Rail Freight Corridor NL - CZ

This study has been financed by The Ministry of Transport of the Czech Republic and the Ministry of Transport, Public Works and Water Management of the Netherlands

Reference R20080142/30721000/ARC/EGR

Zoetermeer, May 2008

Title Rail Freight Corridor NL - CZ

Kind of Study documentation

Date of publication June 2008 English version

Ministry of Transport Náb ř. L.Svobody 1222/12 Client 110 15 Praha 1 Czech Republic

Ministry of Transport, Public Works and Water Management Client Plesmanweg 1-6 2597 JG Den Haag The Netherlands SUDOP PRAHA a.s. Department 205 – transport conception Olšanská 1a 130 80 Praha 3 Contractor Czech Republic Tel.: +420 267 094 305 Fax: +420 224 230 316 www.sudop.cz NEA, Transport research and training Bredewater 26 NL-2715 CA Zoetermeer Contractor The Netherlands

P: +31 79 322 2419 F: +31 79 322 2211 www.nea.nl HaCon Ingenieurgesellschaft mbH Lister Straße 15 30163 Hannover Cooperation Germany

Phone.: 0511 / 336 99-130 Fax: 0511 / 336 99-99 www.hacon.de

Andrea Plišková (SUDOP) Signature Responsible person for documentation Adriaan Roest Crollius (NEA) Signature

Execution Martin Vachtl (SUDOP) Vladislav Černý (SUDOP) of a documentation David Fuksa (SUDOP) Martin Quispel (NEA) Stanislav Valdman (SUDOP) Lars Deiterding (HaCon)

Controlled by Pavel Tikman Signature Rail Freight Corridor NL - CZ

CONTENTS

0 SUMMARY 7 1 CURRENT SITUATION ON THE MARKET AND IT´S POTENTIAL FOR FURTHER DEVELOPMENT 12 1.1 Introduction 12 1.2 Specification of freight flows 13 1.3 Companies and transport services 27 1.4 Information on costs, tariffs, transit-time and punctuality 29 1.5 Analyses of segments and position of rail in the future 31 2 IDENTIFICATION OF BARRIERS TO FURTHER DEVELOPMENT 33 2.1 Transport policy, documents, programmes, trends 33 2.2 Subjective barriers (as viewed by organizations) 50 2.3 Fees for using transport infrastructure 64 2.4 Capacity of the rail network, its allocation 71 2.5 Availability of necessary equipment 73 2.6 Steps currently taken to alleviate or eliminate barriers 74 3 SELECTION OF THE PATH AND TERMINALS 81 3.1 Terminals 81 3.2 Routes 87 3.3 Conclusions and Recommendations of CHAPTER 3 92 4 ACTION PLAN ‘RAIL FREIGHT CORRIDOR THE NETHERLANDS – CZECH REPUBLIC’ 95 4.1 Introduction 95 4.2 Main and frequently cited barriers to further development of railway transport on The Netherlands - Czech Republic corridor. 96 4.3 Methodology 101 4.4 Action Plan 102 4.5 Implementing the Action Plan 104 ANNEX 1 DESCRIPTION OF ACTIVE COMPANIES 110 ANNEX 2 TRAIN SCHEDULES 137 ANNEX 3 INFORMATION FROM COMPANY SURVEYS (QUESTIONNAIRES) – BOTTLENECK 140 ANNEX 4 TEMPLATE OF QUESTIONNAIRE 144 ANNEX 5 TERMINALS IN THE CZECH REPUBLIC 148 ANNEX 6 TERMINALS IN THE NETHERLANDS 163 ANNEX 7 ROADS AND RAIL ROUTES 168 ANNEX 8 MAPS 177

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List of abbreviations

ABS line Ausbaustrecke (modernization of existing line) high speed line AB, ATB Automatic block – interlocking plant type AC Alternating current ACTS Abroll Container Transport System - combine rail – road transport system AEG Allgemeines Eisenbahngesetz (Railway Act) AGC Accord Européen sur les Grandes lignes internationales des Chemin de fer (European agreement on international main rail lines) AGTC European Agreement on Important International Combined Transport Lines and Related Installations AH Automatic gate - interlocking plant part APTU Adoption of Uniform Technical Prescriptions APM A.P. Moller – Maersk terminal ATMF Technical Admission of Railway Material ATP Agreement on the International Carriage of Perishable Foodstuffs and the Special Equipment to be used for such Carriage BMVBW Bundesministerium für Verkehr, Bau - und Wohnungswesen (german Federal Ministry of Transport, Building and Housing) BMWA Bundesministerium für Wirtschaft und Arbeit (german Federal Ministry of Economics and Labour) CDV Centre of transport research CEE Central and Eastern Europe CEMT Conférence Europeenne des Ministres des Transports CEO Chief executive officer CER The Community of European Railway and Infrastructure Companies CIM Contract for International Carriage of Goods CIV Contract for International Carriage of Passengers CMR International Carriage of Goods by Road COTIF Convention concerning International Carriage by Rail CR Czech republic CREAM Customer-driven Rail-freight services on a European mega-corridor based on Advanced business and operating Models CRMF Ministry of finance of Czech Republic CT Combined transport CTA Container Terminal Altenwerder (container terminal in Hamburg) CTB Container Terminal Burchardkai (container terminal in Hamburg) CTT Container Terminal Tollerort (container terminal in Hamburg) CUI Contract of Use of the Infrastructure CUV Contract of Use of Vehicles CZ Czech republic CZK Czech crown CZSO Czech statistical office ČD (CD) Czech railways – main czech train operator ČD DUSS Czech railways - Deutsche Umschlaggesellschaft Schiene-Straße DB AG Deutsche Bahn AG (German Federal Railways) DC Direct current DIOMIS Developing infrastructure and operating models DLC Dillen & Le Jeune Cargo – Belgian railfreight operator DN Data not available DNCWT German/Netherlands-Czech association rail freight rate DÚ Czech Rail Authority

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EBA Eisenbahn-Bundesamt (German Federal Railway Authority) EBO Eisenbahnbau- und Betriebsordnung (Railway Construction and Operation Regulation) EC European comission UN/ECEEU United Nations/Economic Commission for Europe ECMT European Conference of Ministers of Transport ECT ECN – capable transport ECT Europe Container Terminals EDI Electronic data interchange system EIBV Eisenbahninfrastruktur-Benutzungsverordnung (Railway Utilization Regulation) EICIS European Infrastructure Charging Information System EIM European Rail Infrastructure Managers EMU/DMU Electrical Multiple Unit/Diesel Multiple Unit EPR European Performance Regime ERS European Rail Shuttle ERTMS European Rail Traffic Management System ETA Estimated time of arrival ETCS European Train Control Systém ETD Estimated time of departure EU European union Euro SIWAL European Single Wagon Load Project FCA German Federal court of auditors FNC Ferrovie Nord Cargo – Italian railfreight operator FRA German Federal railway authority GCU General Contract of Use for Wagons GDP Gross domestic product GE Germany GSM-R Global System for Mobile Communications - Railway GWB Gesetz gegen Wettbewerbsbeschränkungen (Act Against Restraints of Competition) HDV Heavy duty vehicles HMM Hyundai Merchant Marine - integrated logistics company HERMES International database of freight coach HHLA Hamburger Hafen und Logistik AG HU Hungary ICA Intercontainer Austria - European rail haulier for containers and combined traffic ICF Intercontainer Interfrigo - an international rail operator IFT Intermodal freight transport ILN International Logistic Network IM Infrastructure manager IMS Intermodal solutions - non-asset based organizer IMS Integrated Management System IP Integrated project IRL International Requirement List ITL International Trade Logistics IVW The Netherlands Railway Safety Authority LCL Less Than Container Loads service MDCR Ministry of Transport of Czech Republic MIT MAERSK Intermodal Terminal MoT Ministry of Transport NL The Netherlands NVOCC Non Vessel Owning Cargo Carrier

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NST/R Standard Goods Classification for Transport Statistics/Revised NYK Nippon Yusen Kaisha (Japanese shipping company) ÖBB Österreichische Bundesbahnen (Austrian Federal Railways) OPERA Operating Project for a European Rail Freight Network OSS One stop shop ORT Oostelijke Rail Terminal in intermodal transport Delta Terminal Rotterdam OTIF Organisation for International Carriage by Rail PACT Pilot Action for Combined Transport PLC Public logistic centre PTI Pre-Trip Inspection (transportation) RETRACK REorganisation of Transport networks by advanced RAil freight Concepts RIA Railway Infrastructure Administration RID Carriage of Dangerous Goods RIV Regolamento Internazionale Veicoli (former international contract of use for wagons) RNE Rail Net Europe – infrastructure agreement RSC Rail service center Rotterdam RSCG Rail Service Center Groningen RSIO Rail Safety Inspection Office (in Czech republic) RTW Rail Terminal West in intermodal transport Delta Terminal Rotterdam RU Railway undertaking SA Safety authority (in the Czech republic it is Rail Authority) SBB Schweizerische Bundesbahn AG (Swiss Federal Railways) SFDI State Transportation Infrastructure Fund SK Slovakia SMGS Agreement on International Goods Transport SNCB Société Nationale des Chemins de Fer Belgique (Belgian national railways) SNCF Société Nationale des Chemins de Fer Français (French national railways) SŽDC Railway Infrastructure Administration (CZ) TCT Trimodal Container Terminal TEMA Terminal Management project TEN Trans European network TEN-T Trans-European Network for Transport TER Trans European Railways TERFN Trans European Rail Freight Network TEU Twenty-foot Equivalent Unit - unit of cargo capacity TLN Dutch Road Transport Association TPS The electronic information system TREND Towards new Rail freight quality and concepts in the European Network in respect to market Demand TSI Technical standard for interoperability TZZ Track interlocking plant UIC International Union of Railways UIC ENEE UIC Enregistrement Normalisé des Etablissements Européens = European Railway Location Database UIRR International Union of Combined Road-Rail transport UK United Kingdom UOAB Type of interlocking on a track in CZ UN United Nations VAT Value added taxes VDE Verkehrsprojekte Deutsche Einheit (German Unification Transport Projects) VZ Train control (a part of interlocking plant)

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0 Summary

The study Rail Freight Corridor NL – CZ” has been submitted by the Ministry of Transport of the Czech Republic on the Czech part, and the Ministry of Transport, Public Works and Water Management of the Kingdom of the Netherlands on the part of the Netherlands with respect to the Working Plan concerning the Memorandum on understanding in the area of transportation for the years 2004 – 2008 between the Czech Republic and the Netherlands, which has been amended in the year 2006 by an area of cooperation during cargo transport development. One of the first tasks resulting from this cooperation is the elaboration of a joint study that shall assess the current situation in the market of railway cargo transport between the Czech Republic and the Netherlands and evaluate the market potential of further development; moreover, it identifies barriers of market development and shall propose specific measures in order to improve market conditions. A characteristic trend of recent years that projects itself in the purpose of the study itself is the continuously rising amount of exchanged goods between the Far East and Europe. Thus transport volumes between ports (in the case of Netherlands, Rotterdam in particular) and the European inland increase as well.

Part of the EU transport policy for railway cargo transport is the increase in overall quality, efficiency and capacity of railway cargo transport in order to increase its overall competitive advantage in face of other transport kinds.

Railway companies and organizations, forwarders dealing with intermodal transport, operators of terminals and railway infrastructure managers relevant to the corridor track (Czech Republic, Kingdom of the Netherlands, Federal Republic of Germany) were contacted during the elaboration of the study.

The study largely concentrates on the organizational measures rather than investment in railway infrastructure with regard to the idea of Trans-European railway cargo corridors (Trans- European Rail Freight Freeways).

Although the Ministry of Transport of the Federal Republic of Germany has not been a direct participant in the given study, eventual barriers are being observed within the study and recommendations for their elimination or removal proposed in order to ensure trouble free operation of the considered railway corridor between the Czech Republic and the Kingdom of the Netherlands.

The overall project does include 4 Chapters:

• Chapter 1: Current situation on the market and it’s potential for further development • Chapter 2: Identification of barriers to further development • Chapter 3: Selection of the path and terminals • Chapter 4: Proposal of an action plan for the next 5 years with specific measures to improve the conditions on the rail freight market

Current situation on the market and it’s potential for further development This chapter, by using statistical data, illustrates the evolution of cargo transportation between the Netherlands and the Czech Republic in recent years and also presents the forecasts of its future development. The amount of transported goods in the year 2020 is expected to reach twice the amount compared to the year 2005. Moreover, the chapter offers an overview of companies taking part in these transport tasks.

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Currently the position of rail transport is especially strong in the transit traffic market (e.g. the container transport services to/from the port of Rotterdam). Between 2005 and 2020 the share of transit traffic will increase and also the direct trade between The Netherlands and Czech Republic. The growing transit traffic provides opportunities for expansion of the railway services (especially carriers haulage) and market share based on the current systems and services in places that are based on carriers haulage (Maersk, NYK lines, Hyundai).

Also the direct trade flows between NL and CZ show a big potential increase. On this continental transport road haulage is the dominant mode. A shift to rail would therefore require new types of rail services such as trailers on train systems with a high speed and frequency in order to provide a good alternative for road haulage.

Already a conservative estimation of the rail volumes in 2020 show an increase of 75% compared to the volumes in the year 2005. This conservative doesn’t take into account the changing market conditions that are in favour of rail transport and tend towards more intermodal rail based transports. We expect that the railway liberalization and further improvement on the cross acceptance and railway interoperability will result in more attractive and more effective rail services that will be suitable for shippers and other decision makers on the transport mode. Therefore one can easily assume that the volume could also increase with 100% or more if trailer on train systems can be put into place.

Regarding the costs of transport, currently there is a clear cost advantage of rail transport compared to road haulage. The advantage is between 10 – 40% compared to road haulage, depending on the situation. Also it is expected that the gap between costs between road and rail will become larger in the near future. Moreover, especially during the weekends rail transport is competitive because of the driving bans.

As a result not only in the transit cargo segment via Seaport Rotterdam there are opportunities but also for the segment of the continental cargo between The Netherlands and Czech Republic. For example by means of further integration of maritime flows and continental cargo this can be realized. Also dedicated shuttle services for continental cargo could be interesting, for example services based on semi-trailers or swap bodies as the main load unit.

Therefore, the final conclusion is that the position of rail transport is currently already rather strong when looking at the modal split figures. However, these rail flows are based on maritime flows. Since the framework conditions are becoming more favourable for rail and as a result the consultant does expect a further increase of market share for rail transport in the future, especially in the continental cargo market.

Identification of barriers to further development The objective of this chapter is to investigate the current status from the point of view of road and in particular railway transport with the aim of identifying barriers that have a negative impact on the function of the transportation market, especially in relation to the continuously growing amount of transported goods within the NL – CZ corridor. Barriers can be of different kinds – administrative, technical, insufficient capacity and other. In its introduction the chapter points to main documents issued by the European Union related to the transport policy in general as well as the railways, it quotes the main principles of transport policy of the Netherlands, Germany and the Czech Republic. It presents main international treaties and documents that regulate traffic on railways and characterizes main

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programs currently in progress within the EU or UIC frameworks - for instance Euro SIWAL, TEMA, TREND, RETRACK or New OPERA.

Chapter 2 also describes the environment in which railway transport is conducted in individual countries - the role and competencies of transport ministries, infrastructure managers, railway authorities and main railway transport operators. Furthermore, barriers to further development are analyzed in more detail in chapter 2. These barriers are of various significance; apart from substantial problems, conditions of marginal importance are presented as well. An overview of more frequently mentioned barriers has been put together which then serves as a basis for the elaboration of the Action Plan (chapter 4). From the point of view of the Czech Republic, the fact that there is an insufficient number of container transship points with public access is mainly referred to. With an exception of the Lovosice CD-DUSS terminal, terminals are operated by companies that are concurrently operators of combined transport. They use terminal capacities by their transport and they are not interested in the entry of competing operators in their transship points. Another, very often mentioned problem is the engines' ability to transit to territories of other states. That is an important aspect, since it is presumed - and the practice confirms it - that competitive environment in the area of traction power supply helps improve the railway share in transports. The transit ability of foreign operator trains to Czech railways is limited due to the possibility of affecting the proper function of track circuits. Achievement of a so-called electromagnetic compatibility is thus the basic prerequisite for mutual acceptance of engines. Insufficient capacity of the corridor concerns all participating countries; however, specific areas or segments are concerned; projects for elimination of these bottlenecks shall be implemented gradually.

Selection of the path and terminals This chapter more closely describes the main transport routes of the NL – CZ axis; it also compares the main railway and road routes in light of distances and costs and details the existing terminals of combined transport.

Recommendation of the choice of particular lines results from geographical location of terminals in face of frontier crossings. Furthermore orientation times of transportation, length of lines, infrastructure fee and section of congestion were considered for comparing of particular lines.

In term of road transportation we recommend utilization of main line Rotterdam – Hannover – Dresden – Praha. Total length of line is 935 km, time of transportation was estimated on average about 15 hours.

For railway transportation we recommend utilization of main line Rotterdam – Betuweroute – Bad Bentheim – Hannover – Dresden – Praha. Total length of line is 976 km, time of transportation was estimated on average about 24 hours plus time for technology operations.

For transit across the Czech republic we recommend freight corridor B řeclav – Brno – Havlí čkův Brod – Kolín – M ělník – D ěč ín.

Proposal of an action plan The goal of the Action Plan for the Corridor The Netherlands-Czech Republic is to increase the overall quality, efficiency and capacity of the rail freight transport and the competitiveness of the international rail freight transport on the corridor. These aspects can increase rail cargo transport considerably. This goes along with the EU policy for rail freight transport and will be beneficial to the economy in both countries in general.

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The Action Plan is focused on actions which refer to public bodies, e.g.: ministries of transport (MoT), infrastructure managers, railway inspectorates and regulatory bodies. This Action Plan will focus on safety certification (especially important for new entrants to the market), railway infrastructure management (especially important for path allocation) and market regulation (equal competition).

Summarizing proposed actions: • examination of permanent capacity limitations due to the infrastructure, • analysis of bottlenecks with respect to the increase in passenger transport volume (lack of traffic carrying capacity for freight traffic, examination of the requirements for further tracks and, possibly, the confirmation of reserve routes), • examination of the possibilities for simpler approval of locomotives for cross-border traffic – it concerns not only the activity of the individual railway authorities, but also the particular agreement assembled by ČD and DB for each border crossing, which mentions individual engines allowed to travel on the territory of the other state. • examination of the need for unification of the compatibility of traction, communication and interlocking equipment with CZ and NL. • examination of the possibility of providing access to information on the actual state of railway infrastructure in English language (information on traffic closures, etc.), • examination of the possibility of early informing, or possibly suitable re-routing of consignments in a case of extraordinary limitations on the route, • on-line monitoring of consignments (trains) on the territory of the individual states.

Conclusion: The corridor the Netherlands – Czech Republic is developing steadily over the years and this growth will continue and benefiting both the Netherlands and Czech Republic. Growth will especially benefit: • increase transport flows; especially to Prague region, • the Rotterdam port can utilize its rail capacity better, • the modal split will favor rail, • the position of the Czech Republic as Distribution Centre would increase, • the Prague Hub can increase its position as transfer port to Eastern Europe.

However this growth is hindered by following items: Terminals Terminal handling and capacity is an important issue: capacity in both countries is lacking, but actions are already planned. On Dutch side a basic problem is punctuality: only 50% departures in time. On Czech side only some terminals are accessible to all operators, unfortunately these terminals are decentrally located.

International corridor The Czech Republic and the Netherlands have both problems with the accessibility of their 'main hub (Prague) and port (Rotterdam). Having a rail corridor without barriers would lead to a 100% international corridor on the European map from the North Sea ports to the Prague- region.

Harmonization of technical requirements On Dutch side an improvement could be to allow German licensed train driver (among them Czechs) access over Betuwe line without administrative constraints and Dutch license. Installation of ETCS level 2 will benefit to cross acceptance of locomotives; replacement of old track circuits for new ones in the Czech Republic will be another important step on this field. Important programs are Europtirails, EICIS, Pathfinder and OSS.

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In most cases are proposed actions applied already in connection with national priorities in railway network modernization and application of equal acces to network within the frame of Single European Market. Number of actions is dependent directly on coffers allocation and it is very difficult to place them in time schedule of their full application (actions take effect only when finished). Seeing that the Action plan is designed for the period of five years, it is possible to claim, that mentioned actions will be implemented (or if you like will be initiated) in this time and their impact will even be above the frame of monitored time period.

Implementing the Action Plan will develop a framework in which the rail corridor the Netherlands – Czech Republic can flourish optimal.

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1 Current situation on the market and it´s potential for further development

1.1 Introduction

In this Chapter the knowledge base has been developed on the characteristics of the market and in particular the rail freight connections between The Netherlands and the Czech Republic. In this Chapter an overview was made on the current situation and also the trends and developments to make a picture of the situation we can expect in the future. This report presents the current situation and the forecast for 2020. For this report data was collected from various sources. Also interviews with market parties have been done to validate the information and to get a good view on the actual situation.

For the year 2005 the freight volumes have been composed out of various sources (Dutch and Czech statistical offices, market parties, etc.).

This report will address the following subjects:

• Specification of freight flows in 2005 and forecast of 2020 • Actual transport services and transports in the current situation and activie companies on the market • Information on costs and tariffs • Analyses of segments and position of rail in the future

In this report each subject is addressed in a separate chapter.

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1.2 Specification of freight flows

An analyses was carried out about the freight flows for the base year. The base year is 2005, since for this year all statistics are available that present the figures on the actual transports. However, some differences and gaps appeared when comparing the statistics from different sources (Dutch statistical offices, Czech statistics, Eurostat, transport databases). Especially the issue of transit traffic is sometimes not very accurate. Transit traffic concerns traffic that is crossing one or both countries: The Netherlands and/or Czech Republic. A clear example of transit traffic for this corridor is transport between UK and Slovakia, which route could cross both The Netherlands and Czech Republic.

On the other side, the statistics on direct trade (and transport) between NL and CZ are rather accurate. Therefore the bilateral trade & transport statistics in the analyses have been separated from the transit traffic.

Moreover, NEA and SUDOP have made a consistent database by means of combining of sources and also through validation with market parties. Especially the validation were carried out with respect to the transit traffic, e.g. the flows via port of Rotterdam to/from other continents (USA, China, etc.).

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1.2.1 Historic data

The following diagram presents the development of transport flows between 2000 and 2006.

All type of transport - Total

1,400

1,200

1,000

800

600

400

200

0 2000 2001 2002 2003 2004 2005 2006

Import from NL to CZ (total) Export from CZ to NL (total)

Figure 1.1 - Total freight volume 2000 – 2006 in 1000 tons

Source:SUDOP,MDČRTransportyearbook

One can see that the import and export flows are growing and are also rather in balance.

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The following figure presents the figures for rail transports.

800

700

600

500

400

300

200

100

0 2000 2001 2002 2003 2004 2005 2006 Import from NL to CZ (rail) Export from CZ to NL (rail)

Figure 1.2 - Rail transport NL – CZ in 1000 tons

Source:SUDOP,MDCRTransportyearbook

One can observe that the volume transported by rail between The Netherlands and Czech Republic has been growing since the year 2000. There have been more and more shuttle services during these years between Rotterdam and Prague running on carriers haulage (maritime containers).

However, the growth tends to stabilise the last years (2005 – 2007) based on interviews and confidential figures from dominant rail operators. Also one can see that the export from CZ to NL declined in 2006 compared to 2005, which resulted in an overall decline of volumes transported by rail in 2006 compared to 2005.

Regarding the year 2007 the rail operators also indicate a stable situation or even a decline in the maritime cargo flows to Czech Republic. Therefore we can conclude that the biggest growth has been in the period 2002 – 2005.

1.2.2 Specification Year 2005

The following table and figure presents the total volumes for the year 2005 for the transports between The Netherlands and Czech Republic.

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The next figure shows the imbalance between the transport flow NL-CZ and visa versa; the Dutch Czech flow is much bigger. Moreover the importance of the port of Rotterdam becomes clear looking at the transit transport flow. Especially from Czech Republic the direct and transit flow are nearly equal.

1,800

1,600

1,400

1,200

1,000

800 Kilotons

600

400

200

- Direct trade CZ-NL Transit Total

NL -> CZ CZ -> NL

Figure 1.3 - Specification freight flows between NL and CZ

Source:NEAC&Worldnet&others

The modal split is presented in the next figure. The modal split is unequally divided between Netherlands and Czech Republic. From the Netherlands road is dominant, whereas from the Czech side rail is the dominant transport mode. But overall road and rail are nearly balanced.

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1,600

1,400

1,200

1,000

800 Ktons

600

400

200

- NL -> CZ CZ -> NL both directions

Road Rail

Figure 1.4 - Modal split 2005

Source:CzechMinistryofTransport,NEA&SUDOP

It can be observed that already in the current situation the railways have a high market share, especially on the traffic from Czech Republic to The Netherlands.

Also analyses were made on the importance of regions. The following maps present the regional detail that was taken into account.

Limburg Groningen Friesland 4% 8% 0% Drenthe N-Brabant 1% 11% Overijssel 2% Gelderland 8% Zeeland Flevoland 7% 1% Utrecht 4%

Noord-Holland 8%

Zuid-Holland 46%

Picture 1.1 - Regional detail Netherlands Figure 1.5 - Importance of regions in The Netherlands

Source:NEACNEA&SUDOP(constructeddataforyear2005)

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The figure 6 presents the regional importance. It can be observed that the region of the Provincie Zuid-Holland, which includes the port of Rotterdam, is the most important region for traffic to/from the Czech Republic, with a share of 46%.

Moravskoslezsko Praha 9% 13%

Stredni Cechy 14%

Stredni Morava 18% Jihozapad 4%

Severozapad 0%

Jihovychod 11%

Severovychod 31%

Picture 1.2 - Regional detail Czech Republic Figure 1.6 - Importance of regions Czech Republic

Source:NEACNEA&SUDOP(constructreddataforyear2005)

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1.2.3 Forecast freight flows 2020

1.2.3.1 1. Trade model methodology

The country-to-country trade forecasts are based on an agent-based simulation model that forecasts global trade in dollars between country pairs, and a trend model that determines the flow in tonnes, disaggregated into several commodity groups. The methodology behind both models will now be described.

Global trade model

Global trade flows in dollars are difficult to forecast. There are many macro-economic models that attempt to predict the state of the economy in future years, but they are often very data intensive and focus more on the equilibrium state rather than the economy’s path towards this equilibrium. The trade model developed by NEA attempts to be more practical and dynamic, requiring only historical trade data and variables such as GDP and population to obtain reasonable forecasts for countries’ total imports and exports.

Input data (historical value of trade between country pairs) is gathered from the EU Comext and the UN Comtrade trade databases. There can be multiple sources for a specific trade flow (reported as imports and/or exports, from two different databases). If that is the case, these time series are consolidated into one, using a smoothing algorithm. The algorithm removes outliers, fills in gaps, and limits annual growth, so that one definite time series is obtained. When that is done for all different country pairs, the base origin-destination matrices can be constructed. Presently, the last “known” year is 2006, with trade data going back to 1995.

The global trade model is an agent-based simulation model. This means that countries are modelled as autonomous individuals, existing as separate entities within the system. They each have their own variables and behaviour. The model simulates one year at a time, starting at the base year (2006) with the capability of continuing indefinitely.

The import and export forecasts are initially produced on a national level (without interaction between countries), taking into account the size of the economy and historical trends in the country’s trade. Additionally, trade growth is subject to various constraints such as a limited trade deficit. After the new import and export levels are determined for each country in the system, the agents interact with each other to restore balance (else exports might grow faster than imports, or the other way around).

The model places more emphasis on historical quantitative data analysis as opposed to qualitative analysis. Although qualitative information about countries’ economies can be taken into account (for example, by using predetermined import and/or export growth rates) this is generally not done. The effect this would have on the model as a whole is usually quite insignificant, especially in the long run.

Trend model

The output of the global trade model (financial trade flows) is used to constrain the disaggregated trade flows in tonnes between country pairs. The commodity grouping used is the three-digit NST/R coding. Trade flows are already grouped accordingly in the EU Comext and UN Comtrade trade databases. Similar to the total trade flows that are used as input for

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the global trade model, the disaggregated trade flows (in both tonnes and values) are taken from the databases, and the smoothing algorithm is applied to the resulting time series where needed.

Initial tonne forecasts are made by simply extending the series into the future, letting the short- term trend converge to the long-term trend. A monetary value is attached to these figures by using historical value-per-tonne rates. Then, the values for each commodity group are added up and compared to the output of the global trade model. Finally, the tonne forecasts are adjusted up or down based on the discrepancy between the two values.

1.2.3.2 2. Explanation of Trade Patterns Between the Netherlands and the Czech Republic

Historical trade data analysis from EU Comext and UN Comtrade shows the overall pattern of growth in trade between the Czech Republic and the Netherlands. Total tonnages are increasing Southbound at a long term average of 8 per cent per year, accelerating in recent years to above 10% per annum. Northbound (CZ to NL) the trend is flatter, but the market is growing.

Trade Between NL and CZ, 1995-2006

1,000,000

750,000

500,000 Annual Annual Tonnes 250,000

0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Czech to NL NL to Czech

Figure 1.7 - Direct trade between NL and CZ (no transit flows)

Source:NEA,Worldnetforecastingmodel

The main trade categories tend to be intermediate manufactures such as metals, chemicals and basic foodstuffs, i.e. inputs for manufacturing industries.

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Forecast Trade Between NL and CZ, 1995-2020

2,500,000

2,000,000

1,500,000

1,000,000 Annual Tonnes Annual

500,000

6 8 0 99 99 00 002 1 1 2 2 2004 2006 2008 2010 2012 2014 2016 2018 2020

Czech to NL NL to Czech

Figure 1.8 - Forecast of direct trade between NL and CZ

Source:NEA,Worldnetforecastingmodel

The forecast projects the historical growth rates, adjusted for the financial constaints, with Soothbound traffic rising to approximately 2 million tonnes per annum, and Northbound traffic rising to around 650,000 tonnes, and then flattening out between 2015 and 2020.

Part of the reason for the lack of growth between 2015 and 2020 is the assumption made in the model about the changes in value per tonne. Historically, this has risen sharply in dollar terms, partly due to the weakness of the dollar, and partly due to the product mix. The Czech Republic is manufacturing higher value goods than ten years ago. While the product mix effect might be expected to continue, the currency effect is less certain.

Therefore, if the value per tonne stabilises between 2010 and 2020, in the Northbound direction, there are likely to be higher tonnages. It is estimated that under these circumstances Czech exports to the Netherlands would increase to approximately 1 milion tonnes in 2020. The adjustment is shown below.

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Forecast Trade Between NL and CZ, 1995-2020

2,500,000

2,000,000

1,500,000

1,000,000 Annual Tonnes Annual 500,000

4 98 04 1 20 1996 19 2000 2002 20 2006 2008 2010 2012 20 2016 2018 20

Czech to NL NL to Czech

Figure 1.9 - Forecast direct trade between NL and CZ with adjustment for value per ton

Source:NEA,Worldnetforecastingmodel

Also most recent data from the statistical office in Czech Republic (CZSO) showed a further increase of trade flows between The Netherlands and Czech Republic for the year 2007 compared to previous years. The following figure presents the development of the trade flow from Czech Republic to The Netherlands.

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Direct trade from CZ to NL according to CZSO 800

700

600

500

400 Ktons 300

200

100

0 2003 2004 2005 2006 2007

Figure 1.10 – Direct trade from Czech Republic to The Netherlands

Source:SUDOPbasedonCZSO

Altough these data from CZSO can’t be cross-checked and validated yet with data from Dutch or European statistical offices, this could indicate that the trend for the growth as presented by the model could be too low. According to the most recent data from CSZO (published March 200*) the volume of trade from CZ to NL was over 700 K tons already. Moreover, there is the uncertainty in the period after 2015 as presented in figure 2.11.

As result we deviate from the model output and we assume that in 2020 the direct export from Czech Republic to The Netherlands will be 1,000,000 tons per year.

Besides the direct trade between The Netherlands and the Czech Republic the development of transit flows is quite important. For example these are the flows between other parts of Europe or the world (e.g. UK, China, India, USA, South-America) and Czech republic which are imported or exported via The Netherlands (e.g. the port of Rotterdam).

The following figure presents the expectation of the growth of the transit flows for the route Netherlands – Czech Republic.

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Expected growth of transit flows 5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5 Growth factor 1) = (1995 1.0

0.5

7 8 1 2 5 6 9 0 95 96 9 9 99 00 03 04 07 08 1 1 1 1 18 1 2 9 9 9 0 0 0 0 0 0 1 1 19 19 1 2 2001 2002 2 2 2005 2006 2 2 2009 2010 20 20 2013 2014 20 20 2017 2 20 20 year

Figure 1.11 - Growth of transit flows

Source:NEA,Worldnetmodel

It can be seen that the transit flows are expected to increase further. During 1995 and 2005 the volumes already were doubled. Between 2005 and 2020 it is expected that the volumes will also double.

While combining the expectations for the transit flows and the direct trade between The Netherlands and Czech Republic it is possible to make the forecast towards the year 2020.

The following figure presents the freight flow forecast for the year 2020. Again the transport flow from the Netherlands increases more than the Czech – Netherlands transport flow. In 2020 it is doubled.

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6,000

5,000

4,000

3,000 Kton

2,000

1,000

- NL -> CZ CZ -> NL both directions

2005 2020

Figure 1.12 – Comparsion year 2005 and 2020

Source:NEAC&Worldnet&others

One can observe in the next table that both the direct trade and also the transit flows show high growth rates. Especially the transit traffic is suitable for rail transport since in many cases the port of Rotterdam will be a vital link in the supply chains and transhipment is needed.

