сообщество уже действует в этом направлении. В этой связи были приняты меры в сфере охраны окружающей среды и железнодорожной интероперабельности.

[ by Elena Ilie ]

Source: EC 2004

Percentages of citizens who are “highly disturbed”when exposed to rail, air and road traffic noise

Source: STAIRRS 2003

Cost-benefit analysis of railway noise reduction measures


43enVironMent

интегрированная,и успешная транспортная система даёт больше возможностей пассажирам

Наличие нескольких видов транспорта в городской среде - важный фактор и естественное последствие роста городского населения. Эти транспортные системы обслуживают город, а когда городские зоны развиваются, транспорт должен отвечать потребностям, чтобы люди отказались от индивидуального транспорта. Ключ к решению этого вопроса - интермодальность, которая нуждается во внедрении проектов интеграции транспорта, а политика должна быть направлена на экономический, экологический и социальный сектор. В конкурентной борьбе между общественным транспортом и индивидуальным автотранспортом, интермодальность стала успешным условием для поощрения развития общественного транспорта.

integrated and successful transport system improves passengers’ choices

the benefits of intermodal transport have determined the authorities in big cities to develop new projects for

making public transport more efficient and for reducing travel times, important factors for passengers in choosing transport modes.

The Romanian Ministry of Transport and Infrastructure has approved the set up of a work group for identifying the solutions necessary to operate trains on Bucharest ring route as part of a project that aims at developing intermodal and passenger trans-fer points. “Intermodal stations permit the simultaneous access to the means of trans-port of RATB (surface transport operator), of CFR Călători and where possible, of the underground transport operator. In this way, a journey will take at least 30 minutes, compared to one hour, as currently”, de-clared Brânduşa Raeceanu, spokeswoman of RATB. Bucharest’s rail ring will be integrated in the transport system of the city and of its metropolitan area and for this “we have al-ready taken the necessary steps to elaborate the cost study and the project could benefit from external funding”, said the Executive Director of Metrorex, Gheoghe Udrişte.

Construction projects will not be the only concern of transport operators. They will also have to integrate their charging system in the near future. Studies for creating single charging systems are already underway. The authorities in Moscow, next to RZD and

the commuter transport operator, intro-duce single tickets for trains and for the un-derground, ticket that will cost less than the present ones, as the capital’s administration is not interested in increasing costs, but in promoting public transport by integration and intermodality services and projects. “We don’t want to increase the ticket price, we want to attract many more passengers towards integrated public transport servic-es. The single ticket will be used on all lines and it could cost much less. It is far cheaper to provide subsidies to public transport than to build roads”, declared the mayor of the Russian capital, Sergei Sobyanin.

For providing an intermodal and single

transport system that will help reduce travel time and will optimise the passengers’ com-fort, the authorities will have to manage and coordinate the projects implemented be-tween transport operators so as to succeed in attracting passengers towards public transport and increasing the revenues of companies.


The existence of several transport modes in urban areas is an important factor and a natural consequence of permanent and increasing agglomeration. These transport systems serve the city and when urban areas develop, transport has to cope with demand and discourage individual transportation. The key to the problem is intermodality which needs transport integration projects and policies oriented to the economic, environment and social segments. In the competition between public transport and individual motorized transport, intermodality has become a successful condition for encouraging public transport.

Source: DG MOVE

Level of agreement with 6 selected recommendations

Long distance demand figures

Source: DG MOVE

44



who plans the construction of 8,400 km of railways until 2020. Funds of EUR 108 Bil-lion have been allocated for this project in the period 2005-2020.

France, Germany, Italy and Portugal are the other West European countries invest-ing heavily in high speed infrastructure that is to drive the electrification market.

East European countries such as Turkey, Poland, Bulgaria, Romania and Hungary have also stipulated plans of building a total of 1,600 kilometres of high speed lines in this region which will require installation of new electrification infrastructure.

Who wouldn’t want to get rid of gasoline and diesel fuel? Espe-cially since prices are soaring

and the future is obscure. Experts estimate that the oil and gas reserves will be con-sumed in half a century. However, if we are to compare the acquisition of an electric vehicles on batteries and a train or other electric public transport modes, on the long-term, the train or the electric public transport mode will count its pluses. Why? It’s quite simple: it’s true that, although the electric vehicle is less expensive than an electric train, on the long-term, the train will definitely win in terms of cost amor-tization or its life-expectancy, which is an average 20-25 years for trains, as well as as regards maintenance costs.

As regards the transport capacity, it is no longer necessary to say that the train wins again, as it is capable to carry several hun-dreds passengers, while the electric vehicle only five.

Less pollution and noxious gas are a plus for both means of transport, in case the train also runs on electrified infrastructure, but the resolution of the problem concern-ing the reduction of urban congestion can-not be assigned to the vehicle, be it even electric, while the train or the electrified ur-ban public transport, is the best solution for easing the traffic choked by road transport.

In long-distance transport, the electric

electrification on the right track in the railway transport market

In line with world globalisation tendencies, it is estimated that 4.5 billion people will live in cities by 2020, which means 60% of the world’s population. This will further accentuate the urban transport demand in these areas as they become dependent on intelligent transport networks for facilitating journeys and the transport of goods and services in the mega-cities that will develop in the future.

Рынок железнодорожного транспорта хорошо справляется с точки зрения электрификации

Кто же не хочет избавиться от

бензина и дизельного топлива? Тем более в условиях, когда цены постоянно растут, а будущее весьма неопределенно. Прогнозы специалистов показывают, что в течение полувека запасы нефти и газа будут исчерпаны. Несмотря на всё это, если провести минимальное сравнение между покупкой транспортного средства на электричестве, с заряжаемой батареей, и поездом или электрическими средствами общественного транспорта, в долгосрочной перспективе поезд или электрический транспорт являются более выгодными.

train has a new plus compared to the elec-tric vehicle, the latter not being capable to ever compete with high-speed trains, for example.

As of 2008, 52% of the total European mainline network was electrified with the top-five economies namely France, Germa-ny, Italy, Spain and the UK holding 53.3% of all electrified lines. These nations have been the primary targets for rail electrification projects in Europe and they still possess large opportunities for further electrifica-tion. With over 90% of electrified mainline lines, Switzerland, Sweden and Belgium are the most saturated markets.

According to estimates, Western Europe is expected to remain the most active region for further mainline electrification projects with projected growth of over 4% until 2015. Great Britain has initiated an electrifi-cation program for the main network worth GBP 1.1 Billion in the period 2009-2017. The majority of projects will be carried out from 2015 to 2020, with over 4,000 km due for electrification.

Currently, about 2,570 kilometres of high-speed lines are under construction and an-other 7,000 kilometres are under planning. Most of these sections require upgrading or renewal of current electrified infrastruc-ture to high speed standards and the rest requires completely new electrified infra-structure. The leader in this sector is Spain

[ by Elena Ilie]

Source: EC 2007

Total electricity generation 2005 in EU27

Projections made by the European Commission

Source: EC 2007

45


t he permanent development of Bu-charest and urban agglomeration play an important role in adopting

a clear mobility policy that would harmo-nise the accessibility objective with that of improving life quality. The capital needs an integrated transport system with peri-urban coverage, an attractive commercial offer and also a correlation of urban and railway transport for strengthening territo-rial cooperation.

Therefore, the Strategy plans to organise the entire territory (city and its influence area) through an integrated planning and management, by developing transport and increasing its connectivity, as well as by or-ganising intermodal poles for the transfer from peri-urban to urban transport. The General Master Plan for Urban Transport stipulates the need to develop and imple-ment the Metropolitan Transport Authority, to ensure the efficient integration of trans-ports and services. “The accent has to fall on the development of the underground net-work and on the territory of the villages and cities around Bucharest, as stipulated in the development plans – towards Mogoşoaia, Buftea, Otopeni, Voluntari etc. - as this means of transport is efficient, eco-friendly and has a strong structuring character capa-ble to highlight the functional cohesion of the entire territory”, declared Prof PhD Ar-chitect Mihaela Negulescu, responsible for the urban mobility section of the Strategy.

The Strategy will prioritise those means of transport with reduced environmen-tal impact, both by expanding the under-

ground, as well as surface vehicles, trams or light metros, thus contributing to the urban landscape integration. “These trans-port modes are currently appreciated by everybody for their structuring character, efficiency, comfort and a certain “urba-nity” that resides from a high landscape integration potential – grassing or framing its routes in a grass-covered area, creating special-design stations that can become a symbol of something or can represent architectural monuments of a territory. Reintroducing the tram in the central area

of the city can be one of the potential mea-sures of an integrated policy - LUT (Land Use & Transport) of complex rehabilitation of this area for which the Bucharest Central Urban Development Integrated Plan is un-derway”, concluded Negulescu.

