RailwayPRO September

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year VIII ■ No. 3.9. (99) ■ 2013 EU and the US launch negotiations on the free trade agreement

European cities focus on implementing metro extension projects

Greece sells Trainose

Croatia’s passenger transport operator prepares for liberalisationInterview with Dražen Ratković, CEO of HŽ Putnički prijevoz

Хорватский оператор пассажирского транспорта готовится к открытию рынкаИнтервью с Генеральным Директором Железнодорожной Компании- HŽ Putnički, Дразеном Ратковичем

Mass Transportation

1

September 2013 | www.railwaypro.com

1editor’S note

Искажённая осведомлённостьЖелезнодорожный пассажирский

транспорт, на ряду с региональным и местным общественным транспортом, является, на Европейском континенте, совершенным выражением политического вторжения в экономическую и социальную деятельность определенных сферах. Почти без исключения, железнодорожная отрасль управляется принципами компенсации или субсидии, так как экономические операторы проводят широкие лобби-операции для убеждения властей восполнить предоставленные суммы. В рамках Европейского Союза, осень отметит начало новой серии обсуждений связанных с будущем Железнодорожным Пакетом но.4, в этом контексте, этапы доступа к общественным фондам играя ключевую роль в борьбе за и против поправок Регламента 1370/2007.

Скрываясь за вуалью „общественных потребностей”, заявляя желание обеспечить мобильность жителям, традициональные железнодорожные операторы ищут новые аргументы для отсрочки открытия рынков и организации тендерных торгов для присвоения контрактов по необходимым публичным услугам.

Главная проблема операторах: свободный доступ на рынок для инвесторов. Одна из важных проблем

для традициональных операторов состоит в продолжении обеспечения статуса-кво в рамках системы назначения трассы и оценивания необходимых компенсаций. Внедрение новых услуг на основе принципа свободного доступа на рынок, представляется как угроза для основы железнодорожной сферы и для обеспечения мобильности жителей. Для защиты нынешнего временного соглашения и для того чтобы сильно не волноваться за нахождение решений для оптимизации деятельности, работники крупных операторов представляют обществу страх разрушения качества и степени надёжности в контексте свободного доступа для определённых новых операторов. Но, если взглянуть на ситуацию в которой находится авиационная промышленность, можно заметить что в зонах свободной конкуренции, технология продвигается, на уровне услуг становится общим эталоном в рамках промышленности пассажирского транспорта, постоянное расширение маршрутов действуя в пользу пассажиров.

Вторая проблема: внедрение обязательства организовывать тендеры для контрактов принудительных публичных услуг. Взаимосвязь между ролью государственного органа и экономического арбитра приводит к

принятию предохранительных мер, а в результате их долгосрочного применения снижается способность оптимального оценивания необходимого объёма услуг и стоимостей, факт который приводит к постепенному ослаблению деятельности экономических операторов и снижению качества услуг.

Уже некоторые западноевропейские политики открыто критикуют систему либерализации железнодорожного рынка, выказывая с ностальгией надобность национализации или, интеграции в гигантскую компанию. В данном контексте, осень 2013 вероятно станет решающей в отношении прогресса обсуждений на тему Железнодорожного Пакета но.4, имея в виду что существуют множество попыток блокировать его применения.

Надо подчеркнуть, что в данном контексте в железнодорожной сфере, масштабные инициативы создания альтернативных операторов, были основаны на внедрении новаторских услуг – даже при пуске в эксплуатацию скоростных поездов. Более того, некоторые европейские страны непрерывно и замаскировано снижают уровень императивных публичных услуг, на основе отсутствия публичных фондов, таким образом лишая европейских граждан подвижности.

Railway passenger transport, next to local and regional public transport

on the European continent, is the perfect expression of the intrusion of politics in the economic and social life of an activity field. Almost with no exception, the railway sector is governed by the principle of compensations/subsidies as economic operators launch massive lobby campaigns to convince the authorities to increase the level of granted funds. As in the European Union the autumn will mark the resumption of talks around the Fourth Railway Package, the method of accessing public funds is one of the key elements of the fight for and against the amendments to Regulation 1370/2007.

Hiding behind the curtain of “public needs”, calling out loud the intention of providing mobility to passengers, traditional railway operators seek new and new arguments to postpone the market opening and to organize tenders for the attribution of mandatory public service obligations.

The big problem of the operators: the free market access of investors. One of the excessive concerns of traditional operators is to maintain to status quo in

the attribution of routes and in evaluating necessary compensations. The introduction of new services, based on the principle of free market access is seen as a threat to the railway fundament itself and to the provision of passenger mobility. To protect their current modus vivendi without being too concerned about identifying solutions that would optimise their activity, the employees of the large operators are presenting to the society the fright of destroying quality and safety as new operators are preparing to be granted free market access. But if we take a look at the situation in the aviation industry, we see that technologies do advance in an area with free competition and the level of services becomes the “gauge” of the entire railway passenger transport industry, while passengers benefit from the constant extension of provided routes.

The second problem: the introduction of the mandatory tendering of public services obligations. The current overlap between the role of public authority and economic player leads to the adoption of protective measures with long-term results in weakening the capacity of accurately evaluating the

necessary of services and their fair price and gradually lessening the strength of economic operators and wearing down the quality of services.

Already some West-European politicians are open in criticising the system of railway market liberalisation while nostalgically evoking the need of nationalisation or integration into a gigantic company. Based on these facts, the autumn of 2013 will probably be crucial in the progress of the discussions on the Fourth Railway Package, as there are many blocking attempts.

We have to notice that in the railway sector as well the great initiatives of setting up alternative operators have been made around innovating services, even with high-speed trains. At the same time, there are European countries which invoke the lack of public funds and reduce constantly and in disguise the level of mandatory public services thus condemning European citizens to immobility.

distorted realitiesIssue published with the support of

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

Журнал издаётся при поддержке Асоциации Железнодорожной Промышленности и

Club Feroviar – ЖД Клуб Деловых Людей

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www.railwaypro.com | September 2013

Croatia’s passenger transport operatorprepares for liberalisationInterview with Dražen Ratković, CEO of HŽ Putnički prijevozХорватский операторпассажирского транспортаготовится к открытию рынкаИнтервью с Генеральным Директором Железнодорожной Компании- HŽ Putnički, Дразеном Ратковичем

Content2

LeaderS

24

Can long-distance journeys be attractive?

MarKet deVeLoPMent

The European interregional long-distance transport segment is prioritized as the European policy has to be focused on territorial cohesion,

domestic market and connectivity of community regions.

Могут ли долгосрочные путешествия статьпривлекательными?

РАЗВИТИЕ РЫНКА

На европейском уровне, транспортный сегмент межрегиональных дальних расстояний является главным элементом, учитывая что европейская политика должна

концентрироваться на территориальное сотрудничество, на единый рынок и когезию в рамках Европейского сообщества.

Railway PROthe railway business magazine

ISSN - 1841 - 4672

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

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Department of translations: Alina Vuţulicu

Paula BădescuVeronica Lupan

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Photo:Radu Drăgan

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editor’S note

StatiStiCS

Distorted realities1

Railway Statistics54

PoLiCieS & StrateGieS

26 ЛИДЕРЫ

LeX

Modernization of passenger trains and Restructuring of CFM, sustained by EBRD

56

ProduCtS&teChnoLoGieS

Croatia’s accession to the European Union is a challenge for all the economic segments and the policies that have been and are still adopted by the authorities. Transportation is one of the most important economic sectors for Europe and, therefore, for Croatia, due to its economic effects and benefits. In this context, the European legislation began to be implemented in the area in 2005 and a new package of laws became effective this year, with the accession of Croatia to the EU. Вступление Хорватии в Евросоюз является провокацией для главных экономических и политических сферах, в которых власти оперируют и принимают решения. В данном контексте, применение европейского законодательства в железнодорожной сфере дебютировало в 2005 году (когда Хорватия вступила в Евросоюз), когда новый законодательный пакет вступил в действия.

EU and the US launch negotiations on the free trade agreement

32

Fourth Railway Package: the technical pillar is important for the competitiveness of the European railway market

37

MarKet deVeLoPMent

MetroPoLitan

European cities focus on implementing metro extension projects

33

USA: Modernisation of public transport focuses on the construction of light rail systems

31The US lays the future

of the high-speed transport network

35

Greece sells Trainose46

Poland: Passenger railway transport in figures48

Integrated urban mobility plans support the use of alternative public transport

52

“Full Service Model”, a passenger-dedicated project18

Rio+20: banks to finance sustainable transport projects by USD 175 Billion

22

Can long-distance journeys be attractive?24

Efficient railway infrastructure attracts economic development

43

Marmaray, a step closer to inauguration44

Integrated urban mobility plans support the use of alternative public transport

52

Asia’s global awareness increases despite small economic growth

16

Railhuc project: Railway Hub Cities and the TEN-T Network

20

MarKet deVeLoPMent

Mandatory tendering of public service obligations needs a considerable “transition period”

40

3


3Content

РедакцИонная статья

1 Искажённая осведомлённость

ПоЛИтИка И стРатеГИя РаЗВИтИе РЫнка

статИстИка

Железнодорожная статистика62

ПРодуктоВ И техноЛоГИй

Закон

МетРоПоЛИтан

США намечивают будущею высокоскоростную сеть

35

Греция приватизирует железнодорожную компанию Trainose

46

Польша: железнодорожный пассажирский транспорт в цифрах

48

Планы интегрированной городской мобильности поддерживают поочерёдный выбор общественного транспорта

52

„Full Service Model” – Проект разработан для пассажиров

18

Рио+20: Банки намерены финансировать 175 миллиардов доллоров для проектов долговременного транспорта

22

Могут ли долгосрочные путешествия стать привлекательными?

24

Эффективаная железнодорожная инфраструктура ведёт к экономическому развитию

43

Тоннель Мармарай – на шаг ближе к инаугурации44


52

Проект RAI LHUC - города, железнодорожные центры и сеть TEN-T

20

Несмотря на то, что экономика не отмечает значительного роста, Азия достигла важную позицию на глобальном уровне

16

Евросоюз и США начали переговоры по соглашению о свободной торговле

32

Железнодорожный Пакет законов но. IV: Технический пилон является существенным для конкурентоспособности железнодорожного европейского рынка

37

Обязанность организововать тендерные торги для контрактов публичных услуг должна испытать долгосрочный “транзитный период”

40

Города Европы интенсивно разрабатывают метрополитенские строительные проекты

33

США: Модернизация публичного транспорта сосредотачивается на производство системы легкорельсового транспорта

31

Модернизация пассажирских поездов и реструктуризация Молдавской Железнодорожной Компании (CFM) поддержены Европейским Банком Реконструкции и Развития (EBRD)

56

РаЗВИтИе РЫнка

5


new centres for container transport

KazaKhStan: At the end of August, Kazakhstan’s railway container operator Kaztransservice opened two centres of transport services (CTS) in Astana. The centres are responsible with the organisa-tion of container transportation in order to increase sales and with the organisation of container transport to match the increasing demands.The functions of the CTS are: providing services on organization of container trans-portations, payment of complex service on organization of container transportations (railway tariff, additional fees, etc.).Also CTS renders to the clients the refer-ence service on all questions connected with the organization, conditions of trans-portations and acting tariffs.In order to increase the quality of transport services, KTS opened a free information line.In 2013-2014 the company plans to open CTS branches in the large cities of Kaza-khstan, to optimize production processes and organise container transportations taking into account the requirements of clients.

tikhvin-transvagonmash agreement on repair centres

ruSSia: Tikhvin Car-Building Plant (TVSZ) signed a long-term cooperation agreement with Transvagonmash. Under the agreement the parties would establish a service centre network for TVSZ freight cars equipped with Barber bogies.At the present time, 16 TVSZ service centres are in operation.

rFF could change the track access charge calculation method

internationaL: RFF, the French railway infrastructure manager, is cur-rently considering several possibilities of changing the track access charges for high-speed trains, as the government demands. SNCF’s profit dropped over the last period of time because of the track access charge increase by 7.5% per year over the past five years.RFF considers changing the track access charge according to the number of pas-sengers carried by each trains or according to the revenues for each train.

cargo transportation is dominated by cargo from Russia which amounts to more than 65% of the company’s total cargo volume.In June, Latvijas Dzelzcels Group’s LDz Cargo logistika signed a cooperation agre-ement with Kazakhstan’s Kedentransservis paving the way for Latvijas Dzelzcels on the Chinese market.Kazakhstan’s role in Asia is “very impor-tant”. NATO transports its cargo through Kazakhstan to Afghanistan. Latvijas Dzelz-cels hopes by cooperating with Kazakhstan Railways to be able to attract cargo from China, points out Magonis.

amendments of the Government decision on railway interoperability

roMania: During the reunion of 27 August, the Romanian Government adopted the Decision on the amendment of the Government Decision no. 877/2010 on railway interoperability. The decision adopted by the Government meets the European Commission’s requirements on the transposition of Directive 2008/57/EC on the interoperability of the railway system in the Community.Previously, the European Commission had considered as non-compliant the transpo-

5

new eu funds for railway projects

auStria: The European Union has agreed to spend EUR 134 Million for the Austrian projects in the TEN-T network. Among the projects selected to receive European financing there is the Brenner Tunnel that will benefit from EUR 106 Million, the ring railway for the freight transport from St. Pölten, to benefit from EUR 25.5 Mil-lion and the development of a new bridge on the Koralm line, between Graz and Klagenfurt, which will receive EUR 1.5 Million.

attraction of freight flows from Kazakhstan and China, important for Latvia

internationaL: Latvian Railways (Latvijas Dzelzcels) plans to intensify work on increasing cargo transportation volumes between Kazakhstan and Latvia, as well as attracting cargo from China.This was agreed upon by Latvijas Dzelzcels President Ugis Magonis and Kazakhstan Temir Joly President Askar Mamin. Kaza-khstan Railways has been an excellent co-operation partner for Latvijas Dzelzcels for many years. At the moment, the company’s

Belarus to buy or build terminal at one of Latvian ports

internationaL: In the near future, Be-larus could decide on building or buying a bulk or general cargo terminal in Latvia, Be-larusian Ambassador to Latvia Aleksander Gerasimenko.The volume of goods and services produced in Belarus increases each year, which has an effect on the country’s exports. Therefore Belarus is interested in purchasing infrastruc-ture objects for the purpose of transshipment of its goods, especially oil products. Howe-ver, such a purchase is expensive. It must be economically-justified and guarantee cargo flows, explains the ambassador.Belarus is currently considering six different options in Riga and Ventspils. In a couple of months, it will become clear whether it is worth buying or renting a terminal or con-structing a new one. “I would prefer con-

struction of a new terminal in accordance with our regulations and requirements, but this will be decided by a special commission set up by the Belarusian government,” says Gerasimenko.The project will most likely be carried out by a joint Belarusian-Latvian venture. The con-trolling interest will belong to Belarus which can guarantee two million tonnes of oil pro-ducts per year.

newS

В мире: Беларусь намеревается начать строительные работы или купить грузовую станцию в Латвии.

Казахстан: Казахстанский транспортный оператор контейнеров- Казтранссервис, открыл в Астане два центра транспортных услуг.

россия: Производитель вагонов Тихвин (ТВСЗ) подписал договор о долгосрочном сотрудничестве с Трансвагонмаш.

аВстрия: Евросоюз согласился обеспечить сумму 134 милн Евро для австрийских проектов в рамках сети TEN-T.

румыния: 2-го сентября 2013 в штабе Министерства Транспорта был подписан контракт купли-продажи 51% пакета

общественного капитала железнодорожной грузоперевозочной компании CFR Marfă.

В мире: Французская национальная железнодорожная компания рассчитывает на множество возможностей изменения налогов по железнодорожной инфраструктуры для высокоскоростных поездов.

В мире: Китайские власти рассматривают шаги для основания первой местной железнодорожной компании которая не будет входить в Китайскую Железнодорожную Корпорацию.

румыния: Правительство Румынии принило предложение о изменении Решения но.877/2010 по интероперабельности железнодорожной сети.

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Contract signed for the modernisation of Sofia Central Station

BuLGaria: Bulgarian Transport Minister Danail Papazov has signed the contract for the repair of the Central Railway Station in Bulgaria’s capital Sofia. The repair, which is expected to be finished before the end 2015, will be carried out by a consortium comprising 3 companies that offered to work for BGN 56 Million (EUR 28.6 Million) + VAT. The project, which includes the development of 11,000 square metres of commercial buildings and of a traffic coordination centre, and implementation of renewable sources of energy, will have to be completed by the end of 2015. russia and ukraine to solve cross-border transport problems

internationaL: The majority of ques-tions concerning passing of Ukrainian goods to the Russian Federation by the railway will be settled in the nearest future. This agreement was reached between First Vice Prime Minister of Russia Igor Shuvalov and head of Federal Customs Service of Russia Andrey Belyaninov.Previous results of negotiations on cus-toms clearance of cargos on crossing the Ukrainian-Russian border were consid-ered at a meeting, presided by Prime Minister of Ukraine Mykola Azarov.

sition Romania made of some provisions included in Article 21, Article 23 and Article 25 of Directive 58/2007 referring to the validity in Romania of the authori-zation for placing in service of a railway vehicle issued by a member state of the Eu-ropean Union, as well as the reference that should be done to the provisions included in Directive 2008/57/EC and Directive 2004/49/EC.Article 31, paragraph (5) is amended as follows: “An authorisation issued in Romania is valid in all the other member states of the European Union, while an authorisation issued by a member state of the European Union is valid in Romania as well, without affecting the dispositions of Article 23 and 25 on additional authorisa-tions”, states the normative act adopted by the Government.Article 25, paragraph (1) is amended as follows: “In the case of the vehicles whose placing in service has been authorised by a member state of the European Union in conformity with Article 21 paragraph (12) or Article 24 of Directive 2008/57/EC, the Romanian Railway Safety Authority can decide, compliant to the present article, if additional authorisation for placing in service are necessary in Romania”.

rzd to complete rehabilitation of 9 sections of the Baikal-amur and transsib in 2013

ruSSia: This year, Russian Railways plans to increase the speed of cargo trains on five sections of the Trans-Siberian Mainline (the Transsib) and four sections of the Baikal-Amur Mainline (the BAM). For this objective, the company has initi-ated infrastructure rehabilitation works on 9 railway sections. East-Siberian Rail-ways will replace the existing tracks with welded rails whose share will increase to 41% of the length of main tracks. 345 km

of line will be laid on the sections of the Transsib and the Baikal-Amur. In addition, the railway company plans to reconstruct 319 kilometres of tracks, the capital repair of 130 kilometres and the “medium” repair of 179 kilometres of tracks. Total invest-ment in track repair will amount to RUB 6.8 Billion (around USD 205 Million). At the beginning of the year, Russian au-thorities announced that around EUR 6.5 Billion would be invested by 2017 in the modernisation of the Baikal-Amur (BAM) and Transsiberian railways.

Makedonski zeleznici transport calls tender for six passenger trains FYr MaCedonia: Macedonian railway operator Makedonski Zeleznici Transport (MZT) called a tender for the supply of four diesel passenger multiple units and two electric multiple passenger units, the European Bank for Reconstruction and Development (EBRD) said on Tuesday.Tendering for contracts that will be fi-nanced with the proceeds of a EBRD loan is open to firms from any country, the international lender said in a statement.The tender will be implemented in two stages. Bids in the fist stage should be sent by October 16.Second stage tenders must be accompa-nied by a tender security of 1.0 million euro (USD1.3 Million) and must be delivered by December 11.

6

хорВатия: Европейская Комиссия одобрила инвестиционные планы Хорватии в связи с политикой сближения.

маКедония: Национальный железнодорожный оператор объявил тендер для закупки четырёх моторных вагонов дизель-поезда и двух моторных вагонов электропоезда.

Болгария: Министр Транспорта, Данаил Папазов, заключил контракт по проведению ремонтных работ и модернизации Центрального Вокзала Софии.

В мире: Главные проблемы железнодорожной грузоперевозки из Украины в Россию, будут решены в ближайшее время.

греция: Греческий фонд приватизации объявил что выставит на продажу ремонтную компанию ROSCO.

россия: В этом году, компания Трансконтейнер намерена приобрести 800 вагонов-платформ для перевозки контейнеров.

узБеКистан: Национальная железнодорожная компания Узбекистана

завершила проект по созданию ремонтного подразделения для подвижного состава.

В мире: На фоне открытия части железнодорожной магистрали связывающей Туркменистан с Казахстаном, объём перевозок значительно повысился.

Болгария: В рамках многолетнего бюджета на 2014-2020, европейское финансирование для Болгарии в научную, инновационную и деловую сферу, вырастет на 350 млн Евро, в убыток инфраструктурного бюджета.

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Ministry of transport signs CFr Marfă sale contract

roMania: On 2 September 2013, Grup Feroviar Român signed the purchase agre-ement for the 51% stake in the social capital of the national rail freight transport opera-tor CFR Marfă at the head office of the Ro-manian Ministry of Transport. “Until now, the Romanian State, through the Ministry of Transport and the Romanian Government, has observed all its commitments and legal procedures, and the sale of CFR Marfă has been completed in time. The next important stages in the finalization of the procedure include the payment of the stake by the buyer and the actual transfer of this stake”, the Ministry informs in a press release. On 20 June 2013, the Romanian Ministry of Transport announced that Grup Feroviar

Român won the tender on the acquisition of CFR Marfă, at a cost of EUR 400 Million of which EUR 202 Million the actual cost of the acquisition and EUR 200 Million, the sum necessary for the transfer of shares, plus EUR 1.5 Million environment investments. The starting price of the tender was of EUR 180 Million.

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Economic Affairs.The lobbying by local councils for ad-ditional infrastructure and design changes will increase the cost. Route changes and others measures to appease the public and local councils could increase costs by GBP 30 Billion (EUR 35.2 Million).

Bids invited for Polish regional trains

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

ment, works are being carried out on the Bereket-Etrek line section for the develop-ment of Kazakhstan-Turkmenistan-Iran line. Terminals will be built in 6 stations: Dyaneat, Dovletyar, Bugdayli, Balgui, Ma-dav and Akjadele. The total length of the railway, which runs from Kazakh steppes via the Karakum desert to the mountain-ous Gulistan province in the north of Iran, is 900 kilometres, 700 kilometres of which runs through the Turkmen territory. The large-scale North-South railway project has been implemented since 2007 after the signing of a high-level trilateral agreement between Kazakhstan, Turkmenistan and Iran. eu infrastructure funds, cut in the 2014-2020 programming period

BuLGaria: The allocation of EU funds for Bulgaria for business, science and innovation will increase by EUR 350 Mil-lion at the expense of infrastructure in the 2014-2020 programming period.Funds for the operational programmes dedicated to infrastructure (Transport, Regional Development and Environment) will be reduced by around EUR 800 Mil-lion, the total cost of funds amounting to EUR 3.65 Billion. According to the local press, “if financing within the Connect-ing Europe Facility is included, the total amount will increase to EUR 4 Billion”.This week, the Bulgarian Government ap-proved the project of the EC Partnership Agreement for the next programming pe-riod (2014-2020). Under the agreement, the financing for the new programme “Innovation and Competitiveness” will be increased by EUR 50 Million.The document will be submitted to the European Commission for technical con-sultations and EC will deliver an answer in October. The Partnership Agreement will be approved by EC at the beginning of 2014. Great Britain: hS2 investments to exceed expectations by far

internationaL: Construction costs of the HS2 high-speed line could exceed GBP 80 Billion (EUR 93.7 Billion), almost double the current estimated cost of GBP 42.6 Billion (EUR 49.9 Million), according to a report from the Institute of

authorities sell roSCo

GreeCe: Greece’s privatization fund says it is selling the country’s train mainte-nance company.The fund said it is seeking buyers for 100% of ROSCO, a former rail subsidiary. No pricing details were provided. transContainer buys 800 wagons in 2013

ruSSia: This year, TransContainer is going to purchase 800 flat wagons for high-capacity containers for the total sum of RUB 1.5 Billion (USD 46 Million).The company has announced a tender to buy 80-foot flat wagons. There are two lots, 400 railcars in each. The flat cars must be new and suitable for operating on railways with 1520mm wide gauge in the CIS, the Baltic States, and Georgia.The wagons have to have a maximum freight carrying capacity of over 69 tonnes and the design speed have to be120 km/h.Bid opening will take place on Septem-ber 9. The results will be announced on September 19.

uzbekistan completes the modernization of a rolling stock plant

uzBeKiStan: Uzbekistan Railways has completed the implementation of the project on the development of a rolling stock repair unit, the organization of car construction and reconstruction at the Casting and Mechanical Plant, a manage-ment source in the company told the press.According to the source, the project, worth USD 120.18 Million, includes the reconstruction of the foundry for steel production, cast iron and non-ferrous castings with an output of 25,000 tonnes annually, work on developing the repair base of rolling stock and organisation of car-building.The Railways allocated USD 71.38 Million and the Fund for Reconstruction and Development of Uzbekistan granted USD 48.8 Million for the project.The plant will be able to manufacture up to 1200 freight wagons, 950 containers, and overhaul and modernise up to 1500 freight wagons. turkmenistan-Kazakhstan railway traffic increases significantly

internationaL: The total volume of transit traffic has significantly increased due to the launch of the Turkmen-Kazakh railway section. Intensity of the transit flow has increased eight times after the launch of the Turkmen-Kazakh section of the North-South railway corridor. The section was put in service in May and ensures a cost-efficient traffic between Europe, Asia and Middle East. At the mo-

China prepares first local railway company

internationaL: Chinese authorities are working to the establishment of the first local railway company that would not be part of China Railway Corporation. South-ern Sichuan Railway Company will play an important role in coordinating the railway construction works in southern Sichuan.

россия: РЖД намерены увеличить скорость перемещения для поездов на пяти частях Транссибирской магистрали и на четырёх частях Байкал-Амурской магистрали.

В мире: Стоимости конструкции высокоскоростной магистрали HS2 возможно превысят 80 миллиардов Лир (93.7 миллиардов Евро).

В мире: Россия вновь открыла межграничный железнодорожный пункт пропуска Махалино, связывающий

станцию Камышовая с китайским городом Хуньчунь.

В мире: Deutsche Bahn не будет больше зарегистрирована на фондовой бирже в ближайшее время, объявил немецкий Министр Транспорта, Петер Рамзауэр.

В мире: Уральвагонзавод оформит производство грузовых вагонов в Анголе, объявил Михаил Якунин, глава Департамента дочерних компаний банка ВТБ.

