A Green and Efficient Mediterranean Corridor for a Greener Europe

A green and efficient Mediterranean Corridor for a greener Europe

Contents

4 Presentation 5 Presentation by the project leader 7 Presentation by the CLYMA project manager

8 Project overview 11 The TEN-T network 12 The Mediterranean Corridor 13 The CLYMA project on the Mediterranean Corridor 14 Overview of the CLYMA project 15 The partners 17 Project objectives 18 Project activities 19 Project management structure

20 Demand and supply analysis 23 Demand study 25 Intermodal services supply study 26 Catalogue of terminals

28 Intermodal development of the corridor 31 Infrastructure problems on crossbordering 33 Rail problems on the Spanish section 35 Rail problems on the French section 37 Non-infrastructure and management problems on the corridor 41 Terminal needs and requirements 43 Development plan 45 Investment plan 48 Immediate critical actions proposal

50 Managing the corridor 53 Benchmarking on corridor management models 56 Benchmarking of rail-port intermodal models of reference in Europe 57 Recommendations for Corridor management 59 Recommendations for Lyon-Madrid axis management

2 60 Pilot rail-port coordination for the Barcelona node 61 Pilot coordination actions for the Zaragoza node 62 Safety Management System (SMS) and rules for railway operation of the Port Authority of Tarragona

64 Developing the green corridor 67 KPIs for a green corridor 68 Development of the “green corridor” concept 70 Greening the corridor work plan 71 The CLYMA ECOcalculator

72 ICT integration on the corridor 76 ICT corridor analysis 77 ICT gaps on corridors

78 Pilot strategic actions along the corridor 81 Construction project for the internal rail connection of the Port of Barcelona’s accesses 82 Construction project for the internal rail connection of the Port of Tarragona 83 Analysis of implementation of a Rail Motorway Terminal in Zaragoza 84 Construction project for tmZ enlargement 85 Study for a Multi-client Railway Freight Service from Zaragoza to Germany 86 Intermodal terminal constructive project for Port of Tarragona 87 Studies for the implementation of rail motorway terminals 88 Mitigation actions on bottlenecks for rail motorways 89 Study implementation of Rail Motorway station in Tarragona

90 Promotional activities

94 Coordination and monitoring

98 Conclusions

3 4 The development of the Mediterranean Corridor is a key element for the Port of Barcelona, as it is for the competitiveness of the other Mediterranean ports. In the near future, the Mediterra- nean Corridor should become the freight pipeline that connects the production and consumption areas of the Southern Europe- an countries with the Mediterranean port gateways to the rest of the EU corridors, creating a more efficient and sustainable transport network for Europe.

It is worth mentioning that the creation of such a European transport core network cannot be understood as an end in itself but as a means to foster European logistics and commercial development. To optimise the huge investments required, a market approach is needed to match the new infrastructure specifications with the needs and expectations on the demand side.

The main aim of the CLYMA project is to develop instruments to facilitate the coordinated implementation of the core network and the Mediterranean Corridor, based on modal integration, Sixte Cambra interoperability, and a coordinated management of infrastruc- President of the tures, thereby leading to resource-efficient multimodal transport. Port de Barcelona Wherever needed, multimodal infrastructure within core network corridors will be built and coordinated in ways that optimise the use of each transport mode and cooperation between modes.

That is why it has been a pleasure for our port to lead the CLYMA project, to gain a better understanding of the current situation of the Corridor, particularly the section between Lyon and Madrid, and to work together with the rest of the project partners, ALIA, MP2, Port de Tarragona, Portic, tmZ, UPC and VIIA, in the studies, analysis and pilots carried out.

5 6 Over the nearly two years and nine months during which the CLYMA project has been ongoing, we have had the opportu- nity to deepen our knowledge of this part of the Mediterrane- an Corridor between Lyon and Madrid. Thus, through studies, analysis, interviews, presentations, pilots, forums, surveys and other activities have come to the real situation of a corridor that should be understood not merely as a linear infrastructure or as a set of nodes and connections, but as a network of companies, agents and administrations in which the human element takes on a special dimension.

The work performed during this period culminates with the publication of this book, which aims to be a summary of the actions undertaken within the scope of CLYMA and to facilitate an understanding of the project. However, we would like to emphasise that this book does not substitute the studies and analyses that are not presented here or discussed in detail. The results and conclusions of the project and the studies which have generated such conclusions are available on the project Carles Rúa website for public consultation. CLYMA project manager We hope that the results of the project will serve to facilitate the development of the Mediterranean Corridor. The nine Trans-European core network corridors are expected to be characterised by sustainability and intermodal integration. CLYMA’s outputs aim to help both the European Commission and the Member States of France and Spain to define and prioritise their actions to facilitate the development of the TEN-T network to improve European competitiveness.

Finally, I would like to thank the project partners and the stakeholders for their cooperation and their valuable contributions that have enabled us to successfully complete the project. With- out them, this would not have been possible.

Project Overview

9 10 The TEN-T network

The new TEN-T Guidelines define a dual-layer The implementation of the Core Network will approach to the trans-European transport be facilitated using a “Corridor Approach”. network: a basic layer, or “Comprehensive The Corridors will provide the basis for modal Network” to ensure accessibility of all regions integration, interoperability and coordinated of the Union and a second layer, the “Core development and management of infrastruc- Network” comprising the strategically most ture. The nine Core Network Corridors defined important parts of the Comprehensive must evolve to include multimodal concepts, Network, for which project development and integrating operators and, above and beyond implementation will enjoy priority support. the infrastructure itself, allow the deployment of transport services along the Corridor.

BALTIC - ADRIATIC

NORTH SEA - BALTIC

MEDITERRANEAN

ORIENT / EAST-MED

SCANDINAVIAN - MEDITERRANEAN

RHINE - ALPINE

ATLANTIC

NORTH SEA - MEDITERRANEAN

RHINE - DANUBE

11 The Mediterranean Corrridor

The Mediterranean Corridor, which is one of be built and coordinated, wherever needed, in the nine TEN-T core network corridors, is more ways that optimise the use of each transport than 5 000 km long and involves six different mode and their cooperation. The core network countries, regions and a very large number of corridors will support the comprehensive de- rail terminals, airports, ports and other inter- ployment of interoperable traffic management modal facilities. There are significant difficulties systems. in defining the management structures and the requirements for the entire corridor. Within the context of the TEN-T Mediterranean Corridor, this Action focuses on freight trans- The main aim of the CLYMA project is to de- port connecting Lyon and Madrid (CLYMA). velop instruments to facilitate the coordinated It comprises studies on the organisation and implementation of the core network and the optimal implementation of the TEN-T network, Mediterranean Corridor, based on modal in- taking into account long-term perspectives, tegration, interoperability, and a coordinated environmental aspects and associated needs. management of infrastructures, thereby loading It also includes studies that promote environ- to resource-efficient multimodal transport. Core mental sustainability, resource efficiency and network corridors will provide a coordinated low–carbon transport to stimulate the deploy- approach with regard to infrastructure use ment of the Green Corridor concept as intro- and investments, and therefore allow the most duced in the Freight Logistic Action Plan. The efficient management capacities. Multimodal project also intends to develop a managerial infrastructure within core network corridors will structure for the intermodal corridor.

Budapest

Lyon

Ljubljana Valence Novara Milano Verona Venezia Trieste Koper Padova Rijeka Zagreb Nîmes Torino Montpellier Avignon Bologna Ravenna Zaragoza Perpignan Marseille Lleida Girona Madrid Guadalajara Barcelona Tarragona

Valencia

Sevilla

Murcia Antequera/ Bobadilla Cartagena Algeciras

12 The CLYMA project on the Mediterranean Corridor

The Mediterranean Corridor is a transversal ports, two inland core network ports and 16 line that crosses Europe from East to West core network airports on the corridor. and is interconnected with most of the other corridors. It is connected to the Atlantic Cor- In this context the Lyon-Madrid axis (CLYMA ridor in Madrid; to the North Sea-Mediterra- scope) includes Madrid, Guadalajara, Za nean Corridor in Lyon and Marseille; to the ragoza, Lleida, Tarragona, Barcelona, Giro- Rhine-Alpine Corridor in Novara and Milan; na, the Spanish-French border through Le to the Scandinavian-Mediterranean Corridor Boulou and Port Bou, Perpignan, Narbonne, in Verona; to the Baltic-Adriatic Corridor in Montpellier, Marseille, Nîmes, Valence and Venice, Bologna and Ravenna; and to Orient/ Lyon. It crosses seven European regions (Ma- East-Med and Rhine-Danube in Budapest. drid, Castile-La Mancha, Aragon, Catalonia, Languedoc-Roussillon, Provence-Alpes-Côte The TEN-T Core Mediterranean Corridor will d’Azur and Rhône-Alpes). It represents 28% link the southwestern Mediterranean region of the whole corridor length, 39% of the to the Ukrainian border with Hungary through population and 51% of the gross domestic the southeast of France, crossing the Alps to- product (GDP), not including Croatia. The wards the North of Italy and through Slovenia. Lyon-Madrid Section, with a GDP of 819 billion This corridor of more than 5 000 km cros euro and 28.5 million inhabitants, represents ses six countries and 21 European (NUTS-2) 6.7% and 5.7% of EU-27 GDP and popula- regions. There are 12 maritime core network tion respectively.

Budapest

Lyon

Valencia

Sevilla

Murcia Antequera/ Bobadilla Cartagena Algeciras

13 Overview of the CLYMA project

Project number 2012-EU-94174-S

Call for projects 2012 TEN-T Annual Call, priority 4: support the long-term implementation of the TEN-T network, in particular development of corridors that will enable a coordinated implementation of the network.

Commission decision C(2013) 9161

Date 9 December 2013

Total eligible costs € 2 558 000

TEN-T maximum funding € 1 279 000

Member States France, Spain

Regions (NUTS2) Aragón, Castilla-La Mancha, Catalunya, Comunidad de Madrid, Languedoc-Roussillon, Provence-Alpes-Côte d’Azur, Rhône-Alpes.

Starting date for the Action 15 March 2013

End date for the Action 12 December 2015

14 The partners

ALIA is the logistics cluster in the region of Aragón, whose mis- sion is to improve the competitiveness of its partners thanks to innovation and collaboration. Intermodality is a key element of their activity, with a specific workgroup dedicated solely to the development of this axis.

aliaragon.es/en

Syndicat Mixte Plate-forme Pyrénées-Méditerranée is a public administration comprising institutional and economic players of French Catalonia. It includes the “Communauté d’Ag- glomération Perpignan-Méditerranée”, the Pyrénées-Orientales Regional Council and since August 30, 2012 the Langue- doc-Roussillon Regional Council. In addition, the Syndicat Mixte MP² is supported by the Chamber of Commerce and Industry of Perpignan and the Pyrenees-Orientales.

en.syndicat-mixte-mp2.fr

Portic is a technological company focused on logistic services in the Port of Barcelona area. Its main objective is to “connect” shipping agents, freight forwarders, container terminals, depots, transport companies and other logistic companies to each other and with public administration (Customs Department, Port Authority, Harbourmaster, etc) to exchange information electronically, and to perform document and goods tracking online.

www.portic.net

The Port Authority of Barcelona belongs to the public body Puertos del Estado (Spanish Ministry of Public Works). It was created by law 27/1992 of 24th November. Currently, the Spanish port system is regulated by the national Decree-Law 2/2011. The Port of Barcelona is the main transport and services infrastructure located in Catalonia, one of the four ‘motor regions’ of Europe.

www.portbarcelona.cat/en

15 The Port Authority of Tarragona belongs to the public entity Puertos del Estado (Spanish Ministry of Public Works). It is responsible for managing port logistics, promoting development of infrastructure and facilities, promoting the use of the port, and integrating the port with the community.

www.porttarragona.cat/en

The Maritime Terminal Zaragoza created in 2000 is a public- private initiative to promote maritime containerised cargo traffic and intermodality and lower the cost to importers and exporters in the middle Ebro Valley. Its goals are to build and manage intermodal rail terminal and to promote and develop rail freight. The terminal is operated by a Company (Depot tmZ. Services) under concession for 25 years.

www.tmzaragoza.com

The Universitat Politècnica de Catalunya (UPC) is a public higher education and research institution specialised in the fields of science, engineering and architecture. UPC is also recognised worldwide for its results in basic and applied research. With a high participation in European and national research projects the UPC is consolidated as a top Spanish university in scientific production.

www.upc.edu

As a subsidiary of SNCF GEODIS, VIIA is in charge of actual rail motorway services and projects for the SNCF group and in particular the “Autoroute Ferroviaire Alpine”, the first rail motorway launched by the French and Italian States in 2003, and Lorry Rail, the longest rail motorway in Europe between Le Boulou (France) and Bettembourg (Luxembourg).

www.viia.com

16 Project objectives

Within the context of the TEN-T Mediterranean The main objectives of the Action are to: Corridor Global Project, this Action focuses on freight transport connecting Lyon and Propose an efficient intermodal managerial Madrid (CLYMA) to enable a coordinated structure for the Axis as a pilot system for the implementation of the core network, based whole Corridor. on modal integration, interoperability and Develop the “green corridor” concept in the coordinated management of infrastructures, Lyon-Madrid Axis as a pilot system scalable to thereby leading to resource-efficient multimodal the whole Corridor. transport. Identify the main bottlenecks on the corridor and propose solutions to these bottlenecks. Carry out an analysis of supply and demand on the Axis. Develop a strategic plan for ICT integration among the Axis’ players and administrations to facilitate the coordination and execution of intermodal activities. Efficiently promote the Axis as a section of the Mediterranean Corridor.

