23.06. – 27.06. Tagungsband Conference proceedings Atti ... · I Klaus-Uwe Sondermann · Riassunto del Convegno della CAB “Potenziamento della ferrovia” ... Für den Brenner-Korridor

23.06. – 27.06.Tagungsband

Conference proceedingsAtti del convegno

Inhalt

Ingrid Felipe · Vorwort – Introduction – Introduzione ........................................................................................................................................................... 4Ewald Moser · Nachlese – Summing up – Epilogo ................................................................................................................................................................. 6

24.06. iMONITRAF! Transport ForumE Helen Lückge · Summary iMONITRAF! Transport Forum ................................................................................................................................................. 12E Rainer Kistler · iMONITRAF! Coordination Point-Networking towards the common transport strategy for the Alpine regions .............................. 13E Markus Maibach · New Railway Links through the Alps: Base Tunnels and Modal Split Policy, Chances and Challenges ...................................... 14E Matthias Wagner · Monitoring system – Update on the iMONITRAF! monitoring activities ........................................................................................ 15E Jürg Heldstab · Update Best Practices 2013 .................................................................................................................................................................... 16E Astrid Epiney · Analysis on compatibility of an Alpine Crossing Exchange with EU law ............................................................................................. 17E Helen Lückge · Toll Plus System – A proposal from the iMONITRAF! regions................................................................................................................ 18E Matthias Rinderknecht · Exploit Synergies ...................................................................................................................................................................... 19E 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“ .............................................................................................................21D Helmut Eder · Grundsatzrede ............................................................................................................................................................................................. 22D Herald Ruijters · TEN-V ScanMed und Brenner-Korridor .................................................................................................................................................. 23D Roberto Ferrazza · Intermodalität entlang des Skandinavisch-Mediterranen Korridors ............................................................................................ 24D Friederike Reineke · Ausbau des Schienennetzes im Brennerkorridor in Deutschland .............................................................................................. 25D Thomas Spiegel · Netz- und Terminalausbau am Brenner-Korridor in Österreich ........................................................................................................ 26D Frank Lehner · Kurzstatement TX Logistik ....................................................................................................................................................................... 27D Armin Riedl · Kurzstatement Kombiverkehr ..................................................................................................................................................................... 28D Thomas Baumgartner · Kurzstatement Fercam .............................................................................................................................................................. 29D Wolfgang Müller · Kurzstatement DUSS mbH ................................................................................................................................................................... 30D Walter Pardatscher · Kurzstatement Rail Traction Company .......................................................................................................................................... 31D Martin Gradnitzer · Umsetzungszeiten von Infrastrukturprojekten am Beispiel der Unterinntalbahn..................................................................... 32D Susanne Müller · Status der Planungen zum Brennernordzulauf .................................................................................................................................. 33D 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” ................................................................................... 35I Helmut Eder · Discorso di apertura ................................................................................................................................................................................... 36I Herald Ruijters · TEN-T Corridoio Scandinavo-Mediterraneo e Corridoio del Brennero ................................................................................................ 37I Roberto Ferrazza · L‘intermodalità lungo il Corridoio Scandinavo-Mediterraneo ........................................................................................................ 38I Friederike Reineke · Ampliamento della rete ferroviaria nel Corridoio del Brennero in Germania .............................................................................. 39I Thomas Spiegel · Potenziamento della rete e dei centri intermodali sul Corridoio del Brennero in Austria .............................................................. 40I Frank Lehner · Intervento TX Logistik ............................................................................................................................................................................... 41I Armin Riedl · Intervento Kombiverkehr ............................................................................................................................................................................. 42I Thomas Baumgartner · Intervento Fercam ...................................................................................................................................................................... 43I Wolfgang Müller · Intervento DUSS ....................................................................................................................................................................................44I Walter Pardatscher · Una storia di successo e ulteriori sviluppi necessari della Rail Traction Company .................................................................. 45I Martin Gradnitzer · Tempi di realizzazione di progetti infrastrutturali sull‘esempio della nuova linea della Bassa Valle dell‘Inn .........................46I Susanne Müller · Stato delle progettazioni della tratta di accesso nord al Brennero .................................................................................................. 47I Erhard Michel · Strategia di riduzione del rumore della Deutsche Bahn AG ................................................................................................................. 48