The following table presents the forecasted modal split for 2020 based on the current market shares of rail transport in transit traffic and direct traffic between NL and CZ. It can be observed that the direct trade from CZ to NL decreases compared to 2005. This trade will be replaced by trade to other countries, especially those countries outside the EU.

Direction (from – to) Road Rail Other / unknown

NL -> CZ 2,236 1,108 70

CZ -> NL 774 956 26

both directions 3,010 2,064 96

Table 1.1 - Modal split forecast 2020

Source:NEA

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In the rail transport there seems to be a good balance in the volumes in both directions which is important for the competitive position.

Direction (from – to) Road Rail Development modal share of Rail in percent points 2005 - 2020

NL -> CZ 66% 32% -3%

CZ -> NL 44% 54% -4%

both directions 58% 40% -4%

Table 1.2 - Modal split forecast 2020 (relative shares)

Source:NEA

It can be observed that the forecast assumes that the share of rail changes slightly; on the direction from NL to CZ there is a change from 35% in 2005 to 32% in 2020 in the market share of rail. In the other direction also the share decreases with 4% from 58% in 2005 to 54% in 2020.

The following table shows the differences in the rail volumes between 2005 and 2020.

2005 2020 Difference

NL -> CZ 578 1,108 530

CZ -> NL 581 956 375

both directions 1,160 2,064 904

Table 1.3 - Rail volumes 2005 and 2020 (*1,000 tons)

Source:NEA

The potential based on current market volume of rail in transit traffic is already an increase of 78% compared to the situation in 2005.

However, we already know that the market share of 2005 is an under estimate if we also apply this on 2020, because of changing market conditions which are in favour of rail transport.

For example the railways will become faster and more competitive due to liberalisation and increasing interoperability. On the other side road haulage is becoming more and more difficult (e.g. congestion, shortage of drivers, external costs etc.).

Therefore the figures in the table for rail volumes of 2020 must be seen as conservative forecasts for the rail market. It is rather likely that the actual share in 2020 will be higher because we expect that rail mode will be more competitive in 2020 compared to the situation in 2005. Therefore instead of a growth of 78% also an increase of 100% or more could be realistic.

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1.3 Companies and transport services

1.3.1 International services

Currently only container shuttles are going directly from the Netherlands to Czech Republic. The only exemption at this moment is the ITL ketelwagon train (stereen) which has a round trip every two weeks. Railion transports wagon load using German hubs to compose wagonload trains for Czech Republic.

Following operators are on the market:

Name operator from to Direct Via hub in Number of trains Service Germany per week

European Rail Rotterdam RSC Melnik - MIT X 10 regular + 3 in Shuttle (ERS) or RSC & case of need Maasvlakte

Kombiverkehr Rotterdam RSC Lovosice - TSC X 3 (Duisburg)

NYK NCO Ceres Lovosice – ČD DUSS X 1 Amsterdam

CSKD Intrans Rotterdam RSC Sladkovi čovo (SK - X 1 (customer: Intrans terminal) Hyundai)

CSKD Intrans Rotterdam RSC Prague-Zizkov (Intrans X 3 terminal)

Railion (Only X single wagon load)

Table 1.4 - Transport service providers by rail between NL and CZ

Source:NEA&SUDOP

The market is dominated by the big shipping line operators. Only Kombiverkehr from Germany (a subsidiary of Railion) and CSKD Intrans (CZ) do not have these shipping line links.

In the Netherlands the market can be described as open and competitive, whereas in Czech Republic the market is rather closed and CD is quasi monopolist. But, from next companies we can mention Viamont, OKD, ODOS, etc.

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The following table specifies the providers that provide the traction:

Name Direct Via hub in Number of In NL In Germany In CZ Service Germany trains per week

European Rail X 13 ERS ERS CD Shuttle (ERS)

Kombiverkehr X 5 Railion Railion CD

Rail4Chem X 1 Rail4Chem Rail4Chem Viamont

ITL X 4 ITL ITL CD

ITL (styrene 1 every 2 ITL ITL CD transport) weeks

Railion (Only X Railion Railion CD wagon load)

Table 1.5 - Traction providers

Source:NEA&SUDOP

The following table presents the service providers for all cargo (NL – CZ):

Service provider Specialisation

Trimodal Europe Group Rail Freight forwarder

Global Intermodal B.V. Rail Freight forwarder

Cabooter Railcargo Venlo Rail Freight forwarder

DHL Rail Freight forwarder

Optimodal Rail Freight forwarder

Railco Europe B.V. Rail Freight forwarder

Schenker / Railog Rail Freight forwarder

De Rijke Intermodal B.V. Rail Freight forwarder

Agility logistics Rail Freight forwarder

Mov’on Logistics Rail Freight forwarder

IMS intermodal solutions B.V. Rail Freight forwarder

Table 1.6 - Rail Freight Forwarders

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Source:NEA&SUDOP/RailcargoInformationCentre

The abovementioned forwarders will use one of the rail operators and traction providers. For detailed information on each company named (company profile and address), please see Annex 1.

1.3.2 Domestic rail companies in Czech Republic

In Czech Republic more than 50 railway companies are active. Fourteen of them are serious active as a railway freight company (2007). The most important railway companies at the market are shown in the next table.

Name of company

ČD Cargo a.s.

Ostravská dopravní spole čnost a.s. (ODOS)

OKD, Doprava a. s.

Slezkomoravská dráha a. s.

UNIPETROL DOPRAVA a. s.

Viamont Cargo a. s.

Table 1.7 - Rail transport companies in Czech Republic

Source:SUDOP

The following are the intermodal rail operators in the Czech Republic:

• Metrans – own terminal in Prague en Želechovice-Lípa, also terminal in Slovakia – Dunajská Streda; • CSKD-Intrans – own terminals in Prague, Brno (out of order) and Prerov, terminals in Slovakia - Bratislava, Žilina, Košice. • ERS – own Maersk Intermodal Terminal in Melník; • Bohemiakombi – none own terminals

Source: SUDOP

For detailed information on each company named (company profile and address) please see Annex 1.

1.4 Information on costs, tariffs, transit-time and punctuality

1.4.1 Costs and tariffs

In general freight tariff levels are regarded as confidential. An indication for the market prices for containers Rotterdam-Prague is between €400 and €600 per 40 foot container (=2 TEU). This tariff depends partly on the season, operator, on type of container and weight. This mentioned price is the price per freight forwarder on the market. However, a large share of the

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market (the consultant estimate around 90%) is dedicated to the container flows of the owner of the operator (Maersk, NYK and Hyundai).

According to one of our sources a round trip price per train costs around €44.000,-. This sum is paid to the traction provider and does not differentiate by the occupancy rate of the train. The occupancy rate is the risk of the operator. In general (according to our sources) 66% of the cost are covered on the NL-CZ leg and 33% on the CZ-NL leg.

Of course also the transshipment costs need to be paid and also the pre-/end haulage to the client. Depending on the distance to the client or shipper, the additional costs can run up to € 200. Therefore, a total “door-to-door” price would be between €600 and €800 for a 40 foot container.

For road haulage NEA made use of cost models for international road haulage.

A trip by road haulage between The Netherlands and the Czech Republic is between €900 and €1050, depending on the nationality of the driver. A truck can carry a 40 foot container.

However, in the next years the costs of road haulage will further increase due to:

• Introduction of the 48 hour working week • Shortage of truck drivers • More expensive diesel fuel • Further introduction of road pricing systems and higher charges

This makes clear that the rail transport option has a lower cost price, an advantage of roughly between 10% to 40% depending on the situation. Furthermore the expectation is that these cost differences will increase, which is in favor of the rail transport.

1.4.2 Transit-time

The transport schedules of the most important rail shuttle services are presented in Annex 2. They show that the time between the last deliverance and departure of the train is between 6 and 7 hours. The travel time depends per operator: ERS takes around 20 hours for one leg, whereas CSKD Intrans around 30 hours.

If we take into account also the time needed for loading/unloading at the client, the total cycle time would be between 32 and 40 hrs, again depending on the situation.

The door-to-door time for road haulage operations is about 28 hrs. Therefore the road haulage is is most cases faster than rail transports. However, during the weekends, road haulage is not possible due to driving bans. Over the weekend rail transport can be competitive or even faster. Especially the rail transport services during the weekend are therefore a strong potential alternative for road haulage between CZ and NL.

1.4.3 Punctuality

There is no general remark to make on train punctuality, especially not on the departure punctuality. Punctuality depends firstly on the operators policy on punctuality. ECT has two trains leaving per day. Punctuality is therefore quite important; missing a train does not have much influence

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on the container’s journey time. NYK Line has one train per week and can only leave once the NYK Line container vessel has arrived in Amsterdam and the containers are put on the train; missing this train would mean the container has to wait for another week. An other departure punctuality factor is the terminal service. Arrival punctuality is for most operators equal. Arrival punctuality depends on: departure punctuality, border congestion, infrastructure maintenance, missing train paths, etc.

Border crossings Delays are most often in the areas around the Dutch/German border crossings.

Congestion The infrastructure is full. For example in Germany there were 3000 minor and mayor maintenance projects in 2007. Moreover, the rolling stock, drivers and train paths are optimal used. All flexibility and reserve capacity is used. Small disturbances lead directly to lost train paths and delays in the whole corridor.

Maintenance Most delays are due to track maintenance. Recent extensive construction/maintenance works contributed significantly to delays which seriously disrupts round trip continuity

Delays Delays do not only harm the single train load, it directly influences the company results as it is impossible to catch up. So the delay not only has consequences for the customers of the delayed train, it also means that you miss income of the missing train. However there is a conflict of interest between the occupancy of the train and the punctuality. Some operators wait for additional cargo and accept a delay.

1.5 Analyses of segments and position of rail in the future

Currently the position of rail transport is especially strong in the transit traffic market (e.g. the container transport services to/from the port of Rotterdam). Between 2005 and 2020 the share of transit traffic will increase and also the direct trade between The Netherlands and Czech Republic. The growing transit traffic provides opportunities for expansion of the railway services (especially carriers haulage) and market share based on the current systems and services in place which are based on carriers haulage (Maersk, NYK lines, Hyundai).

Already a conservative estimation of the rail volumes in 2020 show an increase of 75% compared to the volumes in the year 2005. This conservative doesn’t take into account the changing market conditions that are in favour of rail transport and tend towards more intermodal rail based transports. We expect that the railway liberalization and further improvement on the cross acceptance and railway interoperability will result in more attractive and more effective rail services that will be suitable for shippers and other decision makers on the transport mode. Therefore on can easily assume that the volume could also increase with 100% or more if trailer on train systems can be put into place.

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2 Identification of barriers to further development

2.1 Transport policy, documents, programmes, trends

2.1.1 Documents with international relevance

2.1.1.1 European Community’s transport policy – fundamental documents

The objective of a European Union (EU) sustainable policy is that our transport systems meet society’s economic, social and environmental needs. Effective transportation systems are essential to Europe’s prosperity, having significant impact on economic growth, social development and the environment. The transport industry accounts around 7% of European GDP, around 5% of employment in the EU and for 30% of total energy consumption in EU. The fundamental document that defines transport policy of EU is the 2001 White Paper, accepted on September 12, 2001 „European transport policy for 2010 – Time to decide“. This document substitutes former White Paper published in 1992. Its aim predominantly was an opening of transport market. The new White Paper proposes some 60 specific measures aimed at revival of railway transport, support of sea and inland water transport and controlled development of airborne transport.

The White Paper perceives rail transport as a sustainable mode of transport despite the fact that terminals, through which goods are routed to their final destinations or in which trains are made up again constitute major bottlenecks. In freight terminals open to all operators, public incentive investment in marshalling yards and transhipment equipment can play an important role in increasing capacity, particularly in intermodal terminals. This is interesting from the point of this study as well.

The so called first railway package aims to define the general framework for the Trans European Rail Freight Network (TERFN) in total length over 50.000 km, open up international rail freight services to competition within the TERFN, introduce a detailed and transparent framework for infrastructure capacity allocation, infrastructure charging and safety certifications and require a regulatory body for licensing of railway undertakings to be set up in each Member State. This package was endorsed by European Parliament in January 2001.

On January 23, 2002 European Commission accepted new body of measures, the so- called second railway package. It aims to speed up the process of regulated opening up of international goods transport and extend it to national goods transport operations (cabotage). In addition it improves safety and allows greater interoperability, as a result of a number of specific directives and the setting up the European Agency for Rail Safety and Interoperability. These new proposals set out: • to develop a common approach to rail safety with the objective of gradually integrating the national safety systems; • to bolster the measures of interoperability in order to operate transfrontier services and cut costs on the high-speed network; • to set up an effective steering body - the European Railway Agency - responsible for safety and interoperability; • to extend and speed up opening of the rail freight market in order to open up the national freight markets; • to join the Intergovernmental Organisation for International Carriage by Rail (OTIF).

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A mid-term review of White Paper was carried out in 2005/2006 by European transport commission under presidency of Mr. Jacques Barrot. Compared to 2001 new circumstances have happened that largely influence former considerations. E.g. other countries became EU members the EU has all-continental character and new important transport corridors lie inside EU, including inland water transport (Rhine – Danube). White Paper envisaged an average economic growth at 3,0% per year, but reality was only 1,8% in 2000-2005. Now forecast till 2020 is 2,1% and freight transport should be growing roughly at the same rate. Proposed measures was put into practise unequally and consequences are: • Unequal growth in the different modes of transport. While this reflects the fact that some modes have adopted better to the needs of a modern economy, it is also a sign that not all external costs have been included in the price of transport and certain social and safety regulations have not been respected, notably in road transport. Consequently, road now makes up 44% of the goods transport compared with 41% for short sea shipping, 8% rail and 4% for inland waterways; • Congestion on the main road and rail routes, in cities and at certain airports; • Harmful effects on the environment and public health, and of course the heavy toll of road accidents. Next economic growth with enlargement of EU can deepen these negative trends. Findings and conclusion of the review are published in „Keep Europe moving – Sustainable mobility for our continent“.

In road transport further next increase of volume of transported goods is expected. Much of this growth is due to international haulage. Forecasts for 2010 point to a 50% increase in freight transport alone unless action is taken to counter the trend. Road transport is viewed as reliable, customer-oriented and with competitive prices. The greatest competitive advantage of road transport is its capacity to carry goods all over the European Union, and indeed the entire continent, with unequalled flexibility and at a low price. And, especially in short distances, let´s admit that there is no efficient alternative transport mode. But this capacity has been built up in highly paradoxical circumstances that are described in detail in the document. On the other hand, some smaller road-haulers are hardly surviving, congestions are more frequent and bigger and road traffic alone accounts for 84% CO2 emissions attributable to transport. Various forms of protectionism can be identified on national levels but on international level the market is liberalised. Cabotage accounts to 1,2% of all volume and it will be open for new Member States in 2009, al the latest

A large number of proposals are designed, in particular: • to reorganise working time of drivers, establishing an average working week of 48 hours and a maximum of 60 hours and to harmonise weekend bans on lorries; i.e. to align the national rules in this area; • to encourage systematic exchanges of information and to promote efficient, uniform interpretation, implementation and monitoring of Community road transport legislation; • to increase the number of checks which Member States are required to carry out with aim to increase safety on the roads and to decrease a death toll by 50%; • to harmonise a fuel tax for commercial road users in order to reduce distortion of competition on the liberalised road transport market.

In railway transport the co called third railway package was approved in September 2007 and includes: • a directive on train driver licensing; • a directive on liberalisation of international rail passenger services; and

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• a regulation on international rail passengers´ rights and obligations.

The objective is to shift the balance between modes of transport by means of a pro-active policy to promote intermodality and transport by rail, sea and inland waterway. In this connection, one of the major initiatives is the Marco Polo Community support programme to replace the current PACT (Pilot Action for Combined Transport) programme. The balance between modes of transport must cope with the fact that there is no close connection between sea, inland waterways and rail.

Bottlenecks and trans-European networks: the main objective is improving parameters and to eliminate bottlenecks in main freight corridors defined by TEN agreements. A few of the priority projects: • completing the Alpine routes on grounds of safety and capacity; • completing the Barcelona-Perpignan rail link; • project for construction of high-speed line Stuttgart – Munich - Salzburg/Linz - Vienna that will be used for combined transport, too; • use of Galileo project for transmitting data that can be used in transport sector; • improving tunnel safety by having specific safety standards for both railway and road tunnels.

2.1.1.2 Fundamental documents, programmes involving railway transport

The principal aim of the Intergovernmental Organisation for International Carriage by Rail (OTIF) is to establish a uniform system of law applicable to the carriage of passengers and goods in international through traffic by rail between Member States, and to facilitate the application and development of this system. This system may, in addition to rail transport, also be applied to international through traffic by road, maritime transport and on inland waterways. In 1999 the new COTIF Convention was approved by OTIF and entered into force on July 1, 2006 when two thirds of OTIF Member States approved it. All changes and revisions of Convention COTIF are made with accordance to EU legislation. Full version of Convention COTIF with all appendixes is available at www.otif.org. Convention COTIF has following appendixes: • Contract for International Carriage of Passengers CIV – appendix A; • Contract for International Carriage of Goods CIM – appendix B; • Carriage of Dangerous Goods RID – appendix C; • Contract of Use of Vehicles CUV – appendix D; • Contract of Use of the Infrastructure CUI – appendix E; • Validation of Technical Standards and Adoption of Uniform Technical Prescriptions APTU – appendix F; • Technical Admission of Railway Material ATMF – appendix G.

While EU conceives and puts into practice visions and trends of further development of transport sector including railways and Convention COTIF sets rules in international carriage of both passengers and goods, activities of UIC are essential on field of technical cooperation. The International Union of Railways (UIC) is the world-wide organisation for international cooperation among railways and promotion of the rail transport mode. It was founded in 1922. Its initial purpose was standardisation and improvement of conditions for railway construction and operations, especially in view of international traffic. In 2005 a “New UIC” has been designed in order to cope with a series of new challenges, in particular railway liberalisation, increasing competition from other modes, the growing economic

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constraints on railways together with the challenge of globalisation of the transport market, which creates new opportunities for railways. The UIC mission in 2006 consists in promoting Rail transport at World level in order to meet challenges of Mobility and Sustainable Development.

UIC´s key tasks are: technical cooperation, rail system coherence, interoperability. There are many projects under way in UIC, with respect to the topic of this study only those projects are mentioned, which pertain to freight and combined transport:

DIOMIS (Developing infrastructure and operating models) – the project aims to increase productivity in freight and combined transport. It means: Encouraging new types of cooperation between all stakeholders in combined transport (CT): terminal operators, CT operators, shippers, railway undertakings, infrastructure managers, national and European authorities; • Describing and helping to implement optimal capacity management models at terminal level in order to use the available capacity in an optimal manner • Describing the benefits of an international approach towards planning and production, and lay down the basic principles for a common approach towards improvement of intermodal services; • Learning to grow Rail Freight traffics on a saturated railway infrastructure

Standard of loading Rules - Draft European Norm defining a basis for loading safety in rail freight transport. Objective is to create a uniform European basis for the protection of freight goods on rail vehicles, with the aim of ensuring a common safety standard. To achieve unlimited interoperability by defining such a standard.

Euro SIWAL (European Single Wagon Load Project) – Single Wagon Load is for most members of UIC a large but unprofitable business segment. While being currently not competitive with road, international SIWAL appears to have market potential and aim is to make use of it. Intramodal competition appears to be unlikely because of high costs for duplicating the production system of home players. UIC tries to initiate the emergence of a European Single Wagon Load System. The project will be supported by individual members (currently Stinnes/Railion) and by external consultants.

TEMA (Terminal Management) – The project contributes to the development of the intermodal freight transport and will help to set up a benchmark for best practices in the access, the allocation and the cost of freight terminals. As independent studies forecast an expansion of the combined traffic on the most European freight corridors in the next years, it is necessary to improve the knowledge of the quality of freight terminals (access rules, capacity availability and cost. The project aims at analysing and defining an optimised management model for railways / intermodal freight terminals with special reference to linkages to major harbours. UIC intends to disseminate information on access to terminals and to report on best practices as well. The project is of particular interest along the main European corridors, with special linkages to harbours.

The former RIV (Regolamento Internazionale Veicoli) – the General Contract of Use for Wagons (GCU) provides to railways and wagon keepers a multilateral contractual framework based on the Uniform Rules CUV for the use of the wagons of all wagon keepers in international freight traffic. It contains all relevant mutual rights and obligations of railway undertakings and wagon keepers regarding the use of wagons taking into account and balancing the different interests of

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the parties of the contract. In other words – only wagons with RIV label can be used for international transport.

UIRR – International Union of Combined Road-Rail transport companies has 20 members now. Among others Hupac NV from the Netherlands, Kombiverkehr a Polzug from Germany and Bohemiakombi from Czech Republic. Basic task is to support and to promote combined transport. UIRR is a partner in negotiating with EU and other bodies (UIC/CER, CEMT, UN/ECEEU etc.). It keeps on developing its own projects and co-operates with UIC to solve DIOMIS project.

Let us mention definition of Combined transport as have been accepted by The European Union as well as by the European Conference of Ministers of Transport (ECMT) and the United Nations Economic Commission for Europe (UN/ECE): „Intermodal transport where the major part of the journey, in Europe, is by rail, inland waterways or sea, and any initial and/or final legs carried out by road are as short as possible.”

There are a number of bilateral agreements beside many international agreements, contracts and activities. These agreements typically set detailed rules for cross border operations. Lot of tariffs exist how to calculate a price for transportation in dependency on distance, class if goods, weight etc. Le us mention, with regard to the topic of the study, DNCWT – Germany/Netherlands – Czech Republic tariff. Nevertheless as current practice goes, the ultimate majority of consignments are carried for individually arranged prices.

Project TREND – the abbreviation comes form Towards new Rail freight quality and concepts in the European Network in respect to market Demand. The project was funded under 6th Framework Programme for Research and Technical Development of the European Commission. It has been finished in July 2006. Co-ordinator of TREND is HaCon, German consulting company. TREND is interconnecting link between measures that has been taken yet and both present and incoming research and studies with main objective to improve a position of railway freight transport. TREND gives two main inputs of European transport policy: • TREND gathers all information that is necessary to assess a progress in creating European rail sector, predominantly from point of view of integration and interoperability. These facts are an important source for activities of European Railway Agency. • TREND recommends cohesive conception of particular projects and activities. If these projects are introduced in coordinated manner within a rational time schedule they can bring a significant improvement – esp. as far as quality, efficiency and volume of transport are concerned. Another key result is the elaboration of the „Terms of Reference“ for the envisaged Integrated Project (IP) „New Concepts for Trans-European Rail Freight Services“ and the support of the potential proposers for the IP during the preparation phase.

Some of TREND goals are adapted and implemented into CREAM project that it focused to help in creating of customer-oriented railway services in corridor Netherlands/Belgium – Turkey/Greece.

Another activity that should be mentioned regarding to the aim of this study is RETRACK (REorganisation of Transport networks by advanced RAil freight Concepts). It is funded under the European Commission (EC) FP6 Programme. The project started in May 2007 and will run for four years. The RETRACK project aims to contribute to the Commission’s aspirations of a modal shift of freight traffic from road to rail with a market share of 15% by 2020 to achieve commercial viability and contribute to sustainable mobility. The main objective of the RETRACK project is to develop, demonstrate and implement an innovative and market-tested rail freight

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service along an East-West trans-European corridor. This axis will be composed of a backbone corridor connecting Rotterdam with the Black Sea seaport Constanza in Romania. Subsequently, this business plan is extended to service of the Bratislava-Budapest logistical hub located at the new Central European industrial cluster which covers Poland, Czech Republic, Slovakia, Hungary, and Austria. The RETRACK rail freight service will connect traditional Member States (the Netherlands, Germany, Greece and Scandinavia) with new EU Entrants (Poland, Czech Republic, Slovakia, Hungary and Lithuania), the Candidate Countries (Romania, Bulgaria and Turkey), with important EU trade partners (Ukraine and Russia), and overseas production centers in South-eastern Asia. This will be effectuated by a business project offering high-quality of rail intermodal service applying the latest rail transport techniques, information and communication technologies, and logistics solutions for safe and secure transfer of goods in trans-European corridors. For more see www.retrack.eu .

Concept of European Freight-Oriented Rail Network is new project of The European Community. The aim is to promote the creation of a strong European rail network, which will offer a better quality of service in freight transport than today in terms of journey times, reliability and a capacity. Improving service throughout this network should have a positive impact on all segments of the freight market, including that of the single wagonload. This network might be created out of existing trans-European network, including the freight network described in Directive 2001/12/EC and the corridors identified and having priority for the deployment of ERTMS or defined in the framework od European research projects (Eufranet, Trebd, Reorient and New Opera).

When we talk about initiatives to create or to revitalize European corridors form point of view of freight transport, then New OPERA project should be mentioned as well. The name comes from New European Wish – Operating Project for a European Rail Freight Network. Project was launched on January 1, 2005 and it is supposed to last 3,5 years. New OPERA will study the necessary step changes for achieving a long-term scenario 2020 of a core network predominantly dedicated to rail freight in total length about 15.000 km. The NEW Opera objectives will be assessed through a Scenario Exercise (4 scenarios) and is organised into 6 main work packages. Proposed length of transport axes in West-East and North/South directions are about 2000 km, mainly double-tracked, with maximum speed up to 100 km/h and max. gradient 8 ‰. An important parameter is an axle-load that should be up to 30 t and possibility of double stacking of containers on wagons. An electric traction is not required; a diesel traction is better from the point of interoperability.

A cross acceptance of rolling stock and especially of locomotives is an issue of big importance. Communication of the commission to the council and the European parliament named “Facilitating the movement of locomotives across the European Union” describes present situation, encountered difficulties and outlines measures how to face this barriers. Task force for cross acceptance of rolling stock compiled a Guideline for Cross Acceptance of Rolling Stock (draft) that recommends procedures for cross acceptance, identifies difficulties that can be encountered and how to overcome them etc. For more on cross acceptance see chapter 2.6.1.

2.1.2 Transport in the Netherlands, legislation, trends, aims

2.1.2.1 State transport policy

Rail transport is a much-discussed topic in the Netherlands in the last few years. Especially because the infrastructure of this modality is used for both passengers and cargo transport. At

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the moment the number of trains on the “Betuwe” line (the new constructed cargo line from Rotterdam to the German border) is increasing week by week after a difficult start up phase. The Dutch government encourages the liberalization of railway freight and the development of competition between the various operators in the country. It encourages new railway operators to enter on the market. The Dutch government aims for a level playing field between all transport modes.

Within this framework the Ministry optimises the conditions for rail cargo. THis involves agreements with other countries, to adjust law and regulations, to monitor closely the railway market, to provide information and by constructing new railway tracks. The Betuwe Line is the finest example of this policy.

Moreover the Ministry cooperates with the Ministry of Environment to reduce noise produced by cargo trains. To learn more on this type of noise the MoT started an innovation programme on this topic.

The Dutch intentions for the quality of the cargo rail corridors are described in the ‘Rijksbegroting’ (National budget). Several projects to increase the capacity are included in the Infrastructure Fund. Especially mentioned is the new cargo rail track to Vlissing harbour. Other topics include small infrastructure changes which are not included in the Infrastructure Fund, the policy relating public terminals.

An other topic mentioned in the Rijksbegroting deals with the efficiency of rail cargo transport. This included the harmonization of technical standards and includes following actions: • Implementation of EU regulation and providing input to EU regulation • Evaluation the system of access charges • Optimalisation international rail corridors, to improve the quality and speed on the corridors • providing shortterm sudsidy to assist rail operators in buying and building-in of the ECTS safety system in their locomotives

Finally the Rijksbegroting focuses on the reducing the noice around the railways tracks. The efforts are focused on • Updating the Law on Noise Nuisance by creating maximum noise levels which should lead to simplyfing of the rules, more protection for the civilians and efficient implementation of the Law • Some tests with the LL-blocks on cargo trains • The MoT will sponsor a programme to have railway terminals and shunting yards to meet the environmental criteria of the environmental laws.

The dutch policy document ‘NOTA MOBILITEIT’ especially mentions the rapid elimination of maintenance backlogs as priotity for the MoT, Underinvestment in recent years has led to management and maintenance backlogs for all infrastructure networks. These backlogs must now be tackled. The aim is to minimise costs over the entire life. The state is studying whether the maintenance level can vary per location to achieve greater cost effectiveness.

2.1.2.2 Road transport

The Netherlands has a large road haulage industry. On almost every industrial estate you find a (international) road transport company. Though the Dutch government and the European Commission stimulate the use of intermodal transport, transport by road is always (partly)

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necessary. Especially for transport of unitised cargo, road transport is essential in pre- and end haulage, when delivering the cargo on the doorstep of the customer. The Dutch government and the Port of Rotterdam pursue a policy to decline the share of trucking; the accomplishment of a “modal shift”.

2.1.2.3 Rail transport

With new Railway Law the Dutch railway legislation is in line with the requirements of the EU railway packages of open access to all transport operators. The Infrastructure management is outsourced to a separate company ProRail (100% state owned). ProRail is responsible for the development and maintenance of rail network.

ProRail is only responsible for the capacity of the rail network and the distribution of the capacity between freight and travellers. Moreover ProRail is responsible for: Safety, Traffic control and Infrastructure Charging. It is up to the State to finance in investments for capacity and renewal.

Beside Railion Nederland there are ten other rail freight operators in The Netherlands with different sizes; these new operators have up to 25% market share.

The competition authority “NMa” has special powers to ensure the correct functioning of the market on the basis of the Railway Law. Most important is that the Nma controls the equal track access and access charges for all transport operators.

Following topics are in place to assist competition on the railway transport market: network statement; • infrastructure charging framework / capacity allocation framework; • track access to other railway companies than state railway; • organisational separation of infrastructure and operations • open access arrangements.

2.1.3 Transport in Germany, legislation, trends, aims

2.1.3.1 State transport policy

Aim of the German governmental transport policy is to encourage its top position for the challenges of a globalized market, climate change, demographic change and accelerative competition. Decrease of detraction for man and nature is first task in the development of traffic infrastructure and logistic systems. For an integrated traffic policy it is important to connect all common carriers in a way that they can point out there potentials.

Thereto belongs: • Optimized traffic routes and a better connection of the common carriers • Highly educated personnel and enforcement of humane working conditions • Utilization of innovative logistic concepts and new technologies • More efficient and gentle use of resources within the transport chain • Tapping of capacity reserves in the navy and railway sector

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Guaranteeing mobility is one of the Federal Government’s central transport policy objectives. Due to the complexity of the related tasks, optimisation of transport sector sub-systems is no longer sufficient to meet the future challenges facing German transport system. With its integrated transport policy concept, the Federal Government is therefore implementing a multi- disciplinary policy to optimise the overall system. Besides transport infrastructure framing and funding, all other transport policy sectors, e.g. price and innovation policy, will also be brought together in an overall approach within this. An "integrated transport policy" working party was set up to examine the political process requirements resulting from the strategic thrust of an integrated transport policy, etc. The working party included economic, industrial, political and scientific representatives. The working party’s report deals with the following topics, e.g.: • Acceptability of an integrated transport system as regards economic, ecological and social sustainability, also in terms of the development, reconstruction and maintenance of transport infrastructure. • Important integration effects resulting from the consolidation of transport infrastructure, regional planning, regulatory planning and technology. These particularly include low-traffic regional development, reduction of infrastructure requirements and the best possible usage of infrastructure capacities. • Convergence of political areas such as regional planning and transport, with which integration effects can be enhanced, e.g. promotion of settlement development on important transport arteries, traffic-reducing settlement and location decisions, greater regional orientation, e.g. in the case of production and procurement requiring less traffic. • Creation of multi-modal networks and an improved interface infrastructure with which, e.g. intermodal transport chains, market placement of intermodal products such as "Rail and Fly" and the market establishment of modern logistical services can be created. • More efficient capacity utilisation throughout the entire transport infrastructure and the related optimisation of traffic flow thanks to integration effects.

Federal Ministry of Transport, Building and Urban Affairs pays attention to freight transport and logistics. Freight transport and logistics are a pre-condition and at the same time a "consequence" of economic and social action. They are the backbone of the manufacturing industry that is characterized by division of labour. Efficient logistics systems and networks are therefore a key factor of success for businesses and business locations in international competition. As the most significant industrial nation and as a transit country in the centre of an enlarged Europe, Germany has to face a special challenge: the efficiency of its transport system must continuously be improved in order to strengthen its economy, to back structural changes and to promote sustainable development. For this, appropriate, high-performance transport routes, networks and hubs are needed that meet both, modal and intermodal needs.

2.1.3.2 Road transport

Germany’s inter-urban road network has a length of more than 231,000 kilometres. Federal trunk roads account for about 53,400 kilometres of this network, with motorways making up around 12,400 kilometres - of which more than 3.000 kilometres consist of six or more lanes - and federal highways making up around 41,000 kilometres. The federal trunk roads are of vital and continuously increasing importance for Germany due to the country’s location at the heart of Europe. Although they only account for 23 percent of the total inter-urban road network, they absorb more than half of the total annual mileage. Germany is Europe’s number one transit country.

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The federal motorways are the central element of the trunk road network. Despite accounting for only 5 percent of all inter-urban roads, almost one third of total mileage is clocked up on the motorways. If Germany’s trunk roads are to remain modern and of a high capacity, gaps in the network must be closed, the existing infrastructure - a valuable public asset - must be maintained in a good condition and interlinkages with the other modes must be optimized. Highly developed economies need to establish close links between private and public transport in order to ensure highly efficient passenger and freight transport operations.

2.1.3.3 Rail transport

Deutsche Bahn has been in a reform process over the last 15 years. The discussions on the privatization of Deutsche Bahn only recently came to end as DB will be privatised for 25%, with the exeption of the infroastructure and stations (DB Netz). However, DB AG will be responsible for managing and operating the network and for accounting.

The bill ensures that the Federal Government can meet its constitutional obligation to provide public services. On the other hand, it also aims to make DB AG more competitive and to preserve its ability to perform accounting for the railway infrastructure companies, thereby ruling out any additional debts and risks for the federal budget.