2035 strategic concept to place Bucharest among the greatest European capitals

Bucharest Municipality has launched the 2035 Bucharest Strategic Concept (CSB) that seeks to shape the development example for Romania’s capital, setting joint principles that lead to the development of a harmonised and competitive area. The concept is built in several phases and follows five axes: territorial context, productive city, operating city, sustainable city and urban management, considering a city’s role of European capital, influence area, demographic, economic, infrastructure, transport and environment figures etc.


Стратегическая концепция 2035 способствует тому, что Бухарест станет одной из крупнейших европейских столиц

Мэрия города Бухареста запустила стратегическую концепцию Бухарест 2035 (CSB), нацеленную на определение способа развития румынской столицы и установление общих принципов создания гармоничной и конкурентоспособной территории. Концепция состоит из нескольких этапов, по пяти направлениям (территориальный контекст, производственный город, функциональный город, город устойчивого развития и управление городом), с учётом выполнения роли европейской столицы, зоны влияния, демографической платформы, экономической зоны, инфраструктурной и транспортной зоны, экологической зоны и т.п.

MetroPoLitan

Source: CNP 2011

GDP evolution of Bucharest-Ilfov

Perceived life quality in Bucharest and other 75 European cities

Source: EUROSTAT

46


lity study for the availability of park & ride projects (dedicated to people with reduced mobility) which will be directly connected to the underground network in order to en-courage this category of passengers.

The increase of the accessibility degree, as well as the challenges for ensuring an operational transport system are some of the topics to be debated during the 4th edition of Intermodes, held in Brussels in February 2012.

in order to have an increased accessi-bility degree, authorities must elabo-rate and implement strategies taking

into account all the means of transport, the identification of new initiatives for the access and implementation of projects for ensuring the passenger flow. Since 10 mil-lion tickets are estimated to be sold during the Olympic Games, the public transport system must be accessible. For instance, for the (2012) Olympic Games in Lon-don, the authorities have considered de-veloping projects for 13 types of transport which could be used by disabled people. The Department for Transport (Df T) has launched the programme “Safe access for everybody” (ever since 2006) in which it invested GBP 370 Million (EUR 430 Mil-lion), and until 2015 it estimates an yearly investment of GBP 35 Million (EUR 40 Million) for removing obstacles, increasing accessibility of routes and stations, approxi-mately 100 stations being equipped by the end of 2011. In addition, according to the financing schedule, GBP 7 Million will be granted each year for implementing inno-vative solutions for the access to the trans-port stations.

As regards the underground transport, the London Subway has implemented the

London olympic Games impose a boost in the accessibility of public transport

For an efficient transport, the accessibility is a key factor for passenger flows and the infrastructure segment dedicated to disabled people plays an important role. It includes the infrastructure elements in stopping areas, stations, hubs, but also in public transport vehicles. In view of the London Olympic Games 2012, the authorities invest in projects for facilitating the accessibility to public transport, in order to allow this passenger segment to use public transport much easier.

олимпийские игры в лондоне требуют повышенной степени доступности к общественному транспорту

Для эффективного транспорта,

эффективность является ключевым фактором с точки зрения управления пассажирскими потоками, а по этому сегменту важную роль играет инфраструктура, приспособленная для доступа инвалидов. Речь идёт об элементах инфраструктуры на остановках, станциях, узлах, но и в транспортных средствах, предназначенных для перевозки пассажиров. Для Олимпийских игр, которые будут состояться в Лондоне в 2012 году, власти инвестируют средства в проекты по обеспечению доступа в общественный транспорт, чтобы облегчить данному сегменту пассажиров использование общественного транспорта.

programme “Step-Free” which provides accessible routes from the street level to the platforms. 25% of the network is ex-pected to have this type of access by 2012. Likewise, 175 subway stations will be mo-dernised until 2012, the equipping being pursued for the supply of visual and audi-tory information, improvement of rails by adapting them to appropriate heights, re-moval, modification or emphasis of obsta-cles, provision of visual contrasts between the information points and the help points, modernisation of signals and pictograms, mounting surfaces for tactile warning areas (at stairs). In order to allow disabled persons to use the transport system, addi-tional measures must be implemented. The authorities are also implementing a feasibi-

23,000 - Estimated number of ticket holders who will have some difficulty using, or will be unable to use, stairs and escalators on the busiest day of competition at the Olympic Games

13 - Estimated number of different modes of transport that could be used by disabled people travelling to the Games.

1% - Estimated proportion of spectators who will be unable to use stairs and escalators during the Games

7% - Estimated proportion of spectators who will have some difficulty negotiating stairs and escalators during the Games.



15 - 17 FEBRUARY 2012KARLSRUHE TRADE FAIR CENTER

GERMANY

REGISTER NOW ANDJOIN THE IT FAMILY!

www.IT-TRANS.org

Organisers:

Direct access to Conference programme:

IT-Trans_Club Ferov_203x280.indd 1 23/11/11 8:30:30

48


it-trans in sync with customers’ lifestyles

technology s-cUrVeIt is over 10,000 years since the wheel was

originally invented. Since then, after a very long period of ‘early exploration’, we have seen many technological breakthroughs in transport, especially in public transport. Today, our industry has a wide and col-ourful palette of tools to perform its tasks. However, we already reached the wheel’s technological limits a few decades ago and with it, the end of its impressive develop-mental curve…

inForMation technologyInstead, we are concentrating on improv-

ing the existing tools, through the use of innovative information and communica-tion technologies, at all levels, and in every detail.

We increasingly want to offer integration and interoperability to create a seamless journey. By intelligently linking our sepa-rate tools, we transform them into systems; if the connected entities are also ’digitally aware‘, the created system becomes ’smart-er‘: whether through eTicketing or Travel Information, our passengers want to be-come smart travellers.

At the same time there is a relentless demand for more efficiency and higher performance. New technologies allow us to optimize and fine-tune our traditional operations and services like never before.

But above all, information technology enables us to act beyond simply opera-tions and to finally become genuinely cus-tomer-oriented. Social Media opens up an unavoidable one-to-one dialogue with our customers.

The use of information technology also ushers in new potential partners previously beyond the scope of our sector. EMV and NFC bring us banks and telecom operators, Google and Apple bring us ’Apps‘… How to capitalise on this growing interest from big business ready make a foray into our ’killer-application‘: public transport?

Given that technology itself is almost never a problem - but rather the underly-ing complexity and organisation – such global topics need a lot of discussion time to mature. The conference sessions at IT-TRANS are the ideal networking plat-

form for you to discuss and learn about the latest thinking on these difficult and challenging issues.

it-transDesigned specifically to discuss IT solu-

tions in public transport, is the internation-al conference and exhibition platform IT-TRANS, offered by UITP. UITP’s extensive membership – from industry middle and top management - enables us to mobilize quality people to deliver quality content for you to experience quality time. We like to talk about our IT family.

The 2012 edition of the biannual con-ference and exhibition will address again a wide range of issues via:

• Conference sessions providing you with global developments and overall knowl-edge to support strategic decisions (8 main sessions with 36 speakers),

• The Exhibition, home to 56 market up-date presentations, providing local knowl-edge and operational decisions from all over the world.

There are problems that you simply can-not solve by yourself. These have to be ad-dressed – with the help of the IT Family - on a national, or even international level. Clearly, these are the domain of UITP and its partners like ASSTRA, VDV and UTP. The platform is IT-TRANS.

Ptx2At IT-TRANS 2010, UITP Secretary

General Hans Rat launched the sector stra-tegy PTx2: to double the market share of public transport worldwide by 2025. Not surprisingly, a pivotal role will be played by Information Technology professionals. Your area of expertise will be instrumental to bringing public transport into the 21st century and advancing the PTx2 goals; we want to become a lifestyle choice, be at the leading edge of new business, act more commercially, and create the space for yet more improvements.

How we accomplish all of this largely de-pends on the success of your solutions. We are looking for any kind of forward-looking inno-vation, large or small, short or long term.

Three issues will form the central plank of IT-TRANS:

travel informationThere is an ongoing discussion about a

’European multimodal journey planner‘. The discussion is driving the hotly-debated topic of ’sharing of data‘, and not only on the European scale.