26.06. Swiftly Green WorkshopE Markus Singer · Summary Swiftly Green Workshop ........................................................................................................................................................ 49E Jerker Sjögren · Swiftly Green Project ............................................................................................................................................................................... 50E Pat Cox · Keynotespeech .................................................................................................................................................................................................... 51E Gernoth Götz · Identification of relevant projects for greening of transport ................................................................................................................ 52E René Schönemann · Analysis and Effects of Transport Measures ................................................................................................................................ 53E Ludwig Schmutzhard · Policies & Regulations ................................................................................................................................................................. 54E Gernoth Götz / René Schönemann · Transport Techniques ............................................................................................................................................ 55E Angelo Aulicino · Novel Hub Role along the corridor and Supply Chain perspective .................................................................................................... 56E Anders Ekmark · Infrastructure ......................................................................................................................................................................................... 57E Anton Rieder · Views of Activity 4 – Best practice analysis and selection of innovative scenarios .......................................................................... 58E Sergio Barbarino · The UK Shuttle Train – An example of a cost-efficient, fast and environmentally friendly intermodal solution ....................... 59E Ingemar Moen · Toolbox Ideas ............................................................................................................................................................................................ 60E Thomas Spiegel · National view on the ScanMed Corridor ................................................................................................................................................61

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Verkehrswoche · Transport-week · Settimana dei trasporti 2014

VorwortVerkehrswoche 2014 in Innsbruck / Tirol

D Es können alle immer ein bißchen auf die anderen zeigen: Wir würden ja unsere Hausaufgaben machen, wenn die anderen ihre Erledigungen machen würden. Weil in der Öffentlichkeit nur sehr wenige 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 Ver-antwortlichen 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 Dis-kussionen 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 einer-seits 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 Transitkorri-doren 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.

IntroductionTransport-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 poli-tics 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 accumu-lated 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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IntroduzioneSettimana dei Trasporti a Innsbruck / Tirolo

I 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 determi-nare 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.

Ingrid Felipe, Landeshauptmanstellvertreterin von TirolVice President of Land Tyrol · Vicepresidente del Land Tirolo

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NachleseVerkehrswoche 2014 in Innsbruck / Tirol

D Die ersten Ideen zu einer Bündelung verschiedener Veranstaltungen zum Thema Güterverkehr in einer Woche entstanden bereits Anfang 2013. Die Aktionsgemeinschaft Brennerbahn beschloss wäh-rend 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.

Nachdem also der Entschluss feststand eine Verkehrswoche in Innsbruck zu veranstalten, wurde schon sehr früh mit den Vorbe-reitungen 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 Verkehrswo-che, 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 Ge-staltung, Planung und Bereitstellung der Technik, Erstellung eines Programmfolders und Tagungsmappen, Organisation von Dol-metscherInnen und einer Moderation, Catering, Einladungen und Registrierung sowie Empfang, Homepage und Öffentlichkeitsar-beit 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 Ausga-be 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 Mitar-beiterInnen 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 iMONITRAF!, 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 Vortra-gende 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 Trans-European 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 möch-ten 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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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 Verkehrs-kommissar 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 las-sen, 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 upTransport-week 2014 in Innsbruck / Tyrol

E 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 enthusias-tic 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.

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 Transport-week 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 ap-preciated and last but not least, the programme of supporting activities rounded off the main events, including a visit to a Brenner 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 prepa-ration 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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A special highlight was the speech by Prof. Wolfgang Nairz, who showed some very impressive pictures from his time mountain-climbing 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 speak-ers 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 high-level 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!

EpilogoSettimana dei Trasporti a Innsbruck / Tirolo

I L’idea di raggruppare diverse manifestazioni sul trasporto di merci in una sola settimana a tema è nata all’inizio del 2013. La Comu-nità 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 pro-getti 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.

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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Oltre agli innumerevoli aspetti organizzativi necessari per una manifestazione di questo tipo, quali la scelta delle sale e il loro allesti-mento, 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 rice-vimento, 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 svol-gimento 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 coin-volti 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 rappresen-tata 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 Set-timana 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 parteci-pato 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 LandesregierungHead of the Transport-week 2014, Department of Transport Planning, Office of the Provinicial Government of TyrolCapo della Settimana dei Trasporti, Ufficio del Progettazione Trasporti, Ufficio della Giunta del Land Tirolo

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Helen LückgeClimonomics – 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

E 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 pas-senger 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.

Flexible approach – but harmonisation as major objectiveDuring 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 flex-ible 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 inter-ests. 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 processThe political discussion also appreciated other activites of the iMONITRAF! network that were presented during the Transport Forum, 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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Rainer KistlerHead of the Environmental Protection Agency, Canton of Zug, Switzerland

iMONITRAF! Coordination Point-Networking towards the common transport strategy for the Alpine regions

E 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 repre-sentative 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.

