European Commission Schweizerische Eidgenossenschaft GD MOVE Federal Office of Transport (FOT)
Observation and Analysis of Trans-Alpine Freight Traffic Flows Methodology Report
Photo: Sigmaplan
May 2013
Imprint
Contracting Authority: European Commission, DG MOVE and Swiss Federal Office of Transport
Authors: K. Dörnenburg, Thomas Haas, Lars Wenzel, Sigmaplan W. Fusseis J.-B. Thebaud, Interface Transport
Version Date Author(s) 1.0 14.09.12 kd/WF/JBT/LW/TH 2.0 28.09.12 kd/WF/JBT/LW/TH 3.0 07.12.12 kd/WF/JBT/LW/TH 4.0 30.05.13 kd/WF/JBT/LW/TH
M:\G1020_1039\S1034\Doku\Eigene_Berichte\Methodenbericht\Meth_Report_May13.docx / TH
Observation and Analysis of Trans- Alpine Freight Traffic Flows: Methodology Report
Contents
1 Introduction ...... 1 1.1 Definition of the Observatory zone ...... 1 2 Contacts with national services ...... 4 2.1 Austria ...... 4 2.2 Switzerland ...... 4 2.3 France ...... 4 3 Data sources ...... 6 3.1 Trans-Alpine freight traffic and transport publications ...... 6 3.2 Data sources in Austria ...... 9 3.3 Data sources in Switzerland ...... 11 3.4 Data sources in France ...... 13 4 Definitions ...... 19 4.1 Road traffic ...... 19 4.2 Rail transport ...... 23 4.3 Cost factors ...... 25 4.4 Environmental quality ...... 35 4.5 Quality of road traffic flow ...... 37 4.6 Quality of rail transport services ...... 39 5 Web Application ...... 40 5.1 Architecture ...... 40 5.2 Functions of the web application ...... 41 5.3 Data recording ...... 41 5.4 Data export ...... 42 5.5 Data migration ...... 42 6 Quarterly and annual reports ...... 43 6.1 Quarterly reports ...... 43 6.2 Annual reports ...... 43 7 Article 47 reports ...... 44 8 Glossary ...... 46 8.1 Organisations ...... 46 8.2 Technical terms ...... 48 8.3 General ...... 49 9 References ...... 50
Sigmaplan, Fusseis, Interface Transport, May 2013
Annex
Annex 1: Cost model, Input table ...... I Annex 2: Cost model, French crossings ...... II Annex 3: Cost model, Swiss crossings ...... VII Annex 4: Cost model, Austrian crossings ...... XII
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 1
1 Introduction
The "Observation and Analysis of Trans-Alpine Freight Traffic Flows" consists of permanent freight transport and traffic flow monitoring in the Alpine region as spec- ified by the Land Transport Agreement (LTA) between Switzerland and the Euro- pean Union. The "Alpifret" consortium executed this task first: EGIS France (France), Infras (Switzerland) and Rosinak & Partner (Austria); then, in mid- March 2012, a new consortium consisting of Sigmaplan (Switzerland), Interface Transport (France) and Walter Fusseis (Austria) assumed responsibility. The project is now called "Observatory".
The current report is an update of the December 2008 document drafted by the "Alpifret" consortium.
The objectives of this report are:
Listing of national data providers necessary for regular database feeding and allowing - if the need arises - direct contact with third parties (conveyers’ asso- ciation, operators, etc) Description of methods used when compiling existing raw data related to trans- Alpine freight traffic flows and transport volumes in Austria, France and Swit- zerland and transforming them into relevant indicators Defining indicators of road and rail transport costs Defining indicators in the three countries enabling an assessment of transport flows and environmental quality of the Alpine crossings under observation Defining indicators of serious traffic distortion, which can trigger unilateral or multilateral safeguard clauses envisioned in the LTA between Switzerland and the European Union Defining the structure and contents of quarterly and annual reports Defining the procedure to be followed when an Article 47 report is requested.
1.1 Definition of the Observatory zone
The "Observation of Trans-Alpine freight traffic flows" covers the whole Alpine arc. This arc spans from the Alpes Maritimes on the Mediterranean coast in the south- west to the Alpine foothills at the border triangle between the Austrian regions of Styria, Lower Austria and Burgenland in the East, following first the Franco-Italian border and the Italo-Swiss border in the south Valais, then crossing the massifs of Gotthard and Rheinwaldhorn in Switzerland, before following the Ötztal and Zillertal Alps (along the Austro–Italian border) and descending from the High Tau- ern via the mountains separating the Austrian regions of Salzburg, Upper and Lower Austria on one side from Styria on the other side all the way to Burgenland. The Observatory covers all important Alpine crossings between Ventimiglia on the Franco-Italian border and Wechsel in Austria, corresponding to arc C in Alpinfo publications1 of the Swiss Federal Department of Environment, Transport, Energy and Communication.
1 http://www.bav.admin.ch/themen/verkehrspolitik/00501/01414/index.html
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The following table shows the points of crossing studied.
Country Crossing Road Rail Arc A
France Ventimiglia X X
Montgenèvre X
Fréjus X X
Mont Cenis X X
Mont Blanc X X
Switzerland Grand St-Bernard X X
Simplon X X X
Gotthard X X X
San Bernardino X X
Austria Reschen X X
Brenner X X X
Tauern X X
Felbertauern X
Schoberpass X X
Semmering X X
Wechsel X X
Table 1: Relevant Alpine crossings of arc C
In a supplement, traffic and transport data will be analysed on a reduced Alpine arc, referred to as Arc A, as in Alpinfo publications. Traffic in this part of the Alps shares common characteristics - geographical origins and destinations (north-west towards south-east of Europe) - and the crossings of Arc A are partial alternatives to each other. Arc A consists of 9 Alpine crossings, from Fréjus / Mount Cenis in the southwest to Brenner in the east (see figure overleaf).
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 3
Figure 1: Alpine Arcs C and A
Data for Tarvisio on the Austro-Italian border, which belongs neither to arc A nor to arc C, will be added for information purposes only.
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2 Contacts with national services
In each of the three countries Austria, Switzerland and France, contacts have been established between the partners of the Sigmaplan consortium and authorities in charge of monitoring trans-Alpine freight transport flows. These contact persons are experts regarding all freight traffic and transport data and indicators in their re- spective countries as far as these data are monitored and made publicly available. 2.1 Austria
The contact person at the Federal Ministry of Transport, Innovation and Technol- ogy (BMVIT) is Mr Reinhard Koller ([email protected]).
Data on motorway freight traffic are delivered by ASFINAG, the operator of the Austrian motorway and expressway network. Motorway congestion indicators are also measured by ASFINAG (Ms. Katharina Raub [email protected]).
Freight traffic data on national roads (Felbertauern and Reschenpass) can be obtained from the regional government of Tyrol (Mr Ludwig Schmutzhard [email protected] and Othmar Knoflach [email protected]).
All information on rail freight transport can be obtained from the Austrian Federal Railways (Österreichische Bundesbahnen, ÖBB). Data supplied includes ÖBB and other operators; contact person is Katja Skodacsek ([email protected]). 2.2 Switzerland
In Switzerland, the freight traffic section of the Federal Office of Transport – FOT - is in charge of freight transport and traffic monitoring across the Alps. Mr Christoph Schreyer ([email protected]) is the contact person. He is central interlocutor for data exchange in the freight transport area, providing detailed data on road transport from the Federal Roads Office FEDRO and rail data from the infrastructure division of the Swiss Federal Railways SBB. All data will be provided by FOT; no direct contact between the consortium and data providers is foreseen. This guarantees that Swiss traffic and transport data are consistent with those reported in official publications.
Mr Klaus Kammer ([email protected]), contact person at the Federal Office of Environment, is responsible for monitoring environmental support measures ("Monitoring flankierende Massnahmen Umwelt MFM-U"). 2.3 France
Mr Colin Albizatti ([email protected]) is the main contact at the French Ministry of Ecology, Sustainable Development and Energy (Ministère de l’Ecologie, du Développement Durable et de l’Energie MEDDE). He is attached to the department of observation and statistics (Service de l’Observation et des Statistiques SOeS) and is responsible for the realization of the CAFT survey in France and for data analysis. He will provide detailed traffic data on public Alpine road crossings, which he gets from the Italian "Autostrada dei fiori"2 and
2 http://www.autostradadeifiori.it/home_banner.htm
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ESCOTA for the Ventimiglia crossing and from DREAL PACA (Direction Régional de l'Equipement, de l'Aménagement et du Logement Provence Alpes Côte d'Azur) for the Montgenèvre crossing. Mr Albizatti will guarantee data validity by applying correction coefficients (see Chapter 3.4).
Road traffic data from private road crossings (Fréjus Tunnel and Mont Blanc Tunnel) are collected on a monthly basis from the following contacts:
GEIE (Gruppo europeo di interesse economico) for the Mont Blanc tunnel3: Ms Sandra Ziggiotto ([email protected]) SFTRF (Societé Française du Tunnel Routier du Fréjus) for the Fréjus tunnel4: Ms Sophie Descout ([email protected])
Data on road traffic flows is collected by Pierre Cros (Pierre.Cros@developpement- durable.gouv.fr), who works in CETE Méditerranée (National Technical Studies Center). Data are sent to the Ministry of Transport for further treatment.
Rail transport volumes are calculated by taking the average tonnage per train esti- mated for all national rail traffic (separately for conventional and combined transport) and applying it to the corresponding number of rail movements on Alpine crossings.
Ms Laïla Bentoudja ([email protected]), from the Department of Statistics, Economic Analysis and Prospective within the French Ministry of Transport and Sustainable Development, will communicate information on rail movements provided by RFF (Réseau Ferré de France), the French rail infrastructure manager.
The values for average loading weight by train determined are provided by the French Ministry of Ecology, Sustainable Development and Energy. Ms. Bentoudja guarantees the validity of the average loading weight applied to assess rail transport. However, since some of the data used are confidential because of competition between operators, the consortium does not have any access to the hypothesis and values used in the calculation. RFF agrees, in principle, to provide the specified number of train movements for 2012. RFF uses two different data bases: one describing planned train movements, the other describing real movements (without cancelled trains for example). The latter is the base to be used for the Observatory.
Rolling motorway data are provided directly by the operator AFA (Autoroute Ferro- viaire Alpine), and will be collected directly by Interface Transport from Mr Michel Chaumatte ([email protected]) from AFA, who oversees monthly consolidated monitoring of AFA operations.
Data related to the quality of rail services are delivered directly from Mr Arnaud Dumontier from the Authority of Transport Quality Services (AQST) to the French Ministry of Ecology, Sustainable Development and Energy5.
3 http://www.tunnelmb.net/v3.0/ 4 http://www.sftrf.fr/ 5 http://www.qualitetransports.gouv.fr
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3 Data sources 3.1 Trans-Alpine freight traffic and transport publications
3.1.1 CAFT survey All three countries participate in the coordinated CAFT survey, providing infor- mation for every Alpine crossing on the following issues:
Analysis of trans-Alpine freight traffic and transport (vehicles and volumes) All modes of transport (road and different types of rail transport: wagon load, unaccompanied and accompanied combined traffic) All types of traffic (import, export, transit, inland transport) Transport volumes (in tons) across various Alpine crossings Origin-destination relationships across Austrian, Swiss and French Alpine crossings (main transport and traffic flows).
The last survey was completed in 2009 in Austria and Switzerland (publications 2011 in Vienna [1] and Bern [2]). Results for France (road survey conducted during 2010) have been published in 2013.
Acquiring rail information with necessary detail is difficult. The Sigmaplan consor- tium has access to the database for Switzerland and Austria but not for France. For the latter, RFF, as infrastructure manager, is the owner of databases containing train circulations. They share this information with the Ministry of Ecology, Sustainable Development and Energy, but it is not available as such for the Sigmaplan consortium.
On the other hand, SNCF (which is still the major train operator in France) sends data to the Ministry of Ecology, Sustainable Development and Energy about wights carried by trains, depending on the type of trains. As for circulations, this information is not available for the Sigmaplan consortium.
Combining the two sources of data, the Ministry of Ecology, Sustainable Development and Energy is able to send on a quarterly basis information about tons carried by train to the consortium for each alpine crossing.
Rail data from the quinquennial Eurostat survey according to Annex F to Regula- tion 91/2003 can not deliver the needed information, as Eurostat has no infor- mation on the selected route.
3.1.2 Other publications and data sources In Switzerland, there are several regular publications on freight transport volumes and traffic flows and their impacts:
Freight traffic flows and transport volumes crossing the Swiss Alps: there is a yearly publication (Güterverkehr durch die Schweizer Alpen) [3] about develop- ments during the previous year (edited by the Swiss Federal Office of Trans- port) which provides information on main indicators and is based on data col- lected by automatic counting stations, in manual counting and by the Weigh-in-
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 7
Motion (WIM) station in the Gotthard tunnel. Annual reports are not as detailed as the main CAFT reports, but they cover the most important information: - Number of heavy goods vehicles by Alpine crossing - Number of heavy goods vehicles by category (lorries, lorries with trailers, articulated vehicles) - Transport volumes by mode of transport (road and rail). Alpinfo [4]: yearly summary of developments during the previous year, data on all Alpine crossings (edited by the Swiss Federal Office of Transport)
The following internal data source of Swiss Federal Office of Transport (not pub- lished) also provides some information:
Monthly information on traffic across the Alps (Monatsinfo): produced in con- junction with information on trans-Alpine traffic and transport in Switzerland. Data are collected on the frequency of heavy vehicle traffic and transport vol- umes by rail per Alpine crossing in Switzerland as well as a few key figures for Brenner, Mont Blanc and Fréjus.
Several Swiss Federal Offices cooperate within the project MSM "monitoring of supporting measures", which is monitoring the impacts of trans-Alpine freight traffic and transport in Switzerland: the Federal Office of Transport, the Federal Roads Office, the Federal Office for Spatial Development, the Federal Customs Admin- istration, the Federal Statistical Office and the Federal Office of Environment. They regularly produce the following publications:
Biannual report (Semesterbericht) [5], which aggregates monthly data to bian- nual data and contains the following information: - Traffic and transport data by road and rail - Evolution of traffic flows and transport volumes compared with the previous half-year and year as well as its interpretation - Information on special incidents on the road and rail networks and on the quality of rail services - Modal split and market share of different railway companies - Data on environmental quality: information on the evolution of emissions and ambient concentrations (quality of air and noise) along the A2 (Gotthard) and A13 (San Bernardino) axes. Published results are derived from the data of seven measurement stations along the road corridors, some placed at the same location as automatic traffic counters. Detailed data is available from the Federal Office of Envi- ronment6 . Official transfer report (Verlagerungsbericht) published every 2 years: the latest report, published in December 2011 [6], provides information on the period from July 2009 to June 2011.
6http://www.bafu.admin.ch/index.html?lang=en
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In Alpinfo, one can also find selected information on Austrian and French Alpine crossings. Additionally, there are case studies7 drafted by the "Comité pour la Transalpine", which promotes the rail link Lyon - Turin.
The government of Tyrol publishes every year a traffic report (Verkehr in Tirol) [7] in which the trans-Alpine freight traffic and transport as a whole and especially on the Brenner plays an important role.
7http://www.transalpine.com/publications
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3.2 Data sources in Austria
3.2.1 Road
Motorways Existing counting data of Asfinag toll stations (Federal Ministry of Transport BMVIT via Asfinag) are available for all toll stations (Brenner, Tauern, Wechsel, Semme- ring, Schoberpass) every month and are transmitted to BMVIT and directly to the consortium. Delivery takes place a few weeks after the end of each quarter. Such data is available by vehicle category (vehicles of more than 3.5 tonnes and 2, 3 or 4 and more axles). A differentiation between foreign and Austrian vehicles is pos- sible.
Freight quantities can be calculated by using coefficients: average loading weights according to admissible weight and number of axles on the basis of BMVIT countings within the framework of the CAFT09 survey. This information is also part of "Alpinfo" published by the Swiss Federal Office of Transport.
National roads On national roads, automatic counting stations (Provincial Government of Tyrol and Federal Ministry of Transport) provide data on traffic at the Felbertauern and Reschenpass crossings. In contrast to motorways, vehicles are differentiated according to their length (not axles or weight). The number of HGVs is calculated by applying empirical factors (based on the CAFT09 survey) to the registered length classes. Data is compiled every month and transmitted with a delay of three months. Again, freight quantities are estimated by applying the specific average loading weight derived from CAFT09 survey.
A general check will have to be made; the sum of monthly data can diverge from annual data due to different counting methods and ex-post analyses of annual data. Therefore, monthly data are sometimes revised before being presented in annual reports.
3.2.2 Rail Every five years; the CAFT survey provides details on the net tonnes transported across any Alpine crossing divided by type of transport (domestic, import, export or transit), production mode (conventional wagonload WL, unaccompanied combined transport UCT and accompanied combined transport ACT) and commodity groups as specified by NST2007 (Federal Ministry of Transport, BMVIT).
The Austrian Railways provide data on transported goods quantities in combined transport (accompanied and unaccompanied) on a monthly basis. The content of the data provided by the Austrian Railways was determined in cooperation with the Federal Ministry of Transport, BMVIT, in 2007. These data represent the gross tonnes; net tonnes can be calculated on the basis of coefficients derived from the CAFT survey. After about three months from the end of each quarter the data may be requested by the consortium. ÖBB sends data to BMVIT and also directly to the consortium, usually with a slight delay.
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Again, as in the case of road data, the sum of monthly data can diverge from annual data due to different counting methods. At the end of the year, data used for quarterly reports will be checked again. Thus, monthly data can change slightly under certain circumstances. Adjusted data is used for the annual report.
3.2.3 Costs In analysing cost factors of freight transport, several sources are used:
The Federal Ministry of Economy, Family and Youth (Bundesministerium für Wirtschaft, Familie und Jugend BMWFJ) publishes data relating to fuel prices on its website8. The Road Haulage section (Fachverband Güterbeförderungsgewerbe) of the Austrian Economic Chamber provides information on the cost of manpower in road transport 9. Every year, Asfinag publishes tolls on Austrian motorways by driving route and by type of vehicle (in terms of number of axles)10. Once a year, the Vienna University of Economy and Business publishes the "Kummer tables", used for the calculation of tolls in Austria, Germany and the Czech Republic11. ÖKOMBI publishes prices of accompanied combined transport for the connec- tions Wörgl – Trento, Graz – Regensburg, Wels – Arad, Wels – Maribor, Wels – Szeged, Brenner – Wörgl and Salzburg – Villach on its website12. Other compa- nies, like the German Kombiverkehr, communicate their prices only on specific request13. ÖBB Infrastruktur Betrieb provides information on train path charges (Infrastruk- turbenützungsentgelt IBE)14.
3.2.4 Environmental quality The provincial governments of Tyrol, Salzburg, Styria, Carinthia and Upper Austria have several permanent and mobile air quality measurement stations in zones adjacent to motorways. The data per hour, month and year are regularly pub- lished1516. There is a gap of 3 months between the measurement period and
publication of aggregated data. The air quality data measures dust PM10, nitrogen dioxide and, in certain places, ozone, sulphur dioxide and hydrogen sulfide.
Based on Directive 2002/49/EC relating to assessment and management of envi- ronmental noise, noise mapping for the main traffic axes in 2012 is currently in
8 http://www.bmwfj.gv.at/EnergieUndBergbau/Energiepreise/Seiten/Treibstoffpreismonitor.aspx 9 http://portal.wko.at/wk/startseite_dst.wk?dstid=268&dstname=Transport und Verkehr 10 http://www.asfinag.at/maut/mautordnung 11 http://www.wu.ac.at/itl/forschung/kummertabellen 12 http://www.oekombi.at 13 http://www.kombiverkehr.de/web/Deutsch/Startseite/Kundeninformationen/Preise/ 14 http://www.schienencontrol.gv.at 15 http://www.tirol.gv.at/buerger/umwelt/luft/diagramm-stickstoffdioxid 16 http://www.umweltbundesamt.at/umweltsituation/luft/luftguete_aktuell/zeitverlaeufe/, http://www.laerminfo.at/
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progress. The examination includes 2'086 km of motorways and 2'014 km of rail- way lines. Data will be available for all Alpine motorway crossings17. The Reschen and Felbertauern roads are not included in this road network. All Alpine rail cross- ings - with the exception of Wechsel – are monitored for noise.
