Blockade of the Karavanke Road Tunnel and Modal Traffic Diversion on the Parallel Railway Line

Work Package 8

Blockade of the Karavanke road tunnel and modal traffic diversion on the parallel railway line

Final version

July 2013

Doc. Title Blockade of the Karavanke road tunnel and modal traffic diversion on WP 8 the parallel railway line Author(s) PIL PP PP11 Issue date 06/2013 Release 2.0 Last revision 07/2013 By Primoz Kranjec, Klemen Ponikvar Page 32 PILOT PROJECT Scenario: blockade of the Karavanke road tunnel due to a major traffic accident and modal traffic diversion of the heavy good vehicles to the parallel railway line

1 Purpose

Alpine Space road network has several critical points that can hinder traffic flow in case of critical situations (road accident, elementary disaster...). For each critical point feasibility of modal traffic diversion should be examined. Upon feasibility outcome a critical event scenario of modal traffic diversion from road to railway for each critical point should be developed and deployed within JITES information system. JITES will provide information on traffic modal diversion and actions to be taken by stakeholders: - organisation: traffic management authorities and civil protection and disaster relief forces - end-users: drivers. Pilot project basing on a case study provides: - a model for development (description) of scenarios - a list of required data for each critical point to present the scenario on JITES information system. Pilot will also yield a proposal of data presentation in JITES for each group of stakeholders. A pilot case study will be developed for a critical point, which is a single tube two lane Karavanke tunnel connecting Austria and Slovenia between Villach (A) and Jesenice (SI).

2 Description of scenario

Critical point: single-tube two –lane road tunnel Karavanke, connecting motorway between Villach (Austria) and Jesenice (Slovenia). Scenario of accident In the Karavanke road tunnel two heavy good vehicles (HGV) had a collision. In occasion of sudden breaking of vehicles, a rush of several vehicles happened on the both lanes. Fire and explosion has caught the vehicles entailing failure of lighting and road signalling (VMS). Consequences The accident additionally involved the dead of wounds and heavily injured persons. Major material damage and long suspension of traffic ensue in congested traffic on the road section as well as in wider area of impact.

A tunnel operator has detected the accident via various automatic and manual supervision systems and implemented recovery actions. The fire in the tunnel was detected by the automatic fire detection system (fire detectors) as well as emergency call from the booth in the tunnel. The automatic fire extinguishing system has been launched automatically after receiving the fire case information. The operator staff monitors the situation in the tunnel via video surveillance and alerts firemen, police and stress & rescue units about the emergency – supplying them with all necessary data. The operator on duty consults the JITES information system about the scenarios of modal traffic diversion for Karavanke tunnel.

3 JITES information

JITES information system should for every critical point – road infrastructure object or nature sensitive area – provide one or more scenarios that can be implemented in case of critical event. The scenarios are pre-coordinated and stipulated by the parties involved in the relief of critical situations. In this view the scenarios are static. Modal diversion scenario is only one of the applicable scenarios. An appropriate scenario can be selected based on several input parameters that describe the type of critical event (location, extension, type of goods involved...). Modal diversion scenario should provide to the operator the following information: - basic description of modal diversion - description of infrastructure and transport capacities - stakeholders to be informed - procedures to be implemented by traffic operator (description of procedures for stakeholders, communication flow) - instructions to be given to the drivers - cost/time to implement modal diversion.

3.1 Implementation of pilot case in JITES

Motrway operator in Slovenia (DARS) implements control and operation of the motorway system from one central Control & Surveillance Centre in Ljubljana and several regional operation bases around the country. Karavanke tunnel links Slovenia and Austria. On Slovenian side the Hrušica operation base is responsible for regular and emergency operations in the Karavnake. Hrušica operation base accommodates Karavanke tunnel operator. In case of a critical event the operator on duty in Hrušica operation base is responsible to provide the information on the critical event to the JITES system in order to be recorded and to provide short term and long term recorvery actions in the impacted area. The information can be passed by web from with or without JITES editor/administrator approval). Information on critical event in JITEs can be used for production of local area scenarios (Karavanke tunnel scenarios) and as update of traffic situation in the area.