Within this decision tracks, stations and signal boxes will remain government property. No investor will have access to a single metre of rail. The state will take great pains to ensure this. But the group is to be partially privatized in an integrated form, with infrastructure and operations. This will safeguard jobs. And the Federal Government will always have a majority of the shares.

The implementation of the heavy goods road charge is an important step towards achieving a more correct proportioning of the costs of freight traffic related to the originator. The Federal Government is advocating a national and European fortification of the railway. Because of the positive characteristics of the railway, particularly in respect to environmental and safety considerations, it is the aim to shift a major contingent of the additional freight traffic volume onto the railway. This requires to maintain and where necessary to extend the German rail infrastructure (approx. 34.000 km) to decrease technical obstacles in the European railway network (e.g. connection from sea port to hinterland), and to reduce and to guarantee a competitive price policy for the track utilization for a foreseeable time. It is also important to safeguard the competitiveness of the Railway. Inventory of railway undertakings (RU) Description of situation as per 29/09/2005

RUs licensed in Germany for freight operations: Thereto: • difference between federal and non-federal railways according to Railway Act (Allgemeines Eisenbahngesetz, AEG); • high number of non-federal Railways (230) in the freight transportation sector • not all RUs owning an operating licence do operate freight transportation

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Federal Railways Non Federal Railways (01.01.2004) (01.01.2004) Licenced RU 30 298 Freight Transportation 19 230 Passenger Transportation 28 228 Licenced IM 5 174 34 336 Railways Total 370 Table 2.1 - RUs licensed in Germany for freight operations

The four largest long-distance players in freight operations in Germany are: • Railion Deutschland AG (Stinnes-Logistic/Deutsche Bahn Group) • TX Logistik AG • SBB Cargo GmbH (in co-operation in particular with SBB Cargo AG • Rail4chem Eisenbahnverkehrsgesellschaft mbH

2.1.4 Transport in Czech Republic, legislation, trends, aims

2.1.4.1 State transport policy

The Czech government passed Transport policy for 2005-2016 on July 13, 2005. Principles of transport policy are more detailed implemented into two documents: Master plan for development of transport infrastructure and Strategy for supporting regional transport services. Transport policy begins with „starting points“ where is stated, i.e.: „Due to the insufficient harmonization of conditions on the transport market, railway and inland waterway transport is not capable of full integration into logistic chains, which contributes to a growth in road transport and the occurrence of congestion.“ Priorities are as follows: • achieving a suitable division of transport jobs by individual transport modes by ensuring equal conditions on the transport market; • ensuring a quality transport infrastructure; • securing financial resources for the transport sector; • improving transport safety; • supporting transport development in regions.

In freight transport the document supposes that rail transport will focus primarily on quick transport integrated into the logistic process (in connection with public logistics centres), ensuring door-to-door services. Road transport should gradually focus on comprehensively serving areas and, in case of freight transport, on shorter distance transport, where road transport is indispensable. The share of inland waterway transport in transport performance is very low. With respect to transport distances, international transport especially via the Elbe waterway has a future in the Czech Republic. But navigability problems of the Elbe between Pardubice and the state border with Germany in terms of nature and landscape protection requirements must be solved.

Unsatisfactory situation is in logistics. There are about 60 logistic centres connected to more transport modes within EU that were built with support of public resources. It is desirable to support the formation of an analogical network of logistics centres in Czech Republic. The current logistics infrastructure in the Czech Republic is, however, connected especially to the motorway and road network. The biggest concentration of these logistic capacities can be found primarily in the vicinity of Prague or the D1 and D5 motorways, respectively. All these centres

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were established as a result of business activities, they are not a product of any integrated approach. Major customers are served by providers of logistics services virtually by road only because road transport, in contrast to rail transport, has not yet been fully subject to road infrastructure user charging and also because rail transport has not yet been able to adapt flexibly to changing transport demands and requirements for providing higher value-added transport services. A gradual change can be expected in this respect, since: • the growing costs of road transport are starting to be reflected in overall logistics costs; • the unfinished road and motorway network reduces the capacity of road transport and significantly compromises its reliability, the environment and public health, and • the rail transport is capable of improving the quality of services.

Transport policy 2005-2013 proposes measures for achieving given objectives; let us mention some of those that have relation with topic of this study: • to elaborate concept of public logistics centres (PLC) in freight transport, to prepare drafts for creating a legislative framework for the implementation and application of PLC in transport, to select a suitable locations for PLC and to support development of PLC through direct investments, purpose-specific financial aid; • to support combined transport and better utilization of railway and inland waterway transport capacity and support development and implementation of new multimodal technologies and to secure co-financing for combined transport projects and related existing and newly constructed infrastructure; • to optimize the railway network as a whole, … in order to create … lines with preferential utilization for long-distance freight transport …; • to reconstruct other lines included in international treaties (e.g. TEN-T, AGC, AGTC) as well as other major lines with the objective of achieving recommended parameters; • to finish the transformation process in the railway process in the railway sector, demand and check consistent adherence to legal regulations governing non-discriminatory and transparent allocation of railway infrastructure and granting licenses to railway carriers.

2.1.4.2 Road transport

The Czech National Legislation relevant to the traffic of the cargo trucks on the road network is based primarily on Act no. 361/2000 Coll., On Road Traffic as amended. The Act governs in particular the rights and duties of the road traffic, road traffic changes and control, matters relating to driving licences and certificates, and defines the scope of powers and authority of the state administrative bodies as well as the Police of the Czech Republic. The mentioned Act further regulates conditions applicable to the freight transport in terms of the stocking methods, maximal weights and measurements of the cargo, and the loading and offloading methods. The conditions of carriage for the international relations are laid down by the Convention On the Contract for the International Carriage of Goods by Road (CMR). For the Czech Republic it is obligatory from 3. December 1974 in the form of the Foreign Affairs Minister’s Regulation no. 11/1974 Coll. Conditions for the carriage of foodstuffs are laid down by the Regulation no. 61/1983 Coll., the Agreement on the International Carriage of Perishable Foodstuffs and the Special Equipment to be used for such Carriage (ATP), as amended.

Another important regulation in terms of this issue is the Act no. 111/1994 Coll., On Road Transport, as amended. This Act governs the conditions for the road transport operation as well as the rights and obligations of the legal and physical persons with it connected, and the scope

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of powers and authority of the state administrative bodies in this sphere. Applicable to the freight transport is especially part III On Carriage of Dangerous Items in Road Transport, part IV On the International Road Transport Operation, and operation of the road transport on the territory of the Czech Republic by foreign carriers. Just as any other entrepreneur, so must also the owner of a company in the field of freight transport abide by the Act no. 16/1993 Coll. On Road Tax. The Act On the Road Tax further defines the possibilities of tax exemption, which the taxpayers are and the rates, as well as discounts and other adjustments made to the above road tax. To carry on with the activities in the field of the road freight transport, it is necessary to fulfil the requirements stipulated by the Act no. 455/1991 Coll. On Trade Business, which regulates the conditions of the trade business and controls the observance of the provisions thereof.

2.1.4.3 Rail transport

Czech republic is a signatory state of all international treaties, agreements etc., that in some way arrange or organize railway operations. In appropriate manner EU Directives, published by Transport Commission, are applied. Directive concerning interoperability is very important and thus became a part of Czech legislature as a decree of the Czech government No. 133/2005 Coll. An important step in area in railway transport was ratification of COTIF Convention according to Vilnius wording on June 26, 2002. Czech republic was 22nd country of 39 then, where ratification procedure was successfully completed.

Significant change took place in sector of railway transport in 2002. Following the Act of the Czech Republic No. 77/2002 Coll. on transformation of Czech Railways, state organization, on 31.12.2002 the Czech Railways, state organization, ceased to exist, without liquidation. On 1.1.2003, two successor organizations - Czech Railways, joint-stock company, and Railway Infrastructure Administration, state organization (RIA) - were established. RIA has taken over management of the state property mainly represented by the railway infrastructure. It fulfils the role of a rail owner, providing operation, operability, modernization and development of the railway infrastructure. It allocates path capacity on a national and regional rail owned by the Czech Republic. Based upon Act of the Czech Republic No. 266/1994 Coll. other licensed railway operators have an open access to rail infrastructure. There is an agreed price for utilizing the rail (see § 24 art. 5 Railway Act). The price is set and collected by RIA. The collected charges are used to cover cost for maintenance and operation of the railway infrastructure and are based on marginal costs. The price for utilizing the railway infrastructure is regulated.

ČD Cargo a. s., a subsidiary company of ČD a. s., was established in December 2007. This step should improve freight services. So far profit from the business was partly used to co- finance passenger services, this practise was often criticised.

2.1.5 Railways – infrastructure management, key authorities with influence on railway operations

2.1.5.1 Netherlands

ProRail is responsible for the infra-management of the railway infrastructure/network, capacity management and traffic control. i.e.: • ProRail is responsible for distribution of rail capacity and for directing trains on the network;

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• ProRail advices IVW (Netherlands Railway Safety Authority) about the accession of rolling stock; • ProRail is responsible for the management and maintenance of rail infrastructure and the stations; • Pro Rail is responsible for planning of revision and extension of the infrastructure, building of rail infrastructure and stations; • ProRail gathers up-to date information about the rail network, etc.

ProRail has to operate within the limits of the public tasks, which are specified in a contract with the Ministry of Transport (MoT). The framework of the relation with the MoT is the management concession. Being a limited company and having a contractual relation with the MoT gives ProRail an independent position. Within the Infrastructure Management Unit technical disruptions (shortcomings) are resolved.

Cross border links: ProRail has close connections with the infrastructure managers along the Rotterdam – Genova railway corridor. These infrastructure managers of Italy, Switzerland, Germany and the Netherlands strengthened their cooperation by developing a management committee and a business plan to develop the corridor.

The Netherlands Railway Safety Authority (IVW) guards, inspects and promotes transport safety on rail. The IVW develops procedures and controls the proper implementation. IVW certifies the operators, the rolling stock and the workplaces. Examples are: infrastructure control, rail tunnels, system control etc., IVW judges upon applications for new rolling stock in line with the expertise reports of the Notified Bodies. IVW provides also the operators’ licences and issues the safety certificates.

The development of the rules of locomotive admission standards has been delegated to the IVW. IVW developed the “Normbladen” that indicate the norms for locomotives. These “normbladen” are published on the Internet at www.ivw.nl.

2.1.5.2 Germany

Infrastructure Managers Authorised infrastructure managers in Germany are: • DB Netz AG (main IM with a network length of about 36,000 km) • DB Regio Netz Infrastruktur GmbH (as part of DB Regio AG) • DB Station & Service AG (administers the stations and charges for their use) • Energiewerke Nord GmbH (quayside railway) • Usedomer Bäderbahn GmbH (100% subsidiary of DB AG)

Deutsche Bahn Netz AG (DB Netz AG) Legal status: State owned, incorporated company 100% subsidiary of Deutsche Bahn AG (German Railways), within Management Board department “Infrastructure and Services”

Tasks: • responsible for the rail network and for the organisation of the entire rail operations • publishes the Network Statement which contains the specific conditions for track access within the overall legal framework

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• responsible for the allocation of capacity (regulated and monitored by EBA and in the future Federal Network Agency) • establishes the charges for the use of rail infrastructure

Note: DB Netz is not responsible for energy supply; this is task of DB Energie GmbH.

Federal Railway Authority (Eisenbahn-Bundesamt, EBA) EBA was both a regulatory and an authorisation body, but as from 1st January 2006 the Federal Network Agency is the regulatory body for the rail sector Legal status: • subordinated to the Federal Ministry of Transport, Building and Housing (BMVBW) • in charge of mandatory regulations on behalf of the federal government There are legal division, installations department, vehicles and operation department and finance department. Tasks and competences covers, i. a.: • Licensing of federal and non-federal railways • Regulating cases of discrimination in network access • Licensing of specific railway constructions • issuing safety certificates as from 30th April 2005 • the registration of new vehicles and operating systems • Handling the funds of the Federal Government for the preservation and upgrading of federal railway infrastructure.

Federal Railway Administration is, too, responsible for safety on railways – there is no separate safety authority in Germany.

The German FRA (Federal Railway Authority) as the regulatory authority of the Railway sector in Germany pointed out that due to a report of the FCA (German Federal Court of Auditors) a major amount of shortcoming have originated through out the last years. This study pointed out that the DB Netz AG as the accountable company is in behind of 1.5 billion € with its maintenance and repair of the rail network. As a cause for that deficit, inadequate qualification of the personnel, a lack of personnel and a small budget is mentioned.

Federal Ministry: Federal Ministry of Transport, Building and Housing (Bundesministerium für Verkehr, Bau- und Wohnungswesen, BMVBW) Tasks and competencies are, i. a.: • responsible for strategically developing of basic policies (integrated transport policy, European transport policy, railway policy) • ensures that the policies are implemented • key aspects of German railway policies: continuation of railway reform, new building and upgrading of federal railway infrastructure, environmental protection especially against railway noise, promotion of side tracks, regionalisation of regional rail transport • represents the interests of the Federal Government as owner of German Railway (Deutsche Bahn AG, DB AG) • regulates by directives and supervision Federal Railway Authority (Eisenbahn-Bundesamt, EBA), a direct intervention is not possible.

Transport Ministries of Bundesländer Tasks and competencies: responsible for supervision and licensing of: • non-federal railways based in Germany

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• non-federal railways not based in Germany concerning operation of railway infrastructure within Germany Note: Transport Ministries of Bundesländer can hand over their tasks all or part to EBA; at the time the EBA exercises the supervision and licensing for 13 Bundesländer (total 16)

Competition authority is Federal Cartel Office (Bundeskartellamt, BKartA) Legal status: independent higher federal authority under the Federal Ministry of Economics and Labour (Bundesministerium für Wirtschaft und Arbeit, BMWA) Tasks: • main task: implementing the Act Against Restraints of Competition (Gesetz gegen Wettbewerbsbeschränkungen, GWB) • BKartA exercises parallel competences on network access with the Federal Railway Authority (EBA). In 1998 the two institutions agreed informally on cooperation in handling competition cases of priority train paths. It was agreed that rail operators would refer disputes on technical issues to EBA, whilst commercial issues would be dealt with by BKartA

Competencies: • BKartA makes decisions in merger control, public procurement law, and acts generally to prevent anticompetitive practices • The power of BKartA is limited to cases, which extend to more than one Federal State; the competition authority of the relevant State handles other cases.

Approval and safety authorization of rolling stock Railway Construction and Operation Regulation (Eisenbahnbau- und Betriebsordnung, EBO) Legal basis: Railway Act (Allgemeines Eisenbahngesetz, AEG) Tasks: • EBO defines technical conditions for the use of railway rolling stock. • It includes authorisation of new or foreign rolling stock and of changes in these as well as the follow-up inquiries at regular intervals (normally every six years)

Approval and authorisation of railway rolling stock is the task of the Federal Railway Administration (Eisenbahn-Bundesamt, EBA) Department 32 (for non-federal, federal and foreign railways). Approval of rolling stock depends on the route and type of vehicle; there are differences between rolling stock used on the TEN Network and other networks

2.1.5.3 Czech Republic

The sector of railway transport is under influence of five main bodies: Ministry of Transport, Správa železni ční dopravní cesty (RIA – infrastructure manager), ČD (Czech Railways), Drážní úřad (Rail Authority) and Drážní inspekce (Rail Safety Inspection Office).

Ministry of Transport of Czech Republic – its activities and competence Ministry of Transport – Department for Railways, Railway and Combined Transport is responsible for the following (among others): • Execution of state administration in matters concerning rails and ensuring the execution of ultimate state supervision and state supervision in matters concerning railways; • Executing the conceptual, norm-drafting, and professional work of a central administration body pertaining to railway transportation routes and railway vehicles; • Ensuring legislative activity in the matter of rail systems and combined transport;

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• Drafting of conceptual plans for the development and modernisation of railway transportation routes and combined transport, in line with the Czech transport policy, and as tied to the development of the European railway network, and dealing with initiatives related to the modernisation and renovation of the railway transportation route; • Assessment and elaboration of opinions on conceptual materials for the development of railways, railway transport and combined transport; • Preparation (discussions of experts) and discussion on proposed bilateral and multilateral international conventions, which regulate co-operation in the sphere of railway and combined transportation across the border of the Czech Republic with another convention party (primarily neighbouring states), the compliance with bilateral international treaties on combined transport (mixed committees), and evaluation of compliance with signed treaties (within the Section’s scope of responsibilities); • Ensuring the work which arises for the country from its membership in the TER project in ECE/UN; • Creation of conditions for the operation of combined transport, including its system support, also in connection to the implementation of international projects as well as work of working committees in matters concerning railways and combined transport.

Ministry of Transport – Department for Railways, Railway and Combined Transport cooperates with (among others): • With the State Transportation Infrastructure Fund (SFDI) and the Section for EU funds on matters concerning the provision of a subsidy for the maintenance and repair of transportation routes of railway operators other than ČD a.s.; • With the Czech Railways ( ČD, a.s.) and Railway Infrastructure Administration (SŽDC, s.o.) management bodies; • With the Authority for Technical Normalisation, Metrology, and State Testing in determining the person authorised for the certification of elements, parts, and subsystems of the railway system.

Správa železni ční dopravní cesty, s. o. (SŽDC) Following the Act of the Czech Republic No.77/2002 Coll. on Transformation of Czech Railways, state organization, on 31.12.2002 the Czech Railways, state organization, ceased to exist. On 1.1.2003, two successor organizations - Czech Railways, joint-stock company, and Railway Infrastructure Administration (Správa železni ční dopravní cesty), state organization (RIA) - were established. RIA has taken over management of the state property mainly represented by the railway infrastructure. It fulfils the role of a railway network owner, providing operation, operability, modernization and development of the railway infrastructure. It allocates path capacity on a national and regional lines owned by the Czech Republic. RIA manages with defined payables and receivables of Czech Railways, s.o., arising before establishment of Czech Railways, joint-stock company

Drážní inspekce The Rail Safety Inspection Office (RSIO) is an independent state body, which investigates rail accidents and incidents and performs state supervision of the whole Czech rail system. RSIO was established on 1 January 2003 in compliance with Act No. 77/2002, and was among the first of its kind in Europe. • RSIO performs state supervision in rail-related matters of more than 900 rail infrastructure and transport operators. It works to ensure that the rail system and its transport are as safe as possible. Its long-term goal is reducing accidents and incidents within the Czech rail system (including railway and underground, tram and trolley bus systems, and cableways). The core objective of the Office is for the prevention of accidents and incidents

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Drážní ú řad The Rail Authority has been established by Section 53 of the Act no. 266/1994 Coll., as amended on rail systems. It is an administrative authority independent from the Ministry of Transport. It is an organisational element of the State with a registered office in Prague. The Rail Authority is independent from the Ministry of Transport and is financed from the state budget through the budget of the Ministry of Transport.

Clients are rail transport operators, railway infrastructure operators etc., keepers of private wagons, railway undertakings and producers of rail vehicles. Autonomy of organisation: the Rail Authority exercises the function of state administration in the matters of rail systems except matters in which the Ministry of Transport or the municipalities are responsible.

The Rail Authority is responsible for issuing official permits for the operation of rail systems and for licensing to railway undertakings. It also issues safety certificates for carriers, for operating the rail transport on the national railway network and regional railway network, driving licence for drivers of rail vehicles, operability certificate of specified technological pressure, gas, electric, lifting and transport equipment and certificates of vehicle operability. The Rail Authority is also responsible for registers of rolling stock, infrastructure and vehicle keeper marking.

The Rail Authority makes the decision when railway undertakings, rail system operator and rail network the infrastructure administrator do not succeed to reach an agreement on matters concerning the manner of railway operation, infrastructure allocation, infrastructure charging, network statement, contractual party’s obligations, and so on.

ČD České dráhy, a.s. is according to Act No. 77/2002 Coll. mainly the biggest passenger and freight operator. Based upon mutual agreement between SŽDC and ČD, Czech Railways conducts other activities, in particular: • ensures operation – e.g. it means that all train dispatchers, pointsmen etc. are employees of Czech Railways; • organization of transport, capacity allocation – in particular to accept requirements of all operators (RUs) for path allocation and to compile timetables; these activities are to move from ČD to RIA during 2008; • ensuring maintenance – the whole railway network is divided into 13 areas with administrations that care of maintenance and common repairs. In particular maintenance of tracks (superstructure and substructure), electric overhead supply systems, signalling, bridges buildings, tunnels etc. These administrations will be part of RIA from April 2008.

2.2 Subjective barriers (as viewed by organizations)

Interview results and the used questionnaire are attached in Annex 3, 4 and in the Chapter 4 Action Plan.

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2.2.1 Barriers as viewed by road and rail transport operators

2.2.1.1 Barriers as viewed by road operators

2.2.1.2 Experience in this field in the Netherlands

The Dutch Road Transport Association TLN does not know „real“ obstacles for road transport to the Czech Republic. The borders are abolished, the toll does not give special problems and the future 48 hour working does not give problems because of the distance NL-CZ. General obstacles, which also count for this trace, are the increasing congestion and enormous growth of cargo transport, shortage of drivers, the strict environmental requirements and the introduction of environmental zones in some cities. The last one is not really an item in the Netherlands due to the age of the fleet.

Let us mention giga-liner heavy duty vehicles (HDV). Giga-liners are admissible and some 162 giga-liners have already been in operation in the Netherlands for several years. The traffic ministry there concluded in 2005 that giga-liners are, if anything, contributing to overall traffic safety because they help reduce the number of vehicles on the roads. Now a discussion has taken place whether to decrease maximal weight limit from 60 tons down to 50 tons due to state of some parts of road infrastructure, esp. bridges. From the point of view of this study giga- liners are not a competitive factor for railway because they are not allowed in Germany and Czech Republic so far.

2.2.1.3 Experience in this field in Germany

Due to budget and time constriction no inquiry was conducted. Yet no substantial barriers are known, what can be said is that German truck operators always complain that their labour costs are much higher as for the competitors from Eastern Europe. Several German states are presently conducting trials of so-called giga-liners. These consist of a tractor-trailer towing a second large trailer, for a combined length of up to 25.25m (82.8ft). Costing little more to purchase and operate than conventional tractor-trailer rigs, each giga-liner can transport 50% more cargo. Transportation ministers are hoping this could help unclog Germany’s autobahn network. On long-haul routes, giga-liners could reduce diesel consumption per ton of cargo by almost 1/3. In addition to reduced CO2 emissions and dependence on foreign oil, reduced overheads should permit profitable operations without jeopardizing traffic safety. On the other hand it is necessary to say that International Union of Combined Road-Rail transport companies UIRR and Kombiverkehr from Germany have quite different opinions. Increasing length and weight limits would bring negative consequences. A study conducted by TIM Consult brings conclusion that it would have harmful effect on combined transport, shifting freight form rail to road, with increasing of road congestions, negative impact on environment and worsening of road safety. It can be expected that 55 % of goods that are carried by combined transport would be carried by road only. Road traffic would increase by 24 %. To operate giga-liners free is in contradiction with principles of European transport policy.

2.2.1.4 Experience in this field in Czech Republic

In Czech Republic we can identify following barriers or „hot issues“:

Time bans are following: for vehicles > 7,5t on Sundays 13–22 + during vacations on Saturdays 7–13 and on Fridays 17-21 on motorways and 1st class roads. A proposal of Ministry of

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Transport for enlarging the ban on Fridays 14-22, on Saturdays 7-13 and on Sundays 7-22 all year is under consideration. Road operators strictly disagree pointing out that in many other European countries there are no time limits; they are viewed as a relic. Proposed enlarging would heavily harm the business. Another opinion is that these bans should but unified within EU.

Lack of drivers : this problem is emerging in last years and all road-haulers must tackle with it. It is recommended to improve working conditions and image of this job. Another proposal is a recruitment of drivers from other East European countries – new EU members.

Lack of parking places : an estimate is that about 2.000 places are missing only on motorways. If time limits were enlarged, this problem would be even bigger. Drivers must stop and take a break according to law but there are no „rest areas“ in the vicinity of motorways and 1st class roads. This problem emerges especially on Friday when trucks and lorries return to the country.

Tol l: is not viewed as a particular barrier for vehicles > 3,5 t on motorways and selected sections of 1st class roads. Some politicians want to enlarge the toll duty to 2nd and 3rd class roads. Road operators strictly oppose to this proposal.

Pressure of foreign competition : concerns mainly middle and small road-haulers, which struggle to survive. One way how to survive is to join – there is successful project Truck Alliance, conducted under auspices of Economic faculty of South-Bohemian University.

Others : HDV (Giga-liners) – not allowed in Czech Republic and their introduction is not on an agenda now. From one source a slow reaction of operators in the beginning of the week in The Netherlands was mentioned.

In general: Road operators are oriented to offer the shortest delivery time from a sender to final destination while a total price for transportation including transhipment and „to-house“ delivery must be competitive and must create an adequate profit. Usage of terminals or combined transport is not a priori excluded nor there are any prejudices against it. But a source points that to prepare a contract with railway is time-consuming sometimes and there is lack of some demanded series of freight wagons.

2.2.2 Barriers as viewed by rail operators

2.2.2.1 Experience in this field in the Netherlands

Based in interviews, following barriers were identified: Safety aspects - signalling Currently many different types of signalling exist on the corridors, at country level, but also within one country: NL: ATB EG, ATB NG, ATB ++, ETCS BRD: INDUSIE, ETCS CZ: AB, UOAB, elder systems with two-aspect signalling This is a well-known topic, but interferes heavily the cross border railway operations. Most international locomotives have both the Dutch and German safety system on board. The advantage of also having the Czech system on board would make it possible to use the loc also in Slovakia and Hungary. It is not only expensive to build locomotives with all these safety

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systems on board, physically the loc can not accommodate all these different systems, there is lack of space to equip the loc with the required transmitters.

Drivers Language barrier: Crossing the NL-German border no obstacle anymore. Most drivers can speak Dutch and German. However fewer drivers speak German and Czech. Optimizing working time: missing slots does not only makes that the train is running late, it also means that the driver should start later; however the driver has only a limited working day. It is not possible to make a shorter trip, once started the trip should be completed.

Traction supply Different traction supply between NL (1.500V DC), Germany (15.000V AC) and CZ (3.000V DC / 25.000V AC), but also within CZ. This explains partly the popularity of the Diesel locomotives. Diesel locs do not have to be changed at the border or need adopters if they have interoperable safety systems on board.

Delays Delays do not only harm the single train load, it directly influences the company results, as it is impossible to catch up. So the delay not only has consequences for the customers of the delayed train, it also means that you miss income of the missing train. However there is a conflict of interest between the occupancy of the train and the punctuality. Some operators wait for additional cargo and accept a delay.

Terminals Terminals function optimal 80% occupancy. Higher occupancy leads to overloaded terminals and extra handling costs to load trains. Especially Intrans is at the top of its capacity (170.00 TEU) and not open for new operators. Terminal loading and unloading delays makes that the rolling stock is less utilised and leads to loosing slots. However compared to the container handling to inland shipping it is said to be better.

Locomotive • Investing in new locomotives: Some operators are afraid that the new ordered multi system electro locomotives, which have also the safety system and traction supply of the Betuwe Line, cannot be used coming months on the BetuweLine, because the Bombardier ECTS system is not yet approved by the IVW. ITL, and other operators, made quite some investments, after quite some pressure of V&W to have the locomotives ready, but now the authority is not ready. ITL is afraid that the Bombardier safety system is less accepted than the Alstom and Alstom locs will get priority. • Subsidy: Not all operators are familiar with Dutch or EU subsidy to install the ECTS safety system. • Approving locomotives: The procedures of approving locomotives are very time consuming and cost a lot of money and efforts. Especially as each country has its own procedures. • Changing loomotives at the CZ/German border: The mutual trust between CD and ERS makes that the trains are only checked at departure and at the arrival, and these checks are not necessary at the border. This saves time. The same applies for Railion locos class 180.

ČD Monopoly Although most operators are content about the cooperation with ČD, there is not really any alternative in CZ; nor for transport nor for handling. This (quasi)monopoly is nearly impossible to bypass, because for Dutch/German operators both the locomotive and the driver only can

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pass in a few cases the border due to different safety system, traction supply, loc recognition, driver license, etc (these different topics are individually dealt with above).

Moreover the distances in CZ are quite small, especially to Melnik. Not changing locomotives at the border would decrease interruptions in the trajectory.

Congestion Dutch/German border crossings: Recent extensive construction/maintenance works contributed significantly to delays, which seriously disrupts round trip continuity. In the TREND report on Corridor D the average processing time for border crossing procedure (according to schedule) is mentioned:

Table 2.2 - Activities in Dutch/German crossings (TREND, deliverable work package B2, page 104)

Additional aspects mentioned in TREND report on Netherlands/Germany border crossing (Corridor B-West and Corridor D): • The Infrastructure Managers criticised that the border staff did not communicate sufficiently and suggested regular meetings; • In some cases locos are still changed because Alstom and Siemens locos are not compatible and an upgrade is regarded as too expensive by Railway Undertakings; • There are only 3 tracks for interchange purposes in Emmerich (but used for national trains as well).

Imbalance of the cargo flow Some operators have full loaded trains NL-CZ, but have only 50% occupancy rate on the return leg. Low-level exports from CZ to NL prevent those operators to increase the services.

Small items Safety vests are orange in Germany, will be orange in NL and yellow in CZ. Loc front should be white/yellow in NL and all colours in Germany/CZ.

2.2.2.2 Experience in this field in Germany

Temporary limitations on the infrastructure Documents published in the internet: Information on line construction is available on Internet. DB Netz AG publishes weekly by mail and fax and monthly in book information about lines subject to speed restriction. An electronic information system would greatly facilitate operations. This information is considered clear but not complete.

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Other observations made by RUs • DB Netz AG’s online information is not suitable for train path calculation, because of a lack of information on ongoing construction works and on lines subject to speed restrictions • A real time allocation map/plan of train path use would be desirable for improved interaction between RUs and IMs in the train path planning process. • One German RU thought the online information of the Austrian Federal Railways (ÖBB) better than that of DB Netz AG • Complete online information is available only in German, information in English is fragmentary. • It has been stated that one main impediment for an increase of the services between Germany (or the Netherlands) and the Czech Republic is that on several Czech lines modern AC locomotives are not allowed to run, because they interfere with the “clear track signalling system” that is used on railways in Czech Republic (a different frequency in track circuits). These systems should be replaced by modern systems as soon as possible, because there is a severe lack of (old) locomotives, which are compatible with the old system. It has been mentioned by Railion that CD Cargo a. s. has ordered locomotives at Skoda, which should be compatible, but this has not been proved so far and it is not clear when these might be available. Railion would be in the position to re-equip several locomotives 189 for the additional use in the Czech Republic, as soon as the “clear track signalling system” has been replaced. • it was reported by one RU that at the moment DB companies get a 9% discount from prices for supply of traction current, whereas other RUs get 1% at best; DB Energies quantity discounts that starts at a high level may be discriminatory and indeed a Frankfurt regional court judged them to be so in January 2005. However a higher court decided that such a quantity discount was allowed

Other observations from various sources; this could be personal opinions or more general supported observations

More general supported observations: • The growing demand for traffic services led to capacity bottlenecks in the rail and road network. These appear in locomotives, rolling stock (particularly special wagons) and drivers. On local spots trains could not be cleared in time. • Generally a major amount of construction sites in the rail network caused speed restriction sections that led to an increase of costs and to a decrease of capability in the rail network. • The continuous rise of the transport quantity caused bottlenecks at important intersections, terminals and ports. This affected the on-time departure performance in a negative way. • As a cause for the lack of punctuality the intermodal operators mentioned a high increase of shipped goods and a major amount of construction sites that caused speed restriction section on the network. • The amount of transported goods between German terminals for inland transport and terminals in the Czech Republic has risen in 2006. Different intermodal operators have shown their interest to enter the market, but they consider intermodal transport - despite increasing fare in the border crossing road freight traffic - not yet fully competitive. • Higher velocities and operating cycles of passenger traffic lead to decrease the availability of the main tracks for freight traffic. Separated freight traffic tracks do not exist. In most cases the possible distributed load is not enough, to allow an efficient utilization.

Personal observations, mostly supported by the private operators: • Free accessible, public transhipment centres connected to the rail network are barely existent due to insufficient connections to railway network.

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• While the route allocation is mostly free of discrimination, the collaboration with the DB still bears some problems, e.g. with the accessing to shunting yards or garages. The access should be neutral to all potential users. At the moment there is a difference between DB companies and other companies. • Notwithstanding a rising demand and there from resulting local capacity bottlenecks, the inter- and intramodal competition intensity remained high in the year 2006. This is reflected in a continuous pressure of prices, i.e. decreasing fees for traction services. • Private rail enterprisers increasingly criticize the condition of the German rail infrastructure. They say DB Stock Corporation neglects the maintenance. • Customers tolerated delays in intermodal services in 2006 because of the also existing bottlenecks in road freight traffic for deliverance on schedule.

Thereto: To eliminate the above mentioned lack of maintenance DB infrastructure has started several large maintenance projects, which will last for a longer time and which especially hinder the current operations in the section around Dresden and towards the border. This leads very often to significant delays and/or re-routings, which not only leads to delays but also increase the respective costs (operating costs e.g. energy and rolling stock). As soon as the German infrastructure has made up the delay in providing appropriate maintained infrastructure on this corridor the capacity is basically sufficient. But there are certain bottlenecks that could only be eliminated by building additional tracks. For some sections (e.g. the following section from the Betuweline to Oberhausen) these extensions have already been agreed, for some others (e.g. Minden – Hannover, around Leipzig) the problems are known but there are no agreed solutions.

Border crossing bottlenecks as impediments One of the main current impediments for rail freight traffic on Corridor C of TREND results from border crossing operations. Nevertheless as far as D ěč ín/Bad Schandau is concerned, cross border performances has been rated as good. The involved Railway Undertakings provided adequate data, as stated in following table.