The public transport sector has been de-veloping attractive and advanced IT solu-tions for journey planning, including real time information and fares for a long time now. Travel information and journey plan-ners that are successful today are mostly local or regional, but also national with re-sponsibility taken by the local and regional - and sometimes national - authorities. However, over the past 10 years, there has also been successful cooperation on a larger scale, for example EU-Spirit.

This kind of (European) planner is based on the principle of Distributed Journey Planning so that the local data can stay un-der the control of its owners. These ‘local’ sources would preferably be tapped into from the highest possible level of aggrega-tion, such as a national mobility service provider. If such a national MSP does not exist, the sources (have to) move down to regional and local levels.

The key questions when discussing jour-ney planners are access to data and rules for reuse of data. Responsibility needs to be clearly defined and there is an essen-tial customer requirement for affordable, accessible, reliable, relevant and updated information. On a global level, we need a framework that is supported by the public transport sector including local, regional and long distance public transport but also supports attractive and user-friendly solu-tions using different channels developed not only by the public transport sector but also by third parties.

For more details you can consult the UITP EuroTeam common position on the “European MM Journey Planner”. It is the result of years of consensus-building for a Travel Information Market (TIM) and the proposed EU-TravelNet project. Add your voice to this discussion at IT-TRANS.

ticketingToday, there is a definite trend for mov-

ing data from the card to the back office.

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Johan van ieperen

UITP Information Technology, Innovation and Service Industry Manager

Johan van Ieperen was born in 1965 in The Netherlands.

He studied Civil Engineering at the Technical University of Delft and specia-lised in Infrastructure Planning.

For his thesis on “Optimizing Networks to User and Builder requirements by intro-ducing additional nodes” he also wrote the accompanying interactive Windows soft-ware.

After having lived in The Netherlands, Canada, South Korea and Germany, Johan moved to Belgium to start working for the International Association of Public Trans-port (UITP) in 2005 where he is in charge of all Information Technology issues, specifically the Information Technology & Innovation Commission and the Infor-mation Technology & Industry Services Committee.

Before UITP, Johan worked with TTK GmbH in Karlsruhe, a consultancy and city renowned for its very successful light rail scheme development known today as “tramtrain”.

He was involved in establishing “Verke-hrsverbünde” (tariff integration), tramtrain feasibility studies, the organization of light rail related conferences and numerous Eu-ropean funded projects. One such project was the Light Rail Thematic Network (Lib-eRTiN), a project that aimed at technical standardisation and harmonisation of light rail vehicles. Within this project, Johan was responsible for the topic Accessibility.

Besides running and sailing, one of his serious hobbies is computer programming, of which you can see an example at http://www.urban-navigation.info/ (the Travel Planner Portal).

for what it is: a modern means of commu-nication, especially with our younger cus-tomers.

Social Media is all about two-way conver-sations, providing information in a custom-ized way, being there when necessary, and not staying silent when a customer asks for a response. Social Media requires a concept and should not be underestimated.

Would you still send a letter or a fax to register for the next UITP World Congress in Geneva? Why would a teenager use the phone if he/she has Facebook?

The world around us is changing rapidly and we tend to live in our own small world. This is a wake-up call for all those who do not want to miss the link with the new ge-nerations, the new way of thinking, the world of social networking.

See it at IT-TRANS.

enGineer

The information on the medium could be replaced by a unique ID number serving as a reference to your data and your means of payment. Actually, this is what is ’sort of ’ behind the term EMV, which uses contact-less bankcards as a medium. But instead of a bankcard, the medium could also be a pass-port, health card, or a mobile phone…

…“ID-Based Ticketing” or ticketing as a service, is unlike existing ticketing schemes. In the future a system would probably ac-cept many different kinds of unique ID numbers – as long as there is some means of guaranteeing payment.

And what to think about the everlasting NFC (Near Field Communication) hype? Perhaps NFC-enabled phones will quickly penetrate the market. That would certainly catapult schemes based on this technology like Deutsche Bahn’s Touch&Travel.

Whatever happens, it will not consolidate the developments in electronic ticketing. The same is true for the European inter-operable electronic ticketing agenda. The conclusions from the IFM-project are still valid but these new techniques open up new ideas and solutions.

Choices are difficult and will not get any easier. Talk and listen to the experts at IT-TRANS to form your own opinion, your own vision.

social MediaMaybe the most important part of IT-

TRANS is the serious introduction of the Social Media topic – the real cus-tomer perspective. Many of us are aware of it, but keep following a traditional ap-proach. Some play it down as insignificant (“why should I Twitter”) and others see it

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the British people have anticipated success. By redeveloping a railway station whose origins go back into

the Victorian Age, preserving the specific architectural elements and even enhancing them with modern 21st century elements, the British managed to transform St Pan-cras International not only into a modern railway station but also into a commercial and tourism centre of great importance to the British capital. The aggressive interna-tional promotion of the newly refurbished railway station was the key element of the St Pancras’ success.

Thus, in 2001, the actual restoration and modernisation works began in the entire complex and starting November 2007, St Pancras is the new “home” of the Eurostar trains. The costs of the entire project rise to GBP 800 Million. During the rehabilitation works, many of the Victorian architectural elements were successfully restored or re-built.

The French have also kept the guard up in terms of preserving historic monuments. Here is an example of how the old and the modern can be usefully and successfully combined.

Once the first sector of the LGV Est was put into operation, in June 2007, Strasbourg railway station, the terminal of LGV Est, has started to be considered too small and

rail station, a historic monument of the city

Most old European rail stations date back from the 19th century and reflect the grandiose architecture of those times and, why not, still borrow from their prestige to the city, if not to the railway transport activity as well. Old rail stations are the testimony of a nation’s past, each corner of such a place bearing the story of a long gone world. Today’s challenge consists in adapting the old rail stations to present needs, as regards both the increase in the number of trains and the new trends regarding the passengers’ comfort without bringing any damage to their character of architectonic monument.

cramped. Consequently, the railway station was subjected to a programme of refurbish-ment and modernisation. It was inaugurated six months later, on November 5, the same year. The initial building of Strasbourg rail-way station was built by the German Rail-ways because, at the time, Alsace-Lorraine region was located on German land. The initial building of the railway station, built in 1883, was preserved but yet extended due to a huge glass dome which covers the old construction. However, at nights, the glass dome becomes transparent in order to al-low passers to observe the original façade of Strasbourg railway station, covered in rose-coloured ceramics. Nevertheless, the construction of the glass façade was con-sidered inappropriate by many citizens in Strasbourg. They didn’t approve the fact that the contemporary façade covers the old historic construction, making it visible only at nights. But the modernisation works ena-bled the extension of the railway station and the establishment of several connections be-tween different transport modes.

The rehabilitation project of Strasbourg railway station was not focused just on the modernisation and preservation of the old 19th century building, but represented an opportunity to the tourism development in the area and to the development of the eco-nomic importance, an opportunity gener-

ated by the opening of the LGV Est. Other big cities have also developed

projects for rehabilitating the historic monu-ment rail stations and among these cities we can name Anvers, Leipzig, Moscow and Saint Petersburg.

Romania has also initiated a series of projects aimed at upgrading railway stations built in the past century, such as those in the cities of Suceava, Arad, Timişoara, Iaşi etc. Bucha-rest plans to have its central rail station, Gara de Nord, modernised. For this purpose, the Ministry of Transport and Infrastructure signed a memorandum of understanding in September 2011 for supporting the development of a feasi-ble modernisation project.

Unfortunately, not all historic monument rail stations in Romania have been included in modernisation projects, some of them being, in fact, abandoned to...oblivion. It is also the case of Gara Filaret, the first rail station of the capital from which the trains Bucharest Filaret – Giurgiu left, this being the first railway line on Romanian territory.

Gara Filaret was inaugurated in 1869 and to-day, in 2011, the rail station “receives” no trains, as it has been ironically transformed into a bus terminal, being closed since 1960 and then trans-formed into a departure and arrival terminal for automotive vehicles.

[ by Elena Ilie ]

Вокзал - исторический памятник города

Большинство старых европейских вокзалов были построены в 19 веке, и они отражают грандиозную архитектуру тех времён и, почему бы нет, ещё придают некий престиж городу и железнодорожной транспортной деятельности. Старые вокзалы являются свидетельством прошлого наций. Каждый уголок имеет свою историю, связанную с миром, давно канувшим в лету. Вызов наших дней заключается в приспособлении старых вокзалов к потребностям наших дней как с точки зрения количества обслуживаемых поездов, так и в плане новых тенденций обеспечения комфорта пассажиров, без воздействия на их характер архитектурных памятников.

oPinionsMetroPoLitan

51


“To maintain a close relationship with foreign railway industry partners, a company has to prove the efficiency

of its management and credibility in signing partnerships”, declared Vladimir Yakunin.