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Germany postpones dB sale plans

internationaL: Deutsche Bahn will no longer be listed on the stock exchange in the near future, declared Minister of Transport Peter Ramsauer in an interview for “Der Spiegel”. The listing will not be made not even partially until 2017. The minister also said that they would prioritize the investment of the dividends the company obtained in improving the railway infra-structure.

russia reopens railway crossing from Maritime territory to China

internationaL: Russia has reopened the Makhalino railway border crossing, which connects the Kamyshovaya station with the Chinese city of Hunchun, Jilin Province. Before the opening of Makhalino there was only a small border crossing on the motorway between Kraskino and Hunchun, a popular destination with Russian tourists and shuttle traders. In the 1990s a private in-vestor, OAO Zolotoye Zveno, built a railway crossing on this stretch of the Russian-Chi-nese border, which remained operational in 2000-2004. But the privately owned railway line kept running into trouble with the Russian Ministry of Communications, which refused to issue the necessary export licenses, and with the Border Service. As a result, the company was forced to close the railway crossing and went bankrupt in 2010. The railway branch was then bought by the Russian Railways, and the project was given

a second lease of life, only this time around as a state-owned venture. The reopening of the railway branch to China was made possible after the Far Eastern Railways (a subsidiary of Russian Railways) completed a track repair project.

uralvagonzavod to manufacture cars in angola

internationaL: Uralvagonzavod expects to launch freight car production in Angola, the Kommersant quotes Mikhail Yakunin, Head – VTB Department of Subsidiaries.Uralvagonzavod Director for Government Relations Yury Lyzhin told the Kommer-sant that the freight car production may be commissioned in 2016 – 2017 as Angola finalizes its railway network modernization. The total investments are estimated at USD 100 Million (EUR 75 Million).Uralvagonzavod also expects to attract a local partner to establish a joint venture. At phase 1 the JV will produce 1500 – 2000 freight cars per year, mostly gondola cars. hessen railways to buy eMus

internationaL: German operator Hessen Railways has launched a tender for 20-30 electric multiple-units for the Main-Neckar-Ried network. Should HLB be successful in winning the train operat-ing contract, it will need to introduce the trains into service with the start of the new timetable in December 2017.The trains must have a maximum speed

of 160km/h and a capacity of at least 800 seated passengers. Slovenske zeleznice turns to h1 net profit of eur 7 Million

SLoVenia: Slovenian state-owned railway company Slovenske Zeleznice turned to net profit of EUR 7 Million euro in the first half of 2013 from a net loss of EUR 7.3 Million a year ago.Slovenske Zeleznice posted EUR 4.26 Million in operating profit through June, state-run news agency STA reported. Government to suspend tbilisi railway bypass project

GeorGia: The Georgian government plans to suspend the construction of rail bypass in Tbilisi for as long as there is no a final decision on a plan to move the railway from the centre of Tbilisi, Georgia’s Minister of Economy and vice-Premier George Kviri-kashvili told journalists.The project which began to be implemented in 2010, envisages moving the railway from the centre of Tbilisi to its southern area. It is planned that a new railway will pass at a 10 kilometres distance from the current line. According to the project, over 70 hectares of land will be freed in the city centre for urban development projects.“The final decision hasn’t been officially made. We believe that we will suspend this project for a certain period and if a better decision is made, we will return to it,” Kviri-kashvili said.This decision caused severe criticism by the initiator of the project, the mayor of Tbilisi, Giorgi Ugulava. According to him, the interest of the whole capital is sacrificed for the interest of one company.“The implementation of a rail bypass project would pave the way for the urban develop-ment of Tbilisi. I want to ask the govern-ment to come to the negotiation table and discuss the situation when on one side of the scale there is the city and its interests and on the other, the interests of one com-pany,” Ugulava noted.

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слоВения: Железнодорожная компания Slovenske Zeleznice представила отчёт о чистой прибыли в 7 млн Евро для первой половины этого года.

Польша: Железнодорожная компания города Масовия объявила тендер для двух электрических локомотивов и 22 этажных железнодорожных вагонов.

В мире: Немецкий железнодорожный

оператор города Гессен пустил в ход тендер для 20-30 электросекций предназначенных для сети Майн-Неккар-Рид.

грузия: Правительство намерено задержать строительные работы железнодорожного обходного пути в Тбилиси на основании отсутствия окончательного решения в связи с планом перемещения железной дороге с центра города.

Croatia to receive eur 450 Million eu funds

Croatia: The European Commission said it approved Croatia’s investment plan for EUR 449.4 Million of European Union cohesion policy funds, which aims to ac-celerate economic growth and create jobs. The funds were allocated to Croatia upon its accession to the EU on July 1. The National Strategic Reference Framework prepared by the Croatian authorities out-lines three strategic goals - strengthening economic competitiveness, establishing optimal economic conditions for job crea-tion and employability, and achieving ba-lanced regional development. As much as EUR 228.4 Million from the European Regional Development Fund will be invested in business support for small and medium sized enterprises, re-

search and innovation, along with more basic infrastructures, such as railway and waterways.

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russia could extend Moscow–Kazan railroad to Krasnoyarsk

ruSSia: Russian President Vladimir Putin has proposed extending the high-speed railroad between Moscow and Kazan, which will be completed in 2018, to the Siberian city of Krasnoyarsk. “The launch of the Moscow–Kazan line is the first step. It may become a pilot segment of a future route which will link the central regions of the Volga with the Urals. We may need to think about whether or not it is economically feasible, but the railway might be extended to Krasnoyarsk,” Putin said.

Construction of Plovdiv – Burgas rail line stalls

BuLGaria: The implementation of the project for the construction of the rail line connecting the Bulgarian cities of Plovdiv and Burgas by end-2015 has become uncertain due to a revoked tender for the selection of a contractor for five traction substations. Milcho Lambrev, CEO of the state-owned National Railway Infrastructure Company (NRIC), vowed that the decision of the Commission for Protection of Competition (KZK) would be appealed before the Supreme Administrative Court (VAS).He emphasized that there was too little time left to hold a new public procurement procedure, adding that the substations for which no contracts had been signed by end-2013 would have to be built with money from the state budget. The project is worth nearly BGN 478 M, of which the EU funding is over BGN 343 M.

ukrzaliznytsia to grant discounts of up to 50% on transportation of transit freight

uKraine: The state railway administration (Ukrzaliznytsia) has been authorized to grant discounts of up to 50% on transportation of transit freight through Ukraine. The relevant provision is contained in the Ministry of Infrastructure’s order that amended the procedure for setting coefficients to CIS countries’ base railway tariffs for transportation of international freight and transportation of transit freight. According to experts with the Ministry of Infrastructure, implementation of

the order will ensure favorable tariff conditions for preservation of the existing and attraction of new transit freight through Ukraine.

turkey’s Kardemir unit contracts Germany’s Schuler for wagon wheels project

internationaL: Turkish iron and steel producer Kardemir Karabuk Demir Celik Sanayi ve Ticaret said its unit Kardokmak has contracted Germany’s Schuler Group for a project for the production of locomotives and wagon wheels. The project envisages the production of 200,000 wheels annually, Kardemir said in a statement filed with Borsa Istanbul without elaborating. Schuler provides metalworking equipment for different industries including the automotive, appliances, railway, aerospace, defense, large pipes sectors.

Suburban trains to be launched in Baku

azerBaijan: Movement of trains to the settlements of Azerbaijan’s capital Baku will be resumed. The project is included

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Georgian railway aiming to grow national economy

internationaL: The National Railways has set out its plans for future develop-ment, saying that it aims ‘to become one of the companies promoting growth of the na-tional economy.’ The national railway said a close relationship with freight shippers is a priority. Freight income in the Q1 2013-14 was up 13% on the same period last year, and GR expects liquid freight to increase by 870000 tonnes and dry freight by 200000 tonnes this year. More efficient use is being made of crews, and average train loads, speeds and energy efficiency are increasing.

Negotiations with Azerbaijan aim to esta-blish through tariffs for cotton, wheat, coal and NATO traffic from Afghanistan, which GR expects would help to grow traffic.

россия: Президент Владимир Путин предложил продлить конструкцию будущей высокоскоростной магистрали Москва- Казань до Красноярска (Сибирь). Конструкция железнодорожной магистрали Москва- Казань должна завершится в 2018 году.

Болгария: Завершение проекта железнодорожной линии Пловдив-Бургас к концу 2015 года, оказалось под вопросом на фоне аннулирования одной торговой процедуры для пяти тяговых станций.

уКраина: Украинская железнодорожная компания Укрзализныця, получила приказ полномочия от Министерства Инфраструктуры по предоставлению скидок для железнодорожных грузоперевозок на территории Украины.

грузия: Грузинская Железнодорожная Компания объявила

своё желание стать одной из компаний стимулирующих национальную экономику, факт который требует предоставления приоритета отношениям с транспортными операторами по грузоперевозкам.

В мире: Примерно через год, поезда проходящие по железной дороге связывающей город Пловдив с българско-турецкой границой смогут набирать скорость 160 км/ч, по утверждению министра Транспорта, Данаил Папазов, который недавно проинспектировал ход строительных работ для железнодорожной магистрали Димитровград- Харманли.

В мире: Турецкий производитель стали Kardemir Karabuk Demir Celik Sanayi ve Ticaret, обявил что филиал Kardokmak заключил контракт с Schuler Group (Германия) по производству колёс для вагонов и локомотивов.

in proposals on the implementation of sustainable transport in the framework of the Greater Baku Regional Development Plan, said Head of International Relations and Information Department of the State Committee for Urban Planning and Architecture Jahangir Gojayev. These trains, whose traffic was suspended a few years ago, will operate within Baku and its surrounding settlements.The Greater Baku Regional Development Plan also envisions the introduction of new types of public transport such as light rail, skytrains, metrobuses, etc. According to preliminary estimates, the average cost of the Greater Baku Regional Development Plan may reach 4-5 billion manats (up to over $6.3 billion).

Brazil postpones bidding on high-speed rail project

BraziL: The government announced another postponement of the bidding on a high-speed rail project linking the cities of Rio de Janeiro and Sao Paulo. The decision to delay the submission of bids - which had been set for this week - by “at least a year” was made after talking with the countries with consortia interested in

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competing for the contract, the president of the state agency in charge of the process said.France was ready to participate in the bidding, but Spain had asked for “more time” and Germany had sought a delay of more than a year, said EPL chief Bernardo Figueiredo at a press conference.

trains running between Plovdiv and Bulgarian-turkish border to reach 160 km/h in 2014

internationaL: In about one year, trains travelling between the city of Plovdiv and the Bulgarian-Turkish border will be able to run at 160km/h, according to Transport Minister, Danail Papazov, who recently inspected the launch of construction works at the Dimitrovgrad – Harmanli railway section.He informed that the railway section connecting the cities of Plovdiv and Dimitrovgrad had been completed, as well as the railway section connecting the city of Svilengrad to the Bulgarian-Turkish border, and added that the railway links were to be upgraded by the summer of 2014.“Railway projects are no less important than road infrastructure projects, which is why the emphasis of the “Transport” operational program in the next programming period is mainly on this type of transport,” he added.Papazov made clear that the main goal was to equip Bulgaria with fully upgraded railway lines on the route Dragoman-Sofia-Plovdiv-Svilengrad, thereby allowing trains running between Bulgaria’s borders with Serbia and Turkey to reach a speed of 160 km/h. Bulgaria’s Transport Minister also informed that the activities for the overall rehabilitation of the Plovdiv-Burgas rail line would be conducted parallel to that.

Vietnam plans major rail upgrade

VietnaM: The Ministry of Transport has released a draft blueprint for the development of railway infrastructure, comprising three main elements – upgrading the existing railway lines, the development of a new double-track broad gauge line connecting Hanoi and Ho Chi Minh City, and two express railway sections designed to handle high-speed trains. Vietnam is on the verge of unveiling

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tunnel construction through Georgian-turkish border to be launched

internationaL: The construction of a tunnel through the Georgian-Turkish border will begin as part of the Baku-Tbilisi-Kars railway project in the near future, Chairman of “Azerbaijan Railways” company Arif As-garov’s article said. “The equipment and machinery were deli-

vered for the construction of the tunnel, designed to connect Georgia and Turkey,” he said. “The construction work is planned to be launched in the near future.”Landslide affected areas were revealed dur-ing construction. So, the tunnel route has been changed.“Earlier, the project entailed the laying of a 1.2 kilometer tunnel,” he added. “Its length was increased to 2.07 kilometers.”

азерБайджан: Столица Азербайджана, Баку, принила решение вновь ввести в эксплуатацию поезда обеспечивающие связь с пригородом. Проект входит в ряд предложений связанных с осуществлением программы долговременного транспорта в рамках Плана Регионального Развития метрополитена Баку.

Бразилия: Правительство объявило новую отсрочку тендера проекта для высокоскоростной железнодорожной магистрали, связывающей города Рио-Де-Жанейро и Сан-Паулу.

В мире: Строительные работы для железнодорожного тоннеля между границами Грузии и Турции будут скоро окончены, являясь частью проекта Баку-

Тбилиси-Карс, объявил председатель национальной железнодорожной компании Азербайджана, Ариф Асгаров.

В мире: Штат полуострова Индокитай намерен представить важные планы для оптимизации железнодорожной связи. Министр Транспорта предоставил СМИ доклад в связи с планом развития железнодорожной инфраструктуры.

россия: Один участок пути длинной в 809 км между Амуром и Якутском вероятно будет инаугурирован до конца года, объявила российская строительная компания Трансстрой. Строительные работы сектора Беркакит-Томмот- Якутск, часть магистрали Амур- Якутск, завершаются.

plans for a major upgrade of the country’s rail network. And local newspaper Vietweek reported Vietnam’s deputy transport minister, Nguyen Ngoc Dong, as saying that the country would gather public opinion before moving ahead with the proposal. “The plan is being finalised before the ministry publicises it and polls public opinions,” Dong was quoted saying. Currently, the 1,730km train journey between Hanoi and Ho Chi Minh City

currently takes between approximately 30 hours, along a single-track gauge railway line developed more than 100 years ago during the French colonial era.

amur-Yakutsk Mainline set to open by end of 2013

ruSSia: An 809 kilometre railway line between Amur and Yakutsk could be open by the end of the year, according to contractors Transstroy. Construction of the Berkakit-Tommot-Yakutsk section of the Amur-Yakutsk Mainline (AYAM) is nearing an end following the completion of the line’s eastern terminus station, Nizhny Bestyakh. Once opened up to passenger traffic, the AYAM will link Tynda in the western Amur Oblast region and the city of Yakutsk in Russia’s far east Sakha Republic.The line, which has been under construction for over 30 years, will also connect to the Baikal-Amur Mainline and the Trans-Siberian railway.

israel’s national infrastructure Committee approves electrification plans

iSraeL: The national rail network in Israel is to be electrified following a decision by the National Infrastructure Committee, in August. The aim is to improve passenger comfort and significantly reduce pollution, as well as increasing train service reliability and accuracy, according to the Israeli Transportation Minister, Israel Katz, who ph

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The project of the line linking Giurgiuleşti to Cahul was also completed; works consisted in the construction of a 52-km section which required EUR 16.9 Million. The line provides connection between Giurgiuleşti railway station and the Danube Corridor VII. Starting with 2014, the authorities will launch passenger transport services on the route Cahul-Giurgiulești-Galaţi.

China continues railway investments

internationaL: According to the latest statistics published by the Chinese Ministry of Railways, China’s fixed asset investments in the railway sector rose 16% year on year to CNY 261.7 Billion (EUR 32.4 Billion) in the first seven months of this year.Investment in railway infrastructure amounted to CNY 229.4 Billion (EUR 28.4 Billion) in the first seven months. Meanwhile, the investment for the purchase of railway vehicles totalled CNY 25.5 Billion (EUR 3.2 Billion).The country plans to allocate CNY 650 Billion (EUR 80.4 Billion) for fixed asset investments in the railway sector this year, including CNY 520 Billion (EUR 64.4 Billion) in railway infrastructure construction.

russia will have to replace part of its passenger coaches

ruSSia: Russia has to replace over 40% of the rolling stock used for transit traffic in the next seven years, said Maxim Schneider, Head – RZD Transit Corporate Management Center.A thousand of EMU cars will be written off in 2013 – 2015. Further 4000 – in 2016 – 2020. Out of the thousand passenger coaches 250 – that means, 25% – will have to be replaced in the next two years, he added.

“The resumption of traffic on this route has been expected for a long time by the economic agents who used to pay a lot of money because they had to carry their freight on alternative routes. I will supervise the implementation of all our plans”, declared Minister of Transport Vasile Botnari. According to the declarations of the minister, by the end of the year, CFM plans to launch daily passenger transport services between Giurgiuleşti and Galaţi.

initiated the “Nativei Yisrael” Project. Nativei Yisrael will see the country connected by rail from Negev to Galilee and Kiryat Shmona to Eilat. Tenders for the electrification of 420km of planned and existing lines, the construction of supporting transformer stations and an electrical control system are expected to be released early in 2014. Seven proposals were submitted during the pre-qualification period.

azerbaijan upgrades rolling stock fleet

azerBaijan: The National Railways company will receive the 26 carriages refurbished in Ukraine and Russia, the company spokesman Nadir Azmammadov announced. 10 of the 26 carriages were sent to Ukraine for maintenance work and 16 were sent to Russia. “The carriages are expected to be back by the end the year,” Azmammadov said. Azerbaijan, which lacks rail carriage repair technology, has earlier sent 50 carriages to Ukraine for refurbishment. 35 of them have already been delivered and 15 are to arrive by the end of August. According to the plan for the modernization of the rolling stock fleet, Azerbaijan could launch a tender for the acquisition of 100 new carriages, 50 locomotives for freight transport and 12 locomotives for passenger transport.

republic of Moldova puts in service the first european gauge railway section

MoLdoVa: The first European gauge railway section in the Republic of Moldova connecting the port of Giurgiuleşti to Galaţi (Romania) was put in service.

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turkmenistan to build new Caspian Sea port

internationaL: The new international port to the Caspian Sea will become an important transport link on the Europe-Asia axis. The period of construction of the new international sea port is 48 months. 7 companies have participated in the tender for the construction of the port. Gap Insaat,

a Turkish company, was selected general contractor of the project. The project of a new International Sea Port in Turkmenbashi provides for the construction of ferry, passenger and container terminals. The complex will include a common loading terminal, bulk cargo terminal, as well as the plant for construction and repair of ships. The transport infrastructure will include roads (2.2 km) and railways (5.3 km).

азерБайджан: Национальная железнодорожная компания получит 26 вагонов отремонтированных в России и Украине. Из 26 вагонов, 10 были отправлены в Украину для проведения технического обслуживания, а 16 были отправлены в Россию.

В мире: Туркменистан намерен начать строительные работы для нового порта Каспийского море. Новый международный порт станет важной транспортной связью Евро-Азиатской оси; строительные работы проекта рассчитаны на 48 месяцев.

израиль: Власти планируют электрифицировать железнодорожную сеть, в соответствии с решением Национального Комитета по Инфраструктуре. Цель проекта состоит в оптимизации комфорта пассажиров, надёжности и безопасности, а также в

чувствительном снижении загрязнения окружающей среды.

В мире: Европейский инвестиционный банк предоставляет 200 млн. евро для Турецких государственных железных дорог для высокоскоростных линии Анкара-Стамбул.

ресПуБлиКа молдоВа: Первый железнодорожный участок с европейской колеей связывающий порт Джурджулешть с городом Галац (Румыния) был запущен в эксплуатацию.

В мире: Согласно последним данным статистики опубликованным китайским Министерством Железных Дорог, китайские капиталовложения в железнодорожную сферу выросли на 16% на протяжении первых семи месяцев этого года.

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Reconstruction of the central Baku subway station “28 May” is to be completed by the year-end.Another, Avtovagzal station is planned to be commissioned in 2014. It will be the first of the 12 subway stations of the planned “Purple” line, which starts from the international bus terminal complex and ends at the Garachukhur district.The stations will be designed for seven carriages, and will have a special glass barrier along the path to separate the moving trains from the platform. This will allow ensuring pilotless movement of trains in the future.

Stadler delivers additional trams for tramlink

internationaL: British operator London Tramlink has ordered four additional Variobahn trams from Stadler Pankow. The trams represent an option included in the contract previously signed with Stadler. They will be manufactured in Stadler’s plants in Berlin and will be put in service in 2015. The bi-directional low-floor trams have five coaches and a capacity of 72 passengers on seats and 134 standing. The maximum speed of these trams is 80 km/h. The rolling stock is equipped with air-conditioning. The first six Variobahn trams were put in service on the network exploited by Tramlink in the spring of 2012. ratP and transdev begin exploitation of Shenyang tram

internationaL: RATP and Transdev have announced the commissioning of line 1, 2 and 5 of the tram in Shenyang (China). Line 1 has 18.7 km, line 2 has 15 km and line 5 has 21.1 km. Line 3 is 15.1 km long and will be commissioned soon.It is estimated that lines 1, 2, 3 and 5, with a total number of 65 stations, will carry more than 150,000 passengers per day. Another line, no. 6, is in construction and studies are elaborated for line 4. In April, RATP Dev and Transdev won the contract for the exploitation and maintenance of the tram network for a company which is 51% owned by the municipality and 49% owned by the two companies. The 3-year contract will generate a turnover estimated at over EUR 41 Million.

new Kiev Metro trains unveiled uKraine: Kiev Metro has shown off two new trains currently being prepared to enter service on the city’s network.The two five-car sets have been built by Russian rolling stock manufacturer Vagonmash and financed by the European Bank for Reconstruction and Development (EBRD).EBRD approved a loan of 39.6 million euros in 2007 to allow the operators of Kiev Metro to modernize the network’s vehicle fleet.Officials visited the Obolon depot on August 12 to see the new vehicles and answer questions from local media.

Sofia’s third metro line to cost eur 720 mln

BuLGaria: Around 280 000 people in Sofia use the most convenient, environmentally-friendly and fast means of transportation, the Sofia subway, according to Sofia Mayor Yordanka Fandakova. Fandakova presented, on August 6, the project for the third metro-diameter of the Sofia subway. Fandakova informed that the project was worth around BGN 1.4 B, the total length of the subway line was 16.5km, with 19 subway stations, 10 of them underground and 9 overground. Fandakova, as cited by Tema daily, suggested that the opening of the third metro-diameter was expected to reduce harmful gas emissions by 110 000 tonnes a year by 2020, while traffic was to drop by 35% and traffic accidents by 25%.

Bombardier wins order from waterloo

internationaL: Bombardier Transportation announced it has signed an agreement with the Regional Municipality of Waterloo to supply 14 Bombardier Flexity Freedom light rail vehicles (LRV) for its ION rapid transit service in the cities

of Kitchener and Waterloo. The contract is valued at around CAD 66 Million (EUR 47 Million). The low-floor vehicles with five coaches and a capacity of 280 passengers will be delivered in the second half of 2016. The contract includes an option for 14 additional vehicles.

Construction of new section in Green Line of Baku Metro starts

azerBaijan: Baku Metro started work on construction of the “Khatai-Hazi Aslanov-2” section of the Green line, Baku Metro reported. The line will be constructed by French Buiq and Ukrainian Interbudmontaj companies through mediation of industrial-construction and investment corporation Akkord. Baku Metro is currently 34.6 kilometers long with 23 stations and the Green and Red lines. The number of subway lines is planned to be increased from two to five, the length up to 119 kilometers, and the number of stations up to 76 by 2030.Baku Metro is implementing a 20-year program for the development of the subway system. Under the program, two subway stations will be commissioned in May 2014 and about six stations are expected to be built by 2016. Currently, eight stations and two train depots are under construction.

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istanbul’s metro project Marmaray makes first test run under the Bosphorus

turKeY: Istanbul’s massive Marmaray Metro Project finally conducted its first test run on August 2013, with Prime Mi-nister Recep Tayyip Erdoğan praising Istan-bul’s latest mode of transportation while attending the test drive ceremony before boarding the train at Kazlıçeşme.“Istanbul can’t respond to needs anymore. Our transportation limitations are severe. Then we take different precautions. We will have to make things in different parts of Istanbul, perhaps go down another level – maybe two, three levels. Istanbul can-not handle 15 million people anymore. We need these precautions,” the prime minis-ter said.Two different lines of speed trains will soon be joined into the Marmaray route, round-ing up to a massive 63 kilometers transpor-

tation course through the city. The total cost with the combined projects will reach 9 billion Turkish Liras. Previously being imported from abroad, the trains sets are now being manufactured at Turkish facto-ries in Eskisekir and Adapazari, Erdogan underscored, “We are also working hard to put Eskisehir-Istanbul high-speed train line into application on October 29 too. So, you will take the train from here --Istanbul-- and reach Ankara in 3 - 3.5 hours.”

турция: В августе были проведены первые проверочные работы в рамках проекта тоннеля Мармарай, проходящего под Босфором

уКраина: Киевский Метрополитен представил фотографии новых поездов метро которые будут введены в эксплуатацию в сети украинской столицы

Болгария: Мэр Софии Йорданка Фандыкова, представила проект 3-й магистрали метрополитена

В мире: Компания Bombardier Transportation заключила договор с администрацией города Ватерлоо по доставке 14 легкорельсовых вагонов

азерБайджан: Бакметрополитен начал строительные работы железнодорожного участка Хатаи-Ази Асланов-2, часть Зелёной линии.

румыния: В начале 2015 года будет построена структура станций и тоннелей участка метро Рыул Доамней- Эроилор 2, включая депо и станцию Валья Яломицей, принадлежащей метрополитеновской Магистрали но.5

В мире: Транспортное руководство немецкого города Брауншвейг оформила выбор трёх дополнительных низкопольных трамваев Tramino произведенных компанией Solaris.

В мире: Компания Tramlink заказала четыре дополнительных трамваев Variobahn произведенных компанией Stadler Pankow.

В мире: Парижский Транспортный Оператор RATP и группа Transdev объявили пуск в эксплуатацию первой, второй и пятой трамвайной линии города Шэньян (Китай).

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Metrovagonmash to provide maintenance for Moscow Metro

ruSSia: Metrovagonmash signed a contract with Moscow Metro for its metro car maintenance. This 30-year contract is signed for the 248 81-760/761 cars.The total amount of the contract is RUB 15.5 Billion (EUR 350.6 Million)

riyadh awards contract to Parsons, egis rail and Systra

internationaL: Riyadh Development Authority awarded the consortium including Parsons, Egis Rail and Systra to supervise construction of the metro network in Riyadh. The contract, worth EUR 425 Million, includes project management and the supervision of construction works for lines 1,2 and 3, of the six lines that will be representing the network in the end. The consortium will approve the studies, will supervise and coordinate construction works and will approve the tests

Metrorex to put in service the râul doamnei - eroilor 2 line section in 2016

roMania: According to the Bucharest metro company, Metrorex, the structure of stations and tunnels will be completed in 2015 on the Râul Doamnei - Eroilor 2 line section, including the depot and Valea Ialomiţei station part of the Metro Line 5 “Drumul Taberei - Pantelimon”. The roll-ing track assembly works will come next, and then automation works and finish-ing. The deadline for the commissioning of the Râul Doamnei - Eroilor 2 line sec-tion is the beginning of 2016. Works at 10 metro stations are carried out at the mo-ment, the most advanced station in terms of execution being Academia Militară where the two boring machines will be launched. The station is 75% completed. Basic works performed at the moment

are the casting of the partition walls at the first level of the surface and final prepa-rations or the launch of TBMs. Orizont and Sergiu Celibidache stations are 40% completed, Favorit and Valea Ialomiţei Depot stations are 50% completed. The superior ceiling of Tudor Vladimirescu station is completed and excavation to the next level was launched. The sum allocated for 2013 has been so far esti-mated at RON 250,000 Thousand (EUR 56.3 Million). Compared to this amount initially allocated, the latest budget recti-fication has added RON 250,000 to the funds allocated to Line 5 project. For 2014, the estimations of the sums, in the limits imposed through the framework letter of the Ministry of Public Finances, are worth around RON 300,000 Thou-sand (EUR 67.6 Million). The project is financed through non-reimbursable structural funds within the Sectoral Operational Programme – Transport.

carried out before the commissioning of lines.The first sections of the metro network will be put in service by 2018.

Braunschweig extends Solaris tram order

internationaL: Braunschweig Transport has used an option for three additional Tramino low-floor trams manufactured by Solaris (Poland).The 36-m long trams have four coaches and will run on the city’s 1100mm gauge

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россия: Метровагонмаш заключила контракт с Московским Метрополитеном на техническое обслуживание вагонов.

