23.06. – 27.06.
Tagungsband
Conference proceedings
Atti del convegno
Inhalt
Ingrid Felipe · Vorwort – Introduction – Introduzione............................................................................................................................................................ 4
Ewald Moser · Nachlese – Summing up – Epilogo.................................................................................................................................................................. 6
24.06. iMONITRAF! Transport Forum
E Helen Lückge · Summary iMONITRAF! Transport Forum.................................................................................................................................................. 12
E Rainer Kistler · iMONITRAF! Coordination Point-Networking towards the common transport strategy for the Alpine regions............................... 13
E Markus Maibach · New Railway Links through the Alps: Base Tunnels and Modal Split Policy, Chances and Challenges....................................... 14
E Matthias Wagner · Monitoring system – Update on the iMONITRAF! monitoring activities......................................................................................... 15
E Jürg Heldstab · Update Best Practices 2013..................................................................................................................................................................... 16
E Astrid Epiney · Analysis on compatibility of an Alpine Crossing Exchange with EU law.............................................................................................. 17
E Helen Lückge · Toll Plus System – A proposal from the iMONITRAF! regions................................................................................................................ 18
E Matthias Rinderknecht · Exploit Synergies....................................................................................................................................................................... 19
E Herald Ruijters · Alpine traffic: TEN-T and Alpine traffic policy........................................................................................................................................ 20
25.06. AGB Tagung „Schiene stärken“
D Klaus-Uwe Sondermann · Zusammenfassung AGB Tagung „Schiene stärken“..............................................................................................................21
D Helmut Eder · Grundsatzrede..............................................................................................................................................................................................22
D Herald Ruijters · TEN-V ScanMed und Brenner-Korridor................................................................................................................................................... 23
D Roberto Ferrazza · Intermodalität entlang des Skandinavisch-Mediterranen Korridors............................................................................................. 24
D Friederike Reineke · Ausbau des Schienennetzes im Brennerkorridor in Deutschland............................................................................................... 25
D Thomas Spiegel · Netz- und Terminalausbau am Brenner-Korridor in Österreich......................................................................................................... 26
D Frank Lehner · Kurzstatement TX Logistik........................................................................................................................................................................ 27
D Armin Riedl · Kurzstatement Kombiverkehr...................................................................................................................................................................... 28
D Thomas Baumgartner · Kurzstatement Fercam............................................................................................................................................................... 29
D Wolfgang Müller · Kurzstatement DUSS mbH....................................................................................................................................................................30
D Walter Pardatscher · Kurzstatement Rail Traction Company........................................................................................................................................... 31
D Martin Gradnitzer · Umsetzungszeiten von Infrastrukturprojekten am Beispiel der Unterinntalbahn..................................................................... 32
D Susanne Müller · Status der Planungen zum Brennernordzulauf................................................................................................................................... 33
D Erhard Michel · Kurzstatement Lärmminderungsstrategie der Deutschen Bahn AG................................................................................................... 34
25.06. Convegno della CAB “Potenziamento della ferrovia”
I Klaus-Uwe Sondermann · Riassunto del Convegno della CAB “Potenziamento della ferrovia”.................................................................................... 35
I Helmut Eder · Discorso di apertura.................................................................................................................................................................................... 36
I Herald Ruijters · TEN-T Corridoio Scandinavo-Mediterraneo e Corridoio del Brennero................................................................................................. 37
I Roberto Ferrazza · L‘intermodalità lungo il Corridoio Scandinavo-Mediterraneo......................................................................................................... 38
I Friederike Reineke · Ampliamento della rete ferroviaria nel Corridoio del Brennero in Germania............................................................................... 39
I Thomas Spiegel · Potenziamento della rete e dei centri intermodali sul Corridoio del Brennero in Austria...............................................................40
I Frank Lehner · Intervento TX Logistik................................................................................................................................................................................ 41
I Armin Riedl · Intervento Kombiverkehr..............................................................................................................................................................................42
I Thomas Baumgartner · Intervento Fercam....................................................................................................................................................................... 43
I Wolfgang Müller · Intervento DUSS.....................................................................................................................................................................................44
I Walter Pardatscher · Una storia di successo e ulteriori sviluppi necessari della Rail Traction Company................................................................... 45
I Martin Gradnitzer · Tempi di realizzazione di progetti infrastrutturali sull‘esempio della nuova linea della Bassa Valle dell‘Inn..........................46
I Susanne Müller · Stato delle progettazioni della tratta di accesso nord al Brennero................................................................................................... 47
I Erhard Michel · Strategia di riduzione del rumore della Deutsche Bahn AG ..................................................................................................................48
26.06. Swiftly Green Workshop
E Markus Singer · Summary Swiftly Green Workshop......................................................................................................................................................... 49
E Jerker Sjögren · Swiftly Green Project................................................................................................................................................................................ 50
E Pat Cox · Keynotespeech..................................................................................................................................................................................................... 51
E Gernoth Götz · Identification of relevant projects for greening of transport................................................................................................................. 52
E René Schönemann · Analysis and Effects of Transport Measures................................................................................................................................. 53
E Ludwig Schmutzhard · Policies & Regulations.................................................................................................................................................................. 54
E Gernoth Götz / René Schönemann · Transport Techniques............................................................................................................................................. 55
E Angelo Aulicino · Novel Hub Role along the corridor and Supply Chain perspective.....................................................................................................56
E Anders Ekmark · Infrastructure.......................................................................................................................................................................................... 57
E Anton Rieder · Views of Activity 4 – Best practice analysis and selection of innovative scenarios........................................................................... 58
E Sergio Barbarino · The UK Shuttle Train – An example of a cost-efficient, fast and environmentally friendly intermodal solution........................ 59
E Ingemar Moen · Toolbox Ideas............................................................................................................................................................................................. 60
E Thomas Spiegel · National view on the ScanMed Corridor.................................................................................................................................................61
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Vorwort
Verkehrswoche 2014 in Innsbruck / Tirol
Es können alle immer ein bißchen auf die anderen zeigen: Wir würden ja unsere Hausaufgaben
­ achen, wenn die anderen ihre Erledigungen machen würden. Weil in der Öffentlichkeit nur sehr wenige
m
Menschen die komplexen europäischen Entscheidungsstrukturen durchschauen, kann kaum jemand
ausmachen, an wem gute Lösungen wirklich scheitern.
Das haben wir mit der Verkehrswoche 2014 in Tirol jetzt anders gemacht: Gute Politik bringt die Verantwortlichen an einen Tisch. Gute Politik hört auf das, was die beauftragten ExpertInnen empfehlen.
Gute Politik setzt auf Solidarität, statt auf sich aus der Verantwortung stehlen. Die Verkehrswoche in
Innsbruck mit europäischer Dimension brachte eine Reihe namhafter und erfahrener ExpertInnen
­zusammen. Das gesammelte Know-How und die Entscheidungsbefugnis der anwesenden PolitikerInnen führte zu intensiven Diskussionen und zu Vorschlägen wie die ökologische Verkehrsverlagerung weiter forciert werden kann.
Für den Brenner-Korridor haben wir uns eine Reduktion des Schwerverkehrs vorgenommen. Was wir dabei brauchen, sind einerseits Anreize für die TransporteurInnen: So lange die LKW-Fahrt über die Straße die billigste Variante ist, werden wir mühsam um
Einschränkungen und Verbote kämpfen müssen. Deswegen müssen wir neben diesen Einschränkungen, wie z.B. dem Sektoralen
Fahrverbot für Müll und Schrott, auch mit Anreizen bei der Verlagerung auf die Schiene arbeiten.
Ich bin froh, dass Tirol als Alpenkorridor im Herzen des Kontinents jetzt Verantwortung für die BürgerInnen an den Transitkorridoren in der gesamten EU übernimmt – denn nur durch die Zusammenarbeit ist es möglich, eine starke Stimme zu erheben und
entsprechenden Druck aufzubauen, damit die Freiheit des Waren- und Güterverkehrs bei der Beeinträchtigung der Gesundheit der
Menschen an den Straßen endet.
Ich wünsche Ihnen viel Vergnügen mit dem vorliegenden Tagungsband, der eine Zusammenfassung aller Vorträge enthält.
D
Introduction
Transport-week 2014 in Innsbruck / Tyrol
E Blaming others, even if only a little, is easy: why of course we would do our part, if everyone else did the same. Only few people
are able to comprehend the very complex structure of decisionmaking processes in the EU, which is why it is extremely difficult to
put one’s finger on what – or who – caused a good solution to fail.
With the Transport-week 2014 in Tyrol we were taking a new course: Good politics brings the decision makers together. Good politics listens to the advice of the experts consulted. Good politics is based on solidarity, rather than on shirking responsibility. The
Transport-week in Innsbruck had a European dimension and brought well-known and experienced experts together. The accumulated know-how and the decision-making power of the politicians present allowed intensive discussions and suggestions how to
accelerate an ecologically sustainable modal shift.
We have planned a reduction of heavy traffic in the Brenner Corridor, but for that purpose we need to offer incentives to the transport
companies: as long as truck transport by road is the cheapest option, the fight for restrictions and bans will be tough. For that reason,
besides restrictions like the sectoral driving ban for waste and scrap material, we must offer incentives encouraging modal shift.
I am glad that Tyrol, being an Alpine corridor in the heart of the continent, is now taking responsibility for citizens living in transit
corridors throughout the EU – because only through cooperation is it possible to be heard and to exercise political pressure to make
sure that the principle of free movement of goods is not more important than the health of the population along the road.
I wish you pleasure with this documentation, which contains a summary of all speeches.
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Introduzione
Settimana dei Trasporti a Innsbruck / Tirolo
È facile puntare il dito verso gli altri dicendo che si sarebbe più che propensi a fare la propria parte, se solo gli altri facessero la
loro. Solo poche persone conoscono e capiscono i complessi processi decisionali europei, per cui è estremamente difficile determinare con precisione le cause per cui anche delle ottime soluzioni possano fallire.
La Settimana dei Trasporti 2014 segue un approccio del tutto diverso: una politica efficace riunisce i responsabili intorno a un tavolo
di discussione; una politica efficace ascolta i consigli degli esperti incaricati; una politica efficace punta sulla solidarietà invece di
sottrarsi alle responsabilità. La Settimana dei Trasporti ad Innsbruck ha una dimensione europea e ha riunito una serie di esperti
rinomati e di vasta esperienza. Il know how degli esperti e il potere decisionale dei politici presenti ha infuocato una discussione
intensa da cui è nata una serie di proposte e idee, di come lo spostamento modale dei trasporti possa essere promosso.
Auspichiamo una riduzione del traffico pesante nel Corridoio del Brennero, ai fini della quale è necessario creare degli incentivi per
le imprese logistiche. Finché il trasporto su strada sarà l’opzione più economica, la lotta per l’introduzione di limitazioni e divieti
resterà ardua. Per questo motivo, oltre alle limitazioni come il divieto di circolazione settoriale di rifiuti e rottami dovranno essere
offerti degli incentivi per lo spostamento modale dalla gomma al ferro.
Sono molto felice che il Tirolo, come corridoio alpino nel cuore del continente, ora si assuma le proprie responsabilità verso i cittadini
che vivono lungo i corridoi di transito in tutta l’Unione Europea – solo attraverso la collaborazione sarà possibile avere una voce
forte e si potrà fare pressione affinché la libertà di circolazione delle merci non sia prioritaria rispetto alla tutela della salute delle
persone.
Buon divertimento durante la lettura di questa cartella congressuale contenente tutti i riassunti delle presentazioni.
I
Ingrid Felipe, Landeshauptmanstellvertreterin von Tirol
Vice President of Land Tyrol · Vicepresidente del Land Tirolo
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Nachlese
Verkehrswoche 2014 in Innsbruck / Tirol
Die ersten Ideen zu einer Bündelung verschiedener Veranstaltungen zum Thema Güterverkehr in
e­ iner Woche entstanden bereits Anfang 2013. Die Aktionsgemeinschaft Brennerbahn beschloss während der Tiroler Präsidentschaft unter dem Motto „Schiene stärken“ eine Tagung zu veranstalten. Im
Rahmen von iMONITRAF! lag die Durchführung des Transport Forums in diesem Jahr auch beim Land
Tirol. Als Themenführer in Swiftly Green war das Land Tirol gefordert einen Workshop abzuhalten. Alle
Partner in den unterschiedlichen Vorhaben waren von der Zusammenführung in der Verkehrswoche
2014 begeistert. Auch die Brenner-Korridor Plattform schloss sich diesem Gedanken an. Das Land Tirol
wird in allen genannten Organisationen und Projekten durch das Sachgebiet Verkehrsplanung vertreten,
wo es um Europäische Verkehrspolitik und insbesondere um den alpenquerenden Güterverkehr geht. Für die Verkehrswoche 2014
wurde das Ziel gesetzt, die Schlüsselakteure am Brenner-Korridor zu vernetzen und eine Verknüpfung des Alpenbogens mit dem
Brenner-Korridor und dem TEN-V Korridor zu erreichen.
D
Nachdem also der Entschluss feststand eine Verkehrswoche in Innsbruck zu veranstalten, wurde schon sehr früh mit den Vorbereitungen federführend im SG Verkehrsplanung begonnen. Ein (sehr detaillierter) Entwurf des Programms für alle drei öffentlichen
Veranstaltungen wurde schon gleich in der Anfangsphase konzipiert, dazu gehörte die Einteilung in die verschiedenen Blöcke wie
z.B. Begrüßung, Grundsatzreden, fachliche Vorträge von Experten, Diskussionsrunden, Pausen, Zusammenfassungen und vieles
mehr. Auch die Auswahl an gewünschten Vortragenden und ExpertInnen wie z.B. EU-Koordinator Pat Cox oder Univ.-Prof. Astrid
Epiney und den VertreterInnen aus der Transportwirtschaft erfolgte gleich zu Beginn. Erstaunlich ist, dass das finale Programm
nahezu identisch zu den ersten Überlegungen geblieben ist – die gewünschten Vortragenden waren von der Idee einer Verkehrswoche, bei der Politik, Verwaltung, Wissenschaft und Wirtschaft gemeinsam diskutieren und Vorschläge erarbeiten sofort begeistert.
Neben vielen offensichtlichen zu meisternden Vorbereitungen einer so großen Veranstaltung wie z.B. der Saalauswahl und Gestaltung, Planung und Bereitstellung der Technik, Erstellung eines Programmfolders und Tagungsmappen, Organisation von DolmetscherInnen und einer Moderation, Catering, Einladungen und Registrierung sowie Empfang, Homepage und Öffentlichkeitsarbeit sowie Ankündigungen, Abendessen und Rahmenprogramm, Film- und Fotodokumentation etc. waren es aber vor allem die
„Kleinigkeiten“ an denen man bemerkt hat wie viel Liebe in diese Sache gesteckt wurde: Bei der Erstellung des Logos sind eine
Vielzahl von Ideen unterschiedlicher Personen verwirklicht worden, die sich alle mit der Verkehrswoche identifizierten; die Ausgabe der Verkehrswoche-Baumwolltaschen und Tirol-Schlüsselanhänger kam sehr gut an und nicht zuletzt das Rahmenprogramm
rundeten die Veranstaltung ab – dazu gehörten eine Baustellenbesichtigung des Brenner Basistunnels und eine Stadtführung in
Innsbruck. An dieser Stelle geht ein besonderer Dank an die Vielzahl von internen und externen Organisationseinheiten und MitarbeiterInnen die in die Organisation und Abwicklung der Verkehrswoche involviert waren und mit vollem Engagement zu dem Erfolg
beitrugen. ­Besondere Unterstützung lieferten uns die Abt. Öffentlichkeitsarbeit, Abt. Repräsentationswesen, das SG Liegenschaft,
AGB-Sekretär Heinrich Tschigg und durch die inhaltliche Vor- bzw. Nachbereitung je Veranstaltungstag Helen Lückge/­Climonomics
für i­ MONITRAF!, Klaus-Uwe Sondermann/KombiConsult für AGB-Tagung sowie Markus Singer/SG Verkehrsplanung für Swiftly Green.
Ein besonderes Highlight war auch der Vortrag von Prof. Wolfgang Nairz, der mit höchst eindrucksvollen Bildern aus seiner Zeit als
Bergsteiger im Himalaya zum Thema „Grenzen überschreiten“ die Parallelen zwischen den Herausforderungen im professionellem
Bergsteigen und den Herausforderungen in der europäischen Verkehrspolitik aufzeigte und uns für die Arbeit Mut machte.
Neben der perfekten Organisation und Durchführung beeindruckte die Verkehrswoche aber vor allem durch exzellente Vortragende und lebhaft geführte gute inhaltliche Diskussionen sowie dem bilateralen Austausch von hochkarätigen internationalen
und interdisziplinären TeilnehmerInnen. Die Europaregion Tirol-Südtirol-Trentino war durch die zuständigen Landesräte LH-Stv.in
­Ingrid ­Felipe, LR Florian Mussner und LR Mauro Gilmozzi prominent vertreten. Auch LR Samuele Campedelli von der Provinz Verona
­mischte sich unter die Zuhörer. Die Europäische Kommission war an allen Tagen der Verkehrswoche durch hochrangige Vertreter
präsent. Es ist mir ein Anliegen mich auf diesem Wege nochmals persönlich bei meinem ehemaligen Chef, dem Head of Unit TransEuropean Networks Herald Ruijters zu bedanken. Ein ganz besonderer Dank gilt unserer ausgezeichneten Moderatorin Bettina
­Kerschbaumer-Schramek, den DolmetscherInnen, den Vortragenden und natürlich auch allen TeilnehmerInnen der Verkehrswoche
2014, die dafür gesorgt haben, dass wir uns gerne an diese Woche zurückerinnern. Unsere Anerkennung und Wertschätzung möchten wir ganz speziell LH-Stv.in Felipe aussprechen, da sie den Vorsitz der Verkehrswoche nicht nur übernommen sondern auch sehr
ernst und eindrucksvoll wahrgenommen hat.
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Das Ziel der Verkehrswoche der Vernetzung von Schlüsselakteure am Brenner-Korridor wurde sicher erreicht und darüber hinaus
wurde durch das Aufzeigen sowie der Diskussion von unterschiedlichen Möglichkeiten zur Stärkung der Schiene und zum Greening
von Korridoren sowie von verkehrspolitischen Begleitmaßnahmen ein weiterer Schritt in Richtung Verlagerung des Güterverkehrs
von der Straße auf die Schiene gesetzt. Alle Akteure sind aufgefordert nach Ihren Möglichkeiten auf allen Ebenen tätig zu werden.
Die Mobilitätslandesrätin und die Mobilitätslandesräte der Europaregion haben sich bereits vorgenommen beim neuen Verkehrskommissar oder der neuen Verkehrskommissarin der EU im Herbst 2014 mit gemeinsamen Vorschlägen aufzutreten.
Und nun wünschen wir Ihnen viel Freude mit diesem Tagungsband, sei es um die Woche noch einmal Revue passieren zu lassen, als Nachschlagewerk oder auch für Personen die nicht an der Verkehrswoche teilnehmen konnten. Die bekannte Homepage
www.tirol.gv.at/verkehrswoche wird Sie über aktuelle Entwicklungen informieren. Gerne stellen wir Ihnen auf Anfrage Foto- und
Filmmaterial für Ihre Berichterstattung zur Verfügung. Natürlich darf die Verkehrswoche oder auch nur Teilveranstaltungen daraus
außerhalb von Tirol kopiert werden, damit der Spirit sowie das Sujet und Logo weiterleben!
