railwaypro - december

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year VIII ■ No. 4.12. (102) ■ 2013 TEN-T guidelines bring significant progress to infrastructure planning

New possibilities of transport infrastructure financing

“Horizon 2020” receives EUR 80 Billion in the next EU programming period

ERDF funds support integrated urban development

Europe works: EUR 1 Trillion, the budget framework for 2014-2020

Европа функционирует: 1 триллион евро, параметры бюджета на 2014-2020

Mass Transportation

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December 2013 | www.railwaypro.com

1eDitor’s note

Отступление в лесФольклор Восточной Европы,

выбран для последующих поколений романтическими писателями конца 19 века, характеризован в основном сельским населением, проживающим в небольших, часто изолированных посёлках. Жертвы военных вмешательств организованных зарубежными властями, или внутренних колебаний и нападений, общественность данной территории часто находит убежище в лесных зонах или в водно-болотных участках земли. Но, первое спасение приходит со стороны ненадёжной инфраструктуры, которая при первом дожде преображается в капкан для пассажиров или наступающих.

Настоящее время не кажется далеко от этой картины, по крайней мере, для некоторых территориях, составляющих Широкий Черноморский Регион. В центральных и периферических зонах Европейского Союза, инфраструктура и качество услуг железнодорожного пассажирского транспорта всё же отмечает повседневную жизнь населений, характеризованных неподвижностью, ориентированных на внутренний мир, которые довольствуются тем, что им власти

подкидывают с великодушием.В полном несоответствии с

европейской философией обеспечения подвижности всех социальных категорий, включая возрастную категорию и с ограниченными возможностями, транспортные услуги восточной территории часто характеризуются социальной изоляцией и устранением. Не смотря на то, что часто идёт речь об урбанизации восточной зоны, основные факторы, составляющие городские районы не являются управляемыми или не

учитываются представителями, которым поручено установить содержание общественного транспорта.

Обрыв между урбанизированным западом, пересечён железнодорожными сетями, предоставляющими общественные услуги и категорию высококачественных коммерческих услуг, и востоком - урбанизированным лишь на бумаге и пересечён сухопутными дорогами и устарелыми железнодорожными связями, является всё более заметным. Недопонимание гражданских нужд отражается в услугах общественного железнодорожного транспорта, осуществленных подвижными средствами,

оказывающими высокий уровень загрязнения окружающей среды при максимальных операционных стоимостей, не предоставляя минимум удобства и доступности (высокие вагоны, несоответствующие с пассажирами, неудачное разделение купе интерьера, затрудняя доступ пассажиров с ограниченными возможностями, спальные вагоны сомнительного уровня чистоты и.т.д.).

Между тем, возглашается желание повысить уровень рентабельности традиционных операторов - это фактически лишь дымовая вуаль для того, чтобы замаскировать выход с железнодорожного рынка и поддержать альтернативные транспортные системы низкого уровня безопасности, комфорта и даже фискализации.

В период, на протяжении которого Евросоюз стремится улучшить правовой режим контрактов общественных услуг, определённые восточно-европейские территории разрушают свои услуги в этой области, с целью избежать ответственности. Удача в том, что общество всё ещё продолжает жить в самостоятельных условиях, отступая в лес.

Eastern Europe folklore, harvested for posterity by

the romantic writers of the 19th century, is characterized by a prevailing rural population living in small, often isolated, settlements. Plundered by military forces organized by outlandish powers or internal disorders and attacks, the communities of this area find their refuge in the woods or marshes. But what really saves them is the poor infrastructure which becomes a trap for both travellers and invaders in rainy days.

Present times are not that different from this image, at least for some territories part of the Wider Black Sea Area. Whether inside the European Union, or at its suburbs, infrastructure and the quality of passenger railway services are still marking the daily existence of mobility-deprived, self-oriented communities, grateful for the leftovers of the mighty ones.

Fully contradicting the European philosophy of providing mobility to all social, age and health categories, transport services in the eastern area are often defined by exclusion and ostracism. Although we often talk about urbanising the East, basic elements that represent the urban area are not mastered or are pushed aside by those who should define the content of the mandatory public service.

The fracture between the urbanised West, crossed by railway networks that offer both high quality public services and commercial services and the East urbanised only on paper, crossed by dusty roads and damaged railways, becomes more visible every day. The fact that the citizens’ needs are not fully grasped results in railway public services with highly polluting vehicles and enormous operating costs, vehicles that don’t provide the minimum comfort and accessibility

(high wagons that don’t match the platforms, poorly divided interiors not suited for permanently or temporarily disabled people, untidy sleeping coaches etc.).

But in the meantime, it is claimed the intention of making incumbent operators profitable, which is in fact only a smoke screen aimed to conceal their retreat off the rail transport market and the stimulation of alternative transport systems whose safety, comfort and why not, taxation, are more than doubtful.

At times when the EU struggles to improve the legal framework for public service obligations, some East-European territories destroy these services to take responsibility off their shoulders. Lucky that people are still used to being self-sufficient and going back to the woods.

Back to the woodsIssue 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 | December 2013

sMArtrAiL allows rail operators managing ageing infrastructureSMARTRAI L позволяетжелезнодорожнымоператорам использоватьизношенную инфраструктуру

content2

opinions

28

china and eU collaborate to develop urban mobility

MArKet DeVeLopMent

Over the last decades, China has reoriented its economic policies and has become an important economic country due to its rapid internal

transformation which has created a link between a central-planned economy and active global trade implication.

Китай и Евросоюз сотрудничают для развития городской подвижности

РАЗВИТИЕ РЫНКА

В конце ноября месяца состоялся Саммит Евросоюз – Китай, предоставляя перспективы для новых инициатив

на протяжении следующего десятилетия, в соответствии с установленным планом сотрудничества

до 2020 года.


ISSN - 1841 - 4672

Publisher: Editura de Transport & Logistică S.R.L.30, Virgiliu Street, Sector 1 Bucharest, postal code: 010881Tel.:+4 021 224 43 85; +4 021 224 43 87 Mobile: +40 721 723 724Fax: +4 021 224 43 86 E-mail: [email protected]: www.railwaypro.com

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

Contributors: Florentina Ghemut

Production and photo editor:Petru Mureşan

Department of translations: Alina Vuţulicu

Paula BădescuVeronica Lupan

Graphic design:Petru Mureşan

Layout and DTP:Petru Mureş[email protected]

Photo:Radu Drăgan

Marketing Manager:Cristina [email protected]

Advertising Enquiries:[email protected]. railwaypro.com/advertise

eDitor’s note

stAtistics

Back to the woods1

Railway Statistics50

poLicies & strAteGies

33 МНЕНИЯ

LeX

proDUcts&technoLoGies

Safe and efficient transport infrastructure is a fundamental requirement to facilitate and encourage the movement of goods and people throughout the European Union. There is approximately 215,400 km ofrail lines in the EU which represent a significant asset. Many of the rail networks in Eastern Europe and inparts of Western Europe were developed more than 150 years ago.

Цель проекта SMARTRAIL состоит в предоставлении технического прогнозирования администраторам инфраструктуры, с целью эксплуатации в условиях безопасности, надёжности иэффективности “устарелых” европейских железнодорожных сетей.

Public service obligations are the basis for the liberalisation of the domestic passenger transport market

42

Observing passengers’ rights, essential to the opera-tion of the intermodal market

44

MetropoLitAn

European railway industry supports SHIFT2RAIL initiative32

New possibilities of transport infrastructure financing

20

“Horizon 2020” receives EUR 80 Billion in the next EU programming period

22

ERDF funds support integrated urban development24

China might build the high-speed railway in Romania26

Europe works: EUR 1 Trillion, the budget framework for 2014-2020

16

TEN-T guidelines bring significant progress to infrastructure planning

18

Giurgiu and Ruse need transport development to form a Euroregion

30

China and EU collaborate to develop urban mobility28

MArKet DeVeLopMent

High-speed transport remains constant in Europe, but is slowed down in China and Japan by poor demand

31

Prague might have another metro line as of 202238

BKK Strategy, success in attracting European funds39

Efficient reorganisations at minimal costs for Oradea40

Rapid transport connec-tions support the development of metropolitan areas

45

Kayseri, a city of light rail progress36

Saint Petersburg doubles investments for underground development

37

Marmaray, solution to urban transport problems in Istanbul

52

opinions

rAiLwAy stAtions

enGineer

Light rail, the best solution to decongest urban traffic

43

Rail stations, the connection between rail transport and the society

41

SMARTRAIL allows rail operators managing ageing infrastructure

33

Railway infrastructure financing – an aspect with vast implications in railway transport system operation

46

cover photo: ec.europa.eu

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3content

РЕдаКциОнная статья

1 Отступление в лес

ПОЛитиКа и стРатЕГия

РаЗВитиЕ РЫнКа

статистиКа

железнодорожная статистика52

ПРОдуКтОВ и тЕхнОЛОГий

ЗаКОн

мЕтРОПОЛитан

Новые возможности финансирования транспортной инфраструктуры

20

“Горизонт 2020” получит 80 млрд. евро в следующий бюджетный период Евросоюза

22

Фонды FEDER , поддержка для интегрированного городского развития

24

Возможно, Китай построит высокоскоростную линию в Румынии

26


16

Ориентация сети TEN-T ведёт к значительному прогрессу в области планирования инфраструктуры

18

Высокоскоростной транспорт остаётся устойчивым в Европе, но в Китае и в Японии испытывает торможение на фоне снижения спроса

31

Джурджу и Русе нуждаются в развитии транспорта для создания еврорегиона

30


28К 2022 году Прага

планирует построить ещё одну линию метро

38

Стратегия BKK – успех в привлечении европейских фондов

39

Эффективная реорганизация при минимальных стоимостей для города Орадя

40

Быстрые соединения в транспортном секторе поддерживают развитие столичных регионов

45

Кайсери – город, который прогрессирует с помощью легкого метро

36

Петербург удвоил инвестиции для развития метро

37

Мармарай, первый тоннель между Азией и Европой, проходящий под Босфором

52

ПОЛитиКа и стРатЕГия

Обязательства= общественных услуг являются основой либерализации внутреннего рынка пассажирского транспорта

42

Соблюдение прав пассажиров – основа для функционирования интермодального рынка

44

ЗаКОн

мЕтРОПОЛитан

Вокзалы, связывающее звено между железнодорожным транспортом и общественностью

41

SMARTRAIL позволяет железнодорожным операторам использовать изношенную инфраструктуру

33мнЕния

Европейская железнодорожная промышленность поддерживает инициативу SHIFT2RAIL

32

жЕЛЕЗнОдОРОжнЫЕ станции

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transmashholding delivers locomotives to eVr cargo operator

internAtionAL: Transmashholding Baltia (THM’s representative office in Po-land, Finland and Baltic States) has signed a contract with EVR Cargo for the delivery of four shunting locomotives, TEM TMH. Under the contract, diesel locomotives will be delivered in 2014 to Estonian cargo operator. The first locomotive will be deli-vered in April and then one locomotive per month. The new vehicles have EU safety and shunting certificates.The same type of locomotives is used in Estonia in the Port of Sillamäe. The diesel locomotive is based on the modular principle and enables the reduction of operating costs. It is fitted with integrated braking system and a complex safety system.

panevezys city will be crossed by rail Baltica 2

LithUAniA: The route of Rail Baltica 2 project will cross the city of Panevezys, declared Lithuanian Prime Minister, Algir-das Butkevicius, after the Cabinet meeting on 2 December. According to the prime minister, this decision was adopted after carrying out necessary research and the implication of Panevezys city was approved because the railway hubs in the cities of Radviliskis and Siauliai are too crowded for additional traffic. Butkevicius said that it was planned to turn to the European Commission and to ask for the funding of the project Rail Baltica 2. They planned to ask for the funding of 85% of the project value, reports Siauliu krastas. “It was approved that Lithuania, Latvia and Estonia will implement the project Rail Baltica 2. For this purpose, the funding for the creation of the new com-pany with our neighbours is planned. This will be the separate company which will help with the preparation works of the project’s implementation and will turn to the EC asking for the 85% of the project value,” said Butkevicius.

eU co-finances rail studies

sLoVeniA: The European Union will sup-port with just over EUR 1.2 million from the TEN-T Programme a series of studies to support the construction of a new railway line running from the country’s

Company announced. The project will permit trains to run faster and will increase rail transport safety. contract for Dugo selo-novska line was granted

croAtiA: A consortium led by Spanish company Typsa has won the contract to prepare the project and the two related documents for phase two and three of the modernisation of Dugo Selo-Novska rail-way in Croatia. The contract is estimated at EUR 10.2 Million.

Bosnia tenders modernisation works for corridor V in 2014

BosniA AnD herzeGoVinA: Bosnia plans to call in the first quarter of 2014 tenders for reconstruction works on key railway sections on Corridor Vc and paral-lel to Corridor X, the EBRD said.The project has a total estimated cost of EUR 70 Million proposed to be financed by the EBRD, the EIB and OPEC Fund for International Development.The project will include the procurement of track overhaul works on key sections of the railway line Sarajevo-Bradina, as well as

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capital of Ljubljana to the Austrian border, including a connection to Ljubljana’s Jože Pučnik airport.The studies, which were selected for fund-ing under the 2012 TEN-T Annual Call, will look at the alignment and the prepara-tion of an environmental report for the 70 km long Ljubljana-Kranj-Jesenice-Austrian border rail line, including a connection to Ljubljana’s airport. The studies are part of a broader project which aims to increase the line capacity by doubling the track, up-grading the freight category from D3 to D4 and upgrading the signalling and telecom-munication systems.The studies will pave the way for works to start, leading to better rail connections between Slovenia and Austria, as well as eventually linking the key Slovenian Port of Koper with central Europe.

sofia-Mezdra line, completed in 2014

BULGAriA: Modernisation of Sofia-Mezdra line, a vital connection between Sofia and northern and eastern Bulgaria, will be completed by the middle of 2014, Zlatin Krumov, Deputy Director General of the National Railway Infrastructure

Azerbaijan offered iran, pakistan and turkey to create a common railway network

internAtionAL: Azerbaijan offers the countries of Economic Cooperation Organi-zation (ECO) to create the common network of railways and connect it with the railway networks of Europe and the Middle East, ac-cording to the Foreign Minister Elmar Mam-madyarov at the meeting of the Council of Ministers of ECO in Tehran.“The development of regional infrastructure constantly should be a priority purpose of our agenda. ECO should choose to upgrade the railway lines and related infrastructure, as well as the creating of a common railway network and its connection with the net-works of railways in Europe and the Mid-dle East”, Mammadyarov said. According to him, the accelerated completion of the regional railways, including a line of Qazvin

- Rasht - Astara (Iran) - Astara (Azerbaijan), will create new attractive transit opportuni-ties for the region.The Minister also noted that the ECO coun-tries should pay attention “to the facilitation of the trade and transport links, including the facilitation of the crossing of the border”. “These measures can give the benefit from the existing regional physical infrastructure”, Mammadyarov said, quoted by the “Prime”.

news

В мире: Азербайджан предложил нескольким государствам-членам Организации Экономического Сотрудничества определить общую железнодорожную сеть и соединить её с сетями Европы и Среднего Востока.

СлоВения: Евросоюз предоставит Словении 1.2 млн. евро для финансовой поддержке анализа осуществимости строительства новой железнодорожной линии.

В мире: Трансмашхолдинг Балтия подписал с EVR Cargo контракт по доставке четырёх манёвровых локомотивов TEM TMH.

литВа: Маршрут проекта Rail Baltica

2 будет проходить через город Паневежис, объявил премьер-министр Литвы, Альгирдас Буткявичюс.

В мире: Строительство первого высокоскоростного поезда в рамках проекта Silk Wind начнётся летом 2014 года.

Болгария: Модернизация линии София-Мездра осуществится до половины 2014 года, объявил заместитель генерального директора Национальной Компании Железнодорожной Инфраструктуры.

ХорВатия: Консорциум, который находится под управлением испанской компании Typsa, выиграл контракт по подготовке железнодорожного проекта Дуго Село-Новска.

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necessary for the improvement of rail traffic safety include the modernisation of 112 level crossings, the modernisation of electro-mechanical signal boxes on the traffic sections Siculeni – Adjud and Ilia – Lugoj and the introduction of a signal box system for detecting overheated axle boxes and tight brakes. The financing source is non-reimbursable external funds from the European Fund for Regional Development and the state budget. These projects are part of the Priority Axis 3 of SOP-T – Modernisation of the trans-port sector for improving environment protection, human health and passenger safety, Major Intervention Area 2 – Im-provement of traffic safety for all transport modes planned for co-financing from the European Fund for Regional Development in the Sectoral Operational Transport 2007-2013.

china wants to build railway connection between serbia and hungary

internAtionAL: China will be involved in building a railway link between Serbia and European Union member Hungary,

the purchase and installation of signalling equipment along the route Banja Luka – Doboj. pKp pLK to upgrade level crossings

poLAnD: Polish railway infrastructure manager, PKP PLK, will equip 400 level crossings with two signalling systems to increase safety. Modernisation works will be completed in the second half of 2015. Among others, the project will include the routes Warsaw-Bialystok, Tarnowskie Gory-Opole, Koszalin-Goleniow, but also the upgraded sections Wroclaw-Poznan, Krakow- Rzeszow and Czestochowa-Opole. Federal Freight company will double investments

rUssiA: Federal Freight Company (FGK) will invest RUB 25-35 Billion (USD 766.6 Million – USD 1.1 Billion), announced the company’s general manager, Vitaly Evdokimenko. The company’s credits will amount to RUB 20-24 Billion (USD 300 Million –USD 720 Million). The sums may vary as the company’s budget has not been finalized yet.This year, the company has an investment plan of RUB 12 Billion (USD 26 Million). FGK bought 2900 freight transport wag-ons from Uralvagonzavod. Kazakh-russian-Belarus transport company to bring Kazakhstan UsD 780 Million in revenues

internAtionAL: Launching a single transport and logistics company by the state-run railway companies of Kazakhstan, Russia and Belarus will bring Kazakhstan extra revenues of USD 780 Million, Mr. Askar Mamin, President of Kazakhstan

Temir Zholy National Railways Company, said.State-run railway companies of the three countries are working to launch a single logistics operator on parity basis. The project is estimated at over USD 2 Bil-lion. The joint company is expected to be launched in the Q1 2014.“The future company will secure a flow of 1.7 million containers a year across Kazakhstan by 2020. The railway cargo flow will bring revenues of USD 780 Million; the multiplicative effect for the country’s economy is estimated at USD 5.3 Billion”, Mr. Mamin said in a government’s sitting.According to him, Kazakhstan Temir Zholy views the single company as a major tool to reach its goals to shift container cargoes from marine routes to railway routes linking Asia to Europe.

cFr sA launches tenders worth of around eUr 75 Million

roMAniA: On 9-14 January 2014, CFR SA organises open tenders for the attribu-tion of 8 contracts (design and execution) for improving rail traffic safety with a total estimated cost of RON 332 Million (EUR 74.85 Million), VAT excluded. Works

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КазаХСтан: Возможно, порт Актау перейдёт под зарубежное управление, заявил Кайрат Карманов, вице-председатель «Kaznex Invest» (агентство по Поддержке Экспорта и Инвестиций Казахстана).

БоСния и герцегоВина: Власти Боснии намерены начать тендер по реконструкции ключевых маршрутах 5-го Коридора в первом квартале следующего года.

Польша: PKP PLK предоставит оборудование для 400 железнодорожных переездов, с новыми системами

сигнализации для повышения безопасности. роССия: В 2014 году, Федеральная

Грузовая Компания планирует вложить 25-35 млрд. рублей (766.6 млн. долларов – 1.1 млрд. долларов) объявил генеральный директор компании, Виталий Евдокименко.

В мире: Создание железнодорожной компании под управлением национальных железнодорожных компаний Казахстана, России и Белоруссии приведёт к дополнительным доходам для Казахстана, стоимостью 780 млн. долларов.

румыния: В период 9-14 января 2014

года, компания CFR SA организовывает открытые тендеры для предоставления 8 контрактов по проектированию и осуществлению работ, общая стоимость которых оценена в 74.85 млн. евро.

В мире: Китай вовлечётся в строительство железнодорожной линии между Сербией и Венгрией, объявил премьер-министр Ли Кэцян.

Черногория: Железнодорожная Компания Черногория Zeljeznicka Infrastruktura, пускает в ход тендер для проекта линии Белград – Бар.

news

the first high-speed block train for the silk wind project will start in the summer of 2014

internAtionAL: The formation of the first high-speed block train for the Silk Wind project will start in the summer of 2014, Na-tional Secretary of the Intergovernmental Commission of TRACECA in Kazakhstan, Marat Saduov told Trend from Tbilisi.“The first block train will be formed on the route as part of the Silk Wind project next summer if the project partners sign the agreement in Astana by next spring. Much depends on Kazakhstan’s railways and on the Chinese direction. Basically, Kazakhstan today is working to attract cargo from Chi-na,” he said.According to Saduov, today the size of Silk Wind’s through rate which is being dis-cussed between the project participants, is USD 5,000 per container.“The issue is that the through rate should be up to USD 5,000 per container from the Chinese border to Turkey is being discussed. This tariff could be attractive for the Chi-

nese,” Saduov said.The Silk Wind project aims at launching the China-Kazakhstan-Caspian-Caucasus- Tur-key-Europe container train. The project was proposed by Kazakhstan under the TRACE-CA Logistics Processes and Motorways of the Sea project (Logmos).The scheme proposed by Kazakhstan, sug-gests that containers from China are de-livered by rail to Aktau and from there to Baku by ferry and then on to Georgian ports by rail where they will also be delivered to ports in Turkey or Ukraine by ferries. In the latter case, Silk Wind is being combined with the Lithuanian-Ukrainian transport corridor Viking.

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rzD to buy coaches for long-distance trains

rUssiA: RZD will invest RUB 5 Billion (USD 152 Million) in the acquisition of long-distance rolling stock. Investments will be made by increasing RZD’s package of shares in Federal Passenger Company (FPC).Overall, funds will be used to buy 145 pas-senger coaches. railway transport continues to rise

rep. oF MoLDoVA: The volume of Moldova’s combined railway, road, river and air freight traffic through October rose 21.2% to some 10.8 million tonnes, Calcu-lated in freight tonne-kilometres (FTK), traffic increased by 13.3% to some 3.53 bil-lion FTK in the first ten months of 2013.The highest increase, of 28.7%, has been in the rail freight transport segment which attracted 4.3 million tonnes. Road trans-port has increased by 16.7% to 6.3 million tonnes. Georgian railways tries to attract investors from U.s.

GeorGiA: Director General of the Geor-gian Railways, Mamuka Bakhtadze , paid a visit to Washington together with the Geor-gian delegation, the company announced on its website.According to the Georgian Railways the purpose of the visit was to attract invest-ments from the United States.

According to unofficial information, a Romanian company had expressed interest to invest in a bridge connecting Silistra with Calarasi.The second Danube Bridge between the two Balkan countries, linking Bulgaria’s Vidin and Romania’s Calafat, was inaugu-rated in June 2013.It was also confirmed that the ferry line be-tween Silistra and Calarasi is set to renew its functioning by the end of the year. The ferry line has been out of service since last year due to misunderstandings between the concessionaires.