17 Project activities

The Action includes the following activities:

Activity 1: Analysis of the current and future situation of the Lyon-Madrid Axis

Activity 2: Development of an intermodal corridor

Activity 3: Development of an intermodal management structure for the corridor

Activity 4: Development of the “green corridor” concept

Activity 5: Development of a strategic plan for ICT integration among corridor agents

Activity 6: Pilot strategic projects and studies along the corridor

Activity 7: Promotion of the corridor

Activity 8: Coordination and monitoring of the Action

18 Project management structure

The following figures show the coordination structure diagram and the administrative and technical organisation structure:

PROJECT STRUCTURE

TEN-T Agency / DG Move

Coordinator

Project Technical Boart Project Committee Manager Partners’ General APB APB Assembly APT UPC

MP2 PORTIC

ALIA VIIA

Project TmZ Office

Stakeholders Forum

Demand and supply analysis

21 Demand and supply analysis

The first step towards improving development A demand study on the Madrid-Lyon axis of the corridor is to have a clear vision of its to consolidate and update the existing current status and to get to know the real information to acquire a global perspective situation of the market using a demand and on freight transport volumes. supply study. The CLYMA project has deve loped such an analysis on the Lyon-Madrid A supply study to identify the existing axis including: regular services (and potential newcomers) on the corridor.

Creating a catalogue of terminals and associated services to identify and characterise the various terminals.

22 Demand study

Description of the Action Conclusions of the Action This action responds to the need to identify Freight traffic between the La Junquera current and future freight flows in the Ma- border crossing and Narbonne accounts drid-Lyon section of the Mediterranean corri- for 45Mt. In the connection with the A61 dor, considering the development of demand to Toulouse the traffic increases to 50 Mt. in future years and the expected modal trans- However, the highest volumes are located fers from the roads (the main surface trans- around Barcelona.North of Lyon and South of port mode used today) to more sustainable Tarragona, both ends of the corridor section, modes of transport such as rail and inland there are 34/31 Mt, whilst traffic declines waterways. down to Valencia. Toulouse and Zaragoza add 14 Mt and around 20 Mt respectively. Partners involved APB and MP2. Subcontracted to Xavier Lluch.

23 Road traffic assignation 2010 Rail volumes are significantly smaller than road flows. The major traffic concentration on the corridor is found flowing north from Lyon, where traffic to/from South East France (11.5 Mt) connects with traffic to/from Italy and traffic generated around Lyon to the North, total- ling 21.2 Mt.

Marseille/Fos, Toulouse and the area in Le Boulou and Perpignan are the main traffic generators in the South.

Total traffic crossing the Pyrenees remains very small, 2.7 Mt; the Mediterranean corri- Road traffic growth 2010 - 2020 - 2030 dor accounts for 2.1Mt of this amount. Spa nish internal traffic is basically between Ma- drid-Tarragona-Barcelona, with 4,1-4,5.

In the next few years, there will be a significant increase in road traffics everywhere, specifically on the Mediterranean coast and Rhone Axis.

There is a strong potential for the use of rail traffic, provided the system meets the minimum requirements requested by shippers. But current rail supply does not meet the mi 2010 2020 2030 nimum requirements requested by shippers. If these requirements are not met, the expected shift to rail services will not materialise. Rail traffic growth 2010 - 2020 - 2030 Public outputs Demand study on the Madrid-Lyon Axis. Final Report.

Demand study on the Lyon-Madrid Axis. Executive summary.

Available on www.clyma.eu

2010 2020 2030

24 Intermodal services supply study

Regular rail freight transport supply (internal) Description of the Action At present, a range of transport modes (road, rail, short sea shipping and river transportation) are used to move current volumes ex- changed among the various territories that are part of the Mediterranean Corridor. The scope of this study covers freight transport services along the Lyon-Madrid section by rail, sea and barge. As the rail services market is evolving constantly, the information used in this study could change shortly, so the date used (January 2015) should be considered as a reference date.

Partners involved APB and MP2. Subcontracted to TEIRLOG Ingeniería with the collaboration of Robert Regular rail freight transport supply (external) Claraco.

Conclusions of the Action Internal rail services: starting and ending within the Madrid-Lyon section. Barcelona with 56 services/week is the most important node, followed by Zaragoza and Lyon.

External rail services: national and international services using part of the corridor, starting or ending at a terminal belonging to the Madrid-Lyon section. Marseille with 80 services is the most important, followed by Barcelona and Lyon.

Public outputs Regular freight transport services supply. Final Report.

Available on www.clyma.eu

25 Catalogue of terminals

Description of the Action 6. L.C. BARCELONA MORROT A catalogue with the terminals and services 7. L.C. TARRAGONA CARGO associated to the CLYMA axis has been com- 8. L.C. GRANOLLERS CARGO piled to identify service needs and terminals 9. L.C. CONSTANTÍ required for the development of the Corridor. 10. BARCELONA PORT Detailed fact sheets containing the infrastruc- 11. I.T. BAYER – BERTSCHI ture features and services of each terminal 12. L.C. ABROÑIGAL have been prepared. 13. D.P. COSLADA 14. LYON – VENISSIEUX Partners involved 15. PORT EDOUARD HERRIOT APB and MP2. Subcontracted to TEIRLOG 16. PORT LES VALENCE Ingeniería with the collaboration of Robert 17. AVIGNON Claraco. 18. SÈTE 19. PORT – LA – NOUVELLE Conclusions of the Action 20. PERPIGNAN The Madrid - Lyon Axis, passing through 21. LE BOULOU Spain and France, covers seven regions: 22. MARSEILLE LE CANET Madrid, Castile - La Mancha, Aragon, Cata 23. MARSEILLE MOUREPIANE lonia, Languedoc-Rousillon, Rhone Alpes 24. MIRAMAS CLÉ SUD and Provence - Cote d’Azur, passing through 25. FOS XXL some key industrial and logistic nodes and 26. RIVESALTES metropolitan areas. And the following developing or planned Some of these nodes have an intermodal Spanish intermodal terminals: terminal within their facilities, allowing the transfer of UTIs and/or goods between road 27. L.C. VALLES – LA LLAGOSTA and rail modes. There are also a series of key 28. I.T. FAR D’EMPORDÀ ports with rail access along the axis, allowing 29. I.T. PENEDES the transfer of UTIs and/or goods between 30. I.T. BASF the road, rail and maritime transport modes. 31. L.C. VICÁLVARO 32. L.F. ARANJUEZ CARGO The following Spanish and French intermodal terminals in operation have been analysed: Public outputs Catalogue of intermodal terminals and 1. PLAZA associated services (I and II). Final reports. 2. TMZ 3. I.T. MONZÓN Catalogue of intermodal terminals and 4. D.P. AZUQUECA associated services. Executive summary. 5. L.C. PORTBOU Available on www.clyma.eu

26 Intermodal terminals on the Spanish side

Intermodal terminals on the French side

Intermodal development of the corridor

29 Intermodal development of the corridor

The development of the Madrid-Barcelona It is necessary to identify the real remaining high-speed line (opened in February 2008) problems on the axis, considering not only in- is an example of a success story on the frastructure but also other factors. In fact, it is Lyon-Madrid axis. This new 621-km line has necessary: halved the journey time between both cities and has attracted millions of passengers To identify the infrastructure bottlenecks from air and road to rail, with an estimated and border crossing problems on the reduction of 140 000 tonnes of CO2 emissions Lyon-Madrid axis. per year. But not all the problems on the axis have been solved. Problems still remain, for To identify the technical problems. example, in freight rail transport. The existing Examples are: rail electrification, problems high-speed line is not suitable for cargo, in electricity supply, signalling systems, and the old Iberian gauge line allows only communications and ICT, etc. non-competitive short trains, with freight still sent predominantly by road. Moreover, To identify existing organisational issues with the opening of the UIC rail connection (slot management, language problems, rail between Spain and France through Le Perthus, liberalisation, rolling stock management, high-speed passenger trains have been etc.). running through the Pyrenees since the end of 2013. However, the connection between the To identify the needs of terminals and two countries still has significant bottlenecks. services for the development of an In addition, the new UIC connection has failed efficient and competitive intermodal to reduce road transport between France and supply. This includes the shortcomings of Spain. Despite the new infrastructures, few the existing intermodal terminals and the new services have been developed and today requirements for new ones. still more than 10 000 trucks cross the border through La Junquera on a daily basis. Once the problems are stated, the actions and the investments to be implemented must be prioritised. This means drawing up an intermodal Development Plan identifying the investment requirements for the corridor, considering infrastructural requirements, along with technological, IT and managerial structures, and analysing the financial possibilities for the development of the corridor, considering the optimisation of public and private funds.

The results of the CLYMA project on all these aspects are detailed on the following pages.

30 Infrastructure problems on crossbordering

Description of the Action available, which were originally designed for The new UIC gauge line through Le Perthus passengers and have been adapted for freight tunnel between France and Spain has been transport on this section. The lack of a com- operational since December 2010. But after petitive traction supply is the main current bot- five years in operation, real rail traffic across tleneck. The reasons are: this new line is much lower than expected. There is no competition of UIC traction in At July 2015, the offer of passenger services Spain. All existing locomotives belong to is limited to the following connections: Bar- Renfe. celona – Paris (4 trains daily in each direction), Barcelona – Lyon (1 train daily in each These locomotives are not available to be direction), Barcelona – Toulouse (1 train daily rent to other operators (not assigned to in each direction) and Madrid - Barcelona – Rosco). Marseille (1 train daily in each direction). For freight traffic the situation is no better, with Type-approval processes, which are overly only four regular services using the line: two complex and expensive, are a barrier for from Hupac, one from Kombiverkehr and a new rail operators. car rail service. Locomotives have to be adapted for The analysis of infrastructure problems aims this short section only. Difficulties in to find the real causes of the low usage of this type-approval and the high cost of new new infrastructure. equipment prevent private operators from acquiring new rolling stock. Partners involved APB and MP2. Subcontracted to TEIRLOG Private operators are reticent to invest Ingeniería with the collaboration of Robert owing to the lack of a credible calendar of Claraco. works and the lack of a clear definition of how the Mediterranean Corridor will work. Conclusions of the Action The new rail connection is a unique line de- A second critical point is the high cost of UIC trac- signed for mixed high-speed passenger and tion on offer, with prices that are more than twice mass freight transport use. The mixed nature those applied for similar distances on the national of the line limits its use for freight, because of rail network. This is mainly due to the fact that: the priority given to passenger trains and the significant safety and operational limitations re- Production costs in UIC are very high, quired for high-speed lines. possibly due to allocation criteria and amortisation of the costs of adapting Besides the structural limitations that this rolling stock to UIC, three voltages and line presents for freight transport, additional two safety systems. limitations have been identified over these five years. Trains in Spain and France cannot run from origin to destination with the Between Barcelona and Le Soler there are same composition and have to change currently only three tandems of locomotives locomotive and driver in Le Soler.

31 The Le Perthus concession toll pushes up Likewise, infrastructural and interoperability rail service costs. problems persist along the connection between Spain and France, problems which limit In France, traction costs are very high the future use of the line: (double those in Spain) and shunting costs are also high between Le Soler and Three different types of electrification Perpignan. (1 500 V in France, 3 000 and 25 000 in Spain). A third aspect limiting usage of the line is the lack of available commercially feasible train The existence of three different signalling slots. The line has a theoretically high avai and controlling systems (ERTMS, ASFA lable capacity but it is difficult to obtain ap- and KVB). propriate slots to meet demand. This is due partly to the non-availability of traction, but The gradient of 18 0/00 in some sections. also to: Circulation difficulties with the third rail Line closures due to maintenance works. (Barcelona-Mollet) due mainly to track changes. The high rail congestion in the French section, especially in the Narbonne-Nimes Although the line is designed for section. 750-metre trains, safety regulations limit UIC trains to 500m. Apparently, this In the near future, if the speed for limitation should be resolved in the short passenger trains is increased, further term, but for now it still remains. limitations for freight trains may appear in the Mollet – Vilobí d’Onyar (Girona) Public outputs section, reducing slot availability. Technical diagnosis of the Lyon-Madrid Axis infrastructure. Final report.