The reform of the railway system in Rus-sia has held an important position on RZD’s agenda in the past four years.

“Russian Railways has finalized the third stage of reform, currently being at the begin-ning of the fourth, the company thus making significant structural changes. Important sub-sidiaries have been established, such as the Federal Passenger Company, but also Freight One and Freight Two, in case of freight trans-port, as well as companies dealing with rol-ling stock repairs. The established subsidi-aries bring incomes of more than RUB 500 Billion (EUR 12 Billion) every year”, pointed out Yakunin.

“It is necessary to carry out railway infra-structure development programmes espe-cially for cross-border regions. The moderni-sation of the railway infrastructure has not been dictated only by the increase of traffic speed, but also for ensuring the passengers’ safety”, stated Valentina Matviyenko, Presi-dent of the Federation Council of Russia.

Moreover, despite the different problems mainly caused by the economic recession which has also affected railway transport, the suburban passenger transport system has been radically changed, currently including 26 independent companies, while the freight transport market has been redesigned. The reform was aimed at increasing the attractive-

ness and efficiency of railways. “Despite limited investment funds, Russian

Railways have focused on the modernisation and development of railway infrastructure, with investments over the past four years ex-ceeding RUB 1,000 Billion (EUR 24 Billion) in infrastructure modernisation. The Federal Passenger Company has received subsidies of RUB 68 Billion (EUR 1.7 Billion) for passen-ger transport development. By 2015, RZD will invest RUB 400 Billion (EUR 10 Billion) for the development of the most important infrastructure projects”, added Yakunin.

“We have to focus on delivering an efficient passenger transport system. The develop-ment programme by 2015 includes moderni-sation and construction of railway transport infrastructure, but unfortunately the federal budget cannot grant a large amount for in-vestments”, declared Igor Levitin, the Rus-sian Minister of Transport.

However, significant progress in improv-ing the passenger transport infrastructure and in modernising the rail stations has been achieved and RZD has accepted the moder-nisation of the railway hub to Moscow. As for the railway high-speed transport, more than 4,7 million passengers have been carried be-tween Moscow, Saint Petersburg and Nizhny Novgorod since the launch of the Sapsan trains and over 300,000 passenger have trav-elled between Saint Petersburg and Helsinki (Finland) with Allegro trains.

“Baikal – Amur line is an important project of Russian Railways, but it requires a large amount of investments. Once upgraded,

railway transport on this route will boost and will permit an efficient connection with Asian countries”, said Vadim Morozov, Vice President of RZD.

Under the 2030 Strategy, over the next two decades, railway high-speed transport will be developed reaching from the present 650 km to 10.887 km. However, railway high-speed projects require a large investment amount from Russian Railways and are usually planned for a period of time between three and five years.

The development of rapid transport will not only occur in the regions of the Russian Federation capitals, but also in Far East, in the river basin of Volga and in the south of Russia. As part of the project for reinforcing a rapid connection between Moscow and So-chi, the current line will be rehabilitated and the process is underway. To avoid the hub in Rostov, a bridge across the Don River will be built, thus cutting the time travel from Mos-cow to Sochi from 36 to 15 hours. The route along the coast of the Black Sea, between Tu-apse and Adler could be transferred through a tunnel or an alternative mountainous route. By 2030, the length of high-speed lines will reach up to 1.500 km. Choosing between the options of building high-speed line to link Moscow and Nizhny Novgorod and Moscow – Smolensk – Krasnoe (western border) will be determined by the dynamics of the social-economic development of Russia.

ambitious projects on railway transport modernisation for russian railways

Present at the Second Railway Congress of Russian Railways, held in Moscow on 18 and 19 November, the President of Russian Railways, Vladimir Yakunin, talked about the evolution of reform in the Russian railway industry, but also about the railway transport and infrastructure modernisation projects carried out in the four years that had passed since the First Congress of RZD, in 2007. The projects related to the company’s future expansion were also among the topics debated in Moscow.

Российские железные дороги внедряет смелые проекты модернизации железнодорожного транспорта

На Втором Железнодорожном конгрессе Российских железных дорог, проведённом в Москве 18 и 19 декабря, президент компании, Владимир Якунин, говорил об эволюции реформы российской железнодорожной индустрии, но и о проектах модернизации железнодорожного транспорта и инфраструктуры, внедрённые за четыре года с момента проведения Первого конгресса РЖД в 2007 году. Среди тем, обсуждённых на мероприятии в Москве, числились и проекты будущей модернизации компании.

[ by Elena Ilie ]


52


oPinionsMetroPoLitan

the rapid development of the dif-ferent transit systems has led to the modernisation of railway stations

along the crossed route. They have to be as aesthetically built or modernised as possible and to dispose of enough capacity to provide shelter for users. Passengers in transit need special places where they should wait for the next train. Railway stations, integrated to other open and attractive public spaces, and eco-friendly pedestrian ways will attract users and will maintain passenger traffic.

The public transport system has become more and more important as mobility mode for people living in cities, especially due to the recent increase in the oil price; more and more people are focusing their attention to-wards public transport to travel in the city, as an alternative mode extremely reliable when trying to avoid traffic congestion.

The rail stations supporting railway and road transport don’t play the role of simple bus stations, they don’t serve the passenger using the simple “touch and go” model, but they are neither a mere architectural space. Transport is not identified only with mobility, it has become a significant urban part in big cities, compared to other civil buildings; tran-sit stations have the potential to reshape the environment built in a city, they provide op-

rail station, a new city centre

What are the expectations of the modern citizen as regards rail stations? The diversity of functions and a better integration into the urban landscape. Railway stations have to be a pleasant environment for those who work here, a true shopping and retail location, an active environment 24h a day and a rapid and convenient transit and transfer point between transport modes. An important urban pole can be built in the area located around the rail station, but it is necessary that those responsible for urban policies to adopt an integrated approach for the sustainable and coherent development of the rail station.

portunities for creating places which improve the quality of urban life. Most rail stations have a typical design which doesn’t consider the exterior environment, so that, experts say, it is necessary to rethink a more environmen-tally friendly design and planning.

One of the most representative projects for the integration of the railway station into the urban landscape is in Germany, in Stuttgart, where the architects have planned the mo-dernisation of the old railway station into an area of 100 ha dedicated to the establishment

of green spaces, residential and work groups, the station being a crossing point for eight lines of the high-speed network. The eight lines will be located in the underground and will replace the existing 16 surface lines. The very ambitious EUR 4 Billion “Stuttgart 21” project is intended to become the new city centre being connected to the underground network and to the surface public transport. The number of passengers to cross the new intermodal hub every day is estimated at 250,000.

[ by Elena Ilie ]

Вокзал может стать новым центром городаа

Каковы ожидания современного гражданина в отношении вокзалов? Эти ожидания касаются разнообразия функций и лучшей интеграции в городской пейзаж. Вокзалы должны являться приятной средой для тех, кто на их территории работает, и должны быть адекватной точкой для шоппинга и для розничной торговли. Они должны быть доступными круглосуточно и должны являться быстрым и удобным способом транзита и трансфера между различными видами транспорта. На привокзальной территории можно построить важный городской полюс, но для этого необходимо, чтобы лица, отвечающие за городскую политику, приняли интегрированный подход к устойчивому и последовательному развитию.