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:

Mont Blanc

1990: 740

2010: 570

Mont Blanc

1990: 740

2010: 570

x 0.8

Brenner

1990: 930

2010: 1850

Gotthard

1990: 550

2010: 940

x 2 x 1.7

Fréjus

1990: 540

2010: 730

x 1.4

Tarvisio

1990: 285

2010: 1080

x 3.8

Starting point for MONITRAF-projects

HGV volumes

1990 and 2010

(in 1000 HGV/a)

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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

Markus MaibachINFRAS, Managing Partner, Zurich, Switzerland

New Railway Links through the Alps:Base Tunnels and Modal Split Policy, Chances and Challenges

E 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 con-struction of the Brenner and Mont Cenis tunnel as well as the design of a well-targeted and effective policy mix of accompanying measures.

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:

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Matthias WagnerResearcher, European Academy of Bolzano, EURAC, Italy

Monitoring system – Update on the iMONITRAF! monitoring activities

E 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.

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 charg-es, toll prices are highest on the French-Italian corridors.

Results for NO2 have been illustrated with the following slide:

Nitrogen dioxide (NO2)

Indicator Air concentrations

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Jürg HeldstabINFRAS, Managing Partner, Zurich, Switzerland

Update Best Practices 2013

E 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.

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 harmo-nization. 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 prac-tice update includes several interesting examples.

Overview of Best Practices 2013

Pillar Name of measure Country/region

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 1

Pillar 5

Fair distribution of traffic between Mt Blanc and Fréjus tunnels France (national level)

Pillar 2

Pillar 3

Pillar 4

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Astrid EpineyUniversité de Fribourg, Faculté de Droit

Analysis on compatibility of an Alpine Crossing Exchange with EU law

E 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 neces-sary 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.

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

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Helen LückgeClimonomics – Climate, Mobility, Economics

Toll Plus System – A proposal from the iMONITRAF! regions

E 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.

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 shorten-ing 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 pro-vide 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:

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

Rationale for Toll Plus How to define the «Plus» from a regional viewpoint

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Matthias RinderknechtFederal Office of Transport, Switzerland

Exploit Synergies: Reflection on iMONITRAF! Activities, ongoing work and perspectives of the Follow up Zurich Process

E 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 devastat-ing 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 resolu-tion 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. Syner-gies should be used to reach an effective solution.

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 pos-sible 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:

15 iMonitraf Verkehrsforum / Innsbruck Juni 2014 Matthias Rinderknecht

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 in-depth analysis (practical implementation, socio-economic/technical/legal compliancewith EU-legislation, spatial application, flanking measures, potential of harmonisation, costs / revenues etc).

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Herald RuijtersEuropean Commission, Head of Unit MOVE.B1

Alpine traffic: TEN-T and Alpine traffic policy

E Herald Ruijters presents the new EU policy framework on the Transeuropean Transport Network (TEN-T) and their role for the Alpine Space. The TEN-T has developed considerably over the last 25 years, from a patchwork of individual projects to a real trans-port 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 trans-port, implementing the objectives of the latest Transport White Paper of 2011.

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 ob-

jectives 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:

Transport

The 9 core network corridors defined in the CEF

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Klaus-Uwe SondermannProkurist, KombiConsult GmbH, Frankfurt am Main

Zusammenfassung AGB Tagung „Schiene stärken“

D „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.

InfrastrukturDies 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 Basis-tunnels 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“ ge-schaffen, 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 Anbin-dung 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.

InteroperabilitätNoch größere Effizienzgewinne versprechen sich die beteiligten Bahnen und KV-Operateure aber von der Angleichung der Zuglän-gen und Gewichte auf hohem Niveau, der abgestimmten Einführung des Europäischen Zugsicherungssystems „ETCS“ ohne na-tionale 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/InnovationenMit 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 Wettbe-werb „auf der Schiene“ unterstützt.

InnsbruckNeben diesen Innovationen bedarf es aber auch sog. „begleitender Maßnahmen“ der vorausschauenden Umwelt- und Verkehrspoli-tik, 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 Teil-nehmer der Innsbrucker Verkehrswoche und der Aktionsgemeinschaft Brennerbahn.

www.brennerbahn.eu

22


Helmut EderMitglied des Vorstandes der LKW WALTER Internationale Transportorganisation AG, Wiener Neudorf

Grundsatzrede

D Die österreichische Spedition LKW WALTER nutzt seit dreißig Jahren u.a. den kombinierten Verkehr Schiene – Straße zur Ab-wicklung 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 ver-bessert werden kann und gibt Handlungsempfehlungen für eine konsequente politische Unterstützung des Verlagerungsziels auf die Schiene.