Summing up
Transport-week 2014 in Innsbruck / Tyrol
The idea of holding several events concerning freight transport in the space of one week was first conceived of in early 2013. The
Brenner Railway Action Community decided to hold a convention during the Tyrolean chairmanship based on the slogan “­Strengthen
the Railway”. And setting up the Transport Forum as part of iMONITRAF! fell to Tyrol this year as well. Tyrol was also charged with
organizing a workshop as part of its thematic leadership in Swiftly Green. All the partners in these various projects were enthusiastic at the idea of bringing the events together in the Transport-week 2014. The Brenner Corridor Platform jumped on the bandwagon
as well. Tyrol is represented in all these organizations and projects by its Department of Transport Planning, regarding European
transport policy and especially those aspects concerning transalpine freight transport. The objective of Transport-week 2014 was
to create a network among the main actors along the Brenner Corridor and link the Alpine arc with the Brenner Corridor itself and
the entire TEN-T Corridor.
E
Once the decision had been made to hold the Transport-week in Innsbruck, the Department of Transport Planning lost no time in
starting to prepare for it. A (highly detailed) draft of the programme for all three public events was drawn up in the beginning phase,
including setting up the various blocks such as welcome speeches, keynotes, specialized talks by experts, round tables, breaks,
summing-up rounds and much more. The choice of speakers and experts, such as EU Coordinator Pat Cox or university Professor
Astrid Epiney and representatives from the transport industry, also took place quite early. What is quite surprising is that the final
programme was practically identical to the first draft – the speakers invited were immediately enthusiastic at the idea of a Transportweek during which policy, administration, scientific and economic issues could be discussed together and proposals worked out.
Besides the many preparations that are part of such a large event, such as the selection and set-up of the rooms, the planning
and obtaining of the technical equipment, the creation of a programme folder and the convention documents, the organization
of interpreting services and moderators, the catering, the invitations and registration, the reception, the homepage and PR work
and the announcements, the dinner and entertainment, the filming and photography, it was the “little things”, particularly, that
showed how much effort had gone into the entire endeavour: Many ideas from different people who in some way identified with the
Transport-week came together to create the logo; the handout of the cotton Transport-week bags and Tyrol key-chains was much appreciated and last but not least, the programme of supporting activities rounded off the main events, including a visit to a B
­ renner
Base Tunnel construction site and a guided tour of the city of Innsbruck. And at this point particular thanks should be paid to the
many internal and external organizational units and colleagues that were involved in organizing and pulling off the Transport-week
and contributed to its success with their efforts. We were supported, especially, by the departments of PR and Communications,
the department for representation, the department for properties, Heinrich Tschigg from the AGB/CAB Secretariat and, for the preparation and wrap-up of the content for each convention day, Helen Lückge/Climonomics for iMONITRAF!, Klaus-Uwe Sondermann/
KombiConsult for the BRAC meeting and Markus Singer/Dept. of Transport Planning for Swiftly Green.
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
A special highlight was the speech by Prof. Wolfgang Nairz, who showed some very impressive pictures from his time mountainclimbing in the Himalayas and, using the theme “Breaking down borders”, drew several parallels between the challenges posed by
professional mountain climbing and those set by European transport policy, encouraging and inspiring us in our work.
Besides the perfect organization and execution, the Transport-week was also an impressive event because of the excellent speakers and lively, high-quality discussions and the bilateral exchanges between the important international and interdisciplinary
participants. The European Region Tyrol-Alto Adige-Trentino was represented by the competent members of the respective local
governments, Vice President Ingrid Felipe, Mr. Florian Mussner and Mr. Mauro Gilmozzi. Mr. Samuele Campedelli, from the Provincial
Government of Verona, was also among the audience. The European Commission was represented every day of that week by highlevel members. And at this point I would like to personally thank my former boss, the Head of Unit for Trans-European Networks
­Herald Ruijters. Special thanks to our excellent moderator, Bettina Kerschbaumer-Schramek, to the interpreters, the speakers and of
course to all those who took part in the Transport-week 2014 and made this an event we will all be pleased to remember. We would
like to express our great appreciation and respect for Tyrolean Vice-President Felipe, since she not only chaired the Transport-week
but did a careful and impressive job of it.
The goal of the event, to create a network of key actors along the Brenner Corridor, was certainly achieved and even beyond that,
highlighting and discussing the various options to strengthen rail as a transport vector and green the Corridors, and the need for
accompanying policy measures, was a further step in the direction of a modal shift of freight transport from road to rail. All actors
are called upon to work at every level according to their possibilities. The members of the local governments in the European Region
who are responsible for transport have already decided to appear in front of the new EU Commissioner for Transport in Fall of 2014
with some joint proposals.
And now, we hope you enjoy these convention materials, as a review of the past week, as a reference or even for those who were
not able to take part. The well-known homepage www.tirol.gv.at/transport-week will keep you updated on current developments. We
will be happy to send you photographic and video materials on request for your reports. And of course, the Transport-week or parts
of it can and should be duplicated outside of Tyrol, so its spirit, its content and its logo can live on!
Epilogo
Settimana dei Trasporti a Innsbruck / Tirolo
L’idea di raggruppare diverse manifestazioni sul trasporto di merci in una sola settimana a tema è nata all’inizio del 2013. La Comunità d’Azione Ferrovia del Brennero decise di organizzare un convegno durante la presidenza tirolese sotto lo slogan “Potenziamento
della ferrovia”. Quest’anno anche l’organizzazione del Transport Forum nell’ambito della iMONITRAF! era di competenza del Tirolo. In
qualità di promotore del progetto Swiftly Green, il Tirolo aveva altresì il compito di organizzare un workshop. I partner dei diversi progetti erano entusiasti della proposta di raggruppare i singoli eventi nella Settimana dei Trasporti 2014. Anche la Piattaforma Corridoio
del Brennero – Brenner Corridor Platform (BCP) ha aderito all’idea. Il Tirolo è rappresentato in tutte le organizzazioni e nei progetti
citati nel settore specialistico dell’Ufficio del Progettazione Trasporti per i temi della politica europea dei trasporti e in particolare del
traffico pesante che attraversa le Alpi. La Settimana dei Trasporti 2014 aveva l’obiettivo di creare una rete tra gli attori principali del
Corridoio del Brennero e di collegare l’arco alpino con il Corridoio del Brennero e con il Corridoio TEN-T.
I
Non appena presa la decisione di organizzare la Settimana dei Trasporti a Innsbruck, sono iniziati i lavori preparativi a cura dell’Ufficio
del Progettazione Trasporti. Una proposta (molto dettagliata) del programma per tutte e tre le manifestazioni pubbliche è stata stilata
già nella fase iniziale; sono subito stati definiti i singoli blocchi della manifestazione, quali i saluti di benvenuto, i discorsi di apertura,
le presentazioni specialistiche degli esperti, i gruppi di discussione, le pause, i riassunti e molto altro ancora. Fin da subito si è anche
proceduto a una selezione degli oratori e degli esperti di settore come il Coordinatore Europeo Pat Cox e la docente universitaria Prof.
Astrid Epiney, nonché i rappresentanti del settore dei trasporti. Sorprendentemente, il programma nella sua versione finale è rimasto
praticamente identico alla prima bozza – gli oratori invitati si sono fin da subito dimostrati entusiasti di partecipare a una Settimana
dei Trasporti in cui gli esponenti della politica, delle amministrazioni, della scienza e dell’economia avrebbero potuto discutere ed
elaborare delle proposte.
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Oltre agli innumerevoli aspetti organizzativi necessari per una manifestazione di questo tipo, quali la scelta delle sale e il loro allestimento, la programmazione e l’installazione degli impianti tecnici, l’elaborazione di un programma e della cartella congressuale (degli
atti del convegno), l’organizzazione del servizio di interpretariato e di moderazione, il catering, gli inviti e la registrazione nonché il ricevimento, l’allestimento di un sito web e tutte le attività inerenti alle pubbliche relazioni e l’annuncio dell’evento, la cena e il programma
di contorno, la documentazione fotografica e video e molto altro, sono state soprattutto le tante “piccole cose” a dimostrare quanta
passione e quanto impegno sono stati dedicati a questo progetto: tutte le persone coinvolte e che si identificano con nella la Settimana
dei Trasporti hanno contribuito alla realizzazione del logo con le loro idee; le borse di cotone della “Settimana dei Trasporti” e i porta
chiave del Tirolo sono stati un successo che insieme al programma di contorno – in cui era prevista la visita del cantiere della Galleria
di Base del Brennero e una visita della città di Innsbruck – hanno arricchito la manifestazione. Un particolare ringraziamento va a tutte
le persone delle unità organizzative interne e esterne nonché a tutte le persone che hanno collaborato all’organizzazione e allo svolgimento della Settimana dei Trasporti e hanno attivamente contribuito alla sua riuscita. È stato particolarmente prezioso il sostegno
della Rip. Relazioni pubbliche, la Rip. Rappresentanza, l’Ufficio beni immobili, di Heinrich Tschigg della Segreteria della CAB e di Helen
Lückge di Climonomics per la iMONITRAF! per le attività preparatorie e conclusive per tutte le giornate della manifestazione, Klaus-Uwe
Sondermann/KombiConsult per il Convegno della CAB e Markus Singer/Ufficio per la pianificazione dei trasporti per Swiftly Green.
La presentazione del Prof. Wolfgang Nairz, “Superarsi sempre”, accompagnata da suggestionanti fotografie scattate durante il suo
periodo da alpinista sull’Himalaya, è stata un momento culminante della manifestazione in cui sono stati evidenziati i parallelismi tra
le sfide da affrontare nell’alpinismo professionale e gli ostacoli da superare nella politica dei trasporti europea e che ha dato nuovo
coraggio a tutti presenti.
Oltre alla perfetta organizzazione e allo svolgimento impeccabile, la Settimana dei Trasporti ha lasciato il segno soprattutto per le
eccellenti presentazioni e gli accesi dibattiti in cui è stato possibile uno scambio bilaterale tra personaggi di spicco operanti o coinvolti in questo settore e nelle sue varie sottodiscipline. L’Euregio Tirolo – Alto Adige – Trentino era rappresentata dalla Vicepresidente
del Land Ingrid Felipe, dall’assessore provinciale Florian Mussner e dall’assessore provinciale Mauro Gilmozzi. Tra gli spettatori era
presente anche l’assessore provinciale Samuele Campedelli della provincia di Verona. La Commissione Europea è stata rappresentata durante tutti i giorni della Settimana dei Trasporti da personaggi di alto livello. Vorrei cogliere questa occasione per esprimere
nuovamente il mio ringraziamento a Herald Ruijters, già mio superiore e capo Unità per le reti TEN-T. Un particolare ringraziamento
va anche alla moderatrice Bettina Kerschbaumer-Schramek, agli interpreti, ai relatori e, naturalmente, a tutti i partecipanti della Settimana dei Trasporti 2014 che hanno reso memorabile questo evento. Esprimiamo anche il nostro riconoscimento e la nostra grande
stima per la Vicepresidente del Land Ingrid Felipe che non ha solo patrocinato la Settimana dei Trasporti, ma lo ha fatto con grande
interesse e sensibilità.
L’obiettivo che ci eravamo prefissati organizzando la Settimana dei Trasporti, cioè di riunire tutti i personaggi chiave coinvolti nel
Corridoio del Brennero, è senza dubbio stato raggiunto. In aggiunta, è stato compiuto un ulteriore passo verso lo spostamento modale
del traffico pesante da gomma a ferro mettendo in evidenza e discutendo le diverse possibilità per potenziare la ferrovia, rendendo
i corridoi più “verdi” e sottolineando le misure accompagnatorie necessarie in termini di politica dei trasporti. Rinnoviamo il nostro
appello a tutti di agire secondo le proprie possibilità e a tutti i livelli. Gli assessori alla mobilità dell’Euregio hanno già preso l’impegno
di presentare delle proposte condivise al nuovo Commissario europeo per i trasporti nell’autunno 2014.
Vi auguriamo buona lettura, auspicando che questa cartella congressuale possa richiamare alla memoria i momenti condivisi durante
la Settimana dei Trasporti e fungere altresì da raccolta documentale di consultazione, anche per tutti coloro che non abbiano partecipato alla Settimana dei Trasporti. Il sito web www.tirol.gv.at/settimana-dei-trasporti, che già conoscete, Vi terrà informati sugli sviluppi
più recenti. Su richiesta, saremo lieti di fornire materiale fotografico e video. Naturalmente, la Settimana dei Trasporti o i sui singoli
eventi svoltisi durante essa possono essere riprodotti e copiati affinché lo spirito, il tema e il logo possano sopravvivere e diffondersi!
Ewald Moser, Leiter der Verkehrswoche 2014, SG Verkehrsplanung, Amt der Tiroler Landesregierung
Head of the Transport-week 2014, Department of Transport Planning, Office of the Provinicial Government of Tyrol
Capo della Settimana dei Trasporti, Ufficio del Progettazione Trasporti, Ufficio della Giunta del Land Tirolo
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Helen Lückge
Climonomics – Climate, Mobility, Economics
Summary iMONITRAF! Transport Forum
Joining forces on regional level – iMONITRAF! Transport Forum highlights political support for regional cooperation
and provides mandate to further develop the regional Toll Plus proposal
As starting point of the Tyrolean Transport-week, discussions during the iMONITRAF! Transport Forum on 24th June 2014 have
re-confirmed the need for regional cooperation. The Alpine regions are particularly sensitive to negative impacts of freight and passenger transport. Transport related air and noise nuisances increase health risks and cause over-proportional effects in mountain
areas, due to very high HGV shares, specific topographical features, limited spatial resources and highly vulnerable ecosystems.
To avoid unwanted distribution affect, a common approach to tackle these challenges is necessary. Since 2005, the Alpine regions
have thus joined forces in the frame of the iMONITRAF! (Implementation of MONITRAF – Monitoring of road traffic related effects in
the Alpine Space and common measures) network. As major milestone, the common transport strategy of 2012 defines a common
target system and instrument-mix. This transport strategy foresees the implementation of a common Toll Plus system as mid-term
instrument, to reflect the over-proportional effects of transalpine transport in a more appropriate way. With the Transport Forum,
the iMONITRAF! network now launches the political discussion on Toll Plus with specific recommendations, based on a discussion
paper that was presented during the Forum. The regional analysis identifies necessary design elements for the “Plus” to become an
effective support for a common modal shift policy. The internalization and financing rationales are the instrument’s focus. Toll Plus
should contribute to internalizing external costs in the Alpine regions in a more appropriate way and, with its revenue, support the
financing of rail infrastructures (as the Brenner or Lyon-Torino base tunnels or terminals for combined transport). Guaranteeing a
steering effect is a second priority of Toll Plus, this rationale should be reached with the help of a cap-and-trade instrument, e.g. an
Alpine Crossing Exchange or an emissions trading system, in the long-term.
E
Flexible approach – but harmonisation as major objective
During the political roundtable discussion, issues around the specific design of a Toll Plus System and the specific question if a Toll
Plus System should be designed as harmonized instrument or rather leave some flexibility with a corridor-specific approach were
discussed controversially. The need for further analysis was identified in this respect, especially regarding the necessity of a flexible approach. All discussants however agreed, that a Toll Plus System should not lead to unwanted distributional effects between
corridors but rather contribute to a harmonization of toll prices. Solidarity and fairness are clearly set before partial regional interests. After an intense discussion, the final result was clear: Toll Plus is an important instrument for a common modal shift policy
in the mid-term and supports pull-measures that focus on development of rail infrastructures and services in an optimal way. The
iMONITRAF! network will thus further specify its proposals on Toll Plus and support the further implementation process.
iMONITRAF! network as important player in the political process
The political discussion also appreciated other activites of the iMONITRAF! network that were presented during the Transport F­ orum,
especially the common monitoring system and the exchange on best practices. Statements made clear that the network is seen
as important sparring partner and source for creative and forward-thinking solutions. The cooperation under the Cooperation Point
has proven successful and will be further developed. Thanks to the successful Transport Forum, the network can start its next
phase with new impetus – with a specific mandate to further develop the Toll Plus proposal, with many new ideas on networking
and with a strengthened cooperation with its partners on national and European level.
www.imonitraf.org
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Rainer Kistler
Head of the Environmental Protection Agency, Canton of Zug, Switzerland
iMONITRAF! Coordination Point-Networking towards
the common transport strategy for the Alpine regions
This introductory presentation provides an overview on objectives, milestones and activities of the iMONITRAF! network. Since
the first MONITRAF project has been launched in 2005, the network could be established as important platform on transalpine
transport issues and is now using its common voice for networking towards a more sustainable transport system in the Alps.
A major milestone of the network was the development of a common transport strategy, which has been signed by political representative in Lyon in May 2012. The strategy includes an agreement to continue the regional cooperation under a new institutional
framework – the Coordination Point. After the first year under this new framework, the Transport Forum provides a platform to
­collect feedbacks, to strengthen the political network and to set the agenda for further activities.
E
Some major elements of iMONITRAF! were presented during the speech:
Major objective of iMONITRAF! : reduction of negative health and environmental impacts through harmonization
and common approach.
Cooperation includes partners from main transit corridors: Brenner, Gotthard, Fréjus, Mont Blanc and Tarvisio.
After two projects under the Alpine Space Programme, the network is now financed through the regions.
Common strategy of Lyon (May 2012) as major milestone: strategy includes target system and common measures.
In the mid-term, a common modal shift policy including a comprehensive pricing system is foreseen. This shall be
supported by a cap-and-trade approach in the long-term.
Activities in 2013: Update of all relevant data and information, to provide up-to-date basis for further discussion.
This shall be used to set the political agenda during the Transport Forum.
A teaser from Mr. Kistler’s presentation:
Starting point for MONITRAF-projects
Gotthard
Mont
Mont Blanc
Blanc
1990:
1990:
740
740
x 0.8
2010:
2010:
570
570
1990:
550
2010:
940
x 1.7
Brenner
1990:
930
x2
2010:
1850
Tarvisio
Fréjus
HGV volumes
1990 and 2010
(in 1000 HGV/a)
1990:
540
2010:
730
x 1.4
1990:
285
2010:
1080
x 3.8
13
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Markus Maibach
INFRAS, Managing Partner, Zurich, Switzerland
New Railway Links through the Alps:
Base Tunnels and Modal Split Policy, Chances and Challenges
In his keynote speech, Markus Maibach presents the Swiss modal shift experience, especially with the construction of the two
new railway basetunnels. As large-scale infrastructures, the construction of basetunnels faces specific challenges – especially
concerning the long timeframe. In Switzerland, the construction of the basetunnels has been initiated on the basis of a modal shift
vision that was well communicated by former transport ministers Adolf Ogi and Moritz Leuenberger. Throughout the construction
phase, some further challenges could be identified. Here, an exchange of experiences could support the further planning and construction of the Brenner and Mont Cenis tunnel as well as the design of a well-targeted and effective policy mix of accompanying
measures.
E
The following challenges were highlighted during the presentation:
Challenge 1 – Technology: Technology itself has not proven critical, the tendering and
contracting process is more difficult than specific engineering work.
Challenge 2 – Financing: Basetunnels require long-term financing, cross-financing models
could be considered along other corridors as well.
Challenge 3 – Policy mix: Basetunnels need to be framed by accompanying measures to ensure their effective utilization.
They can be seen as “hardware” for modal-shift policy that need to be supported by further push and pull measures.