JITES system generally provides information for two different target groups:  Authorized operational, control and stress & rescue teams (road operator, police, fire, etc)  public (road drivers, general public etc.)

Figure 1: JITES system: Alpine space area map “Description of traffic events”

In case of Karavanke modal diversion scenario JITES automatically alerts the following competent authorities about the critical event: 1. Fire & rescue service in Jesenice 2. Regional alarm and warning centre (Austria) 3. Kranj regional informing centre (112) 4. Traffic control centre in Klagenfurt (Austria) 5. Kranj operational communication centre (113) - police 6. Head of duty maintenance group in Hrušica base (DARS) 7. Information technology executive director (DARS) 8. Head and coordinator of Hrušica motorway maintenance base (DARS) 9. Electro-maintenance coordinator of Hrušica base (DARS)

10. Hrušica tool station (DARS) 11. Tunnel safety officer (DARS) 12. Head of communication office (PR) (DARS) 13. Traffic information centre 14. Other relevant services (electricity supply service, regional notification center, etc.) 15. Railway freight operators

Figure 2: JITES system: Alternative railway route for HGV is possible via RO-LA Terminals The JITES provides the competent authorities with all relevant information about the event including the information on possibility of the modal diversion scenario as presented in Figure 2.

3.2 Description of the procedures and tasks of stakeholders

JITES system informs a railway freight operator about the closure of Karavanke road tunnel induced by a traffic accident. Decision on implementation of traffic modal diversion scenario that is stored in JITES information system is taken in compliance with the “Karavanke tunnel emergency plan” that has been stipulated by all authorised parties involved in traffic safety assurance. If the decision has been taken the approval of the scenario should be clearly indicated in the JITES system (“SCENARIO APPROVED”). The approved scenario is automatically triggered by forwarding the 4

alert to the parties in charge of its implementation. Railway freight operator immediately starts with the procedures for introduction of RO-LA (Rolling motorway or piggyback train – trucks are carried loaded on the flat wagons) trains. Adria Kombi is currently the only combined transport operator operating RO-LA trains on the Ljubljana – Karavanke tunnel route. Railway stations (terminals) for loading and unloading of RO-LA trains should be pre-defined and analysed for complete parallel road and railway network under observation. Two railway terminals (one for each direction) are assigned to every critical point on the road network. For the Karavanke road tunnel (the observed a critical point) the two railway terminals - Ljubljana Container and RO-LA terminal in Slovenia and - Villach Container and RO-LA terminal in Austria Are defind. Adria Kombi as selected combined transport operator informs the railway carrier (Slovenian Railways – Cargo) about the intention to (order a free train paths) operate RO-LA trains on the parallel railway network (selected and designated in the scenario). The combined transport operator starts a service for immediate bookings of the transport by the truck drivers opting for traffic modal diversion to the rail. Only the road freight vehicles are acceptable (heavy goods vehicles over 3,5 ton). The truck drivers (especially HGV – heavy goods vehicles) should be informed about the critical event and possibility to use RO-LA service (information about the booking of RO-LA service) to pass the critical area. The information for the truck drivers can be given by: - JITES system for public users (e.g. Handheld personal computers), - Traffic Information Centre by public radio stations, - Traffic guidance by the Police, - Web information portals, - etc. Railway carrier starts with the procedure to order exceptional “ad hoc” train paths at the Operator One Stop Shop at the Railway Infrastructure Manager (SŽ-Infrastruktura). The procedure to start the RO-LA trains is not part of the JITES system since it is completely in control of each railway infrastructure manager. Information is given for the procedure flow in Slovenia: - Infrastructure operator (Central Transport Department) takes the request by transport operator - Infrastructure operator checks the line capacity checking (train path availability) - Central Transport Department arranges construction of train paths (timetable for RO-LA trains) - Railway operator/carrier provides special low-floor flat wagons for the transport of HGV, and required passenger wagons to accommodate HGV drivers. If the railway operator/carrier disposes of no own wagons, they should be rented (prior arrangement and contracts are mandatory).

- The owner of RO-LA terminal provides terminal facilities (requested by Infrastructure manager). In case of Karavanke we have a terminal located in Ljubljana (Slovenia) and in Villach (Austria).