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 Auf-kommen 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 Eisen-bahn 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 aufge-fordert, zu handeln.

Ihr Europa-Transporteur

23


Herald RuijtersLeiter der Abteilung Transeuropäische Netze in der Generaldirektion Verkehr, Europäische Kommission, Brüssel

TEN-V ScanMed und Brenner-Korridor

D Der Brennerkorridor als eine der bedeutendsten europäischen Verkehrsachsen findet in der gemeinsamen europäischen Ver-kehrsinfrastrukturpolitik 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 Möglichkei-ten der EU-Förderung von Infrastrukturprojekten hin.

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 grenzüber-schreitenden 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.

Transport

How to give grant support to a project

Work programme (Annual or

Multiannual) Mar 2014

Call for proposals

Sep 14 - Feb 15

Evaluation (external and

internal) Mar 15 – Jun 15

Financing decision (general

and individualised)

Until end of 2015

24


Roberto FerrazzaLeiter der Abteilung Transeuropäische Netze in der Generaldirektion für Raumplanung, Ministerium für Infrastruktur und Verkehr, Rom

Intermodalität entlang des Skandinavisch-Mediterranen Korridors

D 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 Nor-den 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.

Kernaussagen: Implementierung des Güterverkehrskorridors „Skandinavien-Mittelmeer“ soll mit finanzieller Unterstützung durch das TEN-V-

Förderprogramm 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. Gleich-wohl 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 Verkehrs-strömen einnehmen.

Italien würde mehr Geld in die Infrastruktur investieren, wenn der Europäische Stabilitätspakt für diese Art von Ausgaben ausge-setzt würde und ein Konjunkturpaket verabschiedet werden könnte.

Main alignments in rail freight traffic flows

3

North-Southbound traffic is the most relevant in volume

Eastbound traffic offers the highest growth rate

Westbound traffic is opening up to internal competition

25


Friederike ReinekeLeiterin des Referates LA 17 (Finanzierung von Bedarfsplanvorhaben Schiene), Bundesministerium für Verkehr und digitale Infrastruktur, Berlin

Ausbau des Schienennetzes im Brennerkorridor in Deutschland

D 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 Investi-tionsvorhaben entlang des Korridors und ihre Berücksichtigung im nationalen Bedarfsplan erläutert.

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.

26


Thomas SpiegelLeiter 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

D Der Brenner-Korridor ist ein wesentlicher Bestandteil der österreichischen strategischen Infrastrukturplanung. Diese ist einge-bunden 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.

Kernaussagen: Ausbau der Brennerachse als Hochleistungsgüterverkehrsstrecke in enger Abstimmung mit den Nachbarstaaten und der Euro-

päischen 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.

Brenner-Korridor - Ausbau Österreich

Dr. Thomas SPIEGEL, II/Infra5 5

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Frank LehnerVorstand Vertrieb & Marketing der TX Logistik AG, Bad Honnef

Kurzstatement TX Logistik

D 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.

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.

25.06.2014 TX Logistik AG 9

7 GÜTERVERKEHR BRENNER 2012

Anzahl LKW Brenner 2012: Straße: 1.966.000 LKW RoLa: 136.653 LKW ca. 2,1 Mio LKW

Sattelauflieger pro Zug = 30

Sattelauflieger pro Zugpaar = 60

Verkehrstage/Jahr = 250

Sattelauflieger/Jahr = 15.000

80% Auslastung = 12.000

zusätzl. benötigte Züge/Tag = 350 Quellen: Observatorium für den Straßen- und Schienengüterverkehr im Alpenraum, 2012 & oekombi.at

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Armin RiedlGeschäftsführer Kombiverkehr GmbH & Co. KG, Frankfurt am Main

Kurzstatement Kombiverkehr

D Kombiverkehr ist einer der führenden Operateure im europäischen kombinierten Verkehr mit einem Angebot von 560 internati-onalen 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 Empfän-gern im übrigen Teil des Landes fungieren, sowie zum Hafen Trieste. Speziell über den Brennerpass nach Verona werden wöchent-lich 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.