В мире: Авторитет по вопросам Развития столицы Эр-Рияд предоставил консорциуму Parsons, Egis Rail и Systra контракт по эксплуатационному надзору строительных работ метрополитеновской сети.

network. The trams can accommodate 77 passengers on seats and 124 standing. The option was included in the initial contract for 15 trams signed in May 2012.

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also brings growth problems: the region con-sumes 2/5 of the world’ energy, greenhouse gas emissions are increasing (together with other pollutants), and is confronted with a high level of traffic congestion.

Regarding railway transport, the networks are focused in three economies of Asia and the Pacific-China, India and Japan. “China massively invested in the railway system and extended the network by 24.1% in 1990-2011. At the same time, Thailand ex-tended the network by 14.7%. India, with the second largest network, expanded its infrastructure by 2.6%. However, in several countries, such as Japan, Kazakhstan, Paki-stan and Vietnam, rail networks declined. Japan has the largest railway density esti-mated in 2011 at 55 km/1000 square km”, the ADB report informs.

asia’s global awareness increases despite small economic growth

In 2013, the Asian developing countries slowly recover from the slowdown of last year’s economic growth, while domestic growth and regional trade focus will accelerate growth from 6.1% in 2012 to 6.6% in 2013 and to 6.7% in 2014, shows the Asian Development Outlook 2013 report published by the Asian Development Bank (ADB).

[ by Pamela Luică ]

the increase will have effects in Chi-na from 7.8% (in 2012) to 8.2% (in 2014), influenced by strong con-

sumption and investments. Also, India will record a growth from 1% to 5% (in 2012) to 6% (in 2013) and 6.5% (2014), but South Asia should create a favourable investment environment if it targets to sustain a high growth rate.

However, although the developed econo-mies have met the expectations so far, ac-cording to the latest estimation of ADB (published in July 2013), developing coun-tries have not yet reached the prognoses included in the report Asian Development Outlook 2013; thus, growth in the region is expected to rise from 0.3% to 6.3% in 2013 and to 6.4% in 2014. For China, the first half of the year was marked by a fall and estima-tions stood at 7.7% for 2013 and at 7.5% for 2014. Also, growth in Eastern Asia is down-graded from 7.1% in 2013 to 6.7% in 2014.

Within the recent publication (August 2013) “Key Indicators for Asia and the Pa-cific 2013”, ADB underlines some of the priorities to consider in the continuous transformation of Asia. “Developing Asia needs to make a significant qualitative leap in structural transformation and to focus on transferring labour from sectors of low

productivity (typically agriculture) into sectors of high productivity ; policyma-kers ought to focus on facilitating firms and workforces to develop the capabilities they need to manufacture new products, to enter new markets, and to move up the develop-ment ladder. Developments in agriculture will be key for Asia’s future; another pri-ority is the importance of production and industrialisation should be essential so that an economy could reach a high level of re-venues”, the ADB report says.

Although in 2012, economic growth in the region was below expectations, worldwide Asia gained awareness. Asia and the Pacific represent more than half the global popula-tion, over one third of the world GDP (as regards the purchasing power) and one third of the world exports. However, importance

Source: „Key Indicators for Asia and the Pacific 2013”, © Asian Development Bank

Percentage of rail networks in Asia and the Pacific, latest year

288288

Source: Table 5.4.

China, People's Rep. of

30

India29

Japan9

Kazakhstan6

Australia4

Pakistan4

Thailand2

Uzbekistan2

Others10

Korea, Rep. of2

Indonesia2

Figure 5.5 Percentage of rail networks in Asia and the Pacific, latest year

per 100,000 population in the latest year, with Malaysia and Mongolia recording more than 20. By contrast, the number of fatalities in developed member economies averaged about 6 (Table 5.3).

According to the Asian Development Bank (ADB) Road Safety Action Plan 2012, the high fatality rate is the result of underdeveloped road networks, mixed traffic, limited availability of traffic engineering expertise, governance issues, and rapid increases in motorcycles and the rest of the vehicle fleet. Moreover, road deaths are concentrated among poorer household, which have fewer resources to draw on in times of emergency or income loss. The ADB plan quoted estimates that the cost to developing member economies from road accidents in 2007 was about 2% of their total gross domestic product, or $96 billion each year.

Measures including safer road construction, better protection for pedestrians, stricter enforcement of traffic regulations, and road safety education can sharply reduce road deaths. Nearly half the 32 economies with data have reduced fatalities per 100,000 population since 2000, often sharply. For example, three economies—the Republic of Korea; Taipei,China; and Thailand—lowered their fatality rates by at least 40% between 2000 and 2010.

(Figure 5.5). The PRC invested heavily in railways, extending its total rail route by 24.1% between 1990 and 2011. Taipei,China expanded its rail system by

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Figure 5.6 Top 10 electricity producers, Asia and the Pacific, 2010

more than half and Thailand also extended its network significantly, by 14.7% in this period. India, with the second biggest network, added to its rail route by 2.6%. Rail networks declined in several economies, including

Japan had the highest rail density in 2011, with 55 kilometers of railway per thousand square kilometers of land area (Table 5.4).

. Output of electricity in the PRC rose by 210% to 4,208 billion kilowatt hours between 2000 and 2010 and power production there exceeds the combined total of the next

boosted power output by 257% over the 10 years, but, as in some other economies, it still faces shortages.

(Figure 5.7). Consumption levels in higher-income economies such as the Republic of Korea still far outstrip those for lower-income economies, suggesting that the latter will continue to experience rapid growth in demand. Large price increases for power in some

per capita consumption since 1990.

несмотря на то, что экономика не отмечает значительного роста, азия достигла важную позицию на глобальном уровне

На текущий год, азиатские развивающиеся cтраны приходят в норму после экономического торможения зарегистрированного в прошлом году, внутренний рост и сосредоточение на региональную торговлю способствуя ускорению общего роста. Несмотря на то, что в 2012 году экономический рост региона являлся ниже ожиданий, Азия достигла важную позицию на глобальном уровне.

16 Asian Development Outlook 2013

Growth rate of GDP (% per year)

Subregion/Economy 2010 2011 2012 2013 2014

Central Asia 6.8 6.8 5.6 5.5 6.0Azerbaijan 5.0 0.1 2.2 3.1 4.8Kazakhstan 7.3 7.5 5.0 5.2 5.6

East Asia 9.8 8.2 6.5 7.1 7.1China, People’s Rep. of 10.4 9.3 7.8 8.2 8.0Hong Kong, China 6.8 4.9 1.4 3.5 3.8Korea, Rep. of 6.3 3.7 2.0 2.8 3.7Taipei,China 10.8 4.1 1.3 3.5 3.9

South Asia 8.5 6.0 5.0 5.7 6.2Bangladesh 6.1 6.7 6.3 5.7 6.0India 9.3 6.2 5.0 6.0 6.5Pakistan 3.1 3.0 3.7 3.6 3.5Sri Lanka 8.0 8.2 6.4 6.8 7.2

Southeast Asia 7.9 4.7 5.5 5.4 5.7Indonesia 6.2 6.5 6.2 6.4 6.6Malaysia 7.2 5.1 5.6 5.3 5.5Philippines 7.6 3.9 6.6 6.0 5.9Singapore 14.8 5.2 1.3 2.6 3.7Thailand 7.8 0.1 6.4 4.9 5.0Viet Nam 6.8 5.9 5.0 5.2 5.6

The Pacific 5.5 8.3 7.3 5.2 5.5Fiji 0.1 1.9 2.5 2.0 2.3Papua New Guinea 7.4 11.1 9.2 5.5 6.0

Developing Asia 9.2 7.3 6.1 6.6 6.7

Notes: Developing Asia refers to 44 developing member countries of the Asian Development Bank and Brunei Darussalam, an unclassified regional member. East Asia comprises the People’s Republic of China; Hong Kong, China; the Republic of Korea; Mongolia; and Taipei,China. Southeast Asia comprises Brunei Darussalam, Cambodia, Indonesia, the Lao People’s Democratic Republic, Malaysia, Myanmar, the Philippines, Singapore, Thailand, and Viet Nam. South Asia comprises Afghanistan, Bangladesh, Bhutan, India, the Maldives, Nepal, Pakistan, and Sri Lanka. Central Asia comprises Armenia, Azerbaijan, Georgia, Kazakhstan, the Kyrgyz Republic, Tajikistan, Turkmenistan, and (continued on the next page)










































Source: „Asian Development Outlook 2013”, © 2013 Asian Development Bank

MarKet deVeLoPMent

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POLICIES & STRATEGIES

according to statistical data, pas-senger railway traffic is increasing, but to attract a larger number, it is

necessary to implement projects that an-swer mobility needs. The fact that for the passengers, the travel time, the comfort and the rapid ticketing systems, as well as the availability of information supply are the most important features in the choice of the transport mode, are not just sup-positions anymore, but observations, as indicated in the surveys of the European Union. As regards the ticketing methods, 65% of the Europeans expect the imple-mentation of more ticketing methods (e.g. online, via smartphones or on board), and

by contrast, 17% don’t want more methods, mentions the Eurobarometer “Rail Com-petition”, published in September 2012. Under these circumstances, at the level of each state, the analyses indicate that the highest rate is identified in the Czech Re-public (82%), Greece (77%) and Slovenia and Slovakia (with the same rate: 75%). By contrast, the lowest rate is registered in Portugal (51%) and Romania (54%). In the elaboration of the survey, respondents have been questioned about the impor-tance of the opportunity of buying tickets and benefiting from information through one single point; this criterion matters for 75% of respondents.

Likewise, the opportunity to buy tickets and get information covering a whole jour-ney through one single point matters to 75% of the respondents.

In order to improve the information re-lated to journeys from departure to des-tination and to facilitate the choice of the adequate train and of intermodal journeys, as well as ticketing, the managers of the European railway companies agreed on launching a common project entitled “Full Service Model”. It will allow the provision of several options and information for pas-sengers by using cutting-edge technologies in the field.

The project will be implemented with the ticketing services associations: ETTSA (European Technology and Travel Services Association), ECTAA (European Travel Agents’ and Tour Operators’ Associations) and GEBTA (Guild of European Business Travel Agents). “This agreement is a pow-erful signal given to European passengers. The railways are ready to embrace innova-tive technologies in order to enhance fur-ther their services. It also shows that Euro-pean railway undertakings are proactively meeting the needs of their passengers and are ready to collaborate, going beyond re-gulatory constraints”, declared the CEO of SNCB Marc Descheemaecker.

The main goal of the project is to rein-force business partnerships by making it easier to display accurate and transpar-ent data about available railway products, whilst respecting the commercial freedom about distribution channels and partners. The project will concentrate the speci-fications of functional requirements for an efficient IT infrastructure capable of improving the interoperability degree.

“Full Service Model”, a passenger-dedicated project

Europe has set several primordial objectives in its policies which determine the revitalisation of railway transport and now tries to answer to challenges by launching many modernisation and extension projects next to the ones on the optimisation of passenger transport services. In the past years, the improvement of the passenger railway transport services has had a particular importance for the EU, but also for the organisations and companies involved in the activity of this sector, aiming at the provision of a safe, efficient and easy-to-access transport, and the main goal has been to contribute to the increase of the market share of railway transport, in relation with the other modes of transport. In fact, the efficiency and the quality of transport services will influence the choice of passengers. In the passenger railway sector, EU intends to triple the high-speed network length by 2050, which means a significant increase in the number of passengers.

Source: European Commission - Special Eurobarometer 388 - RAIL COMPETITION

To what extent do you wish that more competition lead to the following effects?


SPECIAL EUROBAROMETER 388 “Railway competition”

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2. WAYS OF BUYING TICKETS

Having discussed railway offers, we now address the ways rail passengers can buy

tickets, first considering how far Europeans would like rail market competition to result in

more ticket purchase options before turning to the question of buying tickets for rail

journeys that involve multiple rail operators.

2.1. More ways of buying tickets

- Almost two-thirds of Europeans would like more ways of buying tickets

such as online, via smartphones or on board –

We saw in the introduction to this chapter that almost two-thirds (65%) of Europeans

would like more ways of buying tickets (e.g. online, via smartphones, or on board)29.More specifically, 23% would like this very much and 42% quite a lot.

In contrast, 17% do not much want more ways to buy tickets, and 8% not at all. Another 10% of respondents answer that they don’t know.

Base: Total number of respondents (n=25591)

29 QC9.3 To what extent do you wish that more competition lead to the following effects… ? More ways of buying tickets (e.g. online, via smartphones, or on board)

More ways of buying tickets (e.g. online, via smartphones, or onboard)

Subsequently, the passengers will have a free and fast access to the information related to railway services through a diversity of distribution channels. The project will be initiated this au-tumn and will last until the end of 2014. CER will offer assist-ance in the implementation of the project. “With this decision, the European Passenger CEOs took a major commitment. This exciting endeavour, executed jointly with the ticket vendors will bring steep improvements to the way rail and intermodal jour-neys are distributed”, declared CER Executive Director Libor Lochman.


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III. DESIRABILITY OF THE EFFECTS OF RAILWAY MARKET

COMPETITION

The first chapter of this report presented Europeans’ current use of trains in the EU,

while the second chapter discussed their expectations regarding the impact of

competition in the railway market. The present chapter will focus on how much

Europeans hope that competition might have a number of effects: low-cost offers,

premium offers, and more versatile ways of buying tickets. Respondents were asked to

what extent they wished that more competition would lead to these effects26.


Seven in ten (70%) Europeans wish for a low cost or ‘no frills’ rail service similar to

that provided by some airlines, whereas over one in five (21%) do not. Another 9%

have no opinion on this subject.

Almost two-thirds (65%) of Europeans hope for more ways of buying tickets (e.g.

online, via smartphones, or on board); while a quarter (25%) do not. A further 10%

of respondents answer that they don’t know.

Over four in ten (43%) Europeans would like a premium offer which would be more

expensive but would include additional services (meals, films, newspapers,

etc.). However, more respondents (47%) do not want such premium offers. A further 10% have no opinion on this topic.

26 QC9 To what extent do you wish that more competition lead to the following effects…,?

„Full Service Model” – Проект разработан для пассажиров

Для пассажиров, время пребывания в пути, конфорт и оптимальные системы покупки билетов, являются самыми важными характеристиками для выбора транспортных услуг- это не просто подразумевания, а реальные факты, так как показывают социологические опросы проведены в рамках Европейского Союза.

Для оптимизации информаций о проездах с точки отправления до пункта назначения, и для облегчения выбора подходящего поезда и использования интермодального перемещения, а также для оптимизации системы покупки билетов, руководители европейских железнодорожных компаний выразили своё согласие в связи с осуществлением общего проекта названным „Full Service Model”.

InnoTrans 201423 – 26 SEPTEMBER · BERLINInternational Trade Fair for Transport Technology Innovative Components · Vehicles · Systems

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THE FUTUREOF

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2.2. Single outlet for multiple-operator rail journeys

- A single ticket and information point

for multiple-operator rail journeys matters to the majority of Europeans -

Respondents were asked whether, when a rail journey used different rail operators, it

mattered to them be able to buy tickets and to get information covering the whole

journey through one single point, rather than from the different rail operators

separately30.

A small minority of 6% answered spontaneously that this question is not relevant for

them; therefore these respondents are not included in the calculation of the percentages

below.

Base: Total number of respondents, excluding those who answered that it is not relevant for them (n=23988)

30 QC10T Where rail journeys use different rail operators, does it matter or not to you to be able to buy tickets and get information which covers the whole journey through a single point, compared to these being provided by the different rail operators separately?

Where rail journeys use different ral operators, does it matter or not to you to be able to buy tickets and get information

which covers the whole journey through a single point, compared to these being provided by the different rail

operators separately?


Base: Total number of respondents, excluding those who answered that it is not relevant for them (n=23988)


To what extent do you wish that more competition lead to the following effects... ?


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raiLhuC project: Railway Hub Cities and the TEN-T Network

Central Europe cities are the “first/last legs“of transnational transport chains. These chains consist of local, regional and transnational transport systems. On the one hand high speed connections among rail hubs in Central Europe are being upgraded, especially on TEN-T networks and along the main intercity lines. On the other hand nevertheless rail and in general public transport bound feeder lines need to be upgraded, strengthened and better organized.

In order to enhance rail transport by improving the feeding functions on rail of major hub cities and their respective regions 11 partners from 7 countries cooperate in the RAILHUC project which is implemented through the Central Europe programme and co-financed by ERDF.

this project aims to improve Central Europe’s interconnectivity by an in-termodal integration of rail hubs at

3 different levels into the TEN-T system, into regional and local transport rail and non rail systems.

Of course, each hub city has its own local characteristics in terms of size, traffic, catch-ment area, spatial and network structure and last but not least on development and integration level.

Nevertheless the local partners who are mostly local authorities, railway service provider companies, regional associations are strongly committed to increase the us-age of rail. In order to achieve this aim se-veral work steps have been elaborated to get a clear picture about the current situation and the needs of each hubs. Firstly with the involvement of several sub-contractors who worked under the supervision of Project Partner No. 7 KTI Institute for Transport Sciences (Hu) data collection has started

for mapping the “As is” situation together with the preliminary identifications of the bottlenecks. From the beginning of the project all of the interested local authori-ties, transport providers, civil associations were involved. At the same time 5 site visits were held in conjunction with the project meetings where examples of local good practice were presented. Later on further good practise from all around Europe has been sought and a catalogue of Good Prac-tice was arranged. The Project Partners had to examine the option for adopt the collect-ed Good Practices. Based on their answers several clusters were identified.

After collecting the models and concepts of hub integration into TEN-T regional and local transport systems (action 3.1) the sec-ond part (action 3.2) “Mapping and simula-tions on present flows” has started. Hence, on the basis of modelling and simulation methodologies prepared by KTI an inde-pendent modelling work was carried out by

each hub for their specifications.As it was mentioned before there were quite

big differences between the hubs in many different aspects. In addition the general aim of increasing the share public transport, es-pecially rail transport at these hub cities as-sumed different interventions due to local organisational and financial options. The fu-ture intervention design is also ongoing as a part of the next work package of the Railhuc project, however in this article we are focus-ing on the modelling activities carried out by each hub about the present services and infrastructure positioning. It is important to note that all the hubs are located on at least one TEN-T corridor which assumes the im-portance of modelling for the feeder traffic. On the other hand due to the fact that the current demand for long-distance especially international journey on most of the hubs is significantly lower than on local and subur-ban traffic the focus was hold on options of the improvement of the feeder traffic.

There have been several different works carried out at the hub cities that can be summarised briefly:

in emilia romagna region (reggio emilia hub)

• Passenger traffic in Reggio Emilia railway station has been investigated by a specific traffic survey.

• The survey was carried out in October 2012, on an overall sample made up of 443 passengers interviewed on 24 trains.

• The survey sample was casually chosen from the totality of passengers waiting to get on trains at Reggio Emilia railway station.

• Journey time, gender, nationality, travel purposes, travel frequency, origin-destination were asked

• In a previous european project (MMOVE ) specific mobility assessment has been done and synergies were obtained with the use some results for evaluating the potential future demand

in South Moravian region (Brno hub)

• Qualitative analysis has been carried out which depicted the railway infrastructure in Brno Metropolitan area.

• Later on infrastructural bottlenecks and opportunities for the network and services development have been identified based on results of railway experts discussions.

• Data of customer satisfaction with regional public transport have been obtained in a survey that revealed needed service improvements.

• For the purpose of quantitative assessment of possible interventions surveys of passenger amount in regional trains and interregional trains have been carried out.

in the Vysocina region (jihlava hub)

Comprehensive modelling activity has been done with the involvement of an external expert company.

MarKet deVeLoPMent

21


ting interventions for their future scenarios in order to sign priority agreements with the local stakeholders for ensuring the us-age of the outputs of the Railhuc project in the everyday decision making.

Проект raiLhuC - города, железнодорожные центры и сеть ten-t

Города центральной Европы являются жизненно важными в рамках транс-национальной транспортной цепочки, которая включает в себя местные, региональные и транс-национальные транспортные системы. С одной стороны, высокоскоростные железнодорожные связи между транспортными узлами центральной Европы являются модернизированными, в особенности в рамках сети TEN-T и вдоль главных междугородных линиях. Но, с другой стороны, железнодорожный транспорт и, в целом, общественный транспорт должен быть в свою очередь модернизирован, консолидирован и хорошо организован. C целью улучшения качества железнодорожного транстпорта при оптимизации роли городов, которые являются главными узлами железнодорожного транспорта, 11 партнёров из семи стран заключили сотрудничество в рамках проекта Railhuс, осуществлен в центральной Европе и получивший софинансирование от Европейского Регионального Фонда Развития -ERDF.

To conclude the positioning activities carried out at the different hubs several different actions were identified according the local needs and possibilities. Gener-ally speaking the Western European hubs are close (Central German Metropolitan Region) or already having connection to the high-speed network (Reggio Emilia), but on the other hand the Czech and Slo-vakian hubs just started to prepare for the implementation of high speed network while the Slovenian & Hungarian hubs just planning it on a longer term. On local level the different motorisation rates of the hub cities are also different, but not as much as in the case of the train services. This means that the share of public transport is lower in most cases both in commuting and feeder traffic for the long-distance train services which are not always a viable option at the moment for travelling between the hubs. In some specific cases the rural accessibility problem was identified and suggested to be resolved with an integrated regional trans-

port network with bus backbones leading to the main intermodal stations of the re-gion (Vysocina (CZ), Western Transdanu-bia, Hu). In the ongoing further work steps the Project Partners will model the best fit-

• Regional 4-step multimodal traffic model of passenger transport of the Vysocina Region has been constructing since 15th November 2012.

• The model is based on 755 traffic zones and involves all railways and roads and variations of services according to timetable (all train and bus links)

• 2 modelling times allow to model morning rush hours and 24-h average transport demand

• Travelers are distinguished according to their trip purposes – commuting to work, schools, leisure trips, other trips

Central German Metropolitan region (hubs of dresden, Leipzig, erfurt, halle)

No new survey has been done, but extensive modelling activity took part in the whole region for local, regional and partially international level.

• No specific flow data / data of present passenger demand in rail services are available.

• Alternativ approach was adopted and commuter data (all-trip O/D matrix) were evaluated.

• Operation times of all hubs last 20 hrs per day at the minimum and regular frequencies on all rail lines and local public transport services.

• Lack of highly synchronised regular interval timetables increases total travel time for passengers at all transfer hubs, especially in the wider metropolitan area.

• Competitive travel time (compared to car) on long distance trips only on O/D links integrating HSR sections. Lack of competitive travel time especially on all transnational links (will be improved for Nuremberg/ Munich links as of 2017)

western transdanubia region (Győr hub)

At Győr hub on the basis of existing databases a new model was built for the local and regional transport network with the following work steps:

• Input data• Model zones• Network model• Demand model• Calculation of network impedances• Assignment results • Traffic poles, network parameters & bottleneck

Slovakia (Bratislava and zilina hubs)

Detailed analysis with the available databases and timetable structure around the two hub cities (Bratislava and Zilina) was carried out. The analysis aims at:

• Points of transfer: represented by the so-called catchment centres

• Proposed plan of lines: change the algorithm for generating the line routine for comfort of passengers

• Time scheduling of services: to create a table of proportional numbers of passengers in each hour of the day for each municipality.

Veneto region (Venice hub)

The survey focuses on the usage of Venezia-Mestre station on a typical weekday by acquiring pieces of information on:

• Amount of riders entering and leaving the station;• Trip related data about riders’ arrival modes at

the station, trip origin, alighting station, purpose for travelling;

• The survey was performed on Tuesday 19th of February 2013 through pedestrians counting at the points of access and interviews of riders boarding the trains.

Slovenia (Ljubljana hub)

Detailed analysis with the available databases and timetable structure around Ljubljana hub was carried out. Different future development plans were assessed within the framework of Railhuc project.

Despite the relative good service level (frequency and quality of the trains), the following weaknesses were identified in the capital city of Slovenia:

• different micro locations for rail and bus stations (even when in the same settlement usually there is some walking distance between)

• no official P+R location connecting rail network• no integrated ticket• major urban bus junction (Bavarski dvor) and main

railway station in Ljubljana are 400 meters apart (source: Google Maps)

• little coordination between suburban/regional bus transport and rail (small feeder role of bus transport)

MarKet deVeLoPMent

22


conference on sustainable development “Rio+20”, a year after their launch, has rep-resented the foundation of the report, ac-cording to which, in the past year, several organisations have prepared to meet their commitments. Thus, the voluntary com-mitments launched within Rio+20 include activities such as knowledge management, capacity development, political dialogue and extension of financing. 8 large de-velopment banks committed last year to invest USD 175 Billion in the financing of sustainable transport projects over the next decade.

“While financing investments in sustain-able transport can be challenging, we have a model in the Rio+20 conference, which saw an unprecedented level of voluntary commitments. The eight largest multila-teral development banks jointly commit-ted to invest USD 175 Billion over the next ten years in more sustainable transport in developing countries. I commend their initiative”, declared UN Secretary General Ban Ki Moon during the meeting in June (Berlin).

Next to the Rio+20 commitments, the SLoCaT Partnership has facilitated 6 ad-ditional commitments, which “ will make it possible for the transport community and other development partners to better observe and track how the sector develops and what the impact of policies and mea-sures will be on the sustainability of the transport sector at the global, national or local level”, says Michael Replogle, Manag-ing Director for Policy and Founder of the Institute for Transportation and Develop-ment Policy.

In 2012, more than USD 17 Billion of the funds to be allocated in the next 10 years were approved for projects in order to sup-port the transport sector in developing countries. Moreover, the Working Group for Sustainable Transport was created

at the moment, the negative exter-nalities in the transport sector are estimated at 6-10% of the GDP

and subsidies for the fuels supporting the motorization process is of USD 300-900 Billion. Also, road accidents are responsi-ble for 1.23 million deaths every year and the economic costs of these accidents are estimated at USD 2.24 Billion, represent-ing 3% of the global GDP (5% in the coun-tries with small revenues). Another nega-tive estimate of the transport sector refers to gas emissions whose volume is expected to increase by 70% until 2050 (from 2010) making transport the source of emissions with most rapid growth. These glum per-spectives can be reduced by operating a radical change in transport and by creat-ing a favourable access “through develop-ing the transport and the services which can be carried out by avoiding the useless motorised journeys while intelligently us-ing and planning the spaces dedicated to traffic and logistics; shifting people and

freight traffic to the efficient and sustain-able transport modes and improving the efficiency and the environment perform-ance of the transport system by optimis-ing vehicles, networks and management technologies”, points out the “Creating Universal Access to Safe, Clean and Af-fordable Transport”, a report on the Con-tribution of Sustainable Transport to the Implementation of Rio+20, presented in June, the main author of the document be-ing SLoCaT (Partnership on Sustainable, Low Carbon Transport). All elements of the Avoid-Shift-Improve approach have been tested at scale and can deliver in-clusive access. These solutions will have multiple benefits combining an improve-ment in access, reductions in congestion, improvement in road safety, cleaner air and a reduced contribution to dangerous climate change.

The implementation of the Voluntary Commitments on Sustainable Transport, announced during the United Nations’

rio+20: banks to finance sustainable transport projects by uSd 175 Billion

Economic development, social inclusion and environment protection measures are key elements of a healthy society, all of which rely on sustainable transport systems. The implementation of Voluntary Commitments on Sustainable Transport announced during the United Nations conference, Rio+20, is included in a report presented at the end of June during the High-Level Dialogue on Implementing Rio+20 Decisions.