3.2.5 Quality of offer and traffic flow
Motorways Asfinag has data related to congestion on its network; this information is available for all motorways and expressways. On all road sections between toll control sta- tions, congestion hours are calculated (congestion is assumed when travel time exceeds the time with free-flow traffic by more than 50%). In monthly publica- tions18, results are aggregated to long corridors. These corridors are not optimal when evaluating the quality of trans-Alpine freight traffic flows. For the annual report, a different composition of the road sections is more meaningful in comparison with the published data. This matter will just be discussed.
Rail At the moment talks are being held between Austrian Railways and BMVIT with the goal to get data on the quality of rail transport for the Brenner and Tauern route. The intention is to subdivide delays in six categories as in Switzerland.
3.3 Data sources in Switzerland
3.3.1 Road In addition to primary reports in Switzerland (see chapter 3.1), there are several sources for important data:
Automatic counting figures from the Federal Roads Office (FEDRO), with more than 350 stations, more than 300 of which distinguish vehicles according to the SWISS10 categories (cf. chapter4.1). Counting stations allowing this distinction by SWISS10 vehicle type are installed on each Swiss Alpine crossing. 8 Weigh-in-Motion (WIM) stations of FEDRO. Data of one of these stations, in the Gotthard tunnel, are analysed every year and used to quantify and extrapo- late the average loading weights of heavy goods vehicles. The Swiss heavy vehicle fee (HVF) database supplies information on the mile- age accumulated by vehicles in Switzerland and Liechtenstein (data include the entrance an exit points of the vehicle, thus allowing the determination of the chosen route).
17 http://www.tirol.gv.at/themen/verkehr/verkehrslagestatistik/verkehrsstatistik 18 http://www.asfinag.at/streckenverfuegbarkeit
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3.3.2 Costs Road haulage costs are provided by ASTAG: ASTAG (Swiss Road Transport Association) publishes every year detailed information on cost prices for 50 types of freight transport vehicles19. There is no specific information for Alpine crossings.
The freight transport price index of the Federal Statistical Office (Produzentenpreis- index für den schweizerischen Güterverkehr)20 gives indices for road and rail transport and is differentiated according to different categories of transport, i.e.: type of transport (import/export (cross border), transit and domestic transport), production mode on rail (wagonload, accompanied and unaccompanied combined transport) or special transport conditions. The index base goes back to 2001, the current index has April 2008 as a base.
Various reports published by the Federal Office of Territorial Development and Federal Office of Transport: as part of the debate on the Swiss modal shift policy (from road to rail), several studies comparing transport costs have been conducted. The results of these studies have served as an input to the study of Laesser et al. [8] which in turn was an important base for the cost model. For further sources on cost elements, see chapter 4.3.
3.3.3 Environmental quality Most environmental data is presented in the biannual report on monitoring of sup- porting measures MSM (Monitoring flankierende Massnahmen Umwelt MFM-U)21. More and detailed data may be requested from the Federal Office of Environment (contact person Klaus Kammer [email protected]) at any time.
Monitoring of rail noise: As part of the Federal Office of Transport’s rail noise development monitoring program, measurements along railway lines are per- formed in six different places. One of these stations is located on the Gotthard axis, another on the Lötschberg-Simplon axis. This monitoring program should demon- strate the impact of rolling stock renovation.
Measurement programs of cantonal environmental services: each Swiss can- ton has its own program regarding air quality and noise (certain cantons work together in common programs). Measurements are taken in different places and are not limited to the area adjacent to the road. Overall results are published on the internet and in annual reports22. Detailed data are available if needed for specific questions.
19 http://www.astag.ch/upload/docs/ASTAG/121018-GD-Merkblatt%20ASTAG%20Index%202012- 2013-d-f.pdf 20 http://www.bfs.admin.ch/bfs/portal/de/index/themen/05/04/blank/key/spez_ppi/ppi_spez4.html 21 http://www.bafu.admin.ch/umweltbeobachtung/02272/02280/index.html?lang=de 22 http://www.bafu.admin.ch/publikationen/00015/index.html?lang=en
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3.3.4 Quality of offer and flow of traffic Monitoring of supporting measures (MSM) as part of the Swiss modal shift policy: biannual reports [5] provide information on the quality of road and rail transport. They differentiate between six categories of delays and their main causes. In addition, the monitoring of supporting measures informs about the number of "red stages": closure of one or more Alpine crossings due to incidents.
Traffic jams: FEDRO monitors traffic conditions through automatic stations and information from police and private individuals. Every year, information is published in a report23 giving indications on the number of both hours of traffic jam and of disturbed traffic for several national roads. The A2 (Gotthard) is evaluated sepa- rately.
3.4 Data sources in France
3.4.1 Road
Mont Blanc and Fréjus tunnels The companies operating the motorways provide traffic data from the toll stations of both tunnels (Mont Blanc and Fréjus) directly to the Ministry. Trucks, buses and cars are distinguished in traffic statistics. Each month’s data is available the fol- lowing month.
GEIE-TMB (partnership of two motorway companies: the French ATMB and the Italian SITMB)24 operates the Mont Blanc tunnel. The Fréjus tunnel is operated by SFTRF25
Crossing of Ventimiglia The number of trucks crossing the border is estimated from the toll data of Ven- timiglia on Italy's "Autostrada dei fiori".
In fact, the toll station ESCOTA on the A8 is not exactly on the border between France and Italy. It is located on the French side of the border before the last French distributor (Menton). Thus, the toll data include some local traffic and do not completely reflect the traffic crossing the border.
In order to calculate the percentage of heavy goods vehicles in the Italian tariff categories for "Pesanti" (less than 4 axles), manual counts were employed during the 2010 CAFT survey to identify the share of light goods vehicles, buses, cars with caravans and camping coaches by number of axles. These correction factors are applied to the toll data.
Crossing of Montgenèvre In Montgenèvre, until December 2010, estimates of heavy goods vehicles on the border were based on a station which evaluated vehicle type by its silhouette (counting and classification device CCD) located in the tunnel on the bypass road
23 http://www.astra.admin.ch/dokumentation/00119/05558/index.html?lang=en 24 http://www.tunnelmb.net 25 http://www.sftrf.fr
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near Montgenèvre. This method was preferred to the LVC station (long vehicle counter) on the border, as it was easier to identify heavy goods vehicles; it was based on the reasonable hypothesis that the majority of goods transport delivered to the agglomeration does not use the bypass road.
However, this method had to be re-evaluated as regards goods transport on 2- axled vehicles. A new reduction coefficient – varying according to the season – giving the share of heavy goods vehicles within this category of 2-axled vehicles had to be applied. The existing reduction coefficients had been estimated in 2006, on the basis of cross-checking between 3 available sources of counting devices and have not been reviewed since then.
The estimation process was done in 2 phases:
A first estimation of freight traffic on the border was produced by removing: 1. all cars with trailers within the group of trucks and cars with trailers identified by the CCD in the tunnel from the class of vehicles with 7-9m length counted by the LVC on the border; and by removing 2 all vehicles with 9-25m length counted by the LVC. The check on equivalences between LVC and CCD was made easier by the presence of these two types of stations in 2006 at La Trémie. It was assumed, that the "true" number of 2-axled trucks was represented by the difference between the total of HGV – estimated above – and the total of HGV with more than 2 axles registered by the CCD at La Trémie. Given this, it was possible to determine the share of "true" 2-axled trucks within the group of 2-axled trucks given by the CCD. Thus, it was possible to estimate traffic data using only one counting device, a wise choice since this source is the only one of 3 without a function breakdown since 2006.
In December, 2010, a "Plan de circulation" for the agglomeration of Montgenèvre was set up, including a ban on using the main road in the city, which was put under one-way regime in the direction France – Italy. This dictated that internal traffic in this direction had to use the bypass road and was thus counted at the station in the tunnel. This caused a strong asymmetry of traffic flows in both directions. Changes in estimation methodology were hence required, causing a gap in the time series before and after December 1st, 2010.
The new estimation process also consists of 2 phases:
First, direction Italy – France (not affected by the "Plan de circulation”), freight traffic from the LVC is estimated by removing cars with trailers and coaches from the class of vehicles which are more than 7m long according to the proce- dure described above, based on CCD data in the tunnel. The share calculated above is then applied directly to LVC data for vehicles more than 7m long driving in the direction France – Italy, to estimate the volume of freight traffic.
Until now, accurate and punctual data on Montgenèvre and Ventimiglia have always been supplied on a quarterly basis (so far with a two month delay from the end of a quarter).
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 15
Estimation of the amount of goods transported Surveys are the only information source for goods volumes in tonnes transported by trucks (in this case the CAFT survey). As the Observatory plans no supplemen- tary survey, the only available information on the average loading weight by HGV and by Alpine crossing is the 2010 CAFT survey. These values are given below.
Average tons by truck Mont-Blanc 14.1 Fréjus 14.5 Montgenèvre 11.6 Ventimiglia 15.2
Table 2: Average loading weight per vehicle (French crossings)
One important change has to be taken into account: in January 2013 the authorized gross weight for heavy goods vehicles in France was raised from 40 tonnes to 44 tonnes (meaning that the possible payload will also increase from approximately 25 to approximately 28-29 tonnes). This rule, applied since January 2011 in exceptional cases, will be a general rule from 2013.
Obviously, this might have an impact on actual loading weight of freight vehicles circulating in France, and among them, those passing through the Alps (Italy already has a regulation authorizing 44t transport). However, no survey similar to CAFT (which data is based on a “40t” observation) will allow the consortium to update the values in accordance with that change.
Thus, the consortium proposes to proceed as follows:
Data for 2012 and 2013 will be produced on the 2010 CAFT basis From 2014, data will be corrected on a yearly basis, taking into account the data published by CNR (CNR will be able to provide a share of the use of 44 tonne vehicles)
Then on each crossing, the average loading weight is calculated as follows:
W = W2010 x (1 – S44) + W2010 x (29 / 25) x S44
Where
- W is the average loaded weight
- W2010 is the value given by CAFT2010 (see table above)
- S44 is the share of use of 44tonne vehicles in France
The eco-tax in France: a new source of data? From 1 October 2013, all heavy goods vehicles (more than 3.5 tonnes) driving on the national road network in France will be subject to an eco-tax: a tax to be paid to obtain the right to drive on a section of the main road network (defined by regulations).
The implementation of this tax makes it obligatory for all concerned vehicles to be equipped with a device for geo-referencing and transmission of data. This new
Sigmaplan, Fusseis, Interface Transport, May 2013 16 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
data source could be very helpful for the determination of HGV flows. However, if present experience is any guide, it is very unlikely that such data can be obtained without legal obstacles. Interestingly, the statistical analysis department (SOeS) of the French transport ministry has already requested some cross-tabulations of variables collected through this eco-tax. This new source of data and its future options should definitely be carefully monitored.
3.4.2 Rail In France, 2006 saw the market opening for international rail goods transport ser- vices and 2007 for all rail goods transport services. The traditional operator, the French national railway company SNCF, still occupies a dominant position in the rail cargo market in France. Nevertheless, new participants showed up, often in form of big transport companies establishing branch offices. Several of these are making substantial progress in gaining market share.
As of the end of May 2012, about 20 firms hold safety certificates (issued by EPF and allowing the operation of trains on the rail network). Today, some of these firms (besides SNCF) carry out transports across the Alps, notably through the Mont-Cenis tunnel. Because data relating to these transport activities are consid- ered to be confidential, information will be aggregated from the data of the French railway infrastructure manager RFF (Réseau Ferré de France) on the utilisation of train slots.
Thanks to the "BREHAT" database (BREHAT is an acronym for “Base de REsultats Habiles à d’Autres Tâches”), RFF has relatively reliable data on actual train circulation for each rail company and for different types of trains (whole train, combined transport train).
There is only one trans-Alpine "rolling motorway" connection between Aiton in France and Orbassano in Italy, via the Mont Cenis tunnel. This line began service in November 2003.
Since June 2012 (end of construction works in Mont Cenis tunnel), the biggest HGV can use the rolling motorway; as the tunnel allows size GB1.
Moreover, AFA is a temporary operator for the rolling highway service : renewed every year, its contract should end with the awarding of a tender for rolling motorway service between Aiton and Torino26. Two consortiums have proposed an offer - including SNCF - and are awaiting for a final decision, that currently has not been taken yet.
26 For more information on this issue, see also http://europa.eu/rapid/press-release_IP-12- 768_en.htm
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 17
3.4.3 Costs Data on the costs of road transport in France can be acquired from CNR (Conseil National Routier)27. The data are used to validate and consolidate the current cost model.
From the collected data, CNR deduces indicators (the "reference costs" of road transport); these indicators are normalized data concerning all cost components. Moreover it produces indexes that help in price negotiations. CNR indicators are updated every month to account for the most recent economic conditions. In gen- eral, data on the economic conditions in month n are available in month n+1.
Interface Transport is one of the research referents of CNR for the composition of surveys to produce these indicators. Thus, we have excellent channels to CNR for specific methodological problems or studies on particular questions (CNR pro- duces regular publications and one-off studies on themes relating to road freight transport).
Information on the price of the rolling motorway between Aiton and Orbassano can be collected from AFA (Autoroute Ferroviaire Alpine)28. Prices are not published on the website but they are available for the consortium.
3.4.4 Environmental quality Monitoring of air quality in France is entrusted to the "Associations Agréées de Surveillance de la Qualité de l’Air (AASQA)", within the ATMO network. This net- work was formed from local associations regrouped on a regional scale. The Alpine crossings studied in the Observatory fall under the competence of AIR Rhône- Alpes (crossings of Mont Cenis, Fréjus and Mont Blanc)29, and of AIR PACA (crossings of Ventimiglia and Montgenèvre)30. Each association publishes daily information on air quality within its territory, using a combination of two approaches: direct measurements and modelling. This daily information is com- pleted by monthly and annual publications of monitored data. All this information is publicly available on the websites mentioned above.
There are no permanent noise measurement posts in the zones studied. Only tem- porary, irregular measurement campaigns are conducted and their results cannot be used by the Observatory.
3.4.5 Quality of offer and traffic flow The different "Centres Régionaux d’Information et de Coordination Routière” (CRICR)31 collect data related to traffic jams (number, length and duration) in all
27 http://www.cnr.fr/Indices-Statistiques/Longue-distance-40T#haut 28 http://www.ferralpina.com 29 http://www.air-rhonealpes.fr 30 http://airpaca.org 31 http://www.bison-fute.equipement.gouv.fr/diri/Accueil.do
Sigmaplan, Fusseis, Interface Transport, May 2013 18 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
French regions, on the main roads. These centres depend directly on DIR ("Direc- tions Interdépartementales des Routes")32.
This type of data is available for Ventimiglia and Montgenèvre. Data are provided monthly or annually by the CRICR, but are usually available with a 2 - 3 months delay after the observation period.
Other indicators likely to explain traffic variations are also collected by the CRICR: traffic bans in France or Italy and interim closings of tunnels (data also available on tunnel operators’ sites).
This type of data is available for access roads to Mont Blanc and Fréjus tunnels and for Ventimiglia. Data are provided monthly or annually, but are usually available on demand with a 2 - 3 month delay after the observation period.
Data on rail transport delays or the quality of rail services offered should be trans- mitted by AQST, the details could not yet be fixed; AFA monitors train delays monthly and makes this information available to the consortium.
32 http://www.dir.sud-ouest.developpement-durable.gouv.fr/ and http://www.dir.centre- est.developpement-durable.gouv.fr/
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 19
4 Definitions 4.1 Road traffic
The following tables compare the characteristics of data on road traffic in Austria, Switzerland and France. It notably takes into account the following aspects:
Definition of the types of vehicles concerned Definition of the quantity of goods Availability of indicators and difference between countries
STATISTICAL DEFINITIONS OF TRANS-ALPINE ROAD TRANSPORT COMPARISON AUSTRIA - SWITZERLAND - FRANCE
› Austria Switzerland France Vehicles Definition of Motorways: HGV, HGV, admissible total Motorways: HGV, heavy goods admissible total weight > 3.5t, type admissible total vehicles weight > 3.5 t, based according to 3 different weight > 3.5 t, based on toll categories SWISS10 categories: on toll categories lorries, lorries with National roads: trailer, articulated National roads: based on length of vehicles; minor differ- based on length or vehicles, conversion ences to juridical cate- form of vehicles, to HGV by applica- gories are possible conversion to HGV tion of empirical (delivery vans) by application of factors (from CAFT) empirical factors (from CAFT and other sources) Differentiation Toll stations: 3 clas- Differentiation SWISS Toll stations: 2 clas- of vehicles at ses of vehicles: 10: ses of vehicles > 3m counting trucks of 2, 3 and bus, coach of height: HGV 2 stations more than 3 axles motorcycle axles (class 3) and passenger car HGV > 2 axles (class Automatic counting passenger car with 4) on national roads: trailer (1) passenger car delivery van Counting SIREDO or (2) car with trailer, delivery van with HESTIA (automatic caravan, coach trailer loop detectors) on (3) truck or van with delivery van with national roads and out trailer semitrailer on sections of mo- (4) trucks with trailer, lorry torways; recording of semitrailers lorry with trailer length or form, with (certain stations do articulated vehicle or without dynamic not differentiate (2) weighing and (3) Differentiation Differentiation be- The annual data The CAFT data sup- by country of tween Austrian / for- "Freight traffic and ply information on registration eign vehicles availa- transport crossing the country of vehicle ble from toll data Swiss Alps" supply registration data divided by Swiss or foreign vehicles.
Sigmaplan, Fusseis, Interface Transport, May 2013 20 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
Austria Switzerland France Differentia- Differentiation by Mileage: differentiation Differentiation by tion by type type of transport only is partly possible under type of transport only of transport based on the CAFT certain assumptions based on the CAFT (import, survey, therefore from HVF database survey, therefore export, available every 5 available every 5 transit or years For the 4 Alpine years domestic) crossings, data are differentiated by type of traffic (based on CAFT survey)
Annual data from Alp- info: data are pub- lished differentiated by transit traffic and other traffic, estimations based on CAFT survey and extrapolated based on the HVF database. Differentia- CAFT data supply CAFT data supply CAFT data supply tion by main information on origin- information on origin- information on origin- relations destination relations destination relations destination relations (traffic flows). (traffic flows). (traffic flows). Differentia- Available on the Available every year Available on the tion by basis of CAFT survey on the basis of the basis of CAFT sur- EURO class HVF database vey, based on the registration year of Differentiation total, the vehicle domestic and alpine crossing transit traffic, information in vehicles x km by class Data recep- Motorways: perma- Every month; 2-3 Motorways: every tion fre- nent counting, data weeks delay month with 1 month quency available with 3 delay months' delay after National roads validation (data (Montgenèvre): sev- transmitted by quar- eral months of delay, ter, with one month data processing after delay) collection necessary National roads: at least 3 months' delay
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 21
Weight of goods The weight of transported goods is given in net tons (weight transported without weight of the vehicle) Estimation Net weight based on Estimations possible Net weight based on of the net CAFT survey, there- from CAFT and WIM CAFT survey, there- weight fore available every 5 data fore available every 5 years. years. Use of coef- Between CAFT sur- Data are published in Between CAFT sur- ficients of veys, based on the the annual report veys, based on the average latest CAFT survey: "Freight traffic and latest CAFT survey: loading Calculated coeffi- transport crossing the Interpolation for the 4 weight cients are available Swiss Alps" years previous to the by type and country last CAFT survey, of registration of once the new results vehicles (Austrians or have been validated foreigners) Automatic No WIM-stations Between CAFT sur- No WIM-stations stations of veys data of WIM sta- weight tions are used to cal- measure- culate an average load ment "Weigh factor per vehicle in motion category (extrapola- WIM" tion). One WIM station is in service at Gott- hard. Type of CAFT data supply information about the transported goods on the basis commodity of the NST 2007 classification (20 groups of goods); in France subdi- vided in 34 groups Loading CAFT data give information on average loading weight and share of weight empty lorries Transport performance Distance Possibility of calculating indicators on the basis of CAFT survey: not covered in calculated and published until now, no data available between CAFT the Alpine surveys zone Transport Possibility for calcu- Possibility for calcula- Possibility for calcu- performance lating indicators on ting indicators on lating indicators on in tonne-km CAFT survey basis; CAFT survey basis CAFT survey basis; no data available Estimation possible on no data available between CAFT sur- the basis of HVF data- between CAFT sur- veys base and average veys loading weight Differences between the Alpine crossings CAFT data available CAFT data available CAFT data available for all Alpine cross- for all Alpine crossings. for all Alpine cross- ings. ings.