Technical diagnosis & management assessment. Executive summary.

Report on current state of existing limitations in UIC Spain and France.

Available on www.clyma.eu

32 Rail problems on the Spanish section

description of the action Conclusions of the Action This action aims to identify the infrastructure On the Spanish side, the infrastructure limits bottlenecks on the Spanish section of the train length and freight train weight (train length Lyon-Madrid axis, but also the existing limitations (500 m maximum) on the entire line: technical, organisational and capacity pro Madrid – Zaragoza – Barcelona – Border, lack blems. of adequate side-tracks along the Madrid – Zaragoza – Barcelona – Border line, various Partners involved sections with >15‰ characteristic gradient). APB and MP2. Subcontracted to TEIRLOG UIC is not available from Madrid to Zaragoza INGENIERIA with the collaboration of Robert and Barcelona on the conventional lines used Claraco. by freight trains.

The main bottlenecks for the Spanish section of the Lyon-Madrid corridor are:

INFRASTRUCTURE Rail Access to the Port of Barcelona. Trains from the Port’s South area (more than 75% of traffic) currently run across a heavily congested area. UIC gauge (sometimes with 3rd rail tracks) for freight trains only from the Port of Barcelona to the French border. UIC gauge does not exist between Madrid and Barcelona for freight. Lack of UIC rail access to most of the cargo terminals and private factories (Port of Tarragona intermodal terminal, La Llagosta, SEAT, CELSA, BAS etc.) Spanish railways limits train length to 500m, even on the UIC line. On the French side, the rail corridor allows 850m-long freight trains. > 15‰ ramps on several sections of the line. SUPERSTRUCTURE Insufficient power from Mollet-Vilobí d’Onyar (80 km). Mollet-TP Ferro: Train traffic would have to be interrupted in case ofpower cuts due to induced current. OTHER CONSIDERATIONS Zaragoza-Reus intermediate single-track sections: If UIC gauge is included in the future, both lines will need to be adapted (Northern and Southern line). OPERATIONAL Extremely limited capacity for commercially viable freight trains in lines with mixed traffic (freight and high-speed passenger trains). Two single-track stretches between Zaragoza and Reus working as a one- directional loop. Northern is not included at the TEN-T Core Network. Extended transit times for international freight trains (lack of competitiveness). Mollet-Perpignan: Limitations arise from the mix of freight and passengers trains on high-speed lines: different speeds, low number of slots, high maintenance costs, etc.

33 Potential limitations for dangerous goods transport on the current urban tunnel of Girona. In stretches with the 3rd rail there are speed limitations at railway changes (10 km/h due to risk of derailment). Girona-Portbou: speed limit 30 km/h at tunnel number 11 in pair direction Castellbisbal-Mollet stretch: Commuter traffic mixed with freight flows starting/ending at Port of Barcelona. CAPACITY Metropolitan Area of Madrid: High commuter train traffic between Alcalá and Guadalajara hinders daytime traffic of freight trains. From Madrid to Zaragoza, Calatayud – Ricla is the only single-track section of the line (potential bottleneck). Congestion in single track sections from Zaragoza to Reus: • Zaragoza-Tardienta: Saturation level over 50% at Tardienta. • Huesca-Lleida (Monzón): Lack of suitable slots for freight. • Lleida-Reus: Freight traffic limitations due to regional passenger trains. • Saturation level over 60% in the stretch Zaragoza-Mora-Reus (South). • Potential bottleneck at the southern bypass at the Zaragoza node. Barcelona access for freight: • Serious congestion from Martorell to Castellbisbal. • The construction of the 3rd rail between Castellbisbal and Sant-Vicenç will add UIC gauge traffic without increasing its capacity (more traffic with same capacity). • Current congestion in Mollet-Sant Celoni section due to commuter traffic.

Type of shortcoming: Critical Significantly restrictive Restrictive

Public outputs Technical diagnosis of the Lyon-Madrid Axis infrastructure. Final report.

Technical diagnosis & management assessment. Executive summary.

Available on www.clyma.eu

34 Rail problems on the French section

Description of the Action Conclusions of the Action This action aims to identify the infrastructure On the French side, there are no significant bottlenecks on the French section of the limitations related to infrastructures (850m-long Lyon-Madrid axis, but also existing technical, trains are allowed, there are no problems of organisational and capacity problems. characteristic gradient, etc.). The development of high-speed for passengers from Perpignan Partners involved to Nimes was recently postponed by the French APB and MP2. Subcontracted to TEIRLOG authorities. However, the Narbonne-Nimes Ingeniería with the collaboration of Robert section faces serious capacity constraints. Claraco.

35 The main bottlenecks for the French section of the Lyon-Madrid corridor are:

OPERATIONAL Lack of commercially viable slots for freight trains. Congestion of the lines and lack of transparency of slot distribution procedures. CAPACITY Substantial capacity problems in different sections, namely: • Narbonne-Nîmes: 60% saturation level, 6 freight trains available per day. • Fos-sur-Mer: 85% saturation level, only 2 freight trains available per day. • Avignon-Marseille: 70% saturation level, 5 freight trains available per day. Current capacity is clearly inadequate if freight trains are to develop further. INFRASTRUCTURE Perpignan-Narbonne line: close to sea level, making the route vulnerable depending on weather conditions (winds particularly). SUPERSTRUCTURE Voltage of the railway network: 1.5 kV. Need for three-phase locomotives to operate along the international corridor. KVB is the safety and communication system used. No forecasts to develop ERTMS on the network. OTHERS Perpignan (St. Charles terminal): Rail connection with St. Charles crosses high speed line (problems with manoeuvring).

Type of shortcoming: Critical Significantly restrictive Restrictive

Public outputs Technical diagnosis of the Lyon-Madrid Axis infrastructure. Final report.

Technical diagnosis & management assessment. Executive summary.

Available on www.clyma.eu

36 Non-infrastructure and management problems on the corridor

Description of the Action Conclusions of the Action A management assessment has been deve Two issues should be highlighted in this respect: loped to identify the limitations caused by the rail infrastructure organisation and manage- International interoperability management ment of the corridor. Personal interviews and issues on both border crossings (UIC publications and existing documents were gauge connection at TP Ferro and consulted while performing this assessment. conventional gauge connection at Portbou-Cerbère) Partners involved APB and MP2. Subcontracted to TEIRLOG Management of the lineal and node Ingeniería with the collaboration of Robert infrastructure, service provision and Claraco. competition within the rail industry in both the countries concerned.

The main management issues of the Lyon-Madrid corridor are:

CAPACITY AND SLOT AVAILABILITY Long maintenance periods on the Mollet-TP Ferro line decrease its capacity SP by 23% The conventional Iberian gauge line in Spain has sporadic slot capacity or availability issues as follows: • Metropolitan areas due to high commuter traffic. SP • Axle change or container transhipment at the Portbou-Cerbère stretch. • Potential risk of cargo capacity decrease due to a possible future increase on the number of passenger trains (on third rail stretches or single track stretches between Zaragoza and Reus. Heavy regional traffic hinders slot coordination for long-distance freight FR itineraries (particularly international traffic). SLOT MANAGEMENT Infrastructure administrator - strong ties with the incumbent in Spain and SP France prevents a transparent system of slot management. SP The “European corridor” concept is not applied as regards management. Occasional coordination issues among the assigned slots and the SP maintenance schedules in the infrastructure. The procedure followed to obtain rail slots (booked almost one year in FR advance) is sometimes inefficient and overly rigid. It is easy and inexpensive to obtain last-minute slots without previous planning. FR However, they are not appropriate for long-distance itineraries (international, for example). Different priority criteria in both countries of the corridor. In Spain, S/F passenger services have priority over cargo services. However in France, services planned in advance (passenger or freight) have priority.

37 TERMINAL MANAGEMENT Congestion in some of the biggest terminals in the network located in S/F Spain and France (Madrid, Barcelona, Lyon). SP Lack of proper equipment (Cranes, Reach Stackers, etc). Rail operators consider that ADIF concession model has not solved the terminals’ operational problems (short periods of time, not allowing SP investments, subrogation of personnel, different contracts in one terminal for different traffic, obligation to maintain obsolete equipment, etc.). FR Some terminals are close to saturation. S/F Lack of flexibility in terms of management and opening hours. SP High prices ROLLING STOCK Only the Spanish public operator Renfe has adapted its locomotives to run CB along the international section of TP Ferro, although they cannot continue the itinerary to France (as ERTMS is not installed in the French part). It is difficult and expensive for foreign companies to adapt locomotives to FR KVB and BAL systems. In Spain, the existence of a gauge different to UIC makes it more difficult to SP acquire rolling stock and the second-hand market is very limited. There is no competition in Iberian gauge rolling stock supplies. The rental unit ROSCO does not satisfy private operators and the alternative SP option is to invest in new rolling stock. The only 4 locomotives type-approved for TP Ferro stretch (Renfe’s SP property) are not included in ROSCO’s offer. Renfe Operadora has a privileged position because most of the type-approved SP train repair workshops belong to Integria, one of its subsidiary companies. PROVISION SERVICES It would desirable to simplify the licensing processes in both countries in S/F accordance with European Regulations. Safety certificate requirements can be restrictive for small rail operators: SP the candidate company must previously have locomotives to be able to operate on the particular stretch. Driver training and authorisation procedures have certain requirements that favour the public rail operator (i.e. practices in assigned stretch or safety SP certificate entailment, or the fact that a safety certificate becomes invalid when the authorised driver leaves the company). Lack of transparency of the current system: it is difficult for rail operators to SP know operating costs in advance for running a line (viability analysis).

38 The charges system for the utilisation of railway infrastructure and facilities is complex and does not follow a process that encourages small operators to use these infrastructures: • The charge for the requested traffic has a higher unit cost per km for short SP distances. • It is necessary to pay the entire annual charge, regardless of the month in which the rail operators began their activity. • The charge for capacity booking is paid by every operator for the requested capacity and not for actual use. COMPETITION AND MARKET The division between users and network manager is not clear enough. The FR existence of two national entities (RFF and SNCF) does not effectively guarantee that division. Advantages granted to Renfe Operadora: • It was receiving public funding to offset generic losses. • It has an overcapacity of type-approved rolling stock, and does not sell locomotives to other operators. SP • As Renfe Operadora performs other activities in monopoly conditions, internal cross-subsidies can be produced to compensate for possible losses in other activities. • Grandfather clauses provide Renfe preferential use of infrastructures. • Renfe Operadora holds stakes in the capital of other competitors. Advantages granted to SNCF • SNCF has exclusivity in some rail traffic. FR • The French government plans to group SNCF and RFF together again in the same holding company, so SNCF will be both user and manager, calling into question the guarantee of a fair access to the network in France. Intermodality within the cargo transport system is not very well-developed. SP There are no strong intermodal operators. Intermodal services are receiving subsidies, as Rail motorways or ITUs FR movement. INTERNATIONAL INTEROPERABILITY (THROUGH TP FERRO) Lack of coordination among the three different network statements (Adif, CB RFF and TP Ferro). Lack of authorised locomotives: Renfe is the only rail operator with locomotives authorised to perform the international crossing at TP Ferro. Private CB operators cannot face the heavy investment required by UIC-gauge to meet type-approval requirements Restricted capacity for operational reasons: type-approved locomotives able CB to offer traction are occupied at all times (at maximum rotation). Continuity of traction between Spain and France cannot be achieved CB without changing locomotives: the ERTMS system is not yet developed on the French side and is unlikely to be implemented in the short term.

39 High cost in charges and fees for crossing the international section CB through Le Perthus. The infrastructure constraints mentioned in the document “Technical diagnosis CB of Madrid-Lyon Axis infrastructure”. INTERNATIONAL INTEROPERABILITY (THROUGH PORTBOU) The amount of these operations is similar to the cost of Le Perthus crossing: CB around € 1 000 per train. These operations take around 5 hours (transhipment or change of axles), CB whilst in TP Ferro the locomotive change operation takes around 1 hour (if international slots are available). The change of axles has been operated as a monopoly since 1953. CB Handling can cause damages to axles (old installation). In any case, locomotive and driver must be changed due to the different CB gauges on both sides of the border.

Type of shortcoming: Critical Significantly restrictive Restrictive

CB: Cross Border FR: France SP: Spain S/F: Spain & France

Public outputs Management assessment of the Lyon-Madrid Axis. Final Report.

Technical diagnosis & management assessment. Executive summary.

