THE IMPACT ON INFRASTRUCTURE OF THE GROWTH IN … · 2009-02-13 · • This investigation comprehensively examined if the capacity of rail network and intermodal terminals in Europe

THE IMPACT ON INFRASTRUCTURE OF THE GROWTH IN DOMESTIC COMBINED TRANSPORT

Introduction by Eric Peetermans, International Affairs SNCB Holding

Chairman of the UIC Combined Transport Group

Developing Infrastructure and Operating Models for Intermodal Shift

DIOMIS Workshop II - Paris, February 1st 2007

UIC Combined Transport Group (CTG) Study about Infrastructure Capacity Reserves 2015

• This investigation comprehensively examined if the capacity of rail network and intermodal terminals in Europe will be sufficient to absorb the growth of international combined transport by the year 2015.

• Published in June 2004, the full report can be downloaded from the UIC website http://www.uic.asso.fr/tc/Study-on-capacity-reserve.html

• The project was initiated and financed by the UIC (Union Internationale des Chemins de Fer), with the participation of the UIRR (Union Internationale des Sociétés de Transport Combiné Rail-Route).

• This partnership reflects the joint concern for maintaining an optimum development of this exciting transport mode.

• The study was carried out by the following team of consultants:•

Kessel & Partner Transport Consultants, Freiburg

•

KombiConsult GmbH, Frankfurt am Main

•

MVA, Paris


UIC Combined Transport Group (CTG) Study about Infrastructure Capacity Reserves 2015:

Trans-European reference corridors of the StudyCorridor Via…

1 Benelux, Germany, Switzerland, Italy

2 Benelux, France, Switzerland, Italy Bettembourg/Athus, Metz, Basel

3 Benelux, France, Italy Bettembourg/Athus, Metz, Modane

4 Benelux, France, Italy Paris, Modane

5 Scandinavia, Germany, Austria Italy

6 Germany, Poland

7 Benelux, Germany, Czech Republic, Slovakian Republic

8 Benelux, France, Spain Paris, Bordeaux, Hendaye

9 Benelux, France, Spain Paris, Dijon, Lyon, Cerbère

10 Germany, France, Spain, Portugal Cerbère and Hendaye

11 France, Germany, Austria, Hungary Le Havre/Forbach or Paris/ Basel

12 France, Hungary Switzerland

13 United Kingdom, France, Spain Cerbère or Hendaye

14 United Kingdom, France, Germany, Austria, Hungary Calais, Metz or Forbach

15 United Kingdom, France, Italy Paris or Metz or Modane

16 United Kingdom, France, Switzerland, Italy Metz, Strasbourg or Basel

17 United Kingdom, France, Belgium, Germany, Switzerland, Italy

18 Italy, France, Spain Modane or Ventimiglia/ Cerbère or Hendaye


Main Basic Assumptions of the Study

• Sustained growth of International Combined Transport (ICT) on all corridors• Growth differentiated per corridor but average growth for Unaccompanied ICT

estimated at 6,8 % per year (less than historical growth of CT)• Which means + 113% 2015/2002 (+ 134,92 % for Unaccompanied International

Combined Transport and + 19% for Accompanied ICT)• Increase of the number of Conventional Freight Trains by 25%• Increase of 20% of the productivity in the use of the Infrastructure by Freight

trains:– 750 m/ 1 500 Gross Tons on all corridors studied– 80% use of the available length– Internationally integrated railway paths– Return of quality of service to normal levels (85/90% punctuality)

• All identified Infrastructure projects have been implemented by 2015• Severe Railway Infrastructure saturation is shown, requiring far reaching

boundary crossing actions in terms of investments in rail and terminal infrastructure, technical-operational improvements, working procedures between all stakeholders of CT

• With the network effect, the problematic of the central European network impacts all European related flows, including South Eastern Europe and Asia Minor


UIC Combined Transport Group (CTG) Study about Infrastructure Capacity Reserves 2015 : Growth Projections

(International non accompanied Combined Transport)

14

44,1

103,6

0

20

40

60

80

100

120

1988 2002 2015

mill

ion

tonn

es

6,8 % average annual growth rate

8,5 % average annual growth rate


Utilisation rate of the Railway Infrastructure in 2015 after consideration of planned enlargement investments

> 100%

2015: > 173 trains per day and

direction

85% - 100% 147 - 17370% - 84% 103 - 146


Main International Rail Lines of Route with Bottlenecks by 2015

Country Main Lines of Route with bottlenecksGermany Hamburg – Rhein/Main

Köln – Rhein/Main

Saarbrücken – Stuttgart

France Metz – Dijon

Lyon – Avignon

Paris – Orléans – Tours

Belgium Freight corridors from/to Antwerp

Switzerland Greater Basel area

Spain Barcelona-Tarragona


Top 25 transport areas by 2015 for international CT

Taulov

VeronaLjubljana

BudapestBasel

Ludwigshafen/Mannheim

Nürnberg

München

W ien

W els

Praha

Lübeck

RotterdamAntwerp

Zeebrugge

BremerhavenHamburg

DuisburgNeuss

Köln

Paris

Barcelona

Valencia

Madrid

Novara

Milano

W arszawa

Poznan

Le Havre

Bremen

Gliwice

Graz

Genk

Roma 25 largest areas

Villach

Bologna

9 end-of-corridortransport areas


The Terminals : Capacity Gap 2015 (Inland Terminals)