DB seeks to expand in the czech republic

internAtionAL: Deutsche Bahn is look-ing to expand its operations in the Czech Republic. The Czech anti-monopoly agen-cy is reviewing Deutsche Bahn’s planned acquisition of three Czech transport com-panies. Deutsche Bahn’s Czech subsidiary, DB Holding Czech, wants to buy Abellio CZ, part of Netherlands Railways.

Premier Li Keqiang said, after meeting the Hungarian and Serbian prime ministers in the Romanian capital.“We reached important agreement ... we agreed to begin cooperation on the con-struction of railway linking Hungary and Serbia,” Li told reporters.The three parties agreed to immediately set up a joint working group to launch the project as soon as possible. The three premiers did not reveal a value for the investment. romania, invited by Lithuania to become full member of Viking project

internAtionAL: Lithuania’s Prime Mi-nister Algirdas Butkevicius participated in bilateral meetings with the Romania’s Prime Minister Victor Ponta and China’s Prime Minister Li Keqiangu. The parties discussed cooperation between the three countries.“Container train Viking and the non-freez-ing Klaipeda Seaport could become the gates of Romania’s export to the Nordic European countries – it is safe, fast and cheap. We hope that Romania will make up its mind to become the full member of the container train project Viking,” said Butkevicius.The declaration was made during a reunion between Lithuanian Prime Minister, Algir-das Butkevicius, and his counterparts from Romania and China, Li Keqiangu, where the parties discussed transport coopera-tion.Romania signed a memorandum of cooperation at the end of February and is going to complete the remaining formal procedures soon.

china to produce locomotives for turkmenistan

internAtionAL: China’s leading train manufacturer, China South Locomo-tive and Rolling Stock Corporation Ltd. (CSR), announced that it would produce two passenger locomotives for Turkmeni-stan.CSR Ziyang, China’s largest internal-combustion locomotive manufacturer, is the only company to have signed a contract with China’s Ministry of Commerce to produce two internal-combustion passen-ger locomotives for Turkmenistan.Since 2004, CSR Ziyang has exported over 200 locomotives to Turkmenistan, mark-ing China’s largest economic and trade project in Turkmenistan. Bulgaria and romania make first step for new Danube Bridge

internAtionAL: Bulgaria and Romania have started negotiations to build a new bridge on the Danube River, between the cities of Silistra and Calarasi, project to be developed through a PPP.

Aktau port may be handed over to foreign company

KAzAhstAn: Kazakhstan-based Caspian seaport of Aktau currently undergoing an expansion project might be transferred into foreign management, Trend Agency reports, citing Kairat Karmanov, Vice Chairman of the Kaznex Invest (Agency for Promotion of Ka-zakh Exports and Investments).“A Spanish company is showing keen interest in managing the port. Kazakhstan is hosting a Spanish delegation to study the opportuni-ties (…) Besides, some Turkish companies are also interested”, he said, adding that the for-eign companies are not only willing to oper-ate the facility, but also inject investments.Built in 1963 on the east shore of the Caspian

Sea, Aktau port is the only water gates to in-ternational routes for Kazakhstan’s dry car-goes, crude and petroleum products.It is planned to bring the capacity of Aktau seaport in Kazakhstan to 18 million tons of cargoes by 2020, Tengrinews.kz reported late May 2013, citing Kazakhstan Minister of Re-gional Development Bakytzhan Sagintayev.

В мире: Контейнерный поезд Викинг и порт Клайпеда должны стать основами румынского экспорта в северные страны.

В мире: Китайский производитель подвижного состава CSR, объявил намеренность построить две локомотивы для Туркменистана, предназначены пассажирскому сообщению.

В мире: Болгария и Румыния начали переговоры по строительству нового моста через Дунай между городами Силистра и Калараш; возможно, проект осуществится

при Государственно-частном партнёрстве.В мире: Deutsche Bahn заинтересована

развитием своих операционных деятельностей на чешском рынке.

роССия: РЖД вложит 5 млрд. рублей для закупки подвижного состава для дальнего сообщения.

реСПуБлиКа молдоВа: Объём грузов транспортирован в государство, вырос на 21.2% на протяжении первых десяти месяцев года, достигая 10.8 миллионов тонн

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The delegation members held a meeting at the Johns Hopkins University. The meeting was attended by the heads of the Georgian Co-investment Fund and the Georgian Na-tional Investment Agency, who familiarized the representatives of the U.S. administra-tion and business circles with the situation in the Georgian investment market.Mamuka Bakhtadze: “We discussed the possibility, which appeared some time ago- attracting cargo from China. Besides, we made a presentation about the logistic services we can provide to the direction of Afghanistan and of course, taking all this into account, we hope that American companies will be interested to invest in our corridor.”

hungary wants to be a key transit country

hUnGAry: Government plans to transform Hungary into a key for east-west transporta-tion, Foreign Trade State Secretary Peter Szijjártó said in Budapest while addressing the 22nd plenary session of the Coordinat-ing Council on Trans-Siberian Transporta-tion (CCTT). Hungary should intensify efforts in international cargo transport and make better use of its access links to the Trans-Siberian Railway. To attain this aim, three major resources should be utilized: Hungary’s geographical location, its ad-vanced infrastructure and the government’s political commitment to developing the railway network.

zicG to soon tender contracts for Belgrade-Bar line

MonteneGro: Zeljeznicka Infrastruktura Crne Gore (ZICG), Montenegro’s railway infrastructure manager, plans to launch a tender in the project of the line Belgrade-Bar in the fourth quarter of the year. The tender will include modernisation works and con-sultancy services, announced EBRD.The contracts, estimated at EUR 10 Million, will be financed through an EBRD credit.

pazardjik rail station will be modernised

BULGAriA: Pazardjik Municipality has initiated a project worth BGN 3.5 Million (EUR 1.8 Million) on the reconstruction and modernisation of the rail station, the Bulgarian Ministry of Transport announced.Works will be delivered in eight months. The project is co-financed by the European Regional Development Fund (ERDF) under the Transport 2007-2013 operational programme. istanbul-Ankara high speed railway may open in February 2014

tUrKey: High-speed railway between Istanbul and Ankara will be opened by the first months of the next year, Transport Minister Binali Yıldırım said. In addition to this, some 86 Billion Turkish Liras (USD 43 Billion) worth of transport, communication and maritime projects will be completed in five or six years, he noted.The government plans to construct high-speed and normal railways in the 15 cities in which majority of the population lives, said Yıldırım during the ministry’s 2014 budget presentation at the Parliament’s Plan and Budget Commission.Yıldırım stated that they had begun testing for the Istanbul-Ankara YHT. “We’ll begin the initiation of the Ankara-Istanbul line,” he said, adding that it may open February.

The Ankara-Istanbul line will also be linked to the Marmaray, Istanbul’s massive rail tunnel. The journey between Istanbul and Ankara is expected to last three hours.Yıldırm stated that they anticipated the projects in the transport, communication and maritime sectors, which total 86 billion Turkish Liras (USD 43 Billion), would be complete within five or six years.

trainose to provide new freight transport service

Greece: Starting with December 2, Greek railway transport operator Trainose provides a freight transport service between Athens and Thessaloniki following a con-tract signed with 25 member companies of the Federation of Hellenic Enterprises.The new service will provide the Greek rail-way operator with revenues of some EUR 5 Million per year when it is in full operation.The cost of the freight train will be consider-ably reduced once the works currently un-der way on the electric rail traction system are completed.

works for Macedonia-Bulgaria line to start in 2014

Fyr MAceDoniA: FYR Macedonia will launch the building of the first railway link to Bulgaria in 2014. The railway, which will be the most significant infrastructure project for eastern Macedonia, will be started in February and March, announced Macedonian Finance Minister Zoran Stavreski. The railway will play a vital role in reviving economy in the eastern region of Macedonia and will trigger economic growth. The Ministry of Transport plans to implement several infrastructure projects (by 2020), such as construction of lines, including to Albania and modernization of existing lines.

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греция: Начиная с 2-го декабря, греческий железнодорожный оператор Trainose предоставляет транспортную услугу грузоперевозки между Афинами и Салониками.

роССия: Фонд Национального Благосостояния в рамках Комитета Государственной Думы принял решение отсрочить продажу 5% доли участия в капитале РЖД.

грузия: Директор Грузинских Железных Дорог посетил Вашингтон с целью привлечения потенциальных инвесторов из США.

Венгрия: Правительство намеревается преобразить страну в ключевую транзитную территорию для транспорта вдоль восточно-западной оси.

Болгария: Муниципальный округ Пазарджик пустил в ход проект стоимостью 3.5 млн. лева (1.8 млн. евро) для восстановления и модернизации вокзала.

турция: Министр Транспорта, Бинали Йылдырым объявил, что высокоскоростная линия, связывающая Стамбул с Анкарой, возможно, будет пущена в эксплуатацию в первом квартале следующего года.

Authorities delay privatisation of rzD

rUssiA: The State Duma Committee for Property has decided to delay to consider the draft bill about the privatization of a 5% stake in RZD until the Government takes measures to increase the company’s market capitalization, in particular, defines mechanisms of public investment in rail-way infrastructure.The draft bill, which was submitted to the State Duma in October, implements amendments to Article 7 of the Federal Law “On Specifics of Managing and Admi-nistrating Railway Transport Property”, set-ting that neither sale nor any other carve-out of shareholding in the single business units are admitted if it results in reducing the shareholding of the Russian Federation in the company to less than 95%.

The document was prepared by the Mi-nistry of Economic Development in ac-cordance with the governmental decree on adding 25% minus 1 share in RZD to the plan of the privatisation of federal prop-erty in 2014-2016. Earlier, Olga Dergunova, Head of the RF Federal Agency for State Property Control said that there would be two stages in the process of privatization of RZD: the first stage is 5% in 2014, and 20% in 2015-2016. After consideration of the re-sults of the first stage of the privatization, a separate document is to be developed and adopted for the privatization of a 20% stake in RZD. After assessing the results of phase I, separate documents will be devel-oped and adopted for launching phase II.Mrs Dergunova also confirmed that the Pension Fund of the Russian Federation is considered as a potential investor when selling the 5% stake in the company.

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cer: ten-t and ceF – another string to the railway sector’s bow

internAtionAL: The Council of the European Union formalised the adoption of the Trans-European Transport Network (TEN-T) Guidelines and its related financial instrument Connecting Europe Facility (CEF). The Community of European Railway and Infrastructure Companies (CER) welcomes this adoption as it represents a key step toward the realisation of an efficient and effective European Single Railway Area.The main focus of the new TEN-T Guidelines is to improve the interoperability and interconnections between modes. The multimodal Core Network Corridors will increase the coordination between Member States and stakeholders in the planning and investment of corridors. CER welcomes this approach as it is expected to enable efficiency gains for the rail sector in the long run. CER Executive Director Libor Lochman said: “I am very delighted with this final adoption. I want to warmly thank the European institutions for having achieved such a comprehensive agreement that will bring added value to the European railway sector and stimulate economic growth across Europe.”

Kosice-Vienna line project continues

internAtionAL: The authorities prepare the tender for the design contract of the broad gauge line to connect Kosice to Vienna. A joint venture formed by Russia, Ukraine, Slovakia and Austria for promoting the project has already invested EUR 2.5 Million in the pre-feasibility phase and has a plan of similar future investments, declared RZD President Vladimir Yakunin. However, he said that securing the finance for the project, which is estimated to cost EUR 6.36 Billion, remains a “very severe question” and called for state bonds to be used to fund the construction phase. The development of the corridor will require the extension of the infrastructure by around 450 km and the construction of a logistics centre that will become a development engine in the region due to the establishment of the undertakings. According to estimates,

the traffic volume on this line will be of at least 16 million tonnes per year (up to 24 million tonnes per year until 2050) and the rapid goods trade between continents through direct connection will reduce the transport time of freight between Eastern China and Vienna to 15 days.

eU to co-finance rail studies for new northern Greek line

internAtionAL: The European Union will support with EUR 1 million from the TEN-T Programme a series of studies which are necessary for the construction of the new 43 km single railway line connecting the commercial Port of Kavala (Philippos Port) with the Greek rail network. The initiative, which was selected for funding under the 2012 TEN-T Annual Call, includes preliminary studies for structures and buildings, final studies for alignment, track layout and structures, detailed designs for buildings, geotechnical studies and the compilation of tender documents. The new line will also connect with the

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the Fourth railway package’s tech-nical pillar: a top priority for the railway sector

internAtionAL: The Association of the European Rail Industry (UNIFE), the Interna-tional Union of Wagon Keepers (UIP), Eu-ropean Rail Freight Association (ERFA), the International Union for Road-Rail combined transport (UIRR) and the International Union of Railways (UIC) confirmed their strong support for the Technical Pillar of the Fourth Railway Package. They stress the impor-tance and urgency for reaching a sound agreement at the European Parliament as soon as possible. Furthermore, the railway sector called upon the European institutions to adopt the Technical Pillar of the Fourth Railway Package before the European elec-tions of May 2014.The Technical Pillar is a top priority for the European railway sector. It will help make

sure that railways remain competitive as a sustainable transport mode and as an indus-try in and for Europe. The Technical Pillar is a fundamental milestone for the establish-ment of the Single European Railway Area.The European railway sector believes that European Railway Agency (ERA) should be the authority for issuing European vehicle authorisation. The agency should function as a one stop-shop cooperating with the national safety authorities (NSAs).

В мире: Европейские железнодорожные ассоциации UNIFE, UIC, UIP, ERFA и UIRR проявили свою поддержку по отношению к Техническому Компоненту 4-го Железнодорожного Пакета.

В мире: Сообщество Европейских Железнодорожных и Инфраструктурных компаний (CER) оценивает принятие основных направлений сети TEN-T и Механизма “Соединение Европы”.

В мире: Объединённая ассоциация России, Украины, Словакии и Австрии по поддержке проекта Кошице – Вена уже вложила 2.5 млн. евро для предварительного технико-экономического анализа.

В мире: Евросоюз предоставит финансирование 1 млн. евро числу технико-экономических анализов, необходимых для строительства новой линии - длинной 43 км, предоставляющей связь между Портом Кавала и железнодорожной сетью Греции.

КазаХСтан: Проект строительства высокоскоростной лини, связывающей города Астана и Алматы, был временно отложен на основании очень высоких затрат.

В мире: РЖД считает, что Монголия должна ускорить процесс модернизации линии Улан-Батор для роста грузопотока к 100 млн. тонн в год.

existing Thessaloniki-Alexandroupoli rail line in the area of Toxotes Xanthi. Once completed, the studies will pave the way for the construction phase of the project. The studies will be monitored by the Trans-European Transport Network Executive Agency (TEN-T EA) and are set to be completed by the end of 2015.

Kazakhstan postpones construction of new high-speed railway

KAzAKhstAn: The project for construction of a high-speed railway from Astana to Almaty was temporarily postponed, due to its high cost, Almaty Mayor Akhmetzhan Yesimov said. “The project for construction of a high-speed railway Astana-Almaty is costly and its implementation was temporarily postponed,” the mayor said. In 2011, Kazakhstan began to develop a feasibility study for the construction of a new Astana-Almaty railway over which Talgo high-speed trains would run. The project was being developed by Chinese

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cis states and Uic sign memorandum of cooperation

internAtionAL: The Council for Rail Transport of CIS States (CRT CIS) and the International Union of Railways (UIC) signed a memorandum of cooperation. In the framework of the memorandum, it is proposed that from 2014 to 2017, the two organisations will cooperate on traffic safety, antiterrorism security, the development of uniform operational rules for the railways and the interoperability of rail systems. The parties will also exchange their experience in environmental protection, energy conservation and the development of backup systems in passenger traffic, as well as in cargo tracking technology.

cargo rail traffic between Ukraine and eU increased

internAtionAL: The volume of rail freight traffic between Ukraine and the European Union in January-October 2013 increased by 4% compared to the same period in 2012, to 39.4 million tonnes. The volume of cargo transportation between Ukraine and the countries of the Customs Union in January-October 2013 decreased by 8.4% and amounted to 79.96 million tonnes. Export shipments

experts jointly with the Kazakh Company Transproject-K and French company Systra SA was attracted for rendering consultative services. It was planned that the total length of the new railway line will be 1011 kilometres. The new way will be shorter by about 300-400 kilometres. Currently, Talgo arrives from one capital to another in about 13 hours. And afterwards a new railway line will be constructed, reducing the time to five hours. The cost of the project in 2011 was not announced. However, in April 2013, Kazakh President Nursultan Nazarbayev stated that this project needs serious additional analysis. At the same time, the passenger flow between Astana and Almaty doesn’t provide the required profitability of this railway.

poland announces railway infrastructure investments

poLAnD: The Government will spend PLN 24.9 Billion (EUR 6 Billion) on 140 railway infrastructure projects in the years 2013-2015, the government announced. Of the total sum, PLN 13.2 Billion will come from EU funds, PLN 4.4 Billion from public domestic finance and the rest will be provided by state railway operator PKP PKL.

rzD and hungarian railways sign memorandum of cooperation

rUssiA: RZD and Hungarian Railways have signed a memorandum of cooperation aimed at increasing the efficiency of the existing rail networks in the Russian Federation and Hungary, raising the competitiveness of rail transport compared to other modes of transport and working together on applying the requirements for the narrow 1435 mm and broad gauge 1520 mm railway systems in order to ensure their effective interaction. Other priority areas singled out for cooperation include improving the operational safety of railway transport, minimising harmful effects on the environment and improving the tariff policy and information systems.

Mongolia should accelerate the implementation of the Ulan-Bator railway

internAtionAL: RZD wants Mongolia to speed up the modernization of the Ulan-Bator Railway to get

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euro-Mediterranean ministers to boost regional economic integration

internAtionAL: In mid November trans-port ministers from 43 countries of the Eu-ro-Mediterranean area met in Brussels and confirmed their commitment to boost co-operation. The aim is to establish a well-con-nected area for aviation, rail, maritime and road transport. Regional integration in trans-port will strengthen economic exchanges and create business opportunities in the Euro-Mediterranean region. In the Joint Declara-tion released after the Conference Ministers have agreed on the priorities and guidelines for future cooperation on regulatory reforms and convergence; the development of the Trans-Mediterranean Transport Network

(TMN-T) and its future connection to the Trans-European Transport Network (TEN-T) and the organisation of another conference before the end of 2015 to address funding of the development of the TMN-T.

Польша: Правительство Варшавы вложит 24.9 млрд. злотых (6 млрд. евро) в восстановление железнодорожной инфраструктуры в период 2013-2015.

В мире: В начале 2014 года пройдут испытания в рамках проекта Викинг, учитывая, что маршрут расширяется от Литвы к Турции.

В мире: В середине ноября месяца министры транспорта 43 государств, принадлежащих Евро-Средиземноморской зоне, провели встречу в Брюсселе, с целью подтверждения обязательств, связанных

с улучшением сотрудничества в регионе. В мире: Совет по

Железнодорожному Транспорту государств бывшего СНГ и Международный Союз Железных Дорог (МСЖД) подписали меморандум о сотрудничестве на период 2014-2017.

В мире: РЖД и Венгерские Железные Дороги подписали меморандум о сотрудничестве, цель которого состоит в повышении эффективности железнодорожных сетей названных стран.

approximately 100 million tonnes of transit cargo flow per annum. “To switch part of the prospective transit cargo flow to the Ulan-Bator Railway, it is necessary to upgrade the mainline as fast as possible to provide transportation in the framework of so called Northern Logistics System. It must join the transport systems of Russia, Mongolia, and China, and it envisages the development of the Ulan-Ude – Naushki – Erlyan – Jining transport corridor,” said Vadim Morozov, First Vice President of RZD.A joint Russian-Mongolian company “Development of Infrastructure” was launched on parity basis for the modernization of the railway infrastructure of Mongolia. It will be engaged in the construction of the Tavan-Tolgoi – Sainshand line, the transportation volume via which can reach 44 million tonnes by 2020.

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will be elaborated on the principle of preservation of 100% of Ukrzaliznytsia’s capital as state ownership. The new draft law is market-oriented and meets European norms. “The draft law was developed on the basis of the so-called model law, adopted in the European Union countries. The main innovation of this law is implementation of effective mechanisms for attraction of private capital to administration of the transport state monopoly,” the government stated.

Kazakhstan and russia to reconstruct transborder railway

internAtionAL: Russian Omsk region and Kazakh North-Kazakhstan region will restore a 100-kilometer long trans-border railway. The parties reached this agreement at a meeting on Dec. 4. “A direct railway between the regions will enable transportation of building materials, primarily crushed stone, as well as agricultural products,” Omsk region authority’s reported. A joint action plan and regulatory framework for the project is being developed through Dec. 25. The parties agreed to create a joint venture for the road reconstruction. The authorities of Kazakh and Russian region plans to attract investors to fund the project.

Lithuania to Turkey. Railway companies expect services to be regular starting with next summer. These perspectives were discussed during the meeting between company Lithuanian Railways and Turkish freight forwarding company BALO. At the meeting, a bilateral freight forwarding agreement was signed. It is believed that company BALO will become the main operator of intermodal container train Viking in Turkey. Container train Viking is a joint project of Lithuanian, Belarusian and Ukrainian railways, seaport cargo companies, and Klaipeda, Ilyitchovsk and Odessa seaports. Moldovan Railways decided to join the project in 2013 and as of July, Moldova was included in the service on the routes Ocniţa, Bălţi, Ungheni (north) and Giurgiuleşti Port (south).

Ukraine wants private capital in the railway sector

UKrAine: The Cabinet of Ministers reformulates the new draft railway law to include the attraction of private capital. However, the railway system reform

to the EU states came to 35.2 million tonnes. The volume of goods traffic from the EU countries in transit through the territory of Ukraine amounted to 880,700 tonnes, which is 3.8% less. The volume of rail freight traffic between Ukraine and Russia decreased by 6%, to 65.4 million tonnes, between Ukraine and Kazakhstan it declined by 60.3%, to 6.5 million, while between Ukraine and Belarus it grew by 14.9%, to 8.1 million tonnes. Infrastructure capacity of Ukrainian railways has the possibility of increasing the volume of traffic on both the western and eastern borders, by 10-50%.

Azerbaijan, turkey start new railway design

internAtionAL: Azerbaijan and Turkey have started work on the design of the railway which will connect Kars with Nakhchivan, Turkish Minister of Transport, Shipping and Communications Binali Yildirim said at a press conference at the third Caspian Forum in Istanbul. “The two presidents have instructed on this project implementation during the third session of the Supreme Council on Strategic Partnership between Azerbaijan and Turkey, held in Ankara in November,” he said.“The Kars- Susuz -Diludzhu- Nakhchivan railway project will take shape during the next meetings with the Azerbaijani side,” Yildirim added.Yildirim said that this project will become more important after commissioning the Baku -Tbilisi-Kars railway. The length of Kars-Susuz-Diludzhu-Nakhchivan will amount to 223.6 kilometers, according to the preliminary data. It is planned to construct a new 105-kilometer branch of the railway as part of the Baku-Tbilisi-Kars project. In addition, the railway’s Akhalkalaki-Tbilisi-Marabda section will be reconstructed in Georgia, which will increase its capacity to 15 million tons of cargo per year. Peak capacity of the corridor will be 17 million tonne of cargo. This figure will be at the level of one million passengers and 6.5 million tonne of cargo at the initial stage.

turkey to join Viking in 2014

internAtionAL: Tests will be carried out for the Viking project at the beginning of 2014 as the route is extended from

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eiM strengthens cooperation amongst rail infrastructure managers

internAtionAL: EIM’s members adopted, on November 27, a reform of the association’s statutes to allow all rail infrastructure managers to join EIM, independent of their organisational structure, ownership and size. This gives

the opportunity for national, non-national, public and/or private infrastructure managers to be part of EIM. By the same token, members of EIM have endorsed the European Commission’s proposal to establish a European Platform of Rail Infrastructure Managers in the presence of EC Director-General Matthias Ruete.