Differences in auto- Data from SWISS 10 Differences in auto- matic counting be- stations available for matic counting be- tween motorways all Alpine crossings tween motorways and national roads, and national roads, corrected by coeffi- corrected by coeffi- cients cients
Sigmaplan, Fusseis, Interface Transport, May 2013 22 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
It should be noted that a HGV is defined differently when counting it on motorways and on national roads in Austria and France. In both countries, the application of coefficients to traffic data on national roads allows a standardisation of data between different types of roads. Automatic traffic counters cannot identify pre- cisely HGV out of all goods vehicles. Only CAFT survey can determine the per- centage of HGV in the total of all goods vehicles. These corrections will allow slight data adjustments to make them comparable: both from one crossing to the other and between different countries. Thus, all data on the number of heavy goods vehicles indicate HGV of more than 3.5 tonnes (with very low error rates) and can be compared with each other.
In Austria and in France, there are no permanent ongoing surveys on the quantity of goods transported by road across the Alps. The average HGV load factor can be calculated with coefficients based on the CAFT survey. In France, the effects of the recent increase in the weight limit (from 40 to 44 tonnes) can be taken into account by the method described in chapter 3.4.1. For the update of the average loading weight between two CAFT surveys the information provided by the road freight surveys carried out according to Regulation (EU) No 70/2012 can be used33 (follow: Road transport (road) - Road freight transport measurement (road_go) - Total road freight transport (road_go_tot)). The analysis will show, which type of international transport (goods loaded or unloaded in reporting country or cross- trade transports, tables road_go_ta_tott or road_go_tq_tott), which distance class (table road_go_ta_dc) or which axle configuration (table road_go_ta_axle) for which reporting country is suitable for the update of average loading weight in trans-Alpine transport.
In Switzerland, estimated volumes transported by road are available every three months and are published in the biannual reports [5].
Data on freight traffic on motorways in Switzerland, Austria and in France are available every month. However, it takes between three and six months to validate these data, before they are published. In France and Austria, data on national roads (NR) are available every month (or even more often for some stations), but require reprocessing. Note: in France, NR data is delivered less frequently.
Finally, in France’s case, the incorporation of Italian data (for the Montgenèvre and Ventimiglia crossings, as described in chapter 3.4.1) assures coherence between both countries’ sources.
33 http://epp.eurostat.ec.europa.eu/portal/page/portal/transport/data/database
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 23
4.2 Rail transport
This section compares available data on rail transport in Austria, Switzerland and France. It allows a comparison of available indicators in these three countries.
STATISTICAL DEFINITIONS OF TRANS-ALPINE RAIL TRANSPORT COMPARISON AUSTRIA - SWITZERLAND - FRANCE Austria Switzerland France Information CAFT: quantities of CAFT: quantities of CAFT: quantities of about quan- transported goods, transported goods, transported goods for tities by pro- differentiation be- differentiation between wagon load and duction tween wagon load wagon load and 2 unaccompanied mode and 2 types of com- types of combined combined transport, (wagon load, bined transport: ac- transport: accompa- number of HGV UCT and companied ("truck on nied ("truck on train") transported by ac- ACT) train") and unaccom- and unaccompanied companied combined panied (containers (containers and semi- transport. and semitrailers) trailers) Alpinfo (annual data): "Alpinfo" (annual "Alpinfo" (annual data): same differentiation data): same differen- same differentiation as as for Austria and tiation as for CAFT for CAFT Switzerland Other data Accompanied com- Accompanied com- Accompanied com- bined transport: bined transport: Aver- bined transport: number of HGV age loading weight of number of HGV transported loaded vehicles by transported category of vehicles (lorries, lorries with trailer, articulated vehi- cles) Unaccompanied com- bined transport: num- ber of units of inter- modal transport (con- tainers, swaps, HGV)
Distinction Available every year for transit/other types of transport according to Not available in France. types of transport
Sigmaplan, Fusseis, Interface Transport, May 2013 24 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
Weight of transported goods Definition of Gross tonnes Net net tonnes (weight Net Tonnes (weight available transported without the transported without data weight of the empty the weight of the vehicle and without the empty vehicle but weight of containers, with the weight of swap bodies and semi- containers) trailers) Calculation The net tonnes can Average weight of Net net tonnes cal- gross tonnes be re-calculated on empty vehicles calcu- culated from coeffi- - net tonnes the basis of coeffi- lated on the basis of cients (weight trans- and vice- cients transmitted by coefficients based on ported without weight versa BMVIT based on the CAFT survey: accom- of empty vehicle and CAFT survey and the panied combined without packaging): statistics of Asfinag. transport: reduction reduction factor 0.80 The coefficients are factor 0.57 (57 % of for unaccompanied individual for each gross tonnes corre- combined transport Alpine crossing as spond to the weight of (adaptation to reduc- well as for each type goods). tion factor used in of truck (number of Unaccompanied com- Switzerland) axles) bined transport: reduc- Brenner: WL: 0.48, tion factor 0.80 (80 % ACT: 0.45 of weight are goods, Tauern: WL: 0.43, 20 % containers). ACT: 0.45 Schoberpass: WL: 0.36, ACT: 0.45 Semmering: WL: 0.42, ACT: 0.45 Data recep- Monthly, but 3 Monthly, validated data Quarterly, with a 3- tion fre- months delayed, data twice a year month delay quency delivered every 3 months
Performance Distance Possibility of calcu- Possibility of calcu- Possibility of calcu- covered in lating indicators on lating indicators on the lating indicators on the Alpine the basis of CAFT basis of CAFT survey: the basis of CAFT zone survey: no data no data available be- survey: no data available between 2 tween 2 surveys available between 2 surveys For unaccompanied surveys combined transport, limited information on pre- and post-carriage is available. › Average Average loading loading weight of HGV is up- weight dated regularly by the analysis of WIM data. The base is the evalu- ation by detailed vehi- cle categories
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 25
4.3 Cost factors
The Observatory's goal is to follow and track the main characteristics of trans- Alpine freight transport. One factor is the quality of road and rail services, allowing a comparison of road and rail transport costs on the same route, as well as the quality of each mode’s offerings.
Another objective is to identify situations which would allow Switzerland to apply unilateral measures according to Article 46 of the EU-CH LTA. This would require an analysis if the conditions of "competitive prices" of railroad transport, the necessary capacities in combined transport and the quality parameters are met.
A certain amount of data on the quality of the services offered in unaccompanied and accompanied combined transport across the Swiss Alps will be collected, as well as similar data for the alternative road mode. Data on the cost of road transport on different routes and indicators of cost developments in unaccompa- nied and accompanied combined transport will also be compiled. This will help to compare:
prices including rolling motorway links (accompanied combined transport ACT); prices of unaccompanied combined transport (UCT); the cost of corresponding road transport.
Generally published indicators on road prices apply to the whole country, not specifically to Alpine crossings.
When evaluating rail transport, one must differentiate the price of rail services that a shipper (in the case of unaccompanied combined transport or conventional rail) or a road haulier (user of a rolling motorway service) has to pay to the rail operator. Participating operators publish prices for rolling motorways. In the case of UCT there are more cost factors to be considered.
Sigmaplan, Fusseis, Interface Transport, May 2013 26 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
4.3.1 Cost model Data relating to road and rail costs normally are average values calculated at national level. As part of the Observatory, it is necessary to define the trans-Alpine transport costs for each of the main Alpine crossings.
Indicators published in every country give some information about the cost per kilometre but are not specific to the trans-Alpine transport of goods. Some of these indicators can however help to reconstruct the cost of a conveyor passing through the Alps.
The costs are calculated for specific main relations by crossing. For each country, three “long-distance-” and two “short-distance-” relations have been defined. The considered main relations take into account their importance (in terms of high traffic volumes, based on CAFT) and allow drawing intermodal comparisons. Most of these relations have also been used for the cost calculations in previous years.
Main OD relations and possible Alpine crossings
Country Distance Main relations Main road Main rail range crossings crossings FR > 500 km Paris - Milano (852 km) Mont Blanc Mont Cenis Lille - Torino (990 km) Fréjus Mont Cenis Marseille - Milano (520 km) Ventimiglia Ventimiglia <= 500 km Lyon - Torino (304 km) Fréjus Mont Cenis Chambéry - Torino (205 km) Fréjus Mont Cenis CH > 500 km Köln - Busto Arsizio (820 km) Gotthard Gotthard Limburg - Bergamo (750 km) Gotthard Gotthard (Simplon) Antwerpen - Novara (970 km) Gotthard Simplon (Gotthard) <= 500 km Stuttgart- Milano (500 km) Gotthard Gotthard Singen - Milano (360 km) Gotthard Gotthard AT > 500 km Köln - Trento (900 km) Brenner Brenner Hamburg - Verona (1200 km) Brenner Brenner Köln - Koper (1080 km) Tauern Tauern
<= 500 km › Woergl - Trento (232 km) Brenner Brenner München - Trieste (500 km) Tauern Tauern
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 27
Methodology of cost estimation The observation of costs and/or prices of freight transport can be done by:
asking the different operators of transport about their prices for a specific relation, or estimating the costs by application of a model.
The first solution was excluded for two main reasons:
the absence of a permanent and stable method to acquire a market price (the carriers may be very reserved to provide this information; prices are negotiable) the risk that certain communicated prices do not correspond to cost prices or "real" prices: as we cannot hide the use of this information, the carriers might be interested to indicate too high or too low prices depending on whether they want to favour one transport mode or another one.
For these reasons we have analysed and adapted the existing cost model.
The model is going to be applied to the OD relations of long and short distance given above. To compare transport modes according to their respective costs, a basic unit had to be defined. For the Observatory the Intermodal Transport Unit (ITU), which corresponds to a semitrailer, has been defined as unit: it can be transported either by road as articulated vehicle of 40 t or by road and rail (part of journey on rolling motorway) or by unaccompanied combined transport (only the semitrailer is loaded on the train).
An important source for the cost model is still the study published by Laesser et al. (2007) [8], which analyses the operational costs of trans-Alpine freight transport for different transport modes. The author of the study has confirmed that the situation has not changed fundamentally since 2007. Key indicators for ACT- and UCT- transport have been confirmed by a major operator.
For the calculation of the costs, a considerable number of assumptions have to be made, either from the mentioned study or specifically for the concerned OD relations. Where uncertainties are considerable, we fix two different values, one called "high", one called "low" to cover the possible range of values.
The following chapters correspond to the structure of the cost model. Details, e.g. concerning specific cost values, may be found in the annex.
Sigmaplan, Fusseis, Interface Transport, May 2013 28 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
4.3.2 General assumptions
Itinerary characteristics For a realistic comparison the distances have to be varied according to the transport mode. The transport route is composed differently as shown in the figure:
Legend: Attraction zone of UCT terminal
Regional road Origin or destination Highway UCT terminal Railway line ACT terminal
The origin and destination towns for the main OD relations have been randomly determined (towns with industrial activities within the attraction zone of the UCT terminals):
Country OD-relation (terminal - terminal) OD-relation (town - town) FR Paris - Milano (852 km) Garonor-Aulnay-sous-Bois - Corsico Lille - Torino (990 km) Seclin - Settimo Torinese Marseille - Milano (520 km) Clesud-Miramas - Trezzano sul Naviglio Lyon - Torino (304 km) L’Isle d’Abeau - Gerbole Chambéry - Torino (205 km) La Motte Servolex - Orbassano CH Köln - Busto Arsizio (820 km) Lüdenscheid - Lecco Limburg - Bergamo (750 km) Giessen - Brescia Antwerpen - Novara (970 km) Turnhout - Garlasco Stuttgart - Milano (500 km) Heilbronn - Crema Singen - Milano (360 km) Donaueschingen - Cremona AT Köln - Trento (900 km) Solingen - Rovereto Hamburg - Verona (1200 km) Cuxhaven - Padova Köln - Koper (1080 km) Solingen - Izola Woergl - Trento (232 km) Jenbach - Rovereto München - Trieste (500 km) Freising - Gorizia
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 29
4.3.3 Assumptions for road transport
Truck specifications The standard vehicle chosen for the transport of the intermodal transport unit (semitrailer) is a 5-axle articulated vehicle with 40 tonnes admissible weight in Switzerland and Austria and 44 tonnes on the French-Italian relations.
EURO-class: The vast majority of the vehicles in trans-Alpine traffic belong to the EURO V category.
The specific fuel consumption depends on the engine size, the weight of the load and the characteristics of the route. The average fuel consumption34 is fixed to:
Low value: 32 l/100 km. High value: 36 l/100 km.
Relation The choice of the itinerary has been reviewed by the calculation model Vinci35 and with other route models frequently used as Viamichelin36 or Google Maps37. The distances are determined with the help of these models.
As the motorway network is quite dense in most of Europe, we did not divide the route by sections on regional roads and motorways and applied an average speed of 70km/h. To take into account the lower speed on the first (“pre-carriage”) and last (“post-carriage”) kilometres, we added a time surcharge of 10 minutes.
Operation costs truck By conducting a literature research we found that several sources provide different rates for the running costs of an HGV. Furthermore, it is not always obvious, how the rates are calculated, which cost categories are considered and on what general assumptions they are based upon (e.g. yearly mileage).
Prof. Laesser confirmed that the values analysed in his study [8], which have been used for the calculations in the previous years, have not fundamentally changed. Several other sources, including data from France38, Austria [9] and Germany [10] normally show considerably lower cost values (but also higher values can be found). After comparing the cost values from different sources, we decided to choose the value from Laesser as “high value” and set 50% of the “high value” as “low value”. These values constitute a possible range for the running costs. Most of the values found in the literature (see above) lie within this range. The choice of these values has two advantages:
Comparisons to the cost calculated within Alpifret are easier Values given by [8] have been evaluated specially for trans-Alpine transport
The following table shows as an example the considered cost categories and the composition of the described “high value” [8].
34 for detailed information regarding the fuel consumption of HGVs, see [11] 35 http://www.vinci-autoroutes.com/co-t-d-itineraire 36 http://www.viamichelin.fr 37 http://maps.google.com 38 http://www.cnr.fr/en/Indexes-Statistics/Long-haul-40-T/Cost-price-repository
Sigmaplan, Fusseis, Interface Transport, May 2013 30 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
cost category €/km amortisation 0.25 imputed interest 0.13 taxes 0.12 insurance 0.15
maintenance + repair 0.14
tyres 0.04
total (“high value”) 0.83
Table 3: Operation costs truck
Values introduced in the cost model are:
Low value: 0.41 €/km High value: 0.83 €/km
Fuel costs The fuel prices are collected continuously for each country3940. We assume that for long distance road transports the lowest fuel price of all countries on the itinerary can be used. The cost calculations are based on net prices (i.e. without value added taxes, average per year).
Personnel costs The most limiting factor for the driver is the maximum driving time per month. According to European legislation, “the total accumulated driving time during any two consecutive weeks shall not exceed 90 hours” (Article 6 of Regulation (EC) No 561/2006). By this assumption the model can be simplified very much: The monthly wage is divided by the maximum driving time per month and is applied to the calculated running time per relation. A German driver's wage was taken as base for the high value, a Slovak driver's wage for the low value41. These wages represent relatively high and low wages, although there may be more extreme ranges in europe.
Values introduced in the cost model are:
Low value: 1500 €/month High value: 2925 €/month
39 annual average prices for Switzerland: http://www.bfs.admin.ch/bfs/portal/de/index/themen/05/02/blank/key/durchschnittspreise.ht ml 40 average prices for EU countries: http://ec.europa.eu/energy/observatory/oil/bulletin_en.htm 41 regularly updated information about average annual gross earnings by economic activity is provided by EUROSTAT: http://epp.eurostat.ec.europa.eu/portal/page/portal/eurostat/home/
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Road tolls and charges In some countries, there are no uniform, standardised road user charges. Besides the vehicle category, the rates possibly also depend on the specific section of the road (e.g. the sections of the Austrian motorway and expressway network where special toll rates apply (“Sondermautstrecken”). Thus, the charges per relation for Italy42, France43 and Austria44 are derived from toll calculators available on the internet. The standardised rates for the charges in Switzerland45 and Germany46 are available on the internet.
4.3.4 Assumptions for accompanied combined transport ACT
Truck specifications The specifications correspond with those for road transport (see chapter 4.3.3)
Relation The determination of distances and durations corresponds to the approach for road transport (see chapter 4.3.3). To take into account the lower speed when driving to or coming from the ACT terminal and the waiting time, a time surcharge of 40 min- utes (“time surcharge terminal origin“) and 15 minutes respectively (“time sur- charge terminal destination“) is added.
Operation costs truck The cost values correspond with those for road transport (see chapter 4.3.3)
Fuel costs The fuel prices are collected continuously for each country (see chapter 4.3.3). For long-distance ACT transports the lowest fuel price of all countries on the itinerary is used.
Personnel costs The cost values correspond with the assumptions for road transport (see chapter 4.3.3).
Road tolls and charges The values for road tolls and charges are calculated according to the assumptions for road transport (see chapter 4.3.3).
Costs Rolling Motorway Prices for the rolling motorway are published by the operators47. They are updated regularly for the Observatory.
42 http://www.autostrade.it 43 http://www.autoroutes.fr 44 http://www.go-maut.at/services/berechnung-der-maut 45 http://www.ezv.admin.ch/zollinfo_firmen/steuern_abgaben/00379/ 46 http://www.toll-collect.de/rund-um-ihre-maut/maut-tarife.html 47 e.g. for Freiburg (D) - Novara (I): http://www.ralpin.de/itool3/frontend/files_db/1349161715_22__8.pdf
Sigmaplan, Fusseis, Interface Transport, May 2013 32 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
4.3.5 Assumptions for unaccompanied combined transport UCT
Basic assumptions For the rail section, a standard train is defined: 26 wagons48 of 20 m length, one locomotive of 18.5 m length, empty weight of wagons 21 t per wagon, weight of locomotive 90 t. We assume an occupancy rate of 75% (≈ 20 semitrailers) with a respective weight of 22.5 t (empty weight 5 t, payload 25 t, load factor 75 %). The fact that in the Alpine area two engines are necessary, is taken into consideration (where applicable) by considering the running costs of the second engine and the effects on track charges and energy costs.
Pre-/Post-carriage For the costs of pre- and post-carriage we chose an approach similar to the assumptions for road transport (see chapter 4.3.3): The standard vehicle is a 5- axle articulated EURO V vehicle with 40 tonnes admissible weight. Fuel consumption ranges between 32 l/100 km and 36 l/100 km. For local pre- and post- carriage the country's respective fuel price has to be applied.
The distances for pre- and post-carriage are derived from route models. For the calculation of the resulting journey time, we assume again an average speed of 70 km/h and add a time surcharge of 10 minutes to take into account the lower speed on the first (“time surcharge regional road origin”) and last (“time surcharge regional road destination”) kilometres. To take into account the lower speed when driving to or coming from the UCT terminal and the waiting time, a time surcharge of 30 minutes respectively is added (“time surcharge terminal origin/destination“).
Finally, the total costs for pre- and post-carriage are calculated by applying the estimation of costs we used for road transport (operation costs low/high; personnel costs low/high) and adding road charges for the respective countries (where necessary, derived from toll calculators). To take into account the possibility of transporting an intermodal loading unit on the return path of the pre- and post- carriage, the estimations of costs are applied to the distance according to 1.5 paths (and thereby assuming, that for every 2nd trip, there is also an intermodal loading unit to bring or to take back).
Rail distance and rail journey time The respective rail distances are derived from the electronic track charge calculator. To ensure comparability with calculations in previous years, it is crucial to consider the same terminals and to check the respective distances. For the calculation of the resulting rail journey time, we assume an average rail speed of 45 km/h, which is confirmed by a major railway company (BLS). Time for the preparation of the journey and for shunting is considered by adding a time surcharge of 60 minutes at both the origin and the destination.
Costs Operation costs have to be calculated for wagons, locomotives and semitrailers. Most of the used cost values originate from Laesser et al. [8] and have been applied in the cost model in previous years.
48 in Italy, the maximum admissible length of the wagons is 520 m.
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 33
Values introduced in the cost model are:
Operation cost per wagon: 0.076 €/km Rotation cost per wagon: 27.3 €/day Operation cost per engine: 2.02 €/km Running cost per semitrailer: 0.043 €/minute
Energy costs are calculated by summing up the load capacity (gross tonne- kilometres) per relation and using an energy price. The Swiss-based value for the energy costs are published annually by SBB [12].
