Action 3.1: Mapping ongoing public and private investments

Transcription

1 Action 3.1: Mapping ongoing public and private investments

2 ACTION 3.1: MAPPING ONGOING PUBLIC AND PRIVATE INVESTMENTS 1 1 DESCRIPTION OF TRANSPORTATION SERVICES PROVIDED IN THE HUB Location of terminals & characteristics Passenger Information 3 2 DESCRIPTION OF THE LEGAL BACKGROUND OF THE ORGANIZATIONS INVOLVED IN TRANSPORT PROVISION Public (Railway) Transport in Austria: Institutional and Legal Framework Financing of Public Transport 10 3 MAPPING OF ONGOING AND PLANNED INVESTMENTS 12 LIST OF FIGURES Figure 1: Transport connections from Vienna (Rail / Road / flight)... 3 Figure 2: Transport connections from Vienna (Rail / Road / flight) / Chart... 3 Figure 3: Example (Screenshot) of an operators individual passenger information portal ( Scotty by ÖBB PV AG)... 4 Figure 4: AnachB Example for a non-discriminationg intermodal trip planner (operated by VOR / ITS Vienna Region)... 5 Figure 5: Quando Mobile Passenger information (operated by VOR / ITS Vienna Region)... 5 Figure 6: Verkehrsverbund Ostregion (VOR)... 9 Figure 7: ASFINAG spending (Source: ASFINAG, annual report 2011) Figure 8: ÖBB Infrastructure / Main Railway lines (feeder lines and private lines not included) Source: ÖBB Infrastruktur AG Figure 9: TEN Cooridors Intersection Vienna Figure 10: Railway Infrastructure Investments in the R4S area within Austria

3 1 Description of transportation services provided in the hub 1.1 Location of terminals & characteristics In public (rail) transport, the hub Vienna is highly integrated both in terms of infrastructure and services and integrated ticketing, offering state of the art, intermodal passenger information (as shown in this basic report). Vienna inner city public transport (with 5 Metro lines, trams and busses operated by Wiener Linien; 120 Lines in total, 800 Million Passengers per year) and local and regional train services provide excellent accessibility to national and international long distance services. Points of intense discussion with relevance for the R4S project are: Improvement of Public Transport services between Vienna and Bratislava, with current travel times railway of min. 58 minutes (Vienna Ostbahnhof to Petrzalka) including ticket integration Lack of trains to Northern Italy Venice, Bologna (and further on to Rome) Partly unattractive services to Ljubljana and Zagreb ( see experiences in the SETA Project) Terminals services offered to passengers -ticketing, luggage handling, rest areas, information kiosks, security etc-, level of services All services mentioned above are offered in all Vienna terminals, despite ongoing construction work on the former Süd- / Ostbahnhof (Southern- / Eastern Train station) with international train services currently operated from Wien Meidling (to Hungary, Italy, Slovenia and Croatia) ICT Infrastructures & services: State of the art information systems (partly in realtime) are offered to the customers on different channels (Web, Smartphones) See examples in this report. Transport connections profile -frequencies, number of passengers etc - 2

4 Figure 1: Transport connections from Vienna (Rail / Road / flight) Note: Travel Times flight do not include transfer to / from Vienna Aiport to Vienna City Center and vice versa. Waiting time, Check in Time etc. also not included. Figure 2: Transport connections from Vienna (Rail / Road / flight) / Chart 1.2 Passenger Information Individual public transport providers have provided their customers timetable booklets for a long time, later on (starting in the early 2000s) internet services and today smartphone apps, primarily for pre-trip information, partly with the opportunity to buy tickets (ÖBB) and make use of additional services (reserving hotels, renting cars etc.). For international passenger rail services, OBB Personenverkehrs AG (Austrian Federal Railways Passenger Transportation) the main portal can be found with the URL 3