В мире: Объём железнодорожных перевозок между Украиной и Евросоюзом отметил рост на 4% на протяжении периода январь – октябрь 2013, в сравнении с аналогичным периодом предыдущего года.

уКраина: Кабинет Министров Украины пересматривает законопроект железнодорожной области, с целью предоставления возможности привлечения частного капитала.

В мире: В ноябре месяце, Ассоциация Европейских Администраторов Железнодорожной Инфраструктуры

(EIM) пересмотрела свой статус, с целью предоставления возможности всем администраторам инфраструктуры присоединится Ассоциации EIM.

В мире: Азербайджан и Турция начали работы для проектирования железнодорожной линии Карс – Нахчыван (Автономная Республика Азербайджана).

В мире: Россия и Казахстан модернизируют железнодорожный участок протяженностью 100 км, находящийся на границе между Омском и северной частью Республики Казахстан.

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status of transport security units that will now be allowed to search passengers.The newspaper said the subway would spend more than 120 million roubles (USD 3.6 Million) to create a security management centre in a separate building next to one of the subway stations in 2014. The centre will receive video images and data from metal, radiation and explosive detectors.

Baku confirms authorities’ interest in building metro networks in several cities

AzerBAijAn: Sumgayit, Ganja and Nakhchivan are the three cities in Azerbaijan in which the authorities plan to build a metro network, head of the Baku Metro, Taghi Ahmadov told journalists.The main goal is to decongest surface traffic and to determine the increase of public transport market share.Alstom is interested in cooperating with the Azerbaijani side to develop the metro project in the city of Ganja.

no light rail transport for Astana

KAzAKhstAn: Kazakhstan President Nazarbayev believes that Light Rail Transport project proposed by French companies is overly expensive for Astana, so the city will get a bus rapid transit network instead.“They (the French companies) offered us an expensive project wroth more than KZT 300 Billion (USD19 Million). It is unacceptable for us,” Nursultan Nazarbayev is quoted by the presidential press-service as saying at the yesterday’s meeting on the future development of Astana.“That is why the Akimat (municipal authorities) of Astana are suggesting to consider an alternative option: to create a network of designated lanes for bus rapid transit through the city. The first stage of this project is less expensive, so the decision was made to start implementing it,” said the President addressing the problem of overloaded streets of Astana.Akim (Mayor) of Astana Imangali Tasmagambetov reported on the progress in development of the intellectual traffic

warsaw: european funds for tram procurement

poLAnD: Tramwaje Warszawskie has secured European funds worth PLN 285 Million (EUR 68 Million) for the procurement of 80 low-floor trams from Pesa Bydgoszcz. Pesa was the only bidder for the contract to supply the unidirectional vehicles, the company’s offer amounting to PLN 185.4 Million (EUR 44 Million). Vehicles will be delivered in 2015.

itF and Uitp unite with a vision to promote the development of public transport worldwide internAtionAL: The International Transport Workers’ Federation (ITF) and the International Association of Public Transport (UITP) signed a historic Memorandum of Understanding in Brussels with the combined vision of promoting the development of high quality public transport globally.Via the Memorandum of Understanding, ITF and UITP have agreed to work together to promote the development and expansion of public transport worldwide as a motor for sustainable growth and the creation of green jobs as well as environmental protection in reducing congestion and pollution. ITF and UITP convene to work together to develop joint recommendations in vocational training, staff security and the promotion of formal (and the reduction of informal) employment in public transport. The two organisations also agree to represent the interests of public transport employers and workers in international organisations (eg. EU, ILO), to promote the high quality employment that public transport offers in urban areas.“This is the first time we have signed such an agreement with an international trade union federation and it is therefore of great importance to UITP,” noted UITP Secretary General, Alain Flausch. “Investing in public transport infrastructure and services creates direct

jobs but is also a fantastic generator for wider business activity and indirect jobs for city economies”.ITF acting general secretary, Steve Cotton, commented: “This memorandum of understanding signals the opening of a new phase in our relationship with the UITP that is based on building fairer, more sustainable public transport worldwide. It recognises the importance of the UITP as a global body representing operators, employers and public authorities, and also of the vital role in public transport played by workers and their unions.

Moscow subway to invest over UsD 60 Million in security in 2014

rUssiA: Moscow’s subway will spend more than two billion roubles (USD 60 Million) on security in 2014, including RUB 300 Million (USD 9 Million) to hire additional security personnel to ensure law and order at its stations.Security personnel will be authorised to search passengers and check their documents, the newspaper Izvestia said. A contract for 24-hour security services will be published in February 2014.The State Duma is now debating amendments to the Law “On Transport Security,” which determine the powers and

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timişoara authorities want to build metro line

roMAniA: Timişoara Mayor Nicolae Robu has launched the idea of building an 8km metro line connecting Gara de Nord to Timişoara International Airport. The mayor said that the project will be in the portfolio of Timişoara municipality for 2014-2020. The financing source is yet to be identified.“This is the solution – the railways have to be laid in the underground and with the occasion we will definitely develop a met-ro type connection between several key points of our city: Gara de Nord, the shop-ping area, the Eastern railway, the airport, all can be linked and we can do it rapidly and at reasonable costs”, said Robu.The mayor said that another solution would be shifting the railway outside the city, but in a few years the problem would

come back because of the city extension.“We have the alternative to move the line outside the city. We will take it outside the city, but in a few years it will be in the mid-dle of the urban agglomeration again”, de-clared Robu.Timişoara would be the second city of Ro-mania to benefit from a metro network af-ter Bucharest.

румыния: ВМэр города Тимишоара, Николае Робу, представил идею строительства 8 км линии метро.

В мире: Международная Федерация Транспортных рабочих (ITF) и Международная Ассоциация Общественного Транспорта (UITP) подписали Меморандум о Взаимопонимании с целью развития общественного транспорта.

азерБайджан: Сумгаит, Гянджа и Нахичевань - это три города Азербайджана, в которых власти намерены построить сеть метро.

Польша: Компания Tramwaje Warszawskie получила европейские средства стоимостью около 68 млн. евро для закупки 80 низкопольных трамваев.

роССия: В 2014 году, Московский

Метрополитен инвестирует 2 млрд. рублей в проекты безопасности, включая 300 млн. рублей для приёма на работу специализированного персонала.

КазаХСтан: Президент Нурсултан Назарбаев считает, что проект конструкции системы легкорельсового транспорта в столицы Астана является очень дорогостоящим.

румыния: В ноябре, Правительство Румынии приняло ответственность по отношению к Закону Децентрализации, в положение которого входит переход компании Metrorex с управления Министерства Транспорта, под управление Муниципального Совета столицы.

В мире: Губернатор провинции Мекка Халед аль-Фейсал, утвердил решение строительства двух линий метро

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infrastructure for the city. The system will be in place in 2016 and will automatize the regulation of the city’s traffic flows.

Mecca: two metro projects approved

internAtionAL: The governor of Mecca, Prince Khaled Al-Faisal, has approved the construction of two new metro lines in the Saudi Arabian holy city of Mecca. The first line will be 11km long with seven stations and will be mostly underground. It will run from the Jamrat region to the Mecca-Jeddah Expressway.The second line will be partially underground and will be 33km long with 15 stations. It will start in Madinah Road to Umm Al-Qura University.Procedures for the qualification of contractors will begin this week and the attribution of contracts will take place in the first quarter of 2014.

Decentralisation law, adopted and Metrorex, transferred to Bucharest Municipality

roMAniA: The Romanian Government assumed responsibility on the decentralisation project on November. The draft law on decentralisation was previously adopted on 14 November.Apart from a series of national interest activities, such as tourism, environment and agriculture, the Decentralisation Law

sberbank to invest in Moscow transport hubs

rUssiA: Sberbank has signed an agre-ement with RZD-Passenger Station Development, a subsidiary of Russian Railways, for the joint development of transport hubs in Moscow and the Mos-cow region. Sberbank will invest up to RUB 100 Billion (USD 3 Billion) for build-

ing and maintaining transportation hubs to adapt to Moscow’s ever-increasing passenger traffic.Passenger traffic in the capital’s transpor-tation hubs should double by 2025, rising to 1.6 billion people a year. RZD-Passen-ger Station Development plans to build 64 new transport hubs, including 57 in Moscow. Total investment in the project in the city alone could reach RUB 1.1 Tril-lion (USD 33.2 Billion) by 2020.

stipulates the transfer of Metrorex from the suborder of the Ministry of Transport to that of Bucharest Municipality.Also concerning Metrorex, the law stipulates that, contrary to the initial form of the draft law, the Government can approve, upon the demand of the General Council of Bucharest Municipality (CGMB), the free transfer of the company’s shares.Initially, the draft law did not contain the option of transferring Metrorex to CGMB, but the actual transfer.“The package of shares of 8,048,364 nominative shares with nominal value of 2.5 lei owned by the Romanian state in Metrorex is transferred for free to Bucharest Municipality”, said the draft law proposed for approval.According to the draft law, Metrorex will receive money from the state budget only for investments underway.“From now on, infrastructure and modernisation projects and rolling stock projects, including civil protection, can

1515news

роССия: Транспортный Комитет муниципальных властей Петербурга пустил в ход тендер для проектирования системы видеонаблюдения

В мире: Сбербанк подписал соглашение с «РЖД Развитие вокзалов» (дочерняя компания РЖД) о развитии транспортных узлов в Москве и Московской области.

be financed, under the law, from the state budget for underway projects, local budget, own revenues, external and internal loans and non-reimbursable funds”.

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final blessing to the European budget from 2014 until 2020, thus successfully an end-ing long negotiations. The European Un-ion will invest almost EUR 1 Trillion in growth and jobs between 2014 and 2020. The budget will consolidate and support economic recovery in the EU”, declared the European Commission President, Jose Manuel Barroso.

The multiannual financial framework for the next 7 years permits the EU to invest up to EUR 960 Billion in commitment credits, representing 1% of EU’s gross na-tional income and EUR 908.4 Billion in payment credits (0.95% of the EU’s GNI). The budget framework defines cost priori-ties which are oriented to sustainable eco-nomic growth, jobs and competitiveness, in conformity with EU’s strategy, “Europe 2020”.

“After the vote, we can provide predict-ability of funding to some 20 million Eu-ropean small and medium enterprises, mil-lions of the poorest people in the world, some 100,000 towns and regions as well as thousands of laboratories and universities”, declared Commissioner Janusz Lewand-owski, in charge of budget and financial programming.

Main aspects

The future budget will answer to the chal-lenges launched by the present economic situation and there is a series of important innovations which prove the added value of projects and their importance for the sustainable growth of the EU.

The SMSs are the central element of the European economy, representing 99% of total European undertakings and ensuring

europe works: eUr 1 trillion, the budget framework for 2014-2020

At the end of November, European Parliament gave favourable vote to the multiannual financial framework of the EU for 2014-2020. On 2 December, the EU Council adopted Regulation 11791/7/2013 which sets the multiannual financial framework for 2014-2020. Thus, the period of intense negotiations, which lasted two years since the Commission presented its proposals (June 2011), ended. The total budget for the next 7 years is of EUR 960 Billion in commitments and EUR 908 Billion in payments (according to 2011 prices).

[ by Pamela Luică ]

the European Parliament approved the EU budget for 2014-2020 af-ter all conditions set by the resolu-

tion in July have been met. EP wanted to remedy the payment deficit, which made almost impossible for EC to meet the legal commitments of the past years, in order to avoid entering the new year with arrears and member states agreed to grant another EUR 3.9 Billion. Also, EP insisted that the legal basis for different programs would be finalised based on the co-decision between the Council and the Parliament. In order to complete “own resources”, the EP insisted on setting up a high-level working group responsible with reforming the income re-

gime, as the currently operating system is not profitable. The idea was approved by member states which agreed on setting up the group as soon as possible. A success of the EP during this summer’s negotiations was the introduction of the review clause which will give the future Parliament and the future Commission the possibility of a viewpoint on a budget. The review will be-gin in 2016. Special attention will be paid to aligning the future multiannual budget (currently of 7 years) with the political cycles on changing the EU institutions (5 years). The review will be accompanied by a law proposal.

“The European Parliament has given its

Source: ec.europa.eu

17


erating a leverage effect for the EU budg-et, compared to financing through direct grant. This is the goal of financial instru-ments, such as loans, guarantees, own capi-tals and other risk division instruments which can be used on a broader scale in the EU budget for 2014-2020. These will be implemented in cooperation with the Eu-ropean Investment Bank (EIB), European Investment Fund (FEI) and national pro-motion banks.

Financial instruments will be used in programmes such as COSME (SMEs fi-nancing), Horizon 2020 (research and in-novation), Erasmus+ (credit guarantees) and the Connecting Europe Facility (infra-structure).

EU’s multiannual budget is an impor-tant step to transforming Europe into an economy with low carbon emissions, eco-friendly and competitive. At least 20% of the entire budget will be spent on climate-related projects and policies. The 20% commitment triples the current share of 6-8% and could generate up to EUR 180 Billion representing financing for climate in all main cost areas, including structural funds, research, agriculture, maritime and fishing policy, as well as development.

Financing rules will be simpler and easier to understand especially for beneficiaries thus reducing error risk. Overall, around 120 simplification measures will be intro-duced. For example, as part of cohesion policy, EU investments will be simplified through a common norms for all these Eu-ropean investment and structural funds, as well as simpler accounting norms, through better defined reporting requirements and by frequently using digital technologies (e-cohesion). The programme Horizon 2020 will enable a major simplification through a single set of norms for the entire financ-ing for research and innovation previously granted through different programmes.


В конце ноября месяца, Европейский Парламент утвердил положительным голосованием параметры бюджета Многолетнего финансового плана Европейского Союза на период 2014-2020. Второго декабря Европейский Совет принял Регламент 11791/7/2013, устанавливающий параметры бюджета Многолетнего финансового плана на 2014-2020. Таким образом, завершился двухлетний период интенсивных переговоров, с момента представления предложений Комиссией (июнь 2011). Общий бюджет на следующие 7 лет, составляет 960 млрд. евро обязательств, и 908 млрд. евро денежных выплат (в зависимости от цен 2011 года).

two of three jobs in the private sector. Due to the new COSME programme, SMEs can expect EUR 2.3 Billion as support to stimulate their competitiveness and eco-nomic growth. COSME is EU’s first pro-gramme on SMEs which will facilitate their access to EU and non-EU markets and will provide easy access to financing through guarantees for loans and risk capital.

Research and innovation is another pri-ority for the EU, the activities in this seg-ment will benefit from EUR 80 Billion through “Horizon 2020”. The programme will offer a stimulus for economic devel-opment, will consolidate its position of industrial leader in innovation, including through investments in technologies, will supply better access to capital and support for SMEs and will contribute to tackling the main societal challenges, such as cli-mate change, transport and sustainable mobility development and increasing ac-cessibility from the point of view of prices and renewable energy.

Also, economic growth and creating jobs in Europe depend a lot on infrastructure

investments. The transport, energy and IT infrastructure networks across Europe are still confronted with obstacles and are of-ten incomplete, inefficient and even non-existent. With EUR 33.3 Billion (EUR 26.3 Billion for transport, EUR 5.9 Billion for energy and EUR 1.1 Billion for IT), the Connecting Europe Facility (CEF) will be the main instrument for strategic infrastructure investments. In the trans-port infrastructure segment, MCE will contribute to completing the new policy based on which nine major corridors will be the central element of transport in the European single market, revolutionizing the east-west connections. Regarding the energy infrastructure, the instrument is essential to meet the main objectives of the policy – energy at accessible prices for all consumers, delivery safety and sustain-ability. Also, CEF is the first investment programme in the EU for broad band net-works and digital services infrastructures aimed to create a single digital market.

Limited public funds accentuate the need to unblock other financing resources, gen-

Financial Framework 2014-2020Commitments in EUR million (2011 prices)

Multiannual financial framework (EU28) 2014-2020



134

318

135

328

136

056

137

100

137

866

139

078

140

242

2014 2015 2016 2017 2018 2019 2020


18


the TEN-T guidelines and the ap-propriate financing instrument were adopted by the European Commis-

sion in October and the vote will be made official by the Council of the European Un-ion in December.

The Trans-European Transport Network (TEN-T) is one of the key projects of the European Union. It is the backbone of the common market, indispensable for the mo-bility of EU citizens, for the economic, so-cial and territorial cohesion, and for creating economic growth and jobs. There is a clear focus on the most important elements of the TEN-T (in particular bottlenecks, missing links and cross border projects) as well as on sustainable modes of transport and com-plementary elements such as the Technical Specifications for Interoperability.

A major innovation on the new TEN-T guidelines is the introduction of nine im-plementing corridors on the core network. They are there to help implement the deve-lopment of the core network. Each corridor must include three transport modes, three Member States and 2 cross-border sec-tions. In fact, these corridors are not new; they shape and define the core network of the Trans-European Transport Network (TEN-T).

“Where sections of the corridor coincide with the corridors under Regulation (EU) No 913/2010, the development plan and market study already provided for in that Regulation will be taken into consideration in the drawing up of the corridor develop-ment plan”, the TEN-T guidelines state.

But why has in fact a new reorientation of the infrastructure and investment strategy been necessary? In practice there are five main problem areas which need to be tack-led at EU level. First of all, missing links, in particular at cross-border sections, are a major obstacle to the free movement of goods and passengers within and between the Member States and with its neighbours. Secondly, there is a considerable disparity in quality and availability of infrastructure be-tween and within the member states. Third-ly, the transport infrastructure between the transport modes is fragmented. As regards making multi-modal connections, many of Europe’s freight terminals, passenger sta-tions, inland ports, maritime ports, airports and urban nodes are not up to the task. Since these nodes lack multi-modal capac-ity, the potential of multi-modal transport and its ability to remove infrastructure bot-tlenecks and to bridge missing links is insuf-ficiently exploited. On the other hand, in-

vestments in transport infrastructure should contribute to achieve the goals of reduction of greenhouse gas emissions in transport by 60% by 2050. Last but not least, member states still maintain different operational rules and requirements, in particular in the field of interoperability, which significantly add to the transport infrastructure barriers and bottlenecks.

The core network will connect 94 main European ports with rail and road links, 38 key airports with rail connections into major cities, 15,000 km of railway line upgraded to high speed and 35 cross border projects to reduce bottlenecks.

The Community of European Railway and Infrastructure Companies (CER) wel-comes this adoption as it represents a key step toward the realisation of an efficient and effective European Single Railway Area. “The main focus of the new TEN-T Guide-lines is to improve the interoperability and interconnections between modes. The multimodal Core Network Corridors will increase the coordination between Mem-ber States and stakeholders in the planning and investment of corridors”, believes the organisation.

ten-t guidelines bring significant progress to infrastructure planning

The new EU infrastructure policy triples EU financing to EUR 26 Billion for transport for the period 2014–2020. At the same time it refocuses transport financing on a tightly defined new core network. The core network will form the backbone for transportation in Europe’s single market. A major innovation on the new TEN-T guidelines is the introduction of nine implementing corridors on the core network. They are there to help implement the development of the core network. Each corridor must include three transport modes, three member states and 2 cross-border sections.

[ by Elena Ilie ]

Ориентация сети ten-t ведёт к значительному прогрессу в области планирования инфраструктуры

Новая политика Европейского Союза по отношению к инфраструктуре позволяет увеличить в три раза финансирование Евросоюза в транспортном секторе, достигая 26 млрд. евро на протяжении периода 2014-2020. Тем временем, финансирование в транспортном секторе переориентировано на новую, строго установленную центральную сеть. Существенное нововведение в ориентации TEN-T состоит в осуществлении проектов девяти коридоров в центральной сети. Их роль будет заключаться в развитии центральной сети. Каждый коридор должен включать три вида транспорта, три государства-члена и два трансграничных участка.