Since in most cases the deployment of a Swiss locomotive driver is mandatory on the Swiss rail sections, the personnel costs are calculated by considering different approaches for the gross wages (“locomotive driver Switzerland” / “locomotive driver other countries”) on the concerned relations. The respective values and the values for the terminal handling costs originate from Laesser et al. [8] and have been applied in the cost model in previous years. According to information from one of the major railway companies, these values are realistic. For the locomotive driver, a 5 hour working day is assumed. We assume 2 transshipments per ITU on the terminals.
Values introduced in the cost model are:
Swiss locomotive driver low value: 103'202 €/year Swiss locomotive driver high value: 120'403 €/year Locomotive driver EU low value: 52'031 €/year Locomotive driver EU high value: 67'641 €/year Terminal costs per hub: 43.35 €/transshipment
Track charges are calculated by entering standard train definitions into the electronic track charge calculator49 for the respective OD-relations.
4.3.6 Updating the cost factors The majority of the input data of the cost model is based on the existing model which in turn is based on different studies. It is not possible within this project to constantly update all parameters. So the input data will only be partly updated:
Road transport costs: Only fuel prices and tolls will be updated once a year. ACT transport: Fuel prices, tolls and the costs for the rolling motorway will be updated regularly. UCT transport: Fuel prices for pre- and post-carriage and the track charges will be updated regularly.
The development of the costs in the coming years may be cross-checked with internationally50 published indexes for freight transport costs.
49http://eicis.railneteurope.info/uc1/logoutEicis.do 50Switzerland: http://www.bfs.admin.ch/bfs/portal/de/index/themen/05/04/blank/data/02.html France: http://www.cnr.fr/en/Indexes-Statistics/Long-haul-40-T/Cost-price-repository Austria: http://portal.wko.at/wk/format_detail.wk?angid=1&stid=704511&dstid=337&titel=Transport
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Synthesis Data relating to the costs and prices of trans-Alpine transport activities aim first of all at representing the competitiveness of the rail service regarding the corresponding values of a road haulage operation. These indicators may be useful when assessing the legality of unilateral safeguard measures which Switzerland may apply according to Article 46 of the EU-CH LTA.
kostenindexel=Transportkostenindex Germany: https://www.destatis.de/DE/ZahlenFakten/GesamtwirtschaftUmwelt/Preise/Erzeugerpreisi ndizesDienstleistungen/Tabellen_/Gueterverkehr.html?cms_gtp=145052_list%253D2&http s=1
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 35
4.4 Environmental quality
ENVIRONMENTAL DATA ON TRANS-ALPINE FREIGHT TRANSPORT COMPARISONS AUSTRIA - SWITZERLAND - FRANCE Austria Switzerland France Air quality
Measured NO, NOx, SO2, CO, All stations: NO2, SO2, O3, PM10 pollutants PM10 NOx, O3, PM10 Varies by measuring Certain stations:
station PM2.5, Benzol / Toluol / Xylol, CO, HAP, Soot Definitions Average values per Average values per Average values per by pollutant hour, daily, monthly hour, daily, monthly hour, daily, monthly (units) Unit: μg/m3 Unit: μg/m3 Unit: μg/m3 The limits fixed by the All norms (levels not Ordinance of 16 De- to be exceeded) are cember 1985 on Air defined in a decree Pollution Control (based on Directive (OAPC) are lower than 2008/50/EC and those fixed by the EU 2004/107/CE). Directive. Comparison French law of the average concen- integrated these tration is possible, but norms in the articles not the comparison of R221-1 to R221-3 of the frequency of limit the "code de exceedings l'environnement" Time series Time series before Since 2003; for some Since 2002 or 2004 2007 is available stations, earlier data according to station are available. Frequency Every month with a Available every month, Every month with a of getting gap of three months but longer delay of gap of three months data for validation validation for external for validation publication Energy consumption MJ / tonne- No continuous mon- No continuous moni- No continuous mon- km etc. itoring toring; could be calcu- itoring lated approximately on
the basis of CO2 meas- urement programs and information on road traffic (counting). Noise Road No continuous mon- Leq (day and night) No continuous mon- itoring since 2003 itoring
Rail No continuous mon- Leq and Lr (day and No continuous mon- itoring night) since 2003 itoring Other items Not necessarily the Information on air qua- Not necessarily the same indicators for lity and noise is avail- same indicators for all Alpine crossings able for Gotthard and all Alpine crossings San Bernardino, for Lötschberg / Simplon only noise data
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In the EU, air pollution indicators are based on Directive 2008/50/EC. The data validation by competent services normally takes 2 - 3 months, so any external publishing of data can be provided on a quarterly or biannual base. As measuring units are the same in the three countries, data can easily be compared.
The following table provides an overview of the pollutants PM10 and NO2, the major sources of emission and the limit values (annual average) according to legislation in the respective countries and the EU.
LIMIT VALUES AIR POLLUTANTS
Pollutant Unit Major sources of Limit values (annual average) emission France Swiss Austria European directive Particulate μg/m3 Hoseholds (especially matter wood firing), industry, 40 20 40 40 (PM10) transports Nitrogen μg/m3 Transports, dioxide combustion processes 40 30 30 40 (NO2)
Switzerland has permanent noise measurements. Besides, it is possible, as part of the "Monitoring of supporting measures", to derive the energy consumption and the
CO2 emissions from the information on traffic performance. These indicators are not included in the Observatory.
Noise monitoring in France and Austria is in development on base of Directive 2002/49/EC. The data to be used for the Observatory have yet to be determined.
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 37
4.5 Quality of road traffic flow
DATA ON ROAD TRAFFIC FLOW COMPARISONS AUSTRIA - SWITZERLAND - FRANCE
› Austria Switzerland France Quality of road traffic Definition of Numbers of hours Traffic jam: Hours x congestion in which the On long-distance main roads: kilometres: (national speed of vehicles average speed lower than 10 km Distance on definitions is less than half / h during more than one minute which the speed according to the free flow and several 'Stop-and-go '- is lower than 30 methodology velocity on situations. km/h x number of of recording) motorway Slow traffic: hours sections Average speed lower than 30 (between km/h and/or short 'Stop-and-go'- automatic toll situations. stations) in intervals of 15 minutes System of Automatic toll Information traffic jams and Automatic congestion stations slowing-downs are provided by counters monitoring Viasuisse (www.viasuisse.ch). They are generated on the basis of information from the police and private individuals as well as on automatic counters which analyse the traffic flow Frequency Monthly Monthly Once or twice a of getting year data Days with --- Number of days with phase red --- phase red per year: red phases are announced when the daily demand of HGV traffic exceeds the capacity of the tunnels of Gotthard or San Bernardino. During a red phase the access of HGV on the axis concerned is reduced, HGV have to wait in zones provided for this purpose. Driving time --- Average driving time for HGV in --- in transit transit on the Gotthard-route: measurement of the time between entrance in Switzerland and exit (north-south and vice versa).Exact values only for HGV with OBU (on board units). Source: FOT.
Congestion indicators on roads exist in France and in Switzerland, but have different definitions. These indicators are introduced in the annual report of the observatory. In Austria congestion data is collected by ASFINAG since 2010. The reports are currently available, but "still" not for publication. A transmission of the congestion hours on the Alpine corridors is therefore currently not possible.
Sigmaplan, Fusseis, Interface Transport, May 2013 38 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
Although "phase red" exists only in Switzerland, the respective data are collected because they constitute an important indicator on road traffic flows in Switzerland.
Besides data on congestion hours, the Federal Office of Transport can produce statistics on the average driving time for HGV in transit on the Gotthard-route. Exact values can only be provided for HGV with OBU (on board units). The great majority of HGV in transit are not Swiss and do not have an OBU. They have to state their entry point into Switzerland at an electronic terminal on the customs area, at their exit point they have to hand the record including the actual mileage when leaving Switzerland. This declaration is controlled by the customs and entered afterwards in the system. The time interval between the vehicle's exit and the recording of this information (timestamp in database) can be considerable. So the transit time cannot be directly calculated from this information, but can give an indication on the long-term evolution of the transit time through Switzerland by assuming that time between the vehicle's exit and the recording in the database is constant in time.
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 39
4.6 Quality of rail transport services
DATA ON RAIL TRANSPORT FLOWS COMPARISONS AUSTRIA - SWITZERLAND - FRANCE Austria Switzerland France Quality of rail transport (all production modes) Definition of Not available Six categories of delay Not available for delay (<30 min, 30-60 min, freight trains 1-3 h, 3-6 h, 6-12 h,> 12 h). Definition of Distribution of delays by duration for international trains on the Alpine trans-Alpine arch, except relations starting or ending in Austria. Available once a delay year, source: UIRR Quality of rail transport: Unaccompanied combined transport UCT Parameters Number of trains per Number of trains per Number of trains per of offer day – day or night day – day or night day – day or night connections - connections - duration connections - duration duration Filling rate Not available Not available Provided on a quarterly basis by AFA, not available from other operators Quality of rail transport: Accompanied combined transport ACT Parameters Number of trains per Number of trains per Number of trains per of offer day – day or night day – day or night day – day or night connections - price - connections - price - connections - price - duration duration duration Filling rate Available by relation Available every six Provided on a months quarterly basis by AFA
Information on the delay of freight trains is published only in Switzerland. It is therefore not collected and not published in the framework of the Observatory. Nevertheless data relating to delays of international trains in combined transport are published by UIRR (International Union of combined Road-Rail transport companies). These data on international relations through the Alps shall be published in the yearly reports.
The information on the offer of accompanied combined transport is public in the three countries. This information is also available from the operators of unaccompanied combined transport. The capacity utilisation of ACT trains is available only in Switzerland in detail (capacity and load factor by train).
Load factors of UCT trains are not available in any country.
Sigmaplan, Fusseis, Interface Transport, May 2013 40 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
5 Web Application
The purpose of this chapter is to specify the structure and various functions of the web application.
For recording the data of this observation a new web application was built from scratch instead of customising the former Microsoft Access database.
Despite the fact that data can now be recorded in more detail the major advantages of the web application are central data management which ensures security and reliability, a three-layer architecture and the use of state-of-the-art technology. 5.1 Architecture
The web application was built with the framework Grails 2.1. It uses the web server and servlet container Tomcat 7 and Microsoft SQL Server 2012 as database.
It is a client-server model. In this case it means that clients use a web browser to access a server via the internet. No other software or plugins are required.
The web application has a three-layer architecture which includes a presentation layer, an application layer and a data layer.
The presentation layer displays data in a graphical user interface (GUI). Events on the user interface are passed on to the application layer which contains the business logic. It controls the application’s functionality by performing detailed processing. The data layer provides a framework for mapping an object-oriented domain model to a traditional relational database where all the data is stored and retrieved.
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5.2 Functions of the web application
5.2.1 Roles Each user is assigned to one of two roles. The role RW (read/write) means that all its members can create, view, edit and delete data whereas users assigned to the role RO (read only) are only authorised to view data in the user interface.
5.2.2 Logging All changes to the database are saved. When a user either adds, edits or deletes data then the user name, the time and what has changed is logged in detail.
5.2.3 Security The user must have a valid user name and password to login. All passwords are stored encrypted. In addition, the web server and the database server themselves are protected against unauthorized access.
5.2.4 Backup The database is backed up daily. The backups will be archived as long as it is necessary. 5.3 Data recording
The data are divided into six different topics. While the data on road freight and rail freight transport is used for quarterly reports, the other topics are utilised for annual reports.
By default all values are marked as definitive. Each value can be changed to provisional. This might be useful to put the results into perspective.
5.3.1 Data on road freight traffic and rail freight transport Unlike in the former Access database and in addition to total values basic data can be collected. Basic data on road traffic consists of number of HGVs, average loading weights and quantity of transported goods per category of vehicles. The category of vehicles differs from country to country. In Austria and France the data includes trucks with different axles and in Switzerland the data is subdivided into lorries, lorries with trailer and articulated vehicle (see chapter 4 for more details). If values are given for these classes, the totals will be calculated automatically. Sometimes no data exist in a given variety. Therefore it is possible to enter total values manually.
This applies to rail transport too, where basic data consists of number of HGVs for ACT, average loading weights and quantity of transported goods per production modes WL, ACT, UCT and mixed mode (ACT and UCT together).
5.3.2 Quality of road traffic flow Basic information on congestions near the Alpine crossings can be managed here. The available attributes in detail are hours kilometre, hours per year or hours per kilometre.
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5.3.3 Euroclass Data regarding the breakdown of the HGV by EURO class from 0 to VI are recorded in this part of the application. Although some classes can be empty, the total must be 100%. The user is notified when the result is not correct.
5.3.4 Characteristics of rail connections In the old Access database this and the next topic were presented in one form. Because both are diverse, the data has to be recorded in two different forms in the new web application.
This topic is about how frequent (within the week and on weekends) rail connections on different relations are offered.
5.3.5 Quality of rail traffic flow This is related to travel times and fees, each with low and high values. The categories for travel time are ACT and UCT (accompanied and unaccompanied combined transport) and mixed mode.
5.3.6 Environmental quality
Data of environmental measurements like NO2 and PM10 are recorded under this topic. 5.4 Data export
Data export is not available in the provided user interface of the web application. All data is retrieved directly from the database via SQL scripts. All data will be grouped by the common key, the Alpine crossing or aggregations of them.
Data can be exported for the realization of a quarterly report, for the realization of an annual report or on request for the realization of a specific report. 5.5 Data migration
All data from the former Access database is migrated into a new SQL server database. Therefore an extra attribute (id_old) was given to this kind of data.
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6 Quarterly and annual reports 6.1 Quarterly reports
The quarterly report gives an overview of the development of trans-Alpine freight traffic and transport and compares the figures with those from the same quarter of the previous year (to exclude effects of seasonal fluctuations). The trends of transport development are compared with the economic development in order to show whether these trends are congruent or diverging.
Each chapter concerning the traffic and transport development contains a graphical overview to allow the identification of diverging trends. Beyond this, the quarterly report gives information on the rail capacity use in Switzerland and traffic bans by country. Traffic and transport figures are given for each month of the corresponding quarter and the sum is compared to that of the same quarter of the previous year.
The quarterly reports are submitted in English and contain a summary in English, French and German.
6.2 Annual reports
Annual reports consolidate and extend the quarterly reports and provide an overview of the developments of a whole year. They put the developments of a given year in the context of long-term trends and provides an analysis of the causes and effects of the observed traffic and transport evolutions. The annual report covers, among others, the following points:
Data on transport and traffic flows - Values of reporting year, interpretation and comparison to previous year - Comparison with long-term trends - Analysis of traffic flows and risk of disturbances Qualitative analysis of transport and traffic flows (quality parameters) and explanation of the causes of specific evolutions - Data on road traffic quality (congestion etc.) - Analysis of load factors and capacity utilization in combined transport Comparison of transport costs across the Alpine arc for road and combined transport for selected relations Data on environmental quality and its evolution along the main trans-Alpine corridors
The annual report is to be adopted by the Joint Committee. Thus, the annual report has to be drafted in a non-technical and easily understandable way with graphs and tables illustrating the main messages.
The annual reports are submitted in French and contain a summary in French, German and English.
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7 Article 47 reports
Article 47 of the Land Transport Agreement (LTA) on consensual safeguard measures says in its first paragraph:
"In the event of serious disturbance of trans-Alpine traffic flows, prejudicing the attainment of the objectives set out in Article 30 of this Agreement, the Joint Committee shall meet, at the request of one of the Contracting Parties, in order to decide on appropriate measures to deal with the situation. The requesting Contracting Party shall immediately inform the traffic Observatory, which shall report within 14 days on the situation and on any measures to be taken."
The Observatory consortium has to assist the Joint Committee by drafting a so called Article 47 report. As the time available for producing such a report is just 14 calendar days, it is clear that the consortium has to be available at short notice and prepared to assess questions that may come up in such a context. This includes an analysis of the causes of a given traffic disturbance and the stated reasons for a consensual safeguard measure requested by one party. The consortium will have to put these measures in the context of overall trans-Alpine traffic flows. It will also provide an estimation of the impacts on traffic flows, on the road haulage industry and on the environment. The representatives of the requesting country have to justify their request from their view. Task of the traffic Observatory is to evaluate these facts in a holistic consideration.
It seems clear, that a "serious disturbance" cannot be other than the closure of an important crossing that causes detour traffic which leads to traffic problems or congestions on other crossings or some sudden event which makes transalpine traffic altogether very difficult. For such situations three possible causes can be imagined: a natural disaster of epic proportions or a (series of) very serious accident(s) or terrorist attack(s) that destroys a / destroy several very important Alpine crossing(s). The term "consensual measures" excludes by itself the hypothetical case of sudden political decisions without consulting partners beforehand, which would have to be treated on political level.
If one speaks of "safeguard measures" it is useful to know what exactly has to be safeguarded. LTA Article 30 defines the following objectives:
(....) The aim (....) is to combine transport systems efficiency with environmental protection so as to ensure sustainable mobility. (....) make every effort to create broadly comparable transport conditions, including tax arrangements, (....) with a view to avoiding the diversion of traffic in the Alpine region and to ensuring better traffic distribution in those areas.
In cases of serious disturbances mentioned above, the Observatory has to state the difference to the "normal" situation (comparison to the same period of the previous year), to estimate the effects of detour traffic without further measures and draft ideas for measures to "ensuring a better traffic distribution" in the Alpine region.
The financial conditions for the different transport modes and the quality parameters constitute another important aspect. The cost comparison will be taken
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 45
over from the continuous updating of these data, the interpretation of the quality parameters requires a qualitative judgement.
The special reports are addressed to the Joint Committee. Therefore the comprehensibility of the information plays an important role. For practical reasons the report will concentrate on textual explanation and elementary graphics. The Article 47 reports will be written in French.
The contents of an Article 47 report are the following:
Reasons of the disturbances and planned measures Valuation of the disturbances in the context of recent development of trans- Alpine traffic and transport flow Impacts of the planned measures
The problem of the normal data delays of more than 4 months with respect to the monitored period may be alleviated as follows for the most important data:
Road traffic volume Switzerland: These data can be obtained (although possibly not entirely validated) within 4 to 6 weeks from the end of a month Rail capacity use Switzerland: These data can also be obtained within 4 to 6 weeks from the end of a month Road traffic volume France: Data for tunnels subject to tolls (Mt Blanc and Fréjus) normally can be obtained within less than 2 weeks from the end of a month Road traffic volume Austria: These data can be obtained within 4 to 6 weeks from the end of a month.