Border Processing Included activities Remarks time per train Germany/ 40 - 60 min Operational activities: on German side trains are Czech Rep. PVG data input operated by ERS (D ěč ín hl. if necessary, change of loco further activities and time nádr. or D ěč ín driver need in case of customs východ) commercial inspection, clearance (only for goods to RID inspection, district of the DECIN make out the list of end owner, cross border performance acceptance of the train, checking rated as "good" documents, generate Wagon list, hand out documents to engi ne driver Technical activities: loco change, if necessary brake test, generate Brake sheet, technical inspection

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Border Processing Included activities Remarks time per train Germany/ 5 min no activities, only handing over only for intermodal trains: Czech Rep. instructions for next run and transport, technical and (D ěč ín hl. changing loco-drivers RID confidence nádr. or D ěč ín Railion locos going through východ) Germany/ 20 min in case that loco is changed, Czech Rep. simple brake test must be done (D ěč ín hl. nádr. or D ěč ín východ) Germany/ 90 min no “confidence”, all operational it applies for transit trains, Czech Rep. and technical activit ies must be e.g. to Slovakia or Hungary (D ěč ín made východ) Table 2.3 - Average processing time for Germany/Czech Republic border crossing procedure (according to schedule)

Railion has stated that the joint disposition centre with CD Cargo a. s. is in operation and that besides minor coordination problems, which occurred due to the separation of between the operator and the infrastructure in the last time, it has started successfully. The number of “trust trains” has been increased and in the meantime nearly all trains are operated on technical trust. Processing of consignment notes and other commercial handlings are limited to special trains (e.g. hazardous goods) and single wagonloads. For more from TREND see next chapter.

2.2.2.3 Experience in this field in Czech Republic

Capacity: In general only lack of capacity in particular sections and border crossing stations are mentioned, some legislative clauses or administrative regulation are viewed as restrictive, in the concrete: Extensive administrative procedures resulting from Czech Act no. 353/2003 Coll. on Consumer Tax when goods are transported between tax storage areas in CZ and NL, esp. in case of ethylalcohol, antifreezers etc. Getting permission to run block train had been complicated and time consuming, but the procedure changed in December 2007 and it goes smoothly now so it is not an issue any longer.

Cross-border operations: Czech – German agreement concerning cross-border operations define all technical and other specifications including particular classes of locomotives that are allowed to enter territory of each country (i.e. to Bad Schandau or to D ěč ín). But there are experiences that locomotives, which are agreed on Cheb / Schirnding and Domažlice / Furth im Wald crossing lines were not allowed to haul the train to Bad Schandau. It seems illogical to the operator. Note: These agreements are arranged between SZDC (CZ Rail infrastructure manager) and CD (Czech Railways) on Czech side and DB Netz on German side. There are a frame agreement between CZ and GE and supplemental agreements for every particular crossing point. Any railway operator that wants to have its locos on a list has to do this by means of One Stop Shop

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(OSS). One of main tasks of OSS is to enable access to railway infrastructure for every authorized operator.

Access to terminals: A RU (not ČD) can haul a block container train to a terminal railway station but the same RU cannot do the final leg – i.e. to haul the train from the railway station to the container terminal – because the company that owns and operates the terminal does not give a permission for it. And for Czech Railways to make this final leg alone is not profitable enough so ČD refuses to do it.

ČD Monopoly There are some opinions that ČD has monopoly in Czech Rep. An operator from Slovakia has filed a complaint that ČD misuses its monopoly position. Office for Protection of Competition is solving the file; a verdict has not been issued yet. To prove allegations like is difficult. New operators want to get a share on freight transport market and it is not easy in stabilized market environment. And incumbent Czech Railways, as a big player, has advantages – e.g. when a locomotive has a failure it is no big problem to substitute it for another.

Others In general can be said that to start a RU can be done smoothly, there are no legislative or administrative obstacles and railway freight market is liberalized. There are a few RUs in Czech Republic; in addition to Czech Railways important operators are Viamont Cargo a.s., OKD Doprava, a.s. and Unipetrol Doprava a.s.. Minor operators are Slezskomoravská dráha a.s., ODOS (Ostravská dopravní spole čnost a.s.) and Argo Group a.s.. Other small operators exist but these operate only on sidings in big factories, mines etc, not on state railway network. Above-mentioned operators operate only within Czech railway network, international haulage is done in cooperation with other foreign operators (ITL Dresden or rail4Chem). Transported goods are often damaged (due to shunting in marshalling yards or to theft).

Trend report information on the German/Czech border crossing The main border problems, leading to this time loss can be assigned to the following groups of impediments:

• Different technical/infrastructural railway equipment (current systems, signalling systems. The different current systems require multiple loco changes (multi-system-locos are not available or only exceptionally used at present). • Missing operational co-ordination and administrative problems on the two sides of a border. Because train passing is not based on the rule of mutual trust in most cases, a technical examination of the train is done on both sides of the border.A lack of co-operative rolling stock and personal dispatching: – Common loco dispatching is still an exception and mostly restricted to multisystemengines. More rare is the interoperable employment of loco drivers. Apart from Railion/CD Cargo, where loco drivers are changed on all Corridor C cross border stations.

Quick improvement – without long term and expensive infrastructure and technique measures – of the current situation could be reached for example by consequent mutual train trusting. Electronic data interchange (for customs clearance as well) could also provoke great effects; however, short-term realization prerequisites dedicated hard- and software conditions which are not yet fulfilled within all Corridor C countries. To improve flexibility of personal dispatching the European engine driver license, as implemented by ÖBB, is a step forward, too.

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In addition to loss of time, border crossing activities also require considerable infrastructure resources and costs. Within the border stations the following infrastructure resources are provided for interchange purposes:

Table 2.4 - Number of tracks for interchange purpose in crossing stations between Germany/Czech Republic

Other infrastructural impediments for rail freight quality

Other infrastructural impediments mainly concern the lack of capacities and operational quality within the stations/nodes or along the lines. These handicaps make it difficult or even impossible to acquire additional rail freight traffic on the corridor. Furthermore they lead to expensive operational modes – especially within the nodes – which increase the total costs and deteriorate the market position of rail freight traffic. Next Figure shows the current infrastructural impediments within the stations and lines on Corridor C, as stated by the Infrastructure Managers.

Table 2.5 - Other infrastructural impediments for rail freight quality in Germany/Czech Republic

Exchange of data and transport documents As shown in the next figure, data exchange with rail production systems and exchange of wagon list is done via HERMES interface between Germany and the Czech Republic.

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Nevertheless, in most cases this transport document is exchanged via fax (from Germany to the Czech Republic) or exclusively (Czech Republic to Germany/Austria). However, operational tests for electronic data exchange are currently in progress, especially by CD.

Table 2.6 - Exchange of data and transport documents between Germany/Czech Republic

The Hermes tool for Electronic Data interchange is developed by the UIC and used only by the incumbants. Rumours go that it is outdated.

2.2.3 Barriers as viewed by forwarders, terminal and combined transport operators

2.2.3.1 Experience in this field in the Netherlands

Cargo There is more cargo currently available than traction. Both ERS and Intrans are full booked. Even with fixed financial commitments the traction is not guaranteed to third parties. There are too limited, especially independent, services and operators.

Terminals: There are 2 terminals in Prague: • Metrans owned by HHLA, focused on Hamburg and not open to other operators. 70% of the continental transport is handled in Metrans. • Intrans: very limited capacity and in the middle of the city. Some Dutch operators can use this terminal, whereas others cannot be served at this terminal due to lack of capacity. Plans for replacing the terminal are foreseen, but currently blocked due too administrative and political procedures. NYK was running on Intrans but had to change to Lovosice.

Other terminals: • Melnik: operated by Maersk and mostly dedicated to ERS • Lovosice: This terminal is 60 km outside Prague and missing “hinterland”. The positive thing is that this terminal is public – open to every operator.

On Dutch side: • Rotterdam lacks competitive rail terminal facilities. Principally there are only the ECT/RSC terminals.

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Punctuality The infrastructure is full. For example in Germany there are 3000 minor and mayor maintenance projects foreseen in 2007. Moreover the rolling stock, drivers and train paths are optimally used. All flexibility and reserve capacity is used. Small disturbances lead directly to lost train paths and delays in the whole corridor. Delays are most often in the areas around the border. Most delays are due to track maintenance. Often the operator does not know in advance that track maintenance in planned as this information is forwarded to the traction providers and not to the operators. A more “pro active” attitude of ProRail in this respect would make it possible for the operator to anticipate and change the planning. As most operators are not a contract partner of ProRail, (because they are not the traction provider) they are not a discussion partner either.

Dutch custom procedures Rotterdam customs operation viewed with suspicion (relates also to recent implementation of sharpened procedures) Moreover the RTO status makes that it is not possible to load the train last minutes. All documents should be dealt with 6 hours before departure.

Czech customs procedures Customs are no problem since CZ is EU member and T1 document is accepted.

Railway Culture There is difficult cultural acceptance of changing procedures in railways. Especially the incubators face these difficulties.

Number of operators: In the interviews some shipping lines expressed that they preferred to have their own or a neutral railway operator. It is said that railway operators owned by other shipping lines can trace their client’s information easily. With this information it would be easy to contact the client with a better offer.

Again it is said that the former ERS position was both a blessing and disgrace. They started the CZ connection, what was the blessing. The disgrace was that other shipping lines did not use this line and without the Maersk container flow it was impossible to operate a container line. Only recently the container flow to CZ was heavy enough to start new services without the Maersk containers

Rolling stock Lack of traction providers within NL private rail sector, leading to lack of wagons, locomotives, experienced personnel – Railion is too dependent on German mother company policy and politics. The wagons have also sometimes technical failures, what makes that the load cannot be optimized. Nor is it possible to have an extra wagon on the train at the last minute. Currently there is a trend to have more and more own wagons, as these are better maintained and have less technical problems

Image Rotterdam Among the reasons for this, Czech freight owners have positive view of Hamburg as natural gateway to/from CZ market. Among the reasons a much more robust marketing exposure for/by Hamburg rail community. Moreover when the recent unrest in the Port of Rotterdam and the ECT congestion are taken into account, potential Czech exporters do not easily tend for Rotterdam as preferred gateway. However this is only additional information, it is not a barrier for railway connection CZ-NL in a sense of this study.

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Fragmented interest There is a fragmented interest of the market - each shipper, shipping line, forwarder, and consignee etc referencing own internal need in place of a mutual focus

Small items It is said that Railcargo has the highest theft risks over all transport modes.

2.2.3.2 Experience in this field in Germany

For more information see 2.1.2.2

2.2.3.3 Experience in this field in Czech Republic

The following problems are pointed out in the results of a survey: • It is stated that while in Europe the continental carriage amounts to approx. 60% and the share of carriages from and to the seaports approx. 40%, the share of the seaport carriages in the Czech Republic is clearly dominant, as the share of the continental carriage after termination of the carriage Ro-La Lovosice – Dresden is practically nil. The situation has begun to change somewhat with the commencement of the carriage line Lovosice – Duisburg and Lovosice – Hamburg Billwerder. However, the state subsidy is valued as being insufficient. • The state program titled “The combined carriage subsidies for 2006 – 2010“ is not being adhered to. Earmarked in 2006 was 0,6 mil. CZK, and no money in 2007. Without the state subsidy intended to reduce the initial loses, i.e. loses of temporary nature incurring during the first 2 to 3 years, and in the absence of the road carriers’ investment support, the development of new lines will be slow or nonexistent. This program does not give preferential treatment to the combined carriage lines over the road semi-trailers’ and exchangeable trailers’ carriages. • The road carriers are not equipped sufficiently by the necessary technology (in relation to the fulfilment required by the program). • The Czech road carriers cannot execute collection and distribution of consignments abroad, for instance in Germany. This cabotage is not permitted due to the EU admission agreements. • For the operator which does not own a terminal, accessible freely are only the terminals ČD DUSS Lovosice and TSC Lovosice. DUSS Lovosice terminal has an advantage – it can be enlarged, if necessary. In Moravia, there isn’t accessible one single public terminal. The capacities of the remaining terminals are fully used by their owners, and without allowing access to other operators (apart from insufficient capacities they also represent competition). The terminal ČSKD Intrans in P řerov is partially used by other operator. DUSS terminals are used in Germany, which are neutral and accessible to all operators. • There is dissatisfaction with the trains’ timeliness – especially in relation to the DB Railion – problems are being experienced with the locomotives and the personnel. Mentioned also is the low exactitude of the Railion workers at the Netherlands railways’ dispatch stations, and constant price increases. • The same rates’ level for the usage of the rail carriage route for the combined carriage lines of the continental type with carriage of the road semi-trailers or exchangeable trailers with lines to the seaports. In addition these rates are high in comparison with the road tollage and reduce the competitiveness of the railway.

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• ČD Cargo a. s. does not own any wagons suitable for carriage of the road semi-trailers (so called pocket wagons) and the number of the ready-to-operate container wagons is also insufficient. • The problem lies in incorrectly loaded containers in Asia, which exceed the weight limit of the road vehicle axis.

Carriage reliability (route adherence) It is stated that if the train arrival is delayed, the delay usually does not exceed 2 hours: The usual reason for this is the ports’ capacity overload. Own investigation, showing comparison of the actual arrival and departure times at the railway station Praha-Uh řín ěves during one-week period:

Deviation from the set down On arrival On departure time Lead bigger than 2 hours 4 1 Lead 120 – 60 minutes 2 0 Lead 60 – 0 minutes 2 3 Delay 0 – 60 minutes 5 9 Delay 60 – 120 minutes 1 6 Delay greater than 2 hours 3 0 Table 2.7 - Deviation from the set down time in Praha – Uh řín ěves railway station

From the above it is evident that the variance at departure is small; the trains depart within the time span of –60 to +90 minutes against the planned time. On the arrivals the variance against the planned time is much higher. Note: data in the table concerns container trains to/from German ports.

Others: Mr. Bernhard Kunz, CEO of Swiss intermodal operator Hupac, expressed interesting ideas on Logistics Forum 2007 in Basle. Despite he was talking in general, his thoughts can be applied for The Netherlands – Czech Republic corridor as well: • He attributes Hupac´s success at least in part to the fact that it has remained independent. Hupac, ERS and RailLink are the only independents left. E.g. Kombiverkehr is owned half and half by DB and various forwarding and logistics companies, but nearly 90% of the wagons are owned by DB, so it can’t be truly independent. Hupac by contrast owns its wagons – it is very important factor. • When an operator has its own terminals and IT – as Hupac does – it is a big advantage over other private operators. • A big advantage is when only one traction provider can be contracted for each route, end-to- end. It is big improvement in quality of service. Hupac currently employs six traction providers: SBB Cargo, Railion, Trenitalia, rail4chem, FNC and DLC. • There is a direct correlation between the market share occupied by incumbents and growth in rail freight. Where there is competition, there is growth. At one end of the scale is France, where the incumbent (SNCF Fret) has almost 100% of the market and rail freight is decreasing. At the other end id Britain, where smaller private operators account for 30% of the rail freight market and overall performance in tonne km’s leapt by 70% in the 10 years to 2004 and The Netherlands, where growth was nearly as high with 25% market share for the private operators. • Another factor for successes is a smooth homologation processes. But instead of simple non-discriminatory processes for homologation and certification on a Europe-wide basis with

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neutral, independent agencies, in reality there is everything from a European system (RIV) to national and even local procedures, which is time and money consuming. • There is a big shortage of terminal capacity in general, not only in Italy but also in the Netherlands, Belgium and Germany, which is partly due to resistance by incumbents (as SNCB, NL, DB) and partly because of local political opposition. • Reasons to be worried: lack of political support, infrastructure that is not always neutral, high entry barriers, high risks for small operators and national laws protecting incumbents instead of neutral arbitration for cases of discrimination.

2.3 Fees for using transport infrastructure

2.3.1 Costs of access to the road network

2.3.1.1 Netherlands

In the Netherlands no toll, motorway coupons or other fees exists now. Yet government bodies are considering an introduction of toll recently.

2.3.1.2 Germany

Toll collect: automatic charging system for fees to use the motorway in Germany. The union increased the charge rates for the German HGV (heavy goods vehicle)-toll since 1st of September 2007. The Charge rate increased about 1,1 Cent/Kilometre to 13,5 Cent/Kilometre per driven kilometre in average.

For this reason the following Charge rates per kilometre arise: For vehicles or vehicle combinations with up to 3 axis the following charge rates arise: 0,10 Euro for Category A, 0,12 Euro for Category B, 0,145 Euro for Category C.

For vehicles or vehicle combinations with up to 4 or more axis the following charge rates arise: 0,11 Euro for Category A, 0,13 Euro for Category B, 0,155 Euro for Category C.

2.3.1.3 Czech Republic

In accordance with Act No. 13/1997 Coll., on roads, in wording of Act No. 80/2006 Coll. and other regulations since January 1, 2007 vehicles weighing 12 tons or more are not obliged to have a vignette; instead of it they have to pay a toll on defined parts of road infrastructure. Calculation of a toll is based on multiplying tariff rate per 1 km and length of the section in km. Tariff rate depends on: number of axes (2, 3, 4 and more); emission category of motor (EURO 2, EURO 3 and higher). Rates range from 1,70 to 5,40 CZK (about €0,065 – 0,208) per km, full scale is available on website of Czech Ministry of Transport.

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Vehicles weighing less than 12 tons are obliged to have a vignette when they use motorways. A price for the vignette with validity one year is 900 CZK (about €34,6) for vehicles weighing 3,5 tons or less and 7.000 CZK (about €269,2) for vehicles weighing from 3,5 tons up to 12,0 tons.

2.3.2 Fees for access to the rail network

2.3.2.1 Netherlands

The guidelines for infrastructure charging come from the Ministry of Transport (MoT). In this legislation the MoT draws the principles for setting the infrastructure charges as guidance for the infrastructure manager. ProRail developed these access charges in detail in the Network Statement 2008 for the railway infrastructure, except the Betuwe line. The infrastructure manager for the Betuwe line is Keyrail, which has its own Network Statement and prices.

Various user charge components are used to pay for the maintenance costs, which have been distinguished. • The costs of traffic control, capacity allocation, safety, posts, level crossings and telecommunication are charged in proportion to the number of train kilometres driven. • The costs of marshalling and railway yards are charged in proportion to the number of train kilometres. • The costs of use of the overhead contact line and the electricity transport costs are charged in proportion to the number of kilowatt hours used. • The costs of use of the stations are charged in proportion to the number of stops, whereby stations are allocated to various size categories. • The costs of the maintenance of tracks, bridges, overpasses, etc., due to wear and tear, are charged in proportion to the kilometre tonnage driven.

ProRail’s user charging system is based on the pricing principles below. • Tariffs are based on ProRail’s task setting costs. • Tariffs for the services in Service Packages 1 and 2 (see underneath) are based on the variable operating costs of the train service. Point of departure in determining these variable costs is the train service at the current transport volume + or – 5 %. No additional market surcharges have been applied to increase the coverage of costs on the part of ProRail. • Tariffs for the services in Service Packages 1 and 2 are non-discriminatory, meaning that all railway undertakings are charged the same tariff for the same service. • The actual costs will be charged for those services in Service Packages 3 and 4, to which ProRail holds a monopoly.

Tariffs: A user charge is determined for every element of the service packages that a railway undertaking contracts in the context of the Access Agreement. The tariffs consist of basic tariffs, subject to a system of surcharges or discounts.

Service Package 1: Basic Access Package ProRail makes the services in the Basic Access Package available in the 2007 calendar year at a tariff per train kilometre, in combination with a tariff per ton kilometre. • The tariff per train kilometre is € 0,5119 (price level 2007). • The tariff per ton kilometre is € 0,001750 (price level 2007).

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A discount is given on the tariff per ton kilometre, see underneath. Distances are rounded to 0.1 km; distances <5.0 km are excluded from consideration. Train tonnages are measured using ProRail’s weighing systems. Trains that do not pass a weighing point during their trip are settled at an assumed standard train weight. This standard weight is differentiated per railway undertaking and movement characteristic agreed in the Access Agreement, and is generally lower that the actual average weight. Trains that pass multiple weighing points during their trip are settled at the average tonnage measured at the various weighing points.

Differentiation ProRail has the ability to differentiate tariffs for train kilometres and ton kilometres, depending on, for examples, the route section equipment and scarcity of capacity. During the period covered by the Network Statement 2008, ProRail will not apply tariffs differentiated according to equipment or scarcity levels.

Service Package 2: Access to Facilities • Item 2a Use of the overhead contact line The tariff for use of the traction power system and related systems in the 2006 Timetable is € 0.028249 per kWh (price level 2007). The tariff is based on the variable costs apportioned to this service. Included in the tariff are the transport costs charged by grid managers to ProRail. • Item 2b Use of refuelling systems The tariff paid by the railway undertaking to the operator of a refuelling system for use of that system includes the user charge owed by the operator to ProRail. No user charge is due for the loading of fuel on a refuelling platform without making use of the refuelling system. • Item 2d Stabling and shunting of rail vehicles, loading and unloading roads The use of tracks for stabling and shunting of rail vehicle and the use of of loading and unloading roads are charged at € 0.071357 per train kilometre, applied to all trains of the railway undertaking concerned. Before determining a differentiated tariffs and announcement thereof in the form of a supplement to the Network Statement, ProRail will provide titleholders with a draft version of the scheme for consultation purposes.

Service Package 3: Additional Services Item 3a Exceptional transport Additional work to be performed by ProRail for the preparation or execution of exceptional transport is charged in full per instance. This concerns payment for the hours worked by ProRail and compensation of other costs made by ProRail. Item 3b Connections and peripheral equipment traffic control information systems If a railway undertaking wishes more connections to the ProRail systems than are provided for by the Basic Access Package, ProRail will charge on the full costs of the additional connections and the use of the equipment.

Service Package 4: Ancillary Services ProRail charges the actual costs of the services in Service Package 4. The specific price per service will be laid down in the Access Agreement.

Performance schemes ProRail aims to offer performance schemes that are geared to minimising disruptions to train traffic and the availability of the infrastructure, while improving the performance of the railway network. ProRail will harmonise its performance schemes with the European Performance Regime, which will be developed within an international context. These performance schemes may include measures to improve the service provided by ProRail, to reduce wheelset

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irregularities or to promote low-noise rolling stock. Before determining new performance schemes and announcement thereof in the form of a supplement to the Network Statement, ProRail will provide titleholders with a draft version of such schemes for consultation purposes.

Subsidy for rail freight operators ProRail reduced previoulsy from in the infrastructure access charges the subsidy ProRail received of the MoT for railway freight operators. This subsidy made that rail freight operators did not have to pay infrastructure charges in the past.

However the subsidy is reduced and the operators have to pay following in 2008: • Trains not heavier than 275 tons: € 0,811 per train kilometre • Trains heavier than 275 ton and less than 750 ton: € 1,323 per train kilometre • Trains heavier than 750 ton and less than 3000 ton: € 1,346 per train kilometre • Trains heavier than 3000 ton: € 1,438 per train kilometre

2.3.2.2 Betuwe line

The basis tariff per train kilometre for 2009 is € 1,69. The tariff will increase gradually to €2.33 in 2011. Overall the infrastructure manager has more incentivizes indicators in the Network Statement: like missing connections or cancelling of trains. These reduce the infrastructure charges. At this moment there is no English version of the Network Statement.

2.3.2.3 Germany

Track charges Legal basis: Railway Act (Allgemeines Eisenbahngesetz, AEG), Railway Utilization Regulation (Eisenbahninfrastruktur-Benutzungsverordnung, EIBV) In the absence of an independent regulatory body DB Netz AG has designed and operates the track charging system of the federal railway network. The Federal Government’s policy is geared towards recovery of full infrastructure costs

Technical and economic parameters for calculating track charges (including additional fees): The present system is composed of the basic price plus product factors plus possible special factors: Basic price (route category and utilisation), categories take into account the infrastructure characteristics (possible speed, technical equipment) and the traffic density on individual sections of the network. The Fplus category was introduced with the opening of the Cologne-Frankfort high-speed line. The rates for train-kilometres:

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Basic prices for 2007 until the 08.12.07 Basic prices for 2008 valid from 09.12.07 to 13.12.08

Table 2.8 - Fees for access to the rail network in Germany (basic prices)



Basic prices with utilization factor for 2007 until the 08.12.07 There is no specific list for 2008 for track (Table 4) utilization. Table 2.9 - Fees for access to the rail network in Germany (basic prices with utilization)

Product factor train paths are split into passenger and freight traffic products and on-demand train paths; the freight traffic category offers four product factors: express, standard, no load, feeder train:

Prices for freight traffic tracks in 2007 Prices for freight traffic tracks in 2008 Table 2.10 - Fees for access to the rail network in Germany (product factor)

RUs can order on-demand train path (maximum 15% of train-kilometres of their requested standard train paths). If the on-demand train path will be used, the RU has to pay the track charges. If the on-demand train path will only be used partly or not be used, the RU has to pay 10% of the track charge for the not-used part of the train path.

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Special Factors (supplements and rebates): Special multiplying factors for out-of-gauge load: 1.50 requests for special trains: 1.10 special adding factors for freight transport for weight class and axle-load (between 0.11 and 0.93 €/train-km) and special adding factors for passenger transport for tilting technology Regional factors (only for regional passenger transport)

Cancellation and suspension fees:

Cancellation Cancellation of train path up to the 60th day The minimum payment for cancellation before the first day of operation amounts to the price for tender preparation. Cancellation of train path up to the 30th day The minimum payment for cancellation before the first day of operation amounts to the price for tender preparation plus 25% of a track price. Cancellation of train path after the 30th day The minimum payment for cancellation before the first day of operation amounts to the price for tender preparation plus 50% of the price for a track. Cancellation of train path less then 24 hours A cancellation is impossible. The full price for before the first day of operation a track has to be paid.

Table 2.11 - Fees for access to the rail network in Germany (cancellation fees in 2008)

Note: Revenues from track charges do by no means cover total costs before depreciation of the operation, maintenance and interest of the track network. Published figures do not allow assessing, to what extent rail freight is covering infrastructure costs under the present track charge scheme. The last cost assessment was carried out for the year 1997 when rail freight covered less than 16% of its cost.

Access to electricity DB Energie GmbH is the basic German supplier for traction current, as a separate company within DB Services. It now offers a full supply of traction current as well as network access (transmission of electricity from another provider, including use of the catenary). Charges differ according to the time of consumption, take into account recuperation of traction current, duration of contract etc.

Access to diesel Refuelling services are offered by DB Energie GmbH, which owns a network of 210 fuelling stations. As reported by several RUs there are no quantity discounts for diesel fuel. There are no indications by RUs that charging system contains discriminative elements. RUs have the possibility to use fuelling stations of their customers or other companies (instead DB Energie GmbH). For cross border transport RUs can use the fuelling stations outside Germany

Tracking and tracing of freight wagons DB Netz AG offers access to control dispatching system for customers (Leitsystem zur Netzdisposition Kunde, LeiDis-NK) for a fee of 1400 € per month (excl. VAT)

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2.3.2.4 Czech Republic

The price for the usage of the rail infrastructure is determined by the Czech Republic Ministry of Finance (CRMF). The actual prices are laid down in the Assessment of the CRMF no. 01/2007 dated 6. December 2006, through which the List of Goods with regulated prices is issued. This Assessment is published in the Price bulletin, part 15/2006. The freight train rates differ from the passenger trains’ rates, in principle the final price is based on the distance travelled, multiplied by the applicable rate per kilometre. The following rates apply to the freight carriage:

Carriage route operation Carriage route serviceability (traffic control) provision (infrastructure) Rate applicable to rails included in 53,31CZK / trainkm 70,63 CZK / 1.000 gross tonkm the European corridors Rate for other national rails 48,46 CZK / trainkm 58,86 CZK / 1.000 gross tonkm Rate for regional rails 43,61 CZK / trainkm 44,15 CZK / 1.000 gross tonkm

Table 2.12 - Fees for access to the rail network in Czech Republic

The final amount is multiplied by the coefficient of 1,075 if the train is hauled on the electrified line by the diesel locomotives. The mentioned prices exclude the VAT and are the maximal, do not include the cost of driving of the locomotive, cost of the traction diesel or the electrical energy in cases where the electrically driven tractive units are used, costs for the allocation and reservation of the rail carriage route capacity, cost of the train schedules compilation and further specified costs. The traction diesel fuelling conditions or the traction energy consumption is set out in the contract concluded between the carrier and the rail operator.

Discounts applicable to the given maximal prices are published in the Network Statement on railway issued by infrastructure manager SŽDC on the basis of the Act no. 266/1994 Coll. On Railways, and are entitlements if the conditions are fulfilled and must be provably provided to all carriers under equal and non-discriminatory conditions. The following discounts apply to the freight carriage: Reduction for freight carriage grant – on newly acquired carriages the final price is reduced by 25%; Discount for the combined carriage development grant - the final price is reduced by 40%; Discount for the individual wagons carriage consignments’ grant at the rate of 15%.

basic tariff [€] per note 1 trainkm 1 tonkm NL Pro Rail 0,5059 0,001715 DE DB Netz 1,82 – 4,02 in dependence on line category CZ SŽDC 1,63 – 1,99 0,00165 – in dependence on line 0,00264 category

Table 2.13 - Brief comparsion of basic tariffs for access to the rail network in all three countries

Track access fees are a matter in issue in Europe and some railfreight operators fear that track access charges are too high to give a boost to railfreight transport and are thwarting a modal

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shift from road to rail. It concerns mainly Central and Eastern European (CEE) states, as follows from this graph [€ per 1 km]:

Figure 2.1 - Brief comparsion of basic tariffes for access to the rail network in European countries

On NL – CZ corridor fees in CZ are higher then those in NL and GE; on the other hand fees in CZ are lowest within CEE.

2.4 Capacity of the rail network, its allocation

2.4.1.1 Netherlands

ProRail allocates capacity to the operators on an independent basis. Procedure: The following interest must be considered in the decision making process • Maintaining the guaranteed minimum capacities per market segment • Efficient use of the railway infrastructure • The economic interest of the applicants • Minimising travelling times by public transport passenger transport • The allocation of capacity to requests from companies for the first time requesting capacity for freight transport by rail.

When the network is full, ProRail must grant a higher weighting to the interests related to the market segments with higher priority; in that connection, the following order of priority should be employed: • Urban regional public passenger transport • International public passenger transport • Conventional freight transport • National public transport • Heavy freight transport • Rapid freight transport • District and regional public passenger transport • Very high speed freight transport • Private passenger transport

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For 2008 ProRail could not grant all operator’s access requests, because the network is full. However the cargo operators did get their requested train paths, only some passenger operators did not get all their requested paths.

2.4.1.2 Germany

Right of access (description of situation as per 22/06/2005) There is no capacity allocation body: DB Netz AG allocates capacity on its own network Legal framework: Railway Act (Allgemeines Eisenbahngesetz, AEG) • Railway undertakings established in Germany have right of access to the whole network. • Undertakings established in Germany, which assign a railway undertaking to handle the goods transport have access to the whole network. • International groupings have the right of access to the whole network. An international grouping is defined as a joint venture of two or more RUs established in more than one EU Member State, their business activity consisting of cross border transport between Member States. • Railway Undertakings established in a EU Member State have right of access to the whole network for cross-border combined transport between Member States and to the Trans- European Rail Freight Network (TERFN) for cross-border goods transport.

These RUs will get right of access to the whole network as from 15th March 2008 for all types of cross-border goods transport. • Railway undertakings established in a EU Member State or Member State of the European Economic Area have right of access if mutuality is guaranteed. • If mutuality is not guaranteed (see above), access to the network for railway undertakings established in third countries is based on bilateral intergovernmental agreements.

2.4.1.3 Czech Republic

The capacity on national or regional rail owned by the state is allocated by Railway Infrastructure Administration, state organization (SŽDC) - see § 34b Railway Act. The allocator identifies the capacity of line sections separately for each track, according to the specified train traffic organisation. This capacity is in Network Statement published by SŽDC. Allocating capacity is carried out by two main procedures: • long-term allocation, which is taken note when constructing the annual timetable; • one-off allocation, which operates with free capacity left over after allocation following the construction of the annual timetable. The process of long-term capacity allocation is carried out in accordance with the European directives contained in the Railways Act and its implementary decrees. The sequence of the component phases, from the start of construction the timetable to its completion is determined by the ordering: • Passenger transport • Freight transport • other types of trains The participants in the long-term capacity allocation process are: • the railway undertaking – applicant • the railway operator – compiler of the timetable • the OSS (see note) • the allocater.

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Note: European Infrastructure Managers have signed an agreement on a common sales and marketing organisation for international infrastructure capacity called RailNetEurope (RNE). These Infrastructure Managers have set up One Stop Shops (OSS) working as a network of customer contact points within the framework of RNE. For international route requests, the customer needs only to contact one of these OSS, which will initiative the whole international route allocation process. Thus the contacted OSS cooperates closely with the concerned infrastructure managers. The allocator shall be authorized to withdraw a transport route capacity allocated to a railway undertaking in the case that: • it has not been made use of for a period of one month; • it has ceased to comply with the conditions for access to the transport route; • the railway undertaking has repeatedly failed to pay the price for the allocation or use of the transport route during the payment period; • the railway undertaking uses the transport route in a different way from the capacity allocated.

The Network Statement issued by RIA defines detailed requirements for an application for capacity allocation. If the number of applications does not exceed the free transport route capacity, the allocator shall proceed in such manner that no applicant shall have a clear advantage over another. It the number of applications exceeds the transport route capacity the allocator proceeds in accordance with the principles of the process for coordinating requests and priority criteria.

2.5 Availability of necessary equipment

On the basis of the above-mentioned observations it can be concluded that availability of the required facilities fluctuates.