Available on www.clyma.eu

40 Terminal needs and requirements

Description of the Action After analysis, the main findings from the infras As a result of the comparative analysis of the tructure and services of certain key European infrastructure features an services of each ter- terminals (Busto, DELTA 3, TRICON & KTL minal, there has been performed a compara- Kombi Terminal Ludwidgshafen) are as follows: tive analysis of the terminals and identified the main shortcomings to be corrected. High traffic levels, which in no case correspond to the size of the terminal Partners involved APB and MP2. Subcontracted to TEIRLOG Obtaining synergies by concentrating with Ingeniería with the collaboration of Robert the inland waterway mode Claraco. Key provision of track infrastructure Conclusions of the Action The following features were selected to eva Key provision of gantry cranes luate and compare the intermodal terminals: total area, road accessibility, rail accessibility, Relevant combined transport operators technical characteristics (Receipt/Dispatch involved in the terminal management tracks, Loading/Unloading tracks, Loading/ Unloading & Storage yards) and current activity. The performance of the reference terminals analysed is greater than most Spanish termi- Shortcomings and deficiencies have been nals, in terms of area productivity and track identified in the infrastructures and services of productivity. However, there are notable ex- the intermodal terminals. The most critical are: ceptions, such as TCB in terms of area performance, and tmZ and Coslada Dry Port in Difficulties in rail and road access to the terms of tracks. Constantí, Granollers, Monzón Lyon, Marseille and Avignon terminals or Lyon-Vénissieux terminals also show good owing to their location in their urban areas performance levels. and the design of the network, and heavy traffic.

Difficulties in rail access to the terminals of the ports of Barcelona and Tarragona.

Most of the French terminals lack additional services to ITUs. Several terminals do not even provide an ITU storage service.

41 TRAFFIC VOLUME PER terminal surface (‘000 TEUs/ha)

TRICON Kombi Terminal Ludwidgshafen Busto DELTA 3 Sud Wharf Rail Terminal (TCB) Constantí Granollers Cargo Monzón Intermodal Terminal Zaragoza Maritime Terminal (tmZ) Lyon-Vénissieux Novatrans Coslada Dry Port Portbou Cargo Barcelona Morrot Perpignan Terminal Miramas Madrid - Abroñigal Azuqueca de Henares Dry Port Zaragoza Logistics Platform (Plaza) Tarragona Cargo - 5 10 15 20 25 30 35

TRAFFIC VOLUME PER L/U TRACKS (‘000 TEUs/track)

TRICON Busto Kombi Terminal Ludwidgshafen DELTA 3 Zaragoza Maritime Terminal (tmZ) Coslada Dry Port Sud Wharf Rail Terminal (TCB) Monzón Intermodal Terminal Constantí Portbou Cargo Zaragoza Logistics Platform (Plaza) Granollers Cargo Barcelona Morrot Miramas Lyon-Vénissieux Novatrans Azuqueca de Henares Dry Port Perpignan Terminal Madrid - Abroñigal Tarragona Cargo - 10 20 30 40 50 60

The conclusion is that some of the terminals in Public outputs the Lyon-Madrid section are among the best in Identifying needs of terminals. Final report. Europe in terms of performance, but most of them have low productivity ratios. Catalogue of intermodal and associated services. Executive summary.

Available on www.clyma.eu

42 Development plan

Description of the Action Nodal infrastructure Analysing linear infrastructure, terminals, Rail-road terminals: Improve the intermodal services and management issues infrastructure and services of rail has made it possible to diagnose and identify intermodal terminals to optimise their problems, bottlenecks and deficits that are operability. slowing and/or preventing the development of the corridor and an action plan developed to Ports: Promote and facilitate rail- resolve or reduce them. port traffic with the improvement of rail accessibility, improvement of road Partners involved accessibility, rail-port intermodal terminals, APB and MP2. Subcontracted to TEIRLOG etc. Ingeniería with the collaboration of Robert Claraco. Inland ports: Improve and boost fluvial intermodal transport. Conclusions of the Action The action plan has been structured around Management four operational areas, each with its strategic Achieve efficient slot and traffic objectives. The actions proposed for develo management, by defining the priorities ping them are described below: for access and promoting long-distance traffic. Linear infrastructure Solve cross-border constraints to Facilitate the availability of rolling stock resolve or mitigate the problems related to the different characteristics on both sides Ensure competition, access to the of the border. market and services, by fostering conditions for free competition among Remove bottlenecks from the corridor operators. with infrastructural improvement, actions in nodes and bypass, improve road Solve cross-border problems related to accessibility to terminals, etc. management

Achieve the standard parameters of Improve the management of the the Core Network to create a seamless, terminals, promoting the concession uniform corridor that complies with the model and improving the operation of the standard parameters defined by the terminals. TEN-T.

Other problems linked to the infrastructure, such as adjusting the power of electricity supply, or adapting to the mixed use of the high-speed line for passengers and freight.

43 Services Intermodal services: Encourage the Each measure has been assigned a level of development of intermodal rail services: priority in accordance with the seriousness land, rail-port and river. or importance of the issue to be resolved; a promoter, which could be a public or private Intermodal operators: Attract organisation; an estimate of the timing for international intermodal operators and execution, in tune with the priority for the strengthen the cooperation among action; and an estimate of the cost of executing operators in different modes. the measure.

Regulations and standards: Encourage Public outputs changes to the regulations and promote CLYMA Intermodal Action Plan Proposal. the establishment of tax benefits that can Final report. foster intermodality. CLYMA Intermodal Action Plan Proposal. Executive summary.

Available on www.clyma.eu

44 Investment plan

Description of the Action After studying the different sources of funding and according to the Development Plan, this section presents how the budget is distributed in different categories and the entities that provide the funds.

Partners involved APB and MP2. Subcontracted to TEIRLOG Ingeniería with the collaboration of Robert Claraco. OPERATIONAL AREA - OVERALL COST 27 780.02 M€ Conclusions of the Action The overall budget for the measures defined in the Development Plan comes to 27,780.02 M€. 8,19%

0,10% The operational areas related to supplying infrastructure absorb 99.78% of the resources. 0,12% The operational areas for the management 91,59% of the corridor and transport services only demand 0.22% of the resources.

The total cost of each operational area, by Linear infrastructures Management priority of the proposed measures, is as Nodal infrastructures Services follows:

OPERATIONAL AREA Priority 1 Priority 2 Priority 3 TOTAL COSTS Linear infrastructure 5 795.01 8 469.53 11 179.50 25 444.04 Nodal infrastructure 1 293.19 311.20 671.59 2 275.98 Management 6.00 16.00 10.00 32.00 Services 16.00 8.00 4.00 28.00 OVERALL COSTS 7 110.20 8 804.73 11 865.09 27 780.02

All costs are in million euros

45 COSTS (% - M€) BY COUNTRY AND OPERATIONAL AREA

Services 1.00 27.00

Management 2.00 30.00

Nodal infrastructures 589.10 1 677.88 9.00

Linear infrastructures 18 074.20 7 297.84 72.00

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

France Spain France/Spain

46 COSTS (% - M€) BY COUNTRY AND PRIORITY

3 4 860.00 6 987.09 18.00

2 8 030.80 702.93 71.00

1 5 773.50 1 287.70 49.00

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

France Spain France/Spain

OPERATIONAL AREA (27 780.02M) From the geographical point of view, the SOURCE OF FUNDS French side demands more than two thirds of the necessary resources.

0,19% The analysis the need of resources by country and priority shows that France 2,43% presents the most homogeneous phasing of budgetary needs, and Spain will require their greatest investment needs for the long term. 0,56% 99.25% of total funds are provided directly 96,82% by the Public Administrations or Public Entities, and the 0.75% are provided by private or public-private (others) companies.

Public Private Port Authority Others Public outputs CLYMA Intermodal Action Plan Proposal. Final report.

CLYMA Intermadal Action Plan Proposal. Executive summary.

Available on www.clyma.eu

47 Immediate critical actions proposal

Description of the Action Conclusions of the Action This proposal of immediate action plan com- Measures were selected using a multicriteria prises “quick wins” measures, i.e. measures analysis, considering budget, time frame, fea- that require low cost investment and a short sibility and contribution to intermodal traffic. time frame but are able to significantly support This analysis is applicable to the four blocks and promote intermodal transport. that constitute the Development Plan. The following measures are proposed: Partners involved APB and MP2. Subcontracted to TEIRLOG Ingeniería with the collaboration of Robert Claraco.

Linear infrastructures Solve Cross-border constraints • Implementation of ERTMS and 25 kV electrification between the TP Ferro-Perpignan section Remove bottlenecks from the Corridor • Technical studies to mitigate traffic overload at Martorell-Castellbisbal stretch Achieve the standard parameters of the Core Network • Upgrade the conventional Madrid-Barcelona rail line. Enlargement of maximum freight train length to 750 m. Implementation of sidings with a minimum useful length of 750 meters in the stretches of the Madrid-Lyon Corridor where they are lacking Other problems linked to the infrastructure • To solve energy feeding problems in the stretch Mollet-Vilobí d’Onyar • Establish regulations for securing goods on trains Nodal infrastructures Ports • Tarragona Port: Upgrading railway access: Electrification. New rail access. UIC and Iberian gauge • Capacity improvement of the rail access to the port of Fos-sur-Mer • Capacity improvement of the rail access to the port of Marseille (Mourepiane link) • Tarragona Port: Upgrading road access: access to port/logistics platform (ZAL) • Marseille node (RRT + port): Rolling motorway terminal (creation of the new RRT) Inland ports • Core network for Rhône inland waterway (NSMed): Standardisation of Slipway in Arles • Core network for Rhône inland waterway (NSMed): Development of quays and waiting areas for alternate traffic direction

48 Management Achieve efficient slot and traffic management • Make the capacity reservation processes smoother and more flexible • Increase the number of slots reserved for international freight traffic • Coordinate with regional passenger traffic • Deterrents to be applied to rail operators not using their reserved slots • Intensification and optimisation of the unified Axis management • Establish priority criteria in the event that rail traffic share the same track • Subordinate the maintenance bands to commercial slot requirements Availability of rolling stock • Boost and support the creation of an option for neutral traction in the UIC gauge itinerary • Increase the supply of rolling stock hired out by ROSCO • Facilitate the certification and homologation processes of rolling stock Ensure competition, access to market and services • Simplify the licensing processes and safety certificate regulations • Establish a rail staff training system validated for the Corridor • Redefine / remove the advantages acquired by Renfe Operadora and SNCF Solve cross-border problems related to management • Increase the current traction supply for crossing the border via TP Ferro Improve the management of terminals • Monitor the quality of the services offered in public terminals • Adapt opening/closing times of the terminals to the rail operators’ needs Services Intermodal services • Identify new intermodal services with potential • Foster alliances and relationships between manufacturers and operators that enable the concentration of loads • Develop formulas to combine/integrate services that facilitate the concentration of loads • Prepary feasibility studies for Rolling Highways Regulations and standards • Eliminate traffic restrictions • Amend EU 913/2010 standard • Advocate the application of economic incentives to intermodal services • Encourage better use of funding sources from European and other programmes that are applicable to the corridor (CEF, Horizonte 2020, ERDF, etc.)

Public output CLYMA Intermodal Action Plan Proposal. CLYMA Intermadal Action Plan Proposal. Final Report. Executive summary.

Available on www.clyma.eu

Managing the corridor

51 Managing the corridor

To facilitate the coordinated deployment of an planning and strategic concerns and, finally, integrated Trans-European Transport Network, marketing and communication processes, for the European Commission has created nine promoting the corridor and facilitating the co- Core Network Corridors, both for passengers ordination of all the actors involved in the ma and freight transport services, whose main nagement structure. Besides, it must be borne objectives are to “remove bottlenecks, develop in mind that difficulties often occur when imple- the necessary transnational connections menting a common management structure for and ensure multimodal integration and a corridor, not only due to infrastructural con- interoperability” (European Commission, 2014). cerns, but also to transnational political issues, TEN-T Corridors are designed with a common stakeholder participation and level of commit- approach for their entire layout, embracing all ment and to communication difficulties between the transport modes, to meet the objectives all the agents involved in the governance of a established by European Union policies. trans-national and multi-modal corridor.

Reviewing the existing worldwide corridor go CLYMA project includes a worldwide bench- vernance models has shown that there is no marking analysis on corridor management unique solution to transport corridors manage- models, a proposal of management recom- ment that could be extrapolated to any other mendations for the Mediterranean Corridor, a corridor. However, some common features proposal for the Lyon-Madrid axis manage- among existing management structures, with ment (mainly considering the France-Spain regard to their competences, can be generally crossbordering) and some pilot actions to observed: the establishment of an appropriate improve the management in some complex legal or regulatory framework for the corridor, nodes, like Barcelona, Tarragona or Zaragoza.