Kernaussagen: Verteilung des Sendungsvolumens verschiebt sich seit 2009 vom Brenner zum Tauernpass bzw. schweizerischen Alpenübergän-

gen. 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.

HEADLINE

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Entwicklung Unbegleiteter Kombinierter Verkehr Brenner, Tauern und Verkehre geroutet via CH 2005 - 2013

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Neue Märkte Süd/ Südosteuropa und Steuerung der Korridore

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Thomas BaumgartnerGeschäftsführender Gesellschafter der Fercam AG, Bozen

Kurzstatement Fercam

D Das Logistikunternehmen Fercam bietet Transportdienstleistungen auf den Verkehrsträgern Straße, Schiene, Luft und Wasser-straße 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 Grün-den 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.

Kernaussagen: Kriterien für eine weitere Verlagerung von Transporten von der Straße auf die Schiene sind ausschließlich das Preis-Leistungsver-

hältnis 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-Anbie-ter dadurch keine Anreize zur Verbesserung ihrer Angebote erhalten.

Ein Quasimonopol der Staatsbahnen behindert die Entwicklung, denn nur durch Wettbewerb kann für den Kunden echter Mehr-wert entstehen, der auch volkswirtschaftlich vertretbar ist.

30


Wolfgang MüllerSprecher der Geschäftsführung, Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS), Bodenheim

Kurzstatement DUSS mbH

D Die Deutsche Umschlaggesellschaft Schiene-Straße betreibt 22 Umschlagterminals in Deutschland. Deren Gesamtaufkommen im Jahr 2013 belief sich auf rund 2,2 Mio. Ladeeinheiten, wovon annähernd 300.000 Einheiten am Standort München-Riem um-geschlagen wurden. Damit ist das bedeutende KV-Terminal im Nordzulauf des Brenners gleichzeitig das aufkommensstärkste DUSS-Terminal. Neben der Funktion als Konsolidierungspunkt im intermodalen Verkehr gilt München-Riem als wichtiges Gateway-Terminal 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.

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.

31


Walter PardatscherPräsident der Rail Traction Company Spa, Bozen

Kurzstatement Rail Traction Company

D 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.

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, Eisen-bahnverkehrsunternehmen 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 unbeglei-teten Kombinierten Verkehr am Brenner-Korridor um eine erfolgreiche Verlagerung zu betreiben.

32


Martin GradnitzerProjektleiter Tirol/Vorarlberg bei der ÖBB Infrastruktur AG, Wien

Umsetzungszeiten von Infrastrukturprojekten am Beispiel der Unterinntalbahn

D Herr Gradnitzer zeigt am Beispiel der Realsierung der neuen Unterinntalstrecke zwischen Kundl und Baumkirchen die Umset-zungsschritte 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.

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 Baube-ginn 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 Inbe-triebnahme 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 angebotsorien-tierte Infrastrukturpolitik sollte dies berücksichtigen.

33


Susanne MüllerProjektleiterin bei der DB Netz AG, Frankfurt am Main

Status der Planungen zum Brennernordzulauf

D 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 grenzüberschreiten-den 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.

Kernaussagen: Innerhalb des „gemeinsamen Planungsraum“ soll eine Trasse für den Neubau einer zweigleisigen elektrifizierten Eisenbahn-

strecke 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 Dienstleis-tungsaufträgen sowie die Synchronisation von Prognosezugzahlen und andere verkehrlicher und betrieblicher Grundlagen bei-derseits 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.

34


Erhard MichelVerkehrspolitische Abteilung, Deutsche Bahn AG, Berlin

Kurzstatement Lärmminderungsstrategie der Deutschen Bahn AG

D Herr Michel berichtet wie die Deutsche Bahn mit der Herausforderung umgeht den Verkehr auf dem umweltfreundlichen Ver-kehrsträger Schien zu stärken und gleichzeitig den Schienenverkehrslärm zu halbieren. Dies gelingt mit einer Minderungsstrategie aus Maßnahmen an Infrastruktur, Fahrzeugen und entsprechender Förderung.

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 Infra-

struktur 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 Zu-

lassung 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 Bestands-güterwagen 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

6 Projekt Lärm-Management

Das Bundesverkehrs-ministerium fördert den Wagenhaltern die Umrüstung anteilig

Aus dem Lärmabhängigen Trassenpreissystem - finanziert von den EVU über Lärmzuschläge - erhalten EVU einen Bonus für den Einsatz leiser Güterwagen

Förderzeitraum bis Ende 2020

Max. 152 Mio. EUR in jedem System

Weiterreichung des EVU-Bonus an Wagenhalter über Marktmechanismus

Max. 422 € pro Achse (abhängig von Laufleistung)

35


Klaus-Uwe SondermannProcuratore, KombiConsult GmbH, Francoforte sul Meno

Riassunto del Convegno della CAB “Potenziamento della ferrovia”

I Il “Potenziamento della ferrovia” necessita di infrastrutture, interoperabilità, idee e innovazioni e l’organizzazione della “Settima-na 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 ade-guare l’infrastruttura ferroviaria.