Source: Voluntary Commitments & Partnerships for Sustainable Development

8

To further enrich the details of each initiative, stake-holders were able to specify details of resources that were devoted to the announced deliverables. Four types of resources are available in the registry upon registration: Financing (in US$), Staff/Technical expertise, In-kind contribution, and other (free text choice).

The variety of the type of deliverables and resourc-es devoted to delivery varies from project to proj-ect. All deliverables, including its resources, are publicly available through the SD in Action Registry.

Table 4 – Top 10 Commitments chart

Commitment to Sustainable TransportCommitment by the Asian Development Bank, together with seven other multilateral development, to pro-vide more than USD 175 billion of loans and grants for transport in developing countries over the next decade.

As of date, a total of US$636,982 million (more than US$ 636 billion) has been announced for the imple-mentation of these voluntary initiatives. It is worth noting that there are a few larger single commit-ments that make up for the major proportion of this amount.

Table 4 and table 5 show the distribution of the top 10 commitments in terms of announced monetary value.

Top 10 Commitments chartCommitment to Sustainable Transport: Commitment by the Asian Development Bank, together with seven other multilateral development, to provide more than USD 175 billion of loans and grants for

transport in developing countries over the next decade.



23


in turn, reduce the environmental impact at both global and local level.

One of the Rio+20 commitments is UITP’s PTx2 strategy aimed to double the market share of public transport by 2025. “Access and connectivity at affordable prices is the basis of urban life for all. At the same time, only public transport can enable a massive reduction in greenhouse gas emissions from the sector at the same time reducing the amount of public space used for transportation”, declared Gunnar Heipp – the chair of UITP’s Sustainable Development Commission .

Already half the world’s population lives in urban areas (3.5 billions), and 60% of the people will be living in cities by 2030. According to estimates, 95% of urban ex-tension over the next decades will be in developing countries. Therefore, the de-velopment of a sustainable transport sys-tem becomes crucial.

Rio+20 comes two decades after the original project (Earth Summit) and marks the reassertion of the governments’ commitment (of June 2012) on the imple-mentation of projects which determine the development of a green and sustain-able economy. Rio+20 negotiations focus on the importance of transport in a world of urban development.

which included the banks and which will report on the progress of the Voluntary Commitments by the end of 2013.

The SLoCaT partnership and a large part of the community which acts in the segment dealing with the intensification of sustainable transport are struggling to promote the integration of sustainable transport according to the post-2015 target (“Post-2015 Development Agen-da, elaborated by a High-Level Panel of Eminent Persons, set up by UN Secretary General) and the construction of a glo-bal institutional framework to permit the construction of a sustainable transport.

The Post-2015 Development Agenda sets 5 targets that would undergo signifi-cant changes, sustainable development

being at the core of these targets. “Without the Rio+20 commitments on sustainable transport it would be much more difficult for transport to become an integral and important part of the post-2015 goal frame-work”, declared Cornie Huizenga, Joint Convener of the SLoCaT Partnership and principal author of the report.

In order to meet the post-2015 targets from the economic, social and environmen-tal point of view, it is vital to accelerate the growth of transport infrastructure and ser-vices which support economic and social development and the improvement of life quality. The existing and future infrastruc-ture, jointly with the services supplied and those to be supplied, have to deliver an effi-cient, reliable and fair transport that would,

Рио+20: Банки намерены финансировать 175 миллиардов доллоров для проектов долговременного транспорта

Экономическое развитие, социальная интеграция и меры связанные с защитой окружающей среды, принятые в рамках проектов долговременного развития, являются важнейшими социальными элементами, основанными на системах долговременного транспорта. Осуществление Волонтёрских Обязательств в рамках проекта Долговременного Транспорта- Rio+20- назначенного при Конференции Организации Объединённых Наций, заключается в докладе, представленный в конце месяца июня в рамках Диалога на Высшем Уровне об осуществлении решений Rio+20.


Creating Universal Access to Safe, Clean and Affordable Transport – Status Report 4

The global growth of motorized transport beyond 2015 will also be largest in the non-OECD countries. Figure 4 shows indexed International Transport Forum forecasts for passenger and freight transport up to 2050 for OECD and non-OECD countries (ITF, 2012). It shows that especially freight transport is expected to have an explosive growth on non-OECD countries and will increase between 250 to 550% compared 2010. Increased freight transport is closely associated with the rapid economic development of the emerging economies of the BRIC countries (Brazil, Russia, India and China). Freight vehicles, which are often less than 10% of the total vehicle fleet in these countries can amount to 50% of the climate change related emissions and particulate matter related air pollution.

Figure 4. Indexed High and Low Estimates of GDP and Transport Volume 2050 (2010 = 100). (Source: ITF/OECD)

Note: High = high GDP growth and high car ownership rates, Low = low GDP growth and lower car ownership rates

Much of the growth in passenger transport in the decades to come will be in the cities of the developing countries. IEA estimates project up to a tenfold increase in urban passenger kilometers travelled in countries like India and China. This has clear implications in terms of air pollution, road safety, congestion and climate change.

Figure 5. Expected private urban motorized transport (in passenger kilometers). (Source: OECD/IEA 2013)

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New Sustainable Transport Paradigm Inclusive Access through Avoid-Shift-Improve To realize a transformative change in the transport sector and create more inclusive access transport policy will need to shift from building roads to move cars or trucks to building transport systems that move people and goods. There is growing agreement among transport policy specialists and planners on the need to deploy three interlinked strategies to realize inclusive access to jobs, goods and services. The development of transport infrastructure and services need to be guided by the Avoid-Shift-Improve approach. This calls for: (a) Avoiding the need for unnecessary motorized trips through smarter land use and logistics planning; (b) Shifting the transport of goods and persons to the most efficient mode2; and (c) Improving the efficiency and environmental performance of transport systems by improved vehicle, fuel, and network operations and management technologies. To enable the successful implementation of the Avoid-Shift-Improve approach and it will be highly desirable to internalize external costs’ in the pricing of transport.

Figure 9. Sustainable Transport Paradigm

The Avoid-Shift-Improve approach has universal applicability and is equally relevant for the developed and the developing world. However, in the case of the developed world most countries deal with a mature vehicle fleet and the emphasis in infrastructure planning is likely to be more on replacing or maintaining existing infrastructure rather than creating new infrastructure. This is likely to result in a greater emphasis on “Improve” measures. In the developing world where there is a large need for additional and new transport infrastructure and services and where urbanization is proceeding most rapidly, there is likely to be greater opportunity for “Avoid” and “Shift” measures. However “Improve” measures are still important as well to counter the impacts of rapid motor vehicle fleet growth in the developing world.

2 In the case of persons this is usually mass public transport, walking or cycling and in the case of freight to increase the share of rail or water transport

Inclusive Access for All

Avoid Shift Improve

Avoid the need to travel

Shift to more efficient transport

modes

Improve fuel and vehicle

technologies

Emission reductions by sector in support of a 2 Degree Climate Scenario

Source: IEA 2012


around 3.3 Gt: having declined to around year-2000 levels during the global recession, they have remained broadly flat since. Market saturation in some countries and increasing efficiency and emissions standards appear to be curtailing emissions growth. Non-OECD transport CO2 emissions have increased by more than 60% since 2000, reaching 2.5 Gt in 2011, with increased vehicle ownership being a key driver. Emissions in China and India have both grown strongly but, collectively, their emissions from transport are still less than half those of the United States (IEA, 2013).

The growth in CO2 emissions from transport has been faster than economic growth; CO2 emissions from road transport grew at an annual rate of 10% in the period 2002–2010 vs. 9% annual growth in Gross Domestic Product. (Clean Air Asia. 2012).

Emissions from transport are projected to rise 70% by 2050 from 2010 in a business-as-usual scenario making it the fastest growing source of GHGs. Nearly all of this growth will take place in emerging and developing economies and can be attributed to a growth in both passenger and freight transport and an increase in the kilometers travelled on a per vehicle basis.

Figure 8. Business-as-usual growth in GHG emissions by sector 2010 – 2050. (Source IEA)

Recently there has been increasing attention for the role that small particulates associated also with air pollution can have on climate change. From the climate side, black carbon (which is part of Particulate Matter) is now believed to be the second most important climate forcer. A recent four year scientific assessment shows that black carbon emissions have a much larger impact on climate change than previously thought making black carbon the second most important climate agent (UNEP, WMO 2012). In contrast to CO2, black carbon has a short life span in the atmosphere and thus emissions reductions will have direct climate benefits.

Although there are still scientific uncertainties about black carbon, as some parts of black carbon also have a cooling effect, this is not the case for diesel vehicles emissions. Diesel black carbon emissions have a relative large share of warming black carbon parts and thus are recommended as a first area of intervention for reducing black carbon emissions.

Business-as-usual growth in GHG emissions by sector 2010 – 2050

Source: IEA

Expected private urban motorized transport (in passenger kilometers)

Source: OECD/IEA 2013


Figure 13. Goal of the Decade of Action for Road Safety (Source: J. Guria)

Putting Transport on a low carbon growth path - Cheaper than Business as Usual The IEA Energy Technology Perspectives 2012 includes 6, 4 and 2-degree climate scenarios (IEA 2012a). For transport, achieving the 2-degree scenario requires strong uptake of new vehicle technologies and fuels, but also major shifts in future travel growth. Applying Avoid and Shift based policies cuts growth in car travel up to 2050. Increasing growth in mass transit and non-motorized modes significantly over baseline levels, in conjunction with better planning and infrastructure investments to reduce the length of some trips will also reduce passenger transport CO2 emissions worldwide.

Figure 14. Emission reductions by sector in support of a 2 Degree Climate Scenario (Source: IEA 2012a)

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Additionalemissions 6DSOthertransformation 7%Buildings 12%

Transport 21%

Industry 18%

Power generation42%

Sustainable Transport Paradigm

Source: Creating Universal Access to Safe, Clean and Affordable Transport, A Status Report on the Contribution of Sustainable Transport to the Implementation of Rio+20, June 2013

24


eting system is not an objective per se: it is rather a means of making multimodal transport more attractive for users and of promoting more efficient use of existing in-frastructure and services.

Only limited statistics are available as re-gards the long-distance intermodal travels and there is no common definition across Europe of long-distance trips. This makes it difficult to provide a precise overview of the main characteristics and size of the long-distance travel market.

Nevertheless, it can be said with abso-lute certainty that long-distance integrated ticketing system remains a limited pheno- menon, restricted to certain niche markets.

However, stakeholders suggest that, even though it may be difficult to estimate, the potential for such a market does exist and may grow in the longer term.

Can long-distance journeys be attractive?

The European interregional long-distance transport segment is prioritized as the European policy has to be focused on territorial cohesion, domestic market and connectivity of community regions. Therefore, when it comes to building passenger transport coaches, the railway industry stresses the development of new concepts that will focus the attention of the passenger customer towards railway transport.

[ by Elena Ilie ]

Могут ли долгосрочные путешествия стать привлекательными?

На европейском уровне, транспортный сегмент межрегиональных дальних расстояний является главным элементом, учитывая что европейская политика должна концентрироваться на территориальное сотрудничество, на единый рынок и когезию в рамках Европейского сообщества. На этом основании, когда речь идёт о производстве пассажирских вагонов, данная отрасль промышленности ставит акцент на разработку новых концепций которые смогут сосредоточить внимание пассажиров на железнодорожный транспорт.

recent Eurostat data show that in seven European Union member states long-distance transport rep-

resents approximately 20% of the total pas-senger/km segment.

To maximize the potential of high-speed long-distance railway transport, transport operators need innovative equipments that meet new requirements for interoperabi-lity, economy, reliability, energy efficiency and the ability to ride both dedicated and conventional tracks.

New interior design concepts are needed to be able to use passenger coaches in a more flexible way and to make sure that this flexibility does not interfere with the attrac-tiveness of vehicles in different market seg-ments. The purpose of innovative comfort concepts for railway vehicles is to improve the competitiveness of railway long-dis-tance transport as compared to short-dis-tance air transport. Currently, there are new opportunities for a holistic approach of the cars designed for specific systems. The de-sign of coaches in railway transport meets several important functions, including the aesthetic, comfort and energy-efficiency functions. The materials traditionally used in the construction of coaches are also se-lected wisely in order to have a positive an-swer to fire standard tests and considering the results of these tests, new approaches

can provide additional opportunities for the railway safety as well as a competitive advantage.

By providing innovating solutions for the interior design (flexible plans for class I and II seats and efficient plans for the conversion of sleeping coach seats into regular coach seats), the performance and competitive-ness of long-distance railway transport will be improved compared to short-distance air transport.

A more flexible use of rolling stock on long distances can generate significant improve-ments in terms of efficiency thus leading to a most cost-efficient and more competitive railway passenger transport.

In terms of innovating concepts, the indus-try has offered more and more attractive tick-eting solutions so as to make long-distance railway traffic more attractive and a viable competitor to short-distance air transport. However, a major disadvantage consists of the integrated ticketing system for long-distance passenger transport services which is still a complex issue, as shown by a study elaborated in 2012 by the European Parlia-ment, the Department of Internal Affairs.

Its feasibility encounters a number of le-gislative, technical and competition-related hurdles resulting from the differences be-tween the many transport environments that have to be combined. Integrated tick-

Source: European Commission

MarKet deVeLoPMent


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A majority (71%), however, may be considered as non-rail passengers: they never use national or regional trains (45%) or only once a year or less (26%).

In the remainder of this report, this distinction between regular, occasional and non-

users of national or regional trains will be included in the socio-demographic analyses whenever applicable, i.e. when the total sample is being discussed.


Country-by-country analysis reveals that the highest percentages of respondents

who have travelled at least once by national or regional train are in the Nordic

countries Sweden (86%), Finland (74%), and Denmark (72%), followed by the

Netherlands (69%), Germany (66%), the UK (65%), and Austria (63%). The lowest percentages are in Portugal (29%) and Lithuania (32%).

Now taking into account the frequency of use, the highest percentages of regular

users of national or regional trains (that is at least once a week: daily or almost

daily, several times a week, and once a week) are in Luxembourg (12%: 4%, 5%

and 3% respectively), the Netherlands (10%: 3%, 3%, 3%), the UK (9%: 4%, 2%,

3%), Italy (9%: 2%, 4%, 3%), Belgium (8%: 4%, 3%, 2%) and Austria (8%: 3%,

3%, 2%). The countries with lowest proportions of regular users are Greece and Lithuania (both 1%), and Latvia, Slovenia, Bulgaria, Ireland, and Finland (all 2%).

How often do you travel by ... in (our country)?National or regional trains (this excludes suburban trains)


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1.2. User frequency of suburban trains

- Four in ten Europeans have at least once used a suburban train –

Respondents were asked also how often they travel by suburban trains7. Only a few

respondents are regular users (7%), more specifically: daily or almost daily (3%),

several times a week (3%), or once a week (2%). Others travel by suburban trains

occasionally: several times a month (5%) or several times a year (13%). Sizeable

proportions of respondents seldom or never use suburban trains: once a year or less (15%), or never (59%).


Country-by-country analysis shows that over half the respondents have travelled

at least once by a suburban train in the Netherlands (72%), Germany (59%), and

the Nordic countries Denmark (66%), Sweden (59%) and Finland (52%). The lowest proportions are observed in Bulgaria (10%) and Luxembourg (11%).

Taking into account the frequency of use, the highest percentages of regular users of

suburban trains (that is at least once a week: daily or almost daily, several times a

week, and once a week) are in Denmark (13%: 5%, 5% and 3% respectively),

Germany (12%: 5%, 5%, 2%) and Spain (12%: 3%, 5%, 4%). The lowest percentages of regular users are observed in Lithuania and Bulgaria (both 1%).

7 QC1.1 How often do you travel by suburban trains in (OUR COUNTRY)?

How often do you travel by ... in (our country)?

Suburban trains

ELECTROPUTERE VFU SA member of GRAMPET GROUP

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

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

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26


Croatia’s accession to the European Union is a challenge for all the economic segments and the policies that have been and are still adopted by the authorities. Transportation is one of the most important economic sectors for Europe and, therefore, for Croatia, due to its economic effects and benefits. In this context, the European legislation began to be implemented in the area in 2005 and a new package of laws became effective this year, with the accession of Croatia to the EU. Therefore, the country’s accession grants free access to infrastructure to freight operators, under the same conditions, but in the railway passenger transport market competition will become possible as of 2017. The national railway passenger transport operator, HŽ Putnički prijevoz, has to align the new measures and regulations as soon as possible in order to integrate in the single railway market. Being the only operator in the domestic transport market by 2017, HŽ Putnički prijevoz plans to implement projects to grow transport services so as to develop a sustainable financial system.

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We believe we have an opportunity to interlink Croatia and other European countries in a single European market ... Dražen Ratković

Croatia’s passenger transport operator prepares for liberalisationInterview with Dražen Ratković, CEO of HŽ Putnički prijevoz

railwayPro: As Croatia is the new EU Member State, what can you tell us about the implementation of the European legislation (on railway transport) within Croatia’s railway legislation?

dražen ratković: The implementation of the European legislation on railway transport started in 2003, upon adop-tion of the Railway Act. The application of the Railway Act began on 1 January, 2005. Upon Croatia´s entry into the EU, a new Railway Act came into force. Upon adoption of the new Railway Act, the im-plementation of the European legislation continued. Upon Croatia´s accession to the EU (Croatia became a full member of the EU), a rail transport revitalization and the organization thereof started, based on free market competition principles, which are a prerequisite to integrating that mar-ket segment into a single EU market. The

purpose of the new Act is to govern that market according to entirely new rules and regulations on division of business entities on that market resp. railway op-erators, infrastructure managers as well as autonomous regulatory body, which en-sures the pari passu market competition for all operators.

railwayPro: What can you tell us about the current situation of the railway passenger transport in Croatia compared to the European legislation on the liber-alisation of the sector and how does HŽ Passenger Transport implement the EU liberalisation policies?

dražen ratković: Croatia´s entry into the EU provided a free access for foreign freight operators to national rail infra-structure under the same conditions. HŽ Putnički prijevoz can get competi-

tion in 2017. Free market implies the positioning of market leaders, bigger competition, a potential decrease in the prices of the services. It is necessary to accommodate the demands of the market more rapidly. Given that rail systems in developed countries are more developed in terms of technique and technology, a state aid (based on investments in rail infrastructure and transport capacities) is required in the next period. Simultane-ously, through forthcoming liberalization of rail transport market we are facing a strong competition from road operators and lower fares in air transportation, of-fered by low-budget airline companies, we are not able to compete with in terms of travel time. We should win over cus-tomers, who can orient toward new op-erators, and meet their demands, which are getting higher and higher, and respect customers´ rights and at the same time financially compensate for service not provided or inadequate service.

railwayPro: As new EU Member State, Croatia, as well as the other mem-ber states, has to contribute to the es- >

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The company plans to buy new trains, to upgrade the passenger information system, to modernise the existing charging system and to apply modern solutions aimed at facilitating the acquisition of tickets and the integration of the entire ticketing system. After implementing all the projects set in the strategy, HŽ Putnički prijevoz will be ready for liberalisation.

To find out more about the implications and the challenges imposed by Croatia’s accession to the EU railway system, as well as about the projects for the modernisation of the passenger transport services and the need to allocate investments to the projects for the modernisation of the railway sector, we have asked Mr. Dražen Ratković, CEO of HŽ Putnički prijevoz to give us an interview.


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tablishment of the single European rail-way market. What are the main elements considered by the authorities and by HŽ Passenger Transport?

dražen ratković: In July 2013, a new Railway Act entered into force, which sys-tematically and integrally governs the rail system in Croatia in order to comply with EU legislation and the conditions that pre-vail in competitive rail service market of the EU. By virtue of the new Railway Act, a Directive of the European Parliament and Council 2012/34/EU of 21 January, 2012 on the establishment of a single European rail sector is implemented into the legal or-der of the Republic of Croatia.

Likewise, decrees of the European Par-liament and Council are implemented into the new Railway Act. The relationships be-tween infrastructure manager and rail car-riers are defined more explicitly, providing more details – through arrangement and adoption of timetable as well as through contractual relationships with the objec-tive of an approach to rail infrastructure based on non-discrimination.

Similarly, a possibility is defined for the first time for legal entities, other than rail carriers, to lease lines belonging to railway infrastructure, which ultimately will pro-vide for an increase in traffic volume. A control in terms of approach to rail carriers is being introduced in terminals, seaports and river ports. Carriers and infrastructure manager commit to conducting a business in compliance with market principles. A principle of freedom in providing services is applied. A method of charging for the services through basic and extra packages is defined for infrastructure manager. By the Railway Act mentioned, a legal basis opens up for further improvement of mar-ket regulatory authorities in rail transport.

Based on these new circumstances and the adoption of EU legislation, HŽ Putnički prijevoz has to work rapidly on the alignment of application of new busi-ness rules and regulations in order to be integrated into a single rail sector.

railwayPro: What does the opening of the railway transport market mean for HŽ Passenger Transport and what are the effects generated by this process? What are the challenges you face in opening the market and increasing competitiveness compared to the new entrants?

dražen ratković: Rail market libe-ralization entails many challenges for HŽ Putnički prijevoz, particularly due to the fact that investments in fleet moderniza-tion and upgrading the level of service in the last 20 years were insufficient. Thus we are falling behind developed countries in that sector. Given that HŽ Putnički pri-jevoz will be a single operator in domestic transport in the Republic of Croatia by the end of 2017, the forthcoming period is to be deployed for the purpose of mod-ernization in order to provide a quality service to the customers and in order to restore a financially sustainable system. We are already working on it. In mid-2012, we prepared a Restructuring Plan for a medium-term period. We prepared a series of strategic plans. By implement-ing them, HŽ Putnički prijevoz will be prepared for market liberalization. It con-cerns plans such as purchase of new trains, modernization of existing distribution channels for ticketing in domestic and international transport and implementa-tion of up-to-date distribution channels, decrease in the number of employees, along with upgrading productivity as well as more rational fleet management by im-plementing total fleet management. It is also worth noting that the entire modern-ization in passenger transport is to be ac-companied by modernization of Croatian lines as well in order to reduce travel time in local and long-distance transport. Thus rail transport would become faster and more competitive.

railwayPro: How do you see the integration of the Croatian railway traffic within the European railway system, es-pecially since transport services become

more competitive and every national mar-ket meets the challenge of new entrants?

dražen ratković: Croatia´s entry into the EU represents both a challenge for HŽ Putnički prijevoz as well as an obli-gation to conform to new market envi-ronment, where HŽ Putnički prijevoz is not the only rail operator, but a transport market is open to all interested rail car-riers. HŽ Putnički prijevoz is now more committed than ever to aligning its serv-ices to the needs of the customers and to rationalize business operations by cost-cutting - in an effort to realize maximum revenue resp. profit. If we should fulfil all the parameters given in the Restructur-ing Plan, we believe HŽ Putnički prijevoz will be prepared to handle the competi-tion under conditions of interoperability and market liberalization.

For a number of years, we have been collaborating with foreign rail operators in order to provide passengers with good in-terlinking through trains between Croatia and other European countries. Croatia is also nowadays in terms of trains linked with Switzerland, Germany, Austria, Slov-enia, Hungary, Bosnia and Herzegovina and Serbia. We believe we have an op-portunity to interlink Croatia and other European countries in a single European market. It is of great importance because Croatia is a tourism-oriented country and that there is a growing interest of citizens from other countries in visiting our coun-try from year to year.

Likewise, just as foreign operators will be able to operate trains in domestic transport in Croatia, we will also be able to compete for transport in other coun-tries by modernized and refurbished train fleet. Thus we regard a single European rail system as a great opportunity for HŽ Putnički prijevoz as well.

railwayPro: What are the elements your company is focused on to establish an efficient service and to launch new projects to encourage railway traffic and the level of competitiveness?

dražen ratković: HŽ Putnički prijevoz plans a number of activities oriented to-wards upgrading the quality of service in the next period. We are planning to mo-dernize fleet by purchasing new transport capacities, characterized by a high level of comfort, modern heating and air-condi-tioning system for passenger area, infor-mation system for passengers, area for transportation of persons with reduced mobility as well as many other features with the objective of upgrading the qua-lity level of services provided and reduc-ing travel time. We are also working on a project on integrated ticketing system, which involves implementation of stable vending machines, ticketing via Internet and smart phones, mobile terminals by means of which train conductors will be sell tickets on the train, implementa-

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km/h (diesel and electric multiple-unit sets), air-conditioning, broad entrance door, increased number of seats, informa-tion system, possibilities of transportation for disabled persons and bicycles, smooth-er journey and less noise. The trains should be put into operation during the years 2014, 2015 and 2016. The trains will be running on all routes in Croatia.

One of the main strategic objectives of HŽ Putnički prijevoz, defined in the Re-structuring Plan as well, is the orientation towards providing services resp. successive abandonment of conventional trains due to higher energy costs, maintenance costs, shunting cost, costs of technical inspection of coaches and employees´ costs. Fleet is over 30 years old on average. Due to the lack of investments in procurement of new fleet in the last years, HŽ Putnički prijevoz is facing an unequal market competition and the impossibility to achieve a sustain-able competitive advantage in transport sector. Thus an investment in procurement of new transport capacities is an essential prerequisite for successful business of the company.

The plan is to continue with the procure-ment of new fleet after 2016. Currently, we are analyzing the possibility to apply for

tion of prepaid smart card, by means of which passengers will be able to purchase services, including monthly and annual tickets as well as many other activities, which will provide for a more accessible and better transportation service.

The entire catering service, providing refreshment on longer routes, should be-come viable this year. Likewise, the plans for the introduction of wireless Internet at the railway stations, stops and on trains are currently being elaborated. Loyalty programmes are being developed, by means thereof regular customers would be awarded and customers´ database would be created. The initiative regard-ing children´s program by setting up children´s clubs in major railway stations and long-distance trains is being consi-dered.

Investment in employees, who will be prepared to identify changes and to respond to them either by slight or fun-damental organizational changes, by ex-panding the range of services provided, or by modifying the existing services in accordance with the demands of the mar-ket, is of vital importance.

railwayPro: What are the methods used to increase the attractiveness of rail-way passenger transport?

dražen ratković: Although the share of road transport – in relation to rail trans-port – has been continuously increasing in the last years, HŽ Putnički prijevoz intends to keep the existing customers as well as attract the new ones. In 2012, 27.7 million passengers were carried. We are all aware of the fact that travelling by train is a unique experience. However, if that jour-ney lasts much longer than, e.g. journey by bus, car or plane, it is necessary to offer a variety of special offers enabling the cus-tomers to decide in favour of a journey by train. Hence, HŽ Putnički prijevoz offers a variety of special offers for young people, families and retired persons. Likewise, young people up to 20 years are offered 70% off on regular one-way and return fares tickets for journeys by train between Croatia, Slovenia, Serbia and Austria. Since Croatia´s mainland boasts many spas – public baths, we are interlinked with them as well. The spa visitors are offered transportation at more favourable price.

Each year, dozens of special excursion trains run, by means of which passengers can visit diverse traditional cultural events. The youngest ones can take a train ride on special Christmas and Easter trains - with special program and gifts provided.