Challenge 4 – Transport pricing: if the basetunnels are available, transport pricing along the corridors for freight and
passenger transport need to be carefully designed.
Challenge 5 – Access tracks: are necessary to capture all potentials of the basetunnel.
Challenge 6 – Existing routes: the role of existing railway routes needs to be carefully discussed,
especially their role for guaranteeing accessibility for passenger transport.
The conclusions of the keynote speech are summarized on the following slide:
Don’ t wait and don’t rely on
• Transport policy embedding is vital: Push & Pull
• Flanking measures and road regulation create synergies
• The policy window for a substantial change is before
operation
• There are major rail potentials without (before) the base
tunnel
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Matthias Wagner
Researcher, European Academy of Bolzano, EURAC, Italy
Monitoring system – Update on the iMONITRAF! monitoring activities
The common monitoring system is a core element of the iMONITRAF! network and has been developed continuously since the
project start in 2005. It provides a comparable picture on traffic volumes and their impacts for the corridors Fréjus, Mont Blanc,
Gotthard, Brenner and Tarvisio. Indicators can be compared with the help of a WebGIS system to allow an easy-access illustration
and communication. In the frame of the Coordination Point, indicators are updated each year and interpreted by the network. During
his presentation, Matthias Wagner presents the main results for the year 2012 and some first results for the year 2013, analysis
trends and interprets the main results.
E
For the main indicators, the following developments are presented:
Road traffic volumes: The Brenner Corridor still carries the largest traffic volumes, Gotthard and Tarvisio are in the medium range
and the French-Italian corridors have the lowest volumes. For the Brenner and Gotthard, traffic volumes have been rising since
2005. For the Mont Blanc, the situation is stable, for Fréjus and Tarvisio a significant decrease can be seen.
Rail traffic volumes: Gotthard and Brenner also carry the highest values of transported tons on rail. In 2013, the rail volumes on
the Gotthard lay above the Brenner for the first time due to the closure of the Brenner line in 2012.
Air concentrations: For NO2, highest concentrations have been monitored along Brenner and Gotthard, with concentrations partly
above the relevant national and EU limits. For particulate matter, trends are declining and all stations of the monitoring system
lie below the EU limits.
Noise assessment: Overall trends differ between the corridors. For Gotthard, values have increased since 2005 but recently
there is a tendency towards stagnation. On the Fréjus, values are decreasing while on Mont Blanc the development is unsteady.
Toll prices: For both passenger and freight transport, an east-west divide between toll prices can be seen. With high tunnel charges, toll prices are highest on the French-Italian corridors.
Results for NO2 have been illustrated with the following slide:
Indicator Air concentrations
Nitrogen dioxide (NO2)
15
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Jürg Heldstab
INFRAS, Managing Partner, Zurich, Switzerland
Update Best Practices 2013
The exchange on best practice measures for freight and passenger transport is a key element of the iMONITRAF! strategy. An
improved knowledge on best practices in other regions and their impacts supports the harmonization of regional measures and
the development of common solutions. In his speech, Jürg Heldstab presents the main findings of the best practice collection and
evaluation which has been carried out by the iMONITRAF! coordination point in 2013. This best practice collection is an update of
the comprehensive Best Practice Guide which has been published in 2010 and can be seen as one major milestone of the previous
iMONITRAF! project. Best practices are presented along five policy pillars, representing different types of measures – reaching from
“soft” to “hard” measures.
E
Most important news on best practices are summarized in the slide below.
In the light of the iMONITRAF! strategy, the developments can be interpreted as follows:
Considerable efforts have been taken on regional/national levels towards more sustainable Alpine transport and towards harmonization. Especially regarding the harmonization of different driving bans, several improvements can be seen.
Still, many potentials for harmonization remain. One important element would be a further development and harmonization of
pricing systems, if possible with the implementation of a Toll Plus system.
Improvements are also possible along the individual corridors. For example, on the Brenner, an extension of a more ambitious
pricing approach to South Tyrol and Trento would improve the effectiveness of existing pricing systems.
Further discussion on pricing systems needs to consider options for cross-financing under legal constraints. Experiences in
Trento with cross-financing could be helpful in this respect.
The new partner region Trento brings additional experiences into the network. Especially on passenger transport, the best practice update includes several interesting examples.
Overview of Best Practices 2013
Pillar
Name of measure
Country/region
Pillar 1
Fair distribution of traffic between Mt Blanc and Fréjus tunnels
France (national level)
Extension of night driving ban to EURO 5 HGV
Tyrol (regional level)
Revision of the law on noise remediation of railways
Switzerland (national level)
Extension of driving ban to EURO 2 HGV Mt Blanc tunnel
France/Italy
Noise action plan and air quality program
South Tyrol (regional level)
Implementation‫‏‬of‫“‏‬Ecotaxe‫‏‬poids‫‏‬lourds”
France (national level)
Adjustment of the Heavy Vehicle Fee (LSVA)
Switzerland (national level)
Adjustment of the Brenner Maut
Tirol (regional level)
Cross financing on Brenner motorway
Italy, Trento and South Tyrol (nat./reg.)
Extension of the Gotthard railway corridor to a 4 meters profile
Switzerland (national level)
Intermediate cancellation of sector driving ban
Tyrol (regional level)
Revision of mobility program
Tyrol (regional level)
Innovative tourism offers with free public transport tickets
Trento (regional level)
Support of low-emission vehicles for public transport
Trento (regional level)
Synchronized‫‏‬public‫‏‬transport‫‏‬services‫“‏‬Südtirol-Takt”
South Tyrol (regional level)
Coop. agreement between eight Italian regions / national
ministries for common measures to improve air quality
South Tyrol, Trento, Friuli Venezia Giulia
national level
Pillar 2
Pillar 3
Pillar 4
Pillar 5
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Astrid Epiney
Université de Fribourg, Faculté de Droit
Analysis on compatibility of an Alpine Crossing Exchange with EU law
An Alpine Crossing Exchange (ACE) would be one option to implement a cap-and-trade instrument for limiting overall transalpine
road freight transport. As long-term instrument, it is included in the iMONITRAF! strategy. Some legal aspects regarding the ACE,
especially its compatibility with EU law, are still under discussion. In her presentation, Prof. Astrid Epiney presents her legal analysis
of an ACE and challenges the results of a previous study carried out in the frame of the Suivi de Zurich process. She reaches the
conclusion that there are no insurmountable legal barriers for the implementation of an ACE. However, legal adjustments are necessary on the different political levels (EU law, national law, bilateral agreements). One major requirement for legal compatibility is the
common implementation on those Alpine corridors which are in direct competition with each other.
E
Some main findings of the legal analysis include:
Compatibility with EU principle of free movement of goods and services: If an ACE is defined as instrument that reduces negative
health impacts of freight transport and at the same time influences modal shift, a quantitative restriction of freight volumes
could be legally argued for. This however requires that suitability of the measure (ACE impact on modal shift) and coherence
(implementation on all relevant corridors) are provided.
Interferences with the Eurovignette Directive are legally not relevant. Other regulations on road freight transport in addition to
the Eurovignette Directive are generally possible if they focus on other objectives.
The bilateral transport agreement between Switzerland and the EU includes no major barriers. However, the existing maximal
charge for transalpine transport implemented in the agreement as well as the prohibition to implement quantitative restrictions
would require an adjustment.
The summary of the legal analysis is presented with the following slide:
F. Schluss
• Keine unüberwindlichen rechtlichen Hindernisse für Einführung einer
ATB: lediglich LVA
• Frage der Regelungsebene (EU-Ebene, einzelstaatliche Ebene,
völkerrechtlicher Vertrag zwischen Alpenstaaten)
• Jedenfalls: Erfordernis des Einbezugs aller miteinander in Konkurrenz
stehender Alpenpässe
• Frage des politischen Willens
11
17
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Helen Lückge
Climonomics – Climate, Mobility, Economics
Toll Plus System – A proposal from the iMONITRAF! regions
In her presentation, Helen Lückge gives an overview on the regional Toll Plus proposal that has been developed by the iMONITRAF!
network. The implementation of a Toll Plus system is foreseen as mid-term instrument in the iMONITRAF! strategy as intermediary
solution until a common cap-and-trade instrument can be implemented. As Toll Plus is currently also discussed in the frame of the
Suivi de Zurich process and as a revision of the relevant Eurovignette Directive is coming up, iMONITRAF! launches the discussion
on specific Toll Plus elements in a pro-active way to set the agenda. The regional proposal defines the role of a Toll Plus system in
the policy mix, illustrates the need for appropriate toll levels and identifies key elements for revenue management.
E
The regional statement on Toll Plus derives five major recommendations:
Focus: Major objective for Toll Plus should be a more effective external cost charging in mountain areas, with more appropriate
“mountain factors” in the existing Eurovignette regulation, the inclusion of additional external cost elements as well as a shortening of exemption periods for low-emission HGV to support the polluter-pays-principle.
Avoiding overlaps: A clear separation of external cost charging and the mark-up concept of the Eurovignette Directive would provide a more appropriate HGV charging.
Application: Toll Plus should be implemented with a distance-dependent approach, starting from 3.5 t to include the rising share
of light duty vehicles.
Corridor approach: Rates should be calculated in a way to support harmonization of pricing levels. However, some flexibility per
corridor should be possible.
Revenues: Should be partly allocated to Alpine regions for financing of large railway infrastructures (first priority) or for financing
regional projects (second priority).
Defining the rationale for Toll Plus from a regional viewpoint is summarized on the following slide:
Rationale for Toll Plus
How to define the «Plus» from a regional viewpoint
Three rationales are possible:
1. Internalization instrument:
 More appropriate internalization of external costs
 Consideration of over-proportional impacts in mountain areas
2. Financing instrument:
 Collect revenue for major modal shift projects
 New railway infrastructures (base tunnels and access tracks)
 Environmental protection infrastructures and support for CT
3. Steering instrument:
 Financial incentive to switch from road to rail
 But: steering effect is indirect and difficult to estimate
18
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Matthias Rinderknecht
Federal Office of Transport, Switzerland
Exploit Synergies: Reflection on iMONITRAF! Activities,
ongoing work and perspectives of the Follow up Zurich Process
Matthias Rinderknecht represents the Federal Office of Transport in the Follow-up Zurich Process and, in his speech, reflects the
synergies between this institution and the iMONITRAF! network. The Follow-up Zurich Process has been initiated after the devastating tunnel fires on the Alpine corridors in 2001 to develop common solutions for improving tunnel safety. Recently, activities of the
Follow-up Zurich Process have focused on management of transalpine freight transport, including detailed analysis of the three
potential steering instruments Alpine Crossing Exchange, Alpine Emissions Trading System and Toll Plus System. With the resolution of Leipzig in May 2012, transport ministers of the Alpine countries have agreed to take forward the development of a Toll Plus
system. This has been confirmed in the latest resolution of May 2014. Thus, the Follow-up Zurich Process, as representation of the
national level, and the iMONITRAF! network, as representation of the regional level, both aim at moving forward on Toll Plus. Synergies should be used to reach an effective solution.
E
Specifically, Matthias Rinderknecht identifies the following activities for creating synergies between iMONITRAF! and the Follow-up
Zurich Process:
iMONITRAF! can support the new working group EnvAlp of the Suivi de Zurich process to develop a common knowledge base on
impacts of transalpine traffic.
The relevant working group under the Follow-up Zurich Process is launching further activities on Toll Plus. Here, it would be possible to provide the work done by iMONITRAF! as input and support.
The common discussion and knowledge transfer between the two networks should be further continued, using the existing
working groups, platforms, etc.
Activities of the Follow-up Zurich Process regarding Toll Plus are summarized on the following slide:
Traffic management instruments:
Focus on Toll +
 Elaboration of a report addressing
the evolvement and further
development of the Toll+
instrument, including
 Comparative synopsis on the basis
of ALBATRAS, EFFINALP and
LEGALP
 Existing / planned tolling
instruments
 Identification of needs for further indepth analysis (practical
implementation, socioeconomic/technical/legal
compliancewith EU-legislation,
spatial application, flanking
measures, potential of
harmonisation, costs / revenues
etc).
iMonitraf Verkehrsforum / Innsbruck Juni 2014
Matthias Rinderknecht
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19
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Herald Ruijters
European Commission, Head of Unit MOVE.B1
Alpine traffic: TEN-T and Alpine traffic policy
Herald Ruijters presents the new EU policy framework on the Transeuropean Transport Network (TEN-T) and their role for the
A­ lpine Space. The TEN-T has developed considerably over the last 25 years, from a patchwork of individual projects to a real transport network. With the latest revision of the TEN-T framework in 2013, the EU is now supporting the development of a “core network”
focusing on strategically most important parts. Until 2020, nine core network corridors shall be in the focus of TEN-T – including
several corridors crossing the Alpine regions. The corridors shall be developed as frontrunners for innovative and sustainable transport, implementing the objectives of the latest Transport White Paper of 2011.
E
Specifically, the new policy and financing framework includes the following elements.
Investments on the core corridors will be coordinated by work plans which will be set up by an EU coordination in consultation
with a corridor forum until the end of 2014.
Financing is provided through the “Connecting Europe Facility” which will provide about 26 bn. Euros for transport projects in the
time-period 2014–2020.
For the Alpine Space, it is clear that a policy framework needs to be developed in parallel to new infrastructures to reach the objectives of the White Paper with its ambitious modal-shift policy. Projects which support horizontal policy making are also eligibly
for CEF financing. This would be a window-of-opportunity to strengthen activities of the iMONITRAF! network.
The core network corridors as defined in the CEF are presented with the following map:
The 9 core
network
corridors
defined in
the CEF
Transport
20
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Klaus-Uwe Sondermann
Prokurist, KombiConsult GmbH, Frankfurt am Main
Zusammenfassung AGB Tagung „Schiene stärken“
„Schiene stärken“ benötigt Infrastruktur, Interoperabilität, Ideen/Innovationen und eine Verkehrswoche in Innsbruck, die die
wichtigsten Vertreter der Branche und der Region zusammen bringt. Die von der Tiroler Präsidentschaft der Aktionsgemeinschaft
Brennerbahn (AGB) initiierte Tagung „Schiene stärken“ konnte aufzeigen, dass es eines „policy mix“ bedarf um mehr Verkehr auf
die Schiene zu verlagern.
Neben der Vision einer Kostenwahrheit im Verkehr unter Berücksichtigung des Umwelt- und Energieverbrauches, wie sie von der
Alpenkonvention, im Zürich-Prozess und dem iMONITRAF! Projekt langfristig betrieben wird, braucht es auch die Ertüchtigung der
Schieneninfrastruktur.
D
Infrastruktur
Dies geschieht entlang des längsten von neun transeuropäischen Korridoren, des Skandinavisch-Mediterranen Korridors, von
­Helsinki und Oslo über München/Verona bis Malta. Die Realisierung der beiden grenzüberschreitenden Großprojekte auf diesem
Korridor, der festen Querung des Fehmarn Belt zwischen Dänemark und Deutschland, sowie die Errichtung des Brenner Basistunnels nebst seiner erforderlichen nördlichen und südlichen Zulaufstrecken zwischen Deutschland, Österreich und Italien sind
die beiden „Herzen“ dieses wichtigen Europäischen Korridors. Mit dem Brennerprojekt wird eine alpenquerende „Flachbahn“ geschaffen, die eine sehr effiziente Verbindung für Personen- und Güterverkehr bieten wird. Damit diese beiden Einrichtungen nach
ihrer Fertigstellung vollumfänglich genutzt werden können, müssen kleinere, kurzfristig zu realisierende Infrastrukturvorhaben
rasch umgesetzt werden. Dazu zählen u.a. der Bau der „Truderinger Kurve“ im Südosten von München zur noch effizienteren Anbindung des Terminals München-Riem, der Ausbau der italienischen Häfen und KV-Terminals in den Interporti. In Deutschland kommen
­netzerhaltende, effizienzerhöhende und kapazitätssteigernde Baumaßnahmen im Schienennetz hinzu.
Interoperabilität
Noch größere Effizienzgewinne versprechen sich die beteiligten Bahnen und KV-Operateure aber von der Angleichung der Zuglängen und Gewichte auf hohem Niveau, der abgestimmten Einführung des Europäischen Zugsicherungssystems „ETCS“ ohne nationale oder streckenbezogene Besonderheiten, der Verbesserung und Beschleunigung der Grenzprozesse, der Einführung von
Dreifachtraktion auf der Brenner Südrampe und des Betriebs mit nur einem Lokführer.
Ideen/Innovationen
Mit dieser Maßnahme könnte die Wettbewerbsfähigkeit gegenüber dem LKW-Verkehr erhöht, mehr innovative Zugprodukte
­(Shuttle, Gateway, Mehrfachabfahrten) angeboten, die Qualität gesteigert und so weitere Transporte im kombinierten Verkehr von
der Straße auf die Schiene verlagert werden. Mehr Züge bedeuten dabei heute nicht automatisch mehr Lärm, denn durch baulichen
Lärmschutz an Neu- und Ausbaustrecken wie der Ende 2012 von den ÖBB in Betrieb genommenen neuen Unterinntalstrecke, vor
allem aber durch moderne Bremssohlen bei Güterwagen kann der Lärm halbiert werden. Der Umbau der Wagen wird in Deutschland
und der Schweiz gefördert sowie zusätzlich durch einen Bonus beim Trassenpreis honoriert. Der Bonus für leise Wagen finanziert
sich durch einen Malus für alte, laute Wagen selbst. Eine solche intelligente Nutzung der Infrastruktur wird auch durch den Wettbewerb „auf der Schiene“ unterstützt.
Innsbruck
Neben diesen Innovationen bedarf es aber auch sog. „begleitender Maßnahmen“ der vorausschauenden Umwelt- und Verkehrspolitik, um die Bewohner in den sensiblen Bereichen der Alpentäler vor den negativen Auswirkungen des Transitverkehrs zu schützen.
Dieses Paket, den „policy mix“ gemeinsam zu besprechen und in Aktionen umzusetzen ist Anliegen, Anlass und Aufgabe der Teilnehmer der Innsbrucker Verkehrswoche und der Aktionsgemeinschaft Brennerbahn.
www.brennerbahn.eu
21
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Helmut Eder
Mitglied des Vorstandes der LKW WALTER
Internationale Transportorganisation AG, Wiener Neudorf
Grundsatzrede
Die österreichische Spedition LKW WALTER nutzt seit dreißig Jahren u.a. den kombinierten Verkehr Schiene – Straße zur Abwicklung ihrer Transporte. Mit einer Betriebsstätte in Kufstein ist das Unternehmen auch mit den spezifischen Bedingungen des
alpenquerenden Verkehrs bestens vertraut. In seinem Eröffnungsvortrag blickt Herr Eder auf die Entwicklung des Güterverkehrs
im Brennerkorridor seit dem Jahr 2000 zurück, zeigt Potentiale auf, wie die Wettbewerbsfähigkeit des Schienengüterverkehrs verbessert werden kann und gibt Handlungsempfehlungen für eine konsequente politische Unterstützung des Verlagerungsziels auf
die Schiene.
D
Kernaussagen:
Positive Entwicklung des unbegleiteten kombinierten Verkehrs (KV) über den Brenner: Das Transportaufkommen von 1999 bis
2011 hat sich mehr als verdoppelt. Im Vergleich dazu hat der konventionelle Wagenladungsverkehr im selben Zeitraum an Aufkommen verloren. Das Wachstum im Straßengüterverkehr fiel ebenfalls geringer aus als im KV.