InfrastrutturaQuesto 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 mol-to 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.

InteroperabilitàLe ferrovie e gli operatori del trasporto combinato coinvolti si aspettano un ulteriore incremento dell’efficienza in seguito all’omo-genizzazione della lunghezza dei treni e dei pesi, dall’introduzione del sistema di comando e controllo europeo “ETCS”, senza diver-genze 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/InnovazioniQuesta 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 sposta-mento 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 poten-ziamento – 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’ade-guamento 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 rumoro-si. Ciò rappresenta un utilizzo intelligente dell’infrastruttura che è anche favorito dalla concorrenza “sulla rotaia”.

InnsbruckOltre 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

36


Helmut EderMembro del Consiglio di gestione della ditta di spedizioni “LKW WALTER Internationale Transportorganisation AG”, di Vienna (Wiener Neudorf)

Discorso di apertura

I L’impresa di trasporti austriaca LKW WALTER da 30 anni si avvale del sistema di trasporto combinato ferrovia – strada nella pro-pria 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 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’espansio-ne 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 fer-roviario. 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’i-deare 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

37


Herald RuijtersCapo 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

I 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 infra-strutturali da parte dell’Unione Europea.

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 possi-bilità 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.

Transport

How to give grant support to a project

Work programme (Annual or

Multiannual) Mar 2014

Call for proposals

Sep 14 - Feb 15

Evaluation (external and

internal) Mar 15 – Jun 15

Financing decision (general

and individualised)

Until end of 2015

38


Roberto FerrazzaResponsabile 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

I Quattro dei nove corridoi transeuropei di trasporto attraversano il territorio italiano. Questa circostanza riflette l’importanza stra-tegica 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 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 tempesti-vamente 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 riguar-da 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

3

North-Southbound traffic is the most relevant in volume

Eastbound traffic offers the highest growth rate

Westbound traffic is opening up to internal competition

39


Friederike ReinekeResponsabile 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

I 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 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’inquinamen-

to 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.

40


Thomas SpiegelCapo 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

I 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 finanzia-mento 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 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.

Brenner-Korridor - Ausbau Österreich

Dr. Thomas SPIEGEL, II/Infra5 5

41


Frank LehnerResponsabile Sales & Marketing della TX Logistik AG, Bad Honnef

Intervento TX Logistik

I La TX Logistik è un’impresa ferroviaria operante nel settore dei sistemi di trasporto combinato a livello europeo. Negli anni pas-sati, 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 ferro-viaria 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 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 provvedi-

menti urgenti sia sul piano politico che da parte delle imprese. Ulteriore sviluppo del trasporto combinato attraverso l’innovazione tecnica.

25.06.2014 TX Logistik AG 9

7 GÜTERVERKEHR BRENNER 2012

Anzahl LKW Brenner 2012: Straße: 1.966.000 LKW RoLa: 136.653 LKW ca. 2,1 Mio LKW

Sattelauflieger pro Zug = 30

Sattelauflieger pro Zugpaar = 60

Verkehrstage/Jahr = 250

Sattelauflieger/Jahr = 15.000

80% Auslastung = 12.000

zusätzl. benötigte Züge/Tag = 350 Quellen: Observatorium für den Straßen- und Schienengüterverkehr im Alpenraum, 2012 & oekombi.at

42


Armin RiedlAmministratore Delegato della Kombiverkehr GmbH & Co. KG, Francoforte sul Meno

Intervento Kombiverkehr

I 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 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 cre-ate 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.

HEADLINE

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Entwicklung Unbegleiteter Kombinierter Verkehr Brenner, Tauern und Verkehre geroutet via CH 2005 - 2013

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Neue Märkte Süd/ Südosteuropa und Steuerung der Korridore

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Thomas BaumgartnerAmministratore Delegato della Fercam AG, Bolzano

Intervento Fercam

I 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 tra-sporto 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 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 combi-nato deve essere reso più efficiente.