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LimogesAngoulème

PauTarbes

Quimper

Calais Dunkerque

Amiens

Arras

Mulhouse/Mülheim

Perpignan

Béziers

Avignon

Chambéry

Bastia

Bremerhaven

Cuxhaven

Flensburg

Neumünster

Stralsund

Frankfurtan der Oder

Görlitz

Ulm

Landshut

Heraklion

Patra

Larissa

Volos

Nagykanizsa

Nyíregyháza

Szolnok

Szombathely

Galway

Sássari

Trápani

Piacenza

Ferrara

Trento

Vicenza

Treviso

Rímini

Pescara

Údine

Ancona

Potenza

Catanzaro

Fóggia

Bríndisi

Lecce

Agrigento

Jelgava

Gdynia

Tczew

Inowroclaw

Suwalki

Évora

Faro

Coimbra

Braga

Drobeta-TurnuSeverin

Buzau

Zilina

Murcia

Huelva

Badajoz

Ferrol

Orense

Algeciras

Almería

Linares

Jaén

CiudadReal

Cáceres

Ávila

Zamora

Palencia

Soria

Toledo Cuenca

Huesca

Teruel

Lérida

Gävle

Sundsvall

Umeå

Dover

Inverness

Crewe

Nuneaton

Salzburg

Innsbruck

Linz

Graz

Charleroi

Gent

Bourgas

Liège

Pleven

Plovdiv

Ruse

StaraZagora

Varna

Rijeka

Split

Lemesos

Brno

Ostrava

Aarhus

Aalborg

Tartu

Turku

Tampere

Nancy

Metz

Toulouse

Brest

Rennes

le Havre

Tours

le Mans

Dijon

Reims

Lille

Montpellier

Clermont-Ferrand

Nîmes

Saarbrücken Mannheim

Freiburg

Karlsruhe

Aachen

Oldenburg

Wilhelmshaven

Koblenz

Osnabrück

Münster

Kassel

Erfurt

Magdeburg

Halle

Jena

Schwerin

RostockKiel

Lübeck

Augsburg

Regensburg

Thessaloniki

Gyõr

Miskolc

Szeged

Székesfehérvár

Cork

Genova

Cágliari

Novara

Parma

Bologna

Bergamo

Bréscia

Bolzano

VeronaPádova

Venézia

La Spézia

Firenze

Trieste

Réggio diCalábria

Bari

Táranto

Palermo

Catánia

Messina

Liepaja

Klaipeda

Siauliai

Groningen

Enschede

Arnhem

Szczecin

Gliwice

Katowice

Gdansk

Craiova

Sibiu

Timisoara

Arad

Oradea

Bacau

Iasi

Pitesti

BrailaBrasov

Constanta

Galati

Ploiesti

Maribor

Valencia

Alicante

Palma deMallorca

Cartagena

La Coruña

Santiago

Vigo

CádizMálaga

SevillaCórdoba

Granada

Albacete

Oviedo

Gijón

Santander

Salamanca

León

Valladolid

Burgos LogroñoPamplona

Vitoria

Bilbao SanSebastián

Zaragoza

Tarragona

Göteborg

Malmö

Basel

Aberdeen

Plymouth

SouthamptonPortsmouth

Glasgow Edinburgh

Swansea

Cardiff

Dundee

Bristol

Newcastle-upon-Tyne

Kingstonupon Hull

Norwich

Tarragona

Albacete

Cordoba

Antwerpen

Bordeaux

Strasbourg

Marseille

Lyon

Stuttgart

Frankfurtam Main

DüsseldorfKöln

Duisburg

Bremen

Hannover

Leipzig

Hamburg

Dresden

München

Nürnberg

Milano

Torino

Napoli

Kaunas

Den Haag

Rotterdam

Wroclaw

Poznan

Krakow

Setúbal

Porto

NiznijNovgorod

Barcelona

Istanbul

Odessa

Belfast

Birmingham

Manchester

Leeds

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Minsk

Bruxelles/Brussel

Sarajevo

Sofia

Zagreb

Lefkosia

Praha

København

Tallinn

Helsinki

Paris

Berlin

Athina

Budapest

Reykjavík

Dublin

Roma

Riga

Vilnius

Luxembourg

Skopje

Valletta

Chisinau

Amsterdam

Oslo

Warszawa

Lisboa

Bucuresti

Moskva

Beograd

Bratislava

Ljubljana

Madrid

Stockholm

Bern

Ankara

Kyjiv

London

Pristina

Podgorica

Torshavn

Rabat

Algiers

Monaco

Tunis

2009-EU-60122-P

2009-SK-60108-P

2009-EU-60106-P

2009-HU-60139-P

2009-AT-60147-P

2007-FI-12040-P

2007-FI-12050-P

2007-FI-12010-P

2007-DE-17220-P

2007-DE-17200-P

2007-DE-17010-P

2007-DE-17020-P2007-AT-17170-P

2007-ES-19060-P

2007-FR-24070-P

2007-DE-24060-P

2007-LT-27030-P

2007-LV-27060-P

2007-EE-27020-P

2007-BE-28050-P 2007-LU-28020-P

2007-EU-91002-P2009-ES-92516-P

2009-AT-60148-P

2009-FR-60132-P

2009-EU-60138-P

2009-NL-60123-P 2009-PL-60151-P

2009-SE-60144-P

2009-AT-60153-P

2009-NL-60142-P

2005-AT-90103-P

2008-FI-90802-P

2008-IT-91401-P

2007-CZ-60010-P

2007-DE-60320-P

2007-EU-60400-P

2007-IT-60360-P

2007-NL-60060-P

2007-AT-60450-P

2009-NL-60124-P

2007-DE-01050-P

2007-AT-01130-P

2007-EU-01180-P

2007-DE-02020-P

2007-ES-03150-P

2007-ES-03070-P

2007-DE-04020-P

2007-NL-05020-P

2011-AT-91153-P2011-AT-93108-P

2011-ES-93104-P

2011-AT-93059-P

2011-PL-60002-P

2011-IT-93098-P2009-IT-06047-E

2009-ES-03102-E

2009-ES-19091-E

2007-EU-60040-P

2009-NL-00072-E

2009-DE-24070-E

2009-UK-26029-E

2010-UK-91107-P

2009-FR-17044-E

2009-IT-01088-E

2010-SE-92216-P

2010-FI-92234-P

2010-UK-92219-P

2006-LU-1020-P

2011-IT-60001-P

2011-SE-93045-P

2011-ES-60002-P

2011-ES-93101-P

2011-IT-93097-P

2011-ES-60001-P

2011-IT-93095-P

2011-IT-93096-P

2011-UK-93069-P

2011-UK-93021-P

2011-ES-93091-P

2011-PL-60001-P

2011-AT-93051-P

2011-FR-60004-P

2011-ES-93137-P

2011-NL-60003-P

2011-IT-60002-P

2011-DE-93033-P

2011-ES-93094-P

2009-EU-60146-S

2007-EU-01190-S

2007-FR-03130-S

2007-ES-03140-S

2007-IT-06020-S

2007-EU-16010-S

2007-DK-20070-S

2007-HU-22020-S

2005-EU-603a-S

2007-IE-26010-S

2007-LT-27040-S

2007-LV-27050-S

2007-EE-27010-S

2007-EL-29030-S

2007-SI-60460-S

2007-IT-91506-S

2007-EU-22070-S

2006-EL-90701-S

2009-PT-92103-S

2009-CZ-90503-S

2006-PL-92608-S

2007-DE-24030-S

2007-HU-06100-S

2009-EU-60126-S

2007-EU-06030-S

2008-DE-91007-S

2008-DE-91003-S

2008-FR-90902-S

2008-CZ-23466-S

2011-EU-60013-S

2011-EU-60008-S

2011-EU-60009-S

2007-DE-20010-S

2009-FR-90905-S

2006-IT-90906-S

2010-PT-91129-S

2010-NL-92227-S

2010-PL-92245-S

2010-ES-92210-S

2010-ES-92255-S

2010-ES-92256-S

2010-SI-92232-S

2011-DK-93122-S

2011-FR-93054-S

2011-EU-95107-S

2011-FR-93047-S

2011-EL-93020-S

2011-LV-93133-S

2011-AT-91124-S

2011-FI-93125-S

2011-DK-93109-S

2011-EU-95090-S

2011-FR-94036-S

2011-NL-93022-S

2011-SE-93035-S

2011-SE-93049-S

2011-PL-93141-S

2007-EU-03040-P

2007-EU-60120-P

2007-IT-01030-M

2007-EU-03080-P

2007-ES-03050-P

2007-EU-06010-P

2007-DE-24040-P

2007-AT-17040-P

2007-BE-02030-P

2007-FR-03010-P

2007-FR-03120-P

PRIORITY AXES 1. Railway axis Berlin-Verona/Milano-Bologna-Napoli- Messina-Palermo 2. High-speed railway axis Paris-Bruxelles/Brussel-Köln- Amsterdam-London 3. High-speed railway axis of south-west Europe 4. High-speed railway axis east 5. Betuwe line 6. Railway axis Lyon-Trieste-Divača/Koper-Divača-Ljubljana- Budapest-Ukrainian border 8. Multimodal axis Portugal/Spain-rest of Europe 9. Railway axis Cork-Dublin-Belfast-Stranraer (completed 2001)11. Öresund fixed link (completed 2000) 12. Nordic triangle railway/road axis 14. West coast main line16. Freight railway axis Sines/Algeciras-Madrid-Paris17. Railway axis Paris-Strasbourg-Stuttgart-Wien-Bratislava 19. High-speed rail interoperability on the Iberian peninsula20. Fehmarn Belt railway axis22. Railway axis Athina-Sofia-Budapest-Wien-Praha- Nürnberg/Dresden 23. Railway axis Gdansk-Warszawa-Brno/Bratislava-Wien 24. Railway axis Lyon/Genova-Basel-Duisburg- Rotterdam/Antwerpen 26. Railway/road axis Ireland/United Kingdom/continental Europe 27. "Rail Baltica" axis Warszawa-Kaunas-Riga-Tallinn-Helsinki 28. "Eurocaprail" on the Bruxelles/Brussel-Luxembourg- Strasbourg railway axis29. Railway axis of the Ionian/Adriatic intermodal corridor

Cartography TEN-T EA January 2013© EC, DG MOVE, TENtec for TEN-T network

© EuroGeographics 2001 for the administrative boundaries

TRANS-EUROPEAN TRANSPORT NETWORK

RAILWAYS

Status of the ongoing projects monitoredby the TEN-T Executive Agency

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Pan-European Conformal (ETRS-LCC) coordinate reference system

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TEN-T Funding

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Progress on Priority Axes (2012)

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Completed in 2011

Works ongoing

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TEN-T (core network outside EU)

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Lovosice

Koper

GioiaTauro

Vlore

Ebensfeld

Puttgarden

KufsteinLiezen

Spielfeld

Zeebrugge

Kulata

Arlon

Svilengrad

Dimitrovgrad

Gyueshevo

Radomir

GornaOryahovitsa

Vidin

Bjelovar

Dubrovnik

Metkovic

Pazin

Labin

Pula

OgulinKarlovac

KoprivnicaKrapina

Otocac

Gospic

Cakovec

DjakovoSlavonska

Pozega

Nasice

Sibenik

Sisak KutinaNova

Gradiska SlavonskiBrod

Sinj

Varazdin

Virovitica

Vinkovci

Vukovar

Zadar Knin

Larnaka

Pafos

Breclav

Hirtshals

Rødby

Keila

Valga

Kemi

Hanko

Rauma

Raahe

Rovaniemi

Kouvola

HaminaVaalimaa

Luumäki

Dax

Cambrai

Compiègne

Ajaccio

Singen

Emmerich

Sassnitz

Mühldorf

Straubing

Marktredwitz

Lavrio

IgoumenitsaPanagia

Ioannina

Niki

Doirani Seres

Kozani

Kyparissia

Kalamata

Korinthos

Agrinio

Antirrio

Chalkida

Kalambaka

Alexandroupolis

Orestiada

Mohács

Dombóvár

Athlone

Sligo

Kilkenny

WaterfordRosslare

Tralee

Mallow

Westport

Ballina

Ventimíglia

PortoTórres

Iglésias

Núoro

Ólbia

Alessándria

Domodóssola

Fortezza

Brennero

Civitavécchia

Piombino

Livorno

Ronchi Sud

Caserta

Battipáglia

Gela

Vilcini

Opoli

Valmiera

Ventspils

Joniskis

Kalviai

Ungheni

GrodziskMazowiecki

Sines

Beja

Leiria

Figueirada Foz

AveiroViseu

Abrantes

Calafat

Radomir

Simeria

LugojRimnicuVilcea

Halmeu

Predeal

Giurgiu

Nove Mestonad Vahom

Palkovicovo

Galanta

Játiva

Bobadilla

Benavente

Figueras

Stansted

TrollhättanUddevalla

Verin

Fuentesde Oñoro

Trelleborg Ystad

Skottan

Svinesund

Töcksfors

Charlottenberg

Lekhyttan

Nyköping

Östersund

Kiruna

Luleå

Chiasso

Penzance

Larne

Nesscliffe

Pembroke

Fishguard

Felixstowe

Ormenio

Ceuta

Melilla

Vicsani

Kalotina

Holyhead

Ploce

Baudrecourt

Bussoleno

St Jean de Maurienne

Mont Cenistunnel

Kerava

Vainikkala

Vilshofen

Curtici

Rio

Deulemont

Durrës

Bregenz

WienerNeustadt

Leoben

Wels

Villach Klagenfurt

Oostende

Shoumen

Osijek

CeskeBudejovice

Prerov

Frydek-MistekPlzen

Randers

Frederikshavn

Esbjerg Kolding

Narva

Pori

Kokkola

Oulu

Lahti

Kotka

Kuopio

Jyväskylä

Cherbourg

la Rochelle

LimogesAngoulème

PauTarbes

Quimper

Calais Dunkerque

Amiens

Arras

Mulhouse/Mülheim

Perpignan

Béziers

Avignon

Chambéry

Bastia

Bremerhaven

Cuxhaven

Flensburg

Neumünster

Stralsund

Frankfurtan der Oder

Görlitz

Ulm

Landshut

Heraklion

Patra

Larissa

Volos

Nagykanizsa

Nyíregyháza

Szolnok

Szombathely

Galway

Sássari

Trápani

Piacenza

Ferrara

Trento

Vicenza

Treviso

Rímini

Pescara

Údine

Ancona

Potenza

Catanzaro

Fóggia

Bríndisi

Lecce

Agrigento

Jelgava

Gdynia

Tczew

Inowroclaw

Suwalki

Évora

Faro

Coimbra

Braga

Drobeta-TurnuSeverin

Buzau

Zilina

Murcia

Huelva

Badajoz

Ferrol

Orense

Algeciras

Almería

Linares

Jaén

CiudadReal

Cáceres

Ávila

Zamora

Palencia

Soria

Toledo Cuenca

Huesca

Teruel

Lérida

Gävle

Sundsvall

Umeå

Dover

Inverness

Crewe

Nuneaton

Salzburg

Innsbruck

Linz

Graz

Charleroi

Gent

Bourgas

Liège

Pleven

Plovdiv

Ruse

StaraZagora

Varna

Rijeka

Split

Lemesos

Brno

Ostrava

Aarhus

Aalborg

Tartu

Turku

Tampere

Nancy

Metz

Toulouse

Brest

Rennes

le Havre

Tours

le Mans

Dijon

Reims

Lille

Montpellier

Clermont-Ferrand

Nîmes

Saarbrücken Mannheim

Freiburg

Karlsruhe

Aachen

Oldenburg

Wilhelmshaven

Koblenz

Osnabrück

Münster

Kassel

Erfurt

Magdeburg

Halle

Jena

Schwerin

RostockKiel

Lübeck

Augsburg

Regensburg

Thessaloniki

Gyõr

Miskolc

Szeged

Székesfehérvár

Cork

Genova

Cágliari

Novara

Parma

Bologna

Bergamo

Bréscia

Bolzano

VeronaPádova

Venézia

La Spézia

Firenze

Trieste

Réggio diCalábria

Bari

Táranto

Palermo

Catánia

Messina

Liepaja

Klaipeda

Siauliai

Groningen

Enschede

Arnhem

Szczecin

Gliwice

Katowice

Gdansk

Craiova

Sibiu

Timisoara

Arad

Oradea

Bacau

Iasi

Pitesti

BrailaBrasov

Constanta

Galati

Ploiesti

Maribor

Valencia

Alicante

Palma deMallorca

Cartagena

La Coruña

Santiago

Vigo

CádizMálaga

SevillaCórdoba

Granada

Albacete

Oviedo

Gijón

Santander

Salamanca

León

Valladolid

Burgos LogroñoPamplona

Vitoria

Bilbao SanSebastián

Zaragoza

Tarragona

Göteborg

Malmö

Basel

Aberdeen

Plymouth

SouthamptonPortsmouth

Glasgow Edinburgh

Swansea

Cardiff

Dundee

Bristol

Newcastle-upon-Tyne

Kingstonupon Hull

Norwich

Tarragona

Albacete

Cordoba

Antwerpen

Bordeaux

Strasbourg

Marseille

Lyon

Stuttgart

Frankfurtam Main

DüsseldorfKöln

Duisburg

Bremen

Hannover

Leipzig

Hamburg

Dresden

München

Nürnberg

Milano

Torino

Napoli

Kaunas

Den Haag

Rotterdam

Wroclaw

Poznan

Krakow

Setúbal

Porto

NiznijNovgorod

Barcelona

Istanbul

Odessa

Belfast

Birmingham

Manchester

Leeds

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Wien

Minsk

Bruxelles/Brussel

Sarajevo

Sofia

Zagreb

Lefkosia

Praha

København

Tallinn

Helsinki

Paris

Berlin

Athina

Budapest

Reykjavík

Dublin

Roma

Riga

Vilnius

Luxembourg

Skopje

Valletta

Chisinau

Amsterdam

Oslo

Warszawa

Lisboa

Bucuresti

Moskva

Beograd

Bratislava

Ljubljana

Madrid

Stockholm

Bern

Ankara

Kyjiv

London

Pristina

Podgorica

Torshavn

Rabat

Algiers

Monaco

Tunis

2009-EU-60122-P

2009-SK-60108-P

2009-EU-60106-P

2009-HU-60139-P

2009-AT-60147-P

2007-FI-12040-P

2007-FI-12050-P

2007-FI-12010-P

2007-DE-17220-P

2007-DE-17200-P

2007-DE-17010-P

2007-DE-17020-P2007-AT-17170-P

2007-ES-19060-P

2007-FR-24070-P

2007-DE-24060-P

2007-LT-27030-P

2007-LV-27060-P

2007-EE-27020-P

2007-BE-28050-P 2007-LU-28020-P

2007-EU-91002-P2009-ES-92516-P

2009-AT-60148-P

2009-FR-60132-P

2009-EU-60138-P

2009-NL-60123-P 2009-PL-60151-P

2009-SE-60144-P

2009-AT-60153-P

2009-NL-60142-P

2005-AT-90103-P

2008-FI-90802-P

2008-IT-91401-P

2007-CZ-60010-P

2007-DE-60320-P

2007-EU-60400-P

2007-IT-60360-P

2007-NL-60060-P

2007-AT-60450-P

2009-NL-60124-P

2007-DE-01050-P

2007-AT-01130-P

2007-EU-01180-P

2007-DE-02020-P

2007-ES-03150-P

2007-ES-03070-P

2007-DE-04020-P

2007-NL-05020-P

2011-AT-91153-P2011-AT-93108-P

2011-ES-93104-P

2011-AT-93059-P

2011-PL-60002-P

2011-IT-93098-P2009-IT-06047-E

2009-ES-03102-E

2009-ES-19091-E

2007-EU-60040-P

2009-NL-00072-E

2009-DE-24070-E

2009-UK-26029-E

2010-UK-91107-P

2009-FR-17044-E

2009-IT-01088-E

2010-SE-92216-P

2010-FI-92234-P

2010-UK-92219-P

2006-LU-1020-P

2011-IT-60001-P

2011-SE-93045-P

2011-ES-60002-P

2011-ES-93101-P

2011-IT-93097-P

2011-ES-60001-P

2011-IT-93095-P

2011-IT-93096-P

2011-UK-93069-P

2011-UK-93021-P

2011-ES-93091-P

2011-PL-60001-P

2011-AT-93051-P

2011-FR-60004-P

2011-ES-93137-P

2011-NL-60003-P

2011-IT-60002-P

2011-DE-93033-P

2011-ES-93094-P

2009-EU-60146-S

2007-EU-01190-S

2007-FR-03130-S

2007-ES-03140-S

2007-IT-06020-S

2007-EU-16010-S

2007-DK-20070-S

2007-HU-22020-S

2005-EU-603a-S

2007-IE-26010-S

2007-LT-27040-S

2007-LV-27050-S

2007-EE-27010-S

2007-EL-29030-S

2007-SI-60460-S

2007-IT-91506-S

2007-EU-22070-S

2006-EL-90701-S

2009-PT-92103-S

2009-CZ-90503-S

2006-PL-92608-S

2007-DE-24030-S

2007-HU-06100-S

2009-EU-60126-S

2007-EU-06030-S

2008-DE-91007-S

2008-DE-91003-S

2008-FR-90902-S

2008-CZ-23466-S

2011-EU-60013-S

2011-EU-60008-S

2011-EU-60009-S

2007-DE-20010-S

2009-FR-90905-S

2006-IT-90906-S

2010-PT-91129-S

2010-NL-92227-S

2010-PL-92245-S

2010-ES-92210-S

2010-ES-92255-S

2010-ES-92256-S

2010-SI-92232-S

2011-DK-93122-S

2011-FR-93054-S

2011-EU-95107-S

2011-FR-93047-S

2011-EL-93020-S

2011-LV-93133-S

2011-AT-91124-S

2011-FI-93125-S

2011-DK-93109-S

2011-EU-95090-S

2011-FR-94036-S

2011-NL-93022-S

2011-SE-93035-S

2011-SE-93049-S

2011-PL-93141-S

2007-EU-03040-P

2007-EU-60120-P

2007-IT-01030-M

2007-EU-03080-P

2007-ES-03050-P

2007-EU-06010-P

2007-DE-24040-P

2007-AT-17040-P

2007-BE-02030-P

2007-FR-03010-P

2007-FR-03120-P

PRIORITY AXES 1. Railway axis Berlin-Verona/Milano-Bologna-Napoli- Messina-Palermo 2. High-speed railway axis Paris-Bruxelles/Brussel-Köln- Amsterdam-London 3. High-speed railway axis of south-west Europe 4. High-speed railway axis east 5. Betuwe line 6. Railway axis Lyon-Trieste-Divača/Koper-Divača-Ljubljana- Budapest-Ukrainian border 8. Multimodal axis Portugal/Spain-rest of Europe 9. Railway axis Cork-Dublin-Belfast-Stranraer (completed 2001)11. Öresund fixed link (completed 2000) 12. Nordic triangle railway/road axis 14. West coast main line16. Freight railway axis Sines/Algeciras-Madrid-Paris17. Railway axis Paris-Strasbourg-Stuttgart-Wien-Bratislava 19. High-speed rail interoperability on the Iberian peninsula20. Fehmarn Belt railway axis22. Railway axis Athina-Sofia-Budapest-Wien-Praha- Nürnberg/Dresden 23. Railway axis Gdansk-Warszawa-Brno/Bratislava-Wien 24. Railway axis Lyon/Genova-Basel-Duisburg- Rotterdam/Antwerpen 26. Railway/road axis Ireland/United Kingdom/continental Europe 27. "Rail Baltica" axis Warszawa-Kaunas-Riga-Tallinn-Helsinki 28. "Eurocaprail" on the Bruxelles/Brussel-Luxembourg- Strasbourg railway axis29. Railway axis of the Ionian/Adriatic intermodal corridor

Cartography TEN-T EA January 2013© EC, DG MOVE, TENtec for TEN-T network

© EuroGeographics 2001 for the administrative boundaries

TRANS-EUROPEAN TRANSPORT NETWORK

RAILWAYS

Status of the ongoing projects monitoredby the TEN-T Executive Agency

!! Study/Work

!! Study

!! Work

Pan-European Conformal (ETRS-LCC) coordinate reference system

0 250 500125

km

TEN-T Funding

10 M€

500 M€750 M€

100 M€250 M€

Progress on Priority Axes (2012)

Completed

Completed in 2011

Works ongoing

Works to start between 2011 and 2013

Works to start after 2013

TEN-T (core network outside EU)

Railway

ERTMS MoU corridors

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]

Tradition and Innovation

ISO 9001:2008, ISO 14001:2004, OHSAS 18001:2007Autorizatie de Furnizor Feroviar AFER seria AF nr. 5708

20


new possibilities of transport infrastructure financing

The “Connecting Europe” Facility is a concrete expression of a new way of thinking and a partnership that will bring equal benefits to all European Union member states because better transport connections, especially for railway transport, would facilitate economic activities and mobility, would improve competitiveness, would increase business opportunities and would transform the European economy into a more eco-friendly economy.

on November 19, MEPs endorsed a deal with member states on the EU’s new Connecting Europe

Facility (CEF), which aims to speed up funding to complete key trans-European transport, energy and telecommunications links.

The Connecting Europe Facility will have a total budget of about EUR 29.3 Billion (at 2011 prices) for 2014-2020, with some EUR 23.2 Billion earmarked for the trans-port sector to improve cross-border con-nections, remove bottlenecks and bridge gaps; EUR 5.12 Billion will be available for energy, to modernise and expand energy in-frastructure and increase security of supply; and EUR 1 Billion for telecommunications, to stimulate the development of broadband networks and digital services.

“The CEF will improve the mobility of citizens, goods and services across the EU (…) by dealing with missing links and bot-tlenecks in the networks“, said rapporteur Dominique Riquet, one of three MEPs responsible for steering the draft rules through Parliament and negotiations with Council, together with co-rapporteur Ines

Ayala Sender and rapporteur on energy and telecommunications network funding Adina Ioana Vălean.

“The Connecting Europe Facility implies an increased focus on financial support for the projects with added value and an in-creased accentuation of using innovative fi-nancial instruments. The entire budget allo-cated to the Connecting Europe Facility for 2014-2020 amounts to EUR 26.2 Billion, EUR 14.9 Billion of which can be accessed by all member states and EUR 11.3 Billion of which are to be transferred to the Cohe-sion Fund, to be spent in conformity with the CEF Regulation in the member states considered eligible for financing”, declared Stephane Ouaki, Head of Unit, Connecting Europe - Infrastructure investments strate-gies, DG MOVE, during the Railway Days Summit in Bucharest.