Faktoren, die diese Entwicklung begünstigten, sind – neben der allgemeinen Wirtschafts- und Verkehrsentwicklung – u.a. der
Ausbau von Terminalkapazitäten entlang des Korridors, die Güterzugumfahrung Innsbruck, der Ausbau der Unterinntaltrasse,
die Beschleunigung von Betriebsabläufen durch Einsatz von Mehrsystemlokomotiven und neue Produktionsmodelle im KV
sowie eine gestiegene Produktivität der Eisenbahnverkehrsunternehmen, insbesondere als Folge des Markteintritts privater
­Wettbewerber.
Die Straße konnte im gleichen Zeitraum durch längere Sattelanhänger, effizientere Motoren, höhere Laufleistung der Reifen, den
Entfall der Grenzkontrollen und den dreistreifigen Ausbau vieler Autobahnen erhebliche Effizienzvorteile realisieren.
Um Wettbewerbsfähigkeit des KV gegenüber der Straße dauerhaft zu sichern, sind weitere Verbesserungen im System Eisenbahn erforderlich. Dazu gehören der Abbau nationaler Bestimmungen zugunsten eines homogenen europäischen Schienen­
netzes (z.B. ETCS), die Einführung längerer und schwerer Züge, die Konzentration auf strategisch wichtige Terminals und deren
Vernetzung, um Verkehr zu bündeln, des Weiteren die Beibehaltung der Förderung des KV, Wettbewerb der besten Ideen auf der
Schiene und langfristig die Schaffung von Zulaufstrecken und Alpenquerungen als effiziente Flachbahnen. Die Politik ist aufgefordert, zu handeln.
Ihr Europa-Transporteur
22
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Herald Ruijters
Leiter der Abteilung Transeuropäische Netze in der
Generaldirektion Verkehr, Europäische Kommission, Brüssel
TEN-V ScanMed und Brenner-Korridor
Der Brennerkorridor als eine der bedeutendsten europäischen Verkehrsachsen findet in der gemeinsamen europäischen Verkehrsinfrastrukturpolitik Berücksichtigung, seit diese Anfang der 1990er Jahre beschlossen wurde. Die Pläne zum Ausbau des
Brenners wurden seither in allen Weiterentwicklungen des europäischen Verkehrsnetzes (TEN-V) fortgeschrieben und sind nach
dessen neuester Reform Bestandteil des Skandinavisch-Mediterranen Korridors (ScanMed). Die Realisierung der einzelnen Projekte­
entlang des Korridors erfolgt schrittweise und erreicht mit dem Bau des Brenner Basistunnels einen zentralen Meilenstein. Herr
­Ruijters beleuchtet die Rahmenbedingungen des aktuellen Verkehrskorridoransatzes und weist insbesondere auf die Möglichkeiten der EU-Förderung von Infrastrukturprojekten hin.
D
Kernaussagen:
Das überarbeitete transeuropäische Verkehrsnetz (TEN-V) dient dazu, Erreichbarkeit und Anbindung der Regionen herzustellen.
Eine Teilmenge dieses Gesamtnetzes mit hoher strategischer Bedeutung ist das Kernnetz, innerhalb dessen neun multimodale
Korridore definiert sind (siehe Verordnungen (EU) 1315/2013 sowie 1316/2013).
Für die TEN-V-Infrastruktur existieren Zielparameter, die von den Mitgliedstaaten bis 2030 für das Kernnetz und bis 2050 für das
Gesamtnetz zu realisieren sind. Darunter befinden sich konkrete Anliegen, wie die Möglichkeit, 740 m lange Güterzüge zu fahren.
Nach einer detaillierten Analyse und einem umfassenden Konsultationsprozess wird bis Ende 2014 ein Arbeitsplan je Korridor
­erstellt. Darin sollen konkrete Maßnahmen zur Erreichung des Zielzustandes enthalten sein. Neben den großen grenzüberschreitenden Projekten wie der Querung des Fehmarn Belt und dem Bau des Brenner Basistunnels sind auch kleinere, kurzfristig
realisierbare Maßnahmen mit schneller Wirkung vorgesehen.
Im Zeitraum 2014 bis 2020 stellt die EU mit der „Connecting Europe Facility“ 26 Mrd. Euro für Investitionen im Verkehrsbereich
zur Verfügung. Bei der Förderung werden u.a. grenzüberschreitende Projekte, solche zur Beseitigung von Engpässen und die
Einrichtung von Telematiksystemen prioritär behandelt.
Neben den Projekten und deren Finanzierung bedarf es aber auch einer leidenschaftlichen Umsetzung, wie sie in der Aktions­
gemeinschaft Brennerbahn gelebt wird.
How to give grant
support to a project
Work programme
(Annual or
Multiannual)
Mar 2014
Evaluation
(external and
internal)
Call for proposals
Sep 14 - Feb 15
Mar 15 – Jun 15
Financing
decision (general
and
individualised)
Until end of 2015
Transport
23
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Roberto Ferrazza
Leiter der Abteilung Transeuropäische Netze in der Generaldirektion
für Raumplanung, Ministerium für Infrastruktur und Verkehr, Rom
Intermodalität entlang des Skandinavisch-Mediterranen Korridors
Vier der neun transeuropäischen Verkehrskorridore verlaufen auf italienischem Gebiet. Diese Tatsache spiegelt die strategische
Bedeutung Italiens im europäischen Verkehrsnetz wider. Auf dem Skandinavisch-Mediterranen Korridor, welcher das Land von Norden nach Süden durchquert und die Hinterlandanbindung wichtiger Seehäfen und Umschlagterminals abbildet, wird ein Großteil
des internationalen Gütervolumens von und nach Italien transportiert. Als Voraussetzung für einen intermodalen Korridor betont
Herr Ferrazza die Rolle der Knotenpunkte und zeigt die Strategien zur Entwicklung der italienischen Häfen und Inlandterminals auf.
D
Kernaussagen:
Implementierung des Güterverkehrskorridors „Skandinavien-Mittelmeer“ soll mit finanzieller Unterstützung durch das TEN-VFörderprogramm bis Ende 2015 abgeschlossen werden.
Zentraler Bestandteil des Korridors ist die 447 km lange Brennerachse München – Verona.
Während im Nordzulauf größere Steigungen zu überwinden sind als im Südzulauf, können von Norden kommend schwerere
Züge den Brenner passieren. In Italien ist der Betrieb mit drei Lokomotiven nicht zulässig. Der Brenner Basistunnel kompensiert
diesen Nachteil.
Ausrüstung des Brenner-Südzulaufs mit ERTMS wird in Italien bereits bis Ende 2018 – und damit rechtzeitig vor Eröffnung des
Brenner Basistunnels im Jahr 2026 – realisiert.
Italienische Seehäfen können zu Intermodalität und somit zur Steigerung der Effizienz des Verkehrssystems beitragen. Gleichwohl sind interne Reformen der Verwaltungsstrukturen und europäische Vernetzung der Häfen unerlässlich.
Investitionen vorrangig in Seehäfen und Schiene-Straße-Terminals, die Schlüsselpositionen bei der Konsolidierung von Verkehrsströmen einnehmen.
Italien würde mehr Geld in die Infrastruktur investieren, wenn der Europäische Stabilitätspakt für diese Art von Ausgaben ausgesetzt würde und ein Konjunkturpaket verabschiedet werden könnte.
Main alignments in rail freight traffic flows
 North-Southbound
traffic is the most
relevant in volume
 Eastbound traffic
offers the highest
growth rate
 Westbound traffic is
opening up to internal
competition
3
24
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Friederike Reineke
Leiterin des Referates LA 17 (Finanzierung von Bedarfsplanvorhaben Schiene),
Bundesministerium für Verkehr und digitale Infrastruktur, Berlin
Ausbau des Schienennetzes im Brennerkorridor in Deutschland
Auf die Bestandserhaltung der rund 34.000 km umfassenden bundeseigenen Schienenwege sowie den Aus- und Neubau des
Netzes verwendet die Bundesregierung einen wesentlichen Anteil der im Verkehrshaushalt verfügbaren Mittel. Dabei wird ein netz­
orientierter Ansatz verfolgt, in den der Brennerkorridor als bedeutende Verkehrsachse integriert ist. Im Vortrag werden die Investitionsvorhaben entlang des Korridors und ihre Berücksichtigung im nationalen Bedarfsplan erläutert.
D
Kernaussagen:
Bedarfsplan für die Schiene ist im Bundesschienenwegeausbaugesetz enthalten.
Haushaltsentwurf sieht 17 Mrd. Euro für Investitionen in Schienenwege im Zeitraum 2014 bis 2017 vor, davon 10 Mrd. Euro für das
Bestandsnetz und 5,8 Mrd. für Aus- und Neubau.
Weitere Mittel fließen in die Ausrüstung mit Leit- und Sicherungstechnik, Lärmsanierung u.a.
In Deutschland wird zudem der Aus- und Neubau von Umschlaganlagen des kombinierten Verkehrs gefördert.
Für eine Vielzahl von Vorhaben auf dem Skandinavisch-Mediterranen Korridor existieren bereits Finanzierungsvereinbarungen.
Für die Ausbaustrecke im Brenner-Nordzulauf (München – Rosenheim – Kiefersfelden – Grenze D/A) ist diese noch abzuschließen.
Im Bundesverkehrswegeplan 2015 für das Prognosejahr 2030 wird die Priorisierung des Ausbaus der Zulaufstrecke erwartet.
25
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Thomas Spiegel
Leiter der Abteilung II/Infra 5 (Internationale Netze und Grundlagen der Infrastrukturplanung)
im Bundesministerium für Verkehr, Innovation und Technologie, Wien
Netz- und Terminalausbau am Brenner-Korridor in Österreich
Der Brenner-Korridor ist ein wesentlicher Bestandteil der österreichischen strategischen Infrastrukturplanung. Diese ist eingebunden in die Leitlinien der Trans-Europäischen Netze, den Gesamtverkehrsplan Österreich (Dezember 2012), das Zielnetz 2025+
als mittelfristigem Ausbauprogramm für die Schieneninfrastruktur und das sechsjährige Finanzierungsprogramm („Rahmenplan“).
Herr Spiegel stellt die Maßnahmen im Einzelnen vor und unterstreicht die Phasen, die zu einem bedarfsgerechten Ausbau beitragen.
D
Kernaussagen:
Ausbau der Brennerachse als Hochleistungsgüterverkehrsstrecke in enger Abstimmung mit den Nachbarstaaten und der Europäischen Kommission.
Kernstück ist der Brenner Basistunnel zwischen Österreich und Italien, der mit 55 km Länge bis 2026 fertig gestellt werden soll.
Abgeschlossen und Ende 2012 in Betrieb genommen ist bereits die viergleisig ausgebaute Unterinntaltrasse im Abschnitt Kundl/
Radfeld-Baumkirchen.
Für den Abschnitt Kundl/Radfeld – Schaftenau wurde das Trassenfindungsverfahren abgeschlossen.
Im Raum südlich Rosenheim – Schaftenau wird als gemeinsamer Planungsraum zwischen Deutschland und Österreich der
­bedarfsgerechte Ausbau geplant.
Als Einzelmaßnahme wurde weiterhin der Ausbau des Terminals Wörgl betrieben und weitgehend abgeschlossen.
Für die Projekte sind im Österreichischen Rahmenplan 2014 –2019 insgesamt Investitionen von 1,9 Mrd. Euro abgesichert.
Mit der „Flachbahn“ wird eine sehr effiziente Schieneninfrastruktur zur Bewältigung der Verkehrsströme verwirklicht, die bis zu
ihrer Eröffnung begleitender verkehrspolitischer Maßnahmen bedarf, um das Verlagerungsziel zu erreichen.
5
26
Brenner-Korridor - Ausbau Österreich
Dr. Thomas SPIEGEL, II/Infra5
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Frank Lehner
Vorstand Vertrieb & Marketing der TX Logistik AG, Bad Honnef
Kurzstatement TX Logistik
TX Logistik ist ein europaweit agierendes Eisenbahnverkehrsunternehmen, das im kombinierten Verkehr als Systemanbieter
auftritt. Die Aktivitäten am Brenner konnte das Unternehmen in den vergangenen Jahren massiv ausbauen und im Jahr 2013
61.400 Ladeeinheiten transportieren. Herr Lehner ist überzeugt, dass die Schiene umweltfreundlich und als marktfähiges Produkt
eine Lösung für die Alpen darstellt. Er sieht erhebliches Potential, den vom Straßenverkehr stark beanspruchten Alpenraum durch
marktfähige Schienenangebote zu entlasten und formuliert Aufgaben der Politik zur Unterstützung dieses Ziels.
D
Kernaussagen:
Am Brenner Rückgang des kombinierten Verkehrs – Rückverlagerung von jährlich
100.000 Lkw-Fahrten auf die Straße (von RoLa).
Vorbild Schweiz: Schienenanteil im Alpenverkehr 2012 63 %; Österreich: 31 %
Eine Umlegung der Lkw-Zahlen am Brenner von 2012 auf die Schiene im unbegleiteten kombinierten Verkehr entspräche
rund 350 zusätzlichen Zügen pro Tag. Kapazitäten auf der Schiene sind noch nicht ausgeschöpft.
Steigendes Verkehrsaufkommen und veränderte Marktstrukturen beeinflussen Alpentransitverkehr. Verschiebungen in der
Bedeutung einzelner Seehäfen wirken sich auf den Hinterlandverkehr aus.
Akzeptanz eines weiteren Anstiegs des Straßengüterverkehrs in der Bevölkerung nicht vorhanden, daher dringender
Handlungsbedarf für Politik und Unternehmen.
Weiterentwicklung des KV durch technische Innovationen fördern.
7 GÜTERVERKEHR BRENNER 2012
Anzahl LKW Brenner 2012:
Straße:
RoLa:
1.966.000 LKW
136.653 LKW
ca. 2,1 Mio LKW
Sattelauflieger pro Zug
Sattelauflieger pro Zugpaar
Verkehrstage/Jahr
Sattelauflieger/Jahr
80% Auslastung
= 30
= 60
= 250
= 15.000
= 12.000
zusätzl. benötigte Züge/Tag = 350
Quellen: Observatorium für den Straßen- und Schienengüterverkehr im Alpenraum, 2012 & oekombi.at
TX Logistik AG
25.06.2014
9
27
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Armin Riedl
Geschäftsführer Kombiverkehr GmbH & Co. KG, Frankfurt am Main
Kurzstatement Kombiverkehr
Kombiverkehr ist einer der führenden Operateure im europäischen kombinierten Verkehr mit einem Angebot von 560 internationalen Direkt- und Shuttlezügen pro Woche. Der Hauptanteil der Verkehre findet zwischen Deutschland und Italien statt, was sich
in täglich 60 Zügen je Richtung widerspiegelt. Der Alpentransit erfolgt über Brennerpass, Gotthardtunnel, Lötschberg und Tauern in
die norditalienischen Terminals Busto, Verona und Segrate, welche als Gateways für die Weiterleitung der Sendungen zu Empfängern im übrigen Teil des Landes fungieren, sowie zum Hafen Trieste. Speziell über den Brennerpass nach Verona werden wöchentlich 174 Abfahrten aus zahlreichen Terminals in Deutschland, dem belgischen Genk und dem tschechischen Ostrava angeboten. Die
Entwicklung des Sendungsaufkommens im Brennerverkehr der letzten Jahre sowie die Bedürfnisse des Operateurs an die Politik
werden von Herrn Riedel aufgezeigt.
D
Kernaussagen:
Verteilung des Sendungsvolumens verschiebt sich seit 2009 vom Brenner zum Tauernpass bzw. schweizerischen Alpenübergängen. Neben Veränderungen im Transportbedarf ist die Förderpolitik der Schweiz eine der Ursachen für den abnehmenden Umfang
im Brennerverkehr; weiterhin waren während der Brennersperre 2012 alternative Transportwege erforderlich.
Zur zuverlässigen Betriebsdurchführung und Verlagerung weiterer Verkehre von der Straße auf die Schiene fordert Kombiverkehr
die Schaffung entsprechender Rahmenbedingungen:
– Weitestgehende Vermeidung der Sperrung von TEN-V-Korridoren.
– Verlässliche und zwischen den Staaten abgestimmte Förderpolitik für den Schienenverkehr.
– Infrastrukturausbau mit einheitlich hohen Standards.
– Einheitliches ETCS ohne länder- oder streckenspezifische Anpassungen mit erheblichen Zeitverzögerungen und
Mehrkosten bei den lokseitigen Systembestandteilen.
– Koordination bei der Entwicklung von Terminalstandorten.
VERKEHRSENTWICKLUNG
HEADLINE
Entwicklung Unbegleiteter Kombinierter Verkehr Brenner, Tauern und Verkehre geroutet via CH 2005 - 2013
300000
250000
200000
geroutet CH
150000
Tauern
100000
Brenner
50000
0
Sendungen
2005
2006
2007
2008
2009
2010
2011
2012
2013
Neue Märkte Süd/ Südosteuropa und Steuerung der Korridore
Brenner
Verona
Per LkW
Per Schiene
28
Brenner
Tauern
via CH
4
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Thomas Baumgartner
Geschäftsführender Gesellschafter der Fercam AG, Bozen
Kurzstatement Fercam
Das Logistikunternehmen Fercam bietet Transportdienstleistungen auf den Verkehrsträgern Straße, Schiene, Luft und Wasserstraße an und ist weltweit tätig. Auf den europäischen Relationen Norditalien – Deutschland sowie Norditalien – Benelux nutzt es für
bis zu 30 % seiner Sendungen kombinierten Verkehr über den Brenner und via Schweiz. Andere KV-Relationen mussten aus Gründen mangelnder Rentabilität eingestellt werden. Herr Baumgartner legt aus Sicht des Kunden dar, welche Anforderungen erfüllt
sein müssen, damit kombinierter Verkehr als ernsthafte Alternative zum Straßentransport in Betracht gezogen wird. Des Weiteren
plädiert er für eine konsequente Liberalisierung des Schienenverkehrs, um kundenorientierte, wirtschaftliche Dienstleistungen
anbieten zu können.
D
Kernaussagen:
Kriterien für eine weitere Verlagerung von Transporten von der Straße auf die Schiene sind ausschließlich das Preis-Leistungsverhältnis und die vertriebliche Fähigkeit der KV-Operateure; deshalb muss der KV effizienter werden.
Eine Beeinflussung der Wettbewerbssituation zwischen Schiene und Straße über eine Einschränkung des Straßenverkehrs (wie
z.B. Fahrverbote, Gewichtsbeschränkungen) oder Subventionierung des Schienenverkehrs lehnt Baumgartner ab, da KV-Anbieter dadurch keine Anreize zur Verbesserung ihrer Angebote erhalten.
Ein Quasimonopol der Staatsbahnen behindert die Entwicklung, denn nur durch Wettbewerb kann für den Kunden echter Mehrwert entstehen, der auch volkswirtschaftlich vertretbar ist.
29
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Wolfgang Müller
Sprecher der Geschäftsführung,
Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS), Bodenheim
Kurzstatement DUSS mbH
Die Deutsche Umschlaggesellschaft Schiene-Straße betreibt 22 Umschlagterminals in Deutschland. Deren G
­ esamtaufkommen
im Jahr 2013 belief sich auf rund 2,2 Mio. Ladeeinheiten, wovon annähernd 300.000 Einheiten am Standort München-Riem umgeschlagen wurden. Damit ist das bedeutende KV-Terminal im Nordzulauf des Brenners gleichzeitig das a­ ufkommensstärkste
DUSS-Terminal. Neben der Funktion als Konsolidierungspunkt im intermodalen Verkehr gilt München-Riem als wichtiges GatewayTerminal auf dem Brennerkorridor. Zur besseren Anbindung des Standorts an die Bahnstrecke München – Rosenheim, und damit
an die Brennerzuführung, drängt DUSS auf eine schnelle Realisierung des Projekts „Truderinger Spange“. Herr Müller erläutert die
wesentlichen Vorteile der Verbindungskurve.
