PRIORITY AXIS 22 IN THE PLANNING FRAMEWORK OF A HIGH PERFORMANCE NETWORK IN SE EUROPE (AND EXPERIENCES FROM INITIATIVES 1996 TODAY)

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1 PRIORITY AXIS 22 IN THE PLANNING FRAMEWORK OF A HIGH PERFORMANCE NETWORK IN SE EUROPE (AND EXPERIENCES FROM INITIATIVES 1996 TODAY) Konstantinos Tzanakakis Athens, 22 May 2012

2 Some experiences form the past UIC / High speed Department / South East Group 2005 SEECP (South East Europe Cooperation Process) 2006 Priority Axis 22

3 3 1997: UIC / High speed Department / South East Group

4 Action Plan (8 th meeting: Ioannina, October 1997) 4 The aim of the action plan on a middle term basis (by about 2002) is the operation of 3 priority axes with an average speed of 130 km/h (highest speed 160 km/h). In those axes could be some sections with v max speed could be higher. 200 km/h, so the average

5 Proposed priority axes 6 WIEN SALZBURG BUDAPEST 3 VENICE 5 LJUBLJANA ZAGREB 1 BEOGRAD BUCURESTI CONSTANTA SKOPJE SOFIA 2 INSTAMBUL 4 THESSALONIKI ANKARA ATHENS

6 7 2005: SEECP Initiative

7 8 The goal for a high performance railway network a vision for a High Performance Network in South East Europe ( High Quality Lines or High Performance Lines ) The development of High Performance Lines in South East Europe ties in with the development of High Speed Passenger Transport in Europe in general

8 9 The aim is to create a network of priority axes with an average speed of 130 km/h (highest speed 160 km/h). In this network could be some sections with v max 200 km/h, so the average speed could be higher than the speed of 130 km/h. This network should be realized with the described characteristics till 2015.

9 10

10 11 RAILWAY MAP

11 12 RAILWAY MAP

12 Cities in a travel distance from Thessaloniki of about 700 km, 900 km, 1100 km distance 1100 km travel time conv. train 8:45 h travel time tilting train 7:00 h distance 900 km travel time conv. train 7:00 h travel time tilting train 5:45 h distance 700 km travel time conv. train 5,5 h travel time tilting train 4:45 h

13 Cities in a travel distance from Sofia of about 700 km, 900 km, 1100 km distance 1100 km travel time conv. train 8:45 h travel time tilting train 7:00 h distance 900 km travel time conv. train 7:00 h travel time tilting train 5:45 h distance 700 km travel time conv. train 5,5 h travel time tilting train 4:45 h

14 Cities in a travel distance from Bucharest of about 700 km, 900 km, 1100 km distance 1100 km travel time conv. train 8:45 h travel time tilting train 7:00 h distance 900 km travel time conv. train 7:00 h travel time tilting train 5:45 h distance 700 km travel time conv. train 5,5 h travel time tilting train 4:45 h

15 : Priority Αxis 22

16 : Priority Αxis 22

17 WIEN SALZBURG BUDAPEST 1997GRAZ NSBRUCK VILLACH MARRIBOR ARAD VINT LJUBLJANA ZAGREB VRPOLJE VENEZIA INDIJA BEOGRAD TOVARNIC PLOIESTI BOLOGNA VELIKO ORASJE ANCONA NIS SOFIA SKOPJE ROMA EIDOMENI PLATY THESSALONIKI KATERINI LARISA LIANOKLADI BUCARESTI CONSTANTA GIURGU INSTAMBUL Kilometers Design: K. Tzanakakis ATHINAI TODAY 18

18 WIEN SALZBURG BUDAPEST 1997GRAZ NSBRUCK VILLACH MARRIBOR ARAD VINT LJUBLJANA ZAGREB VRPOLJE VENEZIA INDIJA BEOGRAD TOVARNIC PLOIESTI BOLOGNA VELIKO ORASJE ANCONA NIS SOFIA SKOPJE ROMA EIDOMENI PLATY THESSALONIKI KATERINI LARISA LIANOKLADI BUCARESTI CONSTANTA GIURGU INSTAMBUL Kilometers Design: K. Tzanakakis ATHINAI TODAY??? 19

19 20 Plan

20 21 Plan

21 22

22 23 Priority Axis 22

23 : Action Studies for Priority Αxis 22 PA 22: Length: km Double track: 46% Electrified: 75%

24 Welcome TEN-T Revision 1st Deliverable 2nd Deliverable Cost breakdown Following Activities Feasibility Studies Conclusions Summary Infrastructure Technical Characteristics Country Length (km) Double Track (%) Electrification (%) Number of stations Greece % 35% 70 Bulgaria % 100% 52 Romania % 79% 75 Hungary % 100% 46 TOTAL % 75% 243 Co-financed by the European Union

25 Welcome TEN-T Revision 1st Deliverable 2nd Deliverable Cost breakdown Following Activities Feasibility Studies Conclusions Line Geometry Analysis Co-financed by the European Union

26 Welcome TEN-T Revision 1st Deliverable 2nd Deliverable Cost breakdown Following Activities Feasibility Studies Conclusions Traction Power Country Section Length (km) Traction Greece Athens Tithorea - Domokos Diesel Greece Domokos - Thessaloniki Electric 25 kv Greece Thessaloniki - Promachonas Diesel Bulgaria Kulata - Vidin Electric 25kV Romania Calafat - Craiova Diesel Romania Craiova - Curtici Electric 25 kv Hungary Lőkösháza - Hegyeshalom Electric 25 kv