The possibility of unilateral safeguard measures taken by Switzerland according to Art. 46 LTA does not necessarily require a special report. Nevertheless it may rely on the same criteria as described above, taking into account the slightly different wording (Art. 46: "...... difficulties with Swiss trans-Alpine road traffic flows ...... ", Art. 47: "...... serious disturbance of trans-Alpine traffic flows ...... "). The criteria to be fulfilled are the following:
competitive rail transport prices availability of rail capacity reserves correct application of the measures regarding quality parameters (according to Art. 36 and Annex 9 LTA)
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8 Glossary 8.1 Organisations
European Commission
Abbreviation English French German
DG MOVE Directorate General Direction Générale de Generaldirektion für for Mobility and la Mobilité et des Mobilität und Verkehr Transport Transports
Switzerland
Abbreviation English French German
ARE Federal Office for Office fédéral du Bundesamt für Spatial Development développement terri- Raumentwicklung torial FCA Swiss Federal Cus- Administration fédéra- Eidgenössische Zoll- toms Administration le des douanes AFD verwaltung EZV FEDRO Federal Roads Office Office fédéral des Bundesamt für Stras- routes OFROU sen ASTRA FOT Federal Office of Office fédéral des Bundesamt für Ver- Transport transports OFT kehr BAV FSO Swiss Federal Statis- Office fédéral de la Bundesamt für Stati- tical Office statistique OFS stik BFS MFM-U Monitoring of sup- Suivi des mesures Monitoring Flankie- porting measures d'accompagnement rende Massnahmen regarding the environ- concernant l'environ- Umwelt ment nement, SMA-E MFM-V Monitoring of sup- Suivi des mesures Monitoring Flankie- porting measures d'accompagnement rende Massnahmen regarding transport du transport, SMA-T Verkehr RAlpin Combined transport Opérateur actif sur le Im kombinierten Ver- operator, domiciled in marché du trafic com- kehr tätiger Operateur Switzerland (Olten) biné et ayant son mit Sitz in der siège en Suisse Schweiz (Olten) (Olten) SBB Swiss Federal Rail- Chemin des fers Schweizerische Bun- ways fédéraux suisses CFF desbahnen
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 47
France
Abbreviation English French German
MEDDE Ministry of Ecology, Ministère de l’Ecolo- Ministerium für Um- Sustainable Devel- gie, du Développe- welt, nachhaltige opment and Energy ment Durable et de Entwicklung und l’Energie Energie SOeS Service of Observa- Service de l’Observa- Abteilung für Monito- tion and Statistics – tion et des Statisti- ring und Statistik – General Commissar- ques – Commissariat Generalkommissariat iat for Sustainable Général au Dévelop- für nachhaltige Ent- Development pement durable wicklung (MEDDE) (MEDDE) (MEDDE) AASQA Association of Air Association Agréée Vereinigung zur Quality Monitoring de Surveillance de la Überwachung der Qualité de l’Air Luftqualität AFA Alpine rolling Autoroute Ferroviaire Rollende Landstrasse motorway Alpine zwischen Frankreich und Italien CNR National Road Coun- Conseil National Nationale Beratungs- cil Routier stelle für Strassenver- kehr CRICR Regional Road Infor- Centre Régional Regionales Zentrum mation Centre d’Information et de für Strasseninforma- Coordination Rou- tion und -koordination tières DREAL Regional Directorate Direction Régional de Regionaldirektion für for Equipment, De- l'Equipement, de Infrastruktur, Ent- velopment and l'Aménagement et du wicklung und Woh- Housing Logement nungswesen ESCOTA (Operator of the) Réseau autoroutes (Betreiber der) Motorway network Estérel, Côte d'Azur, Autobahnen Estérel, Estérel, Côte d'Azur, Provence et Alpes Côte d'Azur, Provence et Alpes Provence et Alpes GEIE-TMB Operator of the Mont Groupement Euro- Betreibergesellschaft Blanc tunnel péen d’Intérêt éco- des Mont Blanc nomique du Tunnel Tunnels du Mont Blanc IFSTTAR French Institute for Institut Français des Französisches Institut transport science and Sciences et Techno- für Verkehrs- technology, develop- logies des Trans- wissenschaft und ment and networks ports, de Verkehrstechnik, Ent- l’Aménagement et wicklung und Infra- des Réseaux struktur PACA Provence Alpes Côte Provence Alpes Côte Provence Alpes Côte d'Azur d'Azur d'Azur RFF French railway infra- Réseau Ferré de Betreiber des structure manager France französischen Eisenbahnnetzes SFTRF Operator of the Société Française du Betreibergesellschaft Fréjus tunnel Tunnel Routier du des Fréjus-Tunnels Fréjus SNCF French national rail- Société Nationales Französische Eisen- ways des Chemins de Fer bahngesellschaft Français
Sigmaplan, Fusseis, Interface Transport, May 2013 48 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
Austria
Abbreviation English French German
Asfinag Motorway- and ex- Société concession- Autobahnen- und pressway financing aire d’autoroute au- Schnellstraßen-Fi- and operating com- trichienne nanzierungs-Aktien- pany gesellschaft BMVIT Federal Ministry of Ministère fédéral des Bundesministerium Transport, Innovation Transports, de für Verkehr, Innova- and Technology l’Innovation et de la tion und Technologie Technologie BMWFJ Federal Ministry of Ministère fédéral de Bundesministerium Economy, Family and l'économie, de la für Wirtschaft, Familie Youth famille et de la jeu- und Jugend nesse ÖBB Austrian Federal Chemins de fer au- Österreichische Bun- Railways trichiens desbahnen
8.2 Technical terms
Abbreviation English French German
HGV Heavy goods vehi- Poids lourds PL: Schwere Güterfahr- cle>3,5 t camions, trains rou- zeuge >3,5 t tiers, véhicules arti- culés, >3,5 t AVC Automatic vehicle Comptage automa- Automatische counting tique des véhicules Verkehrszählung CCD Counting and classi- Station de comptage Verkehrszählungs- fication device automatique avec und Klassifikations- classification des automat véhicules LVC Long vehicles counter Station de classifica- Verkehrszählungs- tion des véhicules und Längenklassen- selon la longueur Messgerät SWISS 10 Swiss classification of Classification suisse Schweizerische Ein- road transport vehi- des véhicules routiers teilung der Strassen- cles into 10 catego- en 10 catégories verkehrsfahrzeuge in ries 10 Kategorien ACT Rolling motorway (ac- Chaussée roulante 1) Rollende Landstrasse companied combined (transport combiné ROLA (begleiteter transport) accompagné) kombinierten Verkehr) UCT Unaccompanied Trafic combiné non- Unbegleiteter kombi- combined transport accompagné nierter Verkehr WL Wagon load Wagons complets Wagenladungs- verkehr
Leq, Lr Equivalent continuous Niveau sonore per- Äquivalenter noise level, rating manent énergétique Dauerschallpegel, level équivalent, niveau Beurteilungspegel d'appréciation 1) The rolling motorway Aiton-Orbassano accepts both unaccompanied and accompanied combined transport
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 49
8.3 General
CAFT Cross Alpine Freight Enquête sur les flux Internationale Haupt- Transport Survey de marchandises en erhebung des Alpen- transit ou en querenden Güterver- échange à travers kehrs (AQGV) les Alpes GTTA Goods Traffic Trans- Loi sur le transfert Güterverkehrs- fer Act GTTA du transport de mar- verlagerungsgesetz (Federal Act of 19 chandises LTTM GVVG December 2008 on (Loi fédérale du 19 (Bundesgesetz vom the Transfer of décembre 2008 sur 19. Dezember 2008 Transalpine Heavy le transfert de la über die Verlagerung Goods Traffic from route au rail du des alpenquerenden Road to Rail) transport lourd de Güterschwerverkehrs marchandises à von der Strasse auf die travers les Alpes) Schiene) HVF Performance-related Redevance sur le Leistungsabhängige Heavy Vehicle Fee trafic des poids Schwerverkehrsabga- nationwide, distance, lourds liée aux be LSVA (flächendec- weight and emis- prestations (RPLP), kende, distanz-, ge- sions-based road basée sur la wichts- und emissi- user charge for heavy distance parcouru onsabhängige Stras- goods vehicles in sur le territoire senbenutzungsgebühr Switzerland national, le poids et für den Güterschwer- les émissions verkehr in der polluantes pour les Schweiz). poids lourds en Suisse LTA Land Transport Accord sur les Landverkehrsabkom- Agreement: Transports men: Abkommen Agreement between Terrestres: zwischen der the European Accord entre la Con- Schweizerischen Community and the fédération Suisse et Eidgenossenschaft Swiss Confederation la Communauté Eu- und der Europäischen on the Carriage of ropéenne sur le Gemeinschaft über Goods and transport de mar- den Güter- und Per- Passengers by Rail chandises et de sonenverkehr auf and Road; voyageurs par rail et Schiene und Straße; took effect on 1st of par route; in Kraft getreten am 1. June 2002. entré en vigueur le Juni 2002 1er juin 2002 NST 2007 Standard goods clas- Nomenclature stan- Einheitliche Klassifi- sification for transport dardisée des mar- kation der Güter für die statistics chandises pour les Verkehrsstatistik statistiques de trans- port
Sigmaplan, Fusseis, Interface Transport, May 2013 50 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report
9 References [1] Bundesamt für Verkehr, Innovation und Technologie (2011), Alpenquerender Güterverkehr in Österreich, nicht elektronisch verfügbar
[2] Bundesamt für Verkehr (2010). Güterverkehr auf Strasse und Schiene durch die Schweizer Alpen 2009. [Online]. Verfügbar unter: http://www.bav.admin.ch/verlagerung/01529/index.html?lang=de&download=NHzL pZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDeIB8fmym162epYb g2c_JjKbNoKSn6A [26.11.2012]
[3] Bundesamt für Verkehr (2012). Güterverkehr durch die Schweizer Alpen 2011. [Online]. Verfügbar unter: http://www.bav.admin.ch/verlagerung/01529/index.html?lang=de&download=NHzL pZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDeYN5fWym162epY bg2c_JjKbNoKSn6A-- [28.11.2012]
[4] Bundesamt für Verkehr (2012). Alpinfo 2011. [Online]. Verfügbar unter: http://www.bav.admin.ch/verlagerung/01529/index.html?lang=de&download=NHzL pZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDen14f2ym162epYb g2c_JjKbNoKSn6A-- [26.11.2012]
[5] Bundesamt für Verkehr (2012). Monitoring Flankierende Massnahmen, 1. Semesterbericht 2012. [Online]. Verfügbar unter: http://www.bav.admin.ch/verlagerung/01529/index.html?lang=de&download=NHzL pZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDent3fWym162epYb g2c_JjKbNoKSn6A-- [28.11.2012]
[6] Bundesamt für Verkehr (2011). Verlagerungsbericht 2011. [Online]. Verfügbar unter: http://www.bav.admin.ch/verlagerung/01600/01604/index.html?lang=de&download =NHzLpZeg7t,lnp6I0NTU042l2Z6ln1acy4Zn4Z2qZpnO2Yuq2Z6gpJCDeX97e2ym1 62epYbg2c_JjKbNoKSn6A-- [28.11.2012]
[7] Amt der Tiroler Landesregierung (2012): Verkehr in Tirol - Bericht 2011 http://www.tirol.gv.at/fileadmin/www.tirol.gv.at/themen/verkehr/verkehrsplanung/do wnloads/VB2011_Internet.pdf [04.12.2012]
[8] Laesser et al. (2007). Betriebswirtschaftliche Kosten und Sensitivitäten des alpenquerenden Güterverkehrs (2007). [Online]. Verfügbar unter: http://www.alexandria.unisg.ch/export/DL/36098.pdf [04.12.2012]
[9] HERRY Verkehrsplanung (2001). Transportpreise und Transportkosten der verschiedenen Verkehrsträger im Güterverkehr.[Online]. Verfügbar unter: http://www.arbeiterkammer.at/bilder/importiert/Herry.pdf [30.11.2012]
[10] RHENUS Logistics. (2002). LKW-MAUT in Deutschland. [Online]. Verfügbar unter: http://www.wsa-s.wsv.de/downloadbereich/pdf/lkw_schiff.pdf [04.12.2012]
[11] PE INTERNATIONAL GmbH (2010). Energiebedarfs- und Emissionsvergleich von LKW, Bahn und Schiff im Güterfernverkehr. [Online]. Verfügbar unter: http://www.pe-international.com/uploads/media/Bericht_VDA_Final_2010-07- 09_01.pdf [30.11.2012]
Sigmaplan, Fusseis, Interface Transport, May 2013 Observation and Analysis of Trans-Alpine Freight Traffic Flows: Methodology Report 51
[12] SBB (2012). Leistungskatalog Infrastruktur 2012. [Online]. Verfügbar unter: http://www.sbb.ch/content/sbb/de/desktop/sbb-konzern/sbb-als- geschaeftspartner/zugang-zum-bahn-netz/onestopshop/leistungen- preise/_jcr_content/contentPar/downloadlist/downloadList/leistungskatalog_sbb.sp ooler.download.pdf [30.11.2012]
Sigmaplan, Fusseis, Interface Transport, May 2013
Annex 1 I
Cost model, Input table
2012
general indicators exchange rate CHF/€ 1.210
truck specifications tara t 16 assumption payload t 24 assumption total t 40 calculated loadfactor % 75% assumption payload effective t 18 calculated truck technology euro class euro 5 fuel consumption low l/100 km 32.00 cf. [11] fuel consumption high l/100 km 36.00 cf. [11]
relation average speed road km/h 70 assumption, on highways time surcharge regional road min 10 assumption, origin<>highway / highway<>destination
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 assumption operation costs high €/km 0.83 used by Laesser et al. [8]
fuel costs truck 1. fuel price germany €/l 1.25 annual average prices for Switzerland (w/o vat): 2. fuel price switzerland CHF/l 1.79 http://www.bfs.admin.ch/bfs/portal/de/index/themen/05/02/blank/key/ 3. fuel price italy €/l 1.41 durchschnittspreise.html 4. fuel price austria €/l 1.18 5. fuel price france €/l 1.17 average prices for EU countries (w/o vat): 6. fuel price netherlands €/l 1.20 http://ec.europa.eu/energy/observatory/oil/bulletin_en.htm 7. fuel price belgium €/l 1.21
personnel costs truck gross wage low €/month 1500 assumption (slovak driver) gross wage high €/month 2925 according eurostat; D/2010 ancillary labour costs % 42% according Laesser et al. [8] gross wage low incl. ancillary costs €/month 2130 calculated gross wage high incl. ancillary costs €/month 4154 calculated statuary provisions maximum driving time per month min 10800 according Regulation (EC) No 561/2006 personell costs low €/min 0.20 calculated personell costs high €/min 0.38 calculated
road tolls and charges tolls germany €/km 0.155 http://www.toll-collect.de/rund-um-ihre-maut/maut-tarife.html lsva switzerland CHF/km 0.912 http://www.ezv.admin.ch/zollinfo_firmen/steuern_abgaben/00379/
fixed calculated check! update!
Sigmaplan, Fusseis, Interface Transport, May 2013 II Annex 2
Cost model, French crossings (Road)
2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 1.210 1.210 see input-table
truck specifications Paris Lille Marseille Lyon Chambéry (Garonor - Aulnay- (Seclin) (Clesud - Miramas) (L'Isle d'Abeau) (La Motte Servolex) relation - origin sous-bois) Milano Torino Milano Torino Torino (Corsico) (Settimo Torinese) (Trezzano sul (Gerbole) (Orbassano) relation - destination Naviglio) tara t 16 16 16 16 16 see input-table payload t 24 24 24 24 24 see input-table total t 40 40 40 40 40 see input-table loadfactor % 75% 75% 75% 75% 75% see input-table payload effective t 18 18 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 0.00 0.00 0.00 0.00 0.00 country 2 (switzerland) km 0.00 0.00 0.00 0.00 0.00 country 3 (italy) km 234.00 151.00 274.00 89.00 97.00 country 4 (austria) km 0.00 0.00 0.00 0.00 0.00 e.g. http://maps.google.de country 5 (france) km 632.00 825.00 259.00 174.00 114.00 country 6 (netherlands) km 0.00 0.00 0.00 0.00 0.00 country 7 (belgium/lux) km 0.00 0.00 0.00 0.00 0.00 total km 866.00 976.00 533.00 263.00 211.00 calculated speed road average speed km/h 70 70 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 10 10 see input-table country 1 (germany) min 0 0 0 0 0 calculated country 2 (switzerland) min 0 0 0 0 0 calculated country 3 (italy) min 201 129 235 76 83 calculated country 4 (austria) min 0 0 0 0 0 calculated country 5 (france) min 542 707 222 149 98 calculated country 6 (netherlands) min 0 0 0 0 0 calculated country 7 (belgium/lux) min 0 0 0 0 0 calculated time surcharge regional road destination min 10 10 10 10 10 see input-table total min 762 857 477 245 201 calculated
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.17 1.17 1.17 1.17 1.17 calculated (smallest value per relation) fuel costs low €/km 0.37 0.37 0.37 0.37 0.37 calculated (depends on consumption) fuel costs high €/km 0.42 0.42 0.42 0.42 0.42 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 0.38 0.38 see input-table
road tolls and charges tolls germany €/km 0.155 0.155 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 0.912 0.912 see input-table tolls italy €/trip 113.80 61.00 66.10 33.20 31.30 per relation, via toll calculator tolls austria €/trip 0.00 0.00 0.00 0.00 0.00 per relation, via toll calculator tolls france €/trip 156.70 224.70 77.50 65.50 43.90 per relation, via toll calculator french tunnel charges €/trip 223.05 223.05 0.00 225.65 225.65 per relation tolls netherlands €/trip 0.00 0.00 0.00 0.00 0.00 per relation tolls belgium/lux €/trip 0.00 0.00 0.00 0.00 0.00 per relation total tolls and charges germany € 0.00 0.00 0.00 0.00 0.00 calculated switzerland € 0.00 0.00 0.00 0.00 0.00 calculated italy € 113.80 61.00 66.10 33.20 31.30 calculated austria € 0.00 0.00 0.00 0.00 0.00 calculated france tolls/charges € 156.70 224.70 77.50 65.50 43.90 calculated france tunnel charges € 223.05 223.05 0.00 225.65 225.65 calculated netherlands € 0.00 0.00 0.00 0.00 0.00 calculated belgium/luxembourg € 0.00 0.00 0.00 0.00 0.00 calculated road tolls and charges total € 493.55 508.75 143.60 324.35 300.85 calculated
calculations costs operation costs low € 363.72 409.92 223.86 110.46 88.62 calculated operation costs high € 718.78 810.08 442.39 218.29 175.13 calculated personnel costs low € 150.34 168.93 94.05 48.40 39.61 calculated personnel costs high € 293.16 329.42 183.39 94.39 77.25 calculated fuel costs low € 324.23 365.41 199.56 98.47 79.00 calculated fuel costs high € 364.76 411.09 224.50 110.78 88.87 calculated road tolls and charges € 493.55 508.75 143.60 324.35 300.85 calculated total costs total costs low € 1331.84 1453.02 661.06 581.68 508.08 calculated total costs high € 1870.25 2059.34 993.88 747.80 642.10 calculated average € 1'601 1'756 827 665 575 calculated
charts low low low low low operation costs € 363.72 409.92 223.86 110.46 88.62 calculated personnel costs € 150.34 168.93 94.05 48.40 39.61 calculated fuel/energy costs € 324.23 365.41 199.56 98.47 79.00 calculated road tolls and charges/track charges € 493.55 508.75 143.60 324.35 300.85 calculated high high high high high operation costs € 718.78 810.08 442.39 218.29 175.13 calculated personnel costs € 293.16 329.42 183.39 94.39 77.25 calculated fuel/energy costs € 364.76 411.09 224.50 110.78 88.87 calculated road tolls and charges/track charges € 493.55 508.75 143.60 324.35 300.85 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 2 III
Cost model, French crossings (ACT 1/2)
2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 see input-table