September2010High Speed and the city

region

city

operator

rail

infrastructure

manager

city (region)passenger

(customer)

shops & services

concourse

access control

HS tracks and platforms

depot

workshop

P

public transport

system (rail & bus)

private transport

system (highways)

HS train operation and maintenance

land use

planningHS service info

travel time

frequency

cost

reservations

sales

ticketing

citizens

not travelling

urban

renewal

new regional

developments

on station train operations

cleaning

catering...

information

customer service

ticketing control

sales

lounges

waiting rooms

urban transport system

offices

traffic regulation and control

accesibility: transport systems

information

& HS sales

accesstime

transfer

time

travel

time

mobile phone

internet

travel agents

The actors: monetary flows A.2

September2010High Speed and the city

region

city

operator

rail

infrastructure

manager

city (region)passenger

(customer)

shops & services

concourse

access control

HS tracks and platforms

depot

workshop

P

public transport

system (rail & bus)

private transport

system (highways)

HS train operation and maintenance

land use

planningHS service info

travel time

frequency

cost

reservations

sales

ticketing

citizens

not travelling

urban

renewal

new regional

developments

on station train operations

cleaning

catering...

information

customer service

ticketing control

sales

lounges

waiting rooms

urban transport system

offices

traffic regulation and control

accesibility: transport systems

information

& HS sales

accesstime

transfer

time

travel

time

mobile phone

internet

travel agents

The actors: quality relationship A.3

perceived

provided

Source: www.uic.org

Source: www.uic.org

53


Directive 97/68/EC refers to the measures against the emission of gaseous and particulate pollutants

from internal combustion engines to be in-stalled in non-road mobile machinery, with subsequent amendments and supplements, where the engines for multiple-units and lo-comotives are included in a different chap-ter. December 31, 2011 is a new threshold in limiting the level of gas emissions from diesel engines for railway traction. Starting with this date, the stage IIIB becomes effec-tive which imposes an even more drastic cutting of the polluting emissions generat-ed by diesel engines. Therefore, if in 2006, for the engines superior to 130 kW, dust emissions were limited to 0.2 g/kwh, start-ing with 2012, they will be limited to 0.025 g/kwh. Also the limit of hydrocarbon emis-sions decreases from 0.5 g/kwh in 2008 to 0.19 g/kwh from 2012.

On November 16, 2011, the European Parliament and the Council of the Euro-pean Union have adopted a new direc-tive, namely Directive 2011/88/EU that amends and completes the old directive. According to the new directive, it is pos-sible to use the IIIA stage engines in the construction of locomotives through the flexibility programme which allows an equipment manufacturer to use a specific type of engine for another 3 years since the indicated date, but no more than 16 en-gines. Also, the directive assesses the possi-bility to approach the post-equipping with systems for the post-treatment of the gases generated or the existing fleet of railway ve-hicles, as well as the establishment of peri-odical testing methods for the rolling stock with special engines so as to make sure that their emission performance is compliant with the figures declared upon registration.

For diesel engine manufacturers, limiting the gas emissions is a constant concern for aligning to the legislative requirements of the EU and the reason why they seek in-novative technical solutions. Among other requirements that have to be observed, re-ducing the NOx is made through the cata-lytic oxidation after burn, either by using a system to limit the temperatures that favour the formation of NOx or by recirculating part of the burned gases. According to the representatives of Caterpillar in Roma-

nia, the diesel engines for locomotives are equipped with the above-mentioned equip-ments and with filters for retaining particles (DPF - Diesel Particulate Filter), particles generated by still unburned elements com-ing from fuels or from the lubrication oil. “For controlling the hydrocarbons and the carbon oxide resulted from burned gases, we also apply the catalytic oxidation, the exhaust pipes including a Diesel Oxida-tion Catalyst (DOC). As the components included in the exhaust route of the burned gases have to occupy a reduced space, we couple the DOC with the DPF, resulting the so-called Clean Emission Module”, de-clared Gheorghe Robu, Sales Key Account, Eneria CAT.

An electronic system of diesel engine management is capable to interact precisely between the systems of the diesel engines and the pollution levels imposed by Direc-tive EU 97/68/EC stage IIIB, according to the representatives of MTU Friedrichshaf-en in Romania. “For achieving an efficient combustion of fuel in the diesel engine, we have introduced, for the first time, the “common rail” system which realizes the combustion injection of the fuel in 3 stages and for eliminating the variation of the in-jection pressure in the combustion room, we have developed a new type of injector with an incorporated pressure battery. The injection pressure increased from 1,600 bar to 2,200 bar, and for the future MTU plans to increase the injection pressure to 2,500 bar”, declared Vasile Nicodim, Executive Manager, Service Faur S.R.L.

In order to align to the limits of polluting emissions regulated in the European direc-tives and for reducing nitrogen oxides, MTU has developed new systems for supple-menting the air supply of the engine. These systems are capable to reduce the tempera-ture in the combustion room. The company has also introduced the EGR (Exhaust Gas Recirculation), which reintroduces in the suction gallery of the engine part of the exhaust gases after cooling them. The SCR (Selective Catalytic Reduction) system, re-lying on the injection of urea in the exhaust gases, the products being nitrogen and wa-ter, the nitrogen oxides are reduced by 90%. Also, through the DPF (Diesel Particulate Filter) system, which retains solid particles

resulted from the combustion process in a ceramic filter, the electronic engine ma-nagement system increases for a specific period of time the temperature of exhaust gases so that the particles retained by the ceramic filter will burn. This method elimi-nates the need for the maintenance of the filter. All processes that contribute to reduc-ing polluting emissions are efficiently con-trolled and monitored by the ADEC system for the management of the diesel engine for increasing the performance of engines.

Performing diesel engines increase the quality of railway transports

In November 2011, the European Parliament and the European Commission adopted a new directive on limiting the exhaust gas emissions for the diesel engines of railway vehicles, in the eve of passing to a new phase, starting with January 1, 2012, the limit figures accepted so far.

[ by Teodor Turcu ]


Ограничение вредных выбросов газов и твёрдых частиц двигателей, предстоящих монтажу на мобильных машинах, не предназначенных для дорожного движения, составляет предмет ДИРЕКТИВЫ 97/68/CE. Дизельные двигатели оснащены фильтрами для вылавливания частиц, катализатором, а также другими системами снижения содержания вредных веществ, установленными европейскими директивами.

Начиная с 31 декабря 2011 года будет осуществлён переход к новому порогу ограничений уровня вредных выбросов дизельных двигателей, предназначенных для железнодорожной тяги.

NUMAR REGISTRUL COMERULUI: J 40/276/1997, COD UNIC: RO 912 1855

CONT: RO95RNCB0074029217870001 – BCR Sucursala SECTOR 3, BUCURESTI;

WEB: www.servicefaur.ro.

Solutii constructive noi aplicate de firma MTU-Germania, la motoarele

pentru tractiune feroviara, in vederea reducerii emisiilor poluante

In Uniunea Europeana, emisiile poluante sint reglementate prin Directiva EU

97/68EG. Conform acestei directive incepind cu 1 ianuarie 2012 intra in vigoare stagiul

IIIB care presupune o reducere si mai drastica a emisiilor poluante ale motoarelor diesel

utilizate in tractiunea feroviara.

Pentru a avea o imagine mai clara privind gradul de reducere a emisiilor poluante

impuse prin directiva EU 97/68EG va prezentam urmatorul grafic care este foarte sugestiv:

Source: Service Faur

Emission reduction on MTU


54


the way railway passengers buy tick-ets is already undergoing a transfor-mation and modernisation process

so that ticketless systems based on smart cards and contactless technologies are preferred to the old paper ones. More than that, ticketless concept developers intend to make a step forward by replacing smart cards with near-field communication (NFC) technology using chips which can be integrated in credit cards or in smart-phones for the payment of travel prices.

The leaders in this field are the developed countries in Asia, Japan and South Korea using this type of technology for several years. Therefore, for Japanese and Korean passengers, chips installed in phones used for the payment of the travel ticket are not a technology of the future, but of the present. A recent poll revealed that 69% of Asians would prefer this travel payment method compared to only 26% of those interviewed in Europe and the USA. Nev-ertheless, in Europe, Germany continues to be the leader in terms of innovations for passengers, therefore the near-field com-munication system was implemented as a pilot project in Berlin Central Railway Station (Hautbahnhof ) and Potsdam rail-way station.

An analysis carried out after the imple-mentation of the pilot project showed

an easier way to attract passengers

Many of the new or modernised railway stations have already applied modern concepts from own sustainable systems for energy production, performing security systems, e-ticketing and communication systems to a revolutionary architectural design facilitating the improvement of the access for passengers. Impressive and futuristic buildings, doubled by the use of sustainable materials and concepts meant to increase the passenger transit flow, transform many of the current railway stations into architectural and public transport models.

that 82% of the customers had a positive answer to the easy use of this technology, the satisfaction level reaching 75%. As a result, all the 320 railway stations serving the long-distance railway transport benefit since November 1, 2011, from the Touch & Travel technology.

Railway stations will need to adapt to the increasing number of passengers but also to their demands. Nevertheless, the devel-opment of railway stations will be carried out in different phases and will include many changes over the time.

The design of the future railway stations will have to consider attributes such as the sustainability, accessibility, intermodality and to include smart ticketing facilities.

According to the data provided by the International Union of Railways (UIC), at world level the number of passengers in the railway transport increased by 3.5% in 2010. This and the development of the high-speed railway transport had an im-pact on the way passengers need railway stations to function and operate in the future.