27 Welcome TEN-T Revision 1st Deliverable 2nd Deliverable Cost breakdown Following Activities Feasibility Studies Conclusions Axle Load Country Section Length (km) Max. Axle Load (t/axle) Greece Athens Tithorea - Domokos Greece Domokos - Thessaloniki Greece Thessaloniki - Promachonas Bulgaria Kulata - Sofia Bulgaria Sofia - Vidin Romania Calafat - Craiova Romania Craiova - Curtici Hungary Lőkösháza - Hegyeshalom

28 Welcome TEN-T Revision 1st Deliverable 2nd Deliverable Cost breakdown Following Activities Feasibility Studies Conclusions Platform Geometry Section Number of Stations Platform Average Length (m) Athens - Tithorea ,6 Tithorea - Domokos ,7 Domokos - Thessaloniki ,0 Thessaloniki - Promachonas ,9 Kolkata - Sofia ,9 Sofia - Vidin ,9 Calafat - Craiova ,9 Craiova - Timisoara ,1 Timisoara Curtici ,5 Lőkösháza - Budapest ,8 Budapest -Hegyeshalom ,8

29 ALTERNATIVE SCENARIOS The 3 alternative development scenarios of Axis 22 simply presented are: Alt 1 REFERENCE. This is the BAU (Business As Usual or do nothing ) scenario, which achieves mixed speeds of 80 to 160 km/h. Alt 2 MIDDLE. This is the with project, which will achieve speeds from 120 to 160 km/h and all realignments implemented. Alt 3 FULL. This is the alternative scenario, which will achieve a minimum throughout speed of 160 km/h.

30 Scenarios Stnds 1-Reference 2-Middle 3-Full Double Track Loading Gauge Axle Load Signaling Existing Configuration. Completion of projects committed or under Implementation Mixed A to C Existing ETCS Level I 2 tracks except Craiova Mezdra and Radomir - Thessaloniki B minimum, C in new construction 22.5 t in new construction and major superstructure upgrades ETCS Level I after implementation of GSM-R transition to ETCS Level II Electrification 25 KV 25 KV 25 KV Maximum Train Length Platform Characteristics Speed Existing Localized improvements in major stations Mixed 80 km/h 160 km/h 400 m 750 m in selected stations High and 400m length platforms in selected stations 120 km/h 160 km/h. All realignments implemented 2 tracks throughout C 22.5 t throughout ETCS Level II 750 m throughout Full facilities for PSN m platform length throughout. 160 km/h throughout. All realignments implemented

31 Million Euros INVESTMENTS in million Euros (2010 fixed values) Total investments for Alt 2 MIDDLE Scenario Type of works OSE NRIC CFR MAV (GR) (BG) (RO) (HU) TOTAL Designs Land acquisition etc Substructure & superstructure Stations Large Structures Signalling - Telecomanding Electrification Total TIME SCHEDULE OF INVESTMENTS Residual Value At the end of the 30 years period OSE (GR) 553 NRIC (BG) CFR (RO) 814 MAV (HU) 57 TOTAL Co-financed by the European Union

32 33 Other planning activities

33 Freight Corridor 7 34 The Ministers of Transport of Austria, Bulgaria, Greece, the Czech Republic, Slovakia, Romania and Hungary signed on June 16, 2011, in Luxembourg, the Memorandum of Understanding on the implementation of the railway freight corridor no. 7. The memorandum is aimed at facilitating the implementation of Regulation no. 913/2010 of the European Parliament and of the Council, which became effective on November 9, This regulation stipulates that creating international railway corridors on the European railway network for a competitive freight transport, where cargo trains could run at ease and pass easily from a national network to another, would improve the infrastructure operating conditions. Implementation and investment plans for exploiting the railway freight corridor no. 7 will be decided on by a board including the representatives of the 7 countries who signed the memorandum.

34 EUROMED: Toward an Integrated Mediterranean Transport System 35 The trans-mediterranean transport network (TMN-T) Bottleneck

35 The Trans-Asian Rail Axis 36 Economic and Social Commission for Asia and the Pacific

36 37 Transsiberian Landbridge

37 Through service between China and Western Europe 38 In January 2008 China and Germany inaugurated a long distance freight train service between Beijing and Hamburg. Travelling a total of 10,000 kilometres (6,210 mi),the train uses the China Railways and the Trans-Mongolian line to travel from Xiangtan (in Hunan Province) to Ulan Bator, where it then continues north to the Trans-Siberian. After reaching the end of the Trans-Siberian at Moscow the train continues to Germany via rail links in Belarus and Poland. Total transit time is 15 days, as compared with the 30 days average it would take for the freight to make the same journey by ship. The first train of 50 containers, carrying a mixed load of clothes, ceramics and electronics (for the Fujitsu company), travelled on tracks operated by six different railways

38 39 Another test run, from Chongqing to Duisburg via Alanshankou crossing, Kazakhstan, Russia, Belarus, and Poland took place in March-April 2011, covering 10,300 km in 16 days. Chongqing Municipality

39 : Guidelines for the development of the trans-european transport network (Proposal)