The railway terminal that is suited for RO-LA transport should be fitted with: - road access to the loading/unloading railway track, - the area at the track-end for setting up the loading ramp, - a mobile front loading ramp, - a track of at least 500m of usable length, - parking area for HGV, - equipment for profile measurement, - competent terminal personnel. The following paragraph gives the procedure of RO-LA train reception and dispatching. A list of RO-LA terminal procedures - Operations for RO-LA train in reception: 1. Uncoupling of the head locomotive. 2. Handover of the accompanying documents. 3. Documents transfer to the transport commercialist. 4. Shunting of the train on the terminal tracks, partial brake test included. 5. Opening of the front side wall of the wagon, coupling of the front mobile loading ramp with the wagon. 6. Preparation of HGV for loading at parking areas, document exchanging. 7. Unloading of HGV from the wagons. 8. Survey of the train by technical wagon department. 9. Equipment and cleaning of the passenger wagon.

- Operations for dispatching the RO-LA train: 1. Determination of the sequence of loading – marking of the HGV. 2. Loading of the HGV on the wagons. 3. Wedging of the HGV wheels. 4. Removing of the loading ramp. 5. Closing of the front side wall of the wagon. 6. Documents transfer to the transport commercialist. 7. Accompanying document preparation. 8. Document transformation to the server. 9. Commercial acceptance, forming of train. 10. Coupling of the shunting locomotive and partial brake test. 11. Movement of the train at departure sidings. 12. Full brake test. 13. Delivery of the documents to the train staff. 6

Figure 3: JITES system: road access to the RO-LA terminals

3.3 Pilot project terminals

3.3.1 Ljubljana Container and RO-LA Terminal

Short description of main terminal activities:

- organising combined transports inland and internationally, - transporting intermodal transport units (ITU) by rail and road, - loading and unloading and storing full and empty ITU, - inspections and repairs of ITU, - consolidation of the goods in ITU (collecting, loading and unloading, emptying, transshipment), - storing Frigo containers (16 connections), - railway accompanied combined transport with our partner Adria Kombi, - performing all customs activities for our customers, - preparing transit declarations, - organising customs clearance of ITU, - all activities, connected to the Intercontainer branch office.

Name Ljubljana Container Terminal Adress Slovenian railways - Freight transport Kolodvorska 11, SI-1000 Ljubljana, Slovenia

Tel.: +386 1 29 14 280 Fax.: +386 1 29 14 815 Railway station Code 79-SŽ 42220-4 Opening hours Mo-Fr 07:00 - 17:00 Saturday 07:00 - 12:00 Operator Slovenian railways – Freight transport Area 99.250 m² Loading tracks 2 x 587 m (containers) 2 x 565 m (ROLA) Maximum train length 490 m HGV parking lot 15.000 m² Portal crane 1 Piece 37 t Maximum load Fullcontainer Reach Stacker 2 Pieces 40 t Maximum load Transport modes Rail - Road Nearby motorways A1, A2, H3 Main destiantions Germany Italy Hungary Former Yugoslav republic Aditional services Customs, Cooling/Heating service, Agency, (by Agreement) Container repairing, Container cleaning, Check in/out, etc.

Mobile front ramp for HGV loading on special RO-LA wagons.

HGV loading on special RO-LA wagons.

3.3.2 Villach Container and RO-LA Terminal

Villach terminal is located in Furnitz, 6 km south of Villach.

Name Villach Süd CCT, Villach Süd ROLA Adress Rail Cargo Austria AG 9586 Fürnitz, Hart 100, Austria

Tel.: +43 4257 3230 396 Fax.: +43 4257 838 1396 Railway station Code 01990-1 (CCT), 1991-9 (ROLA) Opening hours Mo-Fr 06:00 - 18:15 Saturday 06:00 - 17:00 Operator Rail Cargo Austria AG Area 70.000 m² Loading tracks 4x 350 - 400 m (containers) 1 x 500m, 1 x 350m (ROLA) Maximum train length 600 m

HGV parking lot 6.000 m² Portal crane 1 Piece 40 t (swap body) 32 t (Container) Maximum load Fullcontainer Reach Stacker 1 Piece 45 t Maximum load Transport modes Rail - Road Road access Number B83 Nearby motorways A2 Main destiantions Austria Germany Italy Slovenia Gateway function Italy Aditional services Customs, Cooling/Heating service, Agency, (by Agreement) Container repair, Container cleaning, Check in/out