[ by Elena Ilie ]

Более лёгкий способ привлечения пассажиров

Множество новых или модернизированных железнодорожных станций уже применяет современные концепции, от собственных надёжных систем производства электроэнергии, усовершенствованных систем безопасности, систем электронной выдачи проездных билетов и систем современной связи, и до радикально нового архитектурного дизайна, способствующего облегчённому доступу пассажиров.

oPinionsMoBiLitY

55


6

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ILW

AYS A

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HE

ENV

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NM

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| TR

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How transport is affecting climate change

The debate on climate change has shifted dramatically in recent years. There is

now unequivocal scientifi c evidence – summarised in the 2007 report from the

Intergovernmental Panel on Climate Change (IPCC) – that global warming is happening;

that human actions are responsible; and that this poses an enormous threat to life on

Earth.

Politicians, businesses and the public are increasingly aware of the problem and are

calling for urgent action to cut the man-made emissions of greenhouse gases (GHGs)

that cause climate change, in particular carbon dioxide (CO2).

Transport is a big contributor to climate change Rail can play a larger part in reducing the negative environmental effects of transport

TRANSPORT AND THE ENVIRONMENT1

Figure 1: Planned reductions of EU-wide greenhouse gas emissions

the important environmental agreements on protecting the en-vironment against climate change

have included the transport sector among those sectors whose objectives will be cut-ting polluting emissions by 2020. With all the efforts made by specialized industries, transport is undoubtedly the only sector whose polluting emissions have increased significantly starting with the ‘90s. More than 90% of the total emissions in na-tional transport in Europe are caused by road transport, while railway transport is responsible only for 0.6% of diesel emis-sions and less than 2% of emissions result-ed from power generation. But this does not mean that it has been exempted from making commitments on cutting pollut-ing emissions.

Despite the many initiatives of launch-ing policies and strategies for cutting emissions, including that of the railway sector to cut emissions by 39% by 2020, it is estimated that the transport demand will be the highest in all sectors and even through the limited decoupling of the en-ergy consumption caused by the transport demand, the resulted energy consumption will increase just as much. The European Commission has foreseen a 21% growth in the energy consumption for transport from 2000 to 2030.

In Europe, Kyoto Protocol, which is still in force and will be replaced in 2012, is the second priority in terms of reducing transport emissions. Much more severe is the European Directive on reducing greenhouse gas emissions which became effective in 2004.

Moreover, in March 2011 the European Commission adopted a complex strategy called “Transports 2050” aimed to develop a competitive transport system that would increase the mobility level and stimulate economic growth. At the same time, the proposals will dramatically reduce Eu-rope’s dependency on imported oil and will help cut transport-generated carbon emissions by 60% until 2050.

“Transports 2050 is a roadmap for a competitive transport sector that will

help reduce emissions. Restricting mobi-lity and maintaining the present situation are out of discussion. We have the capacity to eliminate the oil dependency of our transport system without sacrificing its ef-ficiency and without compromising mo-bility”, believes Siim Kallas, the European commissioner for transport.

Meeting the objectives requires a trans-formation of the current European trans-port system. Key objectives by 2050, in-clude eliminating the automotive vehicles powered by conventional fuels from urban traffic and the transfer of 50% of he inter-urban medium-distance passenger and freight transport from road transport to railway and maritime/inland waterways transport.

30% reduction of polluting emissions, a target still difficult to reach

The aim of EU’s greenhouse gas emissions trading scheme (EU ETS) represents the promotion of a mechanism for cutting greenhouse gas emissions in the fields of activity responsible for this type of emissions, so that meeting the commitments assumed by the EU under Kyoto Protocol will be less expensive.

Сокращение вредных выбросов на 30% всё ещё является трудно достижимой задачей

Цель схемы ЕС, связанной с продажей сертификатов, свидетельствующих о выбросах газов с парниковым эффектом (EU ETS), заключается в продвижении механизма сокращения количества газов с парниковым эффектом. Данный механизм должен быть принят хозяйственными субъектами, деятельность которых является источником такого рода выбросов. Это необходимо сделать для того, чтобы выполнение обязательств, принятых на себя Евросоюзом в соответствии с Киотским протоколом, стало менее дорогостоящим.

[ by Elena Ilie ]

Planned reductions of EU-wide greenhouse gas emissions

Source: UIC

enVironMent

56


the development of the railway sector, since the adoption of the First Rail-way Package, has not met the expec-

tations regarding the recovery of the sector. As the current system has demonstrated its shortcomings, rules need to be strengthened and harmonised and new elements need be added to make railways more attractive as a mode of transport for both passengers and freight. These were only few of the reasons why the Recast of the First Railway Package was necessary. The Recast should achieve a comprehensive and integrated European railway area. The European Rapporteur De-bora Serracchiani, the project initiator, sup-port this objectives, for which the Parliament has already expressed its support during the debates regarding previous railway packages. The current reform should go beyond the limits of nationally defined interests in the railway sector.

The lack of independence of infrastructure management prevents the true transnational integration of the rail networks which con-tinue to be managed along national consid-erations that are often dominated by the in-terests of incumbent railways undertakings. This limits in turn the attractiveness of the railway for new operators, new services and eventually customers. It reduces the possi-bilities of cross-border transports which are of crucial importance for the rail to become competitive vis-à-vis the road (freight) and air (passenger). Due to the size of EU Mem-ber States many medium-distance connec-tions of 300 km imply already crossing the border of one or several Member States.

The coexistence in the Member States of different social security schemes in the rail-way sector poses a risk of unfair competition between new railway operators and incum-bent undertakings, and requires harmonisa-tion while respecting the specific characteris-tics of the sector and of the Member States.

In order to complete the European railway area, complete interoperability of the rail system at European level is necessary. The European Railway Agency should be as-signed the appropriate powers and resources to attain this objective more quickly, inter alia as regards the development of common standards for certification of rolling stock and safety and signalling systems, is pointed out in the new text proposed by rapporteur

Recast of the First Railway Package ensures the independence and impartiality of national regulatory bodies

To encourage the accession on the rail transport market of new operators and to be sure of the quality of rail transport services, on November 16, the European Parliament has adopted, at first reading, the proposal for the Recast of the First Railway Package (legislation in force since 2001) on the liberalisation of railway services. At the beginning of 2012, the European Council will pass its resolution at first reading.

Debora Serracchiani and adopted by the Par-liament in mid-November.

In order to ensure the future development and efficient operation of the railway system, a distinction should be made between the provision of transport services and the oper-ation of infrastructure. Given this situation, it is necessary for these two activities to be managed separately and to have separate ac-counts, guaranteeing the transparency which ensures that no public funds are diverted to other commercial activities.

Another amendment adopted is the intro-duction of new, open-access, international passenger services with intermediate stops

which should focus on stops that are ancil-lary to the international route. The principal purpose of such services should be to carry passengers travelling on an international journey. When assessing whether that is the service’s principal purpose, criteria such as the proportion of turnover, and of volume, derived from transport of domestic or in-ternational passengers, and the length of the service should be taken into account. The assessment of the service’s principal purpose should be carried out by the respective na-tional regulatory body at the request of an interested party.

Opening up international passenger serv-

[ by Elena Ilie ]

2Transport infrastructure

31eurostat ■

Map 2.15: Outline plan for Roads in the Trans-European Transport Network (TEN-T)

Source: EUROSTAT


57


solidating the railway transport market opening.

The main objectives of the Fourth Rail-way Package will include the total separa-tion of infrastructure and train operations, will permit authorised applicants to obtain train paths, will facilitate the development of dedicated freight network and the de-velopment of the EU-wide track and trace system, will ensure the implementation of a freight quality package and will allow TENs railway and waterway project funding from road charges.

ices to competition may have implications for the organisation and financing of rail passen-ger services provided under a public service contract. Member States should have the op-tion of limiting the right of access to the mar-ket where this right would compromise the economic equilibrium of these public service contracts and where approval is given by the relevant regulatory body and, where applica-ble, the network of regulatory bodies on the basis of an objective economic analysis, fol-lowing a request from the competent authori-ties that awarded the public service contract.

In light of the experience acquired through the network of regulatory bodies, the Com-mission shall, no later than two years after the publication of this Directive, draw up a legislative proposal establishing a European regulatory body. This body shall have a su-pervisory and arbitration function to deal with cross-border and international prob-lems and to hear appeals of decisions taken by national regulatory bodies.

“One of the major objectives of the European Commission was the recast of the First Rail-way Package, which brings nothing new but clarifies the current implementation norms in the European Union’s member states, be-cause, as already known, ten years after the im-plementation of the Package, its alignment to national legislations has not been completed”, pointed out Frank Jost,Strategy Director, DG MOVE, EU Commission.