Rolling stock: • locomotives – the traction power supply on the market is sufficient, apart from the main carriers ČD and Railion (see note) the service is also offered by other carriers - for carriages on the axis Netherlands - ČR are engaged ERS and ITL Dresden; • wagons – there is not enough freight wagons of the required series. This applies to the wagons for combined transport, and also generally. The operators that have their own wagons have clear advantage.

Infrastructure: • railway lines – there exist rail sections and rail junctions’ sections objectively lacking capacity, whereby the infrastructure administrators have projects ready to gradually remove these bottlenecks, but in principle, a non-discriminatory access to the rail carriage route is guaranteed only until the capacity is used up; • the combined transport terminals – the insufficient capacities at the terminal are being pointed out from more sides, the owners use the terminals only for their carriage, access to other operators is only possible when reserves are available during the capacity utilisation, in addition to that the other operators are usually taken as competitors and there isn’t any special effort made to ease their situation; • combined carriage public terminals – these terminals guarantee free access to all operators, however their network is inadequate. This mainly applies to the Czech Republic, where there are two terminals accessible by all operators (in Lovosice)

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Ports: • the port of Rotterdam is on the limits of its capacity. Especially the land connections are very much congested: both rail and road. Terminal capacity is lacking. This influences also the freight transport to Czech Republic. The volume of the processed goods on the year-on- year basis is increasing sharply to 94.818 containers trans-shipped in, which represents growth a 44% in 4 years.

Border crossing: • differences between the various electric traction power supply systems and the safety schemes used is a matter of general knowledge, often referred to and criticised; however, these facilities are costly systems inherited from the past and there is no immediate exercisable solution available. Different traction systems can be utilised by the multi-system electric locomotives, or by the diesel ones, which are not affected by these differences. To achieve interoperability it is important to implement the ETCS (European Train Control System); for instance the present status in the Czech Republic is such that the pilot project for verification of this system still has to be carried out. • The extent of the administrative and technical tasks performed at the borders differ in dependence on various circumstances, but if the mutual agreement allows it, performance of these tasks is ignored; • Even though it is advantageous to have one traction-provider which will take the train right up to the destination station, changing the locomotives must not be considered as a major obstacle – if there are no other tasks performed, the change of locomotive combined with a simplified brake test does not take longer than 15 minutes; • There are no comments of importance having to be made in respect of the capacity of border exchange stations or of the activities that are made there.

Note: Railion will apply 26 new locomotives of the class 189 until December 2007, these locos can be applied on track between the Netherlands and Germany and other significant countries. These locos are equipped with a mobile part of the new ETCS system and the other predominant security systems of the countries. Further more these Locos can handle all the different power supply systems in Europe. In total Railion disposes about 90 Locos of that type. Up to now they are applied on the tracks between Germany and the Czech Republic (to D ěč ín).

2.6 Steps currently taken to alleviate or eliminate barriers

2.6.1 International level

Steps that are currently taken to alleviate or eliminate barriers on EU level are presented in chapter 2.1.1. They are in particular: • a support of interoperability by means of newly established European Railway Agency; • further development and support of Marco Polo programme that is aimed at development of combined transport; • continuance of DIOMIS project that is aimed at an increasing of productivity in freight and combined transport; • continuance of Euro SIWAL project that it aimed at support of single wagon loads; • continuance of TEMA project that is aimed to increase development of intermodal transport.

Important programme is RETRACK (REorganisation of Transport networks by advanced RAil freight Concepts). It is funded under the European Commission (EC) FP6 Programme and

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started in May 2007. The RETRACK project aims to contribute to the Commission’s aspirations of a modal shift of freight traffic from road to rail with a market share of 15% by 2020 to achieve commercial viability and contribute to sustainable mobility. The main objective of the RETRACK project is to develop, demonstrate and implement an innovative and market-tested rail freight service along an East-West trans-European corridor. This axis will be composed of a backbone corridor connecting Rotterdam with the Black Sea seaport Constanza in Romania.

TREND programme that have already finished can serve as a contribution and starting point for most of these projects.

Other two important documents on freight policy will shortly emerge from the European Commission: the Logistics Action Plan and a Communication on a European Rail Freight Network. Logistics Action Plan is one of a series of policy initiatives jointly launched by the European Commission to improve the efficiency and sustainability of freight transport in Europe. It presents a number of short- to medium-term actions that will help Europe address its current and future challenges and ensure a competitive and sustainable freight transport system in Europe. The external dimension of all of these actions will need to be considered with a view to efficiently integrating third countries and in particular neighbouring countries into the logistic chain.

Communication on a European Rail Freight-Oriented Network is a major step forward for rail freight. It commits to creating better conditions for shifting freight from road onto rail in the coming years. The European Rail Infrastructure Managers (EIM) have for several years advocated the implementation of simple and practical methods to achieve growth in rail freight. The framework for this is now in place. However in its initial state it does not concern to corridor between The Netherlands and Czech Republic. Line Dresden – Prague – Havlí čkův Brod – Brno – Vienna/Ostrava – Poland is part in defined network but no line in West-East direction in Germany is included, only North-South lines.

Transportations to the East After the World War II there were two modes created in Europe for the rail freight transport, which led to creation of two transport law systems. It was the agreement CIM, which is part of COTIF, and the Agreement on International Goods Transport - SMGS. Transport in the SMGS mode materialised between the countries of Eastern Europe, Soviet Union and other countries (China, Vietnam, Iran etc.). The present situation is such that transport in both modes (CIM+SMGS) can be executed, out of the European countries in Latvia, Lithuania, Poland, Ukraine, Hungary and Bulgaria. Transport only in the SMGS mode can be executed in Byelorussia, the Russian Federation, Moldavia and further post-Soviet countries in Caucasus and the Central Asia. During transport “West-East-West“ it was necessary to execute so called “new consignation“, since it was not possible to use the CIM consignment note for further transport in the mode SMGS and the other way round. This procedure was time-consuming and created various problems. After negotiations between both sides a common consignment note CIM/SMGS was introduced and approved recently and the first trial transportation took place in 2006. Presently the Czech Republic, Bulgaria, Slovakia, Ukraine, Russia and number of other countries have approved the validity of the consignment notes. Carriage volumes between the Netherlands and through the Czech Republic directed to countries situated in the region of the SMGS mode is insignificant, yet attention is brought to this change for the completeness of the report.

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The aim of above mentioned activities is to simplify the administrative procedures, improve utilisation of the existing facilities, improve cooperation between all participating subjects, improve transfer of information and bring about higher usage of modern information technologies. Results of all these activities will certainly contribute to the improvement in the transport situation, especially on the railway, however the main contribution is brought about by investment measures, whether it involves the road and rail infrastructure development, or development of the waterways. In addition it involves investments in construction of new public terminals, new rolling stock, implementation of new technologies – all these are very costly programs, which will materialise mostly within the available means of the individual countries and the individual participating subject, and positive results cannot be expected in months, but rather in number of years. The EU organs will play the coordinators’ role, and the main responsibility will rest on the individual countries.

There is an issue that combines both technical and administrative barriers – a cross acceptance of railway vehicles, especially locomotives and EMU/DMUs. Cross acceptance is the authorisation of locomotives or train sets for use in one Member State being accepted for use in another Member State. Each country has its own agency that bears responsibility for approval of vehicles, above all that vehicles fulfil all local conditions. Therefore demanding and long- lasting tests must be conducted. Different signalling systems and radio-based communication systems must be named first. European Railway Agency knows the situation and maintains that developing methods for cross acceptance is vital for the creation of an internal market in rolling stock in order to help increase competitiveness in the railway sector, a key priority for European transport policy. The research, conducted by Lloyd´s Register Rail studied the cross acceptance processes in six Member States based on the experience of Class 66 freight locomotives (see note). One of its key findings was that there is a limit to the degree of cross acceptance that can be achieved only by harmonizing technical rules and, in addition, recommended taking a risk- based approach centred around the development of safety management systems, incorporating common safety targets and methods. The report recommends that this should be integrated with the development of technical standards for interoperability (TSIs) to allow for alternative solutions that provide the same level of safety. The report points out, too, that the Railway Safety Directive and Interoperability Directive do not form framework for cross acceptance, with each taking a different approach, as a result of the different goals of each Directive. Note: Class 66 freight locomotive has been certified for use in The Netherlands and Germany (among others) and a certification in other countries is under way, but not in Czech Republic in the meantime. This issue is addressed: in Guideline for Cross Acceptance of Rolling Stock – task force for cross acceptance of rolling stock compiled with contributing member states Netherlands, Germany, Slovakia, France, United Kingdom, Italy and Denmark; in communication of the Commision to the Council and the European Parliament: “Facilitating the movement of locomotives across the European Union” – December 2006; and in Directive of the European Parliament and of the Council on the Interoperability of the Community rail system – December 2006. A positive example is Action plan 2006-2010 for rail freight corridor Rotterdam – Genoa that defines concrete measures for mutual recognition of locomotives and all involved countries (Germany, Italy, Netherlands, Austria and Switzerland) closely work on this issue. The method used for cross acceptance is the IRL (international requirement list), which is a project of the working group Task Force Interoperabiliteit (TFI) and have following participants:

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• BAV (Bundesamt für Verkehr) • BMVIT (Bundesministerium für Verkehr, Innovation und Technologie) • DB Netz AG, Technischer Netzzugang für Fahrzeuge • EBA (Eisenbahn-Bundesamt) • IVW (Inspectie Verkeer en Waterstaat) • ÖBB - Infrastruktur Betrieb AG, Operational Standards • RFI - DT - Cesifer (Rete Ferroviaria Italiana S.p.A., Direzione tecnica Certificazione Sicurezza Imprese Ferroviarie) • SBB CFF FFS (Schweizerische Bundesbahnen) The IRL is a joined approved list of demands for locomotives. The IRL includes all requirements of the approval agencies and operators from the mentioned countries.

Following picture makes the working methode clear:

The IRL is a summary of the several lists of demands for both elektrical and diesellocomotives based on several themes. It describes all norms regulations, etc on which the seperate components or the complete locomotive should meet. More information can be found on http://www.rail-irl.eu/(S(qilgo1nnv3l10u45nmxmel55))/Default.aspx

2.6.1.1 Netherlands

There are neither legislative nor other changes in sight for the moment, the development of transport infrastructure continues in accordance with goals of state transport policy. These are mentioned in the National Network Analysis Rail 2007. The transport increase is more than foreseen, especially on rail. To allow this growth frequencies on the railnetwork should increase.

These actions are included in the “Programme Highfrequent Railtransport’. The allocated budget is aproxiamatly €4.5 billion Within this budget rail cargo transport should get smarter routings towards the Betuwe Route and some additional measurements to increase the capacity. One of the focus point of the MoT to improve rail transport is the cooridor approach (as mentioned previously).

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On the corridor Rotterdam- Genoa the renewed action plan of 2006 takes into account to install for ERTMS deployment on corridor Rotterdam – Genoa. Other new actions foreseen include digital coordination. This includes the implementation of Pathfinder, EICIS and Europtirails. Some information on Pathfinder:

Pathfinder is an Internet based communication system for the optimization of the international train path coordination . It is RailNetEuropes' web based tool for processing international timetabling, applicable by all Railway Undertakings and Infrastructure Managers. Pathfinder facilitates the ordering communication and coordination processes within all phases of the international timetabling. Within 2007 the number of train path requests submitted via Pathfinder increased by 94%, compared to 2006.

Pathfinder is open to every Infrastructure Manager and Railway Undertaking. Since beginning of 2006 Pathfinder is free of charge for all customers.

Main Features • Coordination of tailor made paths for annual time table and short term planning • Shop window for catalogue paths • Workflow solution for train path coordination • Documentation of the coordination process • Train composition data for passenger and freight trains • Message system • “In house” workflow • Data import in XML • Data export in PDF, XML, HTML • Definition of stop points based on UIC ENEE • Multilingual, eight languages available right now

Benefits for Customers • Simplification of the coordination process • Reduction of “languages problems” • Increase of the reliability of the coordinated paths • International standardization of the data structure • Availability of international timetable data • Support for the implementation of the EU-Infrastructure-package • More planning capacity for grown demands More information is available on the Pathfinder Website www.pfndr.org

Transport on the corridor Rotterdam – Lyon is increasing since the Memorandum of Understanding is signed between the Ministers of France, Belgium and the Netherlands. One of the most important topics of the MoU is the improvement of the certification procedures for operators, locomotives and drives. Mutual recognition is the common goal. The Inspectorates cooperate to simplify their procedures. The infra managers are cooperating to make their access charges more transparent and to optimize the international train paths. The regulatory authorities cooperate to open the market.

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2.6.1.2 Germany

There are no legislative changes in sight for the moment. The last big change was in 2005. The current legislative system is based on these amendments.

As far as railway infrastructure is concerned, current construction sites are on the Netherlands – Czech Republic corridor in Germany: ABS Berlin – Dresden (construction stage 1): measures to improve the availability, total costs: 359,2 million €; ABS Hannover – Lehrte: Hannover Tiergarten – Lehrte incl. drive through, total costs: 376 million €; ABS Löhne – Braunschweig – Wolfsburg (construction stage 1): form single track to double track, improvement of velocity in this sector: total costs: 118 million €; VDE 9 Leipzig – Dresden: total costs: 1.451 million €; first construction stage: Leipzig - Riesa (completed); second construction stage: Dresden-Neustadt – Dresden Hbf; third construction stage: Riesa – Dresden-Neustadt; Joint: Halle/Leipzig, Magdeburg, Erfurt, Dresden: total costs: 1.823 million €.

2.6.1.3 Czech Republic

No new basic measures are being prepared; the priority is defined by the national transport policy (for more details see Chapter 2.1.4.1) and is being fulfilled in principle, naturally within the constraints of the national budget. New highway sections are being built, bypasses of towns and cities, and rerouting of the 1. Category roads. Modernised gradually are also the rail routes, projects are prepared also for other important rails in addition to those that have been included in the international corridors. Directorate of roads and highways is responsible for the condition and development of the motorways and roads of 1. Category and Railway Infrastructure Administration for the development of railways. The framework of the strategy of the transport network development is presented in the General Plan of Development of Transport Infrastructure issued by the Czech Republic Ministry of Transport.

As it is also evident from the preceding chapter, of the main relevance is the implementation of combined transport development supporting program, which, as it is evident from the survey – is at this stage not being fulfilled in the required extent. That relates also to the fact that it was necessary to resolve whether this support is not discriminatory in relation to the other subjects on the transport market. The committee of European Commission issued recently a resolution, in which allowed the Czech Republic to implement new combined transport development supporting program. The committee did not raise any objections against the program, except a query in respect of the subsidies for the combined transport special railway wagons, where the committee was not sure if the wagons would be used for the combined transport only. After the explanatory notes made by the Czech Republic representative, the Committee acknowledged that the said railway wagons cannot be used for other type of transportation due to their special design features. The Committee then declared the support as conformable with the communitary rules on public subsidy and permitted implementation of the program.

“The aim of the programme is to develop the combined transport and through that achieve a shift of freight carriage from the road transport to other means of transport” said the vice- chairman of the Office for Protection of Competition, Kamil Rudolecký. In view of the fact that restructuring is taking place on many transport markets, it is necessary to create market

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orientated supporting programs for the purpose of taking over the risks connected with the transition from the road transport to other alternative means of transport.

The support will be directed at construction, expansion and modernisation of terminals of the combined transport; for the acquisition of the equipment for the combined transport and to support the new lines’ introductory phase of the combined transport. The support program should strengthen the competitiveness of the combined transport, which should increase its usage. The support will go the recipients, who will be the operators of the transfer areas and the combined rail transport, in the form of non-repayable subsidies. The support might be as high as 30% of the incurred costs. The expected budget for the program amounts to 1,58 mld. CZK for the period 2006-2010, unfortunately allocating of money heavily legs behind the schedule so far.

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3 Selection of the Path and Terminals

Picture 3.1 – Main considered traffic routes between NL - CZ

3.1 Terminals

3.1.1 Summary of actual terminals and their parameters

3.1.1.1 The Netherlands

Shippers will have access to the rail freight systems by: • Private sidings, which enables to load or unload wagons on the industrial sites. • Public loading and unloading facilities offered by the infrastructure manager • Terminals for intermodal transport. In future the so-called rail ports may offer a combination of public facilities for conventional transport and terminals for intermodal transport. At this moment rail ports do not exist in the Netherlands.

For conventional transport private sidings and public loading and unloading facilities are available. The public facilities have no equipment. For shunting only one shunting yard is operational: Kijfhoek (between Rotterdam and Dordrecht). From Kijfhoek regular train services to Köln Gremberg exist for conventional wagonload transport. All locations of public facilities are listed in the annex 6.

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For intermodal transport following terminals are open: 1) Europe Container Terminals (ECT): Delta Terminal Rotterdam Maasvlakte with two railterminals: Oostelijke Rail Terminal (ORT) and Rail Terminal West (RTW) 2) Euromax: terminal to be opened 2008, Rotterdam Maasvlakte, operated by ECT. 3) Rail Service Center Rotterdam: Rotterdam Waalhaven. 4) Amsterdam Ceres Terminal 5) Euro Terminal Coevorden 6) Rail Service Center Groningen: located in Veendam 7) Rail Terminal Tilburg 8) Rail Terminal Leeuwarden 9) Rail Terminal Eindhoven: located in Acht 10) Rail Terminal Born 11) ECT Venlo 12) Hupac terminal Ede

Intermodal transport is concentrated in so shuttle trains with regular departures in fixed timetables. Train sets are fixed and shunting is prevented. Daily direct shuttle connections between The Netherlands and Czech Republic are offered from ECT and Rail Service Center Rotterdam only. For operational-technical parameters of intermodal terminals see table in Annex 6.

Picture 3.2 – Dutch terminals where cargo can be shipped on train

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Rail terminals • Barge en Rail terminal Born • Euro Terminal Coevorden • Hupac International Ede N.V. • Pernis Combi Terminal • Rail & Barge Terminal Tilburg B.V. • Rail Service Center Rotterdam • Rail Terminal Eindhoven • Rail Terminal Friesland • RSCG (Rail Service Center Groningen) Veendam • TCT Venlo

Picture 3.3 - Terminal with a rail connection in development

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ACHT LEUSDEN ALMELO MAARSSEN/UTRECHT LAGE WEIDE ALPHEN A.D. RIJN MAASSLUIS AMERSFOORT MAASTRICHT AMSTERDAM WESTHAVEN MOERDIJK APELDOORN NIJMEGEN ARNHEM NOORDWIJKERHOUT AXEL ONNEN BERGEN OP ZOOM OOSTERHOUT WESTSTAD BEVERWIJK ROODESCHOOL BORN ROOSENDAAL COEVORDEN ROTTERDAM RMO CRAILOO ROTTERDAM WAALHAVEN DELDEN ROTTERDAM PERNIS DELFT ROTTERDAM BOTLEK DELFZIJL ROTTERDAM EUROPOORT DORDRECHT INDUSTRIE SAS VAN GENT DORDRECHT ZEEHAVEN SLUISKIL EEMSHAVEN TERNEUZEN EMMEN TILBURG GOEDEREN GELEEN LUTTERADE TILBURG INDUSTRIE GOUDA VEENDAM GRONINGEN LOSPLAATS VENLO TRADE PORT HAANRADE VLAARDINGEN HAARLEM VLISSINGEN SLOEHAVEN HENGELO ZEVENAAR KESTEREN ZWOLLE KATWOLDE LEIDSCHENDAM Table 3.1 - List of loading and unloading facilities for conventional transport only (Most of the facilities have no special equipment)

A detailed overview of the terminals in the Netherlands is in Annex 6.

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3.1.1.2 Czech Republic

There are currently 6 key companies that operate intermodal freight transport (IFT) terminals in the territory of the Czech Republic.

Company Location of the terminal METRANS, a. s. Prague-Uh řín ěves,Zlín-Želechovice/Lípa ČSKD INTRANS, a. s. Prague-Žižkov, P řerov, Brno MAERSKLOGISTICS,s.r.o. Mělník ČD-DUSS, Terminál a. s. Lovosice Česko-saské p řístavy s. r. o. Děč ín, Lovosice České p řístavy a. s. Ústí nad Labem, M ělník

Table 3.2 - Location of terminals in the CZ

Allt terminals are described in detail in Annex 5.

3.1.2 Assessment of terminals for int. transport in relation NL – CZ

3.1.2.1 The Netherlands

All terminals in the port of Rotterdam and Amsterdam, as mentioned in the list will be available for international transport of intermodal units (containers, swap bodies, trailers) between the Netherlands and Czech Republic. The Euro Terminal Coevorden may offer services to the Czech Republic, for which the railway network of the Netherlands is not used. Trains from this terminal run over the Bentheimer Eisenbahn, which is a German company. This concerns: • ECT Delta Terminal, both ORT as RTW. ORT for maritime containers only. • Rail Service Center Rotterdam • Amsterdam Ceres Terminal • Euro Terminal Coevorden

In near future following terminals might also be interesting for international service to and from Czech Republic: • Euromax Terminal, to be opened 2008 at Rotterdam Maasvlakte. • Rail Service Center Moerdijk, planned for 2009 to offer intermodal services for shortsea shipping lines and continental intermodal transport.

The terminals in the port of Rotterdam have serious congestion problems. With opening of the Euromax Terminal sufficient handling capacity will be available. On the long run two terminals are foreseen on Maasvlakte II. All those terminals are planned for maritime containers. Amsterdam, Coevorden and Moerdijk offer sufficient capacity for growth of international transport.

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3.1.2.2 Developments in intermodal terminals in the Rotterdam area

Extension of RSC Terminal Rail Service Center Rotterdam has 2 groups of four tracks of 750 meters. Both groups have 2 portal cranes each. All tracks have an access at the eastern side of the terminal. However, only 4 tracks have an access at the western side only. Planned is an access for the other 4 tracks at the western side to. Realization: 2009. Opening of Bertschi Terminal Opened 2007 Location in Rotterdam Botlek Terminal operator: Bertschi (forwarding company in chemical transport). 3 tracks of 450 meters each, one portal crane and a stacking area of 1250 TEU, Terminal is connected by rail to the Botlek yard along the Port Railway. Terminal has also an access for trucks and barges. Railservices to Frankfurt (Main) and from there to Italy. Euromax Terminal Euromax Terminal Maasvlakte to be opened: 2008. Operations by ECT (Hutchinson). At seaside annual capacity of 2.9 million TEU. Railterminal with 4 tracks of 750 meter. Connected with an extension of the Port Railway (part from the Betuweroute) from the western railway yard at the Maasvlakte. Maasvlakte 2 Maasvlakte 2 is an extension of the port area in western direction. This port area should be ready in 2013/2014. Contracts have been signed for two new containerterminals. One of the terminals will be operated by APM Terminals with an annual capacity of 4,5 million of containers at the seaside. The other terminal by Rotterdam World Gateway, a consortium of Dubai Ports World and shipping lines MOL, Hyundai and APL. Annual capacity will be 4 million containers at the seaside. Both terminals will have a rail access with an extension of the existing Port Railway from Maasvlakte 1. An unapproved map of the Maasvlakte 2 is underneath.

Picture 3.4 - Terminal with a rail connection in development

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3.1.2.3 Czech Republic

All terminals in the Czech Republic may be theoretically used for the shipping destination Czech Republic - the Netherlands. The currently operated terminals are drawn in the attached schemes. Besides the current terminal a construction of new multi-modal terminals in the CR can be considered. It is especially the assumed Czech Railways new terminals network and public multi-modal terminals network proposed by company CDV for Ministry of Transportation of the Czech Republic. However, the term of implementation of these proposed terminals is not known yet.

3.2 Routes

The function of manager of the rail infrastructure in state ownership, in the sense of the European Parliament and Council Directive 2001/14/EC as of 26.2.2001, is held, in the Czech republic, by a legal entity the Railway Infrastructure Administration, a state organization and the rail system operator. Detailed information is in the following address: http://www.szdc.cz/english/prohl0809_en.php

3.2.1 Description of main considered road and railway routes

A detailed overview of the main considered road and railway routes is in Annex 7.

3.2.1.1 The Netherlands

Rail With the opening of the Betuweroute in 2007 the route choice for freight trains will change completely. The Betuweroute is a freight-only railway line with 25 kV and ERTMS Level 2. The new built line is between the German – Dutch border and the shunting yard of Kijfhoek. The already existing line from Kijfhoek into the port of Rotterdam (until Maasvlakte) is also part of the Betuweroute. This so-called Havenspoorlijn has been equipped with double track, 25 kV and ERTMS. The 25 kV and ERTMS systems will be operational as from the middle of the year 2008. Infrastructure manager for the Betuweroute is Keyrail. For the development of rail transport between the Netherlands and Czech Republic the Betuweroute will be the main considered railway route with sufficient capacity for growth. Two routes may be used: Rotterdam – Betuweroute – Emmerich Rotterdam – Betuweroute branch Valburg – Arnhem – Deventer – Bad Bentheim Congestion problems will appear in the port of Rotterdam and from Emmerich into Germany. Trains that will leave the Betuweroute using the Valburg branch to Arnhem have to be equipped with both 25 kV as 1500 volt and ERTMS and ATB safety systems. The route via Arnhem – Deventer – Hengelo has regular passenger services and capacity for freight trains is limited by regulations on noise and dangerous goods. In Deventer the freight trains have to change direction. Some shunting tracks are available.

Road Main route for road transport is highway in the Netherlands from the western part of the country to the Dutch – German border: A12 – A28 – A1: Rotterdam – Amersfoort – Hengelo - Osnabrück

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Choice of these route will depend on preferences of drivers and the choice of border crossing between Germany and Czech Republic. The length is about 245 km. Congestion problems frequently occur around the important cities: around Rotterdam and Utrecht.

3.2.1.2 Germany

Rail The main railway route from Bad Bentheim via Lohne, Hannover, Magdeburg, Leipzig, Dresden to Bad Schandau has been included by providing you with the TREND data. Following a recent interview with Railion this is the relevant route for services from The Netherlands to the Czech Republic. This route is approx. 621km long and for a standard freight train an infrastructure fee of approx. 1480€ has to be paid (following the electronic information system TPS). For an express train paths the costs are about 1000€ higher. For the route to Schirnding/Cheb the costs are similar.

Road Following our information from German forwarding companies the relevant route for road transport is from Bad Bentheim via Bad Oeynhausen, Hannover, Mageburg, to Petrovice/Breitenau. This line is about 628 km long and for a Truck it takes approximately 10 h. Used motorways are A30 / E30, A2 /E30, A14 / E49, Autobahndreieck Nossen, A4 / E40, A17. For this relation a toll charge of 92 € arises.

3.2.1.3 Czech Republic

Rail – Main considered railway routes Considering position of most terminals within the territory of the Czech Republic and assumed boarder crossings the following routes have been selected as the main routes • Prague – Lovosice – Ústí nad Labem – D ěč ín-Dolní žleb st.hr. • Mělník – Ústí nad Labem-St řekov – D ěč ín východ – D ěč ín-Dolní žleb st.hr. The Prague-Bubene č – Lovosice – Ústí nad Labem – D ěč ín-Dolní Žleb st.hr. route is a double line route within the full length, electrified by 3 kV system and forms part of the 1st transit railway corridor. It also forms part of the TEN-T European railway network. The highest speed on the route is 160 km/h (in the Kralupy nad Vltavou – Lovosice section). The route has been upgraded in the full length within reconstruction of the 1st transit railway corridor (except for Kralupy nad Vltavou railway junction [in preparation] and Ústí nad Labem [under construction]). The route is covered by GSM-R signal. The infrastructure manager for this route is SŽDC. The route is double line and electrified within Prague territory in Prague-Bubene č – Prague- Libe ň section, hereafter the route is single line, electrified in the Prague-Libe ň – Prague- Malešice – Prague-Hostiva ř section. Within the Prague-Hostiva ř – Prague-Uh řín ěves section there is double line, electrified and upgraded within reconstruction of the 3rd transit railway corridor. Route optimization is prepared for the Prague-Bubene č – Prague-Libe ň section and in addition Prague-Hostiva ř station is being designed. The Prague-Žižkov ( ČSKD Intrans) terminal is connected from Prague-Malešice station, the Prague-Uh řín ěves (METRANS) terminal is connected from the Prague-Uh řín ěves station.

The M ělník – Ústí nad Labem-St řekov – D ěč ín východ – D ěč ín-Dolní Žleb st.hr. route is a double line route within the full length, electrified by 3 kV system. It forms part of the TEN-T

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European railway network. The highest speed on the route is 80 – 120 km/h. The route coverage by GSM-R signal is being prepared. Currently no consistent line upgrade of the route is being prepared or considered. The infrastructure manager for this route is SŽDC. The is only single electrified line within the D ěč ín východ – D ěč ín-Prost řední Žleb section. For detail information concerning the routes (individual route sections) please see the attached table.

Rail – Continuation of main considered railway routes Continuation of main routes towards the other terminals (Brno, P řerov, Zlín-Želechovice) and in particular transit routes on the territory of Slovakia (SK) and Hungary (HU) is defined by the following routes: • Prague – Kolín – Česká T řebová – Brno – B řeclav (- SK/HU), • Mělník – Kolín – Havlí čkův Brod – Brno, • Česká T řebová – P řerov – Ostrava – Mosty u Jablunkova (- SK), • Hranice n.M. – Horní Lide č (- SK). The above routes are double line and electrified. These routes form part of the TEN-T European railway network. The Prague – Kolín – Česká T řebová – Brno – B řeclav (- SK/HU) route forms part of the 1st transit railway corridor, the Česká T řebová – P řerov – Ostrava – Mosty u Jablunkova (- SK) route forms part of the 2nd and 3rd transit railway corridor. For detail parameters please see the attached table.

Road The main road routes are considered on highways and speed motorways. The main boarder crossing (considering routes crossing Germany) is proposed on D8/A17 highway (Petrovice/Breitenau boarder crossing). The Lovosice – Řehlovice (16,4 km) section has not been completed on the D8 highway yet, its opening is planned for 2009. Currently all traffic within this section leads on class I route No. 8 in a hilly landscape and therefore this section presents a capacity bottleneck and is problematic in particular during winter season. Lovosice and Ústí nad Labem terminals are directly connected to D8 highway. D ěč ín, M ělník, Prague-Žižkov and Prague-Uh řín ěves terminals are connected to this highway via short section of class I routes, eventually via local roads.

3.2.2 Verification of alternative backup road and railway routes

3.2.2.1 The Netherlands

Rail Conventional railway lines in the Netherlands may be used as backup routes for the Betuweroute. As the railway line between Utrecht and Arnhem will be closed for freight trains only following routes will be available: • Rotterdam – Gouda – Breukelen – Duivendrecht – Diemen – Hengelo – Bad Bentheim • Rotterdam – Tilburg – Arnhem – Emmerich • Rotterdam – Tilburg – Eindhoven – Venlo Those railway lines are equiped with 1500 volt and ATB safety system.

Road Alternative backup routes for road transport are all highways in the Netherlands from the western part of the country to the Dutch – German border, the most important will be:

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A12 : Rotterdam – Arnhem – Oberhausen A15-A50-A73-A77: Rotterdam – Nijmegen – Goch A16-A27-A58-A2-A67: Rotterdam – Breda – Eindhoven – Venlo – Duisburg Choice of those routes will depend on preferences of drivers and the choice of border crossing between Germany and Czech Republic. Congestion problems frequently occur around the important cities: around Rotterdam, Utrecht and Eindhoven.

3.2.2.2 Germany

An alternative line from Bad Bendheim to Petrovice/Breitenau runs via Erfurt: (AM1) This line is about 705 km long and for a Truck it takes approximately 12 h. Used motorways are A30 / E30, A33, A44 / E331, A7 / E45, A4 / E40, A17. For this relation a toll charge of 95 € arises. For this relation it has to be announced, that it leads through the Kassler Mountains. Due to this, the travelling speed decreases in this area. Operating costs (for truck, driver and fuel etc.) can not be stated from the german point of view, as we are talking about transit traffic from NL to CZ or vice versa. NL or CZ forwarders have to be asked.

The second alternative line is from Bad Bendheim to Bad Brambach. (AM2a) This line is about 601 km long and for a Truck it takes 11 h. Used motorways are A30 / E30, A33, A44 / E331, A7 / E45, A4 / E40, A17 / E49 / E51. For this relation a toll charge of 75 € arises. For this relation it has to be announced, that it leads through the Kassler Mountains. Due to this, the travelling speed decreases in this area.

An alternative line from Bad Bendheim to Schirnding runs via Erfurt (AM2b) This line is about 634 km long and for a truck it takes approximately 11h. Used motorways are A30 / E30, A33, A44 / E331, A7 / E45, A4 / E40, A9 / E49 / E51, A72 / E441, A93. For this relation a toll charge of 83 € arises. For this relation it has to be announced, that it leads through the Kassler Mountains. Due to this, the travelling speed decreases in this area. The third alternative line is from Bad Bendheim to Schirnding: (AM3) This line is about 606 km long and for a Truck it takes approximately 11h. Used motorways are A30 / E30, A33, A44 / E331, A7 / E45, A70 / E48, E48\Autobahndreieck Bayreuth / Kulmbach, A9 / E48 / E51. For this relation a toll charge of 80 € arises. For this relation it has to be announced, that it leads through the Kassler Mountains. Due to this, the travelling speed decreases in this area.

The forth alternative line runs from Bad Bentheim to Waidhaus via Frankfurt (AM4) This line is about 716 km long and for a Truck it takes approximately 11 ½ h. Used motorways are A31, Autobahnkreuz Bottrop, A2 / E34, A3 / E34 / E35, A3 / E42, A3, A6 / E50, A93 / E50, A6 / E50. For this relation a toll charge of 106 € arises. For this relation it has to be announced, that it leads through the Ruhrgebiet. Due to this, the travelling speed could decreases in this area because of often arising traffic jams. An alternative line from Bad Bentheim to Waidhaus runs via Erfurt: This line is about 714 km long and for a Truck it takes approximately 13 h. Used motorways are A30 / E30, A33, A44 / E331, A7 / E45, A4 / E40, A9 / E49 / E51, A72 / E441, A93, A6 / E50. For this relation a toll charge of 94 € arises.