Also, the Connecting Europe Facility will include Specific Programme Support Ac-tions for Cohesion member states experi-encing difficulties in proposing projects. The projects considered eligible for financ-ing include the nine freight corridors and other important projects referring to new

railway cross-border sections.“Romania will be able to access EUR 1.2

Billion of the EUR 11.3 Billion for develop-ing important railway projects, CEF Annex includes an important project portfolio for Romania, with several major projects, in-cluding cross-border connections and bot-tlenecks projects. Romania should make sure it fills in the missing links for both the domestic and the border networks”, under-lined Stephane Ouaki.

The Connecting Europe Facility will fi-nance priority projects along the nine im-plementing corridors on the core network. Funding will also be available for a limited number of other sections projects of high European added value on the core network.

Also, the Connecting Europe Faci- lity makes available funding for horizontal projects – mostly IT related, such as the European Rail Traffic Management System (ERTMS) which must be used through-out the major transport corridors. This is a particular priority – as another innovation on the new core network is that there are tougher obligations for transport systems to “join up”, i.e. to invest in meeting mainly existing EU standards, for example on the common rail signalling system ERTMS.Significant re-distribution in key policy areas

(in billion euros)

новые возможности финансирования транспортной инфраструктуры

Механизм “Соединение Европы” является конкретным выражением иного метода мышления и партнёрством, предоставляющим выгоды всем странам Европейского Союза, благодаря тому, что развитие транспортных связей – особенно железнодорожных, способствует развитию экономической деятельности и перемещений, повышению конкурентоспособности, развитию перспектив деловой сферы и экологических возможностей европейской экономики.

[ by Elena Ilie ]


Significant reSignificant re--distribution in key distribution in key policy areaspolicy areas

0,0

10,0

20,0

30,0

40,0

50,0

60,0

70,0

80,0

90,0

2007-2013 54,9 9,1 12,9 11,5 56,8

2014-2020 80,0 15,2 50,0 18,5 70,0

Research and innovation

Education and culture

Infrastructure funding

Security and citizenship

Global Europe

+23,2%

Source: Kostas Glinos - European Commission - DG INFSO

22


since the launch of the programme within FP7, the EU economic con-text changed facing crisis situations

which affected all economic segments which saw the authorities in need of initiat-ing vital measures and policies of economic growth. The greatest challenge consists in stabilizing the economic and financial system and adopting measures to create economic opportunities for the future. Re-search and innovation will help create jobs, increase life quality and trigger the neces-sary technological progress to approach the urgent problems of the society. Invest-ments in this area will also lead to business opportunities by creating innovating products and services. Prioritized in the Eu-rope 2020 Strategy, research and innovation will significantly influence the promotion and construction of an intelligent, sustain-able and society-favourable growth.

These aspects lead to the adoption in No-vember 2013 of the European framework programme for Research, Development and Innovation “Horizon 2020”. With a budget of EUR 80 Million distributed over the next 7 years, Horizon 2020 is EU’s larg-est research programme and one of the few programmes in the new programming pe-riod that benefits from increasing funds by

around 30% more compared to FP7 (pro-gramme benefiting from EUR 55 Billion). By mid-December, member states have to give their final agreement before the first proposal demands within Horizon 2020.

“After long negotiations, the Horizon 2020 package was approved promoting

scientific excellence, consolidating the in-dustrial sector and supporting the SMSs”, declared Amalia Sartori, President of the Industry, Research and Energy Committee and Chief Negotiator of the Parliament on the 5 legislative documents.

For EU, Horizon 2020 is a completely new type of research programme designed for sustainable development, new jobs and improved life quality. Built on three major components, excellence, in the scientific sector, competitiveness in the industrial segment and societal challenges, the pro-gramme will finance all types of activities, from scientific to market adapted innova-tion leading to a direct economic stimulus.

Key elements of Horizon 2020 include financing increase for the European Re-search Council, the conclusion of innovat-ing public-private partnership in different sectors, approach based on the challenges the society is facing, such as climate change and intelligent and eco-friendly transport, renewing the approach on the extension of participation of less performing EU coun-

“horizon 2020” receives eUr 80 Billion in the next eU programming period

In November, EP adopted the programme “Horizon 2020” with a budget of EUR 80 Billion in the programming period 2014-2020. Structured on three pillars, the programme will have direct impact on social and economic development. The transport sector will receive the highest financing share of all the other components of the pillar it belongs to with funds amounting to over EUR 6 Billion.

Source: horizon2020projects.com

HORIZON 2020 budget (EUR 78.6 billion, current prices)


How has EU Research and Innovation funding evolved over recent years?

How has EU Research and Innovation funding evolved over recent years?

Source: European Commission


23


sition, navigation and timetables. All these are related to the intelligent technology to be used in the transport system.

If in the previous years, the EU focused on research, in the years to come it will focus on innovation. In transport, the de-cision makers want to launch completely new and modern systems, not just indivi-dual means, but also connections between different transport modes, such as railway, road and maritime. Railway research and innovation is important for an efficient transport which respects the environ-ment with energy storage and energy sup-ply technologies, cleaner and more silent vehicles, intelligent equipment and more developed infrastructure and services. Transport can thus be optimised, not only in Europe, but also in urban areas.

Source: Liam BRESLIN, European Commission, DG RTD, Unit H2 - Surface Transport

“Горизонт 2020” получит 80 млрд. евро в следующий бюджетный период Евросоюза

В ноябре месяце Европейский Парламент принял программу “Горизонт 2020”, с бюджетом на период 2014-2020 стоимостью 80 млрд. евро. Структурирована в трёх частях, программа окажет прямое влияние в сфере социально-экономического развития. Транспортный сектор получит наиболее существенную долю финансирования в сравнении с остальными составляющими секторами своей части, распределённые суммы, составляя более 6 млрд. евро.

tries, including creating a better synergy with structural funds and EU investment funds. Funds worth EUR 17 Billion have been allocated to the industrial sector, for societal challenges, EUR 29.7 Billion, and for scientific excellence (including financ-ing for individual research within the Eu-ropean Council for Research and Marie Skłodowska-Curie) EUR 24.4 Billion. The European Innovation and Technology In-stitute (EIT) will receive EUR 2.7 Billion, which is 3.5% of EU’s total budget for re-search and innovation. Due to different legislations, the budget for the Euratom re-search programme was set on 5 years (2014-2018), at a cost of EUR 1.6 Billion and EUR 770 Million funds for 2019-2020.

The programme will be opened to all EU member states, while the countries outside the EU will have the possibility to imple-ment projects in the programme by meet-ing applications and setting an association agreement or partnership with a third country.

over 6 Billion for transport

In the transport sector, the program will focus on the intelligent, eco-friendly and integrated mobility projects. The third pil-lar of the programme, “societal challenges”, holds the largest share of financing alloca-tions (38.53%) and includes the transport segment, which in turn, benefits from the largest allocation of its group, 8.3%, with funds worth EUR 6.339 Billion.

Through Horizon 2020, the Commission

will struggle to have a more balanced ap-proach in the implementation of the pro-gramme considering the specific of each mode of transport, an approach which re-conciles competitiveness with sustainabi-lity and which invests in both technology and socio-economic research projects.

Four transport priorities are included in Horizon 2020: the development of a much more sustainable system (efficient and with the smallest environment impact), creating a single system, increasing com-petitiveness by promoting and developing the industry as global leader and dealing with the appropriate socio-economic re-search and future-oriented activities in elaborating policies.

Also, the activity carried out within the Strategic Transport Technology Plan (STTP) will help focus on the research and innovation activities through Horizon 2020.

For establishing a single system, it is necessary to supply improved mobility, to increase safety and security, reduce congestion and create new concepts for freight and logistics transport, to reduce accidents and improve security. The sig-nificant reduction of congestion is a goal to be achieved by supporting multimodal transport, information, the payment sys-tem and increasing the quality of passen-ger and freight transport by optimising accessibility management. Interoperabil-ity across the railway network has to be established, as well as the efficient use of infrastructure and new applications of po-

Horizon 2020 – Objectives and structure

Industrial Leadership and Competitive Frameworks

Leadership in enabling and industrial technologies (ICT, nano, materials, bio, manufacturing, space)

Access to risk finance

Innovation in SMEs

Excellent Science BaseEuropean Research CouncilFuture and Emerging TechnologiesMarie Curie actions on skills, training and career developmentResearch infrastructures

Shared objectives and principlesCommon rules, toolkit of funding schemes

Supporting the objectives:European Institute for Innovation and Technology

Joint Research Centre

Europe 2020 priorities European Research Area

Simplified access

International cooperation

Dissemination & knowledge transfer

Tackling Societal ChallengesHealth, demographic change and wellbeingFood security, sustainable agriculture and the bio-based economySecure, clean and efficient energySmart, green and integrated transportClimate action & Resource Efficiency including Raw MaterialsInclusive, innovative and secure societies

Horizon 2020 - Objectives and structure


24


1

25%22%

Share of ESF within Cohesion Policy budget2014-20202007-2013

Of total Structural Fund support (ERDF & ESF), ESF will represent:• 25 % in less developed regions• 40 % in transition regions• 52 % in more developed regions

ing the conversion of declining industrial regions and regions lagging behind. The ERDF is part of the EU’s cohesion policy, which remains an essential element in the EU’s financial framework for 2014-2020 proposed by the Commission. The EU will make substantial funding available for it.

The proposed Regional Development Fund Regulation for 2014-2020 sets out the scope of the Fund, and the invest-ment priorities for regional development programmes. All regions in Europe will receive funding from the ERDF. National and regional authorities establish their own development programmes and select the projects to be financed.

Specific support from the ERDF would go to cities and urban development. Also, part of the funds will be allocated for in-tegrated urban development measures and for the setting-up of an urban deve-lopment platform to promote exchanges between cities.

cities play a crucial role as engines of the economy, as places that favour connectivity, creativity and inno-

vation, and as centres of services for their surrounding areas. Due to their density, cities offer a huge potential for energy sa-vings and a move towards a carbon-neutral economy. Cities are therefore essential for the successful implementation of Europe 2020 Strategy.

“European cities follow different deve-lopment trajectories and their diversity has to be exploited. Competitiveness in the global economy has to be combined with sustainable local economies by anchoring key competences and resources in the local economic tissue and supporting social par-ticipation and innovation”, states DG Regio in a study.

Europe is no longer in a situation of con-tinuous economic growth and many cities, especially non-capital cities in Central and Eastern Europe, but also old industrial cities in Western Europe, face the serious threat of economic stagnation or decline. Strongly developed cities can play an important role in Europe’s territorial development, but the key principles of development have to rely on metropolitan regions and other strong urban areas that can offer improved accessi-bility to general economic interest services.

In its study, DG Regio warns on the out-of-control extension of urban agglomerations and low-density settlements representing one of the greatest threats to sustainable territorial development. As a result, public

services are expensive and difficult to pro-vide, natural resources are overexploited, and public transport networks are insuffi-cient, while car dependency and traffic con-gestion inside and around cities are serious. Mobility without cars has to add on attrac-tiveness, while multimodal public transport systems need to be encouraged.

european regions need serious investments to boost competitiveness

The European Regional Development Fund (ERDF) is the biggest single source of EU funding for this. It aims to redress the main regional imbalances by support-ing the development and structural ad-justment in regional economies – includ-

erDF funds support integrated urban development

Europe is one of the most urbanised continents in the world. Today, more than two thirds of the European population lives in urban areas and this share continues to grow. The development of our cities will determine the future economic, social and territorial development of the European Union. Around 68% of EU’s population lives in a metropolitan region and these regions generate 67% of EU’s GDP.

Source: www.eu-skladi.si

[ by Elena Ilie ]

Фонды FeDer, поддержка для интегрированного городского развития

Европа является одним из наиболее урбанизированных континентов мира. В настоящее время, более двух третьих частей населения Европы живёт в городских зонах; данная пропорция продолжает увеличиваться.



SPIACTBRAŞOV

www.railforce.ro

Rail passenger transport Rail freight transport

Shunting services

Contact:2 Oltului St.

500283 - BrasovRomania

Tel: +40 268 310 697Fax: +40 268 310 859

26


concessions, financing or other forms in-cluded in the legislation in force.

The development of a railway project that would enable Romania to have a faster rail-way section based on China’s expertise was one of the topics discussed by Victor Ponta and his Chinese counterparts. “We’ve en-tered a very important road, that of a first railway project to benefit in Romania from a rapid railway section based on Chinese technology. I believe that with the support of the prime minister and mine, this project will begin to fall into place”, said Victor Ponta. “China is ready to consolidate its cooperation with countries in the region in fields such as roads, ports, telecommunica-tions, high-speed railways. Both countries are determined to set up working groups to build high-speed railways. We’ve discussed the particulars with Mr Prime Minister Ponta. Working groups have already initi-ated discussions on the financing of equip-ment. Regarding the high-speed railway, we will discuss the implementation of the pilot project in December”, declared Chinese Prime Minister Li Keqiang.

Romanian Minister of Transport Ramona Mănescu announced that in December the parties would launch technical talks

china might build the high-speed railway in romania

China’s accession to the European market is no political or economic secret. Over the past years, this country has led an open policy regarding its implication in the strategic projects of the European countries. Rapid economic growth has changed China’s statute of underdeveloped country into a state with an aggressive campaign of implication in other countries’ economic affairs.

r omania is one of the European countries where China plans to in-vest a “huge amount” in developing

projects from different economic segments. “For China, Romania is a bridge, as well as Eastern Europe. Cooperation between China and Central and Eastern Europe is an important part of the cooperation be-tween China and the European Union and Romania plays a major role in it”, declared Chinese Prime Minister Li Keqiang, during the China – Central and Eastern Europe Forum.

The main topics the officials of the two countries discussed about included coop-eration in fields such as economy, trade, finance-banking, infrastructure construc-tion, energy, agriculture, science and tech-nology, telecommunications, information technology, environment protection, tou-rism etc. Several agreements on significant investments were signed during the forum.

Transport infrastructure investments were an important discussion topic between the two parties. According to official declara-tions, the Chinese delegates were proposed a series of infrastructure development projects that Romania plans to develop through public-private partnerships (PPP),

on the development of Vienna-Bucharest-Constanta high-speed railway whose cost could amount to EUR 11 Billion. “We will begin technical talks with Chinese part-ners and depending on how they progress and when we will sign the contract, we will know the exact deadlines, when the works begin and when they will be completed”, said Mănescu.

One of the priorities of the railway com-pany CFR SA by 2015 is to identify financ-ing for the high-speed line linking Romania to Europe’s high-speed network. Romania needs infrastructure development, “this need being much higher that the availabil-ity of European funds. Therefore, the part-nership with China is welcomed. A series of proposal has been sent to the ministry, as well as proposals among which the develop-ment of the HSL. It is a European corridor starting from Vienna, to Budapest, Bucha-rest and Constanta. We will most probably begin with an easier to complete section, thanks to ground aspects (Bucharest-Con-stanta). The biggest interest is to connect Constanta Seaport”, said Mănescu. She added that Vienna-Budapest-Bucharest-Constanta high-speed railway, estimated at EUR 11 Billion, is the first project she in-vited the Chinese to participate in.

corridor iX and the capital’s railway ring, other projects of interest for china

Apart from the HSL, the Chinese and Romanian authorities are interested in implementing infrastructure projects in concession with financing provided by the private side, as state budget financial resources and European funds are limited compared to the need for projects. Other two railway projects to which the Chinese businessmen are invited are the moderni-sation of the Capital’s railway ring and the pan-European Corridor IX. The project of the railway ring consists in the modernisa-tion of the Capital’s railway ring to facilitate the access to Bucharest of the people living in the peri-urban area. The project includes the modernisation of 82 km of line with 12 stations and a total estimated cost of EUR 350 Million. Also, the modernisation of the pan-European Corridor IX is important not

Proposed High-speed line

Source: CFR SA



the PM and to his delegates that the best of-fer will win, Chinese or not”, said Ponta.

just for Romania, providing a railway link on the north-south axis of 551 km, but also for EU.

The railway network modernisation pri-orities of CFR SA include, apart from the modernisation of Corridor IV, the moder-nisation of the conventional railway section of Corridor IX.

“We are interested in the participation of Chinese companies in concession processes and we have thus expressed our availability. Romania can be a gate for Chinese invest-ments in Europe, but they have to observe the European tendering and construction procedures”, declared Dan Şova, minister of large infrastructure projects.

He added that he also invited the Chinese constructors to participate in the tenders which include European financing.

As long as China is interested to partici-pate in the development of railway infra-structure projects, the Chinese rolling stock manufacturers will be interested in deliver-ing railway vehicles that could be operated on the upgraded lines or on the HSL.

China-Central and Eastern Europe Fo-rum also hosted an exhibition of the indus-try of HSL construction, but also models of trains that could be operated in the future in Romania as well. The Chinese rail in-dustry company presented the technology they use in manufacturing rolling stock and displayed models of electric trains capable to reach speeds of 120 km/h and to carry

a volume of goods of 5 thousand tonnes. One of the most important passenger trains in China is CRH380A developed by de China South Locomotive & Rolling Stock Corporation (CSR) and dedicated to high-speed transport (over 350 km/h). “We are on a very important journey, that of a first railway project to have rapid railways and appropriate vehicles in Romania based on Chinese technology”, declared Prime Min-ister Victor Ponta in a joint press release with his counterpart Li Keqiang.

All partnerships will be concluded in agreement with the national and Europe-an legislation on the attribution of public procurement contracts, public works con-cession contracts and services concession contracts.

Detailed discussions will be held during the next period to establish priority projects and work methodology.

According to the declarations of the Ro-manian Minister of Transport, Ramona Mănescu, technical discussion with Chinese partners will take place on 10 October to develop Vienna-Bucharest-Constanta high-speed line, whose cost could reach EUR 11 Billion. “Regarding the EU competition regulations, it is obvious that Romania and all member states observe them. However, today, in conditions of equal, European competition, there are several projects for which China had better offers, better tech-nical and financial offers. I gave my word to

27

Возможно, Китай построит высокоскоростную линию в Румынии

Румыния является одной из европейских стран, которой Китай намерен предоставить существенную сумму в качестве капиталовложений для развития проектов в различных экономических секторах. В рамках Форума Китай – Центральная и Восточная Европа, представители правительств этих двух стран обсуждали будущие проекты для Румынии. С этой целью, стартовали переговоры в связи с проектом высокоскоростной линии, для выполнения опытного проекта.


28


MArKet DeVeLopMent

ommendations on urban mobility poli-cies, their purpose being to support the State Council of China to establish a set of measures for China’s urban mobility. In this context, the European Commission and the Chinese government have agreed to concentrate cooperation on segments of operations and management of public transport, congestion management, sus-tainable mobility planning and safety.

“The EU and China share an interest in finding those integrated solutions. We share an interest in reinforcing dialogue on sustainable urban development because both the EU and China want to spread the benefits of economic progress. And though our cities are very diverse, European and Chinese urban areas are developing exper-tise and solutions that make them models for others, in smart, sustainable and in-clusive growth”, declared Johannes Hahn, Commissioner for Regional Policy.

china and eU collaborate to develop urban mobility

Over the last decades, China has reoriented its economic policies and has become an important economic country due to its rapid internal transformation which has created a link between a central-planned economy and active global trade implication.


В конце ноября месяца состоялся Саммит Евросоюз – Китай, предоставляя перспективы для новых инициатив на протяжении следующего десятилетия, в соответствии с установленным планом сотрудничества до 2020 года. Тематика дискуссий, направлена на планы городского развития, на проекты в области энергетики, транспортной инфраструктуры, социальной защиты, подчеркнула ценность двустороннего сотрудничества и консолидации отношений. Транспортная система является основой долговременного развития и, в этом направлении, Евросоюз и Китай сотрудничают для развития городской подвижности.

Moreover, its accession to the World Trade Organisation has accelerated the process and has

made China a strong country with increas-ing implication in international business from environment problems to safety and trade liberalization worldwide. This is the reason why EU has also changed its rela-tionships with China to regulate the vi-sion of the European continent. EU’s main objective for China is to get the position it deserves in conformity with its geostra-tegic international importance, politically and economically. Therefore, EU supports the economic and social reform process in China. The EU policy for China focuses on consolidating political dialogue, granting assistance in the transition of this coun-try towards an open society, encouraging integration into the global economy and increasing EU’s presence in China.

The EU-China Summit was held at the end of November and represented an op-portunity for launching new initiatives over the next decade and for setting a coop-eration agenda for 2020. The debated top-ics from urban planning, energy, transport infrastructure, to social protection, under-lined the importance of bilateral coopera-tion and consolidation of relationships.

Urbanisation is a part of an on-going process to find a proper balance between the need to protect the environment and natural resources and a legitimate interest in securing economic growth. In this sense although urbanisation in Europe and in

China are at different stages, we share the same challenge of sustainable develop-ment”, declared President of the European Council Herman van Rompuy.

For sustainable development, the trans-port system is a reference point and EU and China collaborate to develop urban mobility. To improve urban mobility, by increasing accessibility and attractiveness, is a major challenge for the two parties: Eu-rope is believed to have improved experi-ence and excellent technology in develop-ing an efficient urban mobility and China, whose cities expand rapidly, is the largest market for the delivery of mobility solu-tions and services.

“Cities will be the drivers of economic growth, but there is a risk that the quality of life in cities deteriorates making them un-attractive, inefficient and socially divisive. Together Europe and China can lead the way towards sustainable urbanisation and create a win-win situation for our citizens, business and the environment”, declared SiimKallas, European Commissioner for Transport.

Improving urban mobility to increase the accessibility and attractiveness of urban regions is the major challenge of cities and China and the EU will jointly identify so-lutions to pollution, congestion, safety and energy demand problems.

Over the last years, European and Chi-nese experts have worked to prepare rec-

Source: EMBARQ, 2011

Public transport: BRT success spreading around the world


page SOLUTIONS

�Public transport: BRT success spreading around the world 公共交通系统：快速公交系统在世界各地成功铺开 BRT Use is Expanding Around the World

source: EMBARQ, 2011

Planned / in construction (83 cities)

In expansion (23 cities)

In operation (156 cities)

Source: EMBARQ, 2011!

30 – 31 May 2013 (Foshan)

Foreign Direct Investment • EU inward investment to China 2011:

€17.7 billion • China inward investment to EU 2011:

€3.1 billion

2014

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30


transport networks. The existing railways in the two cities permit the effortless develop-ment of such a system.

Giurgiu and ruse need transport development to form a euroregion

Giurgiu (Romania) and Ruse (Bulgaria), two cities located at a junction on the Danube, have extended the development of approach from a local, regional and national perspective to a new dimension which prioritizes European and international requirements.

Geographically, the Danube separates Bulgaria from Romania and Giur-giu from Ruse. The existing bridge

proves the fact that there has been trade and exchange for over 50 years. In this context, the two cities have agreed on the common planning and implementation of important transport projects to increase accessibility consisting in optimal crossing points across the Danube, the method of aligning railways and roads, of developing the Danube ports on the north and south banks. The transport functions of both cities are connected to the development of maritime, railway and road transport.

In the railway segment, Bucharest – Giurgiu – Ruse line is closed to traffic after Grădiştea Bridge collapsed (transport is carried out on a bypass route); for the rehabilitation of this line and doubling the missing line sections, necessary investments amount to EUR 210 Million, the cost of the feasibility study for rehabilitation works is estimated at EUR 2.115 Million. According to CFR SA, “we have to say that Grădiştea Bridge will have an infrastructure for double line and su-perstructure for simple line, and the bridge across the Danube is for simple railway line”. Next to this bridge, another important point which ensures railway traffic is the bridge Giurgiu-Ruse currently undergoing reha-bilitation. The study elaborated for this line stipulates three variants for the doubling of lines: for speeds of 160 km/h, for 200 km/h

and 250 km/h. Calculating the value of costs for doubling the line, obtaining and arrang-ing the land etc., the investment amounts to EUR 210 Million.