5 Figure 3: Example (Screenshot) of an operators individual passenger information portal ( Scotty by ÖBB PV AG) Traffic Associations in Austria have an important role in passenger Information. Information portals operated by individual public transport operators / railway operators are not supposed to be non-discriminating: Obviously, an individual operator s objective is to gain passengers for services, provided by the own company, even (as in the case of OBB PV AG s Scotty) timetables of other operators are integrated into the company s information system. In this context, the passenger information services provided via Internet or Smartphone Apps by an individual operator must be seen as a marketing / sales instrument. Consequently, the Austrian Traffic associations spent substantial resources in order to create intermodal, non discriminating information platforms, such as Quando or AnachB by Verkehrsverbund Ostregion. 4

6 Figure 4: AnachB Example for a non-discriminationg intermodal trip planner (operated by VOR / ITS Vienna Region) Figure 5: Quando Mobile Passenger information (operated by VOR / ITS Vienna Region) Even with the short descriptions of this report, it becomes obvious, that there are (too) many different sources of preand on-trip passenger information systems; information systems are operated by all major transport providers and traffic associations in Austria, totalling up to about information systems in Austria with different regional coverage, information quality and functionality. In 2009 a project has been started by Austria s major actors in the field in order to generate a official intermodal information service. Currently (2012) all Austrian Traffic Associations, in cooperation with the major infrastructure operators (ASFINAG for Highways, OBB Infrastructure), are working on a project for an official Austrian-Wide intermodal transport and traffic information system (Verkehrsauskunft Österreich, VAO) in order to provide customers in Austria with highest quality pre- and on trip Information, including real-time components. 5

7 It is the clear strategy of the Ministry of Transport and other public authorities in Austria, not to leave the market for traffic information to commercial providers of information (e.g. Google) but to provide officially high quality information to potential passengers. 2 Description of the legal background of the organizations involved in transport provision 2.1 Public (Railway) Transport in Austria: Institutional and Legal Framework Railway Transport Legal basis for most issues in the context of the implementation and operation of Austria s national railway system is the Federal Law For Railway Infrastructure and Services ( Bundesgesetz über Eisenbahnen, Schienenfahrzeuge auf Eisenbahnen und den Verkehr auf Eisenbahnen (Eisenbahngesetz EisbG)). Starting from the principle that railways are operated by private enterprises with the objective to gain revenues / profits, historically the Austrian Railway law had a twofold objective: On the one hand, the regulations of the Federal Railway Law aimed at securing safe and proper operation of the railway infrastructure and services, on the other hand, the law regulates the provision of rail transport services, including three duties/obligations for railway operators: The obligation to operate the system, to provide services without discrimination and the obligation to ensure undiscriminating prices (tariffs). Due to EU regulations (EU directives of the three railway packages) the basic structures of Austrian Railway Law had to be changed, starting with the first railway package in Infrastructure and operations got separated; a nondiscriminating market for railway services (slowly) led to competition in the railway operations sector (starting with goods transportation, followed by international passenger traffic in 2010). The obligation to conform to EU law changed the role of public authorities. Funding of investment in new railway infrastructures / rehabilitation of existing infrastructures is in Austria nowadays ensured by private-law financing contracts, concluded between public authorities (primarily the Ministry of Transport, BMVIT) and railway infrastructure providers (of which there are, besides the former state-owned monopolist ÖBB, a few smaller private companies (despite the name private mainly in public possession, as far as infrastructure operation is concerned), operating both own infrastructure an providing transport services ( integrated railway companies ). Railway services in passenger transportation are partly considered as public services. The major share of all passenger rail services currently provided in Austria (all regional and local services, main parts of long distance services) are operated on the basis of public services contracts. Legal Basis for the provision of these services are service contracts, concluded between public authorities (primarily the Ministry of Transport and railway operators (EU directive (EG) 1370/2007 PSO )). 6

