Making a pan-european rail network: how close we are?

Transcription

1 Making a pan-european rail network: how close we are? Ignacio Barrón de Angoiti Director of the Passenger & High Speed Department Union Internationale des Chemins de Fer (UIC) 1st International Congress on Rail Transport Technology Zaragoza, 13 April /60

2 Agenda Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 2/60

3 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 3/60

4 World railway network Data: /60

5 World railway network Length of lines America 35 % Australia 4 % Europe 33 % Africa 7 % Asia 21 % 5/60

6 World railway network Passenger traffic Africa 2,5 % America 1 % Australia 0,5 % Europe 26 % Asia 70 % 6/60

7 World railway network Freight traffic America 33 % Australia 1,5 % Europe 31 % Africa 1,5 % Asia 33 % 7/60

8 European rail system Main traditional characteristics of the European rail system: Separate networks with different track gauge, electric supply, signalling, etc. Severe restrictions to the capacity: length of trains, loading gauge, maximum axle load Dependence from local industry Social opposition to structural changes in companies, particularly in reference to company divisions and privatisation Technological evolution 8/60

9 European rail offer Passengers: Long distance services (high speed and conventional, national and international, day and night services, etc.) Regional services Urban and suburban Freight: Domestic and international corridors Commonly lines are operated by all types of 9/60 traffic

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12 European rail offer Optimisation of the Capacity Cost to Society Market share: 9 % Passengers 8 % Freight 12/60

13 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 13/60

14 European railway policy Main objective for the European Union regarding railway transport: Revitalising the railways by the creation of an integrated railway area, efficient, competitive and secure and implement a network dedicated to freight 14/60

15 European railway policy Documents developed for this purpose: Document Communitarian Railway Policy (1990) Directive 91/440 3 Railway packages, including Directives, standards and rules, etc. White book (2001) and its revision Transposition of the European legislation to each country 15/60

16 First European Directive: 91/440 The first instrument to the creation of an European railway space without frontiers: Establish mandatory contracts for public service: commuters and regional services Establish market conditions for interurban and freight services Historical debt to be assumed by States Establish separation (at least countable) between infrastructure management and rail operations (undertakings) 16/60

17 Point on the separation of rail companies (2009) Countries having complete separation Countries having separation as "holding" Austria, Belgium, Denmark, Finland, The Netherlands, Norway, Portugal, Slovakia, Spain, Sweden, UK Germany, Italy, Poland Countries with "special" separation model Countriess without separation France Bulgaria, Check Republic, Croatia, Greece, Hungary, Ireland, Luxemburg, Rumania, Serbia, Slovenia, Switzerland 17/60

18 First EU Rail Package (2001) Set of Directives in order to: Liberalization of services Creation of the figure of Regulator Guarantee of the rights of access to infrastructure and capacity Payment of access charges. Pricing Criteria Safety Interoperability Opening the market of freight (2003 / 2008) Licensing 18/60

19 Second EU Rail Package (2002) Liberalization measures and technical harmonization of railways: Common Approach to Security Complete interoperability measures Creation of the Agency as a tool for monitoring the safety and interoperability Expand and accelerate the opening of the freight market Adhere to the Intergovernmental Organisation for International Carriage by Rail (OTIF) 19/60

20 Third EU Rail Package (2007) After long debates, finally approved the third set with two Directives and one Regulation with the following objectives: Revitalizing international transport: - Liberalisation of international passenger traffic in Certification for drivers Strengthening passenger rights (quality, accessibility, etc.) 20/60

21 Transposition of Directives Transposition into national legislation of European documents Develop laws, regulations, statutes, royal decrees, ministerial orders, etc.. Long and complex process 21/60

22 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 22/60

23 Liberalisation Mandatory for all countries belonging to the EU: Freight traffic: already liberalised Passenger traffic: January 2010: International services January 2015: All services (some countries before) 23/60

24 Key elements for liberalisation (ERA role) 1 - Safety 2 - Capacity allocation 3 - Interoperability 24/60

25 1 - Safety evolution in European railways Passengers injured in accident per Bn passenger km Classic railways High speed rail (250 km/h or more) 25/60

26 2 - Capacity allocation Capacity of lines: - Technical: trains lengths, weights, loading gauges, etc. - Operational (slots, stations, compatibility with other traffics) - Economical / business (infrastructure fees): * Amount to pay * Way to calculate * Medium / long term expectations * International conception of infrastructure fees Reports UIC-High Speed in 2006 and Railcalc. 26/60

27 3 - Interoperability The European high speed network must be as homogeneous as possible From the technical point of view, the first objective is the interoperability The availability of a common systems for the traffic control is essential: ERTMS, ETCS, GSM-R, But Interoperability is much more than traffic control: drivers licences, operation procedures, 27/60

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30 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 30/60