The railway infrastructure in Ruse is an important element of the transport systems outside the city. The railway line to Bucharest begins with the railway selection warehouse in Ruse and is on double railway up to the Danube. The railway infrastructure in Ruse is made of a Central Rail Station (for pas-sengers), two railway selection warehouses, 3 loading/unloading railway warehouses and a technical railway station.

The development of economic segments, including the transport of the two cities, forms an area of regional development. To maximise the advantages and the profit of the European region Ruse-Giurgiu from the EU point of view, the priorities of EU 2014+ Cohesion Policy on potential specific op-portunities have to be analysed, shows the ERGO study for Giurgiu-Ruse.

According to the ERGO Study, the new bridge across the Danube is imperative, enabling the development of the region and the implementation of the high-speed line project with positive influence, at the same time supplying rapid access to impor-tant destinations (especially to Bucharest) and an easier access to the European region Ruse-Giurgiu. Next to these programmes, the tram-train project is also mentioned, as transport lines require connections to public

джурджу и Русе нуждаются в развитии транспорта для создания еврорегиона

Джурджу (Румыния) и Русе (Болгария), два города находящихся на линии пересечения Дуная, расширили свой подход к развитию от местной, региональной и национальной перспективы, к сфере, предоставляющей приоритет европейским и международным требованиям. Соответственно исследованию ERGO в транспортном секторе, новый мост через Дунай является необходимым, проект высокоскоростной линии, оказывая позитивное влияние; более того, специфика инфраструктуры предоставляет возможность осуществить строительный вариант поезд-трамвай.

Source: ERGO Master Plan

new bridge /new bridges has / have to be exactly parallel and to the east of the existing bridge


MArKet DeVeLopMent

31


Market volume for new high-speed trains[index 2009=100]

Source: SCI Verkehr GmbH

ences between the states: while Great Brit-ain will launch massive investments in the years to come and France and Germany will wait for the deliveries coming from the big-gest contracts, Spain will face overcapacity which will have an effect on the market of new vehicles.

Nevertheless, there are new entrants on the market: in Poland the first Pendolino train was delivered, Morocco will commis-sion its high-speed network, and Saudi Ara-bia has already granted important projects. For the US, after years of negotiations and discussions, it was decided to build a 1300-km network in California, in the region of South America, Brazil is in the bidding process and Russia decided to build over 2,000 km of high-speed line. Turkey joins these states, introducing the high-speed railway services and the authorities under-took the construction of such a network linking the main cities.

high-speed transport remains constant in europe, but is slowed down in china and japan by poor demand

The high-speed railway transport is perceived as the future of mobility, due to the benefits brought to the society by providing accessibility, high quality transport services, which make it vital for modern societies and sustainable economic growth.

The impact of high-speed transport on regional economies is different but shares the same feature: it is positive given the increase in the urbanisation level of cities, labour, tourism, social activities, business and including the provision of connections to the other international transport networks.

nevertheless, at global level, each region, including the state, plans the execution of a high-speed rail-

way network according to the trends in the region/state, and by 2017, due to intense projects of construction of high-speed rail-way systems, the level of this segment will be a solid one, but smaller than estimated. In the next period, the rolling stock will in-crease by 5%” shows the study “High-Speed and Intercity Transport - Global Market Trends” elaborated by SCI Verkehr.

“Following the differences in the past years, especially the increase of demand in China and Japan, the reduction of the vol-ume on this market regarding the new ve-hicles will represent a massive crisis. How-ever, the demand in Western Europe will remain mostly constant. Meanwhile, new individual projects will be launched for the next years, significantly supporting the re-quired volume of the market and the sales will increase by 9% per year due to major acquisitions in the past years”, mentions the study.

The manufacturers and the “after-sales” market in the high-speed transport have a volume amounting to EUR 6.4 Billion. Cur-rently, 3,200 high-speed trains are operating (able to run at speeds of over 190km/h), 90 % of which represent 7 largest markets in China, France, Japan , Great Britain, Ger-many, Spain and Italy.

Asia is an important market due to China and Japan, the largest increase generated in this region in the past years. Through the completion of most of the new projects in China and the renewal of the rolling stock fleet and the extension in Japan, most pur-chases of vehicles will be omitted in 2014. But from 2015, China will remain the most important market, but with a considerably lower volume than the previous one.

However, the investments in Western Europe will be constant and the moderni-sation projects are fewer, compared to the existing network, but it holds a large part of the volume.

In this region, significant differences are registered. However, there are large differ-


Высокоскоростной транспорт остаётся устойчивым в Европе, но в Китае и в японии испытывает торможение на фоне снижения спроса

На основании изменений ощущённых в последние годы, связанных особенно с повышением спроса в Китае и в Японии, снижение рыночного объёма новых транспортных средств отразится в массивном кризисе. Несмотря на это, спрос в Западной Европе останется в основном устойчивым. Более того, в следующие годы будут пущены в ход новые отдельные проекты, значительно поддерживающие необходимый рыночный объём.

© SCI Verkehr GmbH • Schanzenstraße 117 • 20357 Hamburg • Tel +49 (0)40-507197-0 • Fax 507197-20 2 von 3

PRESS RELEASE

The demand for eco-friendly and efficient transport modes will also increase in the established regions. However, a look at the individual projects shows very clearly that high-speed transport depends on political and economic instability. Thus, the financial and world economic crisis from 2008 completely brought some projects (e.g. in Argentina) to a standstill. In North Africa, on the other hand, political unrest has shifted the local focus. Nonetheless, there are some new market entrants who have defied restrictions. In Poland, the first Pendolino train has been delivered. Morocco will soon put its network into operation and Saudi Arabia has already awarded large-volume projects. Following years of discussion and various failed projects in other federal states of the USA, the decision was taken in favour of a 1 300 route-km network in California. In the region of South America, Brazil is in the bidding process, and Russia has meanwhile decided to gradually construct more than 2 000 route-kilometres for high-speed transport. Although high-speed transport has already been introduced to Turkey, it is worth to be mentioned: After the successful commissioning of first lines, various thousands kilometres of high-speed lines will follow in the next few years. In addition, a tender concerning more than 100 high-speed trains is planned in late 2013. A major change in the manufacturer market is the increased market share of the Chinese companies CSR and CNR in the last few years. Since the middle of the last decade, the two companies have cooperated with established system houses from Canada, Western Europe and Japan and have supplied the Chinese market with more than 600 high-speed trains. In the recent past, they have also supplied their first own vehicles.

100

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Market volume for new high-speed trains[Index 2009=100]

China and Japan

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“We have to continue to invest heavily in research and innovation to make sure that rail stays competitive against other forms of transport” Siim Kallas, Vice-President of the European Commission

“The European Commission will work with the Industry to make the SHIFT²RAIL Joint Undertaking a reality under Horizon 2020”, believes Jean-Eric Paquet, Director at DG MOVE.

SHIFT2RAIL aims at increasing the attrac-tiveness and efficiency of urban transport and seeks to develop the interest of passen-gers regarding railway transport by develop-ing specific technologies, such as interope-rability systems, e-ticketing and multimodal access systems.

european railway industry supports shiFt2rAiL initiative

The European Commission launched, in June, a public consultation on a proposal for an EU coordinated approach to Research & Innovation in the rail sector under Horizon 2020 in support to the completion of the Single European Railway Area.

Background studies have shown that Research & Innovation in the rail sector is currently carried out in a

fragmented manner . Coordination is neces-sary to create the Single European Railway Area, not only in infrastructure management or freight and passenger transport operation, but also in the railway industry which deliv-ers equipment and rolling stock.

The Association of the European Railway Industry (UNIFE) has launched the Joint Technology Initiative SHIFT2RAIL within Horizon 2020, the first such initiative in the railway industry in order to increase research and innovation for boosting the competitive-ness of the European railway sector.

The Rail Joint Technology Initiative –called SHIFT²RAIL – is a sector-wide ini-tiative to develop European rail innovation and competitiveness on a large scale and thereby strengthen the European industry in global competition. The CEOs of the largest rail suppliers in Europe committed to this hitherto unprecedented initiative to step up common rail research and develop the rail systems of the future. In particular, the focus will be on improving capacity to absorb a bigger share of traffic, increasing efficiency and sustainability, and developing the most customer-friendly, safe vehicles.

SHIFT2RAIL will develop and implement a new way of addressing the challenges for innovation in railway technology. Two key objectives have been identified by the initia-tive, the first one is increasing capacity so as to enable rail to absorb a greater share of traf-fic growth and the second is to attract busi-

ness and improve the efficiency of the rail transportation mode as a whole.

The initiative will contribute to an increase in the overall efficiency of the rail transport system, satisfy transport user’s needs, and at the same time help to foster the competitive-ness of the European manufacturing indus-try, through the implementation of techno-logical innovation.

“We hope to have a draft law from the Euro-pean Commission on the Technology Initia-tive SHIFT2RAIL by the end of the year, the joint technology initiative which promotes the modal shift to railway, now, when the market share of railway transport is falling and has to recover”, declared Philippe Cit-roen, Director General UNIFE, during the Railway Days Summit, in Bucharest.

The creation of a new rail Joint Technology Initiative, SHIFT2RAIL, will allow address-ing – through technology innovation – a sig-nificant part of the future transport societal challenges. This will allow for a major indus-trial effort, involving virtually all of Europe’s rail industry suppliers, including innovative small and medium enterprises to accelerate the development of new technologies and bring them to the market.

The initiative, supported by railway product suppliers, transport operators and railway in-stitutions will overcome some of the present deficiencies of the EU rail market, namely: fragmentation of production, low collabora-tion and partnership among the rail industry, different operating procedures among rail-way undertakings, low standardization, and low efficiency.

Европейская железнодорожная промышленность поддерживает инициативу shiFt2rAiL

Технологическая инициатива SHIFT2-RAIL намерена привлечь деловую сферу к железнодорожному сектору и улучшить общую эффективность железнодорожного транспорта.

Source: Philippe Citroën - UNIFE Director General

[ by Elena Ilie ]

proDUcts & technoLoGies

Making Funds Available for Rail Transport TEN-T and Connecting Europe Facility (CEF)

UNIFE Observations The European Commission

makes funds available for transport (CEF Budget €23,2 Billion across 2014-2020)

Major investments in the core and comprehensive network are still needed (an estimated €250 Billion for core network, €550 for the comprehensive network) by 2020

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operators manage ageing infrastructure networks in a cost-effective and environ-mentally friendly manner.

Historic levels of low investment, poor maintenance strategies and the deleteri-ous effects of climate change (for exam-ple scour of bridge foundations due to flooding and rainfall induced landslides) has resulted in critical elements of the rail network such as bridges, tunnels and earthworks being at significant risk of fail-ure. The consequence of failures of major infrastructure elements is severe and can include loss of life, significant replacement costs (typically measured in millions of Euros) and line closures which can often last for months.

The SMARTRAIL vision is to provide a framework for infrastructure operators to ensure the safe, reliable and efficient operation of ageing European railway net-works. This will be achieved through a ho-

sMArtrAiL allows rail operators managing ageing infrastructure

Safe and efficient transport infrastructure is a fundamental requirement to facilitate and encourage the movement of goods and people throughout the European Union. There is approximately 215,400 km of rail lines in the EU which represent a significant asset. Many of the rail networks in Eastern Europe and in parts of Western Europe were developed more than 150 years ago.

t hese networks were not built to conform to modern standards and suffer from low levels of invest-

ment and in some cases poor maintenance strategies. Replacement costs for civil en-gineering infrastructure items such as rail track, bridges and tunnels are prohibitive. In the current economic climate it is vital that we maintain and develop our trans-port network and optimize the use of all resources. It is essential therefore those methods used to analyse and monitor the existing infrastructure result in realistic scientific assessments of safety which al-low the effective programming of remedial works. The SMARTRAIL (Smart Mainte-nance Analysis and RemediaTion of RAIL infrastructure) project aims to bring to-gether experts in the fields of rail and road transport infrastructure to develop state of the art inspection; monitoring and as-sessment techniques which will allow rail

[ by Elena Ilie ]

listic approach which will consider input from state of the art inspection, assessment and remediation techniques and use this data to consider “what if ” scenarios using whole life cycle cost models. These models will allow the infrastructure operators to make rational decisions on the best use of limited funding which will be committed to the long-term maintenance of the rail infrastructure networks.

The SMARTRAIL vision and project working packages were presented by Dr. Phd Kenneth Gavin, coordinator and chair of the Executive Board of SMART-RAIL, during the Railway Days Summit in Bucharest. We wanted to learn more about this project and how can it offer support to rail infrastructure managers in order to overcome most of the problems mentioned above. In this short interview for Railway Pro we have tried to find the

Source: European Railway Agency - Biennial Report 2011

opinions

Rehabilitation of Buna bridge

UIC Meeting of Panel of Structural Experts Zagreb, 17. September 2013.

Marko Vajdić

04.03.2011.


Marko Vajdić

10.03.2011.


Marko Vajdić

11.03.2011.


Marko Vajdić

17.and 18.03.2011.

opinions

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are becoming cheaper, to monitor the ef-fectiveness of the infrastructure allowing for remedial work to take place at the most beneficial time i.e move from find and fix to repair and prevent. This measuring technol-ogy is being used on a bridge in Poland to carry out Weigh in Motion measurements thus providing real time structure health monitoring allowing accurate and timely interventions to repair the bridge whilst maintaining the level of safety required, in Croatia to measure stress on transition zones, it has further applications which may be beneficial in remote areas which are not easily accessible.

sMArtrAiL позволяет железнодорожным операторам использовать изношенную инфраструктуру

Цель проекта SMARTRAIL состоит в предоставлении технического прогнозирования администраторам инфраструктуры, с целью эксплуатации в условиях безопасности, надёжности и эффективности “устарелых” европейских железнодорожных сетей.

answers to some of these questions from Michael Robson, Managing Director – Robson’s International Rail Consultancy and former EIM Secretary General, ac-tively involved in the project.

railway pro: How can SMARTRAIL project help Infrastructure Managers to ex-tend the service life of existing infrastruc-ture?

Michael robson: I have chosen four areas to comment on: Bridge Scour, Reha-bilitation of Open Tracks, Rehabilitation of Bridges and Use of technology.

1. Bridge Scour is a major issue for In-frastructure Managers and can result in catastrophic failure of a bridge which if it occurs causes disruption to services, ma-jor safety risk and a major cost to replace/repair. The SMARTRAIL project is devel-oping and testing numerical models in this area which will enable Infrastructure Man-agers to use data obtained from monitor-ing changes in the natural frequency of the bridge foundation piles to determine the effect of bridge scour.

By using this method the costs of hav-ing to employ divers to carry out regular inspections can be reduced, the risk of catastrophic failure and its impact on train performance and capacity will also be re-

duced.2. Rehabilitation of Open Track which

is again a big problem for a number of In-frastructure Managers due to mud being pumped up between the sleepers follow-ing ballast degradation and poor subsoil conditions. Trials have taken place using Geogrids and Geotextiles to reduce this which has the effect of negating the need for temporary speed restrictions and con-stant interventions both of which reduce capacity, performance and increase costs. The effectiveness of these techniques is be-ing measured and the results are proving positive.

3. Rehabilitation of bridges is a way of extending the life of a bridge and thus deferring a costly renewal and downtime on the network whilst the renewal work takes place. Laboratory tests are being car-ried out on a recently removed bridge to asses the effect of strengthening the bridge with ultra high performance reinforced concrete which may allow life extension of many older bridges across the network and provide a cost effective solution instead of replacement.

Work is also taking place to measure the use of different types of material in the transition zones to improve their stability and thus reduce maintenance costs.

4. Use of Modern Technology is a way of harnessing off the shelf products, which

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

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36


MetropoLitAn

users; in fact, 30% of passengers have the alternative of their personal vehicles, but prefer to use public transport means”, add-ed Feyzullah Gundogdu.

Land use along the light rail system has significantly increased since the operation of the line. New residential areas have been built and three shopping centres have been opened and the cost of the lands along the light rail route has increased by 30%.

A new sports stadium has also been built close to the light rail route and the money from the sale of the land where the old sta-dium used to be has been used to finance other projects. In addition, new bus sta-tions have been built and their route is organised so as to complement light rail transport; the land of the old stations has been sold and the money has been used for other projects. The tax collection system has been outsourced to a private company generating reduction of EUR 2 Million an-nually.

Needless to add the benefits of an inte-grated and customer-oriented transport system!

Kayseri, a city of light rail progress

Kayseri is a Turkish city located in Central Anatolia with a population of 1.3 million citizens. It is one of Turkey’s most developed cities with over 1,000 industrial production centres stretching along eight industrial areas. It is the largest Free Trade Area in Turkey generating a production of USD 5 Billion and exports worth USD 1.2 Billion, mainly from the textile industry.

As any large urban agglomeration, Kayseri has been confronted with transport-related problems and the

congestion they cause. Feyzullah Gundogdu, Fixed Installation

Manager of Kayseri Ulasim (the transport authority in Kayseri), present at the Railway Days Summit, talked about the problems the transport system in this city is facing, but also about the best solution for improv-ing and even reducing these problems.

“Transport is one of the main problems of a city and transport planning requires a lot of funding and seems never to end. Moreo-ver, the challenges of urban transport affect the city’s characteristics”, said Feyzullah Gundogdu.

The best long-term solution for solving the problems generated by extremely in-tense road traffic is public rail transport.

Kayseri has chosen to develop a light rail transport systems which has perfectly inte-grated into the architecture of the city at the bottom of the Erciyes Mountain. Kayseray, as the light rail transport system is called in Turkish, is perfectly integrated with the buses travelling in the city. In parallel, Kay-seri Ulaşım has developed a bike sharing

programme which perfectly complements the light rail system. Thus, 15% of the peo-ple who use the bike have also used public transport. 1,500 bikes are used every day in combination with the light rail.

The authorities have implemented a sin-gle charging system which provides a single ticket for buses, light rail and bicycle, but also for tourists.

It is interesting how the authorities chose to promote this transport system: if the pas-senger uses the light rail less than half an hour, the journey is free, and then they pay 0.5 Turkish liras for every 30 minutes, less than 0.2 euro cents.

The construction of this system began in 2006 and in 2009 the light rail was put in operation. Phases II and III of the project were tendered in 2011 resulting in the ex-tension of the route by 10 km and 7 km re-spectively.

A large section of the light rail route is with grass, with over 116,000 m2 of grass; moreover, 10,000 trees and 200,000 plants and flowers have been planted along the route.

“The light rail transport system has in-creased the number of public transport

Кайсери – город, который прогрессирует с помощью легкого метро

Кайсери, турецкий город, находящийся в Центральной Анатолии, который выбрал систему общественного транспорта с совершенно интегрированной сетью легкого метро, совместно с автобусом и велосипедом. Результат? 30% пассажиров имеют возможность перемещаться собственным автомобилем но, предпочитают общественный транспорт.

[ by Elena Ilie ]

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lication informs. The line will have a length of 10 km and its construction will last for 3 years.

Recently, the city’s governor announced that for 2014-2016, Saint Petersburg will invest RUB 73 Billion (USD 2.3 Billion) in the underground network. “Such invest-ments establish the underground develop-ment priorities. In 2014 the city will invest RUB 20.7 Billion (USD 650 Million) for constructions, over two times more than in 2011 and 2012”, mentioned Poltavchenko.

For the implementation of construction projects, several foreign companies have expressed their interest in the underground projects of Saint Petersburg.

saint petersburg doubles investments for underground development

Saint Petersburg, Russia’s second largest city, where 4.9 million citizens live, knows a dynamic rhythm as regards urbanisation and implicitly economic development. Under these circumstances, the transport development strategy (2025) is focused on public transport, especially railway transport.


the urban public transport system is well developed, the railway trans-port consisting in the underground

network (5 lines with a length of 113.6 km and 67 stations) and the tram network (42 lines with a length of 205.5 km). The under-ground continues to be the backbone of a structured transport network and will be developed to the directions where demand will exist. Currently, the existing under-ground network is operating at maximum capacity and the authorities undertake ex-pansion projects to meet the future mobi-lity demands.

According to the plans of the authori-ties, the underground network length will double by 2050 and considering that the expansion projects have been interrupted for more than a decade because of financial problems, they have been resumed, the ex-tension of lines becoming the main objec-tive of the authorities. Thus, by 2020 the underground company plans to build 71 km of underground line served by 41 new stations and 5 depots. At the same time, there are projects for the modernisation of the existing stations, the installation of es-calators and the construction of “park and ride” facilities.

For the provision of an effective link be-tween the city and Pulkovo airport, the au-thorities decided to build an underground line, the terminal with a capacity of 17 mil-lion passengers not being connected to the railway network from the city’s central rail-way station. Initially, a draft was proposed for a line connecting the airport and city,

the transport services being provided by Aeroexpress. However, according to the local media, this year the governor of Saint Petersburg, Georgy Poltavchenko, sent a letter to the Minister of Transport, Maxim Sokolov, requesting the allocation of RUB 34 Billion (EUR 830 Million) from the state budget for the construction of an un-derground line to Pulkovo. The latter point-ed out that the funds are requested as part of the investment needed for the infrastruc-ture development to be used within the World Cup 2018. The latter also presented the governor’s negative opinion on the con-struction of the railway line to the airport, operated by Aeroexpress, RBC Daily pub-

Source: City of St. Petersburg Transport Strategy for 2011 –2025, World Bank

Петербург удвоил инвестиции для развития метро

Система метрополитена продолжает быть основой системы общественного транспорта Санкт – Петербурга. Власти намерены развить сеть по направлениям, соответствующим требованиям. Недавно, губернатор города, Георгий Полтавченко сообщил, что на протяжении периода 2014-2016 в Петербурге осуществляться капиталовложения стоимостью 73 млрд. рублей в сеть метро. В 2014 году будут вложены 20.7 млрд. рублей в строительство, более двойной суммы соответствующей 2011 и 2012.

Subsidies to Public Transport Operators in 2010 and 2011 (planned)

Transport Sector Spending – Trends and Three Possible Scenarios for Budget Envelope

77 | P a g e

The approved St. Petersburg transport budget of year 2011 is about 240 Euros per citizen a year and less than 13 percent of the city total budget, lower in comparison to the other two transition cities. In light of other cities’ experience, there is a room for expanding transport sector spending, at least for strategic capital investment in the short-term. Table 3-1 summarizes additional budget space if a greater share of the total city budget were to be allocated for transport sector. For example, if the City allocates 16 percent of its planned budget in 2012, there will be additional 15 billion rubles allocated for the transport sector in addition to what is already planned; if allocates 18 percent of budget, there would be additional 22 billion rubles. The three budget allocation scenarios are illustrated in Figure 3-2.

Figure 3-2: Transport Sector Spending – Trends and Three Possible Scenarios for Budget Envelope

Non-Budgetary Financing

The City will continue collaborating with the federal government to ensure that the city obtains sufficient and due support for its role as key trade and transport hub of the country. Especially the major motorways to/from and around the city have great significance in the national road network. They serve the need for intercity trips and freight transport of great national/international importance.