Baumgartner invece rifiuta uno scenario in cui le condizioni di concorrenza tra ferrovia e strada sono dettate da limitazioni im-poste 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, giusti-ficabile anche dal punto di vista politico-economico, è necessaria la concorrenza.

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Wolfgang MüllerPortavoce della direzione della Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS), Bodenheim

Intervento DUSS

I 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 princi-pale 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 realiz-zazione del progetto di interconnessione “Truderinger Spange”. Il signor Müller spiega i principali vantaggi di tale interconnessione.

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.

45


Walter PardatscherPresidente della Rail Traction Company Spa, Bolzano

Una storia di successo e ulteriori sviluppi necessari della Rail Traction Company

I La Rail Traction Company, un’impresa di trasporto ferroviario privata della società Autostrada del Brennero, che opera attiva-mente 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 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 multi-sistema, 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 di-sponibili 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 collabo-razione 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.

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Martin GradnitzerDirettore 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

I 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 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 prospezio-ne (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 com-pletamento 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.

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Susanne MüllerDirettrice di progetto presso DB Netz AG, Francoforte sul Meno

Stato delle progettazioni della tratta di accesso nord al Brennero

I 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 punti chiave sono: La “progettazione collaborativa” implica l’individuazione di un tracciato per la nuova costruzione di una linea ferroviaria elettrifi-

cata 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 chiari-mento del quadro normativo, all’omogenizzazione delle procedure e dei processi nazionali, al conferimento degli incarichi di ser-vizi 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.

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Erhard MichelDipartimento Politiche dei trasporti, Deutsche Bahn AG, Berlino

Strategia di riduzione del rumore della Deutsche Bahn AG

I 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 punti chiave sono: L’abbattimento delle emissioni acustiche ossia, concretamente, il dimezzamento del rumore causato dalla ferrovia sono contem-

plati 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 com-

posito (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

6 Projekt Lärm-Management

Das Bundesverkehrs-ministerium fördert den Wagenhaltern die Umrüstung anteilig

Aus dem Lärmabhängigen Trassenpreissystem - finanziert von den EVU über Lärmzuschläge - erhalten EVU einen Bonus für den Einsatz leiser Güterwagen

Förderzeitraum bis Ende 2020

Max. 152 Mio. EUR in jedem System

Weiterreichung des EVU-Bonus an Wagenhalter über Marktmechanismus

Max. 422 € pro Achse (abhängig von Laufleistung)

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Markus SingerDepartment of Transport Planning, Office of the Provincial Government of Tyrol

Summary Swiftly Green Workshop

E 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.

High-ranking speaker Pat CoxPat 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 transportTU 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 practiceThe 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 toolboxIngemar 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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Jerker SjögrenProgramme Manager CLOSER, Lindholmen Science Park

Swiftly Green Project

E 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 Green-ing 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.

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, har-

monized 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

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

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Pat CoxEU-Coordinator Scandinavian-Mediterranean Corridor

Keynotespeech

E 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 coordi-nation 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:

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 Connect-ing 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 sus-tainable 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 com-pared 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 bottle-necks 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

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Gernoth GötzAcademic Staff at the TU Berlin, Institute for Land and Sea Transportation, Department of Railway Vehicles Transport

Identification of relevant projects for greening of transport

E 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”, “Logis-tics solutions”, “Transport Techniques” and “Policies and Regulations”. This database is the basis for the deeper analysis of the measures in Activity 3.

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 commer-

cial, national and regional initiatives. Following programs were considered for the mapping: TEN-T projects related to transport/logistics and MoS, Interreg, FP7 pro-

jects 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

•VEL-Wagon

•CargoBeamer

•…

Several projects funded by EU

•Futuristic freight wagon

•New transshipment technology

•…

Various project results/measures

• Greening potential? • Which of them should be used?

• Which of them are effective?

• Applicability of results on corridor level?

•… Lots of

uncertainties…

Find answers how to green transport and propose the most effective measures in a Toolbox!

Toolbox

Aim: Greening of transport

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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

René SchönemannAcademic Staff at the TU Berlin, Institute for Land and Sea Transportation, Department of Track and Railway Operations

Analysis and Effects of Transport Measures

E The Swiftly Green project is organized in six different activities whereas the activity 3 “Analysis of the effectiveness and transfer-ability of transport measures across countries along the corridor” is led by the TU Berlin. The activity consists of four themes “In-frastructure/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?”

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.

54


Ludwig SchmutzhardHead of the Department of Transport Planning, Office of the Provincial Government of Tyrol

Policies & Regulations

E 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 connection 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.