Ortophoto view of the Villach Container & RO-LA Terminal

3.3.3 Instructions and conditions

Instruction to the HGV drivers, given by the railway operator (source: AdriaKombi):  Instructions of the railway personnel must be followed at all times.  The HGV may be loaded only if in compliance with road regulations. Be careful that tarpaulins are attached and closed at all sides, side mirrors folded in and in compliance with regulations, additional equipment put away (snow chains, ladders, etc.). Dimensions and weights of vehicles must comply with the freight transport act. Axle loads must not exceed the ones required by law. More detailed data may be found in the timetable.  The freight being carried must be evenly loaded onto the loading surface of the HGV and safely attached. Axle and trailer loads must not exceed the ones required by law. When securing freight, bear in mind the maximum external height and width of freight and the HGV.  Radio antennas must be completely folded, removed or secured by being tied down. Due to the danger of high voltage all radio devices (including alarm devices) must be switched off, so that automatic positioning of antennas is disabled. Radio reports on road conditions must also be turned off. The danger of a short circuit!  Driving on the train is possible with the permission of competent authorities. When driving on the train, bear in mind the distance of your vehicle from the wagon floor and the distance to other vehicles. 11

 Avoid damages to the HGV, wagon and loading ramps. Air springs must be fully filled with air.  Drive gradually through wagons with the minimum distance of wagon length to the next HGV.  Respect the maximum allowed vehicle dimensions.  Be particularly careful to drive exactly on tracks when driving from one wagon to the other in order to avoid damages to the steering system of your vehicle.  After the vehicle has been loaded, leave it in a gear, pull the brake and turn off the engine.  Adjust chocks, leave air out of the air spring system, if necessary, and close doors.  It is only allowed to be on tracks when placing or removing chocks.  It is prohibited to climb onto the roof of vehicles – Lethal danger!  The safety distance in parts near the transport network and its construction parts under voltage must be at least 3 m; the use of long objects at work is thus prohibited – Lethal danger!  Do not step onto adjacent tracks and keep the distance to adjacent tracks – Lethal danger!  It is strictly prohibited to travel in the cabin of a loaded HGV – Lethal danger!  Sparks may jump also without a direct contact with track wires – Lethal danger! The instructions of the personnel must be followed!  The removal of chocks is only allowed after the train has arrived to the discharge track. After chocks have been removed, they must be put into the designated drawers. Before driving off the train, the permission of competent railway personnel or the terminal must be given.  When leaving the train, be careful that the HGV is lifted from the floor enough (air springs).  A HGV with a trailer or a HGV may be accompanied by a driver and a co-driver, who must be at least 18 years of age. The names of the driver and the co-driver must be stated on the shipment note.  Other persons are not allowed onto the train. The sleeping wagon can accommodate a limited number of persons.  It is only allowed to enter or leave the train at end railway stations after the train / sleeping wagon has reached its final destination. It is not allowed to leave the sleeping wagon during stops, except with the prior instruction of the competent official if stops at customs offices and borders or train failures require so. Special caution is necessary when entering or leaving the train.  It is prohibited to throw objects out of windows. Maintain the cleanliness of the sleeping wagon and do not use the bathroom during stops or while at loading facilities.  The above instructions must be followed. Users of piggyback trains shall be liable for any damages to wagons, track devices, etc., arising from failure to follow the above instructions. The general terms and conditions of the UIRR are applicable.

Securement of antennas on vehicles:  All antennas on vehicles exceeding the HGV height of 4.00 m must be folded or removed.

 Tying down of long antennas exceeding the HGV height under 4.00 m, sticking of antennas between the cabin and spoiler, wedging between the side mirror and similar is no longer allowed.  If any irregularities or too long antennas not removed by the driver are discovered before the train leaves, the HGV will not be allowed to be dispatched for safety reasons.  In order to ensure the highest possible transport safety, we ask you to consistently follow the abovementioned measures and thank you for your understanding.