truck specifications Paris Lille Lyon (Garonor - Aulnay- (Seclin) (L'Isle d'Abeau) relation - origin sous-bois) Milano Torino Torino relation - destination (Corsico) (Settimo Torinese) (Gerbole) tara t 16 16 16 see input-table payload t 24 24 24 see input-table total t 40 40 40 see input-table loadfactor % 75% 75% 75% see input-table payload effective t 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 0.00 0.00 0.00 country 2 (switzerland) km 0.00 0.00 0.00 country 3 (italy) km 157.00 30.00 5.00 country 4 (austria) km 0.00 0.00 0.00 e.g. http://maps.google.de country 5 (france) km 622.00 825.00 103.00 country 6 (netherlands) km 0.00 0.00 0.00 country 7 (belgium/lux) km 0.00 0.00 0.00 total km 779.00 855.00 108.00 calculated speed road average speed km/h 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 see input-table time surcharge terminal origin min 40 40 40 assumption country 1 (germany) min 0 0 0 calculated country 2 (switzerland) min 0 0 0 calculated country 3 (italy) min 135 26 4 calculated country 4 (austria) min 0 0 0 calculated country 5 (france) min 533 707 88 calculated country 6 (netherlands) min 0 0 0 calculated country 7 (belgium/lux) min 0 0 0 calculated time surcharge terminal destination min 15 15 15 assumption time surcharge regional road destination min 10 10 10 see input-table total min 743 808 168
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.17 1.17 1.17 calculated (smallest value per relation) fuel costs low €/km 0.37 0.37 0.37 calculated (depends on consumption) fuel costs high €/km 0.42 0.42 0.42 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 see input-table
Sigmaplan, Fusseis, Interface Transport, May 2013 IV Annex 2
Cost model, French crossings (ACT 2/2)
road tolls and charges tolls germany €/km 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 see input-table tolls italy €/trip 37.70 3.70 0.00 per relation, via toll calculator tolls austria €/trip 0.00 0.00 0.00 per relation, via toll calculator tolls france €/trip 150.90 217.80 32.80 per relation, via toll calculator french tunnel charges €/trip 0.00 0.00 0.00 per relation tolls netherlands €/trip 0.00 0.00 0.00 per relation tolls belgium/lux €/trip 0.00 0.00 0.00 per relation total tolls and charges germany € 0.00 0.00 0.00 calculated switzerland € 0.00 0.00 0.00 calculated italy € 37.70 3.70 0.00 calculated austria € 0.00 0.00 0.00 calculated france tolls/charges € 150.90 217.80 32.80 calculated france tunnel charges € 0.00 0.00 0.00 calculated netherlands € 0.00 0.00 0.00 calculated belgium/luxembourg € 0.00 0.00 0.00 calculated road tolls and charges total € 188.60 221.50 32.80 calculated
costs rolling motorway total costs rolling motorway tarif day low €/trip 222.00 222.00 222.00 tarif night high €/trip 222.00 222.00 222.00 travel time low min 180.00 180.00 180.00 travel time high min 192.00 192.00 192.00
calculations costs operation costs low € 327.18 359.10 45.36 calculated operation costs high € 646.57 709.65 89.64 calculated personnel costs low € 146.48 159.33 33.05 calculated personnel costs high € 285.64 310.69 64.45 calculated fuel costs low € 291.66 320.11 40.44 calculated fuel costs high € 328.11 360.13 45.49 calculated road tolls and charges € 188.60 221.50 32.80 calculated costs rolling motorway low € 222.00 222.00 222.00 calculated costs rolling motorway high € 222.00 222.00 222.00 calculated total costs total costs low € 1175.92 1282.04 373.64 calculated total costs high € 1670.92 1823.96 454.37 calculated average € 1'423 1'553 414 calculated
charts low low low operation costs € 327.18 359.10 45.36 calculated personnel costs € 146.48 159.33 33.05 calculated fuel/energy costs € 291.66 320.11 40.44 calculated road tolls and charges/track charges € 188.60 221.50 32.80 calculated costs rolling motorway € 222.00 222.00 222.00 calculated high high high operation costs € 646.57 709.65 89.64 calculated personnel costs € 285.64 310.69 64.45 calculated fuel/energy costs € 328.11 360.13 45.49 calculated road tolls and charges/track charges € 188.60 221.50 32.80 calculated costs rolling motorway € 222.00 222.00 222.00 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 2 V
Cost model, French crossings (UCT 1/2)
2012
relation Paris Lille Marseille Lyon Chambéry (Garonor - Aulnay- (Seclin) (Clesud - Miramas) (L'Isle d'Abeau) (La Motte origin sous-bois) Servolex) Milano Torino Milano Torino Torino (Corsico) (Settimo Torinese) (Trezzano sul (Gerbole) (Orbassano) destination Naviglio) alpine crossing Mont Cenis Mont Cenis Vintimille Mont Cenis Mont Cenis
basic assumptions exchange rate CHF/€ 1.21 1.21 1.21 1.21 1.21 see input-table min. per day min/day 1440 1440 1440 1440 1440 - load factor semi-trailer % 75% 75% 75% 75% 75% assumption load factor train % 75% 75% 75% 75% 75% assumption semi-trailer per wagon ITU 1 1 1 1 1 assumption empty weight semi-trailer t/ITU 5 5 5 5 5 assumption payload semi-trailer t/ITU 25 25 25 25 25 assumption wagon per train waggons 26 26 26 26 26 max. admissible length of wagons in italy: 520m wagon length m 20 20 20 20 20 empty weight wagon t/waggon 21 21 21 21 21 numbers of engines flat areas # 1 1 1 1 1 number of engines alpine area # 2 2 2 2 2 length engine m 18.5 18.5 18.5 18.5 18.5 weight engine t/engine 90 90 90 90 90 max. weight train t/train 1600 1600 1600 1600 1600 average length wagons m 520 520 520 520 520 calculated average length train (1 engine) m 538.5 538.5 538.5 538.5 538.5 calculated average length train (2 engines) m 557 557 557 557 557 calculated empty weight wagons t 546 546 546 546 546 calculated empty weight train (1 engine) t 636 636 636 636 636 calculated empty weight train (2 engines) t 726 726 726 726 726 calculated number of containers on train ITU 19.5 19.5 19.5 19.5 19.5 calculated empty weight containers t 97.5 97.5 97.5 97.5 97.5 calculated average payload containers t 365.625 365.625 365.625 365.625 365.625 calculated average weight payload incl. containers t 463.125 463.125 463.125 463.125 463.125 calculated average total weight train (1 engine) t 1099.125 1099.125 1099.125 1099.125 1099.125 calculated average total weight train (2 engines) t 1189.125 1189.125 1189.125 1189.125 1189.125 calculated average total weight for track charge webtool t 1144.125 1144.125 1144.125 1144.125 1144.125 calculated
pre-/post-carriage distance country x km 11.00 19.30 61.50 103.00 43.60 e.g. http://maps.google.de country y km 52.40 30.00 52.40 5.00 10.00 speed average speed km/h 70 70 70 70 70 see input-table time time surcharge regional road origin min 10 10 10 10 10 see input-table time surcharge terminal origin min 30 30 30 30 30 assumption country origin min 14 25 79 132 56 calculated, distance*2 (origin>terminal>origin) country destination min 67 39 67 6 13 calculated, distance*2 (dest.>terminal>dest.) time surcharge terminal destination min 30 30 30 30 30 assumption time surcharge regional road destination min 10 10 10 10 10 see input-table total min 162 143 226 219 149 calculated costs pre-/post-carriage operation costs low €/km 0.42 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 0.83 see input-table fuel price country origin €/l 1.17 1.17 1.17 1.17 1.17 per relation fuel costs country origin low €/km 0.37 0.37 0.37 0.37 0.37 calculated (depends on consumption) fuel costs country origin high €/km 0.42 0.42 0.42 0.42 0.42 calculated (depends on consumption) fuel price country destination €/l 1.41 1.41 1.41 1.41 1.41 per relation fuel costs country destination low €/km 0.45 0.45 0.45 0.45 0.45 calculated (depends on consumption) fuel costs country destination high €/km 0.51 0.51 0.51 0.51 0.51 calculated (depends on consumption) personnel costs low €/min 0.20 0.20 0.20 0.20 0.20 see input-table personnel costs high €/min 0.38 0.38 0.38 0.38 0.38 see input-table road tolls and charges country origin € 0.00 0.00 7.70 32.80 11.20 per relation, via toll calculator road tolls and charges country destination € 13.50 0.00 13.50 0.00 0.00 per relation, via toll calculator total costs pre-/post-carriage per trip total costs low €/trip 126.94 90.48 207.62 205.23 105.59 calculated, distance*2 (origin>terminal>origin) total costs high €/trip 201.40 151.56 328.84 320.31 170.36 calculated, distance*2 (dest.>terminal>dest.)
rail distance and journey time distance rail country 1 (germany) km 0.00 0.00 0.00 0.00 0.00 country 2 (switzerland) km 0.00 0.00 0.00 0.00 0.00 country 3 (italy) km 217.16 234.79 269.37 234.79 234.79 country 4 (austria) km 0.00 0.00 0.00 0.00 0.00 per relation, country 5 (france) km 683.00 904.72 263.00 73.58 73.58 http://eicis.railneteurope.info/uc1/logoutEicis.do country 6 (netherlands) km 0.00 0.00 0.00 0.00 0.00 country 7 (belgium/lux) km 0.00 0.00 0.00 0.00 0.00 country 8 (other countries) km 0.00 0.00 0.00 0.00 0.00 distance double traction km 900.16 1'139.51 532.37 308.37 308.37 calculated total distance km 900.16 1'139.51 532.37 308.37 308.37 calculated speed rail average speed km/h 45 45 45 45 45 assumption, confirmed by operator time rail (incl. preparation/shunting) preparation origin min 60 60 60 60 60 Laesser et al. [8] country 1 (germany) min 0 0 0 0 0 calculated country 2 (switzerland) min 0 0 0 0 0 calculated country 3 (italy) min 290 313 359 313 313 calculated country 4 (austria) min 0 0 0 0 0 calculated country 5 (france) min 911 1'206 351 98 98 calculated country 6 (netherlands) min 0 0 0 0 0 calculated country 7 (belgium/lux) min 0 0 0 0 0 calculated country 8 (other countries) min 0 0 0 0 0 calculated preparation destination min 60 60 60 60 60 Laesser et al. [8] other time (breaks, shunting) min 0 0 0 0 0 total journey time min 1'320 1'639 830 531 531 calculated
costs operation costs waggons (per wagon) depreciation and imputed interest €/km 0.05 0.05 0.05 0.05 0.05 maintenance €/km 0.03 0.03 0.03 0.03 0.03 Laesser et al. [8] (base 2010) costs rotation CHF/day 33.05 33.05 33.05 33.05 33.05 costs rotation €/day 27.32 27.32 27.32 27.32 27.32 calculated operation costs locomotive (per locomotive) investment costs CHF/km 1.80 1.80 1.80 1.80 1.80 Laesser et al. [8] (base 2010) investment costs €/km 1.49 1.49 1.49 1.49 1.49 calculated maintenance CHF/km 0.64 0.64 0.64 0.64 0.64 Laesser et al. [8] (base 2010) maintenance €/km 0.53 0.53 0.53 0.53 0.53 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 VI Annex 2
Cost model, French crossings (UCT 2/2)
costs swap bodies/semi-trailers value estimated based on truck costs amortisation €/km 0.22 0.22 0.22 0.22 0.22 imputed interest €/km 0.12 0.12 0.12 0.12 0.12 Laesser et al. [8] (base 2010) maintenance + repair €/km 0.12 0.12 0.12 0.12 0.12 total costs €/km 0.46 0.46 0.46 0.46 0.46 calculated share of trailer costs % 20% 20% 20% 20% 20% assumption yearly mileage km/year 150'000 150'000 150'000 150'000 150'000 assumption total costs per year semi-trailer/swap-body €/year 13'800 13'800 13'800 13'800 13'800 calculated operation days # 225 225 225 225 225 assumption costs per day €/day 61.33 61.33 61.33 61.33 61.33 calculated costs per minute €/min 0.04 0.04 0.04 0.04 0.04 calculated statuary provisions average daily driving time hours/day 5 5 5 5 5 assumption average daily driving time min/day 300 300 300 300 300 calculated personnel costs locomotive driver switzerland gross wage locomotive driver low CHF/year 124'875 124'875 124'875 124'875 124'875 Laesser et al. [8] (base 2010) €/year 103'202 103'202 103'202 103'202 103'202 calculated gross wage locomotive driver high CHF/year 145'687 145'687 145'687 145'687 145'687 Laesser et al. [8] (base 2010) €/year 120'403 120'403 120'403 120'403 120'403 calculated average productivity days/year 228 228 228 228 228 Laesser et al. [8] personnel costs per day low €/day 453 453 453 453 453 calculated personnel costs per day high €/day 528 528 528 528 528 calculated personnel costs low €/min 1.51 1.51 1.51 1.51 1.51 calculated personnel costs high €/min 1.76 1.76 1.76 1.76 1.76 calculated personnel costs locomotive driver other countries gross wage locomotive driver low €/year 52'031 52'031 52'031 52'031 52'031 assumption (base 2010), confirmed by operator gross wage locomotive driver high €/year 67'641 67'641 67'641 67'641 67'641 average productivity days/year 228 228 228 228 228 personnel costs per day low €/day 228 228 228 228 228 calculated personnel costs per day high €/day 297 297 297 297 297 calculated personnel costs low €/min 0.76 0.76 0.76 0.76 0.76 calculated personnel costs high €/min 0.99 0.99 0.99 0.99 0.99 calculated terminal handling costs costs per hub €/Hub ITU 43.35 43.35 43.35 43.35 43.35 Laesser et al. [8] (base 2010) number of movements per container # mov./ITU 2 2 2 2 2 assumption track charges country 1 (germany) € 0.00 0.00 0.00 0.00 0.00 per relation, country 2 (switzerland) CHF 0.00 0.00 0.00 0.00 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 2 (switzerland) € 0.00 0.00 0.00 0.00 0.00 calculated country 3 (italy) € 517.00 235.00 642.00 235.00 235.00 country 4 (austria) € 0.00 0.00 0.00 0.00 0.00 country 5 (france) € 1'853.00 1'927.00 480.00 128.00 128.00 per relation, country 6 (netherlands) € 0.00 0.00 0.00 0.00 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 7 (belgium/lux) € 0.00 0.00 0.00 0.00 0.00 country 8 (other countries) € 0.00 0.00 0.00 0.00 0.00 additional charges € 0.00 0.00 0.00 0.00 0.00 total track charges € 2'370.00 2'162.00 1'122.00 363.00 363.00 calculated energy gross-ton kilometres single traction gr-tkm 989'388 1'252'464 585'141 338'937 338'937 calculated gross-ton kilometres 2nd locomotive gr-tkm 81'014 102'556 47'913 27'753 27'753 calculated total gross-ton kilometres gr-tkm 1'070'403 1'355'020 633'054 366'690 366'690 calculated price (swiss base) CHF/gr-tkm 0.0030 0.0030 0.0030 0.0030 0.0030 SBB [12] price (swiss base) €/gr-tkm 0.0025 0.0025 0.0025 0.0025 0.0025 calculated
calculations costs rolling stock (wagons) operation costs wagons € 1'768 2'238 1'046 606 606 calculated other costs wagon (rotation) € 651 809 409 262 262 calculated total costs wagons € 2'419 3'047 1'455 868 868 calculated costs rolling stock (locomotive) costs locomotive (single traction) € 1'813 2'295 1'072 621 621 calculated costs locomotive (double traction) € 1'813 2'295 1'072 621 621 calculated total costs locomotive € 3'626 4'590 2'144 1'242 1'242 calculated total costs trailers € 1'097 1'362 689 441 441 calculated energy costs € 2'654 3'360 1'570 909 909 calculated track charges € 2'370 2'162 1'122 363 363 calculated costs locomotive driver wages locomotive driver low € 913 1'156 540 313 313 calculated wages locomotive driver high € 1'187 1'502 702 407 407 calculated terminal handling costs terminal handling costs € 1'691 1'691 1'691 1'691 1'691 calculated pre-carriage/post-carriage costs pre-carriage/post-carriage costs low € 2'475 1'764 4'049 4'002 2'059 calculated pre-carriage/post-carriage costs high € 3'927 2'955 6'412 6'246 3'322 calculated total costs low € 17'245 19'131 13'259 9'829 7'885 calculated total costs high € 18'970 20'669 15'785 12'166 9'242 calculated total average costs € 18'107 19'900 14'522 10'997 8'564 calculated costs per ITU low €/ITU 884 981 680 504 404 calculated costs per ITU high €/ITU 973 1'060 809 624 474 calculated costs per ITU average €/ITU 929 1'020 745 564 439 calculated
charts low operation costs €/ITU 366 461 220 131 131 calculated personnel costs €/ITU 47 59 28 16 16 calculated fuel/energy costs €/ITU 136 172 80 47 47 calculated road tolls and charges/track charges €/ITU 122 111 58 19 19 calculated rolling motorway €/ITU - - - - - terminal handling costs €/ITU 87 87 87 87 87 calculated feeding/downfeeding CT €/ITU 127 90 208 205 106 calculated 884 981 680 504 404 calculated high operation costs €/ITU 366 461 220 131 131 calculated personnel costs €/ITU 61 77 36 21 21 calculated fuel/energy costs €/ITU 136 172 80 47 47 calculated road tolls and charges/track charges €/ITU 122 111 58 19 19 calculated rolling motorway €/ITU - - - - - terminal handling costs €/ITU 87 87 87 87 87 calculated feeding/downfeeding CT €/ITU 201 152 329 320 170 calculated 973 1'060 809 624 474 calculated travel time 1'320 1'639 830 531 531 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 3 VII
Cost model, Swiss crossings (Road)
2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 1.210 1.210 see input-table
truck specifications Köln Limburg Antwerpen Stuttgart Singen relation - origin (Lüdenscheid) (Giessen) (Turnhout) (Heilbronn) (Donaueschingen) Busto Arsizio Bergamo Novara Milano Milano relation - destination (Lecco) (Brescia) (Garlasco) (Crema) (Cremona) tara t 16 16 16 16 16 see input-table payload t 24 24 24 24 24 see input-table total t 40 40 40 40 40 see input-table loadfactor % 75% 75% 75% 75% 75% see input-table payload effective t 18 18 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 496.00 385.00 556.00 205.00 25.00 country 2 (switzerland) km 288.00 288.00 288.00 295.00 302.00 country 3 (italy) km 41.00 139.00 94.00 107.00 150.00 country 4 (austria) km 0.00 0.00 0.00 0.00 0.00 e.g. http://maps.google.de country 5 (france) km 0.00 0.00 0.00 0.00 0.00 country 6 (netherlands) km 0.00 0.00 76.00 0.00 0.00 country 7 (belgium/lux) km 0.00 0.00 23.00 0.00 0.00 total km 825.00 812.00 1037.00 607.00 477.00 calculated speed road average speed km/h 70 70 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 10 10 see input-table country 1 (germany) min 425 330 477 176 21 calculated country 2 (switzerland) min 247 247 247 253 259 calculated country 3 (italy) min 35 119 81 92 129 calculated country 4 (austria) min 0 0 0 0 0 calculated country 5 (france) min 0 0 0 0 0 calculated country 6 (netherlands) min 0 0 65 0 0 calculated country 7 (belgium/lux) min 0 0 20 0 0 calculated time surcharge regional road destination min 10 10 10 10 10 see input-table total min 727 716 909 540 429 calculated
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.25 1.25 1.20 1.25 1.25 calculated (smallest value per relation) fuel costs low €/km 0.40 0.40 0.38 0.40 0.40 calculated (depends on consumption) fuel costs high €/km 0.45 0.45 0.43 0.45 0.45 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 0.38 0.38 see input-table
road tolls and charges tolls germany €/km 0.155 0.155 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 0.912 0.912 see input-table tolls italy €/trip 8.70 22.90 16.90 16.40 20.00 per relation, via toll calculator tolls austria €/trip 0.00 0.00 0.00 0.00 0.00 per relation, via toll calculator tolls france €/trip 0.00 0.00 0.00 0.00 0.00 per relation, via toll calculator french tunnel charges €/trip 0.00 0.00 0.00 0.00 0.00 per relation tolls netherlands €/trip 0.00 0.00 0.00 0.00 0.00 per relation tolls belgium/lux €/trip 0.00 0.00 0.00 0.00 0.00 per relation total tolls and charges germany € 76.88 59.68 86.18 31.78 3.88 calculated switzerland € 217.07 217.07 217.07 222.35 227.62 calculated italy € 8.70 22.90 16.90 16.40 20.00 calculated austria € 0.00 0.00 0.00 0.00 0.00 calculated france tolls/charges € 0.00 0.00 0.00 0.00 0.00 calculated france tunnel charges € 0.00 0.00 0.00 0.00 0.00 calculated netherlands € 0.00 0.00 0.00 0.00 0.00 calculated belgium/luxembourg € 0.00 0.00 0.00 0.00 0.00 calculated road tolls and charges total € 302.65 299.65 320.15 270.52 251.50 calculated