31 Expected evolution of the world HS network km 31/60

32 European HS Network Tampere Oulu Situation as at Oslo Göteborg Stockholm Turku Tallinn Helsinki St.Petersburg Glasgow Edinburgh Riga Kobenhavn Gdansk Vilnius Moskva v > 250 km/h v > 250 km/h Planned 180 < v < 250 km/h Dublin Bristol Nantes London Paris Amsterdam Brux Lux Strasbg Hamburg Köln Fkft Hannover Nürnberg München Zürich Berlin Praha Wien Poznan Katowice Warszawa Krakow Bratislava Budapest Minsk Kiev Chisinau Other lines Coruña Bordeaux Toulouse Lyon Torino Nice Milano Bologna Ljubljana Zagreb Sarajevo Beograd Bucuresti Vigo Porto Madrid Valladolid Vitoria Zaragoza Barcelona Marseille Roma Napoli Salerno Podgorica Skopje Tirana Thessaloniki Sofia Bursa Istanbul Ankara Sivas Valencia Lisboa Sevilla Alicante Athinai Izmir Konya Kayseri Information given by the Railways Málaga UIC - High-Speed Updated OG/IB 32/60

33 European HS Network Tampere Oulu Forecasting 2025 Oslo Göteborg Stockholm Turku Tallinn Helsinki St.Petersburg Glasgow Edinburgh Riga Kobenhavn Gdansk Vilnius Moskva v > 250 km/h v > 250 km/h Planned 180 < v < 250 km/h Dublin Bristol Nantes London Paris Amsterdam Brux Lux Strasbg Hamburg Köln Fkft Hannover Nürnberg München Zürich Berlin Praha Wien Poznan Katowice Warszawa Krakow Bratislava Budapest Minsk Kiev Chisinau Other lines Coruña Bordeaux Toulouse Lyon Torino Nice Milano Bologna Ljubljana Zagreb Sarajevo Beograd Bucuresti Vigo Porto Madrid Valladolid Vitoria Zaragoza Barcelona Marseille Roma Napoli Salerno Podgorica Skopje Tirana Thessaloniki Sofia Bursa Istanbul Ankara Sivas Valencia Lisboa Sevilla Alicante Athinai Izmir Konya Kayseri Information given by the Railways Málaga UIC - High-Speed Updated OG/IB 33/60

34 Pan-European high speed network (int. services) O S G K L P A H B L K 60 S 110 Z 137 M F H S V B B W M P L W B V B M R N L 34/60

35 Indicative scope for a rail freight-oriented network 35/60

36 Trans-European Transport Network (TEN-T) Priority axes and projects 36/60

37 Trans-European Transport Network Main actions carried 37/60

38 Number of licenses to operate (2009) Austria 21 Belgium 4 Bulgaria 3 Czech Republic 19 Denmark 12 Germany 350 Finland 1 France 8 Hungary 11 Italy 41 Luxemburg 2 The Netherlands 16 Norway 6 Poland 72 Portugal 2 Rumania 27 Slovakia 10 Slovenia 1 Spain 7 Sweden 19 Switzerland 7 UK 56 Fuente: Miquel Llevat (2009) 38/60

39 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 39/60

40 Next challenges General: Contribution to sustainability & Security Passengers: Liberalisation. New operators Research and development Complete the European network of high performance services Freight: Increase traffic volume (even if within crisis) Tran European network. Terminals Improve capacity conditions Interoperability Alliances processes Improve the offer becoming more attractive for customers 40/60

41 Challenges in passengers transport Liberalisation. New operators Regional and local operators National operators International regional operators International Intercity operators Public and private operators Concessions Market forecasting Terminals 41/60

42 Passengers Future R&D Historically the R&D for new products has been steered by rail operators. Today by the Industry Railway undertakings are more and more interested by management and they intend optimise LCC and RAMS clauses 42/60

43 Passengers Future R&D From an engineering point of view the target is: - For operators: Engineering for purchasing and maintenance management - Industry: R&D (production) New ideas to finance rolling stock, including maintenance by manufacturer, leasing, etc. New criteria for an intelligent design and new level of performances How the know-how is transmitted? 43/60

44 Challenges in passengers transport Liberalisation. New undertakings NTV is the new Italian private operator Will operate with 25 new generation AGV trains SNCF purchased 20 % of the capital 44/60

45 Capacity 45/60

46 Capacity Shinkansen loading gauge European loading gauge (3,400 mm) 3,360 mm (3,150 mm) 2,904 mm (TGV POS) 1,435 mm 1,435 mm 46/60

47 AGV prototype for 360 km/h 47/60

48 Talgo AVRIL prototype for 360 km/h 48/60

49 Possible irruption of non European products 49/60

50 Globalisation 50/60

51 Challenges for freight: Interoperable network 51/60

52 Challenges for freight transport: Capacity 52/60

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56 Global rail network and European rail context European railway policy Liberalisation Present and future of European railways Next challenges Conclusions 56/60

57 Integration 57/60

58 Pan-European rail network = Services Lines SERVICES 58/60

59 UIC High Speed activities 7 th Training on High Speed Systems (Paris, UIC-HQ): 28 June 3 July 2010, in Paris 7 th World Congress on High Speed Rail: 7 9 December 2010, Beijing 59/60

60 Thank you very much for your attention Ignacio Barrón de Angoiti Director of the Passenger & High Speed Department Union Internationale des Chemins de fer (UIC) 60/60