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For this relation it has to be announced, that it leads through the Kassler Mountains. Due to this, the travelling speed decreases in this area.

3.2.2.3 Czech Republic

3.2.2.3.1 Rail

An alternative route from the Czech Republic to the Germany is Ústí nad Labem – Chomutov – Cheb/Schirnding. This is electrified double-tracks railway, length is about 186 km. Next alternative route is Praha – Plze ň – Cheb/Schirnding. This is electrified double-tracks railway (section P ňovany – Cheb one-track), length is about 226 km. There are planned constructional measures during 2008 – 2016 (reconstruction of the 3. railway tranzit corridor). For terminals on the south of Moravia may be alternative route Havlí čkův Brod – Jihlava – České Bud ějovice – Plze ň – Cheb/Schirnding.

3.2.2.4 Road

An alternative route from the Czech Republic to the Netherlands is considered to be on the D5 highway to the Rozvadov/Waidhaus frontier crossing. This motorway is already built up including the Pilsen by-pass. It is linked to the A6 highway. This alternative route could be used for the terminals situated south of Prague. Another backup route can be the route from Prague using the road I/6 (future R6) through Kladno, Karlovy Vary and Cheb to the crossing Pomezí nad Oh ří/Schirnding. The frontier crossing Vojtanov/Schönberg may be considered also an alternative. These backup frontier crossings are situated neither on highways nor on motorways. It can be generally said that routes through another frontier crossings than Petrovice/Breitenau (D8/A17) and Rozvadov/Waidhaus (D5/A6) are possible; it is usually up to the driver’s choice. These routes can be financially advantageous (a shorter section with highway fee), however they can mean prolonging of travelling time.

3.2.3 Summary of Technical Specifications of Individual Routes

Regard to a big amount of final points, routes among them and possible mutual combinations only the selected shifting destinations are summarized further on. Technical specifications are summarized in the attached tables (Annex 7). From technical specifications point of view the highways at the area of Germany are not monitored. The lengths, fees and times of transport are summarized in the chapter describing particular routes. Generally, 2-3 traffic lanes, maximal speed 100 km/h and charging.

The details on the road and rail routes are incorporated in Annex 7.

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3.3 Conclusions and Recommendations of CHAPTER 3

3.3.1 Recommendations for selection of optimal transport route

3.3.1.1 Summary of planned constructional measures during 2008 – 2013

Building precautions of a large extent are planned at the railway network in the Czech republic in 2008-2013, especially due to the modernization of transit railway corridors The sections Prague – Pilsen – Cheb (the 3 rd transit railway corridor) and Prague – Tábor – České Bud ějovice (the 4 th transit railway corridor) will be modernised in this period.

Besides, a gradual reconstruction of rail junctions at the 1 st and 2 nd transit railway corridor is being planned. There are no modernizing events of a larger scope planned on the track D ěč ín – Mělník – Kolín – Havlí čkův Brod – Brno currently.

In addition to the mentioned precautions small building events take place also on the other sections of the track.

The data may be changed according to requirement and investment possibilities of SŽDC.

Line Supposed building Section Part / Comment number events Railway junction Ústí 090 07/2005 – 11/2008 n.L. Railway junction Úvaly – Praha-Běchovice 01/2010 – 12/2012 Praha Praha-Běchovice – Praha-Libeň 09/2006 – 03/2011 (1.part) Praha-Běchovice – Praha-Libe ň 01/2010 – 12/2011 (2.part) Praha-Běchovice – Praha-Libe ň 01/2013 – 12/2015 (3.part) Praha-Libe ň – Praha-Holešovice 01/2008 – 12/2008 Praha-Holešovice – Praha-Bubene č 01/2009 – 12/2011 Stran čice – Praha-Hostiva ř 01/2005 – 12/2008 010,231 Railway junction Kolín Lines 010,011,230,231 11/2006 – 03/2011 Railway junction 010 01/2013 – 12/2014 Pardubice Railway junction Ústí 010 01/2010 – 12/2012 n.O. Railway junction 010 Lines 010,260,270 01/2013 – 12/2016 Č.T řebová

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Railway junction 270 01/2010 – 12/2013 Olomouc Railway junction 270,330 01/2009 – 12/2012 Přerov 270 Červenka – Záb řeh 2.part, Line P řerov – Č. T řebová 08/2005 – 12/2008 Brandýs n.O. – Ústí 010 New line 01/2013 – 12/2016 n.O. Ústí-St řekov - 073 reconstruction of 1 st track 03/2008 – 11/2008 Boletice 072 Lysá n.L. – D řísy reconstruction of signalling 03/2008 – 11/2008 Kolín – Brno – 230,250 ETCS level 2 01/2008 – 12/2010 Břeclav 090,011 Děč ín – Praha – Kolín ETCS level 2 01/2009 – 12/2012 270 Přerov – Č. T řebová GSM-R 01/2009 – 12/2011 230,250 Kolín – H.Brod – Brno GSM-R 01/2009 – 12/2011 Děč ín – M ělník – 073-231 GSM-R 01/2009 – 12/2011 Kolín

Table 3.3 – Supposed building events in main railway routes (CZ) in relation D ěč ín – Kolín – Brno/P řerov

3.3.1.2 Recommendation for individual routes

For transit across the Czech republic we recommend freight corridor B řeclav – Brno – Havlí čkův Brod – Kolín – M ělník – D ěč ín.

Main and alternative routes of freight corridor The Netherlands – Czech republic for road and railway transportation are evident from annex 8.

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3.3.2 Recommended usage of intermodal terminals in Czech republic

Based on the CHAPTER 1 data it can be said that mutual exchange of goods of the Czech Republic and the Netherlands is directed especially to the Central Bohemia region (including Prague 23 % volume in total) and to the North- East region (31 % volume).

Praha Moravskoslezsko 9% 13%

Stredni Cechy 14%

Stredni Morava 18% Jihozapad 4%

Severozapad 0%

Jihovychod 11%

Severovychod 31%

Figure 3.1 - Importance of regions Czech Republic (from CHAPTER 1)

Based on transportation volume analysis between the Netherlands and the Czech Republic it can be said that perspective locations for use of the current terminals in the CR are in Central Bohemia (and Prague) and in Central Moravia – Lovosice, M ělník, Praha a P řerov . As far as the General Logistic Centres development is concerned, the Pardubice and Brno locations are perspective from the freight transport point of view.

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4 Action Plan ‘Rail freight corridor the Netherlands – Czech Republic’

4.1 Introduction

The goal of the Action Plan for the Corridor The Netherlands-Czech Republic is to increase the overall quality, efficiency and capacity of the rail freight transport and the competitiveness of the international rail freight transport on the corridor. These aspects can increase rail cargo transport considerably. This goes along with the EU policy for rail freight transport and will be beneficial to the economy in both countries in general.

Barriers which could only taken away by the private sector are only mentioned, but not further developed into actions

The corridor study is prepared for The Netherlands and Czech MoT. The German Ministry of Transport is not participating in the study. Therefore the consultant does not make any detailed recommendations for actions to German public bodies. In chapter 1.5 ‘summarizing actions’, general recommendations are included for the whole corridor.

4.1.1.1 Structure of the document

The Action Plan is based on the outcome of the previous consultant’s work, the suggestions made in the numerous interviews and meetings. The main and frequently cited barriers are bundled in the next paragraphs overview.

In paragraph 3 the methodology is described: how do the barriers lead to an Action Plan.

Paragraph 4 provides the actual Action Plan, paragraph 5 describes how the Action Plan should be implemented and paragraph 6 provides the conclusion providing an overview of the most important and efficient actions foreseen.

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4.2 Main and frequently cited barriers to further development of railway transport on The Netherlands - Czech Republic corridor.

Summary of main and frequently cited barriers to further development of railway transport on The Netherlands - Czech Republic corridor (incl. combined transport) Area In detail Concerning Note Infrastructure Railway lines GE, partly No free capacity left in some parts of railway network - usually in area of capacity NL, CZ big cities and agglomerations with intensive suburban and interregional passenger services and where freight trains have to share the same tracks. Testing of ETCS level 2 in underway on the Betuwe line and it is not possible to exploit full expected capacity of the line yet. This problem should be of temporary character. NL, GE, It is necessary to eliminate bottlenecks with regard to loading gauge CZ (UIC GC needed in the whole corridor). Terminals Insufficient CZ & NL Enlarging capacity of existing terminals or construction of new ones leg terminals behind rapidly increasing volume of container traffic, esp. in Far East - capacity Europe maritime route. E.g. Rotterdam in 2002 in total 3,28 mil. incoming TEU, in 2007 5,53 mil. TEU. In Hamburg: 2002 2,77 mil. TEU, 2007 5,12 mil. TEU. Construction of new terminals with open access is vital for further development of combined transport. Situation in the Czech Republic is unsatisfactory in particular; despite the fact that state transport policy is in favour of construction new terminals with open access and state program for support of combined transport exists, but there are no public funds now. Lack of CZ Operators of terminals lay down conditions for their use and they decide terminals with whether other operators could enter (in case of free capacity). open access

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Infrastructure - Electric traction NL, GE, Different traction supply systems do not constitute fundamental barriers different supply system CZ (1500 and 3000 V DC; 15kV 16,7Hz and 25kV 50Hz AC). All main rolling systems stock producers can design multisystem locomotives. But a price is considerably higher. Signalling NL, GE, Locomotives must be equipped in compliance with TSI (technical CZ specifications for interoperability) for radio based communication equipped with GSM-R etc. Wireless NL, GE, Implementation of GSM-R will solve possible problems with different communications CZ radio-based communications systems. NL already fully migrated to GSM- R, in GE core network is equipped with GSM-R and implementation is in a progress. In CZ Decin – Lovosice – Praha – Kolin line is equipped with GSM-R and implementation on Decin – Melnik – Vsetaty – Kolin – Ceska Trebova – Brno – Breclav line is under way. Signalling – NL, GE, In CZ Locomotives for V>100 must be equipped with mobile part of the transmission of CZ train protection system that transmits aspects of signal to the tractive signal aspects vehicle (LS 90 or elder LS systems). In NL all locomotives must be to locomotives equipped with this mobile part. Punctuality Construction GE, partly Reconstructions are done in order to improve infrastructure, to increase works NL, CZ capacity etc. and they as such cannot be viewed in negative sense. All information on construction sites must be taken into account when paths are planned etc. Lack of CZ, partly The bigger delay when train departures from a port or a terminal, the capacity in NL bigger probability that this delay would rise, esp. in congested sections. terminals or Once a train is out of its path it must wait for another time window to go ports on. Border crossing NL/GE; Border point D ěč ín - Bad Schandau is crucial for NL-CZ rail corridor and GE/CZ no big problems are mentioned there. There are some construction works in border NL/GE area that affect punctuality of trains.

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Trains Border Train numbers NL/GE Dutch train numbers are only valid for 1 hour, German for 24 hours. crossings Once a train has more than one hour delay on the border, it cannot be found anymore in the system and should be renumbered. Train drivers Language GE/CZ Language barrier between CZ and GE is perceived as deeper than barrier between GE and NL. Yet it need not be a substantial barrier. German loco-drivers haul trains into the Czech Republic now, but only once they know the language and they passed required exams. Information/ Maintenance Information NL/GE Track maintenance is often unknown at the other side of the border. This communication exchange IM hinders smooth transport flows.

Availability of Information on GE, partly All information concerning the business - in full extent, up-to-date and in information infrastructure, NL, CZ English version, too - should be available for all stakeholders. but also on trains Border Exchange of Only change GE/CZ Change of locomotives with a single brake test can be done within 10-15 crossing locomotives of locomotives minutes. A problem is that trains must wait for the loco in many cases. Operator tries to organize a roster in such way that locomotives haul trains (if possible) and do not run alone. From this point is understandable that the best way is to contract one traction provider from the start to the destination - if possible. Plus other GE/CZ Based on circumstances other activities can be conducted, processing activities time in border stations can take from about 40 to 90 minutes. No exchange of GE/CZ It is common on NL/GE border, on D ěč ín/Bad Schandau only Railion locomotives class 180 can go through to Czech network and CD class 372 can go through to Germany. In this case a trains stops in D ěč ín for 5 minutes - within this time a train dispatcher can hand over instruction to loco driver. New Railion locomotives class 189 have a permission to run to Děč ín only now.

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Acceptation of Only for short GE/CZ Bilateral agreement specifies conditions including list of locomotives that locomotives cross border are allowed to enter the other country - i.e. to haul a trains into the services nearest station on territory of the other country, e.g. to D ěč ín or to Bad Schandau); but it seems illogical when a diesel locomotive that is allowed to haul trains on Domažlice - Furth im Wald and Cheb - Schirnding crossings point do not get a permission to haul a train to Bad Schandau. (Concrete experience of an Czech operator - not CD) For services on CZ, partly It is a fundamental, complex and all-European issue and it is one of main territory of GE, NL tasks for European Railway Agency. There is a problem of the another rail compatibility of rolling stock with asynchronous drives with asynchron network motors and track circuits on Czech side. Conductive dangerous currents generated by rolling stock with asynchronous drives can negatively affect track circuits. In concrete: in compliance with the Czech standard the conductive currant can be unlimited within time span of 0,1 sec, then within next 0,1 sec can be up to 500mA and then 100mA, not more. When tested, locomotives from abroad reach about 150mA; more than the standard admits. Only Railion locomotives class 180 and CD locomotives class 372 (produced by Skoda) are allowed to run both on the Czech and German network. Market CD CZ Some operators have stated opinions that CD and Railion misuse their dominance dominant position. Office for the Protection of Competition (CZ) and Federal Cartel Office (GE) solves concrete complaints but in general Railion GE these allegations are hard to prove. Moreover a sort of momentum-effect works. Railway transport has been developing for about 150 years and there are efforts to open the rail market in only last 10 years. Thus incumbents are in better starting positions. E.g. let us mention that CD specialists compile timetables so far but this activity is to be transferred to IM (SZDC) by July 2008

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Others Shortage of CZ, partly More operators point out that there is shortage of wagons for containers intermodal GE both in Railion and CD. CD does not own special wagons for wagons accompanied combined transport (Ro-La) and pocket wagons for unaccompanied combined transport; Railion can offer these series, but number is insufficient. It is a big advantage when an operator owns these wagons but only few operators can afford it (e.g. Hupac, ERS). Willingness to NL, CZ Many companies and operators pursue their activities within a market of co-operate railway and combined transport; but interests are fragmented. E.g. container trains to M ělník carry consignments for Maersk and therefore other shippers do not want to share the trains. Theft risk NL, GE, A theft risk is highest in railway transport; especially it pertains to single CZ wagonloads. Damage risk In general damage can happen in marshalling yards. But this is not the case of railway transport between NL and CZ where almost all cargo is transported in block container trains. Thus both damage and theft risk decreases. Traditional CZ It is mentioned a traditional transport interdependence between CZ and relationship GE, in particular Hamburg port where the biggest Czech river Labe flows. The Czech Republic has an area 30.000 m2 in the port of Hamburg in use till 2018 (based on Versailles treaty from 1919). State support CZ Program of state support of combined transport for 2006 - 2010 could play a vital role, in particular in following aspects: to assist in constructions of new terminals with open-access, to give a subsidy intended to reduce the initial loses, i.e. loses of temporary nature incurring during the first 2 to 3 years when a new combined transport line is operated and an investment support for road operators to acquire a special loading units for combined transport. Unfortunately no finance was allocated within this program so far. Another program named "Support of revitalization of private sidings" is currently under way. Within this program sidings in terminals can be built or enlarged.

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4.3 Methodology

The Action Plan is based on following steps, which are based on the Brenner Action Plan and the TREND study as developed by HACON. In this Action Plan the steps are focused on the public sector. Items mentioned in paragraph 1.2, which primarily concern the private sector (operators, traction providers), are not included in the Action Plan.

Step 1: Definition of the general objectives of the Action Plan: • to improve the framework conditions for rail freight service on the corridor by removing operational and administrative barriers • to increase rail freight volume and market share by eliminating main infrastructure bottlenecks and by expanding terminal capacities in Rotterdam and particularly in CZ • to improve the framework conditions for intermodal continental freight services

Step 2: Deduction of main barriers and high priority action fields (priority clusters) as mentioned in the main and frequently cited barriers in paragraph 1.2: • Infrastructure (network, terminals) • Safety • Market

Step 3: Recommendations of measures and assignment to action fields • Need for measures and/or speeding-up of existing measures • The timeframe of the Action Plan is 1 to 5 years, only short term actions are foreseen

Step 4: Assignment of responsibilities and prioritizing of the actions foreseen.

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4.4 Action Plan

Table 4.1 Action Plan

Nr Measures Milestones Actors

INFRASTRUCTURE

1 Increasetrainlength Analysethepossibilityofdrivingtrains IM longerthan600metres

2 Improvetrackcapacity Monitorcorridorperformance,like: IM punctuality,speed,capacity

Analyseperformancewiththeaimof IM eliminatingbottlenecksontheCzechand Dutchpartofthecorridor

3 Increaseterminalcapacity Analysewiththeaimsofeliminating MoT,IM, bottlenecksandincreasingcurrent Terminal terminalcapacityinthePragueregion manager andintheportofRotterdam (privatesector)

4 Performanceclausesforinfrastructure Encouragetheintroductionofthe IM services EuropeanPerformanceRegime(EPR)and Europtirails

5 OptimiseInformationand Introducetrainnumberswhichkeep IM communication theirnumbersfor24hours

Constructionworks:InformbothIMof IM neighbouringcountries&traction providersdirectonplannedmaintenance

Informationofdelay:Inform IM neighbouringIM,thetractionprovider andtheterminaloperatordirectoncea delayoccursbyEuroptirails

6 InformationinEnglish AllinformationcommunicatedbytheIM IM shouldbealsoavailableinEnglish.In particularwebsiteofIMand communicationwithOneStopShop.

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7 Improveinternationaltrainpath Optimisethe‘Onestopshop’(OSS) IM allocation Shorttermpathrequest:Shorten IM responsetimebythefulluseofall organizationalandtechnicalpossibilities toensureresponsetimesforshortterm pathrequeststo5daysforinternational trainpaths

Longtermpathrequest:Encouragethe IM implementationofPathfinder&EICIS

DirectaccessIMtimetablingcomputers IM/Regulator toalloperators

SAFETY

8 CreateSeamlesstransportflowsusing BothCzechRepublicandtheNetherlands SA/IM thesamesignalingandcontrolsystems encouragetoinstallETCSonthecorridor RotterdamborderGermany/Prague borderGermanytoencourageseamless transportwithoutchanginglocomotives.

9 Mutualacceptanceoflocomotives BilateralcrossacceptanceonbasisofEU SA guidelinesonrollingstockand InternationalRequirementList(IRL)..

10 Acceptanceoflocomotives–functionof Investigatethereplacementofoldtrack IM(CZ) trackcircuits circuitswithworkingfrequencies25and 50Hzbynewelectroniconeswith workingfrequency75Hz,resp.275Hz withinrailwaystations.

11 Promotemutualacceptanceoftrain Encouragecooperationonthebasis3 rd SA drivers RailwayPackageondriverlicenses

MARKET

12 Ensuremarketaccess Ensureopenmarketaccessconditions Regulator andinternationalcapacityallocation accordingtoEUlegislation.

13 Monitorpathallocationprocess MonitorwhetherIM´stimetabling Regulator personneldealswithallpathrequestsin fairmannerandonequalbasis.

14 Monitoraccesstoterminalsand Monitorwhetherterminalaccessisopen Regulator& allocationofterminalslots toalloperators(inlinewithEC MoT 2001EC/12&2001/14),withequalprice structureandconditions;withthe exceptionofprivateterminals.

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4.4.1 Private sector topics to improve the corridor

Some topics are mentioned in the ‘barriers’ but are not included in the Action Plan, because they should be organised by the private stakeholders and are not part of the public organization tasks; • Lack of traction and rolling stock: Currently there is a lack of both traction and wagons • Cargo theft and damages: Examination of the possibility of adopting measures to reduce consignment damage and/or theft • Cooperation between transporters: To optimize the utilization rate transporters should cooperate more. • Performance clauses for terminal services: Encouraging better interface, cooperation and performance clauses on quality indicators between IM and terminal operators.

Improving these aspects will also improve the performance of the corridor.

4.5 Implementing the Action Plan

The MoT of both countries (the Czech Republic and The Netherlands) will need a Steering Committee with the needed expertise and knowledge of infrastructure management, safety issues and regulatory issues. The Steering Committee will incite the IM, SA and regulatory bodies to start the mentioned Actions and monitor the results. These Actions can be executed on both national and bilateral level.

Each Action requiring capital investments from the MoT needs an Impact Assessment including a costs-benefit analysis taking into account the effects on the whole corridor. Only when concrete time horizon of measure is known and costs and benefits are detailed defined a costs- benefit analysis should be prepared.

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4.5.1 Specification of the action points

1) Increase train length Increasing train length to 750 metre allows an increase of the number of wagons per train. This measure optimizes the use of the railway network and also the operations of the operators. Currently 600 metres is the maximum length in both the Netherlands as the Czech Republic, with the exemption of the Betuwe line.

Action : The IM should analyze in which by-passes, shunting areas and railway stations the track should be increased to allow 750 metres trains on the corridor and report to the MoT.

2) Improve track capacity • Analysing corridor performance Improving the track capacity allows to increase the number of trains. Current upgrading projects include the Dutch Harbourline/Betuweroute and on the Czech corridor: tunnel & platform roofs limitation; capacity of Praha railway junction. And extra capacity (especially for trains except of supposed time or in peak hours) may be problematic in sections with interval suburban transport D ěč ín - Ústí n.L. – Lovosice, Lysá n.L. - Nymburk - Kolín, Kralupy n.V. - Praha – Kolín, the railway junction Prague, the railway junction Brno. Reconstruction of the Praha-Libe ň - Praha-Běchovice section (3rd phase) that is due to be completed in 2015 will remarkably add more capacity in the Prague junction with bi-level crossing and double-tracking of the line to Praha-Malešice.

Action: The IM should analyze where improvement of track capacity is most needed and most effective and report to the MoT.

• Analyzing performance Monitoring track capacity is necessary to ensure that on the corridor use, quality and performance of train paths for international freight is of the highest possible level. Infrastructure managers are responsible for allocating train-paths on the corridor that are in line with the requests from railway undertakings. Infrastructure managers shall co-operate in order to make good connecting train paths. Three aspects are most important here: - whether the infrastructure managers are able to offer a sufficient number of train paths (quantity) to the railway undertakings; - whether the infrastructure managers can offer sufficient quality of train paths. E.g. the transit- time from the Netherlands – Czech Republic is important here; - whether the performance of trains on the allocated train paths is in practice as expected.

Action: The infrastructure managers should collect following performance indicators: - number of train paths (e.g. per week / working day) requested and used by railway undertakings, number of train paths offered by IM for international rail freight for each section of the corridor; - commercial speed and realised travel time for typical origin-destinations on the corridor; - average waiting time at border; - punctuality of train services on the corridor; - volume of international rail freight transport on corridor (data source to be assessed).

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3) Increase terminal capacity The terminals capacity is utmost important as the track capacity. Terminals should be able to handle the increase of cargo on the track. Especially in the Prague region and in the port of Rotterdam capacity is lacking behind. The ownership structure of the terminals makes that addressing this issue is delicate. Within the Combined Transport Development Supporting Program in the Czech Republic possibilities for terminal development can be found in the Prague region. The foreseen capacity extension program within the port of Rotterdam covers the needed terminal capacity in the Netherlands.

Action: The IM should analyze were terminal capacity is needed and report to the MoT.

4) Performance clauses for infrastructure services Within the European performance Regime Performance clauses should be introduced. When missing slots due to late arrival at the border or late terminal departure the IM or operator should be invoiced for the missed slot and wait for a next path available. Introducing such measures makes that other operators services are not hindered by late departure or arrival of the train.

Action: The infrastructure manager should analyze when such a performance clause can be introduced and on which basis.

5) Optimize information and communication • Train numbers In the Netherlands train numbers are issued for 1 hour, whereas in the neighbouring countries train numbers are kept for 1 day. Once a train in the Netherlands has more than 1 hour delay it will get a new number. When arriving at the border the neighbouring infrastructure manager might not have get communicated the new number to the neighbouring infrastructure manager. This can lead to extra delay at the border.

Action: Dutch train number should be kept for 24 hours.

• Construction works Action: Infrastructure managers should report to the MoT how the construction works are coordinated between the IM and communicated on time to the operators.

• Information of delays To prevent extra delay at the border or at the terminal due to delay in the neighbouring country, this delay should be communicated to the neighbouring IM, the traction provider and the terminal operator.

Action : Implementation of Europtirails.

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6) Information in English To ensure availability of all needed information for operators and other stakeholders, all IM’s information and One Stop Shop information (in all countries along the NL – CZ corridor) must be communicated in English, including all web-sites.

Action: IM will report on current situation.

7) Improve international train path allocation • Optimize the ‘One-Stop-Shop’ The allocation process must be improved for designing the regular time-table and dealing with short-term requests for train paths (art 20- 22 plus 23 2001/14/EC). Currently Infrastructure Managers develop a cooperation scheme for the allocation of capacity on the corridor and the railway undertakings ensure their international paths in very different ways, e.g. via the one-stop-shop (OSS), via combined national procedures, via RailNetEurope / FTE. This makes the process not transparent and less efficient for all players. The OSSs are serving as the portals to railway undertakings. Railway undertakings no longer need to address the infrastructure managers of different countries in different languages. The OSS provide a spectrum of advising, co-ordination and sales services, before, during and after the train journey. This includes, for example, assistance to the customer on traffic planning, international co-ordination of tailor-made train paths and information on the level of infrastructure charges.

Action: Optimizing the use of the One-Stop-Shop.

• Short term path request Shortening response time for short term path request is possible when allocating pre-constructed and tailor-made train paths on a full cross border basis by infrastructure managers to railway undertakings and other applicants.

Action: IM report on how short term path request could be improved on the basis of pre-constructed and tailor-made train paths on a full cross border basis.

• Long term path request Long term path request can be improved using the Pathfinder and EICIS programs.

Action long term path request: Pathfinder and EICIS should be introduced.

• Direct access to the IM timetabling computers Only the incumbents in the Netherlands and the Czech Republic have direct access to the timetabling computers of the IM (CD and Railion). However in CZ it is going to change – timetabling personnel will move to IM during this year and allocate all path requests on equal basis. And, as a consequence of this, CD will not have access to timetabling computers.

Action : The regulator should analyze whether the incumbents have competitive advantage over other private operators while having direct access and report to the MoT.

8) Create seamless transport flows using the same signalling and control systems Without national signalling systems international locomotives can use the corridor with just ETCS on-board equipment by completing ECTS in the infrastructure. This also leads to make the homologation of new locomotives easier. Moreover this improves border crossing time.

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Action : The IM will continue in deployment of ECTS on the corridor in accordance with national development plans of ERTMS.

9) Mutual acceptance of locomotives The EU guideline on rolling stock provides a basis for mutual acceptance. The International Requirements List (IRL) specifies in detail the requirements per country per locomotive in NL and GE among others. Rail Authority in Czech Republic did not join partners of IRL. One of the key elements is to achieve electromagnetic compatibility in CZ first, then joining IRL can be taken into account.

Action: Czech Republic – The safety authority will study whether and on which basis CZ can join the IRL.

10) Acceptance of locomotives – function of track circuits There is a problem of the compatibility of locomotives with drives with asynchronous motors and track circuits with frequency of 25 and 50 Hz that are used in large scale on Czech railway network. Conductive dangerous currents generated by rolling stock with asynchronous drives can negatively affect proper function of track circuits. Old locomotives produced by Škoda were adjusted to this situation and are fully compatible. New locomotives by Siemens, Alstom etc. are not compatible and it hampers cross border operations.

Action: Czech republic – IM will prepare a program for changing the track circuits for new electronic ones that are resistant to conductive dangerous currents generated by asynchronous motors.

11) Promote mutual acceptance of train drivers Mutual acceptance of train drivers prevents that trains have to stop at the borders to change drivers which increase the average speed of the train. Within the new EU Directive on train drivers the general qualifications fit for cross border recognition are specified and these should be the basis for corridor level acceptance of train drivers. Note ad 10) and 11): Mutual acceptance of locomotives and train drivers are only technical- administrative prerequisites. We must view the whole thing with respect to working time of train drivers and necessity of their changing as well. Labour-law provisions on length of a shift, duty roster etc. can be different in NL, GE and CZ.

Action: Implementation of cross border recognition of general qualifications of train drivers on bilateral basis and report on the progress to the MoT.

12) Ensure market access Among others the access to services and the capacity allocation process provides an indicator of the corridor functioning and the international freight transport on the corridor. The regulatory bodies should develop mutual the framework of indicators to avoid that the indicators cannot be compared on corridor level.

Action: Regulatory bodies develop monitoring framework and report to MoT about the result.

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13) Monitor path allocation process The incumbents have direct access to the IM’s time tabling computers, where the private operators do not have this direct access.

Action: Regulatory bodies will monitor whether IM´s timetabling personnel deals with all path requests in fair manner and on equal basis.

14) Monitor access to terminals and allocation of terminal slots The regulatory bodies of the Czech Republic and the Netherlands have to develop mutual understanding how terminal access and terminal slots are monitored.

Action: Regulatory bodies develop monitoring framework and report to MoT about the result.

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Annex 1 Description of Active Companies

Companies in the Netherlands Railway operators

Raillion Nederland N.V.

Profile of the company: Railion Nederland N.V. is the largest TOC in the Netherlands and a subsidiary of Deutsche Bahn AG, a prominent, global logistics services provider, with major interests in forwarding, air freight, seaborne cargo, road haulage and rail transport. Within the Stinnes concern, Railion is responsible for rail transport operations on the European continent.Thestrategyisdesignedtoreinforcethegroup’spresenceonthemajorinternational transportroutes,thusenablingittooffercustomersanattractivelypricedandflawlesslyexecuted transportproduct.Railionhasaworkforceofsome 1.000intheNetherlands,aswellasitsown locomotives,wagonsandtraindrivers.RailionNederland,togetherwithRailionDeutschlandand Railion Danmark,formDBLogistics,the freightdivisionof DeutscheBahnAG.In 2005,Railion Nederlandcarriedarecordvolumeof29,1milliontonsofgoods.Theirtrainsservetheseaportsof Amsterdam, Rotterdam, Vlissingen, Moerdijk, Terneuzen and Delfzijl on a daily basis. And this includesthestorageandprocessingterminalspresentintheseports.Inthehinterland,too,they servealmostalllargecompaniesandthemajorindustrialcenters. Railionalsooperatesdailyrailfreightservicestoandfromthelargercompaniesandthemajor industrialcenters.WithintheStinnesconcernRailionhasbeenassignedtheresponsibilityforthe railtransportoperationsinmainlandEurope. The strategy is focused on the enhancement of the company’s position in the operation of the majorinternationaltransportroutes. Railionaimstoofferitscustomerstransportproductsofahighqualityandacompetitiveprice. DuringthepastfewyearsRailionhasinvestedinnewrollingstock,includinglocomotiveswhich canbedeployedbothintheNetherlandsandtheneighboringcountries.Thisavoidstheneedto stopattheborderstochangetoalocomotivethat canoperate atthevoltage usedacross the border.

Railion Danmark,formDBLogistics,the freightdivisionof DeutscheBahnAG.In 2005,Railion Nederlandcarriedarecordvolumeof29,1milliontonsofgoods.Theirtrainsservetheseaportsof Amsterdam, Rotterdam, Vlissingen, Moerdijk, Terneuzen and Delfzijl on a daily basis. And this includesthestorageandprocessingterminalspresentintheseports.Inthehinterland,too,they servealmostalllargecompaniesandthemajorindustrialcenters. Railionalsooperatesdailyrailfreightservicestoandfromthelargercompaniesandthemajor industrialcenters.WithintheStinnesconcernRailionhasbeenassignedtheresponsibilityforthe railtransportoperationsinmainlandEurope.Thestrategyisfocusedontheenhancementofthe company’spositionintheoperationofthemajorinternationaltransportroutes. Railionaimstoofferitscustomerstransportproductsofahighqualityandacompetitiveprice. DuringthepastfewyearsRailionhasinvestedinnewrollingstock,includinglocomotiveswhich canbedeployedbothintheNetherlandsandtheneighboringcountries.Thisavoidstheneedto

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stopattheborderstochangetoalocomotivethat canoperate atthevoltage usedacross the border.

Location: Moreelsepark 1 Postbus 2060 3500 GB Utrecht Phonenumber +31(0)30 2354004 Fax +31(0)30 2354334 [email protected] http://www.railion.nl

European Rail Shuttle (ERS)

Profile of the company: ERS was incorporated in 1994 by Koninklijke Nedloyd, Sealand Service, and P&O Containers. The company’s objective is offer efficient and cost-effective container rail transport throughout Europe. Maerskparticipatedinthejointventureshortlyafterthecompany’sincorporation.Thecompany began its operations with a shuttle train service between Rotterdam and Germersheim (three timesaweek),andwithashuttleservicebetween Rotterdam andMelzo (Milan) (four times a week).Thesedestinationswereselectedonthebasisofstrategicconsiderations,sincetheyare locatedclosetothemajorindustrialcenters.ERS’ ownership structure changed inMarch 2000. ERS’shareholdersarenowMaerskSealandandP&ONedloyd. Although ERS began operations in a period in which the rail sector had not yet been fully liberalized the company was nevertheless able to succeed in its objectives. Selfevidently, the basis for this success is in part due to the availability of an adequate base volume of freight originating from the two shareholders, as a result of which they guarantee the continuity and stability of the company. However, the company’s success is also partly due to the use third parties make of ERS’ shuttle services. ERS’ does not restrict its services solely to the shareholders;infact,fromtheverybeginningofitsoperationsitalsooffereditsservicestothird parties.