We aim to attract new passengers with extra season domestic and international trains as well, which run towards tourist destinations. Those trains run from June to September. We also offer a journey in couchette coaches at a reasonable price as well as car transportation in car-carrying coaches free of charge. Throughout the en-

tire year, particularly during the summer, we offer discounts for journeys to differ-ent concerts such as Terraneo, the famous festival, which takes place in Šibenik in the summer. We aim to continuously expand the range of our services in order to satisfy our passengers.

railwayPro: This year, HŽ Passenger Transport launched bids to procure roll-ing stock. What can you tell us about the stage of this project? Are there programme (drafted or submitted to approval) for improving transport services/purchasing rolling stock/or other projects that could be included in the EU multi-annual budg-et for 2014-2020?

dražen ratković: HŽ Putnički prijevoz is planning to purchase 32 electric and 12 diesel and electric multiple-unit sets. The planned purchase value amounts to HRK 1.6 billion. We intend to sign an agreement on the building of trains with the company Končar Električna vozila in the last quarter of 2013.

Technical features are as follows: low-floor trains, operation in both directions, possibility to operate three compositions merged into one train, speed up to 160 km/h (electric multiple-unit sets) or 120

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EU funds for this new train contingent.As far as EU funds are concerned, HŽ

Putnički prijevoz is involved in RAIL4SEE project. The purpose of the project is to create explicit guidelines in terms of how to increase the inflow of passengers in mul-timodal public transport of major railway hubs in South-East Europe and how to strengthen them and interlink them fur-ther. This means that for each mentioned hub, including Zagreb hub, the concepts will be created through the project, which will clearly show how to improve public transport that will „feed“ hub with pas-sengers and how to interlink it even fur-ther by rail with other hubs. 28 partners participate in this project, that is, local administrations, scientific institutions and associations from Italy, Austria, Slovakia, Hungary, Greece, Slovenia, Romania, Bul-garia, Serbia and Croatia. The implemen-tation started in July 2012. The project is intended to last for 30 months. The total value of the project amounts to EUR 4.5 million. The value of the part of the project referring to HŽ Putnički prijevoz amounts to approx. EUR 250.000, of which EUR 212.500 will be irretrievably co-financed through the instrument for Pre-Accession assistance (IPA).

railwayPro: A performing railway transport depends on the quality of the infrastructure; if no investments are made in the quality of the infrastructure, the number of passengers will reduce con-stantly and the market share of road trans-port will increase. What can you tell us about the condition of the Croatian rail-way infrastructure? To what extent does HŽ Passenger Transport involve to deter-mine the authorities to prioritize railway financing?

dražen ratković: In the last 20 years, there were slight investments in rail in-frastructure. This resulted in low train speeds. The average speed of passenger trains in 2012 was 48.3 km/h. The jour-ney between cities 250km away from each other lasts for 5 hours. Many passengers do not have that much time to spend on a journey. Therefore, they often decide in favour of faster modes of transport. Out of 2,722km lines in Croatia, almost 1,500km of lines requires refurbishment as soon as possible. In order for HŽ Putnički pri-jevoz to achieve its strategic targets, travel time up to 50km distance should last for 50 minutes, up to 100km 90 minutes, up to 200km 150 minutes, whereas the dis-tance of 400km should be covered by train in 240 minutes. HŽ Infrastruktura, the company managing rail infrastructure in the Republic of Croatia, intensified the projects on the refurbishment of lines. During the year 2013, HŽ Infrastruktura intends to invest HRK 2.1 billion. Priority lines intended for refurbishment are those located on corridor routes, that is, Corri-dor V B, linking Rijeka with Hungary and

Corridor X, which runs from Slovenian to Serbian border via Croatia, that is, from Savski Marof station via Zagreb Glavni kolodvor to Tovarnik station. The refur-bishment of corridor routes is mainly co-financed by EU funds. Apart from corridor routes, a number of local lines are to be re-furbished as well as new routes built, e.g. to Zagreb and Split airports and the town of Samobor.

railwayPro: How do Croatian autho-rities support railway passenger transport and what is the level of implication of the political class in encouraging railway traffic to the detriment of roads?

dražen ratković: The development of road transport resp. building of motor-ways and state roads has been a priority for Croatian governments for years. This is one of the reasons why the quality of rail transport constantly decreased. During the year 2012, the Croatian government has set refurbishment and advancement in rail transport as one of the priorities. In 2012, a Commission for Railway was founded, the only commission in the Re-public of Croatia that Prime Minister is the chairman of. There are steps forward present. However, they are very slowly car-ried out in a complex system such as rail-way. All Croatian railway companies (HŽ Putnički prijevoz, HŽ Infrastruktura and HŽ Cargo) prepared the Restructuring Plan in 2012, adopted by the Supervisory Board and Minister of Maritime Affairs, Transport and Infrastructure. Strategic objectives until 2016 are specified in those plans. The achievement of those objectives would considerably improve and boost the Croatian railway system. The Commission for Railway is also acquainted with those objectives. The railway companies have a political support in the achievement thereof.

As far as HŽ Putnički prijevoz is con-cerned, one of the activities of HŽ Putnički prijevoz, a state-owned company, is pro-viding services of public interest, in which the difference between revenue and cost is partly compensated from the state budget. Those compensations exclusively refer to domestic transport, whereas international transport is entirely based on market prin-ciples. Likewise, the Croatian government issued state guarantees to railway compa-nies for loan indebtedness for different in-vestments, severance pay to employees as well as current liquidity.

Within Ministry of Maritime Affairs, Transport and Infrastructure, a group was founded dealing with the development of integrated passenger transport. Integrated passenger transport is a passenger trans-port with various modes of transport, with the objective of higher level of integration, that is, interlink of various elements such as joint terminals, uniform tickets and har-monized timetables. Such integration en-tails a benefit for carriers, local self-govern-

ments and inhabitants in the long run. The involvement of many institutions, carriers and associations guarantees a better trans-port system planning. The integration of passenger transport was also identified by the European Union, that we are a proud member of. This is one of the objectives we have to aim at in order for the trans-port system of the Republic of Croatia to be more efficient. It is precisely the railway that should be the backbone of the deve-lopment of transport system in passenger and freight transport.

хорватский оператор пассажирского транспорта готовится к открытию рынка

Вступление Хорватии в Евросоюз является провокацией для главных экономических и политических сферах, в которых власти оперируют и принимают решения. В данном контексте, применение европейского законодательства в железнодорожной сфере дебютировало в 2005 году (когда Хорватия вступила в Евросоюз), когда новый законодательный пакет вступил в действия. Национальный оператор пассажирского транспорта- HŽ Putnički prijevoz, должен скорее приспособится к новым мерам и регламентам для интеграции в рамках единого железнодорожного рынка, осуществляя проекты модернизации. Для более детальной документации в связи с условиями и провокациями железнодорожной сферы, связанными с вступлением Хорватии в Евросоюз, мы провели интервью с Генеральным Директором национальной железнодорожной компании- HŽ Putnički prijevoz, Дразеном Ратковичем.

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uSa: Modernisation of public transport focuses on the construction of light rail systems

Urban transport, underground or light rail systems gain more and more ground at global level, when we speak either about new projects in the European states, in the CIS states, in Brazil, North Africa (Algeria and Morocco) or about the ones leading in the field of investments such as new systems which are at present in an advanced construction phase in China (the Beijing Government announced last year its intention to develop 25 new underground systems), Saudi Arabia (Haramain project) or Turkey (Marmaray project).

[ by Elena Ilie ]

the fast rhythm of construction of new underground transport projects, es-pecially in the states with developed

economies, increases their number in the world to 190 such transport systems, accord-ing to an analysis conducted by The Econo-mist. It is clear that a solid reason underlying the execution of such ambitious projects was the one of the firm commitment of many na-tional governments and the complex financ-ing programmes carried out by them after the “economic recession” moment. Despite all these, the United States of America is not on the list of countries with new under-ground projects, the last of this type inaugu-rated being the one in Washington D.C., in 2001. In exchange, in the last decade, most of the American cities, with a relatively high population, such as Houston, Phoenix, San Antonio, San Diego, Dallas, Denver, Min-neapolis, Seattle or Portland have expressed more interest in the development of light rail transport systems than in new investments in underground transport systems.

Is the underground losing ground against the light rail transport system?

However, after many years when new un-derground projects have been cancelled or adjourned (most of them because of the lack of necessary funds, caused by the economic recession), this year Washington Metro initi-ated the construction of the new line, Silver Line, which will connect Airport Dulles - the greatest international air hub of the region - to the suburbs in Northern Virginia and, by extension, to the rest of the underground sys-tem. The first phase of the project, a section with a length of approximately 20 kilometres, is expected to be completed at the end of this year, the total costs reaching USD 5.6 Billion (EUR 4.2 Billion).

In San Francisco, works started for the project called “Central Subway Project” which is in fact a tunnel of approximately 3 kilometres linking one of the light rail lines of the city to BART, the underground system in the region. Through this project, a significant extension is added in Silicon Valley, expected

to be operational in 2015. Works will cost USD 1.7 Billion (EUR 1.28 Billion).

What is also important to mention is the current project for the second underground line in New York, the works in progress aim-ing at an extension of 3 kilometres crossing in the underground the eastern part of Man-hattan. Initial plans aimed at the construc-tion of a line with a length of approximately 14 kilometres which should cross two thirds of the length of Manhattan Island, but no funds were granted for this purpose. Only the above mentioned short section of this project reaches the fabulous amount of USD 4.5 Billion (EUR 3.4 Billion).

The transport systems, both the light rail system and the underground one, are ex-tremely important for easing a very chal-lenged urban traffic which is a large fuel con-sumer, but in the public opinion, the balance seems to go in favour of the construction of underground lines (although much more ex-pensive) rather than in light rail systems.

сШа: Модернизация публичного транспорта сосредотачивается на производство системы легкорельсового транспорта

Быстрый ритм конструкции новых подземных транспортных проектов, особенно в экономическо-развитых штатах, способствует их росту на глобальном уровне, достигая 190 транспортных систем такого вида, согласно анализу, проведенному журналом The Economist. Всё же, США не находятся в списке стран разрабатывающих новые метрополитенские проекты, имея в виду что последний проект такого типа был официально открытый в 2001 году в Вашингтоне. Более того, в последний десяток лет, большинство американских городов с довольно большим населением проявили свой интерес в особенности для разработки системы легкорельсового транспорта, в сравнении с инвестициями в метрополитенские системы.

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the aim is to increase trade and in-vestment between the EU and the US by unleashing the untapped po-

tential of a truly transatlantic market place. The agreement is expected to create jobs and growth by delivering better access to the US market, achieving greater regulatory compatibility between the EU and the US, and paving the way for setting global stan-dards. If such an ambitious agreement were achieved, it is expected that every year an average European household would gain an extra EUR 545 and our economy would be boosted by 0.5% to up to 1% of GDP, or EUR 119 Billion annually, and that of the US by EUR 95 Billion, once fully imple-mented.

In more concrete terms, the goal will be to eliminate duties and other restrictions for trade in goods. Freeing up commer-cial services, providing the highest possi-ble protection, certainty and level playing field for European investors in the US, and increasing access to American public pro-

curement markets are also objectives. Re-moving unnecessary regulatory constraints on trade is a key issue for the EU, as are obtaining stronger protection of European Geographical Indications, facilitating cus-toms formalities and addressing competi-tion rules.

“The benefits for the EU and the US would not be at the expense of the rest of the world. On the contrary, liberalising trade between the EU and the US is expected to have a positive impact on global trade and income, potentially increasing GDP in the rest of the world by almost EUR 100 Billion. Some of the reductions achieved in the cost of doing trade will also benefit other partners because the EU and the US will be able to work to-gether towards better trade rules and less regulatory divergence between them in the future”, the European Commission states.

The negotiating directives set out in very broad terms the topics and the objectives to be achieved in the negotiations. There are essentially three main elements in the man-

date: market access, regulatory convergence and trade rules addressing shared global challenges.

An economic study published by the Com-mission shows that EU exports to the US would go up by 28%, equivalent to an ad-ditional EUR 187 Billion worth of exports of EU goods and services. EU and US trade with the rest of the world would also in-crease by over EUR 33 Billion. Overall, the extra bilateral trade between the two blocs, together with their increased trade with oth-er partners, would represent a rise of 6% in total EU exports and of 8% in US exports. This would mean an additional EUR 220 Billion and EUR 240 Billion worth of sales of goods and services for EU and US based producers, respectively.

“Each one of us has a major stake in the success of the other. We don’t have to grow only economically, we also have to imple-ment structural reforms”, said the American President Barack Obama in June during a visit to Berlin.

Both sides should open their services sec-tors at least as much as they have done in other trade agreements to date. At the same time, both sides will seek to open their ser-vices markets in new sectors, such as in the transport sector. The EU also wants to make sure that European professional qualifica-tions can be recognised on the other side of Atlantic and that EU companies and their subsidiaries will be able to operate in the US under the same conditions as American do-mestic companies.

eu and the uS launch negotiations on the free trade agreement

At the middle of June, the EU Council gave the green light to the European Commission to initiate formal bilateral trade negotiations with the United States of America. Endorsing the idea of bilateral talks, Member States set out the objectives the Commission should follow in the negotiations on behalf of the EU. Thus, negotiations between the European Union and the US were launched at the beginning of July. According to the European Commissioner for Trade, Karel De Gucht, a final agreement could be made at the end of 2014.

[ by Elena Ilie ]

Source: ec.europa.eu

EU-United States “trade in services” statistics

евросоюз и сШа начали переговоры по соглашению о свободной торговле

В середине июня месяца, Европейский Совет дал разрешение Европейской Комиссии для начала коммерческих формальных двусторонних переговоров с США. Поддерживая инициативы двусторонних переговоров, страны Евросоюза намечают цели, которые должны быть рассмотрены Комиccией в процессе переговоров представляющих интересы Евросоюза. Таким образом, переговоры между Евросоюзом и США были пущены в ход в начале июня месяца. По словам комиссара по торговле Евросоюза, Карел де Гухт, решающее согласие можно ожидать к концу 2014 г.

EU-United States “trade in goods” statistics

Foreign direct investment

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Source: EU Transport in Figures, Statistical pocketbook 2012, European Union

EU-27 Performance by Mode for Passenger Transport -1995-2010

european cities focus on implementing metro extension projects

European cities are constantly confronted with problems caused by daily traffic, the common challenge of all urban areas consisting in increasing mobility while reducing congestion, the number of accidents and pollution. Congestion triggers costs of over EUR 100 Billion/year or around 1% of EU’s annual GDP.

Cities have to identify the most ef-ficient method to answer to mobi-lity demands and to the challenges

generally posed by the urban transport system. In this context, in the elaboration of transport strategies, the authorities in-clude projects which help create a sustain-able, efficient and rapid transport system that would answer to every city’s mobility needs. The studies of specialized organi-zations and of the institutions in charge prove the importance and the necessity of building and developing a public rail transport system capable to meet mobility demands, but also compliant to environ-mental policies.

The construction and extension of the metro system is the answer to problems such as congestion, environment, eco-nomic and social development, attraction of investments and convincing the com-munity to choose public transport.

The public transport system is every day more complex and decision factors have to elaborate specific analyses that would include all the required aspects, from de-mand to investments and traffic estimates. In choosing the construction of a particu-lar mode of transport, the most obvious characteristics refer to the capacity-invest-ment costs report. Generally, the metro systems can exceed the capacity of surface transport modes. However, necessary in-vestments are massive, but the metro can deliver significant, long-run benefits for all three targeted segments: economic, social and environmental. Urban rail transport is considered the best choice because high investment costs can be returned dur-ing its life-cycle as the effective report of carried passengers/driver helps maintain a relatively low level of operating costs. For example, 90 bus drivers are needed to carry 10,000 passengers/hour and direc-

tion compared to 6 metro drivers. These costs are structurally recurrent day by day so that local remuneration conditions have to be considered.

Under these circumstances, European cities are developing a series of projects for the development and modernisation of the suburban transport network fi-

nanced by the authorities and the financial institutions.

One of the cities which prove the effi-ciency and necessity of the metro system is Vienna (Austria). The metro is the most used urban transport mode with a growth in the number of passengers from 811 mil-


MetroPoLitan

44 45

TRANSPORT

TRANSPORT 2.0 .0

billion passenger-kilometres

4 500

4 000

3 500

3 000

500

400

300

200

100

0

TRANSPORT

PERFORMANCE OF PASSENGER TRANSPORT EXPRESSED IN PASSENGER�KILOMETRES 2.3TRANSPORT

PERFORMANCE OF FREIGHT TRANSPORT EXPRESSED IN TONNE�KILOMETRES2.2 .8

EU-27 Performance by Mode for Passenger Transport -1995-2010

USA

PERFORMANCE BY MODE OF TRANSPORT: FREIGHTthousand mio tkm

ROAD �1� RAILINLAND

WATERWAYS PIPELINES TOTAL1990 1 239.0 1 554.0 515.8 852.8 4 161.61995 1 509.4 1 922.8 534.4 877.6 4 844.21996 1 550.2 2 010.5 518.5 904.0 4 983.21997 1 621.1 2 031.0 520.0 900.1 5 072.21998 1 663.8 2 114.6 520.6 904.9 5 203.81999 1 717.2 2 195.3 528.2 901.8 5 342.52000 1 741.2 2 257.6 526.2 842.8 5 367.92001 1 771.0 2 335.0 504.7 841.1 5 451.82002 1 818.2 2 344.0 506.7 855.8 5 524.72003 1 846.2 2 341.2 475.8 861.7 5 524.92004 1 870.8 2 459.2 496.1 875.4 5 701.52005 1 885.3 2 530.6 476.4 886.9 5 779.22006 1 885.2 2 709.6 486.0 848.7 5 929.42007 1 922.9 2 656.6 472.3 814.2 5 866.0

AVERAGE ANNUAL CHANGE% PER YEAR


WATERWAYS PIPELINES TOTAL2001 1.7 3.4 -4.1 -0.2 1.62002 2.7 0.4 0.4 1.8 1.32003 1.5 -0.1 -6.1 0.7 0.02004 1.3 5.0 4.3 1.6 3.22005 0.8 2.9 -4.0 1.3 1.42006 0.0 7.1 2.0 -4.3 2.62007 2.0 -2.0 -2.8 -4.1 -1.1

1990 - 1995 4.0 4.4 0.7 0.6 3.11995 - 2000 2.9 3.3 -0.3 -0.8 2.12000 - 2007 1.4 2.4 -1.5 -0.5 1.3

MODAL SPLIT%


WATERWAYS PIPELINES1990 29.8 37.3 12.4 20.51995 31.2 39.7 11.0 18.11996 31.1 40.3 10.4 18.11997 32.0 40.0 10.3 17.71998 32.0 40.6 10.0 17.41999 32.1 41.1 9.9 16.92000 32.4 42.1 9.8 15.72001 32.5 42.8 9.3 15.42002 32.9 42.4 9.2 15.52003 33.4 42.4 8.6 15.62004 32.8 43.1 8.7 15.42005 32.6 43.8 8.2 15.32006 31.8 45.7 8.2 14.32007 32.8 45.3 8.1 13.9

Notes: (1) Intercity truck traffic only.

2 .3 .1

PASSENGER CARS

POWERED 2�WHEELERS

BUS & COACH

RAILWAY

TRAM & METRO

AIR

SEA

1995

1999

2003

1996

2000

2004

2007

1997

2001

2005

2008

1998

2002

2006

2009

2010

Source : U .S . Department of Transportat ion Source : tables 2 .3 .4 , 2 .3 .5 , 2 .3 .6 , 2 .3 .7 , est imates

34


lion passengers to 875 million passengers from 2009 to 2011. Although it is one of the most efficient and well-developed networks in Europe, the authorities don’t plan to stop expanding the metro network in the next years: the extension of line U2 (Aspernstrasse – Seestadt stations) is due by the end of the year, and the extension of line U1 will be completed in 2017. New projects are in plan on the long-term, such as the construction of a new line U5, El-terleinplatz – Rathaus, connected to U2, as well as a new section on the southern branch of line U2, the existing section be-ing transferred to the future U5.

In Eastern Europe, Sofia, the capital of Bulgaria, is the most active city in the implementation and allocation of invest-ments in projects for the development of the metro network. The ambition of the authorities is to build an underground net-work that would cover 70% of the capital’s surface.

There are already plans for the construc-tion of a line to link the Airport to the Business Park district and existing lines will be developed. The general transport scheme underlines the development of the network which should include three lines with a total length of 57 km (54 stations). Once completed, these lines are expected to increase the number of passengers to 550 million/day (over 45% of the public transport share).

Long-term plans include the extensions of each line to the suburbs. Even if we talk about long-term projects, we have to men-tion that this year the transport company launched tenders for the construction of line extensions to be finalized in 2015.

Budapest (Hungary) is another Europe-

an city which focuses on developing public transport through the metro projects, the most important of which is the construc-tion of line 4 that will link the north-east to the south-west of the city.

Apart from this project, the authorities plan to build a new metro line (L5), but its development is still in plan. This line will be developed along the Danube River, un-dercrossing the Margareta Island and then connected to the network of underground lines that go south and north.

Although still confronted with economic problems, Greece is also planning to ex-pand underground transport in Athens to complete its current 3-line network. Plans include the construction of a new line and the extension of the existing lines. This year, Athens put in service the extension to the west of line 2 by two new stations, and other 4 stations are planned to be built on the same line.

Currently, the metro company, Attiko Metro, prepares the studies for the con-struction of the new line (line 4) which will be 33km long (29 stations). The line will be U-shaped and will serve the most populated areas of the capital. The future line will include the extensions of lines 2 and 3 and a central section made of 8 sta-tions. The project requires investments of EUR 3.3 Billion. The first phase of the project includes the construction of 9 sta-tions and the cost of works amounts to over EUR 1 Billion.

In Poland, Lodz initiated a complex rail-way project in 2012 to serve the city and the adjacent areas. The project includes the improvement of the transport infra-structure, the organisation of a railway ring and the construction of a metro line

to serve the central part of the city, thus fully integrating railway traffic to trams and other transport modes focused in the centre of Lodz.

The development of public rail transport in Warsaw (programme for 2015) relies on 8 programmes which also include the continuation of the metro system devel-opment and the acquisition of rolling stock. The development programme also includes the construction of lines 2 and 3. “Construction works to the central section of the second metro line include 7 stations, 6 ventilation rooms, 2 tunnels with a total length of 9 km and a technical connection to the first metro line. The central section of the second line will be inaugurated in the autumn of 2014”, declared in an inter-view for our magazine Jerzy Lejk, CEO of Warsaw Metro.

The authorities in Prague (Czech Repub-lic) are also planning to expand the metro lines. One of the most recent projects is the extension of line A from Dejvická to Motol station.

This extension would be put in service in 2014. The funds necessary to this project amount to CZK 18.7 Billion (EUR 718 Million). By 2015, the local administra-tion allocated a budget of CZK 10.7 Bil-lion (EUR 411 Billion) and the rest is EU contribution. The project includes the construction of 12.9 km and will be di-vided in three phases: the first phase will see the construction of 6 km of line, the second of 4.3 km of line and the last phase, the rest.

Apart from this project, the authorities could build another line to connect the city centre to the south by building 7 sta-tions for which works could be initiated in 2015.

Source: International Association of Public Transport (UITP) – Observatory of Automated Metros

Города европы интенсивно разрабатывают метрополитенские строительные проекты

В европейских городах, транспортный затор приводит к расходам выше 100 миллиардов евро в год, около 1% годового ВНП Евросоюза. Города должны установить наиболее эффективные альтернативы для решения вопроса обеспечения мобильности и удаления главных провокаций в сфере общественного транспорта.

Исследования организаций и органов оперирующих в данной области, доказывают значительность и необходимость разработки железнодорожной системы общественного транспорта, которая сможет обеспечить мобильность, а также соответствовать политическим мерам по защите окружающей среды.

Indicative Financial Allocation per Sector (euro million)

Page | 5

Automation landscape- Key facts, figures and trends

Unattended train automation is a widespread solution – 25 cities have opted for

automated metros, in all 4 continents (fig. 1). The highest prevalence is in Asia and Europe (see fig. 2) but

North America, and more recently South America and the Middle East are developing automated metro systems. Figure 1: Cities with automated metro lines, as of 2011.

Figure 2: Geographic distribution of automated lines, as of 2011

Asia 39%

Europe 33%

Middle East 13%

North America

13%

South America

2%

Apples and pears… the Atlas criteria

The indicated data correspond to:

UTO - Only metro lines without staff on board have been considered (GoA4 according to IEC 62267)

Public transport service - Private lines have been discarded (airport services, people movers, etc.)

Train capacity – Only trains with a minimum capacity of 100 passengers have been considered

MetroPoLitan

35


Chicago is located in the centre of the US economic region, with a population of 2.8 million and a metropolitan area with 9.5 million residents. High-speed railways are already in plan for construction and federal funds have already been allocated: 1.St. Louis, 2.Milwaukee, Madison, Minne-apolis and 3.Detroit; the long-term strategy includes Indianapolis and Cincinnati, Des Moines and Omaha and Cleveland. With the construction of the Minneapolis - St. Louis line, the regional GDP could record increases of USD 3.6 Billion per year.

In Orlando, the first phase of Florida’s high-speed system consists in the devel-opment of a line which links Orlando to Tampa. The line is expected to be put in ser-vice in 2015. For this project, the state has received a financial stimulus of USD 1.25 Billion to support the payment of a USD 3.5 Billion contract for the construction of 86 miles of infrastructure (138 km). Phase 2 consists in the delivery of services from Orlando to Miami (230 miles or 370 km) for which two options are considered. The investments amount to USD 8 Billion.

the uS lays the future of the high-speed transport network

The fact that transport is the backbone of economy is well-known to American authorities according to which, the US could not compete in a global economy unless they massively invest in the transport infrastructure, especially in the regions which link the large metropolises. Congestion, price and fuel volumes used for road transport and the negative environmental effects generated by polluting traffic are the main factors which determine the authorities to focus on establishing a new transport system-the development of a high-speed railway transport network. This transport mode is not new in the US, but the need for investments in this type of infrastructure becomes vital.


according to the new report on the future high-speed line network, launched at the Conference of

Mayors in the US, (HSR Report Released by US Conference of Mayors-the Econom-ic Impacts of High Speed Rail, elaborated by the Economic Development Research Group), 4 cities - Los Angeles, Chicago, Or-lando and Albany (New York), have been selected to represent the metropolitan areas of impact in the construction of high-speed lines. In all these cities, the introduction of railway high-speed transport services will create new jobs, will develop the business environment and will add value to the re-gional GDP. “By 2035, high-speed trans-port can bring annual investments of USD 255 Million in the Orlando Region, USD 360 Million in the Los Angeles Region , USD 50 Million in Chicago and over USD

100 Million in Albany”, the report shows.

For the Los Angeles metropolitan area with 12.9 million residents, the construc-tion of 500 miles of new lines (804 km) is proposed in the first phase. According to the High-Speed Railway Transport Autho-rity in California, 56 trains/day will be put in service to connect the north to the south. The traffic volume is expected to reach 120 thousand passengers/day by 2025. Phase two includes additional high-speed lines between Merced and Sacramento and Union Station and San Diego and other cities. Plans include the establishment of a business sector that will generate revenues of USD 7.6 Billion/year, while the regional GDP will bring USD 4.3 Billion. Across the region, 12.3 million passengers are expect-ed to use these services by 2035.

Source: usmayors.org


HSR Alignments

Altamont Railroad Project

Potential Stations

San Diego

Escondido

San Jose

San Francisco

Gilroy

Bakersfield

Fresno

Merced

Modesto

Visalia/Tulare/Hanford

University City

Norwalk

Burbank City of Industry

Murrieta

SFO Airport

Redwood City/Palo Alto

UC Riverside

Ontario Airport

SylmarPalmdale

Irvine

Anaheim

Stockton

LOS ANGELES

Sacramento

The Authority also anticipates operating 15 HSR trains per day between Union Station and Anaheim. Travel time will be 20 minutes at an average speed of 110 mph. Two proposed intermediate stops are anticipated at Norwalk/Santa Fe Springs or Fullerton.