52 Benchmarking on corridor management models

Description of the Action 3. NORTH-SE MEDITERRANEAN One of the objectives of the CLYMA project is CORRIDOR to design an intermodal management structure 4. ATLANTIC CORRIDOR for the Lyon-Madrid axis, as a pilot system ex- 5. ORIENT-EAST MED CORRIDOR tensible to the whole corridor. A benchmarking 6. CZECH-SLOVAK CORRIDOR process has been conducted to analyses the 7. RHINE WATERWAY management models in 20 transport corridors 8. DANUBE WATERWAY (EUROPEAN throughout the world. The corridors presented TRANSPORT CORRIDOR VII) include axes of various transport modes pro- 9. HAROPA – PORTS DE PARIS SEINE viding a wide vision of governance strategies NORMANDIE to identify best practices and success factors 10. COPENHAGEN MALMÖ PORT for implementation. 11. EAST WEST TRANSPORT CORRIDOR 12. TRANS-SIBERIAN RAILWAY Partners involved 13. ALAMEDA CORRIDOR APB and MP2. Subcontracted to Institut 14. NCRR CORRIDOR Cerdà. 15. HEARTLAND CORRIDOR 16. THE PANAMA CANAL Conclusions of the Action 17. THE SUEZ CANAL The following twenty corridors have been 18. MTWARA DEVELOPMENT analysed: CORRIDOR 19. MAPUTO DEVELOPMENT 1. BETUWELIJN (BETUWE ROUTE) CORRIDOR 2. RHINE-ALPINE CORRIDOR 20. WEST COAST CORRIDOR

53 Although the EU advises building a corridor The main lessons learned are: management for all modes of transport, the benchmarking results show that the multi- Setting a management structure can modal approach of corridor management is be challenging when countries involved significantly less usual than one-mode focused have very dissimilar situations: state of organisations. development, political circumstances, availability of resources or institutional deficiency.

Encouragement of public-private consortia. Business participants can bring a market-oriented vision and secure adequate integration of nodes in the infrastructure implementation plan.

Multinational organisations offer better performance. National bodies managing only the national stretch of a cross-border corridor have faced serious problems caused by a lack of harmonisation and integration services along the corridor.

Strong commitment of all the association members is a key factor for the structure to succeed. It is also important to carefully choose participants in the organisation to ensure valuable contributions to the project and decision-making capacity.

Participation of various stakeholders’ members is very positive. However, associations with a large number of members can face barriers to the progress of the initiative.

Transparency, external coordination and fluent communication among all participants are essential.

Studies and works developed by specific working groups within a governance structure are very positive.

54 Recommendations to be taken into account in including representatives of the Member States the creation of a management structure for the concerned; regional representatives and public Mediterranean Corridor are the establishment and private entities are strongly advisable. of a multi-stakeholder and trans-national association, as it broadens the scope of action Setting up working groups to focus on particu- of the corridor from a specific part of the in- lar topics related to the corridor has proved to frastructure to other issues such as hinterland be an efficient tool for monitoring the corridor connections; cross-border interoperability; progresses on a stable basis. harmonised cross-border processes and promotion of the global axis. Existing management structures for RFC6 and ERTMS corridor D2 should be considered to There are various options for the legal form avoid overlapping of government structures of the organisation, with associations and in the same corridor. In that sense, existing EEIGs the most usual in Europe. The choice and new working groups can be assembled of one option over another depends on the to avoid duplication of work while following up expected level of the members’ commitment the studies started. or legislation concerns (for example, an EEIG is subject to European rather than Public outputs national regulations).Regardless of these Benchmarking on Corridor Management legal implications, a multi-level governance Models. Final report. perspective (with assembly, boards and a secretariat) is suggested, as it ensures the Benchmarking on Corridor Management involvement of the managing members while Models. Executive summary. allowing wide participation of stakeholders in lower levels of the management structure, Available on www.clyma.eu

55 Benchmarking of rail-port intermodal models of reference in Europe

Description of the Action Technological interfaces for on-time exchange The objectives of this study are twofold: first, of information about rail operations are widely a benchmarking of how rail-port interfaces used in all the ports analysed, with the integra- are managed in different European ports; and tion of the port’s communication system with second, an analysis of experiences in which the national railway network just one of the a mixed exploitation of high-speed lines has challenges to be met by some ports. been proposed. Regarding the mixed use of high-speed lines, Partners involved the initiatives analysed show that countries APB. Subcontracted to Institut Cerdà. opting for building HS lines with technical cha racteristics allowing freight traffic did so mainly Conclusions of the Action for economic reasons, to justify the large in- The intermodal model of 8 ports of reference vestment involved. However, these lines have in Europe has been analysed: Genoa and La never been used for significant freight rail Spezia, in Italy; Rotterdam and Amsterdam, transport. in the Netherlands; Hamburg and Bremen, in Germany; and Antwerp and Zeebruge in Bel- Concerning the type of freight trains running gium. on HSL, the study show that freight services on high-speed lines are usually limited to a very Two main objectives have been pursued: ana- specific type of freight: urgent or high-priority lysing the business model (agents, rail traffic goods (courier, express and parcel). Moreo- and ancillary services provided) and studying ver, experiences with heavier trains were not the rules and regulations in rail port operations. successful due to the need for wagons with special characteristics, the demand for reliabi As an overall conclusion, it can be noted that lity instead of speed and the higher charges the results of the analysis are as diverse as the of HSL. nature of traffic in different ports. Hamburg, Bremen and Rotterdam are the ports for which Public outputs the most extensive information about internal Benchmarking of rail-port intermodal procedure rules for rail operations has been models of reference in Europe. Final found; Italian ports, while they lack written report. regulations for rail operations management, have a unique designated body responsible for rail services within the port domain, meaning potential shortcomings or capacity problems are internalised.

56 Recommendations for Corridor management

Description of the Action autonomy. It would be advisable to The objective of this action is to formulate strengthen the cooperation between the conclusions and recommendations to the two existing structures, which could be European Commission and the Member more intense and on a more regular basis. States for improving the management of the Mediterranean Corridor. Some agents consider that the lack of effective decision-making capacity means Partners involved that existing management structures APB and MP2. Subcontracted to Institut will not be enforceable. The allocation of Cerdà. European funding for priority investments with European added-value in the Corridor Conclusions of the Action is considered one possibility for aligning There are currently two bodies with managerial national and European plans. competences working in the Mediterranean Corridor: the European Coordinator, to monitor Broad stakeholder inclusion is very positive the effective and efficient development of and recommended in transport governance the Core Network Corridor (in its multimodal structures. Such participation must include dimension), and the Rail Freight Corridor 6 both public and private sectors and various (RFC6), a governance structure for the im levels of governance (national, regional). The provement of international rail freight services. main conclusions related to stakeholders’ participation and involvement are: The following conclusions relate to the management and governance aspects of the corridor: Some agents consider that it would be useful to have a local or regional It is widely accepted that a European point of view in order to better identify representative should lead the common Corridor problems in conflictive management structure of the sections and reporting to a European Mediterranean Corridor; furthermore, representative with an overview of importance is attached to the European the Corridor. However, enlarging the Coordinator being an experienced and management structure could make it more independent expert. inefficient and impracticable.

There is a scarcity of international In general, stakeholders believe that a capacity; the offer is weak both in terms wider range of agents should participate of quantity and quality (offering a good in the decision-making process of the connection with terminals and timetables Mediterranean Corridor. They particularly of different infrastructure managers). highlight the importance of involving the main users of railways (forwarders With regard to the co-existence of two and business sector) in the participation management structures in the Corridor processes. (RFC6 and European Coordinator), some agents consider that only one management structure should remain, with the largest degree of managerial

57 It has proved difficult to receive formal for optimising the management of railway ser- inputs from the agents involved in vices: the RFC advisory groups, therefore participation must be enhanced to B.1 Deployment of common systems for on- receive clear complaints or suggestions time monitoring of rail traffic. for improvements from agents, when B.2 Updated public information on the required. infrastructure characteristics. B.3 Improvement of the international capacity Some recommendations for improving the offer. corridor management are proposed in the B.4 Simplification of rolling stock type- light of the results of all the studies performed, approval processes. grouped into three main priority areas, depending on the final goal of each action: The following recommendations are proposed regarding improving the governance of the A. Actions aiming at matching rail transport to Mediterranean Corridor: demand. B. Actions aiming at optimising the C.1 Creation of a political committee of management of railway services. European and national institutions to C. Actions aiming at improving the coordinate infrastructure planning. governance of the Mediterranean Corridor. C.2 Creation of regional committees related to conflictive sections. The following recommendations are proposed regarding the actions aimed at matching rail Public outputs transport to demand: Recommendations on corridor management models for the A.1 Identification of the main strategic agents Mediterranean Corridor. Final report. and economic sectors involved in the Mediterranean Corridor. Recommendations on corridor A.2 Enhancement of an active participation management for the Mediterranean and wider representativeness Corridor and the Lyon-Madrid axis. A.2.1 Inclusion of business and economic Executive summary. agents in existing structures as an Advisory Group. Available on www.clyma.eu A.2.2 Creation of a permanent ports working group. A.3 Creation of a Mediterranean Corridor Traffic Observatory.

The following recommendations are proposed

58 Recommendations for Lyon-Madrid axis management

Description of the Action Development of specifications for the The objective of this action is to formulate con- operation of the Spanish section of the clusions and recommendations for improving Mediterranean Corridor as a mixed line the management of the Lyon-Madrid section (high-speed passengers and freight of the Mediterranean Corridor. services).

Partners involved Redefinition of demand assignation APB and MP2. Subcontracted to Institut processes. Cerdà. Public outputs Conclusions of the Action Recommendations on corridor Recommendations for improving the corridor management for the Mediterranean management aim at solving the current inter- Corridor. Final report. operability problems at the French-Spanish border and at enhancing the competence of Recommendations on corridor services. management for the Lyon-Madrid axis. Final report. The following recommendations are proposed: Recommendations on corridor Creation of a regular French-Spanish management for the Mediterranean cross-border forum. Corridor and the Lyon-Madrid axis. Executive summary. Creation of a pool of locomotives able to operate across the French-Spanish Available on www.clyma.eu border.

Development of a comparative performance study between road and rail modes in the Barcelona-Perpignan connection.

59 Pilot rail-port coordination for the Barcelona node

Description of the Action B. A new port ordinance for train movements The Port of Barcelona intends to improve inside the port has been drawn up to the coordination system between the Port of establish the rules of occupation of Barcelona, ADIF and the rail terminals inside railways in the rail terminals inside the the port (mainly container terminals), and sur- service area of the Port of Barcelona rounding rail terminals (Can Tunis and Morrot). and the maximum reference times for operations of loading and unloading rail Partners involved compositions in the Port. APB. C. A new pilot software system has been developed to facilitate integration and Conclusions of the Action exchange of information related to rail The main outcomes of this action are: calls among rail port terminals, rail logistic operators and ADIF. A. Improved cooperation between ADIF and the Port de Barcelona in respect Public outputs to train access to the port area and Ordinance for rail operations and railway shunting. Currently rail operations occupation in the rail terminals inside the personnel from the Port of Barcelona are service area of the Port of Barcelona. working in the ADIF Can Tunis command centre to provide enhanced operational coordination. Available on www.portdebarcelona.cat

60 Pilot coordination actions for the Zaragoza node

Description of the Action The formal structure of the proposal has This action aims to develop a managing body two different correlated goals. The first is the for the rail hub in Zaragoza. formal composition of this managing body for the Railway hub in Zaragoza. The second is Partners involved oriented to define its main functions tmZ. Subcontracted to Esteyco S.A.P. Public outputs Conclusion of the Action Executive summary of the report. An analisys of the railway facilities and the structure management model was performed Available on www.clyma.eu after contacting with the stakeholders.

This analysis covered the following tasks:

Analysis of the main railway infrastructure and logistics facilities

Analysis of the most important management models to be developed

Creating an initial proposal with the formal structure for the managing body.

61 Safety Management System (SMS) and rules for railway operation of the Port Authority of Tarragona

Description of the Action Agreement, requires technical railway do The Port Authority of Tarragona (APT) must cumentation and others regarding rail traf- fulfil the rules on rail transport in EU legisla- fic safety within the Port of Tarragona to be tion on community railways and Spanish Law drawn up by the APT. This essentially involves 39/2003 of 17 November 2003 on the Rail- setting up a Management System for Railway way Sector, and all other applicable legisla- Safety to manage rail activity within the Port of tion in the field of railway infrastructure in the Tarragona and contains, amongst other spe- Port of Tarragona, as well as those under the cial features, the monitoring of risks derived Connection Agreement signed on 24 October from rail activity itself, as well as a Contingen- 2011 between the Administrator of Railway cy Plan for emergency situations Infrastructures (Adif), State Ports, and the APT. Partners involved Port Authority of Tarragona (APT), with a con- The fulfilment of the specified legislation, tract for technical assistance with GRUPO EU- particularly the aforementioned Connection ROGESTION.