Conditions for the transport of road HGV:  maximum allowed angle height of the vehicle: 4m, maximum length: 18.75 m, maximum allowed width of the vehicle: 2.6 m  maximum allowed total weight of the vehicle: 38 t, under certain conditions 40 t  prohibited or restricted types of goods may only be dispatched under certain conditions  goods subject to veterinary inspection cannot be dispatched towards the south/the north  dangerous substances may be carried under special conditions  the general terms and conditions of the UIRR and conditions of participating companies in combined traffic as well as instructions for users of the ROLA piggyback system are applicable

4 Estimation of costs and time

Toll for the use of Karavanke road tunnel from Slovenia can be paid by:  cash or payment cards (all vehicles);  the point card (category 1 vehicles);  DARS electronic media cards. Toll amount for the Karavanke road tunnel was determined by the Government of the Republic of Slovenia by the Decree laying down the toll for the use of Karavanke road tunnel.

The Karavanke road tunnel is excluded from toll payment with regards to the EURO emission class.

Toll tariff for the use of Karavanke road tunnel:

Category Vehicle type EUR Category 1 Vehicles with the maximum mass not exceeding 3,500kg 6.50 Category 2 Two-axle vehicles of which the maximum mass exceeds 3,500kg 10.50 Category 3 Three-axle vehicles of which the maximum mass exceeds 3,500kg 15.00 Vehicles with more than three axles, of which the maximum mass Category 4 22.50 exceeds 3,500kg

Based on European transport studies an average costs per one HGV per kilometre were calculated. Eight different cost categories were taken into consideration. The highest cost presents the fuel, because the average fuel consumption of HGV is about 30 litres / 100 km.

Estimation of an average costs for HGV, divided into 8 categories. Cost categories €/km 1. Vehcle purchase 0.186 2. Insurances 0.100 3. Vehicle taxation 0.007 4. Tires 0.036 5. Diesel cost 0.459 6. Vehicle maintenance 0.093 7. Motorway tolls 0.215 8. Driver cost 0.228 Total cost per kilometre 1.324

4.1 Railway – motorway comparison

A comparison of the running times and costs between railway and motorway is going to show the differences between road and rail transport modes. The following comparison shows the differences between HGV driven on the motorway and by the RO-LA train. The motorway and railway goes parallel. The departure city is Ljubljana and the arrival city is Villach in Austria.

Railway:  The railway line length between Ljubljana and Villach → 104 km  Estimated travel time → 2 hours  Loading and unloading time → 2,5 hours  An estimated costs per one HGV → 200 €

Motorway:  The motorway length between Ljubljana and Villach → 110 km  Estimated travel time → 1,5 hours  Loading and unloading time → /  An estimated costs per one HGV → 170 €

4.2 Alternative motorways for heavy good vehicles

During the closed tunnel Karavanke some alternative routes are possible for the heavy good vehicles (HGV). The Karavanke tunnel is located on the Tauern motorway.  The first route is possible from Zagreb via Graz to Germany (or Villach). This is so called Pyhrn motorway  The second route is possible from Koper via Udine (Italy) to Villach. The alternative routes for HGV should only be the motorways. The sketch below shows the motorways for HGV. A section between Zagreb and Graz (between Ptuj and Slo-Cro border) is not classified as a motorway.

In the next steps are going to be analysed three different departure cities Koper, Ljubljana and Zagreb and the final destination city Salzburg at Germany-Austria border. The following table presents the distances, traveling times and travel costs for HGV between departure and destination cities. The direction through Karavanke tunnel is shown for the comparison between other motorway bypasses.

Depart. city Via Destination Length Time Costs Remarks (Km) (h) (€) Koper Ljubljana,Karavanke tu. Salzbur 410 5,47 543 tunnel closed Koper Udine (Italy) Salzbur 440 5,87 583 Ljubljana Udine (Italy) Salzbur 475 6,33 629 Ljubljana Karavanke tunnel Salzbur 305 4,07 404 tunnel closed Ljubljana Graz Salzbur 470 6,27 622 Zagreb Udine (Italy) Salzbur 605 8,07 801 Zagreb Karavanke tunnel Salzbur 435 5,80 576 tunnel closed Zagreb Graz Salzbur 455 6,07 602