8 Operation of scheduled bus services The legal framework for scheduled public transport services with busses in Austria is given by federal law (Kraftfahrliniengesetz - KflG). Similar to the Railway Law, the operation of scheduled bus services requires a permission of federal authorities (the Ministry of Transport) to operate such services: Austria s public bus-services are, similar to other countries, regulated by a system of concessions. Fact is, that this concessioning system is subject to legal discussions, as it partly inhibits competition. As opposed to railway law, on European level there are no secondary regulations on market regulations for bus operation. In 2010, the implementation of public services in the bus sector had been changed from a subsidy system to a system, making use of public service contracts according to EU Directive 1370/2007. Organisation of Public Transport Hierarchic Levels With Austria s federal structure, basically in three hierarchic levels, Federal State [Ministry of Transport], Provinces [Provincial Governments and provincial authorities] and Municipalities there are different competent authorities for different market segments of public transport: Public Transport in Municipalities Competent authorities for public transport in and around municipalities are the respective municipalities (towns, villages). Regional Public Transport Regional Public transport comprises services between (from/to) municipalities / agglomerations and services in rural areas. Competent Authority for the implementation and financing of regional transport services are the respective provincial governments. Long distance Public Transport The term long distance public transport in not explicitly mentioned in the federal law. It defines, among others, services relevant for international travel, both railway and busses. Needless to say, that long distance services (partly operated without public service contracts) fulfil important tasks in inter-regional passenger transport in Austria. Both public transport in municipalities and regional transport are, additionally, regulated in the federal law on local and regional public transport services (ÖPNRV-G 1999). This law defines, among other issues, that public transport services, as long as they are not part of federal service contracts, are subject to provincial authorities and 7

9 municipalities,in terms of planning, organisation, finance and operation. It also defines the duties of integrated public transport associations ( Verkehrsverbünde ) in Austria. Public Services vs. Services operated without Public Service Contracts Due to the fact, that Austria s current price levels of tickets in local and regional public transport do (by far) not suffice to cover the full costs production, payments from public authorities are required, to prevent deficits. Apart from non cost-covering tariffs, additional pricing-relevant measures, resulting in further reductions of cost coverage are common standard in Austria (e.g. reduced tariffs for certain passenger groups, like elderly persons, pupils etc.). Starting with 2010, the only legally feasible way to ensure public transport services is by means of Public Service Contracts. Public Transport Associations (integrated public transport) Verkehrsverbünde (Integrated Public Transport Associations) are institutionalized forms of cooperations targeted at the cooperation between public transport service providers and public authorities. Prime target of PT associations with respect to the customers is the provision of an integrated ticketing system, enabling the passenger to use all available modes of public transport within a defined region without the requirement, to purchase tickets for each individual operator. Integrated ticketing is conceived as one major feature to increase attractiveness of public transport. Additionally, Verkehrsverbünde in Austria act on behalf of the (regional) public authorities in the definition of service levels of public transport and are in many cases responsible for the procurement of public transport services in the provinces, making use of adequate tendering procedures in accordance with PSO. Austria s first Public Transport Association, Verkehrsverbund Ostregion (VOR), was introduced in 1984; the VOR service area covers 3 Austrian provinces (Vienna, Lower Austria and Burgenland); due to historical reasons (historically, VOR was only in charge of the greater Vienna area, including the major railway corridors from / to Vienna, whereas the remote rural areas of Lower Austria and the Burgenland where organised in smaller, independent regional traffic associations with separate and different tariff structures) an integrated ticketing system with complete coverage of the three provinces is only in elaboration today. 8

10 Figure 6: Verkehrsverbund Ostregion (VOR) The main problem with tariff associations is the distribution of revenues among the operators. This problem has been solved in Austria by making use of contracts on revenue sharing, based on the analysis of revenues of the individual operators and their respective performances (bus-km, train-km etc.) before joining the traffic association. Additional (financial) problems arise from through-tariffing (=the level of operator s individual tariffs decreased with mileage; with through-tariffing, revenues gained from the expensive starting tariff-brackets could not be realised with passengers, switching from one operator to another). Nowadays local and regional public transport is organised / managed by 7 Verkehrsverbünde (with VOR in the eastern parts of Austria, additional Organisation with separate tariff systems in 6 other provinces). So integration of tariffs on an Austrian wide scale is currently not in sight, still has been under discussion for years. 9