D
Kernaussagen:
Charakterisierung der deutschen KV-Terminals als neutrale Umschlagdienstleister mit diskriminierungsfreiem
Zugang und Partner in der Transportkette.
Vorteile der „Truderinger Spange“:
– Umweg über München-Ost für Züge, die zwischen Brenner und Terminal München-Riem bzw. in Gegenrichtung verkehren,
entfällt; damit können Richtungswechsel und Umspannen der Lokomotive eingespart werden.
– Entlastung der bestehenden Infrastruktur im hoch beanspruchten Knoten München.
– Fahrzeitverkürzung und Erhöhung der Zuverlässigkeit für Brennerverkehre.
– Schonung der Terminalkapazitäten durch störungsärmeren Betriebsablauf.
– Vergleichsweise geringe Kosten mit schnell eintretender Wirkung.
30
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Walter Pardatscher
Präsident der Rail Traction Company Spa, Bozen
Kurzstatement Rail Traction Company
Die Rail Traction Company ist ein privates Eisenbahnverkehrsunternehmen der Brennerautobahngesellschaft und seit ihrer
Gründung im Jahre 2000 und der Verkehrsaufnahme im Jahre 2001 aktiv im Schienengüterverkehr über den Brenner. Gemeinsam
mit der Lokomotion werden „interoperable Züge“ in hoher Qualität über den Brenner und Tauern Korridor geführt. Herr Pardatscher
beleuchtet die Meilensteine der Entwicklung und führt aus was noch zu tun ist um weitere Verkehrsverlagerung zu realisieren.
D
Kernaussagen:
Meilensteine der Entwicklung waren der durchgehende, d.h. grenzüberschreitende Einsatz interoperabler Lokomotiven zwischen
Deutschland, Österreich und Italien im Jahre 2005, Verkehrsaufnahme am Tauern und Anbindung des Hafen Trieste, erstmaliger
Einsatz von „interoperablen“ Lokführern Österreich/Italien (2014).
Verlagerung von 1,6 Millionen LKW-Sendungen von der Straße auf die Schiene und dadurch allein auf dem österreichischen
­Abschnitt eine CO2 Reduktion von ca. 208.000 Tonnen erreicht.
Erfolgsfaktoren waren (siehe Grafik) die stabile Qualität und Flexibilität, die Innovationen Einsatz von Mehrsystemlokomotiven,
integrierte Lokumlaufplanung und verzahnte Kommunikationssysteme, permanente Weiterentwicklung der Zugsysteme und
Erhöhung der Produktivität für den Kunden (schwere und längere Züge).
Die Einführung des European Train Control System (ETCS) im Zuge der Betriebsaufnahme der neuen Unterinntalstrecke hat die
RTC/Lokomotion vor große Probleme gestellt, da österreichspezifische Auflagen zum ETCS lokseitig erfüllt werden mussten, es
aber nicht genügend zugelassene Loks gab, die dem Transportprogramm entsprochen hätten; erst in einem „Runden Tisch“
unter Vorsitz der Tiroler Landesrätin Ingrid Felipe konnte eine Lösung zwischen den beteiligten Infrastrukturbetreibern, Eisenbahnverkehrsunternehmen und Herstellen erzielt werden. Das Beispiel zeigt die Notwendigkeit einer engen Abstimmung aller
Beteiligten bei der Implementierung von ETCS.
Der Vortragende wünscht sich die Realisierung des Brenner Basistunnels samt Zulaufstrecken, ein einheitliches Europäisches
Zugsicherungssystem ohne Länderspezifikationen und einen Verbesserung und Ausbau der Terminalkapazitäten für unbegleiteten Kombinierten Verkehr am Brenner-Korridor um eine erfolgreiche Verlagerung zu betreiben.
31
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Martin Gradnitzer
Projektleiter Tirol/Vorarlberg bei der ÖBB Infrastruktur AG, Wien
Umsetzungszeiten von Infrastrukturprojekten am Beispiel der Unterinntalbahn
Herr Gradnitzer zeigt am Beispiel der Realsierung der neuen Unterinntalstrecke zwischen Kundl und Baumkirchen die Umsetzungsschritte und den erforderlichen Zeitbedarf von nahezu 20 Jahren bis zur Betriebsaufnahme im Dezember 2012 auf, so dass
geschlussfolgert werden kann, dass auch die Arbeiten zum Brenner Basistunnel und seiner Zulaufstrecken rechtzeitig begonnen
werden müssen um bedarfsgerecht fertig zu werden.
D
Kernaussagen:
Neun Jahre für die Planung und Erwirkung erforderlicher Genehmigungen mit u.a.1993 Beginn der Machbarkeitsuntersuchung
zur Zulaufstrecke Nord im Jahre 1993; gefolgt von Einreichung der Umweltverträglichkeitsuntersuchung (1997), dem Baubeginn der Erkundung (1999), der Einreichung der Eisenbahnrechtlichen Genehmigung und deren Abschluss (2002).
Acht Jahre Bauphase mit u.a. 2002 Baubeginn, 2003 Start der Hauptbaulose, 2009 Beginn der Ausrüstung, 2011 Fertigstellung
der Verknüpfung mit der Bestandstrecke in Stans und Verlegung der „letzten Schiene“.
Drei Jahre Inbetriebnahme und UVP-Nachkontrolle mit u.a. 2012 Meß- und Versuchsfahrten, schließlich fahrplanmäßiger Inbetriebnahme im Dezember 2012 sowie den noch durchzuführenden Kontrollen zur Einhaltung der UVP-Maßnahmen (2015/2017).
Aufgrund gestiegener Anforderungen an die Qualität und den Umfang einzureichender Unterlagen und der Bürgerbeteiligung
kann in Zukunft mit noch längeren Planungs- und Realisierungszeiten gerechnet werden. Eine vorausschauende angebotsorientierte Infrastrukturpolitik sollte dies berücksichtigen.
32
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Susanne Müller
Projektleiterin bei der DB Netz AG, Frankfurt am Main
Status der Planungen zum Brennernordzulauf
Frau Müller berichtet zum Status der Planungen zum Brennernordzulauf, der den Raum München/Innsbruck umfasst und in
verschiedene Abschnitte eingeteilt ist. Dies sind von Nord- nach Süd der gemeinsame Planungsraum für den grenzüberschreitenden Abschnitt südlich Rosenheim – Schaftenau (Trassenauswahlverfahren), der Trasse Schaftenau – Kundl/Radfeld, der bereits in
Betrieb genommenen Unterinntalstrecke und die Verknüpfung mit dem Brenner Basistunnel in Aldrans.
D
Kernaussagen:
Innerhalb des „gemeinsamen Planungsraum“ soll eine Trasse für den Neubau einer zweigleisigen elektrifizierten Eisenbahnstrecke und deren Anbindung an das Bestandsnetz gefunden werden. Aufgrund des Verlaufes der Staatsgrenze wurde in einer
Regierungsvereinbarung am 15.06.2012 der gemeinsame Planungsraum und die Beauftragung von ÖBB Infrastruktur und DB
Netz vereinbart.
Mit der formellen Beauftragung begannen die Arbeiten zum Aufbau eines internationalen Projektteams, der Klärung rechtlicher
Rahmenbedingungen, der Synchronisation der nationalen Verfahren und Prozesse, der gemeinsamen Vergabe von Dienstleistungsaufträgen sowie die Synchronisation von Prognosezugzahlen und andere verkehrlicher und betrieblicher Grundlagen beiderseits der Grenze.
Geplant ist ein Trassenauswahlverfahren nach österreichischem Vorbild grenzüberschreitend anzuwenden; dabei werden
­sowohl in der ersten Phase (Trassenvarianten) als auch in der zweiten Phase (Trassenauswahl) eine technische Planung und
eine umfangreiche Bürgerbeteiligung durchgeführt.
Nach Erhebung der Grundlagen in den nächsten beiden Jahren soll das Trassenauswahlverfahren im Januar 2016 beginnen.
33
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Erhard Michel
Verkehrspolitische Abteilung, Deutsche Bahn AG, Berlin
Kurzstatement Lärmminderungsstrategie der Deutschen Bahn AG
Herr Michel berichtet wie die Deutsche Bahn mit der Herausforderung umgeht den Verkehr auf dem umweltfreundlichen Verkehrsträger Schien zu stärken und gleichzeitig den Schienenverkehrslärm zu halbieren. Dies gelingt mit einer Minderungsstrategie
aus Maßnahmen an Infrastruktur, Fahrzeugen und entsprechender Förderung.
D
Kernaussagen:
Lärmschutz und konkret die Halbierung des Schienenverkehrslärm sind Bestandteil der Unternehmensstrategie der DB AG, um
die gesellschaftliche Akzeptanz des Systems Schiene zu erhalten.
Die beiden Säulen der Minderungsstrategie bis 2020 sind: Bauliche Maßnahmen an den hochbelasteten Abschnitten der Infrastruktur und die Umrüstung der Fahrzeugflotte bzw. der Ersatz durch leise Neufahrzeuge.
Die Lärmminderung am Fahrzeug ist möglich geworden durch die Einführung sog. K-Bremssohlen seit ca. 2001 und die Zulassung der LL-Sohlen (seit Juni 2013), die auch die Umrüstung von Bestandswagen erlaubt; Güterwagen sind dadurch in der
Vorbeifahrt um bis zu 10dB(A) leiser, was als Halbierung des Lärms wahrgenommen wird.
Zur Erreichung des Zieles „Lärmminderung an der Quelle durch Umrüstung der Wagen“ ist es erforderlich ca. 180.000 Bestandsgüterwagen umzurüsten (unabhängig davon, wer der Eigentümer ist).
Die bestehende Förderung in Deutschland unterstützt die Umrüstung mit bis zu 422 Euro je Wagenachse; die Förderung wird je
zur Hälfte durch Umrüstungszuschüsse durch den Bund und das Lärmabhängige Trassenpreissystem finanziert.
Der Vorschlag darüber hinaus auch die investitionsbedingten Mehrkosten umgerüsteter Wagen im Betrieb zu fördern, wurde
intensiv diskutiert.
Die Förderung der Güterwagenumrüstung in Deutschland basiert
auf zwei Systemen
Das Bundesverkehrsministerium fördert den
Wagenhaltern die
Umrüstung anteilig
Förderzeitraum bis
Ende 2020
Projekt Lärm-Management
34
Max. 422 € pro Achse
(abhängig von Laufleistung)
Max. 152 Mio. EUR in
jedem System
6
Aus dem Lärmabhängigen
Trassenpreissystem finanziert von den EVU über
Lärmzuschläge - erhalten
EVU einen Bonus für den
Einsatz leiser Güterwagen
Weiterreichung des EVUBonus an Wagenhalter
über Marktmechanismus
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Klaus-Uwe Sondermann
Procuratore, KombiConsult GmbH, Francoforte sul Meno
Riassunto del Convegno della CAB “Potenziamento della ferrovia”
Il “Potenziamento della ferrovia” necessita di infrastrutture, interoperabilità, idee e innovazioni e l’organizzazione della “Settimana dei Trasporti” a Innsbruck, per riunire i maggiori esponenti del settore e della regione. Il Convegno “Potenziamento della ferrovia”
organizzato a cura della presidenza Tirolese della Comunità d’Azione Ferrovia del Brennero (CAB) ha mostrato che si necessita di un
“mix strategico” per raggiungere un maggiore spostamento del traffico alla rotaia.
Oltre al sogno della trasparenza sui costi del traffico, tenendo conto anche dell’ambiente e del fabbisogno di energia, così come
gestito a lungo termine dalla Convenzione delle Alpi, nel processo di Zurigo e nel progetto iMONITRAF!, sarà necessario anche adeguare l’infrastruttura ferroviaria.
I
Infrastruttura
Questo è ciò che sta accadendo nel più lungo dei nove corridoi transeuropei, il Corridoio Scandinavo-Mediterraneo che collega
­Helsinki e Oslo all’isola di Malta, passando per Monaco di Baviera e Verona. Due grandi progetti transfrontalieri – la realizzazione
del collegamento fisso del Fehrman Belt tra la Danimarca e la Germania e della Galleria di Base del Brennero comprensiva delle sue
tratte di accesso nord e sud in Germania, in Austria e in Italia sono i due “cuori” di questo importante corridoio europeo. Il progetto
del Brennero costituisce di fatto la linea ferroviaria di pianura che costituirà un collegamento per il trasporto di merci e persone molto efficiente. Affinché dopo la loro ultimazione possa essere sfruttato tutto il potenziale di queste due infrastrutture, tutte le opere
infrastrutturali minori, da realizzare a breve termine, come la costruzione dell’interconnessione “Truderinger Kurve” a sud-est di
Monaco di Baviera e il potenziamento dei porti e dei centri intermodali del trasporto combinato negli interporti in Italia dovranno
essere completate per tempo. In Germania sono inoltre necessari anche dei provvedimenti costruttivi per il mantenimento della
rete, per aumentare l’efficienza e per incrementare la capacità della rete ferroviaria.
Interoperabilità
Le ferrovie e gli operatori del trasporto combinato coinvolti si aspettano un ulteriore incremento dell’efficienza in seguito all’omogenizzazione della lunghezza dei treni e dei pesi, dall’introduzione del sistema di comando e controllo europeo “ETCS”, senza divergenze specifiche nazionali o di tratta, dal miglioramento e l’acceleramento delle procedure al confine, dall’introduzione della tripla
trazione sulla rampa sud del Brennero e dall’esercizio con un solo macchinista.
Idee/Innovazioni
Questa misura potrebbe portare ad un incremento della concorrenzialità rispetto al trasporto su mezzi pesanti, l’offerta di prodotti
ferroviari più moderni (shuttle, gateway, più partenze contemporanee), un aumento della qualità e pertanto un maggiore spostamento dei trasporti dalla strada alla rotaia. Al giorno d’oggi, un aumento del numero dei treni non significa automaticamente un
aumento dei livelli di rumore, poiché le opere antirumore realizzate lungo le tratte di nuova costruzione e quelle oggetto di potenziamento – a titolo esemplificativo si annovera la tratta della Bassa Valle dell’Inn messa in esercizio da ÖBB alla fine del 2012 – e
soprattutto grazie a sistemi di frenatura più moderni dei vagoni merci, le emissioni di rumore possono essere dimezzate. L’adeguamento tecnico dei vagoni in Germania e in Svizzera non solo è incentivato, ma viene premiato con sconti sul prezzo di tratta. Lo
sconto per i vagoni a basso impatto acustico viene finanziato con un sistema di “malus” per i vecchi vagoni che sono molto rumorosi. Ciò rappresenta un utilizzo intelligente dell’infrastruttura che è anche favorito dalla concorrenza “sulla rotaia”.
Innsbruck
Oltre a queste innovazioni sono necessari anche dei cosiddetti “provvedimenti accompagnatori” a cura di una politica dei trasporti
e di tutela dell’ambiente lungimirante, affinché la popolazione residente nelle sensibili valli alpine venga protetta dagli impatti
negativi del traffico di transito. Discutere insieme questo pacchetto, questo “mix strategico”, e trasformarlo in azioni concrete – è
questo il desiderio, lo sprono e la missione dei partecipanti della Settimana dei Trasporti a Innsbruck e della Comunità d’Azione
Ferrovia del Brennero.
www.ferroviabrennero.eu
35
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Helmut Eder
Membro del Consiglio di gestione della ditta di spedizioni
“LKW WALTER Internationale Transportorganisation AG”, di Vienna (Wiener Neudorf)
Discorso di apertura
L’impresa di trasporti austriaca LKW WALTER da 30 anni si avvale del sistema di trasporto combinato ferrovia – strada nella propria attività di spedizioniere. Poiché la sede societaria è situata a Kufstein (Austria), le specifiche condizioni poste al traffico trans­
alpino sono ben note a questa società. Nel suo discorso di apertura il signor Eder passa in rivista lo sviluppo del trasporto merci
nel Corridoio del Brennero dal 2000, fa notare il potenziale di miglioramento della competitività del trasporto merci ferroviario e dà
consigli per un sostegno politico coerente per raggiungere l’obiettivo dello spostamento modale dalla strada alla rotaia.
I
I punti chiave sono:
Lo sviluppo positivo del trasporto combinato non accompagnato sul Brennero: Il volume dei trasporti tra il 1999 e il 2011 è più
che raddoppiato. In confronto, il trasporto a pieno carico convenzionale nello stesso periodo ha subito una flessione. Anche il
trasporto merci stradale è stato caratterizzato da una minore crescita rispetto al trasporto combinato.
I fattori che hanno favorito questo sviluppo – oltre allo sviluppo economico e dei trasporti in generale – sono, tra altri, l’espansione della capacità dei centri intermodali lungo il corridoio, la circonvallazione per il trasporto merci a Innsbruck, il potenziamento
della tratta della Bassa Valle dell’Inn, l’accelerazione di alcuni processi d’esercizio grazie all’impiego di locomotive multisistema,
nuovi modelli di produzione nel trasporto combinato nonché un aumento della produttività delle imprese di trasporto ferroviario,
in seguito soprattutto alla nuova presenza di concorrenti privati sul mercato.
La strada, nello stesso periodo, ha visto l’introduzione di semirimorchi più lunghi, motori più efficienti, pneumatici con una vita
utile più lunga, l’eliminazione dei controlli presso i confini di Stato e il potenziamento delle autostrade a tre corsie, offrendo così
vantaggi significativi in termini di efficienza.
Per garantire la competitività del trasporto combinato rispetto alla strada, sono necessari ulteriori miglioramenti del sistema ferroviario. Ciò implica la riduzione dei regolamenti nazionali in favore di una rete ferroviaria omogenea in tutta Europa (ad esempio
l’ETCS), l’introduzione di treni più lunghi e più pesanti, la concentrazione su centri intermodali di importanza strategica e i loro
collegamenti al fine di far convergere il traffico, inoltre la continua incentivazione del trasporto combinato, la competizione nell’ideare le migliori soluzioni per la rotaia e, a lungo termine, la realizzazione delle tratte di accesso e delle tratte transalpine come
efficiente ferrovia di pianura. La politica deve agire.
Ihr Europa-Transporteur
36
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Herald Ruijters
Capo Unità per la Rete Transeuropea dei Trasporti (TEN-T)
della Direzione Generale Trasporti, Commissione Europea, Bruxelles
TEN-T Corridoio Scandinavo-Mediterraneo e Corridoio del Brennero
Il Corridoio del Brennero è un asse di trasporto fondamentale a livello europeo, per cui sin dalla nascita della politica dei trasporti
europea nei primi anni ‘90 ne viene tenuto conto. I progetti riguardanti il potenziamento del Brennero da allora sono stati aggiornati
in ogni nuovo aggiornamento delle reti transeuropee dei trasporti (TEN-T) e nella loro versione più recente sono entrati a far parte
del Corridoio Scandinavo-Mediterraneo (cd. ScanMed). La realizzazione dei singoli progetti lungo il corridoio si svolge in più tappe.