The City will also continue seeking to tap on non-budgetary resources, such as private sector participation, but with caution. Private sector participation can be encouraged where they can build infrastructure and provide services on behalf of public sector. Candidate projects include some strategic road investments, city center parking facilities and some surface public transport infrastructure and services. Selection of projects that will be financed and operated by private sector should be strictly based on value-for-money. In other words, the city will select only the projects that can be implemented by private sector more cost efficiently than by public sector.

Strategizing City’s Transport Spending

The City has been allocating most of its transport sector budget for highly capital-intensive sub-sectors, namely, the road network—new roads construction and road maintenance/repair—and the metro system—network and stations. Transport sector spending allocation pattern in 2010 is depicted in Figure 3.4. On the other hand, spending on parking—construction of lots and garages and management—and traffic management system has been insignificant, together reaching less than 3

Roads Metro (cap)

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Figure 3-4: Road sub-sector spending in 2010

Subsidies to public transport operators amount to a considerable sum, reaching about 12 percent of the total transport sector spending, and are projected to increase further in the short- and medium-term due to proposed new developments. First, subsidy to autobus operators will increase as the city continues its plan to remove the two-tier system, converting the commercial routes into public routes. There will be medium-term burden on the city budget to pay for the increased share of discounted tickets for the public routes users. On the other hand, more number of metro stations and exits would mean greater resources to be used for maintenance and operation of station facilities and staff cost. However, in the long-term, the activities planned under Strategy Elements B1 and B2 will help improving operating efficiency of public transport and also allow for additional revenues from premium services, leading to reduction of subsidies.

Figure 3-5: Subsidies to Public Transport Operators in 2010 and 2011 (planned)

Improving Market Efficiency and Financial Sustainability

Pricing schemes and impact on revenues

The city will rationalize the structure of fares and user charges so it is tied to the varying levels of demand for different services and use of infrastructure. Rationalization would mean that high prices will be associated with highly demanded goods and services, and vice versa. This will improve the market efficiency and prevent hyper-demand for the scarce resources—severe traffic congestion,

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Varianty etapy metra I. D Pankrác - Depo Písnice

0. Návrh 2011 – DUR 1. Návrh 2011 – optimalizace 2. Kompatibilní dopravní systém s trasami A, B, C

3. Odbočení z trasy C

not be able to build the new underground line”, said Jiří Pařízek, transport adviser.

The first option involves the execution of the line D, through the construction of 8 km of line and 7 stations, the costs being estimated at CZK 25 Billion (EUR 917 Mil-lion), and the second option reaching CZK 29 Billion (over EUR 1 Billion euro). The authorities analyse the two options, includ-ing the one of building a system compatible with the existing line (Line C).

The City Council hopes that by the spring of 2014 it will adopt a decision and the constructions will start in 2017, in case the project will receive EU funding by POS-T. “If the project is implemented from the consul- ting, design phase, etc., and works will are carried out according to the established plans, the line connecting the centre and south of the city will be commissioned in 2022”, indicated Pařízek.

Source: Metroprojekt Praha A.S.

К 2022 году Прага планирует построить ещё одну линию метро

Местный Совет Праги (Чехия) принял предложение в связи с первой фазой строительства новой линии метро, которая, при получении финансирования со стороны Евросоюза, будет пущена в эксплуатацию к 2020 году. В настоящее время власти разрабатывают документы, необходимые для решения пуска в ход проекта, имеющего два варианта.

Metro line proposals Pankrác - Depo Písnice

prague might have another metro line as of 2022

Prague City Council (Czech Republic) has approved a proposal regarding the construction of the first phase of the new metro line which, if financed by the EU, could be operational in 2022. Currently, the authorities are elaborating the necessary documentations to be able to decide on the implementation of the project for which there are two options.

prague is one of the most important cities in Central Europe, managing to maintain high ratings granted by

the major rating agencies (Moody’s gave a rating of A1 and Standard & Poor in 2011, a rating of A+), and the authorities do not stop here and wish to adopt new economic growth policies, directing decisions and fi-nancial resources to support the increase of the city’s attractiveness.

As for all major European cities, the pub-lic railway transport system represents an engine of sustainable development. The entire public transport system of the capital ensures the mobility of over 1 billion passen-gers a year, but the authorities plan to launch new development projects to determine the increase of the market share of public trans-port and therefore the reduction of the road traffic and environmental impact.

According to the programme for the im-plementation of the strategic planning of the city for the period 2009-2015 (prepared by the Strategic Planning Department at the City Development) “for an attractive and in-tegrated public transport, the railway trans-port - the underground and the tramway – is the most important and therefore it will be developed.” Consequently, the length of the tram network will increase by 8-10 km (from 142 km in 2008 to 150-152 km in 2015), and the length of the underground system by 10 km from 59.1 km to 69 km in 2016, besides these projects the one related to the increase of the capacity of the Park & Ride system be-ing also mentioned.

For this purpose, in October, the City Council approved the plans for the construc-tion of the first phase of the underground line D, which will link the city centre and the suburbs Lhotka, Libuš, Nové Dvory and Pis-níce. The Council has not decided yet on the route of the line for which there are two op-tions, the decision being made in 2014. “At this moment we consider either the Písnice- Pankrác option, the latter being built as a transfer station connected to line C; another option aims at the construction of an inde-pendent line. Likewise, we must elaborate the investment plan for it to be financed by the operational programme Transport, be-cause without the EU support, Prague will


Trasa metra I.D Náměstí Míru - Depo Písnice Metro line proposals Náměstí Míru - Depo Písnice

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and with European funds. A project on the interconnection of the tram network is in the design phase to provide a connection between the north and the south of Buda by rearranging the stations or building new lines. 83.4% of the EUR 48 Million total cost are also provided from the state budget and European funds.

The same type of funds is also used to buy new tramways and trolleybuses, acquisi-tions for which EUR 140 Million are made available. A tender for the procurement of 37 low floor trams is ongoing. In August, BKK announced that the Spanish company CAF was preferred bidder.

Apart from these ongoing projects, BKK has in plan a programme of investments in the development of the railway network for 2014-2015 which also includes other ex-tensions of tram and metro lines.

On short term, in the three years of exist-ence, BKK has managed to contribute to an improved planning, based on the efficient communication of specialists, both in the transport sector and in land planning, by ensuring institutional transparency and as-suming responsibility.

стратегия BKK – успех в привлечении европейских фондов

Цели транспортного ведомства столицы Будапешт – BKK , состоявшие в создании интегрированного транспорта, были недавно проанализированы главой Транспорта и Стратегии компании BKK, господином Ласзло Сандор Керени, в рамках Форума Метрополитенного Развития и Надёжной Мобильности, который прошёл в городе Орадя.

Большинство инвестиций в столицы Будапешт направлены на метрополитенную и трамвайную инфраструктуру, а также, на закупку новых электротранспортных средств (трамваи и троллейбусы). Проекты развития железнодорожной сети города Будапешт воспользовались крупными суммами, предоставленными европейскими фондами. Большая часть этих фондов направлена на строительство 4-ой Линии метро.

BKK’s concerns on developing an integrated transport have recently been detailed in Oradea by László

Sándor Kerényi, Head of Transport Stra- tegy of BKK, during the Forum for Sus-tainable Mobility and Metropolitan De-velopment.

The establishment of an authority that would manage public transport in the city of Budapest represents the premise of transforming public transport in Hungary’s capital. Taking the example of London and Transport for London, BKK - Buda-pesti Közlekedési Központ, the transport authority in Budapest, was established in 2010.

The Hungarian Capital together with Pest district (megye) has around 2.5 million citi-zens and a surface of over 3,000 square km. Organising mobility in this large surface has to take into account the geography of the area, segmented between the hills of Buda, the Danube and Pest plane. The mobility mode of the citizens from the metropolitan area of Budapest is 60% in favour of public transport. At the same time, around 1 mil-lion individual car journeys are registered every day, 400,000 of which in the extra-urban area.

Regarding railway transport, Budapest

has a tramway network of 32 lines, served by 464 tramways, of which 36 new Siemens Combino tramways. The metropolitan area uses the suburban railway lines recording 43.4 million passengers a year, slightly less than suburban buses, with 50.4 million pas-sengers per year.

Budapest, which in turn operates under a 15-year contract of public service delega-tion from Budapest Municipality, has con-cluded 8-year public service contracts with BKV, Budapest transport operator, and with the private operators of suburban bus lines.

Budapest Municipality subsidy covers over 50% of transport costs, while the sold tickets cover 32% of costs.

The development of Budapest metro net-work, through the construction of a new line, Line 4, is one of BKK’s main objec-tives, with a total budget of EUR 1.3 Billion, of which only 20% from funds of Budapest Municipality and the rest of funds from the state budget and European funds. Line 4 is 80% completed and will be inaugurated in 2014 using a fully automated metro system supplied by Alstom.

Extensions of the tram lines are also in construction, with a budget of EUR 132 Million, similarly financed in a very high percentage (93.32%) from the state budget

BKK strategy, success in attracting european funds

Budapest Transport Authority, BKK, has recently received the Global Light Rail Award 2013 awarded by Tramway & Urban Transit magazine for its contribution to reforming the transport system in Hungary’s capital city.

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Today, by reorganising traffic, OTL can significantly increase the efficiency of tram operation, but also with the help of traf-fic management that would prioritize the tram. Also, power efficiency can be increased through the appropriate operation of the Tatra wagons. The introduction of new tram routes and differences between the opera-tion schedules based on real demand are also proposed. Investments in creating connec-tions between lines and in the reorganisation of terminals would be the next step.

Эффективная реорганизация при минимальных стоимостей для города Орадя

В ожидании продолжений некоторых линий и инвестиций в новые трамваи, румынский город Орадя, имеющий 200.000 жителей, сможет повысить эффективность своей сети при более эффективном управлении. Трамвайная сеть города существенно сократилась, начиная с 1970 года, при этом, сокращение определённых линий привело к разрывам и отсутствию когерентности в эксплуатационной деятельности. При реорганизации движения, компания OTL сможет существенно повысить операционную эффективность трамваев, совместно с мерами в области управления движением, предоставляющими приоритетную позицию трамвайной сети. Более того, компания сможет повысить энергетическую эффективность при адекватном использовании вагонов Tatra.

efficient reorganisations at minimal costs for oradea

While waiting for line extensions and investments in new trams, Oradea, a city with 200,000 inhabitants in the west of Romania, can make its network more efficient by adopting a more efficient management.

tram transport in Oradea is managed by OTL, the public transport op-erator in Oradea, the former autono-

mous administration, organised as trading company controlled by Oradea Municipal-ity.

Oradea tramway maintains an important share in public transport with over 40 mil-lion passengers per year, one of the highest shares in this part of Europe. Over the past years, substantial investments have been made in the rehabilitation of infrastructure and of vehicles. In 2008, Oradea bought 10 ULF Siemens trams. However, the majority of vehicles in the operator’s fleet of vehicles are second hand and latest acquisitions have relied on this type of vehicles. Other 25 such Tatra wagons were bought for a total cost of EUR 400,000 in 2013. The 17 Tatra T4D motor coaches and 8 Tatra B4D trailer wag-ons are between 25 and 40 year old and used to run in Magdeburg, Germany. The refur-bishment of these vehicles is also considered above the financing possibilities of Oradea Municipality.

But OTL hopes to be able to attract Euro-pean funds to purchase new vehicles in the programming period 2014-2020. The attrac-tion of European funds was impossible in the programming period 2007-2013, when such

acquisitions were not considered eligible to access European funds. However, OTL has managed to access funds through the Operational Programme Increase of Eco-nomic Competitiveness to build a Me-chatronics Research Centre where a device of tram wheel profiling and reprofiling is cur-rently operating.

The tram network stretches on 35 km of simple track, organised in five lines. The po-tential extensions of the tram network are considered by authorities, but until then, a reorganisation of the network at minimum costs could generate significant benefits re-flected in the number of passengers. These intentions have recently been detailed in Oradea during the Forum for Sustainable Mobility and Metropolitan Development, organised by Club Metropolitan, OTL and Oradea Metropolitan Area, by András Ekés and Antal Gertheis from the Metropolitan Research Institute in Budapest.

Oradea tram network has been signifi-cantly reduced starting with 1970 and the closure of certain lines has created fractures and incoherence in operation. Thus, the operation is confronted with problems such as lack of interconnections in certain junc-tions. Moreover, the automotive traffic it overlaps causes interruptions or delays.

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financing, innovations, businesses and services, station design around the world, stations as intermodality centres, inte-grated protection for railway stations, but also methods of connecting stations with the city.

One of the first conclusions of the Mos-cow rail station conference pointed out that strategically, the railway station is in-creasingly a link for seamless communica-tion between trains and between transport modes (serving a multimodal transporta-tion system), between travellers and non-travellers (city inhabitants), between ac-tivities (working activities, trade, leisure, culture), between the mobility world and the urban environment.

Regarding social aspects, the participants concluded that rail stations are increas-ingly less limited to their transport func-tion. The new and modern rail station is an essential part of urban environment. Most of the times, the rail station combines the optimisation of its functions with preserv-ing the city’s architectural and historic heritage. Also, in the large European cities, and not only, rail stations host cultural ac-tivities.

Вокзалы, связывающее звено между железнодорожным транспортом и общественностью

К концу октября месяца, Международный Союз Железных Дорог и Российские Железные Дороги (РЖД) организовали международную конференцию “Next Station”, основная тема которой относилась к связям между железнодорожным транспортом и общественностью.

During this conference, partici-pants discussed about new de-velopment trends in this railway

transport sector, but also other up-to-date problems, such as the access of new op-erators, new horizons in the railway services and intermodality areas, develop-ment based on urban planning conditions in areas adjacent to rail stations and rail sta-tion sustainability and progress examples. The participants included representatives of the national governments, international organizations, financial institutions, rail-way transport operators and representa-tives of rail station management, local au-thorities, but also services suppliers.

“Today train stations are evolving into major intermodal transportation hubs, centres of gravity and redistribution of passenger flows. Thus it is equally im-portant to seek answers to a whole range of questions regarding their efficiency and commercial attractiveness of pas-senger station operations and achieving maximum performance efficiency”, de-

clared UIC Chairman and RZD President Vladimir Yakunin.

“The content of Next Station reflects the diversity and complexity of the sta-tion’s role starting from the function of the nodes like the beating hearts of the railway network. Railway stations have gradually become organised, transformed and de-veloped to host all those passing through – whether travellers or not – and to offer board, lodging, or other everyday ser-vices. Stations have become an interface between all the various modes of mobility. They have thus become the mediators of railway mobility”, Jean-Pierre Loubinoux, UIC Director-General, underlined.

The conference included a high-level round table on the conference theme “The Station of the future: How to link Rail-ways and Society?” and a series of sessions dedicated to all strategic issues of railway station planning, development, financing and operations. Parallel sessions focused in particular on general interest themes, such as a new approach of governance and

rail stations, the connection between rail transport and the society

At the end of October, the International Union of Railways (UIC) and Russian Railways (RZD) organized the international conference “Next Station”, the main topic focusing on the connections between railway transport and the civil society. The previous editions of the conference were organized in Rome, Paris and Brussels, while this year’s edition, the fourth, was organized for the first time in a railway station. It was the Kazansky rail station in Moscow, situated in the middle of the Russian capital and at the same time, one of the largest transport hubs in Moscow.

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ing of the market for domestic passenger transport services by rail prevent the emer-gence of a genuine internal market for rail passenger services.

However, the overwhelming majority of domestic passenger services is not provid-ed on a commercial basis, and is therefore performed under public service contracts. Given that no common EU rules on the award of such contracts apply, some Mem-ber States have introduced competitive tendering for these contracts, while oth-ers award them directly. This patchwork of regulatory systems in the EU makes it dif-ficult for railway companies to exploit the full potential of operating in an internal market. Therefore, this legislative package also covers competition for public service contracts, barriers to competition such as the availability of suitable rolling stock for potential bidders for such contracts, and non-discriminatory access to information systems and integrated ticketing systems where they benefit the passenger.

Source: Libor Lochman – CER Executive Director

Обязательства общественных услуг являются основой либерализации внутреннего рынка пассажирского транспорта

Во многих государств-членов Евросоюза внутренний рынок пассажирского железнодорожного транспорта закрыт для конкуренции, факт который не только ограничивает рост, но также создаёт диспропорции между государствами-членами, которые открыли или нет свои рынки. Разницы между государствами-членами по отношению к открытию рынка услуг внутреннего пассажирского железнодорожного транспорта препятствуют развитию соответствующего внутреннего рынка услуг пассажирского транспорта.

ROMANIA: freight and passenger markets performances

public service obligations are the basis for the liberalisation of the domestic passenger transport market

The liberalisation of the domestic passenger transport market in the European Union has been debated for a long period of time. Passengers should benefit from more options, more comfort, improved safety, reduced tariffs. Infrastructure managers should benefit from more customers, more routes, increased revenues, while operators should have more passengers, more routes, the possibility of operating in any European market etc. Also, the industry suppliers should have more demands, multi-annual contracts, varied services etc.

in simpler words, this is what should happen if the domestic railway passen-ger transport is also liberalised. But for

now, the authorities compete to get deroga-tions, operators demand guarantees that it would not affect their market position and, almost across the entire Europe, infrastruc-ture managers want to postpone the proc-ess because the improper condition of the infrastructure affects passengers’ safety.

According to new amendments to the law proposal of liberalising the domestic railway passenger transport services, Euro-pean Union member states will have to take all necessary measures in conformity with the norms on state aids, to make sure that the operators who want to supply public railway passenger transport services within public service obligations have conditions of effective and non-discriminating access to appropriate railway passenger transport rolling stock.

By amending the regulation dealing with public service obligations in public trans-port by road and by rail, the Commission aims to introduce mandatory tendering of public service contracts as of December

2019. The scope of those contracts and the underlying public service obligations are to be defined in compliance with criteria based on general treaty principles. To avoid exces-sive geographic scope of contracts being used to foreclose markets, the Commission proposes a flexible definition of maximum contract volume. A minimum threshold below which contracts may be awarded di-rectly will enable competent authorities to avoid organising a tendering procedure, if the expected savings of public funds would not exceed the costs of tender. Contracts directly awarded after the adoption of this legislative package will not be able to con-tinue beyond 31 December 2022.

There are a number of obstacles to im-proving railway companies’ quality of serv-ice and operational efficiency. These relate first of all to access to the market for domes-tic passenger services and the lack of com-petitive pressure. In many member states this market is closed to competition, which not only limits growth, but creates dispari-ties between those member states that have opened their markets and those that have not. Different national approaches to open-

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tween 20 and 30 km/h) and thus short journey times.

In European countries where tramways had survived the massive closures of the 50’s and 60’s, for example in Germany, Switzerland, Belgium, many remaining systems have been modernized and up-graded and may now be called “light rail systems”.

In many other countries, where tram-ways had disappeared from the streets, completely new systems have been deve-loped since the mid 70’s. This was the case in North America, in the Asia-Pacific area and in a few European countries such as the United Kingdom and France.

As a result, light rail systems can now be found on all continents. There are now over 400 light rail transit and tramway systems, in 50 countries. In addition, over 100 light rail systems are being planned worldwide.

Легкое метро это оптимальное решение проблемы городского затора движения

Оптимальное решение для надёжного городского и столичного транспорта состоит в развитии системы легкорельсового транспорта.

in the absence of significant stra-tegy changes, the different transport modes would continue to be rep-

resented in the same proportion. Road transport would maintain its dominant role for both passengers and freight inside the EU, and cars would continue to repre-sent more than two thirds of the total pas-senger transport in 2050.

The current situation of accessibility in the EU suggests that there is a strong difference between central and suburban areas regarding connectivity and trans-port costs. Suburban areas have higher average transport costs explained not only through longer journeys, but also through more expensive and less effective available transport solutions.

Dynamic, accessible, liveable and attrac-tive urban regions will never be exempted of congestion. Transport strategies should try to deal with congestion management

based on cost effectiveness in order to reduce the negative impact that traffic congestion has on passengers and urban citizens.

The best of solutions for sustainable ur-ban and metropolitan transport is the de-velopment of light rail transport systems. Light rail is considered the ideal mode for carrying between 3,000 and 11,000 pas-sengers per hour per direction, based on the data provided by the International Public Transport Association (UITP). Only metros and heavy rail have a higher transport capacity.

Thanks to their high performance, light rail vehicles accelerate quickly and can at-tain good service speeds.

Together with good design features such as a segregated right-of-way and priority at crossings and traffic lights, which make light rail congestion-free, these will result in a good average commercial speed (be-

Light rail, the best solution to decongest urban traffic

In the perspective of the same transport policies for the future, it is expected that all transport activities will continue to grow in parallel with the economic activity. Passenger traffic is expected to increase slightly compared to freight transport (34% by 2030 and 51% by 2050).

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соблюдение прав пассажиров – основа для функционирования интермодального рынка

Одной из важных мер для консолидации общей политике в транспортной области является гарантия и соблюдение прав пассажиров железнодорожного транспорта и повышение качества, пунктуальности и эффективности пассажирских услуг, способствуя росту роли железнодорожного транспорта в сравнении с другими видами транспорта. Качество услуг железнодорожного пассажирского транспорта является всё более важным вопросом следующих лет.

Sector on the implementation of Regulation 1371/2007”, indicating the measures adopt-ed based on the Regulation on the rights and obligations, such as the best practices which exceed certain requirements included in the Regulation.

“By offering a common discussion plat-form for railways and national enforcement bodies, we want to contribute to the quality of the services offered to rail passengers. That is why we also decided to continue offering all respective actors a useful forum to ex-change ideas and at the same time an oppor-tunity 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 Director, stated at a workshop organised by the Community of European Railway and Infrastructure Com-panies (CER) and the International Rail Transport Committee (CIT)

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

the main objective of the European Union’s transport policy is to estab-lish an internal market for transport

contributing to a high degree of competitive-ness and the harmonious, balanced and sus-tainable development of economic activities. The 2011 Transport White Paper stated that rail should account for the majority of medi-um-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 infra-structure and a smarter approach to using it.

The European railway transport systems and networks are still different and most of them operate according to distinct particu-larities and specifications adapted to national needs. Their harmonisation based on a com-mon 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, in-frastructure investments, and the modal shift

observing passengers’ rights, essential to the operation of the intermodal market

of freight or the mutual acceptance of rolling stock have been troublesome, yet a common denominator, an algorithm valid across Eu-rope, could not be established. The European Commission, with the support of interested parties, tries to solve in practice the problem of European transport system harmonisa-tion by proposing a number of 6 legislative projects, those composing the already well-known Fourth Railway Package. The Com-mission believes that this legislative package will complete the process. One of these leg-islative proposals refers to the amendment of Regulation 1370/2007.

At the end of October, the European depu-ties signed a report on the consolidation of the passengers’ rights stressing the obligation of companies to better inform passengers.

A single draft regulation on the rights of passengers, for all transport modes, has to be achievable on the medium term and it is essential to promote intermodality. Cur-rently, there are no premises for this. That is why, Rapporteur Georges Bach, the initiator of this project, demands the Commission to propose corresponding guidelines on condi-tion that these guidelines would not dimin-ish the rights of passengers as far as the diver-sity of transport modes is concerned.

At the beginning of October, CER and the International Rail Transport Committee (CIT) published the “Report of the Railway

One of the important measures for consolidating the common transport policy consists in guaranteeing and observing the railway passengers’ rights and improving quality, punctuality and the efficiency of the services provided to passengers in order to increase the market share of railway transport compared to other transport modes. The quality of railway passenger transport services is an aspect with a higher importance over the next years.