The shortest route from Koper to Salzburg goes through Karavanke, but in our scenario the tunnel is closed. We have two options: the first one is to travel by HGV via Italy (Udine) and the second is to travel by RO-LA train from the railway terminal Ljubljana. The bypass for HGV via Graz is not realistic for the departure city Koper, because of its length. The shortest route from Ljubljana to Salzburg goes through Karavanke, but in our scenario the tunnel is closed. We have three options: the first one is to travel by HGV via Italy (Udine), the second is to travel via Graz and the third is to travel by RO-LA train from the railway terminal Ljubljana. The shortest route from Zagreb (Croatia) to Salzburg goes through Karavanke, but in our scenario the tunnel is closed. We have three options: the first one is to travel by HGV via Italy (Udine), the second is to travel via Graz and the third is to travel by RO-LA train from the railway terminal Ljubljana. The longest route goes via Udine.

4.3 Combination of two transport modes motorway and railway

The following cost and time calculations considered the HGV using two different transport modes – motorway and railway. HGV’s has three different departure cities Koper, Ljubljana and Zagreb and the same destination city near Austria-Germany border (Salzburg). On the transport route between Ljubljana and Villach, the HGV are carried by the RO-LA train. The vehicles are loaded or unloaded at the railway terminals Ljubljana and Villach. On the other parts of the route, the HGV are taken the motorways. The route sections and transport modes are presented in the following table.

Departure city Rote section Transport mode Length (km) Total length (km) Koper-Ljubljana motorway 105 Koper Ljubljana-Villach railway 104 404 Villach-Salzburg motorway 195 Ljubljana-Villach railway 104 Ljubljana 299 Villach-Salzburg motorway 195 Zagreb-Ljubljana motorway 130 Zagreb Ljubljana-Villach railway 104 429 Villach-Salzburg motorway 195

All three departure cities have the same route section between Ljubljana-Villach-Salzburg. City Ljubljana has the shortest route, about 300 kilometres. Calculation of the travel time and travel costs for HGV is presented in the following table. The total travel time included the driving time on the motorways and railway and also included the loading and unloading time at the RO-LA terminals in Ljubljana and Villach. The total travel costs included the costs of the HGV driving on the motorways and one way ticket for RO-LA train.

Departure city Rote section Transport mode Total travel time (h) Total costs (€)

Koper-Ljubljana motorway Koper Ljubljana-Villach railway 8,50 597 Villach-Salzburg motorway Ljubljana-Villach railway Ljubljana 7,10 458 Villach-Salzburg motorway Zagreb-Ljubljana motorway Zagreb Ljubljana-Villach railway 8,83 630 Villach-Salzburg motorway

The total estimated travel time from Koper to Salzburg is 8,5h and the estimated costs are about 600 EUR. HGV from Ljubljana has the shortest route, so the travel time is the shortest; about 7h and the costs are the lowest – about 460 EUR. HGV from Zagreb has the longest route and the highest costs. A summary of the travel time and costs regarding the transport mode and different route section is presented in the following table.

Departure city Via Transport mode Total travel Total travel time (h) costs (€) Ljubljana,Karavanke tu.* road 5,47 543 Koper Udine (Italy) road 5,87 583 RO-LA terminals road/rail 8,50 597 Udine (Italy) road 6,33 629 Karavanke tunnel* road 4,07 404 Ljubljana Graz road 6,27 622 RO-LA terminals road/rail 7,10 485 Udine (Italy) road 8,07 801 Karavanke tunnel* road 5,80 576 Zagreb Graz road 6,07 602 RO-LA terminals road/rail 8,83 630 *Only for comparison The fastest and the low-priced transport variant from Koper to Salzburg is via Ljubljana and Karavanke tunnel by motorway. If the tunnel is closed the second solution is via Udine bypass motorway. The third option is a combination of motorway and railway; this is the slowest and the most expensive variant for HGV starting from Koper. For the HGV around Ljubljana city is the fastest variant via Graz in Austria, but the low-priced variant is combined transport by RO-LA train. That is also the slowest transport variant. While the Karavanke tunnel is closed is the fastest and the low-priced transport variant from Zagreb to Salzburg via Graz.