The new text adopted stresses the impor-tance of observing the rights of all passen-

gers. Therefore, to ensure transparency and non-discriminatory access to rail infrastruc-ture and rail-related services for all railway undertakings, all the information required to use access rights is to be published in a network statement, including formats which are accessible for people with disabilities or reduced mobility.

new Fourth railway Package could be presented by the end of 2012

The 2011 Commission White Paper lists among its most important initiatives the need to “ensure effective and non-discrim-inatory access to rail infrastructure”. This means that the Commission is determined to further open the rail market in the near future. Therefore, if the rail market is to be liberalised, it is essential that conditions to operate in such an open market are as non-discriminatory and transparent as possible.

An extremely important aspect in the new text adopted in November refers to the measure according to which the Commis-sion should present a legislative proposal on the separation of the infrastructure man-ager and the operator by the end of 2012. As the railway sector is not fully opened un-til now, the Commission should present a legislative proposal on the market opening by that date. This is one of the main aspects to be included in the new Fourth Railway Package, a legislative measure which could be presented by the Commission for con-

Голосование за пересмотр Первого железнодорожного пакета обеспечит независимость и беспристрастность национальных регулирующих органов

Для поощрения вступления новых железнодорожных операторов на транспортный рынок, а также для поощрения обеспечения качественных услуг в сфере железнодорожного транспорта, Европейский парламент 16 ноября одобрил предложение о пересмотре Первого Железнодорожного пакета в первом чтении. Данное законодательство (которое применяется с 2001 года) касается либерализации железнодорожных услуг.


58


SOURCE: CER

statistics

94 October 2011 CER

The Voice of European Railways

Comparative development of rail passenger markets (in P/Km)in the Western Balkans.

Sour

ce:

CER

and

ITF

Infrastructure investments: where, how much and how? Passenger mkt in Western Balkans

194 October 2011 CER

The Voice of European Railways

Sour

ce:

CER

2010

Average State Compensation in EU15 and EU12(as % of difference between expenses and ticket revenues).

Rail reform in South, East and Central Europe.PSO undercompensation

SOURCE: CER

59


statistics

Flash EB No 326 – Survey on passengers’ satisfaction with rail services Analytical report

page 7

1. Travelling by train 1.1 Frequency of journeys by rail Roughly three-quarters (77%) of rail passengers in the EU said they travelled by train in their country less than once a month, while almost a quarter (23%) said it was at least once a month. More precisely, about one in seven (15%) respondents said they travelled by train in their country between once and three times per month. A minority of respondents were “frequent” travellers: 4% said they took the train between once and three times per week and the same proportion said they travelled by train on a daily basis. Country variations Across all countries surveyed, a majority of rail passengers said that they took the train in their country less than once a month; this proportion ranged from 53% in the Czech Republic to 88% in Spain. The proportion of respondents who travelled by train between once and three times per month ranged from 8% in Spain to 22%-23% in the Czech Republic, Estonia and Slovakia. In the Czech Republic, the country with the most frequent travellers, 13% of respondents said they took the train between once and three times per week and 12% answered that they travelled by train on a daily basis. Other countries with a relatively high proportion of “frequent travellers” were Latvia, Slovenia and the three Benelux countries (17%-19%).

Frequency of journeys by rail

12 11 7 4 7 6 9 4 5 6 5 2 4 5 3 3 4 4 4 4 3 2 1 0 1 1

137 10 9

12 11 86 9 7 6 5 4 4 6 6 5 4 3 2 2 2 2 1 3 3

2221 20 23 16 19 18

22 17 18 17 20 19 17 16 15 15 15 14 13 14 14 12 14 11 8

5360 62 64 64 64 65 66 68 70 72 72 73 74 74 76 76 77 79 80 80 80 84 85 85 88

0

20

40

60

80

100

CZ

NL SI SK LU LV BE

EE

AT

UK

HU EL SE DK

BG LT PT

EU

27 DE

FR RO IT PL FI IE ES

Most days 1-3 times per week 1-3 times per month Less than once a month DK/NA

Q1. How often do you travel by train [IN YOUR COUNTRY]?Base: all respondents, % by country

Socio-demographic considerations The youngest respondents (between 15 and 24 years-of-age) and full-time students were the most likely to be “frequent” rail passengers: 16% said they took the train in their country either daily or between once and three times per week. Across all other socio-demographic groups, the proportion of “frequent” rail passengers varied between 4% among those with the lowest level of education and 10% among employees.

Frequency of journeys by rail

4 4

15

77

1

Most days

1-3 times per week

1-3 times per month

Less than once a month

DK/NA

Q1. How often do you travel by train [IN YOUR COUNTRY]?Base: all respondents, %EU27

Across all countries surveyed, a majority of rail passengers said that they took the train in their country less than once a month; this proportion ranged from 53% in the Czech Republic to 88% in Spain. The proportion of respondents who travelled by train between once and three times per month ranged from 8% in Spain to 22%-23% in the Czech Republic, Estonia and Slovakia.

Analytical report Flash EB No 326 – Survey on passengers’ satisfaction with rail services

page 8

Rail passengers travelling less than once a month were more likely to be women (79% vs. 74% of men), the over 39 year-olds (78%-81% vs. 63% of 15-24 year-olds), respondents with the lowest level of education (86% vs. 75% of the most educated), non-working respondents and manual workers (79%-81% vs. 75% of employees and the self-employed). For more details, see annex table 1b. 1.2 Purpose of journeys by rail A slim majority (56%) of respondents said that most of their domestic journeys by rail were for leisure purposes. Roughly a tenth (11%) of rail passengers mainly took the train to go to their work, school or university (i.e. commuted) and a similar proportion (12%) said that most of their rail journeys were on business. Finally, 21% of respondents listed purposes other than the ones mentioned above. Country variations The proportion of respondents who travelled by train within their country mainly for leisure purposes ranged from 35% in Hungary to 76% in Finland. Hungary was joined by Romania, Poland and Bulgaria, with roughly 4 in 10 rail passengers who said that most of their journeys by rail were for leisure purposes (39%-41%). These four countries had the highest proportions of respondents who mentioned “another” purpose for most of their journeys by rail (between 38% in Bulgaria and 47% in Hungary). The largest proportions of respondents who mostly used the train to commute to work or school were seen in Portugal (22%) and Denmark (20%). Other countries with a relatively high proportion of commuters were the Benelux countries, Estonia, Hungary, the Czech Republic and Slovenia (between 16% and 19%).The largest proportions of business travellers (i.e. those making mainly business trips by train), on the other hand, were found in Sweden (24%), Italy (21%) and Greece (18%).

Most frequent purpose of journeys by rail

7665 65 64 64 63 62 62 62 61 60 58 57 56 55 53 53 49 48 45 44 44 41 39 39 35

1214 21

124 13 11 10 12 8 12

4 10 12 7 8 8 9 5 518 24

8 13 63

99 3

1219

159 18 8 20 14

1617 11 18

10 16 15 2215

129

12 712

16

412 11 12 14 10 18 11

1811 14 22 16 21 20

29 23 27 2433

26 2338 41 43 47

0

20

40

60

80

100

FI IE IT UK BE

AT ES

NL

DE

DK SK EE CZ

EU

27 SI LT LU FR PT LV EL SE BG PL RO

HU

Leisure Business trips Travelling to work/school/university Other DK/NA

Q2. What is the most frequent purpose of your rail trip [IN YOUR COUNTRY]?Base: all respondents, % by country

Most frequent purpose of journeys by rail

56

12

11

210

Leisure

Business trips

Travelling to work/school/university

Other

DK/NA

Q2. What is the most frequent purpose of your rail trip [IN YOUR COUNTRY]?

Base: all respondents, %EU27

Slim majority (56%) of respondents said that most of their domestic journeys by rail were for lei-sure purposes. Roughly a tenth (11%) of rail passen-gers mainly took the train to go to their work, school or university (i.e. commuted) and a similar propor-tion (12%) said that most of their rail journeys were on business. Finally, 21% of respondents listed pur-poses other than the ones mentioned above.