[ by Elena Ilie ]

LeX

EN 26 EN

Part 2: Projections of transport volumes and modal shares (based on ASSESS study)

Table 2-1: Key trends foreseen as a baseline

Most likely 2000-2020 transport activity growth in EU-25 - GDP

- Overall freight transport - Overall passenger transport

- Road freight transport - Rail freight transport - Short Sea Shipping - Inland navigation

- Private car - Rail passenger transport - Air transport

52%

50% 35%

55% 13% 59% 28%

36% 19%

108%

Graph 2-1: Expected growth in freight transport activity by mode (2000=100)

Graph 2-2: Expected growth in passenger transport activity by mode (2000=100)

90

100

110

120

130

140

150

160

170

180

190

200

210

220

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

AircraftPassenger CarTram&MetroRailwayBus&Coach

90

100

110

120

130

140

150

160

170

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

SeaRoadPipelinesInl. Waterw.Rail

Source: http://eur-lex.europa.eu

Expected growth in passenger transport activity by mode (2000=100)

45


forms of accessibility could significantly influence mobility choice.

Promoting better modal choices will require greater integration of the modal networks: airports, ports, railway, metro and bus stations, car hire spots and park-ing areas, should increasingly be merged and conceived as multimodal connection platforms for passengers.

The development of a properly-integrat-ed transport system (such as creating a sin-gle railway area) is currently delayed by a series of issues which still exist in the mar-ket and in the regulation. Regulation barri-ers in accessing a market, technical incom-patibilities between transport modes and even the inappropriate or obsolete legisla-tion are among the greatest challenges.

Both the Commission and the European Parliament hope that the adoption of the Fourth Railway Package would help har-monise railway passenger transport servi-ces in the EU and stimulate the sustainable and integrated mobility in the macro-re-gion and in metropolitan areas.

Public transport has to gain a higher share than today in the transport mix, be-come easily accessible for everyone, fully integrated and dealt with mainly with non-motorised, rail transport modes (metro, light metro, tram).

Быстрые соединения в транспортном секторе поддерживают развитие столичных регионов

Общественный транспорт должен достигнуть роста используемости в сравнении с другими видами транспорта, стать легко доступным, совершенно интегрированным и оперировать, по возможности, рельсовыми подвижными средствами (метро, легкорельсовая транспортная система, трамвай).

A concept promoting sustainable and integrated urban transport, as well as information and know-how

exchange between the countries included in the programme, Mobility Management focuses on “light” measures (information, communication, organization and coordi-nation of existing activities and services). In the end, these measures will have direct effect on sustainable, physical initiatives regarding urban transport planning (new tram lines, new street networks, bicycle lanes).

Changing the attitude of urban com-munities as related to personal cars is the basis of this initiative which, due to the nature of generated measures, doesn’t re-quire very high financial investments. The cost-benefit report will favour both local and national authorities, but also the cit-ies’ inhabitants.

It is even more important to promote these measures in new member states, es-pecially if we consider that the citizens of these countries don’t benefit from satisfy-

ing alternatives to using personal vehicles, such as public transport or infrastructure for cycling. The idea of urban mobility means identifying clear and concrete solu-tions to make urban public transport effi-cient and to promote it, but also solutions to discourage personal vehicle transport. An increased level of urban mobility safe-ty, efficiency and environment protection is an essential objective to guarantee the attraction of people towards public trans-port. Mobility management measures (compared to infrastructure measures) don’t necessarily require high financial in-vestments and can have a favourable cost-benefit report.

For most of the citizens in the European Union, personal transport modes will however remain the only alternative due to the complexity of their daily journeys. Us-ing vehicles that are more efficient in terms of consumption will be a necessity.

Town planning, access regulation includ-ing low emission zones, stricter controls on parking, pricing policies and alternative

rapid transport connections support the development of metropolitan areas

Mobility management is a concept which promotes sustainable transport and deals with the problem of individual car demand by changing the attitude and the behaviour of individuals. Mobility management is demand-oriented rather than resource-oriented, according to the European Platform on Mobility Management.

[ by Elena Ilie ]

MetropoLitAn

Source: mobilitylab.org

Trips converted from single-occupant vehicles by Mobility Management Programs

46


Figure 6. The effects of exceeding the designed carried gross tonnage on the running track degradation process

3.the influence of railway infrastructure stress on its quality

The type of the draft, connection and buff-ing gears has a significant influence on the dynamic and power behaviour of a train. Transversal forces are influenced by the ri-gidity or the mobility of the used coupling systems.

The concepts presented above are relevant especially for the exploitation of the infra-structure dedicated to mixed traffic opera-tion (passengers and freight). The elements of the running track are subject to a level of stress which varies on a large scale and may suffer displacements in time. The situation is applicable to the Romanian conventional railway system which doesn’t provide lines exclusively dedicated to passenger trains. In the states with a strongly developed railway system, high - speed infrastructure is sub-ject to special stresses, easy to quantify in the stage of conception and design. Thus, a maximum efficiency is obtained regarding the long term performance of the running track.

Otherwise, the emergence of eventual re-strictions or limitations on the high-speed lines causes significant commercial and en-ergy effects. For this reason, the wear - out process of infrastructures dedicated to high - speed traffic requires thorough monitor-ing, while repair works need to be dealt with in time.

When the maximum admitted tonnage is

systematically exceeded during operation, the risk of running track faults, remain-ing deformations of the superstructure or structure occurs, finally leading to infra-structure (efficient) lifecycle shortening between two repairs or adoption of speed restrictions. The accentuation of running track degradation is inversely related to the level of the exceeded maximum admitted tonnage - illustrated in figure 6.

In the left side of the figure the running track quality variation graphics are present-ed, corresponding to three particular cases of tonnage adopted in operation (highlight-ed in the right side):

Case I – operation in rigorous compliance with the designed tonnage. The degrada-tion process has a normal variation identi-cal to that set by the designers. In such a situation, the lifecycle (the variation time of the running track quality value from Ci to Cf ) marked in figure by Pt1 , reaches the maximum value – the most favourable case related to infrastructure endurance.

railway infrastructure financing – an aspect with vast implications in railway transport system operation(part II)

[ by Viorel LUCACI – Expert, Romanian Railway Safety Authority – ASFRMarian CIOFALCĂ – Head of Service, Romanian Railway Safety Authority – ASFR ]

Pt1 - lifecycle (between two repairs) cor-responding to operation while observing the maximum admitted tonnage – case I;

Tf1 - the moment when the quality of the running track reaches the minimum value (Cf ) for the situation mentioned in case I;

Case II – operation with exceeding the maximum admitted tonnage by a small value. The degradation process presents an accentuated variation and shortening of the lifecycle is observed, marked with Pt2 ;

Pt2 - lifecycle (between two repairs) cor-responding to operation with exceeding the maximum admitted carried gross tonnage by a small value – case II;

Tf2 - the moment when the quality of the running track reaches the minimum value (Cf) for the situation mentioned in case II;

Case III - operation with exceeding the normal (maximum admitted) tonnage by a high value. The degradation process has a strong decreasing variation. The lifecycle marked with Pt3 has a minimum value. It is the most unfavourable situation consider-ing infrastructure endurance.

Pt3 - lifecycle (between two repairs) cor-responding to operation according to case III;

Tf3 - the moment when the quality of the running track reaches the minimum value (Cf) for the situation mentioned in case III;

Considering the three adopted cases, the following relation between the lifecycles corresponding to each case can be noted:

Pt1 > Pt2> Pt3

Figure 7. Influence of stress level on the quality of the running track according to the four cases

enGineer

47


1.1. influence of other types of stress

Carried gross tonnage represents only one type of railway infrastructure stress. Experi-ence has shown that any overload, regard-less of its nature, shortens the lifecycle be-tween two repairs. The influence of stress on infrastructure quality in relation to the lifecycle (Pt) is presented in figure 7. Four cases are emphasized. The first two are in compliance with the projected value, and the last two exceed this value.

The notes specific to figure 7 are:• I – stress value inferior to the projected

value; • II – stress value equal to the projected

value;• III – stress value exceeding the projected

value;• IV – stress value significantly exceeding

the projected value; • PI , PII , PIII , PIV - lifecycles (the inter-

vals during which the quality of the running track reaches from Ci to Cf), correspond-ing to stress cases I, II, III and IV;

• Tf I, Tf II , Tf III , Tf IV - the moments when the quality of the running track reaches the value Cf , corresponding to stress cases I, II, III and IV.

Considering the analysis of the problem similar to figure 6, it can be noted:

PI> PII> PIII> PIVA stress value under the projected limit

spares infrastructure elements by reducing the wear-out process. On the other hand, such a situation is not favourable because the capacity of the infrastructure could be inefficiently used, a fact that would deter-mine excessive increase of the pay-off pe-riod.

the repair processes.It can be observed that when the stress

value is low, the lifecycle between two re-pairs is longer – an advantageous situation considering the financial effort for mainte-nance. In the cases when the stress exceeds the projected value, we can observe that the same lifecycle P considered starting with the initial moment T0 requires more repairs. This is caused by the fact that the overload of infrastructure elements accen-tuates the wear-out process. Thus, the life-cycles (Pr ) are shortened.

The notes from figure 9 are the following: • Tr1 , Tr2 , Trn - the nominal duration of

repair processes for a normal stress;• T’r1 , T’r2 , T’r3 , T’rn - the nominal dura-

tion of repair processes in case of running track overload;

• Pr0-1 , Pr1-2 - the lifecycles between two repairs corresponding to normal running track stress;

• P’r0-1 , P’r1-2 , P’r2-3 - the lifecycles between two repairs corresponding to running track overload;

The comparison between the two situa-tions presented in figure 9 shows that

Pr0-1> P’r0-1 .

2.2. introducing restrictions and limitations in order to reduce the wear-out and degradation phenomena of railway infrastructure elements

In order to maintain the wear-out between the projected limits, it would be necessary to resize the entire repair cycle correspond-ing to each stress regime. For the majority of infrastructure managers, such an adapta-tion procedure of the repair cycles depend-ing on stress regime cannot be completed. The financial efforts for such a procedure are considerable or even impossible to complete.

The solution available from practical per-spective in order to compensate for the wear-out phenomenon for preserving the cyclic period (Pt) is introducing speed or tonnage restrictions or limitations at a cer-tain moment Tres , determined as a result of technical studies (figure 10). In this point, the variation indicator of the technical con-dition decreases. Such a solution cannot eliminate the indirect negative effects gen-erated by the restrictions: additional energy consumption, travel time prolongation, nu-merous variable regimes etc.

During the period when the restriction or

2. investments and repairs in railway infrastructure

The process of maintaining the railway lines in the projected technical and opera-tion parameters demands strict compliance with specific works and repair cycles. Their aim is to maintain the technical condition above particular values imposed by the spe-cific regulations in force.

The specific recurrence of the running track maintenance process through periodi-cal repairs is schematically shown in figure 8. As the process is continuous and practi-cally uninterrupted, a number of n repairs at equal periods of time between them were suggestively presented in the figure.

The notes in figure 8 have the following meaning:

• Pr0-1 - the first lifecycle, starting with the moment of putting in operation or the first moment considered in the analysis (T0 ), until the initiation of the first repair;

• Pr1-2 - the lifecycle between the first and the second repair;

• Tr1 , Tr2 , Trn - the nominal duration of a repair process. Usually, for the same type or category of repair, the durations have equal values;

• ΔC – the range of values comprised by the quality of the running track.

In all cases, the lifecycles (Pr ) are delimit-ed by the moments when the quality of the running track varies from a maximum to a minimum level, imposed to infrastructure manager through specific regulations.

2.1. the influence of stress on the running track wear-out and repair cycle

The wear-out phenomenon registered to railway infrastructure elements that have di-rect contact with railway vehicles depends on the stress level – the values of vertical load and traffic intensity.

Figure 9 presents the situation of two types of running track stress with different values and the effects on the periodicity of

Figure 8. Cycle of repair works on a railway line

Figure 9. The influence of stress value on the number of repairs necessary for the same period

Figure 10. Introducing restrictions and limitations in order to reduce

the degradation of the technical condition of the line

enGineer

48


rior levels (Ci) of running track quality is obtained by transforming classical railway lines in high speed lines. Such a situation is presented in figure 14.

The figure shows that the lifecycle after the repair process Pr2 is approximately equal to the previous Pr1.

Due to multiple financial problems of cer-tain railway infrastructure managers, as the national infrastructure manager (CNCF „CFR” SA), the amounts allocated to the various repair and maintenance processes are often smaller than the necessary values. Thus, a series of technical problems appear over time, such as: the decrease of the max-imum traffic speeds, tonnage limitations, traffic restrictions and even closure of lines due to lack of funds. Figure 15 schematical-ly shows a repair process with investment lower than the necessary value. As a result, the process registers a deficit of financing.

Besides the decrease of the superior level of running track quality (from Ci1 to Ci2), a shortening of the lifecycle of infrastructure after the repair (Pr2) is generated as indirect effect, compared with the previous (Pr1). To compensate for these disadvantages, the necessity of intensifying the number of re-pairs executed per time unit or introducing speed and tonnage restrictions occurs (fig-ure 9, respectively 11).

Thus, in order to compensate for the dis-advantage related to the shortening of the lifecycle, the inferior level of running track quality is decreased (figure 16). By this means, the two values are equal:

Pr2= Pr1 , and Ci2< Ci1 and Cf2< Cf1 .Figure 17 shows a railway infrastructure

maintenance process with successively re-peated deficit of financing. A cumulative decrease of the superior value of running track quality (Ci) and lifecycles between repairs (Pr) is generated.

Through the scenario presented in the fig-ure, there are multiple indirect negative and cumulative over time effects.

The relations of inequality between the superior values of running track quality and between the lifecycles are:

Ci3< Ci2< Ci1 and Pr3< Pr2< Pr1

Similar to the solution in figure 16, the lifecycles between the repairs can be main-tained equal through the successive de-crease of the inferior value of running track quality as well.

limitation is introduced (marked in figure 10 with Pres ) a series of inevitable devastat-ing effects appear, even though infrastruc-ture elements are spared. Of these, the most important are: additional energy consump-tion, travel time prolongation, additional wear-out.

Introducing restrictions or limitations re-duces the wear-out process (degradation), prolonging the lifecycles during which the value of wear-out reaches the maximum level. Such a process is presented in figure 11 and is comparable with the situation in figure 10.

By applying this solution, the modifica-tion of the number of repairs necessary for a particular period of time is avoided; the Pr intervals for both situations remain at the same value:

Pr0-1=P’r0-1 , Pr1-2=P’r1-2

2.3. the effectiveness of repairs depending on the amount of allocated funds

Any repair or remediation process in rail-way infrastructure requires the allocation of a specific amount of funds. Its value de-pends on factors such as: the superior level of running track quality, which is desired

to be provided, the duration of lifecycle between two repairs (Pr), the quality and characteristics of the available materials, the available working technology, the ex-ecution time (Tr), the geographic and envi-ronmental conditions, the amount of avail-able funds etc.

Figure 12 schematically shows a repair process (Tr) for which funds that have an equal value to the necessary one are allocat-ed. Such a scenario is favourable from the perspective of operation and maintenance of the running track, due to the fact that the superior (Ci) and the inferior (Cf) limits of running track quality are maintained at the same value through the repair process. The occurrence of restrictions or decrease of values of infrastructure operation param-eters is avoided.

A much more advantageous situation regarding railway infrastructure mainte-nance occurs when the funds allocated for the repair processes exceed the necessary value (figure 14). Thus, after the repair is completed, the initial superior value of run-ning track quality (Ci1) can be improved, a greater value marked in the figure Ci2 being obtained. The difference between Ci1 and Ci2 depends on the value of the additional investment (marked in figure 13 in the right side through the crosshatched area). In comparison with the previous period Pr1, by keeping the same inferior quality level (Cf), a prolongation of the lifecycle (Pr2) is also registered after the repair with additional investment.

The case presented in figure 13 may be considered a railway infrastructure mod-ernization process, respectively improve-ment of general performances of the con-ventional railway system.

An increase of the superior (Ci) and infe-

Figure 11. Introducing restrictions in order to ensure the effectiveness

of the repair cycle, in case of running track overload

Figure 12. Railway infrastructure repair process with investment equal to the necessary value

Figure 16. Railway infrastructure repair process with a deficit of financing and decrease of the superior and inferior values of

running track quality

Figure 17. The recurrence of the phe-nomenon of financial deficit for repairs on a track section

enGineer

Figure 13. Railway infrastructure repair process with investment over

the necessary value

Figure 14. Ample railway infrastructure investment that in-

creases both limit values of running track quality

Figure 15. Railway infrastructure repair with a deficit of financing and

decrease of superior value of running track quality

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stAtistics

In 2013 there are 674 km of automated metro in operation, in 48 lines that together serve 700 stations in 32 cities

It is significant to note the worldwide presence of metro automation. Although Asia and Europe accumulate most of the kilometres, the recent inclusion of Latin America and the strong growth in the Middle East point to a global adoption of metro automation.

Cities with automated metro lines, as of 2013

Source: OBSERVATORY OF AUTOMATED METROS WORLD ATLAS REPORT, 2013, UITP

OBSERVATORY OF AUTOMATED METROS WORLD ATLAS REPORT, 2013

© copyright UITP 2013 Page | 1

Figure 2: Geographic distribution of automated lines, as of 2013

METRO AUTOMATION IN 2013

In 2013 there are 674 km of automated metro in operation, in 48 lines that together serve 700 stations in 32 cities, as represented in the following map (see Fig.1) Figure 1: Cities with automated metro lines, as of 2013

AUTOMATION, A GLOBAL PRESENCE It is significant to note the worldwide presence of metro automation. Although Asia and Europe accumulate most of the kilometres, the recent inclusion of Latin America and the strong growth in the Middle East point to a global adoption of metro automation.

ATLAS CRITERIA The data reflected in this study correspond to:

UTO – Unattended Train Operation Only metro lines without staff on board have been considered (GoA4 according to standard IEC 62267)

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

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

Geographic distribution of automated lines, as of 20

Asia Europe NorthAmerica

Middle East SouthAmerica

40%

32%

19%12%

1%

Km of automated metro in 2013, by country



Figure 3: Km of automated metro in 2013, by country

Figure 4: Km of automated metro in 2013, by city

A closer analysis of the data confirms the worldwide spread, with the four top countries in number of kilometres belonging to four different continents. While France leads at country level, it is significant to note however that the three longest automated networks are not in Europe, as depicted in Figure 4.

AUTOMATION, AN ADAPTABLE SOLUTION A more detailed analysis at line level illustrates the wide range of situations and solutions covered by automated lines; be it in length (figure 5), in number (figure 6) or density of stations (figure 7). They point to the adaptability of automation as a system to respond to the characteristics of different cities’ transport needs. This diversity of line typology is confirmed by the remarkably even significance of underground and elevated stations; although the number of exclusively underground lines is low, compared to that of fully elevated or mixed lines (Figure 8). In terms of capacity, it is significant to point to UTO’s evolution: from the pioneering lines with mostly low capacity trains to the recent incorporation of high capacity trains. Currently the greatest percentage of lines run mid-capacity trains, as depicted in figure 9.



Figure 3: Km of automated metro in 2013, by country

Figure 4: Km of automated metro in 2013, by city

A closer analysis of the data confirms the worldwide spread, with the four top countries in number of kilometres belonging to four different continents. While France leads at country level, it is significant to note however that the three longest automated networks are not in Europe, as depicted in Figure 4.

AUTOMATION, AN ADAPTABLE SOLUTION A more detailed analysis at line level illustrates the wide range of situations and solutions covered by automated lines; be it in length (figure 5), in number (figure 6) or density of stations (figure 7). They point to the adaptability of automation as a system to respond to the characteristics of different cities’ transport needs. This diversity of line typology is confirmed by the remarkably even significance of underground and elevated stations; although the number of exclusively underground lines is low, compared to that of fully elevated or mixed lines (Figure 8). In terms of capacity, it is significant to point to UTO’s evolution: from the pioneering lines with mostly low capacity trains to the recent incorporation of high capacity trains. Currently the greatest percentage of lines run mid-capacity trains, as depicted in figure 9.

Km of automated metro in 2013, by city

three longest automated networks are not in Europe

© copyright UITP 2013

© copyright UITP 2013

© copyright UITP 2013 © copyright UITP 2013

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мармарай, первый тоннель между азией и Европой, проходящий под Босфором

Получивший название “проект века” от властей Турции, с октября месяца тоннель Мармарай, длинной около 14 км, предоставляет четырёх минутную связь между двумя континентами, отделенными проливом Босфор.

several statistical data aimed to strengthen the role and utility of Marmaray Tunnel. Thus, in 2015, the number of passengers crossing the tunnel on a daily basis is es-timated at 1,500,000 and at 1,700,000 for 2025. Calculated per hour, the total number of passengers will be 65,000 in 2015 and 75,000 in 2025.

The authorities hope that by taking over 1,500,000 passengers every day, the tunnel will partially decongest traffic in Istanbul, especially in the area of the two bridges that cross the Bosporus.

“This is just one of the large transport projects that Turkey will develop over the next years. Marmaray railway tunnel is an indicator of economic development in Turkey”, said Prime Minister, Recep Tayy-ip Erdoğan.

Minister of Transport Binali Yildirim pointed out that “this rail tunnel contri-butes not only to Turkey’s development, but also to the economic development of neighbouring countries”.

In the future, two rail high-speed lines will connect Marmaray tunnel, so that the city will add another 63 km of rail transport.

The total cost of these projects, of con-necting two railways to Marmaray tunnel, amounts to TRY 9 Billion (EUR 3.5 Bil-lion).

this third connection between its parts was absolutely necessary; apart from the existing two road

bridges, the usefulness of a railway tunnel that would reduce the travel time from one bank of the Bosporus to the other became irrefutable.

After long delays and postponements of the commissioning day (works have been delayed by important archaeological disco-veries unearthed by accident during excava-tions, among which Theodosius byzantine port built in the 4th century), the citizens witnessed the inauguration of the tunnel on 29 October during the celebration of 90 years since Turkey has became republic.

By using this bridge, the citizens can say “goodbye” to the two hours, maybe more,

Marmaray, solution to urban transport problems in istanbul

of a journey between the Asian and the Eu-ropean parts of the city prior to the inaugu-ration of the rail tunnel.

What are the benefits that Marmaray Tun-nel brings to the city of Istanbul? It provides a long-term solution to the actual urban transport problems in the city, improves the existing operation problems related to the main rail transport services, and ensures direct connection between the railway sys-tems in Asia and Europe. Also, the project means increased capacity, reliability, acces-sibility, punctuality and safety for commut-er rail transport services. On the long-run, it will ensure a seamless passenger and freight transport in the Bosporus region.

The Turkish authorities have provided

Marmaray, the first railway tunnel that links two continents, Asia and Europe, should not be seen exclusively from this point of view, but first of all as a tunnel that links two parts of Istanbul. The tunnel will, of course, play its part in the railway Silk Road once the route Baku - Tbilisi – Kars will be commissioned, but for now it is dedicated to passenger transport, not freight transport. Istanbul, with over 16 million people, is one of the largest and most crowded cities and like other large cities, it is suffocated by a hellish daily traffic.

Source: UIC

[ by Elena Ilie ]

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