11 The main requirement for such a future Austrian Verkehrsverbund (with one integrated ticketing system, preferably electronic ticketing) is a complete reform / harmonization of the current pricing / tariff system as well as the introduction of an electronic ticketing system for monitoring- and clearing purposes. 2.2 Financing of Public Transport Federal Competences Transport Infrastructure Road Within the road sector, the federal Law on national Highways defines the sections of the road network to be planned, built and maintained by federal authorities. The federal road network in Austria, comprising primarily motorways, managed by ASFINAG (Austria s motorway operator, owned by the Ministry of Transport), is about km long, another 450 km are in construction / planned; revenues from user fees (tolls for trucks, vigniette [=annual toll sticker to be fixed on the car s windshield] amount to 1,5 Billion Euro, as opposed to costs of approximately 1 Billion Euro for operation and maintenance (the surplus of approx. 0,5 Billion Euro is required to decrease debt and pay interest on debts, currently amounting to approx. 12 Billion Euro). Figure 7: ASFINAG spending (Source: ASFINAG, annual report 2011) 10

12 Railway Infrastucture Railway infrastructure financing depends on the ownership. Infrastructure operators, being directly owned by the Republic financing contracts between the Republic (BMVIT) and the operator are concluded to cover deficits, resulting from insufficient infrastructure usage fees (according to EU Directive 2001/19). According to EU Communication 2008/C 184/7 such payments are not conceived as distortion of competition, as long as every potential user has a discriminantion-free access to the infrastructures, being subject of public funding. By far the largest Railway Infrasturcture Operator in Austria is ÖBB Infrastruktur AG, operating a Railway network with a total length of approx km. Revenues from user fees amount to 450 Million Euro, additional funding requirement from the Republic amount to 1 Billion Euro p.a. (2011). Figure 8: ÖBB Infrastructure / Main Railway lines (feeder lines and private lines not included) Source: ÖBB Infrastruktur AG Only 250 km of railway infrastructures belong to operators, not owned (directly) by the Republic ( Privatbahnen ). A budget, amounting to 20 Million Euro p.a. is provided by the Republic (Ministry of Transport) for the operation, rehabilitation and new investment. 11

13 Public Transport Services Road Currently no public bus services are funded by the Republic, as funding of regional public transport road is in the domain of the provinces. Railway Based on different federal laws, as described in the previous section the Republic is reponsible for the funding of defined railway services ( Grundangebot ). In Line with EU Directive 1370/2007 railway service operators provide a total of 75 Million train-km p.a., based on public service contracts, amounting to 630 Million Euro p.a. Competences of the Provinces Infrastructure Road Parts of the Austrian Road network, not explicitly defined as federal roads are within the competence of the provincial governments (Length of the respective network: km). Defined by provincial law are sections, which are in the competence of municipalities (towns, villages). Infrastructure Railways The provinces come up for investment, operation and maintenance of railway infrastructures, not owned by the republic. Public Transport Services Road The assignment / commissioning of public transport services road (busses) in in the competence of the provincial governments (for regional transport) and of municipalities (for local / urban transport). In most cases, the operative management is done by the respective public transport associations. Public Transport Services Railways If a provincial government requires railway services additionally to the basic supply, as provided for by the Ministry of Transport (BMVIT), there ist he opportunity to commission railway operators with defined services. These additional services are, as in the case of the federal base-supply, subject tp public service contracts. Currently approx. 10 Million train-km are commissioned by the 9 provincial governments each year. 3 Mapping of ongoing and planned investments Three European transport / railway corridors have their intersection in the greater Vienna area: Corridor TEN17, TEN 22 and TEN 23 (see figure below) 12

14 Figure 9: TEN Cooridors Intersection Vienna With relevance to the Rail4See survey area, three major investment schemes have to be listed: Vienna new central station (Hub) Semmering Base tunnel (TEN 23) Koralmbahn, including Koralmtunnel (TEN 23) The new construction of Westbahn (Railway infrastructure Vienna Salzburg Munich) is about to be finalised and will play an important role for transports along the Danube axis to Western Europe. 13

15 Figure 10: Railway Infrastructure Investments in the R4S area within Austria 14