L’ultimazione della Galleria di Base del Brennero costituirà una pietra miliare lungo questo percorso. Ruijters illustra le condizioni
quadro dell’attuale approccio dei corridoi del traffico e rimanda, in particolare, alle possibilità di cofinanziamento dei progetti infrastrutturali da parte dell’Unione Europea.
I
I punti chiave sono:
La rete transeuropea di trasporto rielaborata (TEN-T) serve a garantire l’accessibilità e il collegamento alla rete di tutte le regioni.
I cosiddetti core network sono le arterie principali della rete complessiva e hanno una grande importanza strategica, poiché
comprendono nove corridoi multimodali (vedi i Regolamenti (UE) 1315/2013 e 1316/2013).
Per le infrastrutture della TEN-T sono stati definiti dei parametri target da implementare a cura dei singoli stati membri entro il
2030 per quanto riguarda la rete core ed entro il 2050 per la rete complessiva. Uno degli obiettivi, ad esempio, riguarda la possibilità di ricorrere a treni merci lunghi 740 m.
Dopo un’analisi dettagliata e un ampio processo di consultazione, entro la fine del 2014 sarà elaborato un programma lavori per
ogni singolo corridoio dove saranno stabilite le singole misure da mettere in atto al fine di raggiungere la configurazione finale
prevista. Oltre ai grandi progetti transfrontalieri, come l’attraversamento dello stretto di Fehmarn e la costruzione della Galleria di
Base del Brennero, sono previsti anche degli interventi di piccola entità con effetti immediati, da implementare a breve termine.
Nel periodo di finanziamento 2014 – 2020, l’UE nell’ambito della “Connecting Europe Facility” ha messo a disposizione 26 miliardi
di euro per cofinanziare il settore del traffico. Saranno considerati prioritari i progetti transfrontalieri, quelli atti ad eliminare i colli
di bottiglia e la realizzazione di sistemi telematici.
Tuttavia, i progetti e il loro finanziamento possono avere successo solo se seguiti con passione, proprio come quella che abbiamo
visto nella Comunità d’Azione Ferrovia del Brennero.
How to give grant
support to a project
Work programme
(Annual or
Multiannual)
Mar 2014
Evaluation
(external and
internal)
Call for proposals
Sep 14 - Feb 15
Mar 15 – Jun 15
Financing
decision (general
and
individualised)
Until end of 2015
Transport
37
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Roberto Ferrazza
Responsabile delle Reti Transeuropee presso la Direzione Generale per lo sviluppo del territorio,
la programmazione ed progetti internazionali, Ministero delle Infrastrutture e dei Trasporti, Roma
L’intermodalità lungo il Corridoio Scandinavo-Mediterraneo
Quattro dei nove corridoi transeuropei di trasporto attraversano il territorio italiano. Questa circostanza riflette l’importanza strategica dell’Italia nella rete dei trasporti europea. Lungo il Corridoio Scandinavo-Mediterraneo che attraversa tutto il paese da nord a
sud e collega l’entroterra con i porti marittimi e i centri intermodali, si svolge la maggiore parte di tutto il traffico merci internazionale
da e per l’Italia. Il presupposto per un corridoio intermodale sono i nodi, enfatizza Ferrazza, illustrando le strategie per lo sviluppo dei
porti italiani e dei centri intermodali nazionali.
I
I punti chiave sono:
L’implementazione del corridoio per il trasporto merci Scandinavo-Mediterraneo, grazie al sostegno ottenuto nell’ambito dei
­programmi di cofinanziamento TEN-T, dovrà essere completata entro la fine del 2025.
L’asse del Brennero che collega Monaco di Baviera con Verona su una tratta di 447 km costituisce la parte centrale del corridoio.
Mentre la tratta di accesso nord presenta delle pendenze da affrontare maggiori rispetto alla tratta di accesso sud, il Brennero
potrà essere transitato da treni più pesanti provenienti da nord. In Italia non è consentito l’utilizzo di tre locomotive. La Galleria di
Base del Brennero compensa questo svantaggio.
L’attrezzaggio delle tratta di accesso sud con il sistema ERTMS in Italia sarà completato già entro la fine del 2018, cioè tempestivamente prima della messa in esercizio della Galleria di Base del Brennero nel 2026.
I porti marittimi italiani possono contribuire all’intermodalità e con ciò all’aumento dell’efficienza del sistema dei trasporti. Sono
altresì indispensabili delle riforme delle strutture amministrative e il collegamento dei porti a livello europeo.
Sono prioritari gli investimenti nei porti marittimi e nei centri intermodali strada – ferrovia che assumono un ruolo chiave nel
consolidamento dei flussi di traffico.
L’Italia investirebbe più denaro nelle infrastrutture, se per questo tipo di investimenti fosse fatta un’eccezione per quanto riguarda l’applicabilità del Patto di Stabilità europeo e se potesse essere istituito un pacchetto per la ripresa economica.
Main alignments in rail freight traffic flows
 North-Southbound
traffic is the most
relevant in volume
 Eastbound traffic
offers the highest
growth rate
 Westbound traffic is
opening up to internal
competition
3
38
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Friederike Reineke
Responsabile della divisione LA 17 (finanziamento dei progetti rientranti nel programma di
viabilità ferroviaria), Ministero federale dei trasporti e delle infrastrutture digitali, Berlino
Ampliamento della rete ferroviaria nel Corridoio del Brennero in Germania
Il governo utilizza una parte significativa dell’intero budget a disposizione per il settore dei trasporti per il mantenimento dei
34.000 km di rete ferroviaria federale già esistente, per il potenziamento di linee esistenti e per la costruzione di nuove linee. In
questo, l’approccio è orientato verso la rete, nella quale il Corridoio del Brennero è inserito come asse del traffico principale. Durante
la presentazione vengono illustrati i programmi d’investimento lungo il corridoio e il loro inserimento nel programma di viabilità
nazionale.
I
I punti chiave sono:
Il programma di viabilità ferroviaria nazionale è contenuto nella legge sul potenziamento delle reti ferroviarie federali.
Il progetto di bilancio prevede 17 miliardi di euro di investimenti in infrastrutture ferroviarie nel periodo 2014 – 2017, di cui
10 miliardi di euro per la rete esistente e 5,8 miliardi per il potenziamento e per le nuove costruzioni.
Ulteriori fondi confluiscono nell’attrezzaggio e nella tecnica di comando, controllo e sicurezza, nelle misure contro l’inquinamento acustico ecc.
In Germania, inoltre, vengono promossi il potenziamento e la nuova costruzione dei centri intermodali del trasporto combinato.
Per una serie di progetti nel corridoio Scandinavia-Mediterraneo esistono già accordi di finanziamento. Per la tratta di accesso
nord da potenziare (Monaco di Baviera – Rosenheim – Kiefersfelden – confine di Stato (D)–(A)), ciò non è ancora avvenuto.
Nel Piano Federale dei Trasporti 2015, per l’orizzonte di previsione 2030, è prevista la prioritizzazione del potenziamento della
tratta di accesso.
39
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Thomas Spiegel
Capo della Divisione II/Infra 5 (Reti internazionali e basi della progettazione infrastrutturale)
presso il Ministero Federale dei trasporti, dell’innovazione e della tecnologia, Vienna
Potenziamento della rete e dei centri intermodali sul Corridoio del Brennero in Austria
Il Corridoio del Brennero, nella pianificazione strategica delle infrastrutture in Austria, è considerato un elemento essenziale. Esso
è contemplato dalle linee guida per le reti transeuropee di trasporto, nel Piano Generale dei trasporti Austria (dicembre 2012), nella
rete target 2025+ come programma di potenziamento a medio termine dell’infrastruttura ferroviaria e nel programma di finanziamento di sei anni (“programma quadro”). Il signor Spiegel presenta i singoli punti in dettaglio e sottolinea che il potenziamento
avverrà in fasi, adeguandosi così al fabbisogno.
I
I punti chiave sono:
Sviluppo dell’asse del Brennero come tratta ad alta capacità per il trasporto merci, in stretta collaborazione con gli stati confinanti
e la Commissione Europea.
La Galleria di Base del Brennero lunga 55 km, che collega l’Austria con l’Italia e sarà completata entro il 2026 è la parte centrale di
tale asse.
Nel 2012 è invece stata messa in esercizio ed è pienamente operativa la Linea della Bassa Valle dell’Inn quadruplicata sulla tratta
Kundl/Radfeld–Baumkirchen.
Per la tratta Kundl/Radfeld – Schaftenau è stata completata la procedura di definizione del tracciato.
A sud della tratta Rosenheim – Schaftenau è previsto il potenziamento della linea esistente in maniera congiunta tra Germania e
Austria e secondo il fabbisogno.
Sono anche proseguiti i lavori di potenziamento del centro intermodale di Wörgl, in gran parte completati.
Per questi progetti, il programma quadro austriaco 2014 –2019 ha assicurato finanziamenti per un totale di 1,9 miliardi di euro.
Con la “ferrovia di pianura” sarà realizzata un’infrastruttura ferroviaria ad molto efficiente, in grado di gestire ingenti volumi di
traffico; tuttavia, prima della sua messa in esercizio, saranno necessari dei provvedimenti politici inerenti al settore dei trasporti,
per poter raggiungere l’obiettivo dello spostamento modale.
5
40
Brenner-Korridor - Ausbau Österreich
Dr. Thomas SPIEGEL, II/Infra5
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Frank Lehner
Responsabile Sales & Marketing della TX Logistik AG, Bad Honnef
Intervento TX Logistik
La TX Logistik è un’impresa ferroviaria operante nel settore dei sistemi di trasporto combinato a livello europeo. Negli anni passati, l’impresa ha incrementato significativamente le sue attività logistiche sul valico del Brennero, raggiungendo un volume di
trasporti di 61.400 unità nel 2013. Il signor Lehner ritiene che la ferrovia è un mezzo di trasporto ecosostenibile e che costituisce
una soluzione commerciabile per i trasporti nelle Alpi. Egli riconosce il grande potenziale della ferrovia: attraverso un’offerta ferroviaria commerciabile, l’arco alpino potrebbe essere sgravato dai forti impatti che ha il traffico su strada. Nel contempo, fornisce delle
indicazioni su quali siano i compiti della politica per promuovere questo sviluppo.
I
I punti chiave sono:
Al Brennero: decremento del trasporto combinato – 100.000 autoarticolati all’anno
sono tornati sulla strada (dall’autostrada viaggiante).
Il primo della classe, la Svizzera: Percentuale del traffico ferroviario nelle Alpi nel 2012, il 63 % ; Austria: il 31 %
Lo spostamento del traffico pesante che ha attraversato il Brennero nel 2012 su gomma, sfruttando il trasporto combinato non
accompagnato su rotaia, richiederebbe un incremento di 350 treni al giorno. Le capacità della ferrovia non sono ancora esaurite.
L’aumento del volume di traffico e le variazioni delle strutture di mercato influenzano il traffico di transito nelle Alpi Le variazioni
per quanto riguarda la preferenza di singoli porti marittimi influenzano il trasporto che si svolge nell’entroterra.
La popolazione non è disposta a tollerare un ulteriore aumento del traffico stradale, per cui è necessario adottare dei provvedimenti urgenti sia sul piano politico che da parte delle imprese.
Ulteriore sviluppo del trasporto combinato attraverso l’innovazione tecnica.
7 GÜTERVERKEHR BRENNER 2012
Anzahl LKW Brenner 2012:
Straße:
RoLa:
1.966.000 LKW
136.653 LKW
ca. 2,1 Mio LKW
Sattelauflieger pro Zug
Sattelauflieger pro Zugpaar
Verkehrstage/Jahr
Sattelauflieger/Jahr
80% Auslastung
= 30
= 60
= 250
= 15.000
= 12.000
zusätzl. benötigte Züge/Tag = 350
Quellen: Observatorium für den Straßen- und Schienengüterverkehr im Alpenraum, 2012 & oekombi.at
TX Logistik AG
25.06.2014
9
41
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Armin Riedl
Amministratore Delegato della Kombiverkehr GmbH & Co. KG, Francoforte sul Meno
Intervento Kombiverkehr
La Kombiverkehr è uno dei principali attori del trasporto combinato a livello europeo, offrendo 560 treni diretti e treni navetta a
livello internazionale a settimana. La maggior parte del traffico si svolge tra la Germania e l’Italia, con 60 treni al giorno per direzione
di marcia. Il traffico alpino si svolge sul valico del Brennero, attraverso la galleria del Gottardo, le gallerie del Lötschberg e dei Tauri,
raggiunge i centri intermodali Busto, Verona e Segrate che fungono da gateway per l’inoltro della merce fino al destinatario finale
in tutto il paese o fino al porto di Trieste. Una grande porzione di traffico riguarda soprattutto il valico del Brennero fino a Verona,
dove si registrano 174 carichi settimanali, provenienti da numerosi centri intermodali in Germania, da Genk in Belgio e da Ostrava in
Repubblica Ceca. Il signor Riedel fa notare la quantità di spedizioni che hanno riguardato il Brennero negli ultimi anni e le esigenze
espresse dagli operatori alla politica.
I
I punti chiave sono:
La distribuzione del volume dei trasporti dal 2009 si sposta dal valico del Brennero al passo dei Tauri ossia ai passi alpini in
­Svizzera. Oltre ai cambiamenti nella domanda di trasporto, la politica di agevolazioni messa in atto dalla Svizzera è una delle
cause del decremento dei trasporti sul Brennero; questo anche perché durante il blocco totale del traffico al Brennero nel 2012,
è stato necessario trovare delle vie di trasporto alternative.
Ai fini di un esercizio affidabile e dello spostamento del traffico dalla strada alla rotaia, la Kombiverkehr chiede che vengano create le condizioni di contorno adeguate:
– deve essere in ogni modo evitato qualsiasi blocco totale del traffico nei corridori TEN-T.
– è necessaria una politica di incentivazione dei trasporti ferroviari affidabile e concertata tra gli Stati.
– il potenziamento dell’infrastruttura deve avvenire con standard elevati e omogenei.
– è necessario prevedere il sistema ETCS in modo omogeneo, senza permettere adeguamenti specifici di regione o di tratta,
perché ciò comporta dei significativi ritardi e un aumento dei costi per quanto riguarda i componenti della motrice.
– lo sviluppo dei centri intermodali deve avvenire in maniera coordinata.
VERKEHRSENTWICKLUNG
HEADLINE
Entwicklung Unbegleiteter Kombinierter Verkehr Brenner, Tauern und Verkehre geroutet via CH 2005 - 2013
300000
250000
200000
geroutet CH
150000
Tauern
100000
Brenner
50000
0
Sendungen
2005
2006
2007
2008
2009
2010
2011
2012
2013
Neue Märkte Süd/ Südosteuropa und Steuerung der Korridore
Brenner
Verona
Per LkW
Per Schiene
42
Brenner
Tauern
via CH
4
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Thomas Baumgartner
Amministratore Delegato della Fercam AG, Bolzano
Intervento Fercam
La società di logistica Fercam offre servizi di trasporto stradali, ferroviari, via aria e via mare ed opera su scala internazionale.
Sulle rotte europee tra l’Italia settentrionale e la Germania e l’Italia settentrionale e il Benelux, questa ditta ricorre a sistemi di trasporto combinato fino al 30 % delle spedizioni, passando dal Brennero e dalla Svizzera. Le altre rotte che offrono servizi di trasporto
combinato hanno dovuto essere escluse per questioni di redditività. Il signor Baumgartner illustra, dal punto di vista del cliente,
come debbano essere soddisfatti certi requisiti, affinché il trasporto combinato possa essere tenuto in considerazione come reale
alternativa al trasporto stradale. Inoltre, egli è un propugnatore della liberalizzazione del trasporto ferroviario, al fine di poter offrire
servizi orientati al cliente ed economiche.
I
I punti chiave sono:
I criteri per l’ulteriore spostamento modale del traffico dalla strada alla rotaia sono esclusivamente da ricondurre al rapporto
qualità-prezzo e alla capacità tecnica degli operatori del trasporto combinato; per questa ragione il sistema del trasporto combinato deve essere reso più efficiente.
Baumgartner invece rifiuta uno scenario in cui le condizioni di concorrenza tra ferrovia e strada sono dettate da limitazioni imposte per il traffico stradale (ad esempio divieti di transito, limitazioni di peso) o da sovvenzionamenti del trasporto ferroviario,
poiché gli operatori del trasporto combinato in tale modo non sarebbero incentivati a puntare a un costante miglioramento della
propria offerta.
Una condizione praticamente di monopolio ostacola lo sviluppo, perché per ottenere un reale valore aggiunto per i clienti, giustificabile anche dal punto di vista politico-economico, è necessaria la concorrenza.
43
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Wolfgang Müller
Portavoce della direzione della
Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS), Bodenheim
Intervento DUSS
La Deutsche Umschlaggesellschaft Schiene-Straße gestisce 22 centri intermodali in Germania. Il loro volume complessivo nel
2013 ammontava a circa 2,2 milioni di unità di carico, di cui circa 300.000 unità sono state gestite a Monaco-Riem. Quindi, il principale centro intermodale per il trasporto combinato della tratta di accesso nord del Brennero è nel contempo il centro intermodale col
più grande volume di traffico della DUSS. Oltre a servire come punto di consolidamento nel trasporto intermodale, Monaco-Riem è
considerato un importante gateway-terminal nel Corridoio del Brennero. Per un migliore collegamento di questo centro intermodale
alla linea ferroviaria Monaco di Baviera – Rosenheim e quindi con la tratta di accesso al Brennero, la DUSS sollecita la rapida realizzazione del progetto di interconnessione “Truderinger Spange”. Il signor Müller spiega i principali vantaggi di tale interconnessione.
I
I punti chiave sono:
Caratterizzazione dei centri intermodali tedeschi per il trasporto combinato come fornitori di servizi di trasbordo neutrali con
accesso privo di pregiudizio e partner nella catena dei trasporti.
Vantaggi dell’interconnessione “Truderinger Spange”:
– La deviazione passando per Monaco-Ovest per tutti i treni che viaggiano tra il Brennero e il centro intermodale Monaco-Riem o
nella direzione opposta, viene eliminata; in tal modo si possono evitare le inversioni di marcia e la sostituzione delle locomotive.
– Sgravio dell’infrastruttura esistente nel nodo di Monaco di Baviera altamente trafficato.
– Riduzione dei tempi di percorrenza e aumento dell’affidabilità per il traffico al Brennero.
– Gestione efficiente dei centri intermodali grazie a un esercizio senza intoppi.
– Costi relativamente bassi per un alto grado di efficienza.
44
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Walter Pardatscher
Presidente della Rail Traction Company Spa, Bolzano
Una storia di successo e ulteriori sviluppi necessari della Rail Traction Company
La Rail Traction Company, un’impresa di trasporto ferroviario privata della società Autostrada del Brennero, che opera attivamente nel settore del trasporto merci ferroviario sul valico del Brennero sin dalla sua fondazione nel 2000 e il successivo inizio
dell’esercizio nel 2001. Insieme alla Lokomotion, gestiscono i trasporti con dei treni “intermodali” di alta qualità lungo i corridoi del
Brennero e dei Tauri. Pardatscher evidenzia le tappe dello sviluppo e esplica quali siano i provvedimenti ancora da implementare
l’ulteriore spostamento modale del traffico.
I
I punti chiave sono:
Le tappe più importanti dello sviluppo sono stati l’utilizzo in continuo, cioè transfrontaliero delle locomotive interoperabili tra
Germania, Austria e Italia nel 2005, l’apertura al traffico nel tunnel dei Tauri e l’interconnessione con il porto di Trieste, il primo
utilizzo di macchinisti “interoperabili” in Austria/Italia (2014).