Phase 2 of the planned system will include additional HSR lines between Merced and Sacramento and between Union Station and San Diego. The Authority anticipates operating 46 trains per day between Union Station and San Diego, with a travel time of one hour and 20 minutes. This section of the system will swing east through the Inland Empire, with numerous stops under consideration, including Ontario Airport.

Figure 1. Proposed HSR Intercity Passenger Routes Serving Los Angeles

16

WISCONSIN

Madison Milwaukee

MINNESOTA

Minneapolis-St. Paul

Funded 110 mph HSR System

Proposed 220 mph HSR System

OHIO

ILLINOIS

IOWA

MICHIGAN

MISSOURI

INDIANA

Detroit

St. Louis

Toledo

Ft. Wayne

Springfield

CHICAGO

Normal

Cincinnati

Indianapolis

Lafayette

Pontiac

Kalamazoo

ClevelandCleveland

Decatur

Champaign

36


development of the high-speed transport strategy are being considered.

“Our plans call for a national system of HSR Express lines connecting cities and states into an integrated system. The stra-tegy sets high standards for interoperable state-of-the-art dedicated track, advanced control systems, elegant multi-modal train stations, and top-of-the-line 220 km/h trains connecting major cities together. Our plans call for a support network of 110 km/h trains connecting smaller cities and towns together with the high speed system.

The new system will provide regional and local railway transport connection within a single network and will include regional and commuters services, as well as the met-ro, tram and light metro systems”, says the association for HS transport.

In 2009, American President Barack Obama launched the new vision on the development of high-speed transport, ac-cording to which 85% of the Americans will have access to these transport services. The “Recovery Act” stipulated the allocation of USD 8 Billion and an annual allocation of USD 1 Billion for the development of infra-structure projects.

сШа намечивают будущею высокоскоростную сеть

В соответствии с новым докладом о будущей высокоскоростной сети, разработанным в рамках Конференции мэров США (“Экономическое воздействие высокоскоростной железнодорожной сети”- доклад разработан Исследовательской Группой Экономического Развития), 4 города: Лос-Анджелес, Чикаго, Орландо, Албани (Нью Йорк), были отобраны в качестве главных городских территориях соответствующих конструкции высокоскоростных сетей.

Source: HZ Infrastrucktura


Albany (capital of New York) is the home city of 94,000 people, while the entire re-gion has over 850,000 residents. Current plans on launching high-speed services include the introduction of 26 to 32 trains between the city and New York per day. In the final phase, the number of trains will in-crease to 44 per day. According to the sce-nario, 2.3 million passengers will be carried every day at speeds of 220 km/h.

24

Buffalo

Montreal

Rochester

Poughkeepsie

New York City

Boston

Springfield

ALBANY

Syracuse

Albany to: 79/90 mph 110 mph 220 mph

Buffalo 280,800 329,500 623,400

Montreal 156,000 167,900 324,000

NYC 1,152,300 1,291,800 2,252,200

Boston 270,000 315,300 589,300

TOTAL 1,859,100 2,104,500 3,788,900

According to the US High-Speed Railway Transport Association, the authorities plan to build a railway network of 17 thousand miles by 2030 (around 27.5 thousand km) whose construction will be divided in 4 phases. The most crowded corridors are known as “megaregions” and have been studied by the Association for Regional Planning, according to which 10 mega-regions which form the backbone of the

20

Phase 2 - Tampa to Orlando

Phase 2 Option 1 (I-95: Orlando to Miami)

Phase 2 Option 2 (Turnpike: Orlando to Miami)

Proposed Routes

Possible Stations

Jacksonville

Ft. Myers

Sarasota

Fort LauderdaleNaples

St. Petersburg

Bradenton

Pensacola

Gainesville

Ocala

Lakeland

Daytona Beach

West Palm Beach

Fort Pierce

Cocoa/Port CanaveralDisney

Airport

Tallahassee

Tampa

Miami

Orlando

Sour

ce: w

ww

.whi

teho

use.

gov

Sour

ce: w

ww

.ush

sr.c

om

37


of institutional organisation of the railway market, to the approach of legislative bar-riers regarding the access to the domestic passenger transport market, as well as to the initiatives that refer to the role of the European Railway Agency (ERA), intero-perability and safety.

The current situation proves to be difficult for the railway sector and for the competi-tiveness of the railways as transport mode. Authorisation and certification procedures are expensive and time-consuming. The entire process of authorisation of vehicles in Europe can last more than two years and can thus block assets worth EUR 1.2 Billion which wait to be authorised and cannot be put in service. Authorisation and certifica-tion procedures have to be simplified as fast as possible and the European Railway Agency (ERA) has to gradually become a one-stop shop for authorisation and certi-fication. In order to meet this objective, an

Fourth railway Package: the technical pillar is important for the competitiveness of the European railway market

The relatively poor performance of the rail in the past ten years reflects a low level of efficiency and quality of rail services compared to other transport modes. According to the latest available studies, this situation can be attributed to the presence of several obstacles which hamper market access and expansion of service providers, hindering thereby the internal market for rail services. In this context, the main objective of the Fourth Railway Package consists in improving the quality and efficiency of railway transport services by removing the still-existing barriers, thus encouraging the performance of the railway sector and consequently, competitiveness and economic growth. These barriers can be grouped into four categories, technical, administrative, institutional and legislative barriers.

“ A second set of problems which pre-vent the rail market from developing its full potential are issues relating to

the governance of infrastructure managers. Since infrastructure managers are natural monopolies, they do not always react to the needs of the market and its users, thus hindering the performance of the sector as a whole. In a number of Member States infrastructure managers are unable to fulfil their tasks, since their functions are sepa-rated between different bodies. Moreover, the current legal framework has not led to improved cross-border cooperation among infrastructure managers,” the Commission points out.

The four above-mentioned obstacles are approached through the initiatives in-cluded in the legislative proposals of the Fourth Railway Package. Thus, the legisla-tive proposals refer to the actual method

[ by Elena Ilie ]

evolution plan has to exist for the increase of ERA’s competences and clear responsi-bilities for a single certificate for safety and authorisation of vehicles.

The three basic pillars of the Fourth Railway Package clearly stipulate the es-tablishment of consequent authorisation procedures for interoperability and railway safety (known as the Technical Pillar), the liberalisation of the domestic passenger market and the establishment of better structures and authorities for infrastruc-ture managers.

The lack of standardisation, the existence of a highly specialized rolling stock fleet, the resulted investment costs, as well as the costs of entering and leaving the railway transport market, are major problems for the single transport market. Authorisation procedures are long and difficult and safety certification fees are expensive. But if the domestic passenger transport market is

Source: European Railway Agency - Biennial Report 2011

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The majority of the NSAs have between one and ten equivalent full-time employees, of which eleven NSAs have fi ve or fewer. Three NSAs – Germany, France and Romania – have more than 30 equivalent full-time employees which suggests that some countries with larger territories and a dense rail network may require more staff. NSA France did not provide data on percentage of the time the 45 staff spend on interoperability issues. Therefore, it has been assumed that they work full-time on these issues which may be not the real situation. The remaining fi ve NSAs – Denmark, Spain, Norway, Austria and Sweden - have between 10 and 30 equivalent full-time employees.

The conclusion in the fi rst report remains valid. The differences in the sizes of the NSAs may be related to the different needs and size of the railways. For example, the German NSA may require more staff to process authorisations in view of the specifi c system of regional government involving Länder. However, the NSAs require a certain number of staff to function effi ciently. In view of the complexity and workload of the interoperability-related activities, the countries with fewer than fi ve

people in charge with interoperability issues may face some challenges. Problems may emerge in the area of implementation and application of interoperability legislation and in the availability of resources to participate in the drafting of TSIs.

3.1.1.2. Staff recruitment

Of the 24 respondents to the questionnaire only two – Denmark and the UK – do not experience diffi culties in recruiting staff. For the remaining 22 NSAs, the most problematic issues are the less attractive NSA salaries and the limited number of rail experts on the labour market (see Chart 2). In some cases the latter is related to the specifi cs of the national educational system, which does not supply suffi cient numbers of graduates with technical railway knowledge. The second biggest problem is the strong competition for qualifi ed staff from the rail industry, which may provide better salaries. Some NSAs also cite the European Railway Agency and the EU institutions as competitors for highly skilled specialists.

Chart 1. Number of NSA staff directly involved in interoperability issues by Member State, in equivalent full time employees*

* The fi gures have been approximated since full-time staff also have tasks other than interoperability and in some NSAs there are also part-time employees.

Source: 2010 European Railway Agency questionnaire to NSAs 24 NSAs responded, no data for the NL

0

20

40

60

80

100

120

140

160

180

BE BG CZ DK DE EE EL ES FR IE IT LV LT LU HU NL

NO AT PL PT RO SI SK FI SE UK

end 2010

6 93

25

13 12 10

2215

45

5 5 554 2 2

58

4 7 7 8

162

1 1

Number of NSA staff directly involved in interoperability issues by Member State, in equivalent full time employees

38


Number of open points by TSI (year of entry into force of the TSI), as of 21/12/2010

liberalised, opened to competition, signifi-cant measures will be necessary to achieve interoperability. One of these measures is transforming the European Railway Au-thority so that it could become the central body for standardisation and interoperabi-lity.

The Technical Pillar of the Fourth Rail-way Package was brought to discussion for the first time on 29 May by the MEPs during the reunion of the Committee for Transport of the European Parliament (TRAN). They discussed the safety and in-teroperability of European railways, as well as the reforming of several legislative texts and enhancing the role of the European Railway Agency.

Shortly after the debates and the exchange of opinions between the MEPs, “the Euro-pean voices” of the railway companies and industry have also expressed their opinion

about the Technical Pillar. Thus, the Community of European Rail-

way and Infrastructure Companies (CER) and the Association of the European Rail Industry (UNIFE) have expressed their support for the Technical Pillar of the Fourth Railway Package and appreciate the intense efforts of the European Parliament and of the Council to improve it. Conse-quently, the two associations encourage the Council to assign the principles agreed through the Interoperability Directive to the Directive on Railway Safety. Based on what has already been achieved, the railway sector demands the European institutions to adopt the technical pillar before the Eu-ropean elections in 2014.

The two associations have expressed their hope that the European Parliament will continue to observe the adopted calendar and that the members of the European Par-

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liament will make possible the adoption of this technical pillar as fast as possible. Rail-way transport operators and the railway industry have demanded the reformation of the authorisation process and safety cer-tification since 2010. Both demands have been broadly discussed over the past three years with European institutions and mem-ber states. After years of detailed and com-prehensive debates, CER and UNIFE ask the European Parliament and the Council to act without delay.

In concrete terms, CER and UNIFE sup-port the approach which underlines the fact that ERA should issue the authori-sation for a rail vehicle, according to the one-stop shop attributions; but, since the Agency will be the decision-maker, it will be supported by national railway safety au-thorities. Moreover, both associations be-lieve that the authorisation of a vehicle in

31

3.2.3.2. Number of open points

The ‘number of open points’ shows the unresolved areas for harmonisation in the different subsystems. The closing of open points is a good indicator of the progress with harmonisation of the various national requirements, but this should not be ultimate goal in all cases. In a comprehensive evaluation it is important also to take into account their content, the economic considerations and regional specifi cs.

The revision of the TSIs showed some progress with the closing of open points (see Chart 5). The revised TSI CCS which merges CR and HS TSIs signifi cantly reduced the number of open points to 16 which is by over 50%.

The amendment of Decision 2006/861/EC concerning CR TSI Freight Wagons closed two open points and provided a solution for 10 open points regarding go-everywhere (passe-partout) wagons.

The revised CR TSI OPE also showed progress, with the closure of four open points. The open point ‘usable width of the platform’ in HS TSI INF has been closed by the entry into force of the TSI PRM.

rules applicable for open points, specifi c cases and derogations. The Member States chose different solutions for the assessment of the notifi ed national technical rules applicable for open points (see Table 4). The majority opted for more proactive involvement of their NSAs:

• In six Member States – Germany, Estonia, Lithuania, Slovenia, Finland and Sweden – the NNTRs are checked by the NSAs only.

• In three Member States – Hungary, Norway and Poland the NNTRs are checked by the NSA and notifi ed bodies, both of which act as designated bodies.

• In four Member States – Czech Republic, Denmark, Ireland and Latvia the NNTRs are checked by the NSA and a designated body which is different from the notifi ed body.

• In three Member States – Spain, Italy and Austria – the designated body role to assess NNTRs is played by the NSA, the notifi ed body or another assessment body.

2006

end 2008

end 2010

0

5

10

15

20

25

30

35

40

45

HS INF CR INF HS ENE CR ENE HS RST CR WAG CR HS CCS* CR CCS* PRM HS OPE CR OPE TAP draft draft LOC&PAS draft draft

Chart 5. Number of open points by TSI (year of entry into force of the TSI), as of 21/12/2010

*With the 2011 amendment CR TSI CCS and HS TSI CCS will merge into one TSI; it was at the draft stage at the end of 2010

Source: European Railway Agency, 2010

39

Mobility and Safety in Railway Tunnels - were applicable for CR passenger carriages, locomotives and trainsets.

In 2009, the NSAs issued 307 authorisations for passenger carriages, of which about a third were under the TSI regime (TSIs NOI+PRM+SRT). All of them were granted in Hungary (see Chart 14). The other four NSAs which declared authorisations for passenger carriages in 2009 – Bulgaria, Ireland, Slovakia and Finland – issued them exclusively under the national regime.

The proportion of the authorisations issued for locomotives under the TSI regime (TSIs NOI and SRT) is again a third of the total number (653) of locomotive authorisations in 2009. These were granted by the NSAs Hungary (185), Portugal (11), Slovenia (10) and France (1). Only four of 212 authorisations for locomotives under the TSI regime are with derogations that is fewer than 2%. The NSAs Bulgaria, Spain, Latvia, Norway, Poland, Slovakia, Finland and the UK issued authorisations for locomotives under their national regimes only.

More than 20% of authorisations for CR trainsets were granted under the TSI regime (TSIs NOI, SRT and PRM).

These authorisations were issued by the NSAs Germany (53), Hungary (23), Lithuania (2) and France (2). Three of these are with derogations which is about 4%. The NSAs Czech Republic, Latvia, Norway, Poland, Slovakia, Finland and the UK issued authorisations for CR trainsets under their national regimes only.

• Authorised vehiclesWhen interpreting the data for the HS rolling stock and CR freight wagons subsystems it is important to note that the actual number of vehicles authorised may be greater than the number of authorisations issued. This is because in some cases one authorisation is issued for a series of vehicles (see Chart 13 and Table 4).

The NSAs did not provide data on the number of authorised HS trainsets covered by the three authorisations granted under the TSI regime in 2009.

The number of freight wagons authorised under the TSI regime in 2009 doubled in comparison with 2008. In absolute terms, over 6 300 freight wagons were authorised, around 4% with derogations.

Chart 14. Number of authoris ations for placing in service for CR RST, by type of vehicle, under TSI regime (NOI, PRM, SRT), 2009

Source: 2010 European Railway Agency questionnaire to NSAs (23 NSAs responded)

CR Passenger carriagesCR LocomotiveCR Trainset

BE BG CZ DK DE EE EL ES FR IE IT LV LT LU HU NL

NO AT PL PT RO SI SK FI SE UK

0

20

40

60

80

100

120

140

160

180

200

2 2 23

98

23

11 10

185

1

53


. Number of authoris ations for placing in service for CR RST, by type of vehicle, under TSI regime


39

Железнодорожный Пакет законов но. IV: технический пилон является существенным для конкурентоспособности железнодорожного европейского рынка

Эксплуатационные показатели железнодорожного транспорта были достаточно низкими в последний период, факт который отражает низкий уровень эффективности и качества железнодорожных услуг в сравнении с иными транспортными услугами. Как показывают последние исследования, данная ситуация является результатом присутствия множественных препятствий состоящих в затруднении доступа на рынок новых операторов, и также, в затруднении процесса расширения круга обслуживающих работников, снижая оперативность внутреннего рынка железнодорожных услуг. Барьеры такого типа могут быть расположены в четыре категории- технические, административные, институциональные и законодательные.

Europe has to indicate “the scope”. The Eu-ropean rail sector is in urgent need of the technical pillar in order to remain competi-tive in and for Europe – as transport mode and sustainable industry.

“The discussions about the Technical Pil-lar are now heading into the right direction and need to be accelerated”, commented CER Executive Director Libor Lochman.

“The sector has long been calling for what the European Commission has proposed in the Technical Pillar”, believes UNIFE Director General Philippe Citroën.

The technical pillar of the Fourth Rail-way Package is a fundamental landmark in setting the Single European Railway Area and has to be universally implemented by all parties. The rapid implementation of the technical pillar is a “green light” to the European railway sector and to the estab-lishment of the Single European Railway Area.

The International Union of Wagon Kee-pers (UIP), the European Passenger Train and Traction Operating Lessors Associa-tion (EPTTOLA) and the International Association of Public Transport (UITP) wish to confirm their strong support for the Technical Pillar of the Fourth Railway Package and stress the importance and ur-

gency for reaching an agreement between the European Council and the European Parliament.

UIP Secretary General Gilles Peterhans stated: “If we want one day to see a com-petitive rail freight market at European level, the streamlining of administrative procedures, the setting of clear roles and responsibilities and the removing of super-fluous national regulation are the priorities we all need to care about at hand.”

EPTTOLA President Tim Gilbert com-

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mented: “The proposals in the technical pillar, along with the detail recommenda-tions for simplifying and speeding up au-thorisations, are essential for the industry”.

“The regional and suburban rail opera-tors of UITP support the enactment of the technical pillar with an emphasis on a clear and undisputable exclusion from under the scope of the legislation of the functionally separated local, suburban and regional pas-senger railway lines”, concluded UITP Sec-retary General Alain Flausch.

Organiser:

EUROPEAN CONFERENCE:

Opening the European domestic rail passenger market to competition – what impact on regional, suburban and urban passenger transport?

19-20 November 2013, Strasbourg, France

www.uitp.org/strasbourg2013

International Association of Public Transport

Pub Strasbourg 210x140.indd 1 6/09/13 13:58

40


Passengers are important to the European railways as rail is important to passengers. However, the level of service and assistance provided to passengers is linked to a number of factors beyond the control of the railways. Those factors include the level of infrastructure financing by national and European authorities and the level of compensation for public service obligations (PSO) by competent authorities. The charts below show variations in these economic factors in EU Member States. As a result, railways cannot offer the same level of service, the same level of assistance and satisfy passengers’ rights to the same degree in all Member States.

Public service compensation in EU15 and Central and Eastern Europe (CEE) states

PSOs are undercompensated in practically all Member States. The problem is even more acute in CEE countries.

Track access charges in 2008

Where infrastructure investment is reducing whilst the level of track access charges is increasing, railway undertakings find delivering even the minimum quality of service to their customers something of a challenge.

The role of the competent authorities be they national, regional or local, is crucial. Proper infrastructure financing and charging as well as fair competition between the modes is essential to preserve an acceptable level of service and assistance to rail passengers.

Passengers’ organisations, i.e. the European Passenger Federation (EPF) and the European Disability Forum (EDF), share railways’ concerns that sustainable framework conditions should be ensured to guarantee a good level of service to passengers. The current European law does contain a number of provisions enabling to remove obstacles which prevent an open and competitive European railway market from functioning smoothly.

Figure 1 Percentage of state compensation of total cost minus ticket sales

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

20092008200720062005

CEE average

EU15 average

96%

71%

79%75% 73% 71%

94% 94%99% 97%

Source: CER members

Figure 2 Infrastructure charges for typical intercity passenger trains (€/train-km)

0

1

2

3

4

5

6

7

8

BELTDELVBGCHITROHUATUKFRSISKEENLSPPTCZPLSESFDKHRNO

Source: OECD/ITF 2008

Railways and passengers: one goal, and same concerns

opening for domestic passenger railway transport services.

There are a number of obstacles to im-proving railway companies’ quality of service and operational efficiency. These relate first of all to access to the market for domestic passenger services and the lack of competitive pressure. In many Member States this market is closed to competition, which not only limits growth, but creates disparities between those Member States that have opened their markets and those that have not. Different national approach-es to opening of the market for domestic passenger transport services by rail prevent the emergence of a genuine Internal Mar-ket for rail passenger services.

The main objective of the European Union’s transport policy is to establish an internal market for transport contributing

Mandatory tendering of public service obligations needs a considerable “transition period”

In the last decade, three legislative railway packages have aimed at opening up national markets and making railways more competitive and interoperable at EU level. Regulation 1370/2007 on public passenger transport services by rail and by road, published in December 2007, set out a framework for awarding public service contracts and compensating for public service obligations but not a common approach to awarding contracts for rail passenger transport. Despite the new EU legislation, the modal share of rail in intra-EU transport has remained modest.

S pecialists and railway market play-ers believe that, in the present juridical framework, the perform-

ances of railway passenger transport services are insufficient as regards the qual-ity of services and the operating efficiency. 54% of the respondents to the Eurobarom-eter poll in 2012 were not satisfied by their national and regional railway systems. In the Consumer Markets Scoreboard 2011, the general level of satisfaction of train pas-sengers was of 6.7/10, a lot less than the level of most consumer goods and services. Consumers gave railway services a weaker score than to all the other transport modes and ranked them 27th of 30 services mar-kets, shows the recitals submitted by the European Commission on the amend-ment of several provisions of Regulation 1370/2007 which refer to the market

[ by Elena Ilie ]

to a high degree of competitiveness and the harmonious, balanced and sustainable development of economic activities. The 2011 Transport White Paper stated that rail should account for the majority of medium-distance passenger transport by 2050.

This modal shift would contribute to the 20 % reduction of greenhouse gas emissions provided for in the Europe 2020 Agenda for smart, sustainable and inclusive growth.

The White Paper concluded that no ma-jor change in transport would be possible without the support of an adequate rail in-frastructure and a smarter approach to us-ing it.

The European railway transport systems and networks are still different and most of them operate according to distinct par-ticularities and specifications adapted to national needs. Their harmonisation based on a common denominator is not simple to achieve and perhaps it will not be simple over the next decade either.

Maybe that is why the first three railway packages have not managed to shape a com-mon area for the railway transport activity in Europe. Debates on the topic, especially those referring to the rights of railway pas-sengers, liberalisation, interoperability, infrastructure investments, and the modal shift of freight or the mutual acceptance of rolling stock have been troublesome, yet a common denominator, an algorithm valid across Europe, could not be established. The European Commission, with the support of interested parties, tries to solve in practice the problem of European transport system harmonisation by proposing a number of 6 legislative projects, those composing the al-ready well-known Fourth Railway Package. The Commission believes that this legisla-tive package will complete the process. One of these legislative proposals refers to the amendment of Regulation 1370/2007.

Based on these facts, the draft proposal,

Percentage of state compensation of total cost minus ticket sales

Source: CER

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launched by the Commission at the begin-ning of the year, set as general objective the improvement of the quality of railway pas-senger transport services and the stimula-tion of their operational effectiveness, thus increasing the competitiveness and the at-tractiveness of railways compared to other transport modes and developing the Single European Railway Area.

This proposal encompasses common rules on the award of public service contracts for passenger transport by rail, together with accompanying measures to increase the suc-cess of competitive tendering procedures.

More dialogue between railways and national enforcement bodies will allow a smoother implementation of the Regula-tion (EC) 1371/2007 on rail passengers’ rights and obligations. At a workshop orga-nised by the Community of European Rail-way and Infrastructure Companies (CER) and the International Rail Transport Com-mittee (CIT) on 10 May in Brussels, more than 80 experts from railway undertakings, national enforcement bodies, European in-stitutions, and other transport stakeholders outlined their experience with the regula-tion. The discussions clearly underlined the importance of a better dialogue between stakeholders when implementing the Euro-pean regulation.

“By offering a common discussion plat-form for railways and national enforcement bodies, we want to contribute to the qua-lity of the services offered to rail passengers. That is why we also decided to continue of-fering all respective actors a useful forum to exchange ideas and at the same time an opportunity to network and make contacts across borders. In a year from now, we will be happy to gather again all stakeholders to a second workshop on rail passengers’ rights”, Libor Lochman, CER Executive Di-rector, stated.

“The European dimension to the Rail

PRR means that the approach must be at a high-level although taking national differ-ences and the exemptions allowed by EU Member States into account. The CIT and CER are convinced of the value of inter-preting and applying the Rail PRR across the European Union in the most uniform way possible”, Cesare Brand, CIT General Secretary, pointed out.

Future procedures for the attribution of public service obligations should be fully transparent

The mandatory tendering of public service obligations starting with 2019, as proposed by the European Commission, has raised serious problems and has generated many debates among the railway passenger trans-port operators and railway associations. There have been and there are still doubts, if not fears, from both sides on this proposal included in the Fourth Railway Package. The majority of the parties involved have expressed their concern about this potential legislative measure. The European Commis-sion has conducted a large-scale European poll, among the passengers and the railway transport operators, railway associations, infrastructure managers, transport minis-tries, safety authorities or other ministries and representative bodies.

Regarding compulsory competitive ten-dering, 45% of respondents favoured fle-xible options akin to those of the negoti-ated procedure for public procurement and transitional periods for gradually putting all public service contracts out to tender (80% of respondents). The majority of re-spondents (60%) agreed that the creation of rolling stock leasing companies would help to improve access to rolling stock and a large majority (75%) called for full access to technical information to be provided by the infrastructure manager.

Passengers are important to the European railways as rail is important to passengers. However, the level of service and assistance provided to passengers is linked to a number of factors beyond the control of the railways. Those factors include the level of infrastructure financing by national and European authorities and the level of compensation for public service obligations (PSO) by competent authorities. The charts below show variations in these economic factors in EU Member States. As a result, railways cannot offer the same level of service, the same level of assistance and satisfy passengers’ rights to the same degree in all Member States.

Public service compensation in EU15 and Central and Eastern Europe (CEE) states

PSOs are undercompensated in practically all Member States. The problem is even more acute in CEE countries.

Track access charges in 2008

Where infrastructure investment is reducing whilst the level of track access charges is increasing, railway undertakings find delivering even the minimum quality of service to their customers something of a challenge.

The role of the competent authorities be they national, regional or local, is crucial. Proper infrastructure financing and charging as well as fair competition between the modes is essential to preserve an acceptable level of service and assistance to rail passengers.

Passengers’ organisations, i.e. the European Passenger Federation (EPF) and the European Disability Forum (EDF), share railways’ concerns that sustainable framework conditions should be ensured to guarantee a good level of service to passengers. The current European law does contain a number of provisions enabling to remove obstacles which prevent an open and competitive European railway market from functioning smoothly.

Figure 1 Percentage of state compensation of total cost minus ticket sales

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

20092008200720062005

CEE average

EU15 average

96%

71%

79%75% 73% 71%

94% 94%99% 97%

Source: CER members

Figure 2 Infrastructure charges for typical intercity passenger trains (€/train-km)

0

1

2

3

4

5

6

7

8

BELTDELVBGCHITROHUATUKFRSISKEENLSPPTCZPLSESFDKHRNO

Source: OECD/ITF 2008

Railways and passengers: one goal, and same concerns

Infrastructure charges for typical intercity passenger trains(€/train-km)

Source: CER

42


of competition; this principle should ap-ply not only to Member States, but also to companies from third countries that wish to participate in procurement procedures within the Union”, states a report initiated by Mathieu Grosch, member of the Com-mittee on Transport and Tourism.