calculations costs operation costs low € 346.50 341.04 435.54 254.94 200.34 calculated operation costs high € 684.75 673.96 860.71 503.81 395.91 calculated personnel costs low € 143.41 141.21 179.25 106.56 84.58 calculated personnel costs high € 279.65 275.36 349.53 207.78 164.93 calculated fuel costs low € 330.00 324.80 398.21 242.80 190.80 calculated fuel costs high € 371.25 365.40 447.98 273.15 214.65 calculated road tolls and charges € 302.65 299.65 320.15 270.52 251.50 calculated total costs total costs low € 1122.56 1106.70 1333.15 874.82 727.22 calculated total costs high € 1638.30 1614.37 1978.38 1255.27 1026.99 calculated average € 1'380 1'361 1'656 1'065 877 calculated
charts low low low low low operation costs € 346.50 341.04 435.54 254.94 200.34 calculated personnel costs € 143.41 141.21 179.25 106.56 84.58 calculated fuel/energy costs € 330.00 324.80 398.21 242.80 190.80 calculated road tolls and charges/track charges € 302.65 299.65 320.15 270.52 251.50 calculated high high high high high operation costs € 684.75 673.96 860.71 503.81 395.91 calculated personnel costs € 279.65 275.36 349.53 207.78 164.93 calculated fuel/energy costs € 371.25 365.40 447.98 273.15 214.65 calculated road tolls and charges/track charges € 302.65 299.65 320.15 270.52 251.50 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 VIII Annex 3
Cost model, Swiss crossings (ACT 1/2)
2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 see input-table
truck specifications Köln Limburg Antwerpen Stuttgart Singen (Lüdenscheid) (Giessen) (Turnhout) (Heilbronn) (Donaueschingen) relation - origin Busto Arsizio Bergamo Novara Milano Milano relation - destination (Lecco) (Brescia) (Garlasco) (Crema) (Cremona) tara t 16 16 16 see input-table payload t 24 24 24 see input-table total t 40 40 40 see input-table loadfactor % 75% 75% 75% see input-table payload effective t 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 439.00 330.00 500.00 country 2 (switzerland) km 0.00 0.00 0.00 country 3 (italy) km 96.00 138.00 42.00 country 4 (austria) km 0.00 0.00 0.00 e.g. http://maps.google.de country 5 (france) km 0.00 0.00 0.00 country 6 (netherlands) km 0.00 0.00 76.00 country 7 (belgium/lux) km 0.00 0.00 23.00 total km 535.00 468.00 641.00 calculated speed road average speed km/h 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 see input-table time surcharge terminal origin min 40 40 40 assumption country 1 (germany) min 376 283 429 calculated country 2 (switzerland) min 0 0 0 calculated country 3 (italy) min 82 118 36 calculated country 4 (austria) min 0 0 0 calculated country 5 (france) min 0 0 0 calculated country 6 (netherlands) min 0 0 65 calculated country 7 (belgium/lux) min 0 0 20 calculated time surcharge terminal destination min 15 15 15 assumption time surcharge regional road destination min 10 10 10 see input-table total min 534 476 624
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.25 1.25 1.20 calculated (smallest value per relation) fuel costs low €/km 0.40 0.40 0.38 calculated (depends on consumption) fuel costs high €/km 0.45 0.45 0.43 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 see input-table
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 3 IX
Cost model, Swiss crossings (ACT 2/2)
road tolls and charges tolls germany €/km 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 see input-table tolls italy €/trip 17.70 25.20 16.50 per relation, via toll calculator tolls austria €/trip 0.00 0.00 0.00 per relation, via toll calculator tolls france €/trip 0.00 0.00 0.00 per relation, via toll calculator french tunnel charges €/trip 0.00 0.00 0.00 per relation tolls netherlands €/trip 0.00 0.00 0.00 per relation tolls belgium/lux €/trip 0.00 0.00 0.00 per relation total tolls and charges germany € 68.05 51.15 77.50 calculated switzerland € 0.00 0.00 0.00 calculated italy € 17.70 25.20 16.50 calculated austria € 0.00 0.00 0.00 calculated france tolls/charges € 0.00 0.00 0.00 calculated france tunnel charges € 0.00 0.00 0.00 calculated netherlands € 0.00 0.00 0.00 calculated belgium/luxembourg € 0.00 0.00 0.00 calculated road tolls and charges total € 85.75 76.35 94.00 calculated
costs rolling motorway total costs rolling motorway tarif day low €/trip 470.00 470.00 470.00 tarif night high €/trip 610.00 610.00 610.00 http://ralpin.com travel time low min 620.00 620.00 620.00 travel time high min 790.00 790.00 790.00
calculations costs operation costs low € 224.70 196.56 269.22 calculated operation costs high € 444.05 388.44 532.03 calculated personnel costs low € 105.23 93.91 123.15 calculated personnel costs high € 205.20 183.12 240.14 calculated fuel costs low € 214.00 187.20 246.14 calculated fuel costs high € 240.75 210.60 276.91 calculated road tolls and charges € 85.75 76.35 94.00 calculated costs rolling motorway low € 470.00 470.00 470.00 calculated costs rolling motorway high € 610.00 610.00 610.00 calculated total costs total costs low € 1099.68 1024.02 1202.52 calculated total costs high € 1585.75 1468.51 1753.09 calculated average € 1'343 1'246 1'478 calculated
charts low low low operation costs € 224.70 196.56 269.22 calculated personnel costs € 105.23 93.91 123.15 calculated fuel/energy costs € 214.00 187.20 246.14 calculated road tolls and charges/track charges € 85.75 76.35 94.00 calculated costs rolling motorway € 470.00 470.00 470.00 calculated high high high operation costs € 444.05 388.44 532.03 calculated personnel costs € 205.20 183.12 240.14 calculated fuel/energy costs € 240.75 210.60 276.91 calculated road tolls and charges/track charges € 85.75 76.35 94.00 calculated costs rolling motorway € 610.00 610.00 610.00 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 X Annex 3
Cost model, Swiss crossings (UCT 1/2)
2012
relation Köln Limburg Antwerpen Stuttgart Singen (Lüdenscheid) (Giessen) (Turnhout) (Heilbronn) (Donaueschingen) origin Busto Arsizio Bergamo Novara Milano Milano destination (Lecco) (Brescia) (Garlasco) (Crema) (Cremona) alpine crossing Gotthard Gotthard Simplon Gotthard Gotthard
basic assumptions exchange rate CHF/€ 1.21 1.21 1.21 1.21 see input-table min. per day min/day 1440 1440 1440 1440 - load factor semi-trailer % 75% 75% 75% 75% assumption load factor train % 75% 75% 75% 75% assumption semi-trailer per wagon ITU 1 1 1 1 assumption empty weight semi-trailer t/ITU 5 5 5 5 assumption payload semi-trailer t/ITU 25 25 25 25 assumption wagon per train waggons 26 26 26 26 max. admissible length of wagons in italy: 520m wagon length m 20 20 20 20 empty weight wagon t/waggon 21 21 21 21 numbers of engines flat areas # 1 1 1 1 number of engines alpine area # 2 2 2 2 length engine m 18.5 18.5 18.5 18.5 weight engine t/engine 90 90 90 90 max. weight train t/train 1600 1600 1600 1600 average length wagons m 520 520 520 520 calculated average length train (1 engine) m 538.5 538.5 538.5 538.5 calculated average length train (2 engines) m 557 557 557 557 calculated empty weight wagons t 546 546 546 546 calculated empty weight train (1 engine) t 636 636 636 636 calculated empty weight train (2 engines) t 726 726 726 726 calculated number of containers on train ITU 19.5 19.5 19.5 19.5 calculated empty weight containers t 97.5 97.5 97.5 97.5 calculated average payload containers t 365.625 365.625 365.625 365.625 calculated average weight payload incl. containers t 463.125 463.125 463.125 463.125 calculated average total weight train (1 engine) t 1099.125 1099.125 1099.125 1099.125 calculated average total weight train (2 engines) t 1189.125 1189.125 1189.125 1189.125 calculated average total weight for track charge webtool t 1144.125 1144.125 1144.125 1144.125 calculated
pre-/post-carriage distance country x km 113 64 44 60 e.g. http://maps.google.de country y km 82 54 44 54 speed average speed km/h 70 70 70 70 see input-table time time surcharge regional road origin min 10 10 10 10 see input-table time surcharge terminal origin min 30 30 30 30 assumption country origin min 145 82 57 77 calculated, distance*2 (origin>terminal>origin) country destination min 105 69 57 69 calculated, distance*2 (dest.>terminal>dest.) time surcharge terminal destination min 30 30 30 30 assumption time surcharge regional road destination min 10 10 10 10 see input-table total min 331 232 193 227 calculated costs pre-/post-carriage operation costs low €/km 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 see input-table fuel price country origin €/l 1.25 1.25 1.21 1.25 per relation fuel costs country origin low €/km 0.40 0.40 0.39 0.40 calculated (depends on consumption) fuel costs country origin high €/km 0.45 0.45 0.44 0.45 calculated (depends on consumption) fuel price country destination €/l 1.41 1.41 1.41 1.41 per relation fuel costs country destination low €/km 0.45 0.45 0.45 0.45 calculated (depends on consumption) fuel costs country destination high €/km 0.51 0.51 0.51 0.51 calculated (depends on consumption) personnel costs low €/min 0.20 0.20 0.20 0.20 see input-table personnel costs high €/min 0.38 0.38 0.38 0.38 see input-table road tolls and charges country origin € 13.18 9.92 0.00 9.30 per relation, via toll calculator road tolls and charges country destination € 7.10 6.90 0.00 4.10 per relation, via toll calculator total costs pre-/post-carriage per trip total costs low €/trip 331.65 211.81 148.87 202.45 calculated, distance*2 (origin>terminal>origin) total costs high €/trip 528.95 337.16 246.09 324.08 calculated, distance*2 (dest.>terminal>dest.)
rail distance and journey time distance rail country 1 (germany) km 488.76 387.19 141.08 273.20 country 2 (switzerland) km 291.06 319.46 235.72 319.46 country 3 (italy) km 52.90 67.06 87.33 45.70 country 4 (austria) km 0.00 0.00 0.00 0.00 per relation, country 5 (france) km 0.00 0.00 209.20 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 6 (netherlands) km 0.00 0.00 0.00 0.00 country 7 (belgium/lux) km 0.00 0.00 255.30 0.00 country 8 (other countries) km 0.00 0.00 0.00 0.00 distance double traction km 291.06 319.46 235.72 319.46 calculated total distance km 832.72 773.71 928.63 638.36 calculated speed rail average speed km/h 45 45 45 45 assumption, confirmed by operator time rail (incl. preparation/shunting) preparation origin min 60 60 60 60 Laesser et al. [8] country 1 (germany) min 652 516 188 364 calculated country 2 (switzerland) min 388 426 314 426 calculated country 3 (italy) min 71 89 116 61 calculated country 4 (austria) min 0 0 0 0 calculated country 5 (france) min 0 0 279 0 calculated country 6 (netherlands) min 0 0 0 0 calculated country 7 (belgium/lux) min 0 0 340 0 calculated country 8 (other countries) min 0 0 0 0 calculated preparation destination min 60 60.00 60.00 60.00 Laesser et al. [8] other time (breaks, shunting) min 0 0.00 0.00 0.00 total journey time min 1'230 1'152 1'358 971 calculated
costs operation costs waggons (per wagon) depreciation and imputed interest €/km 0.05 0.05 0.05 0.05 maintenance €/km 0.03 0.03 0.03 0.03 Laesser et al. [8] (base 2010) costs rotation CHF/day 33.05 33.05 33.05 33.05 costs rotation €/day 27.32 27.32 27.32 27.32 calculated operation costs locomotive (per locomotive) investment costs CHF/km 1.80 1.80 1.80 1.80 Laesser et al. [8] (base 2010) investment costs €/km 1.49 1.49 1.49 1.49 calculated maintenance CHF/km 0.64 0.64 0.64 0.64 Laesser et al. [8] (base 2010) maintenance €/km 0.53 0.53 0.53 0.53 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 3 XI
Cost model, Swiss crossings (UCT 2/2) costs swap bodies/semi-trailers value estimated based on truck costs amortisation €/km 0.22 0.22 0.22 0.22 imputed interest €/km 0.12 0.12 0.12 0.12 Laesser et al. [8] (base 2010) maintenance + repair €/km 0.12 0.12 0.12 0.12 total costs €/km 0.46 0.46 0.46 0.46 calculated share of trailer costs % 20% 20% 20% 20% assumption yearly mileage km/year 150'000 150'000 150'000 150'000 assumption total costs per year semi-trailer/swap-body €/year 13'800 13'800 13'800 13'800 calculated operation days # 225 225 225 225 assumption costs per day €/day 61.33 61.33 61.33 61.33 calculated costs per minute €/min 0.04 0.04 0.04 0.04 calculated statuary provisions average daily driving time hours/day 5 5 5 5 assumption average daily driving time min/day 300 300 300 300 calculated personnel costs locomotive driver switzerland gross wage locomotive driver low CHF/year 124'875 124'875 124'875 124'875 Laesser et al. [8] (base 2010) €/year 103'202 103'202 103'202 103'202 calculated gross wage locomotive driver high CHF/year 145'687 145'687 145'687 145'687 Laesser et al. [8] (base 2010) €/year 120'403 120'403 120'403 120'403 calculated average productivity days/year 228 228 228 228 Laesser et al. [8] personnel costs per day low €/day 453 453 453 453 calculated personnel costs per day high €/day 528 528 528 528 calculated personnel costs low €/min 1.51 1.51 1.51 1.51 calculated personnel costs high €/min 1.76 1.76 1.76 1.76 calculated personnel costs locomotive driver other countries gross wage locomotive driver low €/year 52'031 52'031 52'031 52'031 assumption (base 2010), confirmed by operator gross wage locomotive driver high €/year 67'641 67'641 67'641 67'641 average productivity days/year 228 228 228 228 personnel costs per day low €/day 228 228 228 228 calculated personnel costs per day high €/day 297 297 297 297 calculated personnel costs low €/min 0.76 0.76 0.76 0.76 calculated personnel costs high €/min 0.99 0.99 0.99 0.99 calculated terminal handling costs costs per hub €/Hub ITU 43.35 43.35 43.35 43.35 Laesser et al. [8] (base 2010) number of movements per container # mov./ITU 2 2 2 2 assumption track charges country 1 (germany) € 2'232 1'086 384 824 per relation, country 2 (switzerland) CHF 1'954 2'145 1'663 2'145 http://eicis.railneteurope.info/uc1/logoutEicis.do country 2 (switzerland) € 1'615 1'772 1'374 1'772 calculated country 3 (italy) € 126 160 208 109 country 4 (austria) € 0 0 0 0 country 5 (france) € 0 0 798 0 per relation, country 6 (netherlands) € 0 0 0 0 http://eicis.railneteurope.info/uc1/logoutEicis.do country 7 (belgium/lux) € 0 0 0 0 country 8 (other countries) € 0 0 0 0 additional charges € 0 0 0 0 total track charges € 3'973 3'019 2'765 2'706 calculated energy gross-ton kilometres single traction gr-tkm 915'263 850'404 1'020'680 701'637 calculated gross-ton kilometres 2nd locomotive gr-tkm 26'195 28'751 21'215 28'751 calculated total gross-ton kilometres gr-tkm 941'459 879'155 1'041'895 730'389 calculated price (swiss base) CHF/gr-tkm 0.0030 0.0030 0.0030 0.0030 SBB [12] price (swiss base) €/gr-tkm 0.0025 0.0025 0.0025 0.0025 calculated
calculations costs rolling stock (wagons) operation costs wagons € 1'636 1'520 1'824 1'254 calculated other costs wagon (rotation) € 607 568 670 479 calculated total costs wagons € 2'243 2'088 2'494 1'733 calculated costs rolling stock (locomotive) costs locomotive (single traction) € 1'677 1'558 1'870 1'286 calculated costs locomotive (double traction) € 586 643 475 643 calculated total costs locomotive € 2'263 2'202 2'345 1'929 calculated total costs trailers € 1'022 956 1'128 807 calculated energy costs € 2'334 2'180 2'583 1'811 calculated track charges € 3'973 3'019 2'765 2'706 calculated costs locomotive driver wages locomotive driver low € 1'135 1'103 1'177 966 calculated wages locomotive driver high € 1'397 1'349 1'467 1'170 calculated terminal handling costs terminal handling costs € 1'691 1'691 1'691 1'691 calculated pre-carriage/post-carriage costs pre-carriage/post-carriage costs low € 6'467 4'130 2'903 3'948 calculated pre-carriage/post-carriage costs high € 10'314 6'575 4'799 6'320 calculated total costs low € 21'127 17'369 17'086 15'590 calculated total costs high € 25'237 20'058 19'272 18'166 calculated total average costs € 23'182 18'713 18'179 16'878 calculated costs per ITU low €/ITU 1'083 891 876 799 calculated costs per ITU high €/ITU 1'294 1'029 988 932 calculated costs per ITU average €/ITU 1'189 960 932 866 calculated
charts low operation costs €/ITU 283 269 306 229 calculated personnel costs €/ITU 58 57 60 50 calculated fuel/energy costs €/ITU 120 112 132 93 calculated road tolls and charges/track charges €/ITU 204 155 142 139 calculated rolling motorway €/ITU - - - - terminal handling costs €/ITU 87 87 87 87 calculated feeding/downfeeding CT €/ITU 332 212 149 202 calculated 1'083 891 876 799 calculated high operation costs €/ITU 283 269 306 229 calculated personnel costs €/ITU 72 69 75 60 calculated fuel/energy costs €/ITU 120 112 132 93 calculated road tolls and charges/track charges €/ITU 204 155 142 139 calculated rolling motorway €/ITU - - - - terminal handling costs €/ITU 87 87 87 87 calculated feeding/downfeeding CT €/ITU 529 337 246 324 calculated 1'294 1'029 988 932 calculated travel time 1'230 1'152 1'358 971 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 XII Annex 4
Cost model, Austrian crossings (Road)
2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 1.210 1.210 see input-table
truck specifications Köln Hamburg Köln Wörgl Munich relation - origin (Solingen) (Cuxhaven) (Solingen) (Jenbach) (Freising) Trento Verona Koper Trento Trieste relation - destination (Rovereto) (Padova) (Izola) (Rovereto) (Gorizia) tara t 16 16 16 16 16 see input-table payload t 24 24 24 24 24 see input-table total t 40 40 40 40 40 see input-table loadfactor % 75% 75% 75% 75% 75% see input-table payload effective t 18 18 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 691.0 932.0 735.0 0.0 172.0 country 2 (switzerland) km 0.0 0.0 0.0 0.0 0.0 country 3 (italy) km 164.0 319.0 188.0 164.0 151.0 country 4 (austria) km 109.3 109.3 210.9 66.8 210.9 e.g. http://maps.google.de country 5 (france) km 0.0 0.0 0.0 0.0 0.0 country 6 (netherlands) km 0.0 0.0 0.0 0.0 0.0 country 7 (slovenia) km 0.0 0.0 16.1 0.0 0.0 total km 964.3 1'360.3 1'150.0 230.8 533.9 calculated speed road average speed km/h 70 70 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 10 10 see input-table country 1 (germany) min 592 799 630 0 147 calculated country 2 (switzerland) min 0 0 0 0 0 calculated country 3 (italy) min 141 273 161 141 129 calculated country 4 (austria) min 94 94 181 57 181 calculated country 5 (france) min 0 0 0 0 0 calculated country 6 (netherlands) min 0 0 0 0 0 calculated country 7 (slovenia) min 0 0 14 0 0 calculated time surcharge regional road destination min 10 10 10 10 10 see input-table total min 847 1'186 1'006 218 478 calculated
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.18 1.18 1.18 1.18 1.18 calculated (smallest value per relation) fuel costs low €/km 0.38 0.38 0.38 0.38 0.38 calculated (depends on consumption) fuel costs high €/km 0.42 0.42 0.42 0.42 0.42 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 0.38 0.38 see input-table