In a recent development ERS is now working on the formation of strategic alliances with other European logistics players. Collaboration with companies which adopt a comparable approach to the market has resulted in substantial economies of scale. The best-known example of these strategic alliances is the alliance with BoxXpress.de, of which ERS owns 47% of the shares. BoxXpress.de operates container shuttle trains between the German North-Sea ports and the German hinterland; the company currently transports in excess of 900 TEU a day. In October 2002 ERS established its own railway company, ERS Railways. This sister company has since built up a fleet of locomotives and wagons. Consequently some of ERS’ container shuttle trains are operated using in-house traction. ERS’ container shuttle trains have a fixed capacity and fixed arrival and departure times; they serve a large number of fixed destinations. Nowadays ERS operates a comprehensive European shuttle network. ERS schedules 280 trains every week, of which 68 use traction supplied by ERS Railways. ERS links the Rotterdam and German seaports to more than 17 destinations. Every week more than 280 trains travel to and from Belgium / Northern France (Mouscroun), Luxembourg (Athus), Germany (Mainz, Germersheim, Neuss, Duisberg, Munich, Augsburg, Nuremberg and Stuttgart), Italy (Melzo and Padova), the Czech Republic (Prague), Slovakia (Bratislava), Hungary (Budapest), Denmark

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(Taulov), and Poland (Warsaw and Gadki). A shuttle train also links Bulgaria (Sofia) and Greece (Thessaloniki). The latest shuttle train added to the services operates between Slovenia (Koper and Szombathely) and Hungary (Budapest). Location: Albert Plesmanweg 61/K-L Postbus 59018 3008 PA Rotterdam Phonenumber +31(0)10 4285200 Fax +31(0)10 4285210 [email protected] http://www.ersrail.com

NYK NCO

Profile of the company: Since its foundation in 1885, Nippon Yusen Kabushiki Kaisha (NYK Line) has overcome various challenges and grown steadily to become one of the world's leading shipping companies. While recognizing the importance of wideranging trade and commerce as a basis for the development of the world's economies and cultures, NYK Line has sought to offer safe, high qualityservicesasbothalogisticsmegacarrierandcruiseenterprise.NYKLinebelievesthatthey canbestcontributetothesustainablegrowthofinternationalsocietybyrespectinghumanrights, complying with all relevant laws, and conducting business in compliance with a code of social ethics.Insupportofthiseffort,theyhavedevelopedthe"NYKLineBusinessCredo"thatfollows. Location: Aert van Nesstraat 45 3012 CA Rotterdam Phonenumber +31(0)10 - 403 1483 Fax +31(0)10 - 403 1495 [email protected] http://www2.nykline.com

HYUNDAI

Hyundai Merchant Marine is and integrated logistics company providing the best transportation service possible. HMM is an integrated logistics company, operating over 110 state-of-the-art vessels. HMM offers worldwide global service network, diverse logistics facilities, leading IT shipping related systems, a professional highly trained staff, and continual effort to provide premiere transportation services.

Traction providers

ERS – see above

RAILLION – see above

Rail4Chem Rail4Chem was incorporated by BASF, Hoyer, Bertschi and VTG Lehnkering. The company began with the provision of traction (haulage) for shuttle trains for the German public sector, and has since evolved into an international rail carrier. Rail4Chem provides its servicestobothindividualcustomersandtogroupsandforwardshippers.Rail4Chemalsooffersa

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supplementaryserviceprovidinggroupwagonsandfeederservicesforroadhaulage. Rail4Chemoperatesitsowntransportnetwork(NorthSouthaxisandEastWestaxis),withhubs in DuisburgRheinhausen and Leuna (Großkorbetha). Rail4Chem’s services include transports to andfromPoland,Belgium,France,theNetherlands,Austria,andSlovakia.

ITL Benelux As an establishment of the ITL group, which has its origin in Dresden, ITL wants to develop into a medium size European train operating company. With the other establishments of ITL in Germany, Poland and the Czech Republic ITL can offer a vast European network to our customers. ITL-Benelux is already active with rail freight in the Benelux for about 10 years. The new establishment in the Netherlands will have its own personnel and locomotives.

Rail Freight forwarders

Trimodal Europe Group

Profile of the company: Trimodal Europe BV has been established in 1995 on the initiative of a group of Dutch clothing- selection companies with central purchase towards the railway as the goal. The neutral rail specialization attracted soon new customers, as a result of which Trimodal is now shipping gasses, liquids and dry bulk products (powder and granulates). Their sister company, Trimodal Europe GmbH launched in 1998, is specialized in the transportation of agricultural products and project loads by train.

The name 'Trimodal' has not been chosen at will; the three modalities (water, rail and road) are being optimally used by Trimodal Europe BV. Conventional loads are for example shipped partly by barge and partly by train on behalf of customers in Germany and France. Besides short-sea lines, Trimodal Europe BV has been engaged since 2000 with deep-sea lines between Europe and America.

In the same year, Trimodal invested in 20' bulk containers. This container can be equipped with single- trip disposable polythene liners to transport powder and granulates in bulk. After discharging, the liner is removed and the container can be used again for palletized loads. And naturally the different modalities are used optimally during the shipment. The success is shown by the figures; Trimodal started with 200 containers pro year, momentary they ship this quantity in one month.

Trimodal Europe NVOCC BV has been established on January 1st, 2002. NVOCC, a Non Vessel Owning Cargo Carrier, is a specialist on the field of sea expedition and dry bulk. Trimodal Europe BV has specialised itself on the field of rail expedition. Since both companies are a part of the Trimodal Europe Group, customers can benefit from the best combination of modalities.

The Trimodal Europe Group shipped within 2001 approximately 22.000 tons of used clothing, 88.000 tons of agricultural products, 2750 containers and 13.200 tons of chemicals.

Location: Trimodal Europe Group Hoefsmidstraat 41 3194 AA Hoogvliet Rotterdam NL

Global Intermodal B.V

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Profile of the company: Global Intermodal B.V. is a combined transport organizer specialized in rail, barge and truck transportation for the maritime and continental industry, founded in 1998. GlobalIntermodalB.V.providescomprehensivetransportationbasedon‘doortodoor’services,all in combination with there international network and contacts. Global Intermodal B.V. offers servicesinrailtransportlogistics,whetheritiscontainerrailtransportationortransportationof breakbulkcargoes.GlobalIntermodalB.V.coversEurope,EasternEurope,Russia,CentralAsia andtheCaucasus.

Location: Global Intermodal BV Faradayweg 4 3208 KS Spijkenisse

Cabooter Railcargo Venlo

Profile of the company: Cabooter Int. Expeditie BV is a medium-sized haulier with 80 employees and 70 goods vehicles. Cabooter, located in Venlo, the Netherlands, offers the following services.

• National and international transports, both bulk and general cargo • Covered / chilled / deep-freeze transport • Container trucking • Daily general-cargo services to Germany, Austria, Switzerland, and the Benelux • Seaborne freight and air freight • Customs formalities • Warehousing – 30,000 m 2 floor area • Sub- and complete consignments throughout Europe • Weekly service for the transport of general cargo, sub- and complete consignments to Estonia, Latvia, Lithuania, St. Petersburg, and Moscow • The company’s own rail terminal in Venlo. Facilities for loading with cranes and fork-lift trucks; the transfer of goods from road vehicles to rail wagons; rail transport services which already encompass transports to and from Germany, Russia, Greece, and Hungary • Member of both Spedition 2000 and ILN, with daily movements to and from Germany, Switzerland and Austria, and with more than forty partners

Location: Horsterweg 225 5928 ND Venlo 0031 (0)77 3998840 0031 (0)77 3820785

DHL

Profile of the company: DHL Benelux offers a broad range of services which encompass the entire logistics chain. Danzas,EuroExpressandDHLhavecombinedtheiruniqueforcesinoneorganizationandwillnow conducttheiroperationsunderonename,asaresultofwhichDHL(thenewumbrellaname)has gainedaccesstocompletesolutionsforspeciallogisticsandforwardingservices.TheglobalDHL organizationiscomprisedofanumberofnationalorganizations.

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DHLBenelux,thenationalorganizationforBelgium,theNetherlandsandLuxembourg,possesses specific logistics knowledge throughout the supply chain. Every day, DHL Benelux provides its services to a highlydiversified customer base from more than 90 strategic locations, services whichencompassexpresstransportanddistribution(DHLExpress),warehousingandsupplychain management(DHLSolutions),roadhaulage(DHLFreight),airandseabornefreight(DHLDanzas Air&Ocean),andcustomsforwarding(Gerlach).

Location: Ridderhaven 5 2984 BT Ridderkerk Phonenumber 0031 (0)180 485879 Fax 0031 (0)180 485876 [email protected] http://www.dhl.nl

Railco Europe

Profile of the company: At the end of 1999 Railco Europe was founded as a new, independent and neutral transport company. Railco Europe aims primarily at the convoluted modality 'rail'. Railco Europe has solid knowledge concerning road, barge, shortsea and deepsea transport, whichenablesarrangingtransportsfromevery'A'toevery'B'intheworld.Therailcomponent isn'tnecessary,butitusuallyplaysawelcomepartindecreasingthetransportcosts. Apartfromofferingtransportservicesforunits,RailcoEuropealsohasawidelyspreadEuropean networkofequipmentavailablefor'cabotage'.Invariouswaystheyofferallkindsofcontainers andswapbodies,forincidentalaswellasregulartransports. Besides they have great expertise concerningonewayandhiredequipment.This,incombinationwiththeirintensetransportcontrol (forexampleintheCIS)canleadtoacompletetransportsolution. TheratesofRailcoEuropearenotmuchhigher,andusuallyevencheaper,thancompetitors.By goodpurchasingofsecondaryservicesandcontrollinginternalprocessingcosts,theycanoffera propositionwithagoodcost/achievementratio.Thequotationsinwhichtheyofferservicesare individuallywrittenandclearlylaidout.Because RailcoEuropeactsasapartner,notonlyasa supplier,cooperationusuallygrowintolongtermrelationshipsinwhichinteractionisthegoal. TheRailcoEuropeofficeisinDordrecht,theoldesttownofHolland,andsharesthebuildingin whichRailcoChemicalTransporthasbeenaccommodatedsince1986.

Location: Binnen Kalkhaven 47 3311 JC Dordrecht Phonenumber +31(0)78 6390015 Fax +31(0)78 6142174 [email protected] http://www.railco.nl/

SNCF Fret Benelux

Profile of the company: SNCF Fret is the rail freight division of the French state owned railways. Sinceearly2007thecompanyhasobtainedalicenceintheNetherlandsforrunningfreighttrains. WithinthescopeoftheliberalizationoftherailfreightmarketinEurope,SNCFdecidedtooperate

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beyond the French borders. At first they will focus on Italy, Belgium, Luxembourg and the Netherlands, later alsothe UK.In the Netherlands, SNCF Fret has startedin June 2007 witha containerservicebetweenRotterdamandLyon. Location: Lange Nieuwstraat 231 A 3111 AJ Schiedam Phonenumber +31(0)10 2467635 [email protected]

Schenker / railog

Profile of the company: Schenker is one of the world's leading providers of integrated logistics services. They provide support to trade and industry in the global exchange of goods - in land operations, in worldwide air and ocean freight, and in all the associated logistics services. 54,905 employees at about 1,500 locations around the world achieve a turnover of 13,2 billion euros per year. As a company specializing in land transport on road and rail within Europe, their network of regularlyscheduledroutesconnectstheprincipaleconomicregionsinthirtyEuropeancountries. Schenker is qualified in providing solutions for air and ocean freight and associated logistics servicesonaglobalscale.Theirintegratedlogisticscenterslocatedatthehubsoftheglobalflow ofgoodscreateaneffectivelinkbetweenallcarriersallowingSchenkertoofferabroadrangeof addedvalueservices. Experts provide complete solutions tailormade for the requirements of industry today and tomorrow.Internationalteamsofspecialistsintegrate theGroup's individual service modules to createcomplexaddedvaluechainsthatensureareliableflowofmaterialsandinformation. Schenker provides its customers with all the main services from a single source a business principlethathasproveditswortheversincethecompanywasfoundedbyGottfriedSchenkerin Vienna135yearsago.SchenkerisapartofDBLogistics,theTransportationandLogisticsDivision ofDeutscheBahnAG. Location: Galvanistraat 71 6716 AE Ede Phonenumber +31(0)318 696821 Fax +31(0)318 696865 [email protected] http://www.schenker.nl

De Rijke Intermodal Transport B.V.

Profile of the company: Multinationals, but also smaller companies, are concentrating more and more on their core activities - production and sales. This trend, which has been becoming extremely noticeable for a number of years now, seems to be irreversible. For example, for matters concerning logistics services, specialists are brought in. This is the trend that De Rijke can make very good use of by means of its offer of wide-scale logistics services. Aswellastakingcareoftransportservicesinthewidestsenseofthewords,forwardingactivities, warehouserelatedactivities,valueaddedlogisticsandsupplychainmanagementservicescanbe offered, also carried out by De Rijke. The various disciplines are organised in independent

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businessunits.DeRijkemostlyoffersitscustomersalogisticsconcept,wherebylookingafterthe supplychaincanbecompletelytakencareofontheirbehalf. Thelogisticsservicesarecarriedoutwithinanetworkofmodernsites inthevarious European countries,aswellasonlocationatthevariouscustomers'sites.Thisguaranteesthatlogisticsare carriedoutinthemosteffectiveandefficientway.Allcontrolledfromacentralpoint. DeRijkeisafullyfledgedandindependentfamilybusiness.Atthemomentthreegenerationsare activeinthecompanyandthisprovesthehugeinvolvementbythefamily.DeRijkeisamodern company that moves with the times and therefore aims to be at the forefront of new developments. Location: P.O. Box 299 / 4760 AG Zevenbergen Middenweg 6 / Port 397 4782 PM Moerdijk Phonenumber +31(0)168 385056 Fax +31(0)168 385000 [email protected] http://www.derijke.com

Agility logistics

Profile of the company: Numbers tell the scale of Agilities business - 100 countries, 450 offices, 20.000 people, US$ 5 billion in revenue. Agility is a company of many cultures joined by a shared dedication to being a logistics partner that offers customized solutions built on a global network with locations in Asia, Europe, the Middle East and the Americas. Agilitylogisticsisanewnameinthesector,buthasalonghistory.PWCLogistics,GeoLogistics, Transoceanic,Translink,Natural,Lassen,andothershasbecomeAgility. Agilitydevelopscustomizedsolutionsthatincorporatetheglobal,industryfocusedcapabilitiesof their suite of supply chain and transportation services. For the customer, this means personal service,specializedcapabilities,globalcoverage,andlocalexpertise. Agility integrates their transportation, logistics and warehousing capabilities to handle complex supplychainstrategies.Theircomprehensivesuiteofsupplychainservicesincludemarketleading freight management, warehousing, inventory management and supply chain management solutions, along with several highly specialized offerings, including Defense & Government Services, Project Logistics, and Fairs & Events. Agility also provides focused supply chain managementsolutionsforHighTechnology,Retail,Automotive,andotherkeyindustries. Location: Houtlaan 21 3016 DA Rotterdam Phonenumber +31(0)10 2812811 Fax +31(0)10 2812810 [email protected] http://www.agilitylogistics.com

Mov’on Logistics

Profile of the company:

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Mov’on Logistics is focusing on customers core activities and will optimize customers business results. The logistical tasks can be outsourced to an experienced, versatile, logistical service provider. A provider that is dedicated to supporting and carrying out logistical process from A to Z, at a very competitive rate. That is what Mov’on Logistics is good in. Location: Nijverheidsweg 5 Postbus 171 3220 AD Hellevoetsluis Phonenumber +31(0)181 390770 Fax +31(0)181 329229 [email protected] http://www.movon.nl

IMS intermodal solutions B.V.

Profile of the company: Intermodal Solutions (IMS) is a non-asset based organizer, using its extensive and unique knowledge of the European Intermodal transport market to invent, develop, implement and organize the best Intermodal logistic solution for its customer.

IMSoffersacomprehensivevarietyofservicestoitscustomerslike: • Develop and organize Intermodal concepts • Intermodal consultancy • Organize inland logistics • Agency for railoperators • Intermodal projects related to Spain • Special dedicated container-pools for niche projects

IMShasanextensiveIntermodalnetworkandhasaccesstoacompletedatabasewithinformation abouttrainsshuttles,terminalsandshortseaactivities. IMS´mainambitionistofindtherightIntermodalsolutionforitscustomer. Location: De Amert 216b 5462 GH Veghel Phonenumber 0031 (0)413-378700 Fax 0031 (0)413-378303 [email protected] http://www.intermodal-solutions.nl

Optimodal Nederland

Profile of the company: Optimodal Nederland BV are Intercontainer’s agents in the Netherlands. Optimodal was incorporated in May 1992 following a request from Intercontainer to organize the sale of rail transport as Intercontainer’s agent. Intercontainer requested the then Chairman of the Netrail cooperativepurchasingassociation,MrR.Spierings,tomanagethenewOptimodalcompany.Mr SpieringswasOptimodal’sfirstDirector,andin1996wassucceededbythecurrentDirector,Mr A.G.Th.vandenBerg.Optimodalinitiallyhad44employees.During the intervening 10 yearsa

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numberofefficiencyimprovementprogramsandtheextensiveautomationoftheoperationshave resultedinthereductionoftheworkforceto17employees. IntercontainerInterfrigo(ICF)isaninternationalrailoperatorwithbranchesthroughoutEurope. ICF is specialized in longdistance combined roadrail transport. ICF’s comprehensive network linkstheEuropeanportsandeconomiccenters. OptimodalNederlandBVhasprimarilycollaboratedwithRailionBenelux(formerlyNSCargo).On theintroductionoftheAMROShuttleOptimodalmadeuseofadifferenttractionsupplier,ACTS. Thisshuttlehassincebeenreplacedbyanewservice between RotterdamandAmsterdam, the MOROShuttle;thenecessarytractionisnowonceagainsuppliedbyRailion.Optimodalcurrently offersrailtransportfromRotterdam,AmsterdamandMoerdijkintheformofshuttletrains,block trains,anddistributiontrains.Theshuttletrains,i.e.thetransportofgoodsusingcompletetrains operatedbetweenpointAandpointB,travelfromRotterdamtoAmsterdamandfromRotterdam toBazel(CH),Zürich(CH)andHerne(D)andback.Blocktrains,i.e.thetransportofgoodsusing completetrainsoperatedbetweenpointAandpointBnowlinkRotterdamandMalaszewicze(PL). OnarrivalatMalaszewiczethegoodsareforwardedtoallGOScountries.Distributiontrains,i.e. thetransportofgoodstodestinationsnotaccessibletoshuttleorblocktrains,areoperatedina daily basis. These transports deliver the goods to one of the more than 1700 European rail terminalsintheIntercontainernetwork. Customers using the international trains are offered the unique Intercontainer rail consignment note,theBulletinderemise(Bdr ).Inadditiontouseasaconsignmentnote,thisBdrcanalsobe usedasacustomsdocument.TheBdrcanalsofulfiltheguaranteeroleinvolvedinthetransport of excise goods. In both instances Optimodal ensures that document accompanies the goods. Intercontainer and Optimodal, in collaboration with the railways, are engaged in a continual search for new opportunities. For example, work is currently in progress on a renewed link betweenHerneandPrague;inaddition,asanewroutetoAustriaintroducedon1Februaryhas resultedinaconsiderableimprovementinthereliabilityoftheservice. Location: Seattleweg 11 Postbus 540 3190 AL Rotterdam Phonenumber +31(0)10 4943900 Fax +31(0)10 4950510 [email protected] http://www.optimodal.nl

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Companies in Czech Republic Railway operators

ČSKD-INTRANS

Profile of the company: ČSKD-INTRANS Joint-Stock Company is well established in the international intermodal business for over 30 years. Thecompanyisfocusedontheindividualandflexibleserviceforwiderangeofclientsandtheir specificneeds.Possessingitsownnetworkofcontainerterminals,ČSKDINTRANSa.s. operates railroadcombinedtransportandrelatedactivities. Theirrailroadnetworkisinterconnectedwiththeworldmaritimenetwork,PaneuropeanNetwork of the ICA and ICF Companies and other partnership networks. ČSKDINTRANS also offers a connection within the CIS, Baltic states and the Middle East rail network. Based on these connections the ČSKDINTRANS Company provides a wide range of the intermodal transport servicesonahighqualitylevel,e.g.shuttleandblocktrainsconnectingseaportsandtheCzech Republic,thehubandspokesystem,singletransportations,from/todoordelivery,etc. Customersare: • Shipping lines • Shipping line agents • Freight forwarders.

Businessterritoryis: • Europe (main business: container trains between Prague - Hamburg/Bremerhaven) • CIS and Baltic states • Asia • Central East.

Goalsare: • further rail-road network development in order to become the important gate in the West- East and North-South/European transport flows • flexible service following the specific projects of customers • development of the full electronic booking, tracking-and-tracing and implementing the EDI system.

Location: Jana Želivského 2 130 00 Praha 3 – Žižkov Phonenumber +420 220 193 520 Fax +420 220 193 220 [email protected] http://www.intrans.cz

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ČD Cargo

Profile of the company: ČD Cargo provides transport of industrial and agriculture commodities, raw materials and fuels, goods, containers and over freights. It provides hire of lorries, spur services and other transport services. It provides to its customers freight transport services in a total of 1088 stations (including 31 stations at private tracks). It transports daily about 25 thousands of carriages on the railway net, being loaded with the most different goods. The freight transport and conveyance activities are realized by ČD Cargo, a.s (Czech Railways). The Czech Railways are going to put into operation more than 1450 new or modernized railway carriages in the two following years.

Ostravská dopravní spole čnost a.s. (ODOS)

Profile of the company: Ostravská dopravní spole čnost, a.s. is a young, dynamic company, a private rail hauler on the railway net of the Czech and Slovak Republic.

Main entrepreneurial activities: operating railway transport hire of locomotives hire of railway carriages

Other subjects of enterprise: advice and consultancy purchase of goods for the purpose of its further sale

Other sideline activities in transport

OKD, Doprava a. s.

Profile of the company: OKD, Doprava a. s. offers to its customers a complex solution of transport and conveyance requirements in closest linkage to manufacturing technology and production outlet.

Railway transport:

- operating railway lines and railway transport

- hiring of railway carriages and locomotives - maintenance and repairs of rail vehicles - road freight transport

- maintenance and repairs of road vehicles

- operating natural gas fill stations - a combined transport using the ACTS containers - a forwarding business

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- maintenance, build- up and reconstruction of railway lines - operating building and earth moving machines for manipulation with mass substrates - sale and service of Tatra lorries - mining, adjustment and coal sediment treatment - waste treatment

Slezkomoravská dráha a. s.

Profile of the company: It provides operating driving vehicles within the whole-net licence in the CR, including the staff for other subjects at the conveyance of trains and corridor constructions. It provides maintenance and repairs of driving vehicles, including technical checks and tests. Further it provides maintenance, repairs and reconstruction of rail superstructure on spur tracks, including project documentation and building permit arrangement at the Railway Office. On grounds of contracts, it runs about 80 spur tracks in the whole area of the CR.

UNIPETROL DOPRAVA a. s.

Profile of the company: The company provides railway transport and conveyance mainly of chemical products. especially for the UNIPETROL Group members. The railway conveyance of carriage consignments is provided through forwarding agencies with public haulers and also own trains with private haulers within the national railways net, including the linkage to other public and private haulers abroad. The conveyance by own trains on the national railway net is carried out in variants as provision of conveyance self or so called custom- tailored conveyance, i.e. provision of own conveyance output including the loading capacity (of vehicles). At the currently operated tracks the services are provided immediately, on other sections till 90 days.

The conveyance in the section CZ-NL – it is a conveyance of chemical substances. From NL, Dordrecht it is conveyances to CZ railway station Most nové nádraží (about 2x per year). From CZ its is conveyances from Kralupy nad Vltavou to Rottredam (about 3x per year). The conveyance is performed though these border points CZ-D: D ěč ín station border – Bad Schandau Gr. SRN-NL: Emmerich Gr. – Zavenaar Gr.,Bad Bentheim Gr. – Ondenzaal Gr., Kaldenkirchen Gr. – Venlo Gr. The company makes use of these terminals in NL: Standic/Vopac logistic services (Dordrecht/Rotterdam).

VIAMONT Cargo a. s.

Profile of the company: The VIAMONT Cargo subject of enterprise are different activities connected with freight railway transport on national and regional track and spur tracks. It conducts business in several mutually interlinked areas as maintenance of spur tracks, engineering, logistic services, forwarding, hiring of carriages and locomotives or fleet administration. In its activities it cooperates with other VIAMONT combine companies. To the key rail- conveyed commodities belong coal, cereals, steel coils, liquid hydrocarbons, wood, building materials or cement.

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Services Č

Name of company Main destination Main direct clients Office address

Storing Customs services Consignments insurance Number of employees in the CR The year of foundation in the Order A total volume of railway freight transport in the 2005CR in (milll of tonnes) A total volume of railway freight transport in the 2004CR in (milll of tonnes)) A share from the railway transport volume - ExportsImports : : Inland (%) Number of owned or long-termhired locomotives/wagons ČD Cargo a.s. 25,4: Náb řeží Ludvíka Svobody 3 185/ 1 76,3 80,2 26,5: Poland, Austria, Germany DN . . . 13 000 2007 1222 110 15 Praha 1 34 610 40,1 www.cdcargo.cz UNIPETROL DOPRAVA a.s. Litvínov 4 2 - - - 36/2 263 Chemical industry _ _ _ 510 1995 436 70 Litvínov www.unipetroldoprava.cz Viamont Cargo a.s. 15,7 : Železni čářská 1385/29 Hungary, the Netherlands, Chemical, engineering 3 1,3 1,1 0,2: 44/193 _ . . 769 1992 400 03 Ústí nad Labem Poland, Austria, Slovakia industry 84,1 www.viamont.cz OKD, Doprava a.s. Nádražní 93/2967 4 7,6 - - 111/2 370 Mining, engineering industry _ . . 1970 1952/1994 702 62 Ostrava www.okd -doprava.cz ODOS/NH-TRANS, a.s. Steel and metallurgic industry, Pod ěbradova 28 5 - - - 500 vg. chemical industry, engineering _ _ . 53 702 00 Ostrava 1 industry www.nh -trans.cz/

Table A1.1 - Characteristics of rail haulers in Czech Republic

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Road operators Key transport companies at the road market:

Name of company

CS Cargo a.s. Četrans a.s Icom Transport a.s. Jihotrans a.s. TQM holding s.r.o.

Table A1.2 - Transport companies at the road market in Czech Republic

C.S.CARGO a.s.

Profile of the company: C.S.CARGO Holding belongs to the leading companies in Central Europe providing complex transport and logistic services. The group, founded in 1995, has continually increased its annual turnover which exceeded an amount of CZK 2,8 bill. at the end of the year. As assumed it should amount to CZK 4,5 bill. for the year of 2007. Due to this amount, the Holding is the strongest logistic company in the Czech Republic. C.S.CARGO is unambiguously the most significant provider of logistic services for automotive industry in the Czech Republic and in Slovakia. The Holding also realizes more than 70% of the beer conveyance market in the Czech Republic. C.S.CARGO wants to become an integrator of market and by expanding to other Central and Eastern Europe countries also an equal competitor of global logistic players. A part of the development plan and the future group’s expansion is also entering of the group into capital markets.

ČETRANS a.s.

Profile of the company: ČETRANS is one of leading providers of transport, forwarding and customs services in Central Europe. It is one of the largest road freight haulers in the Czech Republic. The size, strength, expert knowledge and experiences enable to provide the guarantee of quality of the services offered in whole extent. All transported consignments are insured and every business partner can make certain of a proper conclusion of an insurance policy before loading the goods at the particular driver, who has got a Certificate of Insurance of the hauler. The modern and ecological fleet enables to get the shortage conveyance permits to the entire Europe.

ICOM Transport a.s.

Profile of the company: Throughout 10 years, ICOM transport a.s. has become one of the largest and modernist transport entities in Europe. The main strategy of ICOM transport a.s. is resident traffic for big customers making use of own modern technique. For the customers to have a reliable and strong partner with the best technical equipment possible available, fleet modification takes

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place every year. ICOM transport a.s. transports especially groceries. This kind of goods also determinates the technique– especially the box-sections trailers are used. Jihotrans a.s

ČSAD JIHOTRANS a.s.

ČSAD JIHOTRANS has been concerned with the traditional branches of business in transport as especially public road passenger transport, inland and international road freight transport, repair services, customs services, inland and international transport of LCL, logistics, running a forwarding office and a lot of other additional services. The business entity JIHOTRANS Group, with join stock companies ČSAD JIHOTRANS, ČSAD STTRANS a JWE belonging to the most important ones, in terms of its potential, capacity and the extent of services provided is the largest hauler in South-Bohemia Region. The entity disposes of nearly 370 lorries, 330 trailers and semi-trailers, a colony of 250 contracting haulers´ vehicles, 190 buses, employing 1 100 employees.

TQM holding s.r.o.

Profile of the company: The main business activities of the company are providing of services within passenger transport, freight transport in connection with complex logistic services (international and inland forwarding), the area of repair, service, metrological and check activities.

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Number of carriages Types of Transported Freight

Name of company Office address 3,5-6 t 6-7,5 t 7,5-12 t 12-18 t 18 t and more Oversize Fragile Liquide Powder Danger Tempered Chemicals Cars Order The total number of lorries CS Cargo a.s. Hradecká 1116 1 470 10 10 10 20 420 _ . _ _ . . . _ 506 01 Ji čín www.cscargo.cz ČSAD JIHOTRANS a.s. Pekárenská 255/77 2 311 8 7 16 10 270 _ _ _ . _ _ _ . 370 21 České Bud ějovice www.jihotrans.cz TQM holding s.r.o. Těšínská 1028/37 3 120 DN DN DN DN DN _ . . _ . . . _ 746 01 Opava www.tqm.cz ICOM transport a.s. Jiráskova 1424/78 4 420 DN DN DN DN DN DN DN DN DN DN DN DN DN 587 32 Jihlava www.icomtransport.cz

Table A1.3 - Characteristics of transport companies at the road market in Czech Republic

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Forwarding Companies Key forwarding companies at the road market:

Name of company

Bohemia Cargo

Č echofracht DHL Express

DSV Road a.s

Ewals Cargo Care s.r.o Gebrüder Weiss

Kuehne + Nagel group

Schenker s.r.o SPEDI-TRANS

TNT Express RailSped

Table A1.4 - Forwarding companies at the road market in Czech Republic

Bohemia Cargo

Profile of the company: It is a road hauler providing storing, customs services, running a forwarding service and being an operator of the terminal in D ěč ín. It owns stock premises with the capacity of 20 thousand palette places. Shipping destination CZ-NL, especially Rotterdam - D ěč ín. The mostly used terminals – Rotterdam, D ěč ín. Volume of cargo, about 30-40 tonnes/year in the destination D ěč ín – Rotterdam.

Čechofracht a.s.

Profile of the company: Čechofracht a. s. belongs to the largest providers of logistic and forwarding services in the Czech Republic. With its subsidiaries BlueTrucks, s.r.o. and SPEDI-TRANS Praha, s.r.o. it forms an entity of Čechofracht Group, providing complex forwarding-logistic services. The leading position at the market is due to the longstanding activity in this field and the professionalism of employees.

DHL Express

Profile of the company: DHL takes up the leading position at the global market of international logistics and land and air transport. It is also the largest company in the world providing services in the area of sea- freight and contracting logistics. DHL offers a compact portfolio of customs-tailored solutions – starting from express documents cargo to supplier chains solutions.

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DHL has been operating at the Czech market since 1986, when providing its express courier service through a local hauler was started, as the first one in at that time Czechoslovakia. After the revolution, in 1991 an own branch was established in Prague. Currently, it offers its services through a thick net of branches and offices all over the Czech Republic.

DSV Road a.s.

Profile of the company: The DSV Group is the largest Danish supplier of conveyance and logistic services. Though the DSV Group is of a Scandinavian countries origin, it operates own branches in 50 countries in Europe, Northern America and Far East, having 19.000 employees currently. World-wide annual turnover of EUR 4,4 bill. was achieved due to professional and advantage complex solutions. DSV Road a.s., as a member of the world-wide DSV A/S net, making use of strong capital, technological and information background Therefore it can offer complex forwarding and logistic service in the Czech Republic.

Ewals Cargo Care s.r.o.

Profile of the company: Ewals Cargo Care has been operating in the Czech Republic since 1991. Currently, there are 11 active workplaces in nine towns of the Czech Republic, the central workplace is in Česká Lípa.The ECC CZ activity is focused especially on providing services in the area of road , sea and intermodal freights. Within logistic services, Ewals Cargo Care CZ offers all services related to storing, manipulation, assembly Ewals Cargo Care has a Certification within the Integrated Management System( IMS ), covering the area of quality, security of work and environment. Ewals Cargo Care CZ is a member of the TAPA association in which firms conducting transport or logistic manipulation with a high-value goods (electronics, computer etc) are represented.

Gebrüder Weiss

Profile of the company: Gebrüder Weiss is one of significant players at the world-wide market. On worldwide basis Gebrüder Weiss is represented in 21 countries, in which it has 134 branches and more than 3900 employees. GW focuses on Europe, Asia and USA. At the Czech market, Gebrüder Weiss provides to its customers a wide offer of services in the area of conveyance and logistics on national and world-wide level. Both in the industrial and private sector.