Thus, the European rapporteur proposed several amendments to the initial text pro-posed by the European Commission for the amendment of Regulation 1370/2007 on the attribution of public service obliga-tions.

“Preparing railway undertakings for competitive tendering for public service contracts requires some extra time to al-low effective and sustainable internal re-structuring of companies to which such contracts were directly awarded in the past. They should therefore already take action to phase-in this tendering procedure, al-though it is not until 2029 (and not 2019 as provided by the original text introduced by the European Commission, in Janu-ary, when the Fourth Railway Package was adopted) that all public service contracts in the field of public rail passenger transport have to be awarded in accordance with the procurement procedures laid down in this Regulation”, stipulate the proposals submit-ted in July.

Adjustments to complex systems such as rail passenger services need sufficient time in order to be carried out successfully. For that reason, the time limits proposed by the Commission – 2019 and, for expiry of exist-ing contracts, until 2022 – seem too short.

обязанность организововать тендерные торги для контрактов публичных услуг должна испытать долгосрочный “транзитный период”

В последние десять лет существовали три железнодорожных пакетов законов цель которых выражалась в открытии национальных рынках и улучшении конкурентоспособности и интероперабельности в железнодорожной сфере Европейского Союза. Регламент 1370/2007 по публичным железнодорожным и автотранспортным услугам, опубликован в декабре 2007 г установил правовой режим для присуждения контрактов публичных услуг и для компенсации обязанностей публичных услуг, но не предоставил единый подход к вопросу присуждения контрактов железнодорожного пассажирского транспорта. Несмотря на новые законодательства Европейского Союза, железнодорожная сфера занимает среднюю степень важности в рамках европейского транспорта.

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CFF

FFS

“CER is concerned about the mandatory tendering of Public Service Obligation as being the only applicable award mecha-nism. We do not believe that open tender-ing will by all circumstances deliver better results than direct award or in-house pro-vision. We call upon Member States to be pragmatic and to allow enough flexibility when it comes to Public Service Obliga-tion. This is particularly needed in the case of smaller Member States where the cost linked to the tendering can overcome the benefits it is deemed to generate.

The compulsory tendering certainly im-plies new prospects arising. Those who will dare to look ahead and abroad will find new business opportunities and might easily and rapidly become efficient and succes-sful bidders. On the other hand it implies the risk of losing Public Service Obligation contracts and this can create very compli-cated issues both for staff and at financial

level. The right balance should therefore be found and it should be up to competent authorities to make the choice of the appro-priate award mechanism. This is what I per-sonally hope for all railway companies and for our customers. As a tax-payer and a citi-zen, we all deserve the most economic ap-proach”, declared Libor Lochman as part of a poll launched by Railway PRO in March when we wished to find out the opinion of the associations that represent the Europe-an railway sector.

“To facilitate the preparation of tenders, and hence enhance competition compe-tent authorities need to ensure that, whilst protecting business secrets, all public ser-vice operators interested in making such a submission receive certain information on the transport services and infrastructure covered by the public service contract. The principle of reciprocity is an impor-tant means of counteracting distortion

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43


MarKet deVeLoPMent

these three countries are crossed by two important pan-European corridors, Cor-ridor IX and Corridor VII – the Danube, as well as by TRACECA corridors.

Based on these facts, the development of railway infrastructure at the borders of the three countries becomes inevitable. That is why they should join efforts in elaborat-ing programmes for the improvement of railway infrastructure. Moreover, the bor-der regions of Romania, Ukraine and the Republic of Moldova can play a significant role within TEN-T. A developed cross-bor-der infrastructure is necessary to reach this objective. Adriana Nicula, representative of the Joint Operational Programme Romania – Ukraine – Republic of Moldova, present at the Moldovan Railway Summit 2013, highlighted the importance of developing joint railway projects in the three countries included in the programme, saying that “no application for funds has been submitted by the three countries for the improvement of railway border traffic. However, this should not prevent the submission of applications for funds in the programming period 2014-2020”.

Эффективаная железнодорожная инфраструктура ведёт к экономическому развитию

Для создания межгосударственного партнёрства в стратегических сферах, для улучшения процесса территориальной, экономической и социальной интеграции и для поддержке политики сближения, стабильности и конкурентоспособности в регионе, Европейский Союз финансировал, в периоде 2007 – 2013, Программу Общей Операционной Деятельности Румыния- Украина- Республика Молдова. Эти три государства будут продолжать пользоватся финансовой поддержкой в рамках названной программы на протяжении периода 2014 - 2020.

the Joint Operational Programme is aimed at supporting the projects which favour economic and social

development, environment protection, preparation for emergency situations, investments in transport and energy in-frastructure. Projects have to have cross-border character and to be developed in partnership by organisations on both sides of the frontier. In order to become eligible, at least one Romanian partner and one Ukrainian/Moldovan partner have to par-ticipate in the projects.

The scope of the Programme includes re-gions of the three neighbouring countries, namely Botoşani, Galaţi, Iaşi, Suceava, Tulcea and Vaslui districts in Romania, Odessa and Cernăuţi oblasts in Ukraine and the entire territory of the Republic of Moldova.

The Joint Operational Programme is aimed at implementing important projects for the improvement of the infrastructure in the region by modernising transport and energy networks, key aspects for a competitive economy and for ensuring the appropriate interconnection between the three participating countries.

Transportation is extremely important

and represents the foundation of the eco-nomy, but in the region included in the Programme, transport of any kind is not an advantage for economic development and interoperability.

The railway network is confronted with a lack of resources for capital investments. Although part of the network is electri-fied and used by upgraded trains, in some areas of the programme they require in-vestments in the railway lines and in the modernisation of trains.

However, costs for the modernisation of railway infrastructure would be too high to be covered by this programme so that a se-ries of small-scale optimisation measures could be encouraged to facilitate cross-border traffic.

Ukraine and the Republic of Moldova are important partners for the European Union and its neighbouring policy and are also included in the programmes of the Eastern Partnership. Moreover, the three countries, Romania, Ukraine and the Republic of Moldova are the impor-tant pillars of railway freight transport in the Eurasian platform and are included in the Wider Black Sea Area (WBSA). At the same time, we must underline the fact that

efficient railway infrastructure attracts economic development

In order to create cross-border and transnational partnerships in fields of strategic importance, to improve territorial, economic and social integration and to support cohesion, stability and competitiveness in the region, in the programming period 2007-2013, the European Union financed the Joint Operational Programme Romania – Ukraine – Republic of Moldova. The three countries will benefit from financial support within the same programme in 2014-2020 as well.

[ by Elena Ilie ]

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MarKet deVeLoPMent

daily in and through Istanbul) are also an impediment. But Marmaray Project is about to solve part of the traffic problems in the city on the bank of Bosporus. It will reduce car dependency, the consumption

Marmaray, a step closer to inauguration

Delayed for a long period of time, due to very important archaeological discoveries, today construction works at the Marmaray project are progressing rapidly. According to the estimates of the Turkish Minister of Transport Binali Yildirim, the opening of the tunnel under the Bosporus Strait is scheduled for the beginning of 2014. The first tests of the Marmaray rail project, which crosses the Bosporus Strait providing a rail connection between Europe and Asia, were conducted on 4 August.

two different high-speed railways will provide connection to the Marmaray Tunnel, so the city will

have an additional 63 km of rail lines. The total cost of these projects that connect the two railway lines to the Marmaray Tunnel amounts to TRY 9 Billion (EUR 3.5 Billion).

Moreover, Baku-Tbilisi-Kars route will be connected to Marmaray Tunnel al-lowing direct transport from Azerbaijan to Europe, said Binali Yildirim, Turkey’s Minister of Transport, who joined Prime Minister Recep Tayyip Erdoğan at the first official tests for the Marmaray Tun-nel. The project on the tunnel under the Bosporus Strait, part of Marmaray, is con-sidered the project of the century and has

a major importance due to its direct rail-way connection between Europe and Asia. The project will include the construction of a 1.3km completely submerged tunnel of a total 13.6 km of tunnel. The existing railway line between Halkali, on the Eu-ropean side and Gebze, on the Asia side, will be fully upgraded and the number of lines will be increased to three. Two lines of this route, covering a total of 76 km, will provide urban transport services and other lines will be used by high-speed trains.

The city of Istanbul, just like many other big cities, is suffocated by intense traffic and pollution, and the few transport sys-tems to deal with such a high transport demand (around 12 million people travel

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spectrum of opportunities across the railway sector.

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[ by Elena Ilie ]

45


ment Ministry’s approval and was await-ing a last green light from the Council of Ministers, could be launched in two-three months.

Through complex investments and rail-way transport development projects, Tur-key seeks not only to boost the national economy (which has recorded remarkable growth over the past four decades ranking 16th in the world and 6th in Europe), but also to get closer to the European Union, a union that the neighbouring country wishes to access.

тоннель Мармарай – на шаг ближе к инаугурации

Строительные работы для тоннеля Мармарай, которые были отсрочены на довольно длительный период на основании важных археологических открытий, в настоящее время быстро прогрессируют. Согласно оценки Министра Транспорта Турции –Бинали Йылдырым, официальное открытие тоннеля проходящего под Босфором программированное к концу октября. Недавно, 4-го августа, были проведены первые проверки в рамках проекта тоннеля Мармарай- проходящего под Босфором и обеспечивающий железнодорожную связь между Европой и Азией.

of energy from own resources, and will limit the import of fuels. It is estimated that the travel time between Istanbul and Ankara will be reduced by up to 3 hours.

The project is financed by the Japa-nese Bank for International Cooperation ( JBIC) – USD 950 Million and the Euro-pean Investment Bank (EIB) – EUR 650 Billion.

The estimates of the Turkish Ministry of Transport show that 1.5 million citizens will use the Marmaray Tunnel in their daily journeys in 2015 and their number will increase up to 1.7 million by 2025.

turkey plans to “capture” railway traffic in the south of the eurasian Platform

“1,086 km of new line were built from 2004 to 2012 and 3,434 km of new line are currently in construction. Apart from these projects, Eskişehir-İstanbul section of the high-speed line Ankara-İstanbul will be commissioned on 30 September 2013 together with the Marmaray Project that will link Europe to Asia. Works on Ankara-Sivas high-speed line are also underway. Other projects underway are the high-speed lines Ankara-Bursa and Ankara-İzmir. We also have other works underway, such as the rehabilitation of conventional lines and the improvement of the geometrical standard of these lines through maintenance and through the

modernisation of the rolling stock fleet”, declared Süleyman Karaman, the General Manager of TCDD in an interview for the February issue of Railway Pro.

Turkey is currently renewing its rail transportation system within the frame-work of a new development plan. Trans-port Minister Binali Yıldırım announced that at least 2,500 kilometres of high-speed rail line would be built in the next five years to connect 14 different cities.

Moreover, Turkish Railways announced the intention to organise “a record tender of TRY 6 Billion (EUR 2.3 Billion) in a bid to buy new trains”, according to the declarations of TCDD General Manager Süleyman Karaman. He also said that the tender, which had passed the Develop-

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

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

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

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

Media Partners:

CITY ON THE MOVEMetropolitan

Club Railway PROthe railway business magazine

Organisers:

INNOVATIVE RAILWAYS. COMPETITIVE BUSINESS

jean-Pierre Loubinoux, director General – uiCSpeech from the previous edition of railway days

Fabrication of Tube Tunnel Elements

Source: Republic of Turkey - Ministry of transportation

Fabrication of Tube Tunnel ElementsFabrication of Tube Tunnel Elements

MarKet deVeLoPMent

46


The authorities have launched the international tender process on the 100% sale of Trainose, the Greek railway passenger transport operator. The tender will be carried out in two phases, the first one including the expression of interest and the second one the submission of the financial offers by the shortlisted investors. The launch of the tender has awakened the interest of many companies which now want to enter the Greek railway sector.

Greece sells trainose

even though the economic situation in Greece is still troubled and de-mands the application of policies

and projects that would help the country recover and the sale of state companies represents an important economic process, the acquisition of shares in the Greek companies is an essential step for other companies that want to extend and con-solidate their position in the European market. This is also the case of the national railway operator, Trainose, for which in June the Hellenic Republic Assets Deve-lopment Fund (HRADF) launched the tender on the sale of a 100% stake in the company.

Trainose provides railway passenger and freight transport services, is responsible for the development, organization and ex-ploitation of regional, urban, suburban and international railway transport services, but also supplies bus or combined trans-port services (for the freight and passen-ger segment), as well as logistics services. Any company or consortium interested in the privatization of the company will have to prove that, as corporate entity, the an-nual average of its consolidated capital in the past three years has exceeded EUR 100 Million and, as private capital company, the sum of assets over the past years has exceeded EUR 200 Million. In the case of

a consortium, the financial capacity crite-ria have to be met by each member of the joint-venture.

From 2007 to 2009, Trainose has re-corded an operating deficit of EUR 240 Million, but, as of 2010, the company has applied a recovery and restructuring plan consisting in the application of a new tariff policy, the implementation of a manage-ment scheme for intercity transport and the amendment of the freight transport expenditure system that would promote block train services.

For the freight transport segment, the company has established a strategy for the development of connections between the railway network and ports (Piraeus, Alexan-droupolis), logistics and industrial centres (Cosco terminal, the development of fa-cilities for Thessaloniki container terminal) and the conclusion of direct contracts with the large industrial companies. To improve the infrastructure and transport services, Greece could initiate the electrification of Athens-Tithorea line, the modernisation of Thessaloniki switchyard and the utilisa-tion of Thriassion intermodal freight centre. Moreover, in the first quarter of the year, the EU will allocate EUR 1 Million via the TEN-T so that the studies necessary to the development of the Athens-Thessaloniki railway will be completed.

russia, France and China, interested to buy the shares

If the projects are implemented, in the next 10 years Greece could become an important supplier of transport services in South-East Europe by providing viable transport offers in the logistics chain to Central Europe, the Balkans and Far East.

As Greece plans to become an important point on the map of transport, the inter-est in the acquisition of Trainose becomes higher and higher. To that end, RZD could create a consortium with SNCF to partici-pate in the tender for Trainose. The con-sortium could also include other compa-nies from Greece.

During a visit to Greece, RZD President Vladimir Putin said that “several details

Source: TRAINOSE


Income statement 2009 2010 2011 2012 (Q1)

Turnover 98.710.404 102.691.916 84.636.087 19.837.798

Sales expenses 290.191.640 264.303.457 155.911.221 30.741.185

Total earnings (profit/loss)

-191.481.236 -161.611.541 -71.275.134 -10.903.966

Total profit margin -194% -157.4% -84.2% -55%

EBIT -231.523.981 -187.509.839 -33.531.818 97.579

%margin EBIT -234.5% -182.6% -39.6%


47


north-south axis. Another company which seems to be

interested to buy Traionse is Grampet Group-GFR from Romania, a company which in July won the tender for the pri-vatization of HZ Cargo (Croatia) and bought a 75% stake in the Croatian opera-tor. Also, in June, the Romanian operator was selected the winner of CFR Marfă’s sale process (Romania) for EUR 202 Mil-lion for the acquisition of a 51% stake.

Trainose was established in 2005 as sub-sidiary of OSE and in 2008 was transferred to the Greek central authorities. The ope-rator delivers railway passenger and freight transport services, organizes, develops and exploits urban, suburban, regional and in-ternational services. The trains of the com-pany cover a network of over 1,500km and carry an annual 15 million passengers and 4.5 million tonnes of freight.

Греция приватизирует железнодорожную компанию trainose

Власти пустили в ход процесс международного тендера по продаже 100% акций греческой железнодорожной компании Traionse. Процесс торгов пройдёт в двух фазах: первая намерена определить выражение интереса, в то время как вторая включает в себя предоставление финансовых предложений инвесторами, прошедшими предварительный отбор. Тендер привлёк внимание многих компаний которые имеют желание вовлечься в греческий железнодорожный сектор.

have been establishment about the par-ticipation in the Trainose sale process and there are companies from Western Europe that are interested to collaborate in the tender for Trainose”.

Also, Kopelouzos Group (Greek energy and natural gas company) has proposed a form of partnership to the Russian compa-ny to elaborate a participation offer in the privatisation of Trainose. Kopelouzos is active in Russia through Prometheus Gas Company in which it holds a 50% stake. Prometheus Gas is a JV with Gazprom. “We have a permanent collaboration with RZD”, declared a representative of Ko-pelouzos. However, RZD has not yet an-swer to the proposal made by Kopelouzos Group.

Participating in the Trainose sale is not the first choice for RZD, as in June Yakunin asked President Vladimir Putin to support the company in the privatisation of Thessa-loniki Port. According to the declarations

made by Yakunin, if it didn’t receive pub-lic financing, RZD would have to set-up a consortium with a foreign partnership to buy the assets put to sale in Greece. The funds used by RZD for the acquisition of Greek companies will mainly come from loans. According to data, the starting price is EUR 100 Million for Thessaloniki Port, EUR 30 Million for Trainose and EUR 10 Million for Rosco.

The Greek press says that companies from France, China, Italy and Germany are interested to buy Trainose.

China could participate through naval op-erator COSCO which announced it would make an offer if the Piraeus Port Authority agreed to reduce the tariffs applied for the use of docks. COSCO plans to participate in the tender for Trainose as the two com-panies are developing transport partner-ships in the Port of Piraeus and, according to the press, the Chinese are interested in the acquisition of the main railway on the

Phot

o: tr

aino

se.g

r


48



Poland is the most important railway market in Eastern Europe both in the freight and in the passenger railway transport sector, and in the past years, especially through European funds, it has carried out a series of important projects for the railway sector. In 2009, the national railway market recovered much more dynamically than estimated, while many European markets faced the effects of the economic crisis. The annual volume of all products and services in the Polish railway sector amounted to (in the period 2010-2012) EUR 2.4 Billion and is estimated to register annual increases of 2.7%, reaching 2.9 Billion by 2016, as shows a study elaborated by SCI Verkehr GmbH (“The Polish Railway Market”). Although the passenger transport sector experienced decreases, due to investments in the transport infrastructure and modernisation of the rolling stock fleet, the number of passengers will constantly increase in the next years.

Poland: Passenger railway transport in figures

according to the Development Strategy 2030, published at the beginning of the year, the most

important challenge in the passenger trans-port sector is the modernisation of the rolling stock fleet and the purchase of new coaches, projects which will contribute to the increase of the number of passengers. In the period 2003-2010, the number of carried passengers reached 260-290 mil-lion, and with the market opening (in 2007) the new operators competed suc-cessfully with PKP. Therefore, the market structure has changed since 2010, includ-ing two companies of PKP Group, seven local companies, and two companies held by DB, Arriva RP Sp. z o.o. (part of Arriva

Group, held by DB). For the consolidation and modernisation

of the transport system, the main indica-tors for the actions to be implemented are determined by the dimension and struc-ture of future demand of the passenger and freight transport. Therefore, the passenger traffic will generally register significant in-creases in the international traffic sector;

compared to the figures in 2010, it will increase by 27-35% until 2020 and by 58-86%% in 2030, and national long-distance services are estimated to increase by 20-28% until 2020 and by 40-57% until 2030. As regards the modes of transport, the railway sector will only increase by 3-5% (in 2010-2020) and, for 2030, after the ex-ecution of the projects for improvement of the services quality and the execution of a high-standard railway system, the increase will be considerable: 100-120%.

Compared to air traffic, the potential opening of the central airport (CPL) could affect the increase of air traffic, but the fi-nal decision will depend on factors such as the implementation of the high-speed line project (“Y” line), transport demands, the economic situation etc.

According to the most recent study elaborated by the Polish Office of Rail Transportation (“Polish railway market in 2011”), 2011 was the first year of increase (of the past three ones) of the perform-ance of the passenger railway transport, the operators transporting 264.5 million passengers, 1% more than in 2010, and the traffic registered an increase of 1.4%. The regional transport increased by 1.4%, and the international one by 11%.

Source: TRANSPORT DEVELOPMENT STRATEGY BY 2020 (with perspective by 2030), MINISTRY OF TRANSPORT, CONSTRUCTION AND MARITIME ECONOMY, Poland, January, 2013.


Railway rolling stock needs the following types of investment programs• rising the number of DC traction units (EZT) to accommodate trains traveling at

speeds up to 160 km/h and satisfy passengers’ expectations; • increasing the number of electric passenger locomotives running at 140/160 km/h;• increasing the number of well equipped electric traction measures to operate trains

running at 200 km/h, including multisystem measures;

Forecasted global demand for passenger transportation in all modes of transport in Poland by 2030 (Polish and foreign operators)

Million persons Maximum variantYears 2010 2015 2020 2025 2030

Railway 261 268 279 345 484

Aviation 20 27 28 35 45

Maritime transport 1.5 1.7 1.8 1.9 2.1

Individual motorization 24843 28198 31146 33405 34556

Billion paskm Maximum variantYears 2010 2015 2020 2025 2030

Railway 17.9 18.0 18.9 25.9 39.5

Aviation 40.7 56.3 60.4 75.1 97.9

Maritime transport 0.50 0.54 0.58 0.62 0.67

Individual motorization 279.7 324.6 365.8 399.3 419.4

49



rolling stock purchase, solution for quality increase

The quality of services provided by rail-way companies has improved as operators have become aware of the need to allocate investments in the rolling stock. The fun-damental problems of passengers refer to comfort conditions and adequate ser-vices, and to the fact that the rolling stock

is worn and transport operators reduced repair, modernisation and maintenance expenses.

Under these circumstances, the develop-ment strategy underlines the importance of granting the support by subsidies, for the rolling stock modernisation and pur-chase. “In the next period, the strategic challenge aims at consolidating the role of the railway transport within an integrated

Source: Prepared by UTK on the basis of EC data , „Polish railway market in 2011”, Polish Office of Rail Transportation, Analysis Unit in the Department of Regulation of Railway Market

Transport performance in the passenger railway transport in the EU countries in 2004 – 2011

13

volume of passengers number increased by 1.7% and the

transport performance grew by around 0.5%. In 2010,

around 500 railway undertakings were authorised to per-

form passenger transport in the all EU countries on the

basis of licenses, 5% more than in 2009. In Poland, 34 li-

censed railway undertakings were authorised to perform

the above mentioned activity (in 2011 – 35 entities) out of

which, the regular, timetable operation was realised by 9

standard gauge railway undertakings – in 2010 and by 11

standard gauge railway undertakings in 2011. Only such

countries as Germany and Great Britain had greater num-

ber of the entities authorised to perform passenger rail-

way transport – Germany - 320 and Great Britain – 44.

In 2011 in all the European Union countries, 8.448

billion passengers were transported by railway, by 0.3%

more than in the preceding year. The performance was at

the level of 405 billion passenger-kilometres (growth of

around 0.25%). Average distance travelled by 1 passenger

amounted analogously as in the preceding year to 47.9

km. It needs to be underlined that up to the year 2008,

passenger railway transport was dynamically increasing.

Only in 2004-2008, the number of passengers increased by

11.2%, and the value of transport performance grew by

nearly 12%. Despite a slight fall which was noted in 2009,

analogously by 1.5% and 1.9%, there was further increase

of transport in the next years. In the years 2009-2011, the

Passenger railway transport in Europe

/Source: Prepared by UTK on the basis of EC data/

/Source: Prepared by UTK on the basis of EC data/

Transport performance in the passenger railway transport in the EU countries in 2004 – 2011

Number of passengers in the railway transport in the EU countries in 2004 – 2011

7,585

7,744

8,001

8,200

8,436

8,310

8,424 8,448

7,5

7,7

7,9

8,1

8,3

8,5

8,7

2004 2005 2006 2007 2008 2009 2010 2011

bln

pas

seng

ers

36

In 2011, pursuant to the provisions of the Article

10 paragraph 1 point 2 of the Railway Transport Act, the

President of UTK granted three licences for performing

the passenger railway transport. In the recent years the

number of licences issued by the President of UTK has not

considerably changed. Since 2006 it has not exceeded 5

per annum. At the end of 2011, the valid licence

(excluding the suspended ones) authorising to perform

the activity was held by 35 railway undertakings, inclu-

ding 13 licences held by the narrow gauge railway under-

takings. From the beginning of the Office of Rail Trans-

portation (UTK) establishment, the President of UTK has

granted 40 licences authorising to perform the passenger

transport services. The timeline between the beginning

of the second half of 2003 and the end of February 2004

was the transition period, when the legal status allowed

the railway undertakings to perform transport on the

basis of concessions granted by the minister competent

for transport or by the licence granted by the Office of

Rail Transportation. Taking the above into account, the

number of railway undertakings performing the trans-

port services in 2003 was higher from the number of

authorised railway undertakings acting on the basis of

the licence.

Licensing the railway passenger transport

/Source: Prepared by UTK/

Number of licenced railway undertakings authorised to perform transport and actually acting on the railway market in the years 2003-2011

transport system. The railway competitive-ness must increase compared to the other modes of transports, in terms of safety and comfort. This goal will be reached through the investment programmes, organisa-tional and technological changes, and the change of programmes will create oppor-tunities for the provision of competitive services”, the document stipulates.

In the next years, intercity services and those provided in the crowded areas will register the most dynamic development: intercity, due to the capacity of connection to the most important cities of Poland, and railway transport services in crowded spaces will become important, especially due to the congestion of road traffic. The competitiveness optimisation will be en-sured by integration with the other modes of transport, and rolling stock will be pur-chased to answer mobility needs.

“As regards intercity services, upgraded or new trains will be put into service in the period 2015-2020. The trains will be able to run on modernised lines at 200 km/h. Subsequently, locomotives capable to reach these speeds will be purchased. The selection of the new rolling stock will reflect the needs of different subsystems, the modern vehicles fulfilling several re-quirements: the locomotives will have to be adapted to the speed limits defined by the individual sections of the modernised

21

In 2011, similar to the preceding year, the biggest

share in the market in terms of number of passengers

belonged to the local-authority companies, including

Przewozy Regionalne [Regional Transport company] 41.5%

(decrease by 2.1% comparing to the year 2010) and Koleje

Mazowieckie [Mazovian Railway] 20.6% (growth by around

0.3%). The average distance of the passenger journey in

the transport performed by the local-authority compa-

nies amounted to 47.8 km (by 1,4 km more than in the

year 2010). The share of the PKP Intercity company in

terms of number of transported passengers amounted to

13.8%, towards 14.1% in 2010. The share of the local-

authority companies which started their activity in 2011,

including Koleje Śląskie [Silesian Railway] and Koleje Wiel-

kopolskie [Greater Poland Railway] was insignificant and

amounted analogously to 0.68% (1.8 million passengers)

and 0.34% (566 thousand passengers). Measuring with the

indicator of transport performance, the largest share

belonged to the PKP Intercity company – 45.5% (decrease

by 1.3%) and Przewozy Regionalne [Regional Transport

company] – 36.5% (increase by 0.3%). The share of the

remaining companies in the transport performance is

considerable lower, including Koleje Mazowieckie

[Mazovian Railway] – 10.3% and PKP SKM [PKP Fast Urban

Rail in Tri-City] – nearly 5%. The share of the remaining

railway undertakings did not exceed 1%, including SKM

Warszawa [Fast Urban Rail in Warsaw] -0.95%, WKD [Warsaw

Commuter Railway] – 0.63%, Arriva RP – 0.48%, Koleje

Śląskie [Silesian Railway] – 0.3%, and Koleje Dolnośląskie

[Lower Silesian Railway] – 0.17%.