62 Conclusions of the Action Guidelines to be followed in carrying out The preparation of SMS was based on the fol- aptitude, psychological and physical lowing structure: check-ups of authorised railway personnel

Manual for the Safety Management Availability of medical centres and System (SMS) approved training

Legal and legislative frame of reference Procedures for management and control (awarding, renewal, withdrawal and Railway safety policy revocation) of authorised qualifications required from railway personnel Procedures for distribution of information, creation and distribution of safety Operational and technical procedures for documentation within APT and among operation; inspections and safety controls. organisations which operate on the Regulation of activities with EE.FF railway infrastructure Procedures to ensure the notification, Organisation involved in safety investigation and analysis of railway accidents and incidents Responsibilities for safety within APT. Structure of the Department of Traffic Procedures for the carrying out of periodic Safety Management audits of SMS

Plan for Railway Safety. Safety objectives Vigilance of SMS

Plan for quality insurance Control of non-approvals, and corrective and preventive action Procedure for Change Control Improvements and new requests Analysis, evaluation and risk control connected with railway traffic safety Also, the work considered the preparation of:

Procedures to guarantee the fulfilment of Traffic Regulations technical and operational standards required from suppliers and sub-contractors Instructions A and C

Railway Contingency Plan; plans for Information about the railway network action, alarms, and information, in case of emergency, in agreement with the Public consultation of results appropriate public authorities Summary sheet at www.clyma.eu

Guidelines to be followed in carrying out ongoing training of authorised railway personnel

Developing the green corridor

65 Developing the green corridor

The concept of green transport corridors will TEN-T corridors structure and multiple calcu- reflect an integrated transport concept where lation systems can be defined. short sea shipping, inland navigation, rail and road complement each other, enabling To avoid this problem and to make progress the choice of environmentally friendly trans- towards developing the green corridor it is port. Along these corridors, industry should necessary to standardise the sustainability be encouraged to rely on co-modality and on measurement system on the corridor with advanced technology to accommodate rising a set of suitable KPIs and to propose some traffic volumes while promoting environmental measures for the “green development” of the sustainability and energy efficiency. Projects Lyon-Madrid axis. such as SuperGreen and EWCT II have made advances in defining the “green corridor”. Additionally, a web-based emissions cal culator will be developed to help measure But the first step to advance on a greener cor- the emissions of the services along the ridor is to establish a standardised measure- corridor. Users and operators will be able to ment system to identify the emissions and the calculate the emissions related to a service sustainability of a service on the corridor. To or a transport in the corridor, considering allow industry to choose from among various all transport models and the possibility of transport services in terms of sustainability, intermodal use. The calculator will be a free, all these services should be environmentally easy to use, web tool allowing the user to measured using the same criteria. The ele- measure the emissions of any transport chain ments to be considered in the sustainabili- on the Lyon-Madrid axis. The transport chain ty measures should be specified (transport considered will be multimodal, considering emissions, terminal emissions, infrastructure any combination of transport modes - road, construction, infrastructure maintenance, rail, ship or barge – and will go through part etc.). These criteria are not defined in the or the whole Lyon-Madrid axis.

66 KPIs for a green corridor

Description of the Action Conclusions of the Action Green Corridor for freight transport is a 69 factors were identified to assess the ac- concept that is not yet widely accepted. tions intended to make a freight transport As part of the European project CLYMA, an corridor green. The factors identified are ope analysis of the more appropriate indicators has rational (21), regarding environmental and been made to monitor the greenness of the climate impact (11), regarding the economic Lyon-Madrid corridor. The analysis performed and social impact (22), and regarding infras was based on previous projects, a broad- tructure renewal or construction (15). based experts’ consultation and the other tasks of the CLYMA project. A set of indicators reflecting the general functioning of the corridor have been defined by Partners involved taking into account the factors obtained and Universitat Politècnica de Catalunya (UPC). the indicators proposed by some previous projects. Overall, 16 indicators are proposed. A total of 9 indicators were previously proposed by SuperGreen project, 2 by EWTC II (2012) project and 5 are first proposed.

Full set of indicators proposed

Block Indicator Operations • Direct costs of transport • Frequency of service • Safety measures • Security measures • Proportion of co-modal transport • Quality of service in intermodal transport • Reliability of service • Transport time Environment and climate impact • Alternative fuels filling stations • CO2 emissions • Engine standards • SOx emissions Economic and social impact • Activity of the areas served • Impact on physical environment • Total goods volumes • Use of capacity

67 Development of the “green corridor” concept

Description of the Action Resolve outstanding issues of Possible actions to foster the greenness of harmonisation, frequency and reliability the corridor have been identified and catego- of alternative modes and create a habit rised by taken into account: (1) the opinions of using these means, before considering and information obtained in the experts’ con- new infrastructure. sultation; (2) second interviews with some of the consulted experts, representing some of Make more intensive use of the the stakeholders involved; (3) an analysis of information and communications the presentations and debates developed on technologies and data processing, to the Stakeholders Summits of the CLYMA pro- improve economic and environmental ject; and (4) the results of other tasks of the efficiency. project CLYMA. Improve planning processes, ensuring Finally, a guide on how to fulfil green require- that all the interests involved are taken ments and characteristics in the future cor- into account and that the necessary social ridor development plans is provided. More consensus is obtained, while a reliable specifically several recommendations are temporary plan facilitate decision making proposed for the future Mediterranean corri- by different agents involved. dor Development Plan which must be aligned with the EU’s “green objectives”. A conceptual framework is proposed on the basis of a literature review on manuals and Partners involved guides about planning and development of Universitat Politècnica de Catalunya (UPC). green corridors, plans and green corridor projects, especially European projects on green Conclusions of the Action corridor, and the Regulation of the Europe- The actions identified are presented on the an Commission, in order to incorporate the page to the right. green perspective, and to address the question of how to plan, develop and manage a Priorities are recommended as a result of the green freight corridor. Moreover we propose information and opinions obtained in the two a set of recommendations on how to incor- rounds of experts’ consultation and the other porate environmental and sustainability con- information available, as follows: cerns into each of the phases of the freight corridor development and operation. Encourage initiatives aiming to facilitate and promote co-modal and sustainable transport, even if the actions have a limited scope

68 Actions to foster the greenness of the corridor

Block Indicator Functioning of • Actions on road traffic, as time restrictions, speed and rules for Heavy the corridor Goods Vehicles (HGV). • Harmonise regulations. • Improve the management, interoperability and frequency of rail transport and the throughput of rail terminals. • Promote good practices such as eco-driving and using implementing planning systems. • Separate passenger and goods whenever possible or prioritise goods in the rail traffic. New • Harmonise ICT. technologies • Promote Intelligent Transportation Systems. Physical • Supply alternative fuels. infrastructure • Provide an electricity supply for trucks and vessels in ports and trucks in parking areas. • In relation to railway, electrification, extend European gauge and harmonise electric and signalling systems. • Investments on inland waterway, maritime ports, rail, road or transhipment ports. Policy • Actions to facilitate the participation of the inhabitants of the areas affected measures on the planning and management of the corridor. • Actions to promote the existence of a competitive market altogether with cooperation on the corridor. • Define a roadmap for the corridor. • Facilitate and encourage short sea shipping and inland waterways use along the corridor. Sustainability • Analyse the carbon footprint of the corridor. awareness • Facilitate comparison of freight alternatives in the corridor regarding pollution. • Post the pollution information of each carrier. Whole • Actions concerning security and safety, such as education, more stringent transport rules and investments. system • Actions concerning the overall planning of freight transport. • Actions concerning the assessment of social, economic and environmental aspects of the new projects. • Implementation of CO2 labels. • Tax policies to promote sustainable behaviours. • Update regulations to allow greater train capacity by acting on load; speed; distance between trains, vehicle configuration; and train length.

69 Greening the corridor work plan

Description of the Action corridor, and the Regulation of the European The objective of this activity is to make general Commission, in order to incorporate the green recommendations for the future corridor perspective, and to address the question of development plans which must be aligned with how to plan, develop and manage a green the EU’s “green objectives”. freight corridor. Moreover we propose a set of recommendations on how to incorporate en- Partners involved vironmental and sustainability concerns into Universitat Politècnica de Catalunya (UPC). each of the phases of the freight corridor development and operation. Conclusions of the Action A conceptual framework is proposed on the Finally we analysed the “Mediterranean Core basis of a literature review on manuals and Network Corridor Study. Final report” dated guides about planning and development of December 2014 to suggest how the docu- green corridors, plans and green corridor pro- ment can be improved to ensure a “green” de- jects, especially European projects on green velopment for the axis Madrid-Lyon.

70 The CLYMA ECOcalculator

Description of the Action between European regions (NUTS3). The The CLYMA ECOcalculator is web tool for cal- distances are then used to calculate CO2 culating the ecological footprint associated emissions, other pollutants and transport with a particular transport route that uses the externalities by applying emission factors and CLYMA corridor. load factors for each vehicle.

Partners involved The model used for calculating emissions for APB. Subcontracted to MCRIT. each mode of transport has been developed by the Port Authority of Barcelona based on Conclusions of the Action existing models like EMEP/ CORINAIR from Using the tool is quite simple. It allows the user the European Environmental Agency, comple- to select the origin and destination of the trans- mented with other sources. port chain, the main transport mode – road, rail, inland waterway or short sea shipping – Transport externalities are obtained using the and assumes that the first and last mile are average factors from the Handbook of exter- always travelled by truck. As s result the tool nal cost of transport issued by the European calculates emissions and externalities of the Commission in 2014. whole transport chain. Public outputs The CLYMA ECOcalculator is linked to a CLYMA ECOcalculator (web application). Geographic Information System which makes it possible to calculate distances and trip Available on www.clyma.eu duration for the various possible itineraries

ICT integration on the corridor

73 74 ICT integration on the corridor

Information and communication technologies However, ICT developments do not usually (ICT) can greatly contribute towards intermo- have an intermodal perspective, and, indeed, dality by improving infrastructure, fleet man- do not have a corridor perspective, as they agement, traffic management, tracking and are generally developed under a single-mode tracing of goods across the transport net- point of view (based on one transport mode works, simplifying documentary and adminis- but with difficult integration with other modes) trative procedures and improved connections or in a node perspective (based on the trans- between businesses and administrations. actions among the agents in one transport node like a port or a terminal).

75 ICT corridor analysis

Description of the Action Conclusions of the Action The aim of this review is to draw and ana- The study has confirmed that the findings are lyse the documentary processes that are in- shared and well known. However, the solu- volved in supply chains along the corridor. As tions to these concerns are difficult to achieve. a methodological approach, two existing sup- The findings of the process analysis have ply chains have been selected: one from the been classified into a Strength Weakness Port of Barcelona to France by rail, and the Opportunities and Threats (SWOT) analysis, other from Marseille to Lyon by barge. which will help to sketch out the improvement guidelines. Partners involved APB and MP2. Subcontracted to PORTIC.

STRENGTHS WEAKNESS • Strong integration and relationship between • Lack of interoperability and visibility among RU-IM, RU-RU, IM-IM logistic operators. • Rail Freight Corridors, RNE, IRU • Long and tedious process for railway trans- • Studies and researches developed by EU. portation plan. • The “selling process” is complex and eCom- merce has been slightly adopted. OPPORTUNITIES THREATS • Support of authorities/public administration • Not harmonised and unstructured growth. to benefit Railway Traffic. • Creation of new administrative burdens. • Customs Simplified Transit for Railways

RU: Railway Undertaking Companies IM: Infrastructure Manager

Public outputs Report on e-freight requirements. Final report.

Report on e-freight requirements. Executive summary.

Available on www.clyma.eu

76 ICT gaps on corridors

Description of the Action Neither are there standards for exchanging As shown in previous sections, the lack of in- information about manoeuvres, shunting teroperability could be considered the major operators, and loading operations between challenge to be faced. European Union (EU) the logistic operators and railway terminals. Information Technologies (IT) initiatives that support the development of the rail freight Furthermore, contracting railway services is corridors have been analysed to identify po- not an easy task as it requires time and an tential gaps and describe high-level recom- in-depth knowledge of the railway process. mendations. The creation of a One-Stop Shop (OSS) is a mechanism to facilitate the access and Partners involved the use of the train. However, the aim is to APB and MP2. Subcontracted to PORTIC. achieve a system as easy as the regular road service. Conclusions of the Action The different railway working groups have In sum, the lack of standardised information carried out standardisation and harmonisa- exchange means that data are submitted tion processes between Railway Undertaking several times, going from one actor to another and Infrastructure Manager. by email. So the process may be optimised through a cooperative system. All this harmonisation has been focused on the management of means of transports, the There is also a lack of visibility of path assig- coordination between the trains and the in- nation, train schedule, running information, frastructure. However, instruction orders to incidences, etc. preventing logistic operators terminals have not been included in these and shippers to be able to act in front of in- processes. The information is sent in unstruc- cidences. tured format. Public outputs There are no standards between shippers Report on e-freight requirements. and railway logistic operators for exchanging information related to carriage contract. Available on www.clyma.eu

Pilot strategic actions along the corridor

79 Pilot strategic actions along the corridor

Some analyses and studies are necessary to Study for the implementation of a multi- facilitate the long-term implementation of the client train between Spain and the rest of corridor. The CLYMA project includes some of Europe. these strategic pilots, analyses, studies and projects to enable the future implementation of Construction project for an intermodal the corridor, including: terminal.