Capacity 2002Capacity 2002

Handling capacity of transport area in load units p.a. } Capacity gap 2015} Capacity gap 2015

2002

National CT

International CT

National CT

International CT

2015

Capacity enlarge-ment 2015/2002Capacity enlarge-ment 2015/2002

Increase2015/2002


What to do about it : DIOMIS Key Actions and Objectives

• In 4 domains :

- Railway Network Management- Railway Operations Management- Terminal Management- Accompanying Actions

• With the objective of :

– Achieving the productivity gains underlying the conclusions of the Study– Encouraging new types of cooperation between all stakeholders in CT– Describing and helping to implement optimal capacity management models at terminal level– Adapting and improving more effective operating practices in terms of railway operation– Describing the benefits of an international approach towards planning and production– Integrating the assessments of the IMs– Learning to grow Rail Freight traffics on a constrained railway infrastructure

• An ultimate deliverable scheduled for December 2007 : the DIOMIS CT MASTER PLAN 2015

• Budget financed by UIC

• Work started on January 23rd 2006

• The DIOMIS project is documented (objectives, workshops, press releases, reports, etc,…) on the Internet site : http://www.uic.asso.fr/diomis


DIOMIS Project : StatusStatus of the current modules

Module Started Planned Completion

A1 Trends in Domestic CT February 2006 October 2006 (report available, workshop 1/2/2007)

A5 Improving the Use of the Available Train Capacity January 2006 June 2006 (report available, workshop 12/10/2006)

A11 Report on CT in Europe April 2006 September 2006 (report available)

A4 Best Practices in Terminal Management July 2006 December 2006

Module To start in Planned Completion

A7 ICT Production (Long & Heavy Trains,…) October 2006 May 2007

Other Modules starting in 2006

Modules starting in 2007

Module To start in Planned Completion

A8 International Coordination of Terminals February 2007 June 2007

A9 Opportunity Costs NACT vs ACT May 2007 August 2007

A10 Wagon Technology July 2007 October 2007

A12 CT Master Plan 2015 August 2007 December 2007


Intermediary Check : the situation of ICT in 2005First results : confirmation that the trend has set in !

44,1

14,6

53,61

10,1

0,00

10,00

20,00

30,00

40,00

50,00

60,00

Mill

ion

Tons

2002 2005

Unaccompanied ICT Accompanied ICT

+ 21.6%

-31%


Confirmation of the projections made in 2004

DIOMIS: First results : optimal use of existing train capacity, the impact on the rail network

99.400104.900

111.100118.000

125.900

94.400

134.900

0

20.000

40.000

60.000

80.000

100.000

120.000

140.000

160.000

70 80 90 100Average use of capacity on the train (%)

Num

ber o

f int

erna

tiona

l CT

trai

ns 2

015

+ 17,000 trains p.a.

- 19,000 trains p.a.

Spared capacity could be transferred into……constant output with reduced input, or……extended output with constant input


DIOMIS : What is expected from the IMs with regard to the aims of the project ?

– Acknowledge the main bottlenecks– Assess the Infra measures proposed– Assess the cost of relieving the bottlenecks– Common understanding of the infrastructure requirements– Awareness of the urgency of the problem– Integrated international approach for planning the train paths– Long(er) trains : at least 750 m on the selected corridors– Review the priorities between Freight and Passenger trains– ….and many others !


Rate of the Use of Railway Infrastructure Preview 2015 with inclusion of the impact of Domestic CT

> 1 7 3

R a te o f e m p lo y m e n t

N ° o f t ra in s p e r d a y a n d d ire c t io n o n a d o u b le

tra c k e d e le c tr if ie d lin e

1 4 5 - 1 7 31 2 1 – 1 4 4

< 1 2 07 0 – 8 4 %

8 5 – 1 0 0 %> 1 0 0 %

< 7 0 %

> 1 7 3

R a te o f e m p lo y m e n t

N ° o f t ra in s p e r d a y a n d d ire c t io n o n a d o u b le

tra c k e d e le c tr if ie d lin e

1 4 5 - 1 7 31 2 1 – 1 4 4

< 1 2 07 0 – 8 4 %

8 5 – 1 0 0 %> 1 0 0 %

< 7 0 %

Confirmation of the 2004 projection !


Documents

THE IMPACT ON INFRASTRUCTURE OF THE GROWTH IN … · 2009-02-13 · • This investigation comprehensively examined if the capacity of rail network and intermodal terminals in Europe