The share of the PKP group companies (including

the timetable operating railway undertakings PKP Interci-

ty and PKP SKM in Tri-City), in terms of pkm amounted to

50.5% (comparing to 2010 growth by 1.2%). PKP group

railway undertakings made by 87.7 million passenger-

kilometres less than in the year 2010 (around 1% fall).

Considerable increase of the PKP Intercity company’s

share in 2009 was caused by the transformation process

of the company Przewozy Regionalne [Regional Transport

company] into the local-authority company and transfer-

ring the sector of interregional transport. The share in

the market of transport performance of the PKP Intercity

company increased from the level of 22% to nearly 55%.

It needs to be underlined that since 2009, the PKP Interci-

ty company’s share has been considerably decreasing. In

the year 2010 by 7.7% and in 2011 by 1.3% in relation to

the preceding year.


The railway undertakings share in the market according to the transport performance in 2011


The railway undertakings share in the market according to the number of passengers in 2011

Przewozy Regionalne (Regional Transport

company)36,53%

PKP Intercity45,52%

PKP Szybka Kolej Miejska w Trójmieście (PKP Fast Urban Rail in

Tri-city)4,97%

Warszawska Kolej Dojazdowa (Warsaw Commuter Railway)

0,63%

Koleje Mazowieckie (Mazovian Railway)

10,34%

Szybka Kolej Miejska w Warszawie (Fast

Urban Rail in Warsaw)0,95%

Arriva RP / DB Schenker

0,48%

Koleje Dolnośląsk ie (Lower S ilesian

Railway)0,17%

Koleje Wielkopolskie (Greater Poland

Railway)0,09%

Koleje Ś ląsk ie (S ilesian Railway)

0,30%

Usedomer Bäderbahn GmbH

0,004%

others0,01%

narrow gauge railway0,03%

Number of licenced railway undertakings authorised to perform transport and actually acting on the railway market in the years 2003-2011

The railway undertakings share in the market according to the transport performance in 2011



50


Great Britain, they represent 60% of the Europe’s market share, while Poland holds 3.13%.

Польша: железнодорожный пассажирский транспорт в цифрах

Польша является самым важным железнодорожным рынком восточной Европы с точки зрения грузоперевозок и пассажирского транспорта. В последние годы, в частности с помощью европейского финансирования, Польша осуществляет серию важных проектов в железнодорожном секторе. Для консолидации и модернизации транспортной системы, главные показатели для будущих действий определяются в зависимости от структуры и объёма будущих потребностей в области грузоперевозок и пассажирского транспорта.

network, and carriages will have to comply with all types of passenger and technologi-cal needs”.

The projects of modernisation and pur-chase of new vehicles will be financed from the operators’ own funds and from public funds.

15

distance in the railway transport did not change signifi-

cantly and amounted to 68 km. The shortest average

distance was connected with inland water transport – 16

km and road transport (including bus and minibus) 38.5

km. Despite the fall of general volume of transport, the

share of railway transport is still growing. It amounted to

nearly 33% in 2011, by 1.5% more than in 2010 and by 8%

more than in 2005. Despite the big growing dynamics of

the number of passengers in the national air traffic, the

share of this transport mode in general volume is still

insignificant. In the years 2008-2011 it did not change and

amounted to around 0.19%. Up to 2010, passenger trans-

port market performance in terms of pkm had also a

decreasing tendency and was at the level of a few per-

cent per annum. In 2011, despite the fall of the number

of passengers, there was a growth of transport perfor-

mance by 5.2%, which amounted to 49.9 billion of passen-

ger-kilometres, by 2.5 billion more than the year before.

The dynamics of this indicator was mostly influenced by

In Poland, in 2011 there were 429 million passen-

gers less than 10 years ago who used all modes of trans-

port altogether. Decrease of the number of transported

passengers towards the preceding year amounted to

3.7%. There were 807.4 million passengers transported,

by 30.7 million less than in 2010. The decrease concerned

only the road transport, by around 6.1%. The largest gro-

wing dynamics was noted by air transport, by over 35%.

The slight increase of the number of passengers in rail-

way transport is mostly the positive dynamics in the re-

gional traffic, for short distances. Railway transport in

interregional relations noted a fall equal to 1.3%. The

railway competed quite efficiently particularly in terms of

transport for medium distances and between big cities,

where the infrastructure condition allows to reach high

transport speed (e.g. Warsaw – Poznań, Warsaw – Cracow).

In 2011, the average distance of passenger transport amo-

unted to 61.8 km and was higher by 5.2 km than in 2010

and 13.3 km in comparison to the year 2001. The average

Competition between the modes on the Polish market of the passenger transport

transport mode year

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

mln passengers

total 1 236,0 1 124,5 1 111,2 1 083,9 1 045,7 1 020,9 1 004,7 964,7 902,9 838,2 807,4

car 898,71 815,04 822,88 807,28 782,03 751,47 718,27 664,67 612,88 569,65 534,87

rail 332,22 304,14 282,50 271,20 257,60 262,60 278,75 292,74 284,05 262,33 264,54

air transport 3,44 3,67 3,98 4,04 4,64 5,33 6,19 5,46 4,35 4,80 6,49

inland waterways 1,64 1,65 1,80 1,40 1,44 1,55 1,49 1,79 1,67 1,40 1,52

/Source: Prepared by UTK on the basis of CSO [Central Statistical Office] data/

Dynamics of the number of passengers in particular modes of transport in 2002-2011 (2001=0%)

/Source: Prepared by UTK on the basis of CSO [Central Statistical Office] data/

Number of passengers transported in Poland in 2001-2011

-9,31%

-8,44% -10,17%

-12,98%-16,38%

-20,08%-26,04%

-31,81% -36,61% -40,49%

-8,45%

-14,97% -18,37% -22,46% -20,96%

-16,09%-11,88% -14,50%

-21,04% -20,37%

6,72%15,77% 17,69%

34,95%

55,09%

80,27%

58,99%

26,60% 39,70%

88,91%

0,67%9,65%

-14,72%-11,79%

-5,31% -8,98%

9,41%2,08%

-14,66%-7,21%

-60%

-40%

-20%

0%

20%

40%

60%

80%

100%

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

car railair transport inland waterways

18

day period, which are the effects of diminishing the num-

ber of pupils, students and commuters, which is not com-

pensated by the growth of number of recreation travels,

e.g. travels to tourist places. Dynamic growth of passen-

gers number in October is a result of the fact that this is

the end of holiday period and commencement of the

academic year. The attention should be paid to the chan-

ge of tendency which was the case in 2011. In the months

such as February, April, June and July 2011, the number of

passengers was lower than in the year before. Since Au-

gust, the reverse tendency was noticed. The number of

transported passengers in particular months was higher

than in 2010. In the months from August to December

2011, nearly 2.5 million passengers more than in the pro-

ceding year travelled (growth by 2.2%). The change of the

tendency could be influenced among the others by the

fuel prices, which only since September up to the end of

2011 increased by over 10%, increasing the cost of indivi-

dual transport.

Tourist transport sector in the holiday period has

a dominant influence on the increase of the transport

performance, but only in July and August which specifies

that making use of the railway as the transport mode

while traveling for winter holidays is insignificant. The

characteristics of the volume of transport performance in

of the passenger transport.

In 2011, the passenger railway undertakings trans-

ported the total number of 264.5 million passengers, by

2.2 million more than the year before. The first growth of

number of transported passengers since 2008 amounted

to 0.84% in relation to the year 2010. In the same period,

the railway undertakings delivered transport performan-

ce being the product of the number of passengers trans-

ported in particular routes and distances of their trans-

port equal to 18,169 million passenger-kilometres (growth

by 1.4%). Average distance travelled by one passenger

was 68.7 km in 2011 and increased in comparison to the

preceding year by 0.4 km. In the general number of trans-

ported passengers in 2011, 488 thousand constituted

those who travelled on the narrow gauge lines (drop by

13.4%). On the infrastructure network with the gauge

lower than 1435mm, 5.3 million passenger-kilometres

were travelled, by 51.8% less than in 2010. Altogether, the

narrow gauge railway undertakings launched around 12.8

thousand paths of a total length of 100 thousand kilome-

tres. The average distance travelled by a passenger in this

type of transport amounted to 10.9 kilometre in 2011.

While analyzing the transport results in particular months

of a year, the attention should be paid to characteristic

changes in the number of passengers in winter and holi-



Transport performance in particular months of 2010 and 2011

Number of passengers in particular months of 2010 and 2011

21 741 21 09822 290

22 05022 411

21 42021 111 21 572 21 837

23 24523 104

20 452

21 950

20 737

22 401

21 500

23 366

21 21320 752

21 933 21 999

24 155

23 279

21 256

19 000

20 000

21 000

22 000

23 000

24 000

25 000

January February March April May June July August September October November December

thou

sand

pas

seng

ers

2010 2011

1 323 200

1 325 7081 391 466

1 447 432

1 475 627

1 581 083

1 814 937

1 745 859

1 449 233

1 510 838

1 471 562

1 380 926

1 370 798

1 324 002

1 391 8821 445 880

1 548 123

1 623 5411 797 232

1 821 341

1 462 9251 549 991

1 443 1861 390 414

1 200 000

1 400 000

1 600 000

1 800 000

2 000 000

January February March April May June July August September October November December

thou

sand

pas

seng

er-k

ilom

etre

s

2010 2011



Dynamics of the number of passengers in particular modes of transport in 2002-2011

Transport performance in particular months of 2010 and 2011

Poland and the eu

In 2011, across the EU, the railways car-ried 8.448 billion passengers, 0.3% more than in the previous year, and the traffic reached 405 billion passenger/km after a 0.25% increase.

The number of passengers increased by 11.2% only in 2004-2005, and, despite the fact that in 2009 the traffic decreased, in the next two years the transport increased again (until 2011 the number of passen-gers increased by 1.7%).

As regards the number of licences, in 2010, approximately 500 companies were authorised to perform passenger transport in EU, an increase from 2009.

In Poland, 34 licenses were issued (34 entities in 2011). In Europe, only Germa-ny and Great Britain had a higher number of entities authorised to provide railway passenger transport services (Germany-320, UK-44).

The transport increase in Poland has os-cillated, just like in France and Hungary. Germany ranks first among the states with the highest indicator of the number of pas-sengers, and, together with France and

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52


tion of available EU funds has been slow, we hope to see more concrete initiatives in the next financing period 2014-2020.

The Romanian Ministry of Regional De-velopment and Public Administration, through the bodies subordinated to them, especially the Management Authority for the Regional Operational Programme, pro-poses the development of sustainable urban mobility plans for the seven growth poles (Braşov, Cluj - Napoca, Constanţa, Craiova, Iaşi, Ploieşti and Timişoara) and the capital Bucharest. The elaboration of these plans has been agreed upon as priority by the ministry and the European Commission and their im-plementation would become the framework of the urban transport projects that would be financed through the Regional Operating Programme (ROP) in 2014-2020, with the support of the European Regional Develop-ment Fund (ERDF).

“In 2013, we expect the finalization of ref-erence terms, with Jaspers assistance, for the elaboration of integrated mobility plans. In 2013-2014, the consultants will develop the mobility plans whose results will be absorbed by the community. Then, the projects will be implemented”, declared Cezar Grozavu, Public Manager Project Management Unit – Managing Authority for the Regional Op-erational Programme – Ministry of Regional Development and Public Administration (MDTR), during the Forum for Sustainable

But “integrated urban mobility projects” have only recently entered the common vocabulary of local

administrations so the adoption of such projects is recent. However, there are many examples of cities that have managed to have integrated urban mobility.

Integrated urban mobility refers not only to the fluidisation of traffic, but since urban traffic in Romania is a serious problem, find-ing the best solution to reduce traffic should definitely be the first choice in the strategy on elaborating sustainable mobility plans. Romanian cities have not been built to face a massive and suffocating traffic, which is exactly the case nowadays. Moreover, the ex-tensions and the overpasses do nothing but increase road traffic, instead of reducing the number of cars. On the contrary, supporting public transport, its effectiveness and pro-moting alternative public transport are the solutions for easing traffic and boosting the integrated urban mobility.

Integrated urban mobility solutions are not difficult and are not unreachable objectives

integrated urban mobility plans support the use of alternative public transport

either. More interest in implementing them is all we need.

Most of the citizens of the EU live in cities and 85% of the Gross Domestic Product of the European Union is generated by cities. The sustainable urban mobility, that allows passengers and goods to move without con-gesting traffic and while protecting the envi-ronment, is very important in the develop-ment of a city and of the economy.

We don’t have to reach very far for effec-tive solutions. We can choose an efficient management of transport and mobility, the development of park & ride spaces and bicy-cle lanes, an improved distribution of goods and performing logistics services, restricting access in specific areas of the city, inform-ing the citizens about alternative transport modes and, most of all, replacing individual vehicles with public transport, walking or cycling.

Since not so many sustainable urban mo-bility projects have been initiated in the pro-gramming period 2007-2013 and the attrac-

Urban mobility of the Romania of today is minimal and, if we compared it to that in other small or large cities in the European Union, is almost non-existent. We are not doing very well at urban, suburban mobility and national mobility is not an advantage either; moreover, we cannot yet talk about integrated urban mobility. In the past 10-15 years, only large cities have carried out urban development or urban mobility development programmes, most of them being implemented with limited funds and European support.

[ by Elena Ilie ]

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В Румынии, в данный период, городская мобильность является минимальной и, в сравнении с другими городами Евросоюза, она почти отсутствует. Городская, метрополитенская и общенациональная транспортная мобильность не находится на высшем уровне; более того, пока невозможно говорить о интегрированной городской мобильности. В последние 10-15 лет только крупные города осуществили несколько программ городского развития или городской мобильности, большинство из них имея в распоряжении скромные финансовые средства, а также, при своеобразной поддержке Евросоюза.

Mobility and Urban Development” orga-nised by Club Metropolitan and the Asso-ciation for Metropolitan Mobility (AMM) on 20-21 March in Sibiu. The next reunion of the Forum for Sustainable Mobility and Urban Development will be held on 9 Octo-ber in Bucharest.

The specific objectives of shaping integrat-ed mobility plans for these growth poles and their suburban areas focus on the harmoni-sation of urban and territorial development by developing the transport infrastructure, especially public transport in conformity with mobility and transport needs.

Also, it is necessary to create an institution-al and legal framework to efficiently manage the transport system of each growth pole. Moreover, the authorities plan to elaborate an action plan compliant to both the growth pole and the urban agglomeration, a plan that would refer to the correlated implemen-tation of short-term efficient measures – by 2015 – and on medium-term – by 2020.

It is also worth mentioning the provision according to which the authorities seek to correlate the existing and planned invest-ments into an infrastructure system that would serve the entire urban agglomeration specific to each growth pole and the capital, Bucharest.

It is expected that each growth pole and Bucharest would have a Board which will in-clude all interested parties for each agglom-eration. The Board will develop and monitor

the application of an action plan 2014-2020 on the sustainable mobility in the area of the growth pole and of Bucharest, plan that would seek to encourage the intermodality of public transport, cycling or walking, thus discouraging the individual use of cars, espe-cially on short distances.

The policies and measures defined in a Sustainable Urban Mobility Plan have to address to all transport modes in the entire urban agglomeration, including public and private, passenger and freight, monitored or non-monitored transport. According to the plans announced by the ministry, the authorities seek to support municipalities in elaborating investment strategies and in supporting the preparation of a portfolio of projects, especially in urban transport. Thus, a Masterplan for Mobility will be prepared for the seven growth poles, including Bu-charest, the elaboration of a strategy on the financing and management of urban public transport (including the preparation of pub-lic service obligations and of the business plans for public transport operators), as well as an expertise for increasing the strategic planning capacity and the economic impact for growth poles.

A Sustainable Urban Mobility Plan is a method of approaching more efficiently the transport-related problems in urban areas. Starting from the practices and the regula-tions of Member States, its basic features have to focus on and to implement a partici-pative approach, a plea for sustainability, an

integrated approach, a clear vision, appropri-ate objectives and targets and a review of the costs and benefits of transport.

The European cities which implemented such sustainable mobility plans include Ko-privnica (Croatia), Budapest, Odense (Den-mark), Paris, Lille, Timişoara, Cluj – Na-poca, Oradea, Cambridge, London, Gent, Porto, Brno, Toulouse, Zagreb, Eindhoven, Aachen, Erfurt, Zaragoza, Turku, Helsinki, Örebro, Nottingham, Sheffield, Parma, these being only few of an impressing list.

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54


StatiStiCS

Over half of Europeans (55%) use national or regional trains: at least weekly (6%), several times a month (4%), several times a year (19%), or at most once a year (26%). Over four in ten Europeans have never done so (45%). Slightly over four in ten Europeans (41%) use suburban trains: at least weekly (7%), several times a month (5%), several times a year (13%), or at most once a year (15%). Almost six in ten Europeans have never done so (59%).

Respondents were asked also how often they travel by suburban trains. Only a few respondents are regular users (7%), more specifi-cally: daily or almost daily (3%), several times a week (3%), or once a week (2%). Others travel by suburban trains occasionally: several times a month (5%) or several times a year (13%). Sizeable proportions of respondents seldom or never use suburban trains: once a year or less (15%), or never (59%). Country-by-country analysis shows that over half the respondents have travelled at least once by a suburban train in the Netherlands (72%), Germany (59%), and the Nordic countries Denmark (66%), Sweden (59%) and Finland (52%). The lowest proportions are observed in Bulgaria (10%) and Luxembourg (11%).

1.User frequency of suburban trains

Four in ten Europeans have at least once used a suburban train

Lower prices (43%) clearly stands out as the most frequently cited way to increase the use of national or regional trains. This is fol-lowed at some distance by better network with more routes/stations (20%), faster journeys (17%), more reliableservices (16%), more comfortable and cleaner trains (16%), and more frequent services (14%). A small minority mention other reasons spontaneously (5%). Notably, a sizeable minority spontaneously say that nothing would make them morelikely to travel by train (28%). Another 5% could not form an opinion on this matter. Country-by-country analysis shows that lower prices are mentioned most frequently as a way to increase the use of national or regional trains in every singleMember State, with the exception of Luxembourg. The highest percentages are in France (55%), the Czech Republic (51%), and Greece (49%); conversely, the lowest proportions are in Luxembourg (12%), Portugal (26%) and the Netherlands (27%).

2. Improvements that may encourage europeans to travel by train

Over four in ten Europeans who seldom or never use national or regional trains would be encouraged to do so if prices were lower


15

1.2. User frequency of suburban trains

- Four in ten Europeans have at least once used a suburban train –

Respondents were asked also how often they travel by suburban trains7. Only a few

respondents are regular users (7%), more specifically: daily or almost daily (3%),

several times a week (3%), or once a week (2%). Others travel by suburban trains

occasionally: several times a month (5%) or several times a year (13%). Sizeable

proportions of respondents seldom or never use suburban trains: once a year or less (15%), or never (59%).


Country-by-country analysis shows that over half the respondents have travelled

at least once by a suburban train in the Netherlands (72%), Germany (59%), and

the Nordic countries Denmark (66%), Sweden (59%) and Finland (52%). The lowest proportions are observed in Bulgaria (10%) and Luxembourg (11%).

Taking into account the frequency of use, the highest percentages of regular users of

suburban trains (that is at least once a week: daily or almost daily, several times a

week, and once a week) are in Denmark (13%: 5%, 5% and 3% respectively),

Germany (12%: 5%, 5%, 2%) and Spain (12%: 3%, 5%, 4%). The lowest percentages of regular users are observed in Lithuania and Bulgaria (both 1%).

7 QC1.1 How often do you travel by suburban trains in (OUR COUNTRY)?


17



23

3. IMPROVEMENTS THAT MAY ENCOURAGE EUROPEANS TO TRAVEL BY

TRAIN

- Over four in ten Europeans who seldom or never use national or regional trains would be encouraged to do so if prices were lower –

Having established that many Europeans have little or no experience of national or

regional rail travel (71% of the total sample), we asked these respondents what

would make them more likely to travel by train9. Interviewees were presented with six options and they could give multiple answers.

Lower prices (43%) clearly stands out as the most frequently cited way to increase

the use of national or regional trains. This is followed at some distance by better

network with more routes/stations (20%), faster journeys (17%), more reliable

services (16%), more comfortable and cleaner trains (16%), and more frequent

services (14%). A small minority mention other reasons spontaneously (5%).

Notably, a sizeable minority spontaneously say that nothing would make them more

likely to travel by train (28%). Another 5% could not form an opinion on this matter.

9 QC3 What would make you more likely to travel by train? (ROTATE – MULTIPLE ANSWERS POSSIBLE)

55


StatiStiCS

Source: Special Eurobarometer 388, RAIL COMPETITION Report *

*This survey was conducted by TNS Opinion & Social at the request of the Directorate-General for Mobility and Transport (DG MOVE). It was coordinated by the Directorate-General for Communication. It is the result of the special Eurobarometer 388 (Wave EB77.2) conducted in March 2012 (Publication: September 2012) and involving 25,591 interviews in 25 Member States.

3. OVERALL SATISFACTION WITH CURRENT NA-TIONAL AND REGIONAL RAIL SYSTEMS

Almost half of Europeans are satisfied with their national or regional rail system


28

4. OVERALL SATISFACTION WITH CURRENT NATIONAL AND REGIONAL

RAIL SYSTEMS

- Almost half of Europeans are satisfied with their national or regional rail system –

All respondents were asked to what extent they are satisfied with their national and

regional rail system10. Almost half are satisfied with it: very satisfied (6%) or fairly

satisfied (40%). However, over one-third is not satisfied: not very satisfied (25%) or

not at all satisfied (11%). Almost one-fifth could not form an opinion on this matter

(18%).


Country-by-country analysis reveals that the majority of respondents in 12 of the

25 Member States surveyed are satisfied with their national or regional rail system.

These include the northern European countries Finland (67%), Sweden (60%),

Denmark (64%) and Latvia (51%) and the western European countries Austria

(66%), the Netherlands (64%), Luxembourg (62%), Ireland, France and Spain (all 59%), Belgium (57%), and the UK (55%).

10 QC4 Overall, how satisfied are you with the national and regional rail system in (OUR COUNTRY)?


29

In eight Member States, more interviewees were dissatisfied than satisfied. These

include Italy (61% dissatisfied), Romania (60%), Bulgaria (58%), and Greece

(52%). Finally, interviewees in Lithuania (38%) and Estonia (31%) are most likely to answer they don’t know.


All respondents were asked to what extent they are satisfied with their national and regional rail system. Almost half are satisfied with it: very satisfied (6%) or fairly satisfied (40%). However, over one-third is not satisfied: not very satisfied (25%) or not at all satisfied (11%). Almost one-fifth could not form an opinion on this matter (18%). Country-by-country analysis reveals that the majority of re-spondents in 12 of the 25 Member States surveyed are satisfied with their national or regional rail system. These include the northern European countries Finland (67%), Sweden (60%), Denmark (64%) and Latvia (51%) and the western European countries Austria (66%), the Netherlands (64%), Luxembourg (62%), Ireland, France and Spain (all 59%), Belgium (57%), and the UK (55%). In eight Mem-ber States, more interviewees were dissatisfied than satisfied. These include Italy (61% dissatisfied), Romania (60%), Bulgaria (58%), and Greece (52%). Finally, interviewees in Lithuania (38%) and Estonia (31%) are most likely to answer they don’t know.

56


Модернизация пассажирских поездов и реструктуризация Молдавской Железнодорожной компании (CFM) поддержены европейским Банком Реконструкции и Развития (eBrd)

Молдавская Железнодорожная Компания (CFM) планирует в следующем периоде модернизацию пассажирского и грузового транспортного сектора для улучшения качества транспортных услуг, проект, цель которого является модернизация наличного прокатного материала при привлечении инвестиций. Также, в следующий период государственные органы и компания намерены осуществить программу реструктуризации.

timize the expenses and create new develop-ment opportunities. After the restructuring process will be completed- according to the structure of similar European enterprises, each unit will have responsibility on certain domains, being concentrated specifically on the sector’s development. “This will provide the possibility to develop service quality within CFM . The railway sector needs im-mense investments in rolling stock and infra-structure. We are at an advanced stage of dis-cussions with several international partners, needing their support for implementing important investment projects in this field”, declared Vasile Botnari.

For the modernization of coaches, EBRD could offer the government a credit used by CFM. The rolling

stock rehabilitation and usage period exten-sion project has a total value of EUR 31.5 Million, EBRD intending to allocate EUR 25 Million during this year.

“By the end of the year, the European Bank for Reconstruction and Development could offer Moldovan Railways (CFM) a credit of EUR 25 Million for worn rolling stock fleet rehabilitation and repairs. The project’s total value is EUR 31.5 Million”, mentioned Ele-na Gordeeva, coordinator at the European Bank for Reconstruction and Development (EBRD).

The project aims to rehabilitate over 10 trains, each having four coaches, to optimize of management in energy efficiency benefits; the credit will also provide financing for the implementation of CFM’s restructuring ac-tion plan.

According to latest data (for 2013) the roll-ing stock fleet used for passenger transport comprises 399 trains.

“The project will optimize the passenger transport services provided by CFM, the

Modernization of passenger trains and restructuring of CFM, sustained by eBrd

energy efficiency, will contribute to the com-pany’s restructuring process, providing long-term sustainable development”, mentioned Gordeeva.

The company’s rolling stock fleet modernization project and the restructuring plan represent priority projects for the au-thorities during the next years. “CFM has a modernization and restructuring plan, the institution making efforts to attract invest-ments for rolling stock fleet and infrastruc-ture modernization”, declared Vasile Botnari, the Minister of Transport, in August.

For this purpose, CFM will be restructured in three commercial units in charge of infra-structure and passenger and freight transport services. “The internal separation aims to op-

For the next period, Moldovan Railways (CFM) plans to modernize passenger and freight transport in order to achieve transport service quality growth, the project aiming to modernize the rolling stock fleet through investment attraction. Besides, in the next period, the authorities and the company intend to implement the restructuring program.

In order to optimize the worn rolling stock, CFM plans to modernize 15 Diesel multiple units (each having four coaches) until 2014, valuing EUR 35 Million. 5 Diesel multiple units will be modernized by the end of the year.

Along with this project, 18-20 shunting locomotives will be modernized through investments of EUR 25 Million.

Source: CFM


ÎNTREPRINDEREA DE STAT “CALEA FERATĂ DIN MOLDOVA” PUBLIC ENTERPRISE “THE RAILWAY OF MOLDOVA”

6

0

200

400

600

800

1000

1200

1400

1600

1800

2000

2200

2400

2600

2800

3000

3200

3400

3600

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Parc

ursu

l măr

furil

or, m

ilioa

ne t

one-

km

Parc

ursu

l căl

ător

ilor,

mili

oane

căl

ător

i-km

Măr

furi

trans

porta

te, m

ilioa

ne to

ne

Căl

ător

i tra

nspo

rtați,

mili

oane

per

soan

e

ani Mărfuri transportate, mil.tone Călători transportaţi, mil.persoaneTraficul de marfă, mil.tone-km Traficul de călători, mil.călători-km

TRAFICUL FEROVIAR DE MĂRFURI ŞI DE CĂLĂTORI FREIGHT AND PASSENGER TRAFFIC BY RAIL

Vehicles Units Number of vehicles that ex-ceeded the amortisation term

New vehicles that were put in operation during the year

Diesel locomotives

139 134 0

Diesel multiple units 21 18 3

Passenger wagons 399 4 0

Freight wagons 7433 4850 0Source: Moldovan Railways - CFM

ProduCtS & teChnoLoGieS

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

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

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