Development of a constructive project for Mitigation actions on bottlenecks for rail port accesses. motorways.

Studies for the enlargement of inland terminals. The results and conclusions of these activities are shown in the following pages. Studies for the implementation of rail motorway terminals.

80 Construction project for the internal rail connection of the Port of Barcelona’s accesses

Description of the Action the new rail access under development by the This action consists of drafting the project Ministry provides a simple access by the side of “New rail access. Shunting rail yard”. This the new Llobregat riverbed, leaving closure of project should allow the connection of the the rail ring for future phases. Until rail planning port infrastructure with the new rail access (basically the ring closure) is complete, the which is currently being developed by the six-way will play a multifunctional role (access Ministry of Public Works and Transport (Min- and emission-reception) allowed by the flexible isterio de Fomento). The contract includes basic layout. the proposed topographical survey and the definition of additional geotechnical develop- The new line is designed for goods and cor- ments as well as the geometric definition of responds to a category IV-F of the Technical the solution. Specification of interoperability (TSI). That means a GC gauge, 25 t for axle load, 140 Partners involved km/h for line speed and 750m for train length. APB. Subcontracted to INTECSA-INARSA. Public outputs Conclusion of the Action Executive summary of the report: New The design of the new rail link comprises Railway Access Project. Beam paths and a bundle of six tracks, two of which will be beam Emission/Reception tracks. general-purpose, while the other four are intended for emission-reception. Phase one of Available on www.clyma.eu

Functional scheme

Acceso ferroviario vía general Nou Llobregat lado bcn terminal expedición/RECEPCIÓN MUELLE PRAT

vía acceso 1 (L=1218.5 m) BCN E1 E3 vía acceso 2 (L=1123.98 m) E2 E4

d11 d1 d12 vía culatón 1 d3 vía exp/recep 1 (L=1037.05 m) d14 (l=60.0 m) d10 vía enlace vía culatón 2 ramal dique sur D5 vía exp/recep 2 (L=949.38 m) D16 (L=103.65 m) D8 (futura ampliación) vía cierre vía culatón 3 D7 vía exp/recep 3 (L=858.10 m) D18 cabecera (L=147.30 m) D6 T.S.U ramal terminalES vía exp/recep 4 vía exp/recep 4 D20 vía exp/recep 4 D4 D2 (L=275.69 m) (L=529.66 m) (L=420.12 m)

D9 muelle de l’energia calle 4

vías dentro de enclavamiento Vías de acceso

vías expedición / recepción terminal de contenedores vías fuera de enclavamiento muelle prat vías terminal tercat

81 Construction project for the internal rail connection of the Port of Tarragona

Description of the Action Partners involved It involves drafting a Construction Project of Tarragona Port Authority. Subcontracted to the railway access to the Port of Tarragona in Ineco. UIC gauge and its electrification. The Project was performed by the engineering company Conclusion of the Action INECO (Ingeniería y Economía del Transporte This action will permit access of trains from the SA) from March to July 2013, under the com- General Railway to the Loading and Unload- mand, revision and direction of the Tarragona ing Terminal without using diesel traction. In Port Authority addition, as mentioned, it will permit the access of trains with UIC gauge when Tarragona The project consists of defining the implemen- is connected to the Trans-European Railway tation of UIC gauge (1 435 mm) and electrifica- Networks without having to change gauge at tion of Access 3 (currently functioning with Ibe- the French border. rian gauge) permitted by the connection to the new Intermodal Railway Terminal at the Port of Public outputs Tarragona. In total it is planned to adapt 4.5 km Summary sheet available at www.clyma.eu of existing railway in the port.

Situation and intervention of the Project

TARRAGONA CLASSIFICACIÓ

A TARRAGONA >

construction project < A SALOU

ACCES 3 TO PORT OF TARRAGONA INTERMODAL RAILWAY TERMINAL (loading and unloading)

DP World Container Terminal

82 Analysis of implementation of a Rail Motorway Terminal in Zaragoza

Description of the Action All the available technologies have been This action aims to analyse the potential feasi- identified, in order to know the most bility of a Rail Motorway (Ferroutage) Terminal suitable technology to be implemented, in the area of Zaragoza. However, all the po- taking into account the existing technical tential locations in the region of Aragon have and economic limitations across the been considered. The Terminal is analysed in CLYMA Axis. the framework of a future Rail Motorway that would be implemented through the CLYMA The Market Study determines that 665 Axis, especially in the connection between 558 trucks cross Zaragoza from the Zaragoza and Le Boulou (France), where a Rail Iberian Peninsula to Europe through Motorway connection to Bettembourg (Lux- La Junquera border. It also takes into embourg) is available. account the demand from Aragon and the rest of Iberian regions (both Spain and A benchmarking exercise of European Rail Portugal) that cross La Jonquera border Motorways and available Ferroutage techno without travelling along the Mediterranean logies was made as a first step, to compare Axis (Catalonia-Valencia-Murcia- the future rail motorway service with others al- Andalucía). ready implemented. The market study made it possible to calculate the potential demand of A survey was answered by the most the terminal, which is the key factor that de- important logistics operators and shippers termines the dimension and feasibility of the in the Aragon region. We obtained a infrastructure. All the information collected was sample of 39 167 trucks, which is a used to calculate and determine the final di- representative amount. It has been mension and location of the terminal. estimated that a sample of 16 000 trucks is necessary to reach an estimated error Partners involved of 1% and a confidence interval of 99%. ALIA and LEMAN (Lean Manufacturing Con- sultants S.L.). The most valuable factors of the service for potential users are costs, transit Conclusion of the Action time and frequencies. Most companies All the Rail Motorway services that are demand three frequencies per day, a cost available in Europe have been analysed reduction of 10% and 5% of transit time and compared. This analysis includes reduction in comparison to road transport. the study of Eurotunnel as a particular case of Rail Motorway, the Le Boulou- The terminal has been sized for an initial Bettembourg service as a strategic demand of 24 167 trucks and final case for the future terminal in Zaragoza, demand of 67 687 trucks per year. This and all the Alpine Rail Motorways, that scenario would enable the launch of a rail have been implemented for security and motorway service with 5 frequencies per environmental reasons. day.

83 Construction project for tmZ enlargement

Description of the action Extending TRACK 7 southwards without Terminal Marítima de Zaragoza (tmZ) is the big- affecting the CLH oil pipeline. gest terminal in Aragon the region and one of the most important in the Spanish northwest Creating a new non-electrified TRACK 9 in terms of intermodal traffic. During the last for machines used in the maintenance of years the significant traffic grown has translat- the track. ed into the lack of storage space and railway facilities, causing saturation and operational Creating two new tracks, TRACK 6 and problems in specific periods. That required a TRACK 8 to increase operational capacity. terminal enlargement. This action consists of the drafting of the project for this terminal en- Extending the maneuvring area in the largement. operational with a surface of 25 500 m2.

Partners involved Adapting existing electrification in tmZ. Subcontracted to Esteyco S.A.P. accordance with this proposed solution.

Auxiliary works (extending existing Conclusions of the action drainage, enclosure wall, etc.) An extension of the technical and operational areas is proposed to be able to operate 550-m Public outputs long trains in the new operational area. The de- Executive summary of the report: tmZ sign is conditioned by existing infrastructures constructive project. and limited space conditions in the area. The solution consists of the following sub-activities: Available on www.clyma.eu

Extending the existing TRACK 5 southwards. The existing beacon will be the boundary.

Diagram of tmZ railway facilities

84 Study for a Multi-client Railway Freight Service from Zaragoza to Germany

Description of the Action Furthermore, we analysed how the technical This action consists of a previous analysis to constraints and limitations influence the identify both technical and economic con- cost structure. Some limitations such as straints to launch a new multi-client railway track length, maximum allowed length of the freight service from Zaragoza to Germany. That train or different types of electricity supply analysis includes a market study that focused are increasing total costs of the service. on determining the potential volume of freight Changes of track gauge at the Spanish- (including import and export flows) and the fi- French border represent 7% of total costs in nal destination of the service. As a result, some a potential service. of the most important industrial companies and shippers in the region of Aragon showed Road transport costs are relevant their interest in the service, and Ludwigshafen within the overall cost structure. Road was identified as the most highly demanded transport is necessary to establish a destination. door-to-door service and it represents approximately 20% of total costs. It shows This study is a first step that will allow a future the importance of optimising the location implementation of a service, since it is a pilot of railway terminals, both in origin and action that will promote intermodality through destination, since the lower distance the CLYMA Axis. The section between Zarago- travelled by road vehicle helps to reduce za and Lyon represents 65% of the total dis- the costs incurred. tance between origin and final destination. The lowest unit cost is reached by using Partners involved two trains and three frequencies per ALIA. week. As a result of the market study, it would be difficult to concentrate a volume Conclusion of the Action of shipments to reach three frequencies One of the main problems detected is per week. the lack of balance between import and export flows. The volume of outbounds High cube is the most popular transport is larger than inbounds, pushing up the unit among most shippers. It is also price of transport. Most railway operators a problem, as this kind of unit is only establish prices per round trip, and it is a suitable for low-platform wagons, and this significant problem when there is empty type of rolling stock is not always available capacity in import flows. on the railway transport market.

85 Intermodal terminal constructive project for Port of Tarragona

Description of the Action Identification of the types of goods that The articulated terminal of the port of Tarrago- can be handled na is a key structure for the Port. It is the main point of exchange of goods between maritime Provision of a network of fire hydrants, and rail transport. This measure has made it served via 2 parallel water pipes, with possible to establish safety and security meas- hydrants every 100m ures which the existing structure required to ensure its operation with containers for unclas- Provision of a network of lightning sified products and dangerous goods. conductors

This measure consisted of a study performed by Provision of hydroshields to separate the Newton Engineering entitled “INSTALLATIONS railway tracks to reduce the spread of AND MINOR ADAPTATIONS ARTICULATED risks RAILWAY TERMINAL ANDALUCIA WHARF”. Also, a working party was set up in the APT Provision of a network of waste collection involving operations, infrastructure, safety, and sales and development departments. Installation of a security fence and directional, risk and access signage Partners involved Tarragona Port Authority. Subcontracted to Installation of basic auxiliary services such Newton Engineering. as electricity, fire fighting equipment, and services and workspace for the workers Conclusion of the Action The legal and operational requirements of the If goods remain in the system for more structure for its future operation were defined than 72 hours during an operation of the via concession. These are the most significant: business concession, fixed fire systems must be installed The applicable laws, required documents and studies, functions and obligations to be fulfilled by those involved have been Public outputs identified Summary sheet available at www.clyma.eu

86 Studies for the implementation of rail motorway terminals

Description of the Action Conclusion of the Action This action aims to find the right place to build The most suitable place close to the Port is a rail-motorway terminal in Spain. After per- on the old bed of the River Llobregat, a site forming a market study on the existing poten- that is very convenient because of its access. tial crossing by road on the French-Spanish The future rail motorway terminal will use an border, VIIA is able to define a potential market intermodal technology (loading & unloading size of road traffic. Based on these data, the standard trailers (and cranable ones) in dedi- working group identified the right place to im- cated wagons), allowing modal shift of trailers plement a motorway terminal in Barcelona. to ease the transition from road to rail and increasing maritime volumes. This terminal will Partners involved be managed by an operator through a tender. The Port of Barcelona, the state Port Authority, A business plan has been established by the the Regional authority (Government of Catalo- working group based on hypothesis of round nia), the local authority (Barcelona City Council) trips from Barcelona to the Paris area and to and VIIA and COMSA rail Transport. Northern Europe in a second stage. The share of each of the partners involved has been cla rified as to the amount of subsidies required.

Public outputs Market Study.