Lo spostamento di 1,6 milioni di spedizioni di camion dalla strada alla ferrovia e solo con ciò una riduzione del CO2 di circa 208.000
tonnellate in Austria.
I fattori di successo sono stati (vedi tabella), la qualità e la flessibilità stabili, le innovazioni con l’utilizzo delle locomotive multisistema, i sistemi di pianificazione dell’utilizzo delle locomotive e di sistemi integrati di comunicazione, lo sviluppo continuo dei
sistemi ferroviari e l’aumento della produttività per il cliente (treni più pesanti e più lunghi).
L’introduzione del Sistema Europeo di Controllo dei Treni (ETCS – European Train Control System) nell’ambito dell’entrata in
esercizio della nuova linea della Bassa Valle dell’Inn ha comportato delle significative difficoltà per la RTC/Lokomotion, poiché
le ­locomotive dovevano soddisfare delle prescrizioni aggiuntive all’ETCS sul solo territorio austriaco, mentre però non erano disponibili sufficienti locomotive omologate che avrebbero soddisfatto i requisiti del programma di trasporto; solo dopo una “tavola
rotonda” sotto la presidenza della Vicepresidente del Land Ingrid Felipe è stato possibile trovare una soluzione tra i gestori delle
infrastrutture, le imprese di trasporto ferroviario e i costruttori. Questo esempio mostra come sia necessaria una stretta collaborazione di tutti i soggetti coinvolti nell’implementazione del sistema ETCS.
Il relatore spera nel completamento della Galleria di Base del Brennero, comprese le tratte di accesso, un sistema di comando e
controllo omogeneo a livello europeo senza divergenze specifiche regionali e un miglioramento e potenziamento della capacità
dei centri intermodali per il trasporto combinato non accompagnato nel Corridoio del Brennero per promuovere con successo lo
spostamento modale.
45
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Martin Gradnitzer
Direttore di progetto Tirolo/Vorarlberg presso la ÖBB Infrastrutture AG, Vienna
Tempi di realizzazione di progetti infrastrutturali sull’esempio
della nuova linea della Bassa Valle dell’Inn
Gradnitzer, facendo riferimento a titolo esemplificativo alla linea di nuova costruzione nella Bassa Valle dell’Inn tra Kundl
e Baumkirchen, illustra le fasi di implementazione in un periodo di quasi 20 anni per la messa in esercizio della nuova linea a
­dicembre 2012. Alla luce di ciò si può immaginare che anche i lavori per la Galleria di Base del Brennero e delle sue tratte di accesso
devono essere avviati tempestivamente per essere completate per tempo.
I
I punti chiave sono:
Nove anni per la progettazione e l’ottenimento delle autorizzazioni necessarie, tra cui l’inizio dello studio di fattibilità della tratta
di accesso nord nel 1993, seguito dalla presentazione della verifica di impatto ambientale (1997), l’avvio dei lavori di prospezione (1999), la presentazione dell’autorizzazione ai sensi del diritto ferroviario e il completamento della procedura (2002).
Otto anni di costruzione avviati nel 2002, 2003 avvio dei lotti di costruzione principali, 2009 inizio dell’attrezzaggio, 2011 completamento dell’interconnessione con la linea storica a Stans e posa in opera dell’ “ultima rotaia”.
Tre anni per la messa in esercizio e una seconda verifica di impatto ambientale con, tra l’altro, viaggi di misurazione e di prova
nel 2012, infine messa in esercizio puntuale nel dicembre del 2012 e controlli ancora da svolgere relativamente al rispetto delle
misure VIA (2015/2017).
A causa di una crescente richiesta relativa alla qualità e al volume di documentazione da presentare e del coinvolgimento della
popolazione, in futuro probabilmente i tempi di progettazione e di costruzione saranno ulteriormente allungati. Una politica delle
infrastrutture lungimirante e orientata all’offerta dovrebbe tenerne conto.
46
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Susanne Müller
Direttrice di progetto presso DB Netz AG, Francoforte sul Meno
Stato delle progettazioni della tratta di accesso nord al Brennero
Müller riferisce sullo stato della progettazione della tratta di accesso nord del Brennero che comprende la zona tra Monaco di
Baviera e Innsbruck ed è suddivisa in diverse sezioni. Partendo da nord, queste sezioni comprendono la progettazione collaborativa
del tratto transfrontaliero a sud di Rosenheim – Schaftenau (procedura di definizione del tracciato), il tratto tra Schaftenau–Kundl/
Radfeld, la nuova linea della Bassa Valle dell’Inn già messa in esercizio e l’interconnessione con la Galleria di Base del Brennero
presso Aldrans.
I
I punti chiave sono:
La “progettazione collaborativa” implica l’individuazione di un tracciato per la nuova costruzione di una linea ferroviaria elettrificata a doppio binario e la sua interconnessione con la linea storica. Tenendo conto del tracciato del confine di Stato, con l’accordo
intergovernativo del 15/06/2012 è stato disposto che la progettazione sarà elaborata a cura di ÖBB Infrastruktur e DB Netz.
Con questo incarico formale, sono iniziate le attività volte alla formazione di un team di progettazione internazionale, al chiarimento del quadro normativo, all’omogenizzazione delle procedure e dei processi nazionali, al conferimento degli incarichi di servizi nonché all’allineamento delle previsioni dei numeri di treni e degli altri dati di base inerenti al traffico e ad aspetti gestionali
in entrambi i paesi.
Si intende svolgere una procedura di definizione del tracciato transfrontaliera seguendo il modello austriaco; sia nella prima fase
(varianti di tracciato) che nella seconda fase (definizione del tracciato) saranno elaborati progetti tecnici e la popolazione sarà
ampiamente coinvolta.
A seguito del rilevamento delle basi nei prossimi due anni, la procedura di definizione del tracciato sarà avviata a gennaio
del 2016.
47
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Erhard Michel
Dipartimento Politiche dei trasporti, Deutsche Bahn AG, Berlino
Strategia di riduzione del rumore della Deutsche Bahn AG
Michel illustra come la Deutsche Bahn affronta la sfida dello rafforzamento dello spostamento modale del traffico alla ferrovia, per
diminuire gli impatti ambientali e nel contempo dimezzando le emissioni di rumore della ferrovia. Questo è possibile grazie ad una
strategia di mitigazione che prevede misure sull’infrastruttura, sui veicoli e la relativa incentivazione.
I
I punti chiave sono:
L’abbattimento delle emissioni acustiche ossia, concretamente, il dimezzamento del rumore causato dalla ferrovia sono contemplati dalla strategia aziendale della DB AG, per ottenere il consenso da parte della popolazione al sistema ferroviario.
I due pilastri della strategia di mitigazione entro il 2020 sono: provvedimenti costruttivi sulle infrastrutture dei tratti ad alta
­densità di traffico e rinnovo della flotta di veicoli o sostituzione con veicoli nuovi a basse emissioni acustiche.
La riduzione del rumore del veicolo stesso è stata possibile grazie all’introduzione di un nuovo tipo di freno in materiale composito (cosiddetti “suole K”) nel 2001 circa, e l’omologazione del nuovo tipo di suole LL (da giugno 2013) che permette anche
l’adattamento dei vagoni esistenti; l’impatto acustico dei vagoni merci in transito, grazie a questi nuovi tipi di freni, è più basso di
fino a 10dB(A). Questa riduzione viene percepita come “dimezzamento” del rumore.
Per raggiungere l’obiettivo della “riduzione del rumore direttamente sulla sorgente di rumore attraverso l’adeguamento dei
­vagoni” è necessario adattare circa 180.000 vagoni esistenti (indipendentemente da chi sia il proprietario).
Le sovvenzioni disponibili in Germania incentivano l’adeguamento tecnico con 442 euro per asse di vagone; le sovvenzioni
­vengono finanziate per metà con le sovvenzioni di adeguamento tecnico del governo federale e per metà grazie al sistema di
prezzi calcolati sulla base delle emissioni acustiche.
La proposta di prevedere, inoltre, anche degli incentivi per i maggiori costi conseguenti agli investimenti per i vagoni riconfigurati
durante l’esercizio, è stata discurra approfonditamente.
Die Förderung der Güterwagenumrüstung in Deutschland basiert
auf zwei Systemen
Das Bundesverkehrsministerium fördert den
Wagenhaltern die
Umrüstung anteilig
Förderzeitraum bis
Ende 2020
Projekt Lärm-Management
48
Max. 422 € pro Achse
(abhängig von Laufleistung)
Max. 152 Mio. EUR in
jedem System
6
Aus dem Lärmabhängigen
Trassenpreissystem finanziert von den EVU über
Lärmzuschläge - erhalten
EVU einen Bonus für den
Einsatz leiser Güterwagen
Weiterreichung des EVUBonus an Wagenhalter
über Marktmechanismus
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Markus Singer
Department of Transport Planning, Office of the Provincial Government of Tyrol
Summary Swiftly Green Workshop
The big aim of the Swiftly Green (Sweden-Italy Freight Transport and Logistics Green Corridor) project is to provide authorities
and decision makers in the EU with a toolbox containing recommendations, guidelines, possible measures and best practices for a
sustainable transport in the Scandinavian-Mediterranean Corridor. The last public day of the Transport-week in Innsbruck focused
on possible measures to make the transport in Europe – especially in the Scandinavian-Mediterranean Corridor – greener. After
the workshops held in Bologna and Copenhagen this was the third workshop where public stakeholders were invited to contribute
with their experience and propose further measures as well as discuss the already identified measures. In this regard the project
partners presented a wide variety of possible measures in the themes “Infrastructure/Links and Nodes”, “Logistics Solutions”,
“Transport Techniques” and “Policies and Regulations”. Further on a brief overview of the best practices and the selected innovative
scenarios that will be analyzed was given. Later on Ingemar Moen, project manager, presented first ideas for the realization of the
toolbox and Thomas Spiegel talked about the national view of Austria on the ScanMed corridor.
E
High-ranking speaker Pat Cox
Pat Cox, EU-Coordinator of the ScanMed corridor, held a keynote speech in which he presented the concept of the core and the
comprehensive network. He underlined the importance of improving and solving the three pillars: cross-border connections and
bottlenecks, multimodality and technical operability. He also introduced the upcoming available budget for implementing the TEN-T
guidelines from 2014 to 2020, which is 3 times higher than the budget from 2007 to 2013, but stressed that it’s a quite tight budget
by looking at the things that need to be done. There are some infrastructure projects like the Brenner Base Tunnel and the Fehmarn
Belt which have a very high priority and therefore get a lot of budget. Pat Cox highlighted that the realization of accompanying
measures has to be done now, before the big infrastructure projects finished. Furthermore he has big hopes for the Swiftly Green
project, which identifies and analyses appropriate measures for a green transport.
To identify and analyze measures for a greener transport
TU Berlin presented their method to identify possible relevant measures by scanning already finished as well as on-going projects
and how they clustered them according to the four themes and other aspects. Thematic leaders then presented their recent status
of work by discussing different measures they identified and analyzed so far.
Best practice
The effectiveness of the selected measures will be tested against five preselected best-practice cases. Brenner Base Tunnel SE
presented a brief overview of these cases. It was highlighted that the cases are not separated from each other but linked with each
other so more project partners with different focus will work on these cases. The UK Shuttle Train project, which identified issues in
the Eurotunnel, was introduced as a best practice example.
Filling the toolbox
Ingemar Moen presented first ideas for the design of the toolbox. Despite the fact that the content of the toolbox is quite clear, the
form of how it is presented is under development – the aim is that the toolbox won’t (only) consist in a written form, but rather be
an interactive web-tool.
The workshop enabled the presentation of the recent work and more important a dialogue with stakeholders. On the 04.11.2014 in
Brussels is a mid-term conference with the chance for the public to see the first draft toolbox.
www.swiftlygreen.eu
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Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Jerker Sjögren
Programme Manager CLOSER, Lindholmen Science Park
Swiftly Green Project
The story of the project “Swiftly Green” begins in 2007 when the Freight Logistics Action Plan was introduced. The term “Green
Corridors” showed up and a lot of projects started around this topic – one of them was for example “SuperGreen”. In 2011 the Greening of transport was emphasized in the White Paper and in 2013 the TEN-T network, with its core and comprehensive network, was
presented. This core network consists of 9 corridors which represent the most important transport routes in the European Union.
The longest of these corridors is the Scandinavian-Mediterranean Corridor which ranges from the border from Finnland/Russia to
Malta in the south of Europe. This corridor is where the “Swiftly Green” Corridor (Sweden – Italy Freight Transport and Logistics Green
Corridor) is located. The aim of this project is to develop a toolbox based on studies and best practices which includes tools and
recommendations for greener corridors. The project started in March 2013 and continues until December 2015 with a project budget
of 2.8 Mio. Euro.
E
Following major characteristics of the project were given during the speech:
An aim is to reach the goals of greening from the White Paper at first – earlier than the rest of the European transport system to
act as forerunners for the EU transport policy.
The Swiftly Green project ensures that the green perspective is fully taken into account and provides a toolbox which contains
guidelines and recommendations, a set of tools, a number of proven measures and a Green Corridor Development Plan, all aiming
for solutions to a greener transport.
Swiftly Green will establish a dialogue with all 9 core network corridor teams in autumn 2014.
Target group of the toolbox are the corridor coordinators, especially Pat Cox, as well as infrastructure managers and further
stakeholders.
Some characteristics for a green corridor are: Sustainable logistics solutions and integrated logistics concepts in all modes, harmonized regulations, concentration of freight traffic on long transport routes, efficient and strategically placed trans-shipment
points and supportive infrastructure and a platform for research development and demonstration.
The vision is that in 2030 all Core Network Corridors will be Green Corridors – multimodal, efficient and sustainable.
This slide shows the 6 project main activities and the 4 themes which will be analyzed in Swiftly Green
Main project activities
50
1)
State of the art/mapping of the
Scandinavian-Mediterranean
Corridor
2)
Scanning entire Europe for best
practises, measures and tools
3)
Analysis and proposals
4)
Development of different cases
5)
Development and test of tools
6)
Filling the toolbox
Framework for
mapping and analyses
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Pat Cox
EU-Coordinator Scandinavian-Mediterranean Corridor
Keynotespeech
Pat Cox, former President of the European Parliament, is the EU-Coordinator for the ScanMed Corridor – one of the 9 Core Network
Corridors which are all headed by a European Coordinator. The ScanMed Corridor extends from the Finnish-Russian border and the
Finnish ports via a “Motorway of the Sea” to Stockholm and with a branch from Oslo, through southern Sweden, Denmark, Germany,
and western Austria to the Italian ports and “Motorway of the Sea” links to Malta. The Fehmarn Belt Fixed Link and the Brenner Base
Tunnel, two of the largest projects in the EU are situated in this corridor however the main task of Pat Cox is to facilitate the coordination of the entire corridor, resulting in a Corridor Work Plan. Pat Cox started his keynote speech with an introduction to the TEN-T,
continued with the challenges and needs to fulfill the goals for an successful European Network and ended with the explanation in
which way the project Swiftly Green can contribute:
E
Policy basis for the new Trans-European Transport Network is the revised TEN-T Guidelines, which propose the highest level of
transport infrastructure planning ever within the EU. The accompanying financial framework has been laid down in the Connecting Europe Facility (CEF).
The network is based on a dual layer structure: A comprehensive network ensuring accessibility and connectivity of all the
regions in the Union and a core network which constitutes the backbone of a sustainable and resource efficient multimodal
transport network.
The core Network Corridors are based on three pillars which will be able to deliver a major contribution to an efficient and sustainable transport network: Enhancing cross-border connections and on solving bottlenecks, integration of different transport
modes (multi-modality) and technical interoperability.
The Corridor Work Plan will aim to be inclusive both in its analysis and as regards identifying the appropriate stakeholder
­community.
To implement the TEN-T policies there is a total budget of 26 bio. euro to cover the period from 2014 to 2020 (3 times more compared to the period from 2007 to 2013). 15 bio. euro are available for Member states and 11 bio. euro are reserved for cohesion
projects. Compared to the required expenditure the budget is still modest so it has to be concentrated on cross-border bottlenecks and projects of the highest European added value. Therefore the Brenner Base Tunnel is one of the two key projects on the
Scan Med corridor and has the potential to become one of the most important infrastructure projects in Europe.
Besides the needs for the “hardware” like the Brenner Base Tunnel in the mobility network, there is also the necessity for proper
“software” in the mobility network to guarantee the resource efficiency and sustainability of the network. This “software” should
include a network of flanking policy measures to complement and accompany the construction of the infrastructure for example
environmental protection, cross-financing mechanisms and internalization of external cost. These measures will have an impact
on modal choice and corridor selection and are very important for ecologically sensitive areas like the Alpine regions.
The debate and the implementing of solutions about how to shift road to rail with the “software” has to be started now, not at the
date when the “hardware” is ready!
The Swiftly Green project helps to find green accompanying measures and to integrate these in the EU policy framework, so that
all corridors should be able to benefit from the work in the Swiftly Green Project.
Oral Presentation
51
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Gernoth Götz
Academic Staff at the TU Berlin,
Institute for Land and Sea Transportation, Department of Railway Vehicles Transport
Identification of relevant projects for greening of transport
The Swiftly Green project is organized in six different activities whereas the sub-activity 2.2 “Synopsis of completed and on-going
projects in the field of greening the transport corridors” is led by the TU Berlin. The aim of this sub-activity is to gather information
and get an overview on how the greening of transport has been achieved in other completed or ongoing research project from 2007
until 2013 that can be relevant for Swiftly Green. This task is not easy as there are a lot of different European funding programs such
as TEN-T or 7th Framework Programme, where hundreds of projects were funded and thousands of project results were achieved.
The identified projects will then be classified in a database according to the four themes “Infrastructure/Links and nodes”, “Logistics solutions”, “Transport Techniques” and “Policies and Regulations”. This database is the basis for the deeper analysis of the
measures in Activity 3.
E
Current status of the sub-activity 2.2:
Recommendations from Swiftly Green will build upon results and good practice from conducted EU projects as well as commercial, national and regional initiatives.
Following programs were considered for the mapping: TEN-T projects related to transport/logistics and MoS, Interreg, FP7 projects related to transport, other EU projects and non-EU funded projects with a focus on transport and projects funded by other
sources including private initiatives as well as suggestions for relevant national projects from the project partners.
All relevant projects were collected and classified into one Excel file. This project database consists of all relevant projects and
their corresponding lead partner, internet website, involved partners, short description and funding programme. In addition
there is a classification into the four themes as well as a classification into the economic, environmental and social efficiency
given.
Current status: Mapping is finished and around 150 projects were identified.
This database is distributed to the four theme leaders for the work in activity 3.
Following slide shows the work flow in activity 2.2
Vision of Swiftly Green
Aim: Greening
of transport
•VEL-Wagon
•CargoBeamer
•…
Several projects
funded by EU
Various project
results/measures
•Futuristic freight
wagon
•New transshipment
technology
•…
• Greening potential?
• Which of them should
be used?
• Which of them are
effective?
• Applicability of results
on corridor level?
•…
Lots of
uncertainties…
Toolbox
Find answers how to green
transport and propose the most
effective measures in a Toolbox!