road tolls and charges tolls germany €/km 0.155 0.155 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 0.912 0.912 see input-table tolls italy €/trip 28.60 52.10 25.20 28.60 22.10 per relation, via toll calculator tolls austria €/trip 81.10 81.10 87.44 64.92 87.44 per relation, via toll calculator tolls france €/trip 0.00 0.00 0.00 0.00 0.00 per relation, via toll calculator french tunnel charges €/trip 0.00 0.00 0.00 0.00 0.00 per relation tolls netherlands €/trip 0.00 0.00 0.00 0.00 0.00 per relation tolls slovenia €/trip 0.00 0.00 0.00 0.00 0.00 per relation total tolls and charges germany € 107.11 144.46 113.93 0.00 26.66 calculated switzerland € 0.00 0.00 0.00 0.00 0.00 calculated italy € 28.60 52.10 25.20 28.60 22.10 calculated austria € 81.10 81.10 87.44 64.92 87.44 calculated france tolls/charges € 0.00 0.00 0.00 0.00 0.00 calculated france tunnel charges € 0.00 0.00 0.00 0.00 0.00 calculated netherlands € 0.00 0.00 0.00 0.00 0.00 calculated slovenia € 0.00 0.00 0.00 0.00 0.00 calculated road tolls and charges total € 216.81 277.66 226.57 93.52 136.20 calculated
calculations costs operation costs low € 405.01 571.33 483.00 96.94 224.24 calculated operation costs high € 800.37 1129.05 954.50 191.56 443.14 calculated personnel costs low € 166.96 233.90 198.35 42.96 94.20 calculated personnel costs high € 325.57 456.10 386.78 83.77 183.69 calculated fuel costs low € 364.12 513.65 434.24 87.15 201.60 calculated fuel costs high € 409.63 577.86 488.52 98.04 226.80 calculated road tolls and charges € 216.81 277.66 226.57 93.52 136.20 calculated total costs total costs low € 1152.89 1596.54 1342.15 320.57 656.24 calculated total costs high € 1752.37 2440.67 2056.37 466.90 989.83 calculated average € 1'453 2'019 1'699 394 823 calculated
charts low low low low low operation costs € 405.01 571.33 483.00 96.94 224.24 calculated personnel costs € 166.96 233.90 198.35 42.96 94.20 calculated fuel/energy costs € 364.12 513.65 434.24 87.15 201.60 calculated road tolls and charges/track charges € 216.81 277.66 226.57 93.52 136.20 calculated high high high high high operation costs € 800.37 1129.05 954.50 191.56 443.14 calculated personnel costs € 325.57 456.10 386.78 83.77 183.69 calculated fuel/energy costs € 409.63 577.86 488.52 98.04 226.80 calculated road tolls and charges/track charges € 216.81 277.66 226.57 93.52 136.20 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 4 XIII
Cost model, Austrian crossings (ACT 1/2) 2012
general indicators exchange rate CHF/€ 1.210 1.210 1.210 1.210 see input-table
truck specifications Köln Hamburg Köln Wörgl relation - origin (Solingen) (Cuxhaven) (Solingen) (Jenbach) Trento Verona Koper Trento relation - destination (Rovereto) (Padova) (Izola) (Rovereto) tara t 16 16 16 16 see input-table payload t 24 24 24 24 see input-table total t 40 40 40 40 see input-table loadfactor % 75% 75% 75% 75% see input-table payload effective t 18 18 18 18 see input-table truck technology euro class euro 5 euro 5 euro 5 euro 5 see input-table fuel consumption low l/100 km 32.00 32.00 32.00 32.00 see input-table fuel consumption high l/100 km 36.00 36.00 36.00 36.00 see input-table
relation distance road country 1 (germany) km 535.0 776.0 735.0 0.0 country 2 (switzerland) km 0.0 0.0 0.0 0.0 country 3 (italy) km 22.0 179.0 15.0 24.0 country 4 (austria) km 0.0 0.0 12.5 22.8 e.g. http://maps.google.de country 5 (france) km 0.0 0.0 0.0 0.0 country 6 (netherlands) km 0.0 0.0 0.0 0.0 country 7 (slovenia) km 0.0 0.0 16.1 0.0 total km 557.0 955.0 778.6 46.8 calculated speed road average speed km/h 70 70 70 70 see input-table time road time surcharge regional road origin min 10 10 10 10 see input-table time surcharge terminal origin min 40 40 40 40 assumption country 1 (germany) min 459 665 630 0 calculated country 2 (switzerland) min 0 0 0 0 calculated country 3 (italy) min 19 153 13 21 calculated country 4 (austria) min 0 0 11 20 calculated country 5 (france) min 0 0 0 0 calculated country 6 (netherlands) min 0 0 0 0 calculated country 7 (belgium/lux) min 0 0 14 0 calculated time surcharge terminal destination min 15 15 15 15 assumption time surcharge regional road destination min 10 10 10 10 see input-table total min 552 894 742 115
operation costs truck (w/o personell costs + fuel) operation costs low €/km 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 see input-table
fuel costs used fuel price €/l 1.25 1.25 1.18 1.18 calculated (smallest value per relation) fuel costs low €/km 0.40 0.40 0.38 0.38 calculated (depends on consumption) fuel costs high €/km 0.45 0.45 0.42 0.42 calculated (depends on consumption)
personnel costs personell costs low €/min 0.20 0.20 0.20 0.20 see input-table personell costs high €/min 0.38 0.38 0.38 0.38 see input-table
Sigmaplan, Fusseis, Interface Transport, May 2013 XIV Annex 4
Cost model, Austrian crossings (ACT 2/2)
road tolls and charges tolls germany €/km 0.155 0.155 0.155 0.155 see input-table lsva switzerland CHF/km 0.912 0.912 0.912 0.912 see input-table tolls italy €/trip 4.10 28.30 0.00 4.10 per relation, via toll calculator tolls austria €/trip 0.00 0.00 4.34 10.43 per relation, via toll calculator tolls france €/trip 0.00 0.00 0.00 0.00 per relation, via toll calculator french tunnel charges €/trip 0.00 0.00 0.00 0.00 per relation tolls netherlands €/trip 0.00 0.00 0.00 0.00 per relation tolls slovenia €/trip 0.00 0.00 0.00 0.00 per relation total tolls and charges germany € 82.93 120.28 113.93 0.00 calculated switzerland € 0.00 0.00 0.00 0.00 calculated italy € 4.10 28.30 0.00 4.10 calculated austria € 0.00 0.00 4.34 10.43 calculated france tolls/charges € 0.00 0.00 0.00 0.00 calculated france tunnel charges € 0.00 0.00 0.00 0.00 calculated netherlands € 0.00 0.00 0.00 0.00 calculated belgium/luxembourg € 0.00 0.00 0.00 0.00 calculated road tolls and charges total € 87.03 148.58 118.27 14.53 calculated
costs rolling motorway total costs rolling motorway tarif day low €/trip 456.00 456.00 443.00 297.00 tarif night high €/trip 456.00 456.00 443.00 297.00 travel time low min 600.00 600.00 560.00 315.00 travel time high min 705.00 705.00 720.00 450.00
calculations costs operation costs low € 233.94 401.10 327.01 19.66 calculated operation costs high € 462.31 792.65 646.24 38.84 calculated personnel costs low € 108.95 176.23 146.41 22.70 calculated personnel costs high € 212.45 343.65 285.50 44.27 calculated fuel costs low € 222.80 382.00 294.00 17.67 calculated fuel costs high € 250.65 429.75 330.75 19.88 calculated road tolls and charges € 87.03 148.58 118.27 14.53 calculated costs rolling motorway low € 456.00 456.00 443.00 297.00 calculated costs rolling motorway high € 456.00 456.00 443.00 297.00 calculated total costs total costs low € 1108.72 1563.91 1328.69 371.56 calculated total costs high € 1468.44 2170.63 1823.76 414.53 calculated average € 1'289 1'867 1'576 393 calculated
charts low low low low operation costs € 233.94 401.10 327.01 19.66 calculated personnel costs € 108.95 176.23 146.41 22.70 calculated fuel/energy costs € 222.80 382.00 294.00 17.67 calculated road tolls and charges/track charges € 87.03 148.58 118.27 14.53 calculated costs rolling motorway € 456.00 456.00 443.00 297.00 calculated high high high high operation costs € 462.31 792.65 646.24 38.84 calculated personnel costs € 212.45 343.65 285.50 44.27 calculated fuel/energy costs € 250.65 429.75 330.75 19.88 calculated road tolls and charges/track charges € 87.03 148.58 118.27 14.53 calculated costs rolling motorway € 456.00 456.00 443.00 297.00 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 Annex 4 XV
Cost model, Austrian crossings (UCT 1/2)
2012
relation Köln Hamburg Köln Wörgl Munich origin (Solingen) (Cuxhaven) (Solingen) (Jenbach) (Freising) Trento Verona Koper Trento Trieste destination (Rovereto) (Padova) (Izola) (Rovereto) (Gorizia) alpine crossing Brenner Brenner Tauern Brenner Tauern
basic assumptions exchange rate CHF/€ 1.21 1.21 1.21 1.21 1.21 see input-table min. per day min/day 1440 1440 1440 1440 1440 - load factor semi-trailer % 75% 75% 75% 75% 75% assumption load factor train % 75% 75% 75% 75% 75% assumption semi-trailer per wagon ITU 1 1 1 1 1 assumption empty weight semi-trailer t/ITU 5 5 5 5 5 assumption payload semi-trailer t/ITU 25 25 25 25 25 assumption wagon per train waggons 26 26 26 26 26 max. admissible length of wagons in italy: 520m wagon length m 20 20 20 20 20 empty weight wagon t/waggon 21 21 21 21 21 numbers of engines flat areas # 1 1 1 1 1 number of engines alpine area # 2 2 2 2 2 length engine m 18.5 18.5 18.5 18.5 18.5 weight engine t/engine 90 90 90 90 90 max. weight train t/train 1600 1600 1600 1600 1600 average length wagons m 520 520 520 520 520 calculated average length train (1 engine) m 538.5 538.5 538.5 538.5 538.5 calculated average length train (2 engines) m 557 557 557 557 557 calculated empty weight wagons t 546 546 546 546 546 calculated empty weight train (1 engine) t 636 636 636 636 636 calculated empty weight train (2 engines) t 726 726 726 726 726 calculated number of containers on train ITU 19.5 19.5 19.5 19.5 19.5 calculated empty weight containers t 97.5 97.5 97.5 97.5 97.5 calculated average payload containers t 365.625 365.625 365.625 365.625 365.625 calculated average weight payload incl. containers t 463.125 463.125 463.125 463.125 463.125 calculated average total weight train (1 engine) t 1099.125 1099.125 1099.125 1099.125 1099.125 calculated average total weight train (2 engines) t 1189.125 1189.125 1189.125 1189.125 1189.125 calculated average total weight for track charge webtool t 1144.125 1144.125 1144.125 1144.125 1144.125 calculated
pre-/post-carriage distance country x km 38.0 145.0 38.0 22.8 39.0 e.g. http://maps.google.de country y km 24.0 92.0 7.1 24.0 22.0 speed average speed km/h 70 70 70 70 70 see input-table time time surcharge regional road origin min 10 10 10 10 10 see input-table time surcharge terminal origin min 30 30 30 30 30 assumption country origin min 49 186 49 29 50 calculated, distance*2 (origin>terminal>origin) country destination min 31 118 9 31 28 calculated, distance*2 (dest.>terminal>dest.) time surcharge terminal destination min 30 30 30 30 30 assumption time surcharge regional road destination min 10 10 10 10 10 see input-table total min 160 385 138 140 158 calculated costs pre-/post-carriage operation costs low €/km 0.42 0.42 0.42 0.42 0.42 see input-table operation costs high €/km 0.83 0.83 0.83 0.83 0.83 see input-table fuel price country origin €/l 1.25 1.25 1.25 1.18 1.25 per relation fuel costs country origin low €/km 0.40 0.40 0.40 0.38 0.40 calculated (depends on consumption) fuel costs country origin high €/km 0.45 0.45 0.45 0.42 0.45 calculated (depends on consumption) fuel price country destination €/l 1.41 1.41 1.41 1.41 1.41 per relation fuel costs country destination low €/km 0.45 0.45 0.45 0.45 0.45 calculated (depends on consumption) fuel costs country destination high €/km 0.51 0.51 0.51 0.51 0.51 calculated (depends on consumption) personnel costs low €/min 0.20 0.20 0.20 0.20 0.20 see input-table personnel costs high €/min 0.38 0.38 0.38 0.38 0.38 see input-table road tolls and charges country origin € 5.89 22.48 5.89 10.43 6.05 per relation, via toll calculator road tolls and charges country destination € 4.10 13.70 0.00 4.10 4.10 per relation, via toll calculator total costs pre-/post-carriage per trip total costs low €/trip 119.59 410.63 89.12 100.82 118.12 calculated, distance*2 (origin>terminal>origin) total costs high €/trip 192.53 647.12 146.16 159.51 190.10 calculated, distance*2 (dest.>terminal>dest.)
rail distance and journey time distance rail country 1 (germany) km 674.20 859.67 725.08 0.00 147.19 country 2 (switzerland) km 0.00 0.00 0.00 0.00 0.00 country 3 (italy) km 139.90 230.59 0.00 139.90 219.70 country 4 (austria) km 109.32 109.32 217.43 95.64 207.96 per relation, country 5 (france) km 0.00 0.00 0.00 0.00 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 6 (netherlands) km 0.00 0.00 0.00 0.00 0.00 country 7 (slovenia) km 0.00 0.00 0.00 0.00 0.00 country 8 (other countries) km 0.00 0.00 215.96 0.00 0.00 distance double traction km 109.32 109.32 217.43 95.64 207.96 calculated total distance km 923.42 1'199.58 1'158.47 235.54 574.85 calculated speed rail average speed km/h 45 45 45 45 45 assumption, confirmed by operator time rail (incl. preparation/shunting) preparation origin min 60 60 60 60 60 Laesser et al. [8] country 1 (germany) min 899 1'146 967 0 196 calculated country 2 (switzerland) min 0 0 0 0 0 calculated country 3 (italy) min 187 307 0 187 293 calculated country 4 (austria) min 146 146 290 128 277 calculated country 5 (france) min 0 0 0 0 0 calculated country 6 (netherlands) min 0 0 0 0 0 calculated country 7 (slovenia) min 0 0 0 0 0 calculated country 8 (other countries) min 0 0 288 0 0 calculated preparation destination min 60 60 60 60 60 Laesser et al. [8] other time (breaks, shunting) min 0 0 0 0 0 total journey time min 1'351 1'719 1'665 434 886 calculated
costs operation costs waggons (per wagon) depreciation and imputed interest €/km 0.05 0.05 0.05 0.05 0.05 maintenance €/km 0.03 0.03 0.03 0.03 0.03 Laesser et al. [8] (base 2010) costs rotation CHF/day 33.05 33.05 33.05 33.05 33.05 costs rotation €/day 27.32 27.32 27.32 27.32 27.32 calculated operation costs locomotive (per locomotive) investment costs CHF/km 1.80 1.80 1.80 1.80 1.80 Laesser et al. [8] (base 2010) investment costs €/km 1.49 1.49 1.49 1.49 1.49 calculated maintenance CHF/km 0.64 0.64 0.64 0.64 0.64 Laesser et al. [8] (base 2010) maintenance €/km 0.53 0.53 0.53 0.53 0.53 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013 XVI Annex 4
Cost model, Austrian crossings (UCT 2/2)
costs swap bodies/semi-trailers value estimated based on truck costs amortisation €/km 0.22 0.22 0.22 0.22 0.22 imputed interest €/km 0.12 0.12 0.12 0.12 0.12 Laesser et al. [8] (base 2010) maintenance + repair €/km 0.12 0.12 0.12 0.12 0.12 total costs €/km 0.46 0.46 0.46 0.46 0.46 calculated share of trailer costs % 20% 20% 20% 20% 20% assumption yearly mileage km/year 150'000 150'000 150'000 150'000 150'000 assumption total costs per year semi-trailer/swap-body €/year 13'800 13'800 13'800 13'800 13'800 calculated operation days # 225 225 225 225 225 assumption costs per day €/day 61.33 61.33 61.33 61.33 61.33 calculated costs per minute €/min 0.04 0.04 0.04 0.04 0.04 calculated statuary provisions average daily driving time hours/day 5 5 5 5 5 assumption average daily driving time min/day 300 300 300 300 300 calculated personnel costs locomotive driver switzerland gross wage locomotive driver low CHF/year 124'875 124'875 124'875 124'875 124'875 Laesser et al. [8] (base 2010) €/year 103'202 103'202 103'202 103'202 103'202 calculated gross wage locomotive driver high CHF/year 145'687 145'687 145'687 145'687 145'687 Laesser et al. [8] (base 2010) €/year 120'403 120'403 120'403 120'403 120'403 calculated average productivity days/year 228 228 228 228 228 Laesser et al. [8] personnel costs per day low €/day 453 453 453 453 453 calculated personnel costs per day high €/day 528 528 528 528 528 calculated personnel costs low €/min 1.51 1.51 1.51 1.51 1.51 calculated personnel costs high €/min 1.76 1.76 1.76 1.76 1.76 calculated personnel costs locomotive driver other countries gross wage locomotive driver low €/year 52'031 52'031 52'031 52'031 52'031 assumption (base 2010), confirmed by operator gross wage locomotive driver high €/year 67'641 67'641 67'641 67'641 67'641 average productivity days/year 228 228 228 228 228 personnel costs per day low €/day 228 228 228 228 228 calculated personnel costs per day high €/day 297 297 297 297 297 calculated personnel costs low €/min 0.76 0.76 0.76 0.76 0.76 calculated personnel costs high €/min 0.99 0.99 0.99 0.99 0.99 calculated terminal handling costs full costs €/Hub ITU 43.35 43.35 43.35 43.35 43.35 Laesser et al. [8] (base 2010) number of movements per container # mov./ITU 2 2 2 2 2 assumption track charges country 1 (germany) € 2'871.65 3'367.18 3'014.10 0.00 409.12 per relation, country 2 (switzerland) CHF 0.00 0.00 0.00 0.00 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 2 (switzerland) € 0 0 0 0 0 calculated country 3 (italy) € 333.22 549.21 0.00 333.22 523.28 country 4 (austria) € 388.86 388.86 560.22 340.17 535.94 country 5 (france) € 0.00 0.00 0.00 0.00 0.00 per relation, country 6 (netherlands) € 0.00 0.00 0.00 0.00 0.00 http://eicis.railneteurope.info/uc1/logoutEicis.do country 7 (slovenia) € 0.00 0.00 240.80 0.00 0.00 country 8 (other countries) € 0.00 0.00 0.00 0.00 0.00 additional charges € 0.00 0.00 0.00 0.00 0.00 total track charges € 3'593.73 4'305.25 3'815.12 673.39 1'468.34 calculated energy gross-ton kilometres single traction gr-tkm 1'014'954 1'318'488 1'273'303 258'888 631'832 calculated gross-ton kilometres 2nd locomotive gr-tkm 9'839 9'839 19'569 8'608 18'716 calculated total gross-ton kilometres gr-tkm 1'024'793 1'328'327 1'292'872 267'496 650'548 calculated price (swiss base) CHF/gr-tkm 0.0030 0.0030 0.0030 0.0030 0.0030 SBB [12] price (swiss base) €/gr-tkm 0.0025 0.0025 0.0025 0.0025 0.0025 calculated
calculations costs rolling stock (wagons) operation costs wagons € 1'814 2'356 2'276 463 1'129 calculated other costs wagon (rotation) € 666 848 821 214 437 calculated total costs wagons € 2'480 3'204 3'097 677 1'566 calculated costs rolling stock (locomotive) costs locomotive (single traction) € 1'860 2'416 2'333 474 1'158 calculated costs locomotive (double traction) € 220 220 438 193 419 calculated total costs locomotive € 2'080 2'636 2'771 667 1'577 calculated total costs trailers € 1'122 1'428 1'383 361 736 calculated energy costs € 2'541 3'293 3'205 663 1'613 calculated track charges € 3'594 4'305 3'815 673 1'468 calculated costs locomotive driver wages locomotive driver low € 937 1'217 1'175 239 583 calculated wages locomotive driver high € 1'218 1'582 1'527 311 758 calculated terminal handling costs terminal handling costs € 1'691 1'691 1'691 1'691 1'691 calculated pre-carriage/post-carriage costs pre-carriage/post-carriage costs low € 2'332 8'007 1'738 1'966 2'303 calculated pre-carriage/post-carriage costs high € 3'754 12'619 2'850 3'110 3'707 calculated total costs low € 16'776 25'782 18'874 6'936 11'537 calculated total costs high € 18'480 30'758 20'339 8'152 13'116 calculated total average costs € 17'628 28'270 19'607 7'544 12'327 calculated costs per ITU low €/ITU 860 1'322 968 356 592 calculated costs per ITU high €/ITU 948 1'577 1'043 418 673 calculated costs per ITU average €/ITU 904 1'450 1'005 387 632 calculated
charts low operation costs €/ITU 291 373 372 87 199 calculated personnel costs €/ITU 48 62 60 12 30 calculated fuel/energy costs €/ITU 130 169 164 34 83 calculated road tolls and charges/track charges €/ITU 184 221 196 35 75 calculated rolling motorway €/ITU - - - - - terminal handling costs €/ITU 87 87 87 87 87 calculated feeding/downfeeding CT €/ITU 120 411 89 101 118 calculated 860 1'322 968 356 592 calculated high operation costs €/ITU 291 373 372 87 199 calculated personnel costs €/ITU 62 81 78 16 39 calculated fuel/energy costs €/ITU 130 169 164 34 83 calculated road tolls and charges/track charges €/ITU 184 221 196 35 75 calculated rolling motorway €/ITU - - - - - terminal handling costs €/ITU 87 87 87 87 87 calculated feeding/downfeeding CT €/ITU 193 647 146 160 190 calculated 948 1'577 1'043 418 673 calculated
travel time 1'351 1'719 1'665 434 886 calculated
Sigmaplan, Fusseis, Interface Transport, May 2013