87 Mitigation actions on bottlenecks for rail motorways

Description of the Action Partners involved The aim of this action is to erase the techni- VIIA, FRET SNCF, TP FERRO and COMSA rail cal interoperability constraints between France Transport. and Spain. VIIA intends to operate the future service through the UIC line with wagons Conclusion of the Action equipped with UIC gauge. In that respect, VIIA A train of three Lohr wagons loaded with six must test the wagons on the Spanish network. trailers equipped with sensors will run from A working group has been set up to imple- Perpignan to Barcelona Can Tunis. ment a test gauge between France and Spain through the network TP Ferro on the UIC line. Public outputs Test report available at www.clyma.eu

88 Study implementation of Rail Motorway station in Tarragona

Description of the Action terminal could therefore attract cargo from the The action consists of the analysis of the viabil- Ebro Valley (Zaragoza, Navarre), Madrid, but ity of a railway motorway station in Tarragona. also from the South Mediterranean (Valencia, Many aspects have been analysed: demand, Murcia) going to or coming from Central Europe. railway motorways techniques, current state of railway infrastructure, railway motorways cur- The Port of Tarragona could be an ideal lo- rent network and suitable location. cation for this action because of its excellent land access. The railway access to the south Partners involved dock has recently been electrified and the road Tarragona Port Authority. access is uncongested. The maritime traffic generated in the port could complement the Conclusion of the Action continental traffic attracted by the railway mo- It is feasible to build a railway motorway station torway very well. in Tarragona because the city and its port enjoy an ideal location in the intersection of the two Public outputs branches of the Mediterranean Corridor. This Summary sheet available at www.clyma.eu

Promotional activities

91 CLYMA promotional activities

This activity aims to promote the CLYMA pro- Partners involved ject initiative and its progress to all agents who All CLYMA project partners. do not work directly with this project but could be interested in it. The final goal is to promote Public outputs the Lyon-Madrid axis and the Mediterranean Designing the promotional campaign and Corridor, therefore this activity is extended to elaboration of promotional materials. both private and public enterprises and public opinion in general. With this in mind, an in- Creating a corporate image that will help ventory of dissemination channels has been identify the project. drawn up to reach as many potentially interested people as possible. Setting up a promotional and information website on the Mediterranean Corridor, initially focused on the Lyon-Madrid axis but extensible to the rest of the Corridor: www.clyma.eu

92 Creating and distributing a biannual newsletter.

At least 15 public presentations were made during 2015 in the major cities along the Lyon-Madrid axis in the Mediterranean corridor, covering all the regions: Madrid, Perpignan, Montpellier, Lleida, Girona, Lyon, Valence, Toulouse, Guadalajara, Tarragona, Barcelona, Zaragoza, Paris ... The content structure of these presentations addressed the Trans-European Transport, its development, the Mediterranean Corridor and the CLYMA axis.

At the beginning of the period, a meeting was held between the French Government and Carles Rúa, project manager, Eduard Rodés, director of the Escola Europea de Short Sea Shipping, and Gaelle Cadiou, from the communication department of the Bureau de Promotion du Shortsea Shipping (BP2S).

Participation in the most important and specialised fairs and congresses: Logis Expo, Transport Logistic, iFreightMED, SIL and Euromodal in Spain; SITL, MEDFEL, STIMMED and ISIR workshop in France; TEN-T Days in Latvia, etc. where the project was represented in the partner’s stands and various presentations were also made on the subject.

Press office.

Coordination and monitoring

95 Coordination and monitoring

Description of the Action structure managers and final users, with the This activity covers the management and or- possible inclusion of external independent ex- ganisation activities of the Action that will be perts. The SF has met three times throughout required throughout its duration. The following the duration of the project and representatives bodies will be established to manage the pro- of DG-MOVE and INEA have been invited to ject: a Partners’ General Assembly (the body participate in the events. representing all project partners); a Project Board (the central governing body); a Project Partners involved Manager (nominated by the Coordinator of All CLYMA project partners. the Action, responsible for coordinating the project; a Technical Committee (to guarantee Public outputs the technical execution of the project) and a Stakeholders Forum (SF), which assists the 1st Stakeholders’ Forum Project Board. (Perpignan, 24 January 2014) The event marked the beginning of the The SF comprises representatives from Mem- studies and works involved in promoting the ber States (France and Spain), regional gov- Lyon-Madrid section of the Mediterranean ernments, rail infrastructure managers, the Corridor. It brought together more than 220 main rail operators on the axis, port authorities, representatives, including key stakeholders road operators, terminal operators, road infra- from the transport industry of southern Europe,

96 as well as French, Spanish and Catalan 2nd Stakeholders’ Forum authorities, senior officials of the Directorate (Barcelona, 12 March 2015) General for Mobility and Transport of the The second meeting of the forum discussed European Union (DG Move), and members the current situation in the Mediterranean of the university sector. The Stakeholders´ Corridor and the results of the INEA co-fund- Forum – a body that will review the studies and ed CLYMA project in relation to demand, the proposals to be developed in the framework of services offered, the market and the problems CLYMA - was created during the event. identified. Three roundtables were organised concerning: how to develop a green corridor; On this occasion Jean-Louis Chambom, the relationship of the Corridor with the territo- Vice-president of the Conseil Général des ries; and resolving difficulties along the CLYMA Pyrénées-Orientales, pointed out that the Me axis, such as the state of combined transport, diterranean Corridor infrastructure is essential access to the Port of Barcelona or the pro- for the economic development around the gress of the Corridor. All in all, more than 200 central and Mediterranean parts of Spain, and representatives from Spain and France attend- southern and central France. Santi Vila, Catalan ed the event, which took place in the World Minister of Planning and Sustainability, stressed Trade Centre of Barcelona. the need for a comprehensive management of the Mediterranean Corridor that goes beyond During the event, Laurens Jan Brinkhorst, the investing in their own infrastructures. European Coordinator for the Mediterrane- an Corridor, strongly urged governments and stakeholders in the project to build a “strong” and “lasting” lobby to improve the connection between the two countries. Santi Vila said that the main short-term challenges in Cata- lonia and Spain as a whole are the connectivity issue between ports and other means of transport and the competitiveness of the Py renees. During the one-day conference Mr. Vila also stressed the importance of both states – France and Spain – working together with the shared goal of improving the flow of goods across their shared border, thereby bolstering the efficiency of the Mediterranean Corridor.

Final event (Brussels, 19 November 2015) The last meeting of the project takes place in the European Parliament where the results are being presented to the MEPs and the members of the European Commission.

Conclusions

99 Coordination and monitoring

To facilitate the coordinated deployment of an In this context, the CLYMA project analysed integrated trans-European transport network, the axis supply and demand, identifying the the European Commission has created nine main bottlenecks on the corridor and sug- Core Network Corridors for passengers and gesting solutions to these. The project also freight transport services, whose main ob- put forward an efficient intermodal managerial jectives are to “remove bottlenecks, develop structure for the Mediterranean Corridor as a the necessary transnational connections and pilot system than can be replicated across oth- ensure multimodal integration and interopera- er TEN-T corridors, and developed the “green bility” (European Commission, 2014). To that corridor” concept in the Lyon-Madrid Axis as end, the TEN-T Corridors are designed with a pilot system scalable to the entire Corridor. a common approach for their entire layout, A strategic plan for ICT integration among the embracing all transport modes, to help fulfil Axis agents and administrations was also de- the objectives established by European Union veloped to facilitate the coordination and ex- policies. ecution of intermodal activities and efficiently promote the Axis as a section of the Mediter- ranean Corridor.

100 The main conclusions drawn from the studies where freight trains face substantial and activities brought to bear by the project are: limitations for operational, infrastructure, safety and cost reasons. On the French The Lyon-Madrid axis handles a significant side, there are no significant infrastructure volume of goods generated by Barcelona limitations except on the Perpignan- and Lyon, as the two main locations Nimes section where the development producing them. The inclusion of traffic of high-speed for passengers has been from Italy adds more volumes South of postponed by the French Authorities, Lyon, with an important traffic flow to and although the Narbonne-Nimes section from Fos-Marseille, as well as from Midi- faces serious capacity constraints. Pyrenées, which is not directly connected to the corridor today. The main problem of the corridor for freight trains continues to be the border Ports, together with some inland terminals crossing between Spain and France. and heavily populated areas, are the main From Barcelona to Le Perthus border drivers in the generation of traffic flows in on the UIC line there are difficulties in the Lyon-Madrid axis. Mediterranean ports making a mixed rail track compatible for are competing with Atlantic ones to attract high-speed passenger trains and freight a more significant share of the Far East – trains. Interoperability problems remain: 3 Europe trade lane. electrification systems (25 KV, 3 KV & 1.5 KV), 3 safety systems (ASFA, ERTMS and There is great potential for railway traffic in KVB), gradient > 15‰. However, currently the Madrid-Lyon axis, but the current offer the main problem for crossbordering of commercial rail services fails to meet is the lack of traction on offer, with no the expectations of clients and users. The competition on UIC traction, only a few smaller market size makes railway a less locomotives available and very high attractive option both for service providers traction costs. and for customers. The demand exists, but a reliable and competitive services On the conventional Iberian gauge line, offer is required to allow a modal shift from between Barcelona and Portbou, there road to rail. are no capacity problems, although cargo must be transhipped or axles changed, Regarding the infrastructure, train length which substantially increases costs. is limited to 500 m approximately on the Nonetheless, most rail services prefer this entire line on the Spanish side: Madrid alternative to the new connection using – Zaragoza – Barcelona – Border; there the UIC gauge. is a lack of appropriate side-tracks all along the line and various sections have The co-existence of high-speed a >15‰ gradient. UIC is not available passengers and conventional freight on the conventional lines used by freight traffic is seen as a limitation for the trains from Madrid to Zaragoza and potential freight traffic growth, becoming a Barcelona. From Barcelona to the French temporary solution but not a final one. border, UIC is available only on the mixed line used by high-speed passenger trains,

101 Although core network ports are the main There are dysfunctions with regard to cargo gateways for the Corridor, their information flows. There is a lack of connectivity with the hinterland must be information traceability services available improved. Competitive rail connections to the users and agents involved in the to ports are one of the most important transport supply chain. Usually the client remaining infrastructure problems. does not have access to information flows and there are information asymmetries The Mediterranean Corridor runs that lead to competitive advantages for parallel to the coastline. As a result, incumbent operators. There is also a lack the development of short sea shipping of public and updated information on the connections can be considered a current state of the infrastructure. sustainable alternative to road and rail transport, therefore the maritime The most important problem related to dimension must be considered within the intermodal terminals is the lack of value Corridor’s development and work plan. added services on offer. Most terminals Inland navigation through the Rhone is offer only basic services related to loading another transport mode to be enhanced and unloading but few services such as and promoted in the Lyon-Madrid section. storage, Customs, inspection, dangerous goods, container depot, maintenance, ITU The current management structure is too cleaning, etc. In addition, some terminals focused on infrastructures and needs to have infrastructure limitations (short rail be closer to demand to ensure sufficient tracks, inadequate accesses, difficulties in representativeness of the interests of enlarging, etc.). potential users. Although most rail terminals have low Harmonisation of national procedures productivity ratios in the Lyon-Madrid regarding authorisation and certification of section, a few are among the best in rolling stock is needed, as well as a more Europe in terms of performance. systematic application of the principle of mutual recognition. A sufficient supply With regard to international routes, of rolling stock adapted to European there are currently inefficiencies in the Standards and market requirements is traffic management since the national also needed. infrastructure managers use different systems and IT tools. A better link between the process of allocation and operation of paths would improve both the coordination of agents and their ability to react quickly when an incident occurs. Better integration of documentation requirements throughout the transport chain would also be appreciated.

102 There is a perceived lack of transparency Some agents consider that the existing of costs and prices. Transport on the UIC management structures will not be line in Spain and France is too expensive, enforceable, since they lack a capacity making it difficult to have a competitive for effective decision-making. Earmarking offer compared to the road option. The EU funding for priority investments with high costs of UIC traction, compared to European added-value in the Corridor costs on the Iberian-gauge lines, are one is considered one possibility for aligning aspect dissuading operators from using national and European plans. the line. In general, stakeholders believe that a As the Core Network Corridors are wider range of agents should participate considered strategic by the European in the decision-making process of the Commission, investments must be Mediterranean Corridor. The need effectively prioritised in these corridors. to involve the main users of railways Inefficiencies in the fulfilment of the agreed (freight forwarders and the business timetable by one country would mean that sector) in the participation processes is the expected benefits would be achieved particularly highlighted. Some agents only much later, significantly affecting the consider that it would be useful to have return on the investment. a local or regional point of view to better identify common Corridor problems in It is widely accepted that a European conflictive sections and reporting to a representative should lead the European representative with an overview management structure of the of the Corridor. However, enlarging the Mediterranean Corridor. In addition, it management structure can make it more would be appreciated if the European inefficient and impracticable. Coordinator were to be an experienced and independent expert. However, the There are many European projects current management structure is too related to green corridors, but there is focused on infrastructures and should be no integration on the results of these closer to demand needs to ensure proper actions. The concept, measurement and representativeness of the interests of development of green corridors remains potential users. unclear and requires standardising at European level. No common KPIs are With regard to the co-existence of two defined, and it is still up to the user to management structures in the Corridor decide how to measure the efforts to (RFC6 and European Coordinator), green a corridor. The results of the various some agents consider that only one initiatives are not fully comparable. A management structure should remain, European-level standardisation system with the largest degree of managerial would be highly desirable. autonomy. It would be good to enhance cooperation between the two existing structures, with deeper and more regular contacts.

103 Coordination: Port de Barcelona Images: provided by CLYMA partners Text: provided by CLYMA partners Design: El taller interactivo, S.L. Print: Agpograf, S.A.

Printed in Barcelona on November 2015

A green and efficient Mediterranean Corridor for a greener Europe