52
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
René Schönemann
Academic Staff at the TU Berlin, Institute for Land and Sea Transportation,
Department of Track and Railway Operations
Analysis and Effects of Transport Measures
The Swiftly Green project is organized in six different activities whereas the activity 3 “Analysis of the effectiveness and transferability of transport measures across countries along the corridor” is led by the TU Berlin. The activity consists of four themes “Infrastructure/Links and nodes”, “Logistics Solutions”, “Transport Techniques” and “Policies and Regulations” each led by a thematic
leader. The aim of this activity is to analyze the effectiveness and the transferability of measures with regard to the greening of the
corridor. This analysis is based on existing experience and available information, including the findings of on-going and completed
projects from activity 2.2 but also own expert knowledge from the thematic leaders. There is a strong interaction between the four
different groups. Further on following questions should be answered: “What can be developed into recommendations applicable to
the greening of transport on the actual corridor Sweden – Italy” and “What can be applied to other TEN-T corridors?”
E
Further points presented:
Criterias for the analysis are for example noise reduction, reduction of green-house-gas emissions and energy consumption,
improvement of traffic flows or modal shift from road to rail and waterways.
The theme infrastructure/Links and nodes focus mainly on the analysis and impact of the removal of structural bottlenecks on
transport flows with a capacity analysis of links along the project corridor and a capacity analysis of relevant freight nodes.
The theme logistics solutions has the aim to assess the effectiveness of innovative integrated logistics solutions on increasing
the efficiency of transport along the corridor.
The theme transport techniques identifies the influences that innovative transport techniques will bring to transport operations.
It considers technical and service innovations in all modes of land transport and intermodality.
The theme policies and regulations identifies and analyzes policies and regulations which have a potential to make transport
corridors greener. It will point out the justification/key objectives, legal basis, application area, responsible organisation, results
of evaluation, impact assessment, the applicability on the corridor and the transferability onto other corridors of the identified
measures.
The Evaluation of measures will be done with a utility analysis tool and a qualitative evaluation focusing on technical, economic,
environmental and social criteria. Final output will be a fact sheet for each measure which summarizes the results.
This slide shows all four themes and their theme leaders.
Activity 3 comprises four themes
Theme 3.1
Theme 3.2
Theme 3.3
Theme 3.4
Infrastructure Links and Nodes
Logistics
Solutions
Transport
Techniques
Policies and
Regulations
Theme leader:
Trafikverket
Theme leader:
Interporto
Bologna
Theme leader:
Berlin Institute of
Technology
Theme leader:
Tiroler
Landesregierung
© DAPD
© sritangphoto
© John H. Kibbler
© Stuart Miles
53
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Ludwig Schmutzhard
Head of the Department of Transport Planning, Office of the Provincial Government of Tyrol
Policies & Regulations
Theme leader of “Policies and Regulations” is the Office of the Provincial Government of Tyrol. Tyrol has had already a lot of
experience in policies and regulations by working within the Brenner Corridor Platform. The Brenner Action Plan was developed
in c­ onnection to the agreement for financing the Brenner Base Tunnel among Italy, Austria and Germany under the aegis of the
European Commission. It contains a bundle of measures, with one group of them being accompanying measures. Further on, one
of the most important infrastructures of Europe – the Brenner Base Tunnel including its northern and southern access routes – is
located in and around Tyrol. Last but not least the Brenner is the Alpine corridor with the highest volume of goods – so Tyrol has a
strong desire to make transport “greener”. Ludwig Schmutzhard presented a brief overview about the measures analysed so far.
The measures were presented in the following structure: Measure, example, justification/key objective, legal basis, application area,
responsible organisation, results of evaluation, impact assessment, applicability for Swiftly Green corridor and transferability onto
other corridors.
The presentation finished with the positive example of the development of freight goods at the Brenner in 2005 – 2010 in which the
rail shares raised from 23 % to 36 % thanks to a package of measures, including the sectoral driving ban, implemented in Tyrol –
whereas the capacity increase with the new line in the Under Inn Valley from 2011 to 2013 caused no modal effects. This stresses
the importance of accompanying measures – they are prerequisite for a modal shift. Modal shift from road to rail is achievable and
is the strongest argument for the extensions of railways.
E
The following table sums up the greening/optimisation effects of the presented measures:
Measure Driving ban for high-­‐emission trucks Limitation of maximum allowed speed Noise C02 / GHG -­‐ -­‐ Night driving ban Sectorial driving ban 54
-­‐ Modal Shift -­‐ Traffic management system -­‐ Funding of infrastructure -­‐ Reduction of rail noise emission Proposed amendment of Directive 96/53/EC Measure has a positive effect X Measure has a negative effect -­‐ Measure has no relevant effect Efficiency within the Mode -­‐ Intensifying controls Air pollutants -­‐ -­‐ -­‐ -­‐ -­‐ -­‐ -­‐ x Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Gernoth Götz / René Schönemann
Academic Staff at the TU Berlin, Institute for Land and Sea Transportation,
Department of Railway Vehicles Transport / Department of Track and Railway Operations
Transport Techniques
Theme leader of “Transport Techniques” is the Technical University Berlin. In this theme the influence that innovative transport
techniques will bring to transport operations will be identified. There are already more than 300 innovative developments identified
(including mere ideas to the finished product) and after dropping unrealistic ideas about 50 solutions were considered to follow.
E
Some of the major aspects that were addressed:
Enhancements of existing transport must be compatible with current infrastructure.
Systems with rail-compatible infrastructure like CargoMover or RailCab.
Systems using own infrastructure like CargoRAPID or ECCO either using conventional rail (but no longer passable for other systems) or magnetic levitation (but not further developed). These systems have the advantage to be highly productive and an ideal
infrastructure for automatic operation is possible but large investments are necessary and there is the “problem” of choosing
the “right” infrastructure.
Innovations for Hubs can either be in the terminal design (for example full block train length), in the transshipment technology
(for example automatic cranes) or in tracking and tracing (common standards for data exchange).
Innovative wagon technologies for example new bogies like the TVP2007 bogie for better vehicle dynamics in curved track sections leading to better energy efficiency of locomotives and reduced wheel/rail wear or the exchange of brake soles to LL-soles
as well as the use of bogie skirts to reduce noise.
Many technical innovations have been developed but only some innovations have been accepted in daily service because of
costs, a low development state or the compatibility for the network.
The conservative rail technology is not compatible with modern logistics and there is an innovation backlog in rail. But in order to
reach the ambitious goals for modal shift big changes, infrastructural but also technically, are required.
Advantage of an 80 ft. freight wagon:
With rail infrastructure compatible:
80 ft. freight wagon
60 ft flat wagon
Swap bodies
for SWL
20′
Jumbo – Wechselbrücke
7,15 - 7,82 m
20′
7,15 - 7,82 m
Mixed
Combined Transport
45′
7,15 - 7,82 m
Gelenk-Containertragwagen (2x 40 ft)
Megabox
7,15 - 7,82 m
Megabox
7,15 - 7,82 m
7,15 - 7,82 m
45′
30′
30′
30′
20′
40′
VEL-Wagon (2x 40 ft)
20′
20′
Continental
Combined Transport
Maritime
Combined Transport
40′
40′ Highcube
20′
20′
20′
20′
TU Berlin
55
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Angelo Aulicino
Business Developer, Project Officer and Head of the New Projects and
Development Department at Interporto Bologna spa
Novel Hub Role along the corridor and Supply Chain perspective
Theme leader of “Logistics Solutions” is Interporto Bologna spa. Interporto Bologna spa is a Joint Stock Company entered into
force in 1971 with the aim of designing and building the Bologna Freight Village. The Bologna Freight Village is an area in the city
of Bologna offering a system of logistics, rail and road infrastructures for road and rail transport. It ist directly connected to the
national railway line and motorway system. In this theme the effectiveness that innovative integrated logistics solutions will have
on increasing the efficiency of transport systems along the corridor will be assessed. Interporto Bologna is also involved in Activity
5 which develops a Green Corridor Visiblity Planner.
Angelo Aulicino, an expert in transportation and logistics, who is involved in the optimization of the management for all processes
that are typical for an intermodal terminal, introduces the requirements and needs for novel hubs as well as upcoming challenges:
E
Freight customers highest priorities are: Reliability of transport, level of price and available capacity. Therefore the understanding, measuring and responding to the role of intermodality in matching customer requirements over the integrated supply chain
approach are necessary.
The Hub’s requirements were summarized as follow: Coordination of infrastructure capacity, better management of existing
­infrastructure, broader attentions on future investments in new infrastructure, seamless and integrated coordination of freight
and equipment flows through the various modes and the knowledge of current and future intermodal operational options and
alternatives.
Collaboration and network integration are two major patterns of the new role of the hubs, instead of being operated as isolated
collections of resources, equipment and functions, each one pursuing its own activities and goals.
New challenges will be exploiting and integrating ICT, the lack of capacity, the lack or inadequacy of interoperability between
modes and loading units and the improvement of the coordination and collaboration between actors.
The presentation finished with a small overview of the projects Swiftly Green, ECOHUBS and alice.
The following slide shows the freight customer priorities
The customer needs
Freight customer priorities
Source: CER 2013
Customers needs to have:
- better execution of the supply chains, represented by quality and reliability.
- more access to information through the use of information communications (performance as
well as provide the foundation for alternatives, options, and continued change)
Logistics will be a significant and critical factor in the success of
hypercompetition among supply chains of the future
7/1/2014
56
7
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Anders Ekmark
Senior Analyst, Market and Planning, Trafikverket (Swedish Transport Administration)
Infrastructure
Theme leader of “Infrastructure/Links and nodes” is Trafikverket, the Swedish Transport Administration. They will analyze the
impact of the removal of structural bottlenecks on transport flows. Trafikverket already collected a lot of input from the two workshops in Bologna and Copenhagen, where external stakeholders had the opportunity to be actively involved in the workshops. Apart
from these findings following aspects were presented:
E
The four step principle:
Rethink – Identify and implement measures that can affect the need of transportation and choice of transport mode
Optimise – Identify and implement measures that make the utilization of existing infrastructure and vehicles more efficient
Improve – Limited amount of reconstruction and improvements
Invest – New constructions and major improvements
Two major areas of RFID interest: Combining measuring values from hot box/hot wheel and other detectors with the correct
­vehicle and track and trace wagons for logistic purpose.
Arguments for a common RFID standard besides tracking and tracing in Europe are to support intermodal transport systems for
rail, road, air and sea transports, better use of resources, lower freight costs and reduced environmental impact.
EPCIS for information exchange.
The presentation finished with the findings from the earlier workshops in Copenhagen – one aspect that was pointed out in both
workshops was the implementation of longer trains and the therefore needed infrastructure (longer siding for overtakings) in
the corridor.
The four step principle:
Step 1 – Rethink
Measures that can affect the need of transportation and
choice of transport mode
Step 2 – Optimise
Measures that make the utilization of existing
infrastructure and vehicles more efficient
Step 3 – Improve
Limited amount of reconstruction and improvements
Step 4 – Invest
New constructions and major improvements
57
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Anton Rieder
Head of Studies and Tunnel Ventilation / Tunnel Safety, Brenner Base Tunnel BBT SE
Views of Activity 4 – Best practice analysis and selection of innovative scenarios
Brenner Base Tunnel SE (BBT SE) is activity leader of activity 4. In this activity the effectiveness of the selected measures will be
tested against best-practice cases which have been identified by the different partners along the corridor during the study. There
will be best-practice analyses of five preselected cases. However the aim is to avoid separate or alonestanding cases by defining
links between them. This will enhance the understanding on how different measures implemented in a particular segment of the
corridor could be transferred to others. Besides the analysis of the cases the final outcome will be a set of guidelines and recommendations for actions to be included in the Green Corridor Development plans of the toolbox.
E
The cases are:
Case 1 (Trafikverket): “Intelligent Transport Systems for greening of transport corridor” aims to analyse the implementation of
RFID standards for eFreight in rail transport on a European level as well as the evaluation of other technologies like GPS via Galileo.
Case 2 (Port of Trelleborg): “Combined intermodal solutions rail and sea for greening of transport corridor” beside the aim to
avoid modal shift from sea to truck on the corridor Finland to Germany via Stockholm and Trelleborg and to increase intermodal
hinterland transport based on rail transport the aim is to “design” a “product” for one stop-shop between Finland and Germany.
Case 3 (Procter & Gamble): “Intermodality innovation for greening the transport corridor” aims to assess the effectiveness of
integrating “light-terminals” in existing transport chain between France and Italy to optimize transport handling costs and negative externalities and then to transfer the results to the northern segment of the corridor from Denmark to Sweden.
Case 4a (BBT SE): “Infrastructure spatial planning and environmental effects: Best Practice Guide ‘Greening of Port Operations’”
will contain an analysis and evaluation of effectiveness of identified greening measures for ports and how different policies and
regulations effect the greening of ports.
Case 4b (BBT SE): “Infrastructure spatial planning and environmental effects: Recommendations for sustainable planning, construction and operation of transport infrastructure” will evaluate different aspects favoring sustainability with the best practice
example of the construction site Wolf. For example utilization of excavation material, the use of geothermal resources, utilisation
of drainage water etc.
Case 5 (TU Berlin): “Railway innovations for greening of transport” will give recommendations for implementation and demonstration of migration strategies for innovation in railway technology and intermodal transport.
Some elements of the toolbox
Toolbox
• Thermal
energy
• Use of
excavation
material
Planning
Construction
Operation
Accompa
nying
measures
• Intermodal
solutions
• Energy
transport
58
• ITS
• Brenner
Corridor
Platform
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Sergio Barbarino
Procter & Gamble Research Fellow, R&D Supply Chain Innovation,
Supply Network Innovation Center
The UK Shuttle Train – An example of a cost-efficient,
fast and environmentally friendly intermodal solution
Sergio Barbarino presented this best practice example for improving the efficiency of an already existing infrastructure. The
shuttle Train Project started in 2010 with the identification of Eurotunnel issues. Until 2014 important bottlenecks were removed
and a better coordination and use of the existing infrastructure was implemented.
E
The following measures were taken and achievements were reached:
A 2-hour stop at Frethun in France was reduced to a 45 min stop.
The stop at Dollands Moor in the United Kingdom was eliminated.
A transparent charging was implemented.
Unnecessary controls were eliminated.
The measures resulted in achievements in time, cost, infrastructure and environment
only due to a more efficient use of the existing infrastructure.
Following slides shows the achievements in detail
59
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Ingemar Moen
Project Manager, CLOSER, Lindholmen Science Park
Toolbox Ideas
The final result from Swiftly Green will be the delivery of the toolbox in November 2015. It will consist of recommendations and
thematic guidelines, key performance indicators, best practices, planning tools and a draft Green Corridor Development Plan. The
aim with the toolbox is to complement the general TEN-T guidelines in order to strengthen the greening perspective. However it
is not yet decided about the exact design and contents of the toolbox, just a broad overview. Therefore all activities are working
towards creating and filling the toolbox with relevant content of greening aspects. On the one hand the toolbox is targeted to the
corridor managers to give them a set of tools for fulfilling the EU strategy and the White Paper and on the other hand it is targeted to
infrastructure managers and stakeholders along the corridor, so it is very important to get input from private investors and u­ sers.
The first workshop for gathering ideas for the toolbox was held 11 June in Copenhagen, participated only by project partners. The
aim of this workshop was to get a common understanding of the toolbox regarding its structure and content, defining roles and
relations and finding possibilities and eventual uncertainties as well as finding solutions for a good common continued work.
E
Following thoughts and ideas regarding the toolbox were presented:
Content of the thematic guidelines can be the findings of the best practice cases, evaluated measures or/and tools, but what
principles should be used by the thematic leaders to filter the results?
The toolbox shouldn’t be just a document, more some kind of a web-based tool.
The draft Green Corridor Development plan will be based on the toolbox of the Scandinavian-Mediterranean Corridor but with the
possibility to adapt it to all other corridors.
Upcoming events are the Corridor Forum meeting on 30 September, the 2nd toolbox workshop in October and the mid-term
­conference 4 November in Brussels when a first draft toolbox will be presented.
Toolbox ideas
NTM
Corridor
Tool
Replica
Corridor
Tool
Other
Tools
Green
Corridor
Visibility
Planner
Transport flow
improvements
Key
Performance
indicators
Rekommenda
tions
Case, pilots,
best practices
Green
Corridor
Development
Plan
Measures
Guidelines
Tools
60
GHG
reduction
Noise
Modal shift
Sea
operations
Verkehrswoche · Transport-week · Settimana dei trasporti 2014
Thomas Spiegel
Head of the section II/Infra 5 International Networks and Basics of infrastructure Planning
at the Austrian Ministry for Transport, Innovation and Technology
National view on the ScanMed Corridor
Despite that Austria is a relative small country compared to some other countries in the EU, it has more than one corridor going
through. In his presentation, Thomas Spiegel talks about the different corridors and the chances and challenges they bring for
Austria.
E
Some of his main statements were:
Some of the corridors in Austria: Swiftly Green Corridor, ScanMed EU core network corridor, ScanMed rail freight corridor, ERTMS
Corridor B.
Core network corridors are more than a pure infrastructure programme: On the one hand they act as a coordination instrument
with a European coordinator and a common planning across borders in the corridor not only to improve the infrastructure but
also to avoid negative impacts on the environment and on the other hand they act as a communication/participation instrument between countries, infrastructure managers, regions (Brenner Corridor Platform and Brenner Railway Action group as best
­practices) etc.
In the national view the main aim of the rail freight corridor is to have an efficient access to international freight transport routes
but also improvement of functionality of the corridor with interoperability and “One Stop Shops”.
The Swiftly Green corridor should help to make the transport in the corridor more environment-friendly, not only by pursuing
global aims like CO2 reduction but also by pursuing local aims like emissions (NOx, PM) or noise. A cornerstone in these aims is
shifting the traffic from road to rail.
TEN-T Core netwok corridors in Austria (Rail)
4
Scan-Med.Korridor: Nationale SIcht
Dr. Thomas SPIEGEL, II/Infra5
TEN-T Kernnetzkorridore in Österreich (Schiene)
61
Impressum
Medieninhaber und Herausgeber:
Amt der Tiroler Landesregierung, SG Verkehrsplanung, 6020 Innsbruck, Herrengasse 1-3
Konzept und Redaktion:
Ewald Moser und Markus Singer, SG Verkehrsplanung, Amt der Tiroler Landesregierung
Text:
iMONITRAF Zusammenfassung und Vorträge von Helen Lückge, Climonomics
AGB Vorträge von Helmut Eder, Herald Ruijters, Roberto Ferrazza, Friderike Reineke, Frank Lehner,
Armin Riedl, Thomas Baumgartner und Wolfgang Müller von Christina Wölfert, KombiConsult
AGB Zusammenfassung und Vorträge von Thomas Spiegel, Walter Pardatscher, Martin Gradnitzer,
Susanne Müller und Erhard Michel von Uwe Sondermann, KombiConsult
Swiftly Green Zusammenfassung und Vorträge von Markus Singer, Amt der Tiroler Landesregierung
Bilder/Grafiken: Bildmaterial der jeweils Vortragenden
Fotonachweise: Land Tirol/Wucherer
Gestaltung: CD Citygrafic Designoffice, Innsbruck · www.citygrafic.at
Druck: Druckerei Pircher, Ötztal-Bahnhof
www.tirol.gv.at/verkehrswoche · www.tirol.gv.at/transport-week · www.tirol.gv.at/settimana-dei-trasporti
www.tirol.gv.at/verkehrswoche · www.tirol.gv.at/transport-week · www.tirol.gv.at/settimana-dei-trasporti