Flash EB No 326 – Survey on passengers’ satisfaction with rail services Analytical report

page 11

Country variations Across almost all countries, more than 7 in 10 rail passengers said they were very or rather satisfied with the ease of buying tickets in railway stations in their country; in six countries, the level of satisfaction was over 90%: Lithuania (95%), Latvia (93%), Slovenia (92%), Finland, Slovakia and Estonia (all 91%). Furthermore, in these six countries, respondents were among the most likely to be very satisfied with this facility. The highest proportion of "very satisfied" respondents was found in Ireland, Finland and Estonia (61%, 60% and 59%, respectively). Rail passengers in Germany and Austria, on the other hand, were considerably less likely to be very or rather satisfied with the ease of buying tickets (54% and 61%, respectively); furthermore, 33% of respondents in Austria and 42% of those in Germany were rather or very dissatisfied with this facility. Although the overall level of satisfaction was higher in Poland and Italy (76% and 85%, respectively) than in Germany and Austria, respondents in the first-named countries were overall the least likely to be very satisfied with the ease of buying tickets: 16% in Poland and 18% in Italy (compared to 22% in Germany and 26% in Austria). Although Spain and France1 were characterised by a relatively high proportion of respondents who were very or rather satisfied with the ease of buying tickets in railway stations in their country (90% and 84%, respectively), the proportions selecting the “very satisfied” response were considerably lower than in most other countries (32% and 35%, respectively).

Satisfaction with ease of buying tickets

52 50 4459

4760

25 32

6140

5242 40 35

1839 32

42 43 4132

16

4231 26 22

43 43 4832

4431

65 58

2848

3544 47 49

6745 52

42 39 3847

60

3142

3532

3 4 6 3 6 5 7 7 4 7 6 9 8 9 10 10 8 9 10 11 12 15 15 1321

24

2 2 11 1 3 2 1 6 4 4 3 2 5 4 1 3 3 5 3 6 6 8

4 12 18

0

20

40

60

80

100

LT LV SI EE SK FI PT ES IE RO

UK CZ

HU FR IT LU BE

BG

DK SE

EU

27 PL EL

NL

AT

DE

Very satisfied Rather satisfied Rather dissatisfied Very dissatisfied DK/NA

Q3. Are you very satisfied, rather satisfied, rather dissatisfied or very dissatisfied with the following features of the train stations [IN YOUR COUNTRY]?

Base: all respondents, % by country Similar to the results discussed above, more than two-thirds of rail passengers across most countries said they were very or rather satisfied with the provision of information about train schedules and platforms (ranging from 68% in the Netherlands and Germany to 92% in Lithuania). Furthermore, in most countries, less than a quarter of respondents were dissatisfied with the provision of such information in stations. In Poland, however, about half (49%) of rail passengers were satisfied, and a similar proportion (46%) were dissatisfied with information about train schedules and platforms provided in their country’s train stations. Focusing on the more extreme responses, respondents in Ireland and Lithuania were the most likely to select the “very satisfied” response (49% and 45%, respectively), while those in Poland and Italy were the least likely to do so (7% and 9%, respectively). Poland was the only country where respondents 1 Note: Spain and France are two countries with many high-speed trains with compulsory seat reservation (e.g. TGV in France and Alvia high-speed trains in Spain).

Across almost all countries, more than 7 in 10 rail passengers said they were very or rather satisfied with the ease of buying tickets in railway stations in their country; in six countries, the level of satisfaction was over 90%: Lithuania (95%), Latvia (93%), Slovenia (92%), Finland, Slovakia and Estonia (all 91%). Furthermore, in these six countries, respondents were among the most likely to be very satisfied with this facility.

The highest proportion of “very satisfied” respondents was found in Ireland, Finland and Estonia (61%, 60% and 59%, respectively)

SOURCE: European Commission



60


the 2014-2020 period aims, espe-cially at the European Union level, to interconnect member states,

from the point of view of transport, energy and information technology. The European connection is a completely new scheme, meant for financing pan-European infra-structures, projects which will be financed by EUR 40 Billion and another EUR 10 Billion from the budget of the cohesion policy. All EU strategies, regulations and programmes lead to the same conclusion: a single market Europe.

Under the circumstances, as regards pas-senger railway transport, it will be essential for the operators to harmonise IT networks for ensuring single information.

What a single passenger railway transport at the European level needs is the imple-mentation of projects for enabling pan-Eu-ropean travelling, by forcing the standardi-sation of dates, hours and prices. Therefore, the Transport Commission has adopted the new regulation (May 2011) for travel and ticket planning, the key for the book-ing and information regarding the ticket-ing system being the interoperability, the information being exchanged between the railway companies and between the travel ticket suppliers. “If we are serious about getting people onto rail, and particularly about having rail compete with air travel over middle distances then we need to offer

Passengers could plan journeys with just a few clicks

For the development of the passenger railway transport system at European level and for breaking limits regarding ticket booking for abroad travels, the Transport Commission has adopted the regulation on travel planning and booking for EU territory. Therefore, the operators will have to provide information on train types, train stop period and location, availability of seats on categories, price structures etc. The regulation stipulates that the operators should elaborate the information related to available schedules, as well as price information agreed upon by partners.

rail passengers the seamless planning and ticketing offers that match the airlines. We want to make it as easy, in the future, to book a rail ticket from Barcelona to Brus-sels or Berlin to Bratislava as it is to book a corresponding flight. Making common timetabling and fare information available to operators is a significant first step, but it is just the start of a much bigger push to make pan European rail planning and ticketing a reality.”, said Vice President Siim Kallas, the commissioner responsible for Transports.

For 2012, the Commission will put for-

ward a legal complementary regulation requesting the operators to align their IT systems so that standardised data should be transferred between European operators. These measures will be the basis for the technical foundations in order to allow the new generation of travel planning systems and ticketing systems to make their launch on the railway transport market.



Для развития системы железнодорожного транспорта пассажиров на европейском уровне и для устранения ограничений, связанных с бронированием билетов для проезда за границу, Транспортная комиссия утвердила регламент планирования и бронирования проездов по территории ЕС. Таким образом, операторы будут предоставлять информацию о виде поездов, о периоде и месте остановок поездов, о наличии мест по классам, о структуре тарифов и т.д. Регламент предусматривает, что операторы будут предоставлять информацию о действующем расписании и о тарифах, согласованных с партнёрами.Source: EUROPEAN COMMISSION

ITS ACTION PLAN / Framework contract TREN/G4/FV-2008/475/01

110721_ITS_AP_1 5_D4_V1.doc/ 21 JULY 2011 12/42

3.3.3. Q3: DO YOU SEE THE NEED FOR A EUROPEAN MULTI-MODAL JOURNEY

PLANNER? WHAT CONDITIONS COME TO YOUR MIND?

This question was answered by 198 respondents. This question could be answered by multiple-choice and by free text. Most respondents provided free text, not only those who checked “Yes, under the following conditions”. In general, there is a large group which sees a need for such a European service. But the variety of answers reflects different priorities in the content of a JP service. Some say it should be regional in priority, other say that it should bring big cities together, still others insist on covering all transport modes or on including real-time information. Some say that it should lead to a booking facility, others say that booking systems should remain untouched. A recurrent answer is that data management should be decentralised. Several respondents see data quality as a pre-condition. Some respondents claim a role for the private sector. Someone writes that timetables should be better coordinated in the first place in order to ensure that multi-modal journey planning yields attractive results.

Do you see the need for a european multi-modal journey planner? What conditions come to your mind?

ITS ACTION PLAN / Framework contract TREN/G4/FV-2008/475/01

110721_ITS_AP_1 5_D4_V1.doc/ 21 JULY 2011 18/42

3.4.6. Q10 : WHAT IS THE IMPORTANCE OF GOOD INFORMATION ON THE IMPACT OF NEAR-TERM PLANNED NETWORK DISRUPTIONS (E.G. ROADWORK OR RAIL MAINTENANCE) FOR EFFECTIVE TRAVEL PLANNING?

This question was answered by 193 respondents. This figure needs to further comment. The importance of information on planned disruptions is very important. 3.4.7. Q11: HOW SHOULD THE LANGUAGE ISSUE BE TREATED FOR A EUROPEAN

SERVICE?

This open question was answered by 172 respondents. A large majority of the respondents agree on the precondition of multilingualism of such a service, available at least for any user in its native language and in the language of the country where he is travelling. Several issues are put forward, such as the location names (which may differ by languages), and the different alphabet (Latin, Greek, Cyrillic…) or non-european languages (Mandarin, Japanese, Hindu,…) useful for tourism travellers. Most of the respondents write that the language issue is not a technical problem, using an initial language independent format, that can be then locally translated through the user specific interface, or using a format that avoid as much as possible text information and use logos, maps, and common signs.

What is the importance of good information on the impact of near-term planned network disruptions (e.g. roadwork or rail maintenance) for effective travel planning?

Source: EUROPEAN COMMISSION


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