18


NEWS


ISSUE 1 2011 A blueprint for European rail freight growth


A ‘manifesto’ for European Union-wide rail freight standards and a European railway core network was unveiled to the European Parliament in Brussels on 12 January. James Graham reports.


Brussels-based transport industry pressure group Ferrmed (Promotion de Grand Axe Ferroviaire de Merchandises) presented its manifesto to 350 supporters from the EU’s political and business spheres as well as representatives from EU ministries of transport and the most significant member states and regions. Joan Amorós, Ferrmed general secretary, said: “Ferrmed aims for a competitive EU rail freight core network with the gradual implementation of our standards. This includes a leading body at EU level, shaping strategy, operational and governance coordination. “Our studies demonstrate that


most existing conventional lines in the EU have plenty of capacity. We only need bypasses in large cities in order to avoid the local and commuting passenger traffic. However, in the main corridors of the network, with heavy passenger traffic, it is better to get another parallel line for high speed trains. The common standards


being presented by Ferrmed are intended to boost the competitiveness of the Trans- European priority network by increasing and improving inter-operability, increasing rail freight capacity and boosting profit in the network for all stakeholders.” The agenda was welcomed by


a number of rail freight bodies, including the European Rail Freight Association (ERFA). Its president, Lord Tony Berkeley – who is also chairman of the Rail Freight Group in the UK - said the programme would


help create “the very necessary technical harmonisation of the European rail network in order to enable more efficient and less costly train operation.” However, he added: “Alongside this, there needs to be the legal and commercial changes proposed by the Commission in its recast of the First Railways Package to create full liberalisation. This must be implemented fully and consistently across all member states to enable fair competition between all operators and open access to all infrastructure, including terminals. This needs comprehensive and independent regulation and total separation of infrastructure management and train operation.”


Lord Berkeley: The full


liberalisation agenda must continue in parallel with the Ferrmed programme


kilometres apart. One would serve high-speed passenger trains while the second set of double tracks would serve freight trains with axle loads of 22.5 to 25 tonnes, along with passenger services. It does not seek dedicated freight lines though there should be freight bypasses around urban bottlenecks in the system.


Most of the existing conventional lines in the EU have plenty of capacity, including marshalling yards Joan Amorós talking to the media Amorós added: “The Ferrmed Standards


The agenda contains 19 key fiscal, regulatory, business and technical standards, designed to boost rail freight operation within the existing EU network and promote strategic infrastructure investments where appropriate. An important standard would


see the development of four- track standard gauge corridors of two parallel double track lines, electrified, at 25Kv. But they do not have to be adjoining and could in reality be tens of


rail freight locomotive and wagon concept demonstrates that for long and heavy trains, from 3,600 to 5,000 tonnes, we will need the traction power of 7000 KW to 10000 KW...two Co- Co (six-axle) locomotives or three Bo-Bo (four-axle) locomotives with 12 motorised axles. This kind of locomotive already exists in Europe.” It was only necessary to install braking and safety systems and noise and exhaust emissions control, he said. For wagons, the proposal is


to move to a platform concept, with variable or detachable superstructures, loading gauge UIC-G-C – which would allow two 9’ 6” containers double- stacked - speeds of 100 to 120 kmph, central beam, automatic central couplers, electric power supply and IT equipment, compact brakes and reduced tare weight. “This is the only way to move gradually to longer


and heavier trains, as stated in our standards,” Amorós stated. Freight trains would be


1.5km long with payloads up to 5,000 tonnes while sidings would be built or extended to manage this length of train. Full implementation of ERTMS (European Rail Traffic Management System) control would allow bi-directional running as railway managers look to timetable 24-hour, seven days a week operation of freight trains. Lord Berkeley broadly approves the standards though he points out the issues railway companies must face in order to achieve them: “Europe’s current infrastructure would have to be adapted to accommodate this traffic. “The proposals are around


double the length of the current maximum train lengths, but of course not all routes can accept even 750m trains at present. The manifesto ambitions are quite reasonable and would probably be even longer if freight had its own lines. Operating on a largely passenger railway, this is a reasonable compromise between cost and efficiency.” The manifesto is based on


the standard gauge of Western Europe, but leaving Ireland, Finland and Spain/Portugal with their broad gauge lines out in the cold. Amorós says: “In the case


Rail freight can only benefit from greater standardisation to grow traffic, believes Ferrmed


of Finland, rail freight traffic is Russian-oriented, so it is not necessary to change the width of the tracks. In the case of Spain and Portugal, the best solution is to add a third rail to the existing tracks, making possible the passage of both kinds of trains, Iberian gauge and standard gauge. In fact, from last December, the port of Barcelona has been linked to the


Ferrmed


Founded in 2004, Ferrmed has 140 trade and professional members, including Bombardier, Comsa Rail Transport, DB Schenker Rail, Logística y Transporte Ferroviario, the ports of Rotterdam and Antwerp and Transfesa. Most attendees at the launch event came from Spain while


others were from France, Germany, Poland, Estonia, Lithuania, Italy and Sweden.


EU standard gauge lines through this solution.”


Red Banana


Full recognition of the Mediterranean Corridor and its integration into the Trans- European Rail Freight Core Network is also a core element of the manifesto. The corridor, dubbed the


Red Banana, includes the most important areas of EU economic and logistic activity, including major ports and airports. The main trunk of the network


Red Banana: Great Axis rail freight network


links northern Sweden, Finland, Russia and Baltic States and crosses the Oresund and Fehmarn straits, connecting all the ports of the western Baltic Sea and the North Sea, as well as the UK and the major inland ports south towards the Mediterranean. Ferrmed has analysed the


impact of the implementation of its standards in this ‘Great Axis’ rail network, including solving bottlenecks, bypasses, new lines, terminals, rolling stock adaptation and gauge adjustment in the Spanish Mediterranean corridor.


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