The following table sums up the greening/optimisation effects of the presented measures:

Measure Noise C02 / GHG

Air pollutants

Efficiency within the Mode

Modal Shift

Driving ban for high-‐emission trucks -‐ -‐

Limitation of maximum allowed speed -‐ -‐

Night driving ban

Sectorial driving ban -‐ -‐

Intensifying controls

Traffic management system -‐

Funding of infrastructure -‐ -‐ Reduction of rail noise emission

-‐ -‐ -‐

Proposed amendment of Directive 96/53/EC -‐ -‐ x

Measure has a positive effect X Measure has a negative effect -‐ Measure has no relevant effect

55


With rail infrastructure compatible: 80 ft. freight wagon

TU Berlin

Gelenk-Containertragwagen (2x 40 ft)

60 ft flat wagon

VEL-Wagon (2x 40 ft) 20′ 40′ Highcube 20′

20′ 20′ 20′ 20′

40′ 40′

30′ 30′ 20′

45′ 30′

7,15 - 7,82 m 7,15 - 7,82 m 7,15 - 7,82 m

Jumbo – Wechselbrücke 20′

7,15 - 7,82 m

7,15 - 7,82 m 7,15 - 7,82 m 20′

45′

Swap bodies for SWL

Mixed Combined Transport

Continental Combined Transport

Maritime Combined Transport

Megabox Megabox

Gernoth Götz / René SchönemannAcademic Staff at the TU Berlin, Institute for Land and Sea Transportation, Department of Railway Vehicles Transport / Department of Track and Railway Operations

Transport Techniques

E 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.

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 sys-

tems) 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 sec-tions 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:

56


Angelo AulicinoBusiness 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

E 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:

Freight customers highest priorities are: Reliability of transport, level of price and available capacity. Therefore the understand-ing, 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

7/1/2014 7

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

57


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

Anders EkmarkSenior Analyst, Market and Planning, Trafikverket (Swedish Transport Administration)

Infrastructure

E 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 work-shops 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:

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:

58


Anton RiederHead of Studies and Tunnel Ventilation / Tunnel Safety, Brenner Base Tunnel BBT SE

Views of Activity 4 – Best practice analysis and selection of innovative scenarios

E 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 recom-mendations for actions to be included in the Green Corridor Development plans of the toolbox.

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 nega-tive 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, con-struction 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 demon-stration of migration strategies for innovation in railway technology and intermodal transport.

Some elements of the toolbox

• Intermodal solutions

• ITS

• Brenner Corridor Platform

• Energy transport

• Use of excavation material

• Thermal energy

Planning Con-

struction

Accompanying

measures Operation

Toolbox

59


Sergio BarbarinoProcter & 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

E 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.

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

60


Ingemar MoenProject Manager, CLOSER, Lindholmen Science Park

Toolbox Ideas

E 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 users. 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.

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

Other Tools

Replica Corridor

Tool

Green Corridor Visibility Planner

Green Corridor

Development Plan

Key Performance

indicators

Case, pilots, best practices

Measures

Tools

Guidelines

Rekommendations

Noise GHG

reduction

Transport flow improvements

Modal shift

Sea operations

61


TEN-T Kernnetzkorridore in Österreich (Schiene)

Scan-Med.Korridor: Nationale SIcht Dr. Thomas SPIEGEL, II/Infra5 4

Thomas SpiegelHead 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

E 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.

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 instru-ment 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)

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, ClimonomicsAGB Vorträge von Helmut Eder, Herald Ruijters, Roberto Ferrazza, Friderike Reineke, Frank Lehner, Armin Riedl, Thomas Baumgartner und Wolfgang Müller von Christina Wölfert, KombiConsultAGB Zusammenfassung und Vorträge von Thomas Spiegel, Walter Pardatscher, Martin Gradnitzer, Susanne Müller und Erhard Michel von Uwe Sondermann, KombiConsultSwiftly Green Zusammenfassung und Vorträge von Markus Singer, Amt der Tiroler LandesregierungBilder/Grafiken: Bildmaterial der jeweils Vortragenden

Fotonachweise: Land Tirol/WuchererGestaltung: CD Citygrafic Designoffice, Innsbruck · www.citygrafic.atDruck: 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

Documents

23.06. – 27.06. Tagungsband Conference proceedings Atti ... · I Klaus-Uwe Sondermann · Riassunto del Convegno della CAB “Potenziamento della ferrovia” ... Für den Brenner-Korridor