Kuehne + Nagel group

Profile of the company: Kühne + Nagel, spol. s r.o. founded in 1991 as a Czech branch of Kühne + Nagel Group, a world-wide forwarding company, with 830 offices in 100 countries belongs to the leading providers of logistic services. The Czech branch has currently 91 employees. The company’s head office is located in Prague-- Butovice, where sea-freight , truck-freight, sale and administrative divisions are located. The air-freight division is located at the airport in Ruzyn ě. Contract logistic divisions a stock with a capacity of 4000 m2 and collecting and distributing services divisions are located in Jene č.

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RailSped

Profile of the company: Railsped was founded in 1993. Its main activities are: an international forwarding business in railway transport railway transport consultancy mediating of business and services

Schenker s.r.o.

Profile of the company: Schenker is one of leading world providers of integrated logistics and global forwarding services. It realizes international goods flows between manufacturing and business subjects in Europe through land freights and air and sea freight on world basis. Nearly 75.000 employees in 1500 offices in 150 countries in the whole world produce annual turnover of about EUR 15 mill. Schenker a part of the Deutsche Bahn AG Transport & Logistics Division . Schenker spol. s r. o., as a subsidiary belonging to the compact whole-Europe’s net, disposes of all possibilities of the Pan European know-how and technical, technological and capital background. The complete forwarding and logistic service is being offered by 620 qualified workers at 18 workplaces in the whole area of the Republic.

SPEDI-TRANS

Profile of the company: The specialization of SPEDI-TRANS Praha, s.r.o. is inland/international forwarding business, logistic services as for instance: complex services at provision of inland and international freight of goods and follow up transport/conveyance organization of long distance international freight trains CARPATHIA EXPRESS and ADRIA provision of freight of goods in and from the SNS states including transloading and re- expedition of the consignments (implementation of the CIM/SMGS consignment note) creation of logistic chains(road – railway – road) provision of long-term and short-term hiring of railway carriages dispatching control and monitoring the move of railway carriages forwarding and advisory activity related to railfreight of goods

Shipping destination: Ostrava – Rotterdam – transport in compacted trains Border points through which shipping destination is performed: Děč ín/Bad Schandau/Emmerich/Zevenaar Děč ín/Bad Schandau/Bad Benteim/Oldenzaal Annual transported volume: about 15thous/year Transported commodities Chemicals, anti-freeze mixtures, bio-ethanol Price for the rail -freight – about 40Euro/t

TNT Express

Profile of the company:

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TNT Express is one of the largest world carriers of the B2B express consignments. The company has been operating at the market since 1946. With use of the net consisting of nearly 1 200 depots and transhipment stations it transports weekly around 4,1 mill. of packages, documents and heavy consignments to the more than 200 countries. It has been using more than 23 400 vehicles and 44 freight air-plains, having the largest air and road infrastructure for the door-to-door express service. In the Czech Republic, it has been providing a wide range of services not only in the area of express conveyance but also in the area of logistics and special services according to the clients requests since 1992. It employs more than 300 employees.

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Types of conveyances (%] Services provided R R Č Č

Locations where Name of company storage places Office address are found The year of foundation in the Order Total weight of transported goods 2005 (in thous. tonnes) Road Railway Air Sea Combined Others Customs services Consignments insurance Insurance Package adjustments Collection service Express conveyance Consignment monitoriing Number of employees in the Čechofracht a.s. Opletalova Prague - 37/1284 Hostiva ř, Ruzyn ě, 1952/ 1 DN 15 65 2 15 0 3 ...... 320 111 21 Praha 1 Rudná u Prahy, 1991 www.cechofracht.cz Plze ň, Olomouc Četrans a.s. Revolu ční 3289/13 Plze ň, Cheb, 2 1 652 100 0 0 0 0 0 . . . _ _ . . 1 008 1993 400 95 Ústí nad Labem Varnsdorf, Most www.cetrans.cz Rudná u Prahy, Brno, Bor u SCHENKER spol s.r.o. Tachova, Plze ň, K Vypichu 1087 3 Hradec Králové, ...... 350 1991 252 19 Rudná u Prahy Ostrava, Trutnov, www.schenker.cz Liberec, Ml. Boleslav Kühne & Nagel, spol. s r.o. Prague, Pekárenská 7 4 134 30 10 30 30 0 0 Pardubice, . . . . . _ . 70 1991 155 00 Praha 5 Varnsdorf www.kn -portal.com

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BOHEMIA CARGO s.r.o. Chmelnická 98 5 98,4 80 0 6 14 0 0 Děč ín, Most . . . . . _ _ 82 1997 405 02 D ěč ín www.bohemiacargo.cz Prague, Beroun, Děč ín, Pardubice, DHL Express s.r.o. České nám. Sv. Čecha 3/516 6 DN DN DN DN 0 DN DN Bud ějovice, ...... 1 100 1991 702 00 Ostrava - P řívoz Plze ň, Brno, www.dhl.cz Olomouc, Ostrava Mladá Boleslav, Prague, Lovosice, Ewals Cargo Care s.r.o Česká Lípa, Pod Vlachovkou 5 7 DN 80 5 2 8 4 1 Rychnov nad ...... 450 1991 182 00 Praha 8 kn ěžnou, Plze ň, www.ewals.cz Liberec, Pardubice aj. Brno-Mod řice, Gebrüder Weiss spol. s.r.o. K Rudná, Plze ň, Vypichu 986 8 309 DN DN DN DN DN DN Hradec Králové, ...... 305 1990 252 19 Rudná u Prahy Ostrava, Prague, www.gw -world.cz České Bud ějovice TNT Express Worldwide, spol. s.r.o. Prague, Brno, 9 Na Radosti 413 DN 40 0 40 0 20 0 . . . _ _ . . 199 1992 Ostrava 150 00 Praha 5 www.tnt.com/cz

Table A1.5 – Characteristic of forwarding companies at the road market in Czech Republic

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Terminal Operators Key operators in terminals for combined transport:

Company name:

BOHEMIAKOMBI, spol. s.r.o. Intrans ČSKD a.s. Maersk Logistics Czech republic s.r.o. Metrans a.s. TALOSA s.r.o.

Table A1.6 - Terminal operators in Czech Republic

BOHEMIAKOMBI, spol. s.r.o.

Profile of the company: The Bohemiakombi Company deals in haulage of containers, swap bodies and semi-trailers throughout Europe (Belgium, Netherlands, Germany, Austria, Italy, France, Poland, Slovenia, Croatia, Hungary, Romania, Sweden, Norway, Spain and Portugal). The main product of the Company is a system of non-stop trains “Bohemia Express”, which is currently represented by two lines: Lovosice – Duisburg and back and Lovosice – Hamburg- Billwerder and back. Subsequent railway transport from both terminal stations are provided in addition to these trains. From Duisburg mainly to Rotterdam, Antwerp, Zeebrugge and Lyon; from Hamburg-Billwerder to Sweden and Norway; from Lovosice further across the Czech Republic and Slovakia. Except for haulage of containers, swap bodies and semi-trailers on non-stop trains Lovosice – Duisburg and Lovosice – Hamburg-Billwerder, Bohemiakombi also offers transport of individual consignments from railway stations and terminals in the Czech Republic and Slovakia to terminals and ports in other European countries.

ČSKD-INTRANS a.s.

Profile of the company: The ČSKD-INTRANS a.s. Company disposes of an own network of container terminals in the Czech Republic. Terminals Praha Žižkov, P řerov and Brno are concerned. The Brno terminal currently undergoes a renewal. In Slovakia, the Company operates in the Žilina and Košice terminals. The Company has rented railway cars and on the Czech Republic territory it uses services of ČD. Moreover, the Company disposes of a fleet of haulage contractors who deliver the container to the customer. The Company operates its own train connections ("container shuttle train service”) to/from European ports (Hamburg/Rotterdam) and transports to Koper, Trieste, Rijeka, inland EU destinations, Eastern Europe, CIS, Baltic countries, Asia etc. It offers complex logistical services at its terminals, for instance: deposition of containers, their short-term storage, minor repairs, maintenance and container cleaning lease of own 20‘ containers Customs bills, professional assistance during customs controls, issue of customs documents and the like installation of fixing and safety equipment into line 1 ISO containers, fixing of goods

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installation of freezer units, their connection to electrical network etc. consulting and advisory services in the area of logistics and international combined transport and other.

Technology Information: Reloading at terminals takes place with the help of end freight handlers or portal PD 38. Track freight handlers are installed in Brno. The Company uses its own terminals in the Czech Republic; in the Netherlands the Company uses ECT and RSC terminals. Transport relations to the Netherlands takes place via the border points D ěč ín/Bad Schandau/Emmerich Transport volumes – 4 train pairs/week (regularly) Transport reliability – the trains run orderly; delay 2h at maximum. Delays occur mainly in ports due to their insufficient capacity (overload) On German territory, the Company cooperates with the ITL Dresden hauler

Maersk Logistics Czech republic s.r.o.

Profile of the company: Maersk logistics in the Czech Republic offers a complete logistical service. Maersk Logistics was founded in the year 1996 and it started to expand rapidly. It currently has 350 employees. It offers: 3PL solutions Storage – it has 4 warehouses of a total area of about 40,000 m2 in the CZ Distribution Supply chain management Air freight Logistical advisory services

European Rail Shuttle (ERS), s. r. o., a Czech subsidiary of the Dutch operator European Rail Shuttle B.

Profile of the company: Is the key hauler in the M ělník terminator. In 2006 the company recorded an increase both of the transported consignments (+1,7 %) and the number of trains (+2,5 %). A total of 1198 trains were dispatched and 1170 of coming trains were handled. Thus, a total of 153 170 TEU has gone through the M ělník terminal in 2006, almost 3000 more than in 2005. A part of transportations from/to Hungary that went through the M ělník terminal in 2005 was transferred by ERS to direct trains so it is not included in the total increase. 163 trains were dispatched by the company from the Bratislava terminal, a 199 coming trains were handled. In a total 22 075 TEU were transported. New ERS products were modified in 2006 and the offer of regular trains from/to the M ělník and Bratislava terminals was extended. Since October 2006 there are two trains per week going from Bremerhaven to Bratislava, one direct train in the direction Bratislava – Bremerhaven and one train from Bratislava to Bremerhaven being handled in M ělník. The number of the trains in the direction Bremerhaven – Mělník was increased by ERS from originally 7 (in the beginning of u 2006) to 9 trains per week and the number of links in the shipping destination M ělník – Rotterdam was increased to 10 per week. After a part of the transportations has been rerouted from Hamburg to Bremerhaven, there is one to two trains per week in operation between M ělník and Hamburg. A new train Mělník – Kop řivnice and back was introduced in August 2006 being linked to the transportations from and to the ports. There are haulages/cartages from Kop řivnice attending the North Moravia

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region and Slovakia and Poland adjacent regions. So far this train goes regularly once a week and also another one if needed. In April 2007 a new product was introduced by ERS: train – Zeebrugge being dispatched in the number up to three couples of trains per week.

Metrans a.s.

Profile of the company: It does not provide transportations between CZ-NL. Metrans offers full-scale just-in-time intermodal railway operations with cargo in sea containers which are heading to/from the Czech Republic, Slovakia and Hungary. It connects these countries by railway with the main European ports, including Hamburg and Bremerhaven or in the south with Koper, Triest, Rijeka and a network of terminals and warehouses including a railway terminal Praha – Uh řín ěves.

freight

Company name Main Office address destinations railway Total volume of transport in the year 2005 in the Czech Republic (mill. of tons) Total volume of railway freight transport in the year 2004 in the Czech Republic (mill. of tons) Share of railway transport - Export Import: Domestic (%) Number of served countries Number of owned or long-term leased trains/wagons METRANS a.s. Hamburg, Podleská 926, 4 3,3 37,5/35/17,5 5 Bremer haven, 4/600 110 00 Praha 10 - Uh řín ěves Koper www.metrans.eu

Table A1.7 – Metrans a.s. company data

TALOSA s.r.o.

Profile of the company: A purely private transport system is concerned (formerly Doprava TATRA, spol. s r.o.) which organizes transports for the TATRA motor works. This Company uses terminals in Kop řivnice and Uherský Brod Since 2002 it is owned by the ŠKODA TATRA Forwarding, a.s. Company (terminal in Plze ň). TALOSA s. r. o. provides services in the following areas: Road freight transport Supplies of technology for constructions of all kinds Repairs of road motor vehicles Forwarding activities Reloading of freight and machinery Mediation of business and services Combined transport at container terminals in Kop řivnice and Uherský Brod Production of sports car aggregates

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Machine cutting

Inland waterway operators

ČSPL a.s.

Profile of the company: ČSPL, a.s. with domicile in D ěč ín was founded on 13.6.1922 as a Československá plavební akciová spole čnost Labská, Praha. At that time, the founders at that time were the state and banks. The Company has performed all activities associated not only with transport of goods and persons, but also with construction and repairs of ships. In the course of the years, significant changes in water carriage operation have taken place and the most significant was an acquisition dated 21.10.2002. At that time, part of the Corporation providing river carriage has bought and registered under the name ČSPL, a.s. the ARGO Internationale Spedition Company (today ARGO BOHEMIA). The ČSPL, a.s. Company has a total of 293 employees and 102 vessels with a tonnage of 66,812 tons and 13,674 kW. Nowadays, sea ports of the German Ocean, the Baltic Sea and inland ports of Germany, Netherlands, Switzerland and France are regularly visited by its vessels. The vessels of ČSPL a.s. Company may also use the connection of the Rhine-Mohan- Danube canal in the direction of Danubian ports in Germany, Austria, Slovakia and Hungary.

Services

Company name Office address Total volume of river freight carriage inthe year 2005 (tons) Total volume of river freight carriage inthe year 2004 (tons) Share of river freight carriage - Port of registry Import: Export: Domestic (%) Ports used in the Czech Republic Served countries Number of owned ships Types of used ships Transport of floating objects Warehousing Customs services Insurance of consignments Employee count in the Czech Republic MN Děč ín, Ústí ČSPL, a.s. Germany, Labe, nad Karla Čapka 211/1 Netherlands, TC 546 361 Děč ín Labem, 405 91 D ěč ín 1 45/55 France, 102 11500, _ _ . _ 293 037 793 Lovosice, www.cspl.cz Belgium TC 500, Mělník TR 610

Table A1.8 – ČSPL a.s. company data

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Annex 2 Train Schedules

Transport schedule ČSKD Intrans

Transport schedules are shown for the validity period of 2007 (November). Therefore, the number of connections and particularly their timing may change.

Wed, 42338 Thu, 48380 Sun, 42336 Station / Day, train no. Day Time Day Time Day Time Day Time End of orders Tue 14:00 Wed 14:00 Fri 14:00 End of reception – Prague Tue 18:00 Thu 06:00 Sat 06:00 Prague Malešice Wed 13:00 Thu 20:30 Sun 02:50 Děč ín ETA Wed 16:30 Thu 23:59 Sun 05:03 Děč ín ETD Wed 17:34 Fri 01:50 Sun 06:05 Bad Schandau ETA Wed 18:05 Fri 02:20 Sun 06:36 Bad Schandau ETD Wed 19:05 Fri 03:20 Sun 07:49 Emmerich ETA Thu 09:11 Fri 18:25 Sun 19:54 Emmerich ETD Thu 12:00 Fri 18:55 Sun 01:00 Rotterdam Waalhaven Thu 20:50 Mon 03:00 Rotterdam Maasvlakte Fri 04:00 Sat 02:00 Mon 07:00

Table A2.1 - Transport schedule: Terminal Prague-Žižkov, Prague-Žižkov – Rotterdam Maasvlakte Note: All trains are marked with the name Tullipan in addition to the number.

Mon, 42319 Tue, 42339 Fri, 42337 Station / Day, train no. Day Time Day Time Day Time Day Time We End of orders Fri 12:00 Fri 14:00 15:00 d End of reception – Rotterdam Mon 00:00 Tue 00:00 Thu 22:00 ECT End of reception – Rotterdam Mon 06:00 Tue 06:00 Fri 00:00 RSC Rotterdam Maasvlakte Mon 11:00 Tue 12:10 Fri 07:10 Rotterdam Walhaven Mon 14:30 Tue 15:20 Fri 10:20 Emmerich ETA Tue 00:01 Tue 19:00 Fri 15:45 Emmerich ETD Tue 01:01 Tue 21:01 Fri 18:02 We Bad Schandau ETA Tue 15:23 12:29 Sat 08:57 d We Bad Schandau ETD Tue 16:25 13:33 Sat 10:32 d

Table A2.2 - Transport schedule: Terminal Rotterdam Maasvlakte, Rotterdam Maasvlakte – Prague-Žižkov

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ERS

To Rotterdam Mělník MIT Rotterdam RSC 1 2 1 2 1 2 1 Rotterdam RSC Mělník MIT 2 1 2 1 2 2 0

Table A2.3 - Scope of transport linked to the terminal in M ělník MIT

Mon, 11 Tue, 22 Tue, 21 Wed, 31 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Fri 17:00 Mon 12:00 Mon 17:00 Tue 17:00 End of reception, customs – Mon 10:00 Mon 19:00 Tue 10:00 Wed 10:00 Mělník End of loading – M ělník Mon 18:00 Tue 11:30 Tue 18:00 Wed 18:00 Mělník MIT Mon 22:00 Tue 14:00 Tue 22:00 Wed 22:00 We Rotterdam RSC Waalhaven Tue 22:15 22:15 Thu 22:15 d End of unloading – We Tue 23:15 23:15 Thu 23:15 Waalhaven d Rotterdam Maasvlakte Wed 03:00 Wed 22:30 Thu 19:30 Fri 00:00 End of unloading – Wed 09:00 Thu 04:30 Fri 00:30 Fri 03:00 Maasvlakte Thu, 42 Thu, 41 Fri, 51 Sat, 62 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Wed 12:00 Wed 17:00 Thu 17:00 Fri 12:00 End of reception, customs – Wed 19:00 Thu 10:00 Fri 10:00 Fri 19:00 Mělník End of loading – M ělník Thu 11:30 Thu 18:00 Fri 18:00 Sat 11:30 Mělník MIT Thu 14:00 Thu 22:00 Fri 22:00 Sat 14:00 Rotterdam RSC Waalhaven Fri 22:15 End of unloading – Fri 23:15 Waalhaven Rotterdam Maasvlakte Fri 17:00 Sat 01:00 Mon 11:00 Sun 23:00 End of unloading – Fri 23:00 Sat 07:15 Mon 19:00 Mon 03:00 Maasvlakte Sat, 61 Sun, 71 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Fri 17:00 Fri 17:00 End of reception, customs – Sat 10:00 Sun 10:00 Mělník End of loading – M ělník Sat 18:00 Sun 18:00 Mělník MIT Sat 22:00 Sun 22:00 Rotterdam RSC Waalhaven Sun 20:30

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End of unloading – Sun 22:15 Waalhaven Rotterdam Maasvlakte Mon 04:00 Tue 00:15 End of unloading – Mon 10:00 Tue 05:15 Maasvlakte

Table A2.4 - Transport schedule: Terminal M ělník MIT, M ělník MIT – Rotterdam Maasvlakte/RSC Waalhaven

Mon, 11 Mon, 12 Tue, 21 Wed, 31 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Fri 15:00 Fri 15:00 Fri 15:00 Mon 09:00 End of reception, customs – Sat 08:00 Sun 18:00 Mon 01:00 Mon 14:15 Maasvlakte End of loading – Maasvlakte Sun 07:00 Mon 10:00 Mon 19:00 Tue 05:15 Rotterdam Maasvlakte Mon 02:00 Mon 21:10 Tue 02:00 Wed 02:00 End of loading – Waalhaven Tue 01:30 Rotterdam RSC Waalhaven Tue 04:30 Mělník MIT Tue 22:00 Wed 08:00 Wed 22:00 Thu 22:00 End of unloading - M ělník Wed 03:00 Wed 12:00 Thu 03:00 Fri 03:00 Wed, 32 Thu, 41 Fri, 51 Fri, 52 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Tue 10:00 Tue 15:00 Wed 15:00 Wed 15:00 End of reception, customs – Tue 16:00 Wed 12:30 Thu 12:30 Thu 14:00 Maasvlakte End of loading – Maasvlakte Wed 09:00 Thu 04:30 Fri 04:30 Fri 07:00 Rotterdam Maasvlakte Wed 21:10 Thu 06:00 Fri 06:00 Fri 21:10 End of loading – Waalhaven Wed 21:50 Fri 21:50 Rotterdam RSC Waalhaven Wed 22:50 Fri 22:50 Mělník MIT Fri 08:00 Fri 22:00 Sat 22:00 Sun 08:00 End of unloading - M ělník Fri 12:00 Sat 03:00 Sun 03:00 Sun 12:00 Sat, 61 Sat, 62 Station / Day, trip no. (ERS) Day Time Day Time Day Time Day Time End of orders/reservations Thu 15:00 Fri 09:00 End of reception, customs – Fri 07:00 Fri 15:00 Maasvlakte End of loading – Maasvlakte Fri 23:00 Sat 07:15 Rotterdam Maasvlakte Sat 02:00 Sat 15:40 End of loading – Waalhaven Rotterdam RSC Waalhaven Mělník MIT Mon 08:00 Tue 08:00 End of unloading - M ělník Mon 12:00 Tue 12:00

Table A2.5 - Transport schedule: Terminal M ělník MIT, Rotterdam Maasvlakte/RSC Waalhaven – M ělník MIT

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Annex 3 Information from Company Surveys (Questionnaires) – Bottleneck

Company: - Focus – FORWARDING railway transport

Interview 1: The Company sees shortcomings in combined transportation mainly in the area of small range of public combined traffic terminals in the Czech Republic. The only neutral terminals in the Czech Republic are ČD DUSS Lovosice and TSC Lovosice. Other terminals in the Czech Republic are at the same time operators of CT trains. The possibilities for potential companies wanting to organize these transports are thus reduced (they are not admitted in private terminals (Itrans/Metrans) and Lovosice do not dispose of such a capacity). The DUSS terminals in Germany are also public, thus neutral. There is no public terminal in the eastern part of the Czech Republic territory. Operating view which is limiting and has negative impact on transportation: The Company regards railway carriers as the problem. It is mainly an issue of timely train runs of the DB Railion Company. (trains/staff). The ČD Cargo a.s. carrier does not own any railway cars for transport of road semi-trailers (pocket wagons); moreover, there is a lack of container cars in working condition.

Economic view which is limiting and has negative impact on transportation: The same level of fees for usage of traffic routes for lines of combined traffic of continental type (with transport of road semi-trailers, swap bodies) with lines to sea ports. The program for CT support does not provide an advantage for CT lines with road semi-trailers transport and swap bodies. Currently, the CT support program 2006 – 2010 is not carried out in the Czech Republic as far as the promised funds are concerned.

High fees for railway traffic routes when compared to toll decrease the competitive price advantage of the continental-type CT. After a ten-year period of high levels of continental-type CT line support (RoLa) the support for new continental-type CT lines has been reduced. Without state assistance for easement of losses of temporary nature for approx. 2-3 years the development of new lines will be from very low to zero. Legislative view which is limiting and has negative impact on transportation: Ban on pick-up and delivery for Czech road haulers in countries like Germany, Sweden and the like. (Disallowed cabotage due to EU entry treaties.)

Interview 2: The Company sees a significant bottleneck in the yearly increase in prices on the part of the RAILION Company. Furthermore, it is a very low preciseness of the Railion Company employees in dispatch stations in the Netherlands.

Company: - Focus – Operator of combined transport Interview: The Company does not see any significant problems in the area of combined transport during railway transportation. Problem areas arise in road transport, namely in case of unequal loading of containers in Asia and thus the problem of axle pressure violation for some road vehicle axles. This condition cannot be avoided even when the container weight is lower.

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Company: - Focus – Roadway carrier Interview 1: Operating-economic view which is limiting and has negative impact on transportation: Time of vehicle provision for loading from the time of customer order in import. The main motive for the use of terminals (containers/RoLa) would be seen in guaranteed time of delivery from the consigner to the consignee and a total price for transport including reloading and delivery to the house of the consignee. The Company has a bad experience with railway carriage mainly due to absence of suitable forwarder wagons at the time of loading needs. As far as road haulage is concerned, the Company refers to the slow reaction of forwarders at the beginning of a week in Holland.

Company: – Focus – Railway carrier Interview1: Limited capacity of border transit stations are mainly regarded by the Company as problematic. Limiting legislation in the area of railway traffic; insufficient capacity of traffic routes.

Interview2: The company does not own any terminal and is not using them because private owners averted the access to them. There is only one public terminal in the CR which is already used to full capacity currently and therefore other transportations cannot be directed to this terminal. The company says it is necessary to build up terminals for public access. The company sees as a problematic place in the spur track attendance directly in the port from the time point of view. It oft meets with a low efficiency of the attendants at the spur track in the port. The compact train comes to the port in time but here at the hand over to the port spur attendant there are big time outs caused by the spur attendants. To unify the cross-frontier agreement on locomotives homologation. A special permission for the same type of a locomotive is to be obtained for every crossing to the D railway net. There are cases when the locomotive is allowed to cross the state frontier crossing the D but not the other one (provided there is the same traction etc.). The permissions for extraordinary transportations are not accorded uniformly. For instance it is very difficult to obtain this permission in the direction CZ – WEST than CZ – EAST. The rail offices EBA in D and DÚ in CZ should set and unify directives according to which the locomotives could be homologised for the operation on own railway networks for foreign haulers CZ/D. To simplify the conditions for cross-frontier operation to the 1 st railway statiton of a neighbouring state. Thus, the handover of the freight trains among particular contractual haulers on railway networks of two neighbouring states (CZ/D) would be more efficient. Interview3: The company sees the most serious fact negatively influencing the transportation between CZ and NL on the track is the Ralion a Ralion Nederland high price policy. According to the company there are high prices especially for the carriage consignments that are completely non-competitive to the rail transport.

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transport Kind of activity answer CZ-NL Railway companies - carrier 1 Viamont Cargo a.s. 1 1 2 OKD, Doprava a.s. 1 0 3 UNIPETROL DOPRAVA a.s. 1 1 4 Slezskomoravská dráha a.s. 0 0 5 ODOS a.s. 0 0 6 ČD Cargo a.s. 1 1 Roadway companies - carrier 7 CS Cargo a.s. 0 1 8 Četrans a.s. 1 1 9 Icom Transport a.s. 0 1 10 Jihotrans a.s. 1 1 11 TQM holding a.s. 0 1 Operators of terminals (kombined transport) 12 Intrans ČSKD 1 1 13 Metrans a.s. 0 0 14 Maersk 0 1 15 BOHEMIAKOMBI, s r.o. 1 1 16 Talosa s.r.o 1 0 Inland waterway transport - carrier 17 ČSPL 0 1 Forwarding transportation companies 18 SPEDI-TRANS 1 1* 19 Schenker s.r.o. 0 1* 20 Gebrüder Weiss 0 1* 21 TNT Express 0 1* 22 DHL Express 0 1* 23 DSV Road 0 1* 24 Čechofracht 0 1* 25 Kuehne + Nagel group 0 1* 26 Bohemia cargo 1 1* 27 RailSped 0 1* Total of answer 11 22 Table A3.1 - Answer evaluation of questionnaire

* The realized transportations between CZ-NL not confirmed; they could be expected to exist.

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Survey in the Netherlands

The following companies have been interviewed • SC Rotterdam - mr C. Hoenders, director • HMM (Hyundai Merchant Marine) - Mrs L. Shea, manager inland operations • NYK Logistics - Mr S. Marino - general manager operations • ITL - Mr G. Boot - Commercial director • ERS -Mr P Baas - Manager operations • EMDieselsF - Mr F. Zoetmulder / Former managing director ERS Railways • Rail Cargo Info Centre - Mr M. Philips • Ministry V&W - Mr Q. Vosman • Railion - Mr T. Halbers • Companies APTM and Optimodal were requested but interviews were not possible.

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Annex 4 Template of Questionnaire

1) AREA - TRANSPORT BETWEEN CZ AND NL a) Companies achieving transport between CZ and NL – general questions

Profile of the company (short description)

Type of provided services

Amount of operation-technical equipment/background – types of vehicles/carriages, railway engine, reloading technology, number of employees etc. (at least reference)

b) Companies achieving transport between CZ and NL – transport questions

Name of used terminals/places of reloading in CZ and NL

Type of commodity (goods, TEU)

Transported goods – (from – to) and how regularly Via which border points CZ/D and D/NL do you carry out the transport Transport between CZ and NL (t/year or TEU/year or trains/year ) (at least reference) Transport volume (t/year) according to type of commodities/goods (at least reference) c) Economic questions, transport price according to types of transport - (if possible to publish)

Transport tariff (select according to your most convenient and monitored unit):

By railway Transport price By road (t/km) By sea? By railway Transport price By road TEU/km By sea?

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By railway Transport price m3 By road By sea? Transport price according to commodities, if different:

Food and live animals

Beverages and tobacco

Raw materials, uneatable, except fuels Mineral fuels, lubricants and related materials Animal and vegetable oils, fat and waxes Chemicals and related products not listed anywhere else Market products assorted mainly according to material Machines and vehicles

Industrial consumer goods

Commodities and subjects of business not categorised anywhere else, e.g. TEU

2) AREA – COMPANIES, OPERATORS OPERATING RAILWAY RELOAD TERMINAL

Name

Place

Property

Types of serviced transports and their ratio

(railway/road)

Number of reloads per year (TEU/t)

Type of operation-technical equipment of the terminal What other transport companies can access the terminal Sources and objectives of transport of goods that are reloaded in the terminal. Ideally present also according to types of commodities/goods.

What service package do you provide in the terminal

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General information about observing times of regular transports (whole trains) departure/arrival from/in the terminal considering the railway timetable

3) AREA – COMPANIES, TRANSPORTERS ACTIVE IN RAILWAY SERVICE ON CZ TRANSPORT MARKET

Name Company profile + what services does the company offer Head office

Location of the main operation-technical background Kinds, types and amount of operation-technical equipment, number of employees etc. Total transport volume (t, TEU/year) Transport volume (t/year) according to type of commodities/goods (at least reference)

Important transport relations

4 AREA – PROBLEMS DURING TRANSPORT a) Road transport/transporters Can you list what objectives negatively affect or somehow limit your activity? Which of them do you consider the most serious? (For example legislation, time limits, congestions, road fees, administrative processes, other limits) b) Railway transport transporters/forwarders Can you list what objectives negatively affect or somehow limit your activity? Which of them do you consider the most serious? (For example legislation, other administrative processes, cooperation with other railway administrations and operators (DB Netz, DR Cargo), capacity of railways, price of the fee for used transport routes, train on time, keeping the consignment inviolate) c) Forwarding companies, operators of container terminals etc. Can you list what objectives negatively affect or somehow limit your activity? Which of them do you consider the most serious? (Obstacles of legislation or other nature, transport market control, insufficient transport infrastructure, sufficiency of logistic areas and access to them)

Do you see any obstacles when using road transport – both own or of co-operating operators of road transport? (Congestion, road fees, reliability of partners, meeting the agreed time of transport, non-discriminatory approach of state)

Experience with railway freight transport? Have you got experience with any other railway operator than ČD a.s.?(Complaisance, behaviour of transporter employees, reliability of

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transport (time and in terms of consignment inviolacy), sufficiency of carriages of convenient series for loading of the appropriate kind of goods, transport price)

5 AREA – MISCELLANEOUS – open question Any questions, ideas

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Annex 5 Terminals in the Czech Republic

There are currently 6 key companies that operate intermodal freight transport (IFT) terminals in the territory of the Czech Republic.

Company Location of the terminal Prague-Uh řín ěves, Zlín- METRANS, a. s. Želechovice/Lípa ČSKD INTRANS, a. s. Prague-Žižkov, P řerov, Brno MAERSK LOGISTICS, s. r. Mělník o. ČD-DUSS, Terminál a. s. Lovosice Česko-saské p řístavy s. r. o. Děč ín, Lovosice České p řístavy a. s. Ústí nad Labem, M ělník

Table A5.1 - Location of terminals in the CR

Within the technical terms of the terminals only loading tracks are more specified– it does not mean that a freight train of a common length permitted on a transport route can be transported to the terminal connecting station. In annexed schemes is an overview of shunting yards (Annex 8.4).

Characteristics of the terminal Praha-Uh řín ěves

Technical data

Term Description Connection station Praha-Uh řín ěves (UIC - 54/54956-8, UIRR - 938) (registration number) Rail operations: 24 h daily Mo - Sun, including state holiday Operating hours Road operations: Mo – Sun from 7:00 am to 9:30 pm Capacity – trailers 360 trailers (long-term subcontractors) 6 wheel freight handlers, 42 t (5 levels), Kalmar Manipulation means 7 wheel freight handlers 8 t (7 levels), Ferrari 248 – 4 TEU 3 over 7 tracks being 600 m long Track portal cranes 2 over 6 tracks being 350 m long Own track means 4 locomotives Operating capacity 10 trains at the same time Length of spur track 12 km of tracks Loading tracks 7 x 600 m + 6 x 350 m + 2 x 550 m Storing capacity 15 000 TEU Storing area 270 000 m2 Total terminal area 420 000 m2 Annual reloading not found out

Table A5.2 - Technical terms of the Praha-Uh řín ěves terminal

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Source: a METRANS a. s. official website (http://www.metrans.eu/).

Scope of offered services • Possibility of handling containers, changing superstructures and trailers; • Office for customs clearance; • Connections for isothermal containers – PTI incl. repairs; • Deposit for empty containers – capacity 10 000 TEU; • 3 000 m2 covered repair areas including container cleaning; • Installation of linerbags or hangertainers.

Scope and frequency of transport

Session Connection frequency per day From terminal To terminal Mon Tue Wed Thu Fri Sat Sun To Hamburg Hamburg Buchardkai Prague-Uh řín ěves 1 1 1 1 1 1 1 terminal Hamburg CTA terminal Prague-Uh řín ěves 1 1 2 1 1 1 1 Hamburg CTT terminal Prague-Uh řín ěves 0 1 0 1 0 1 0 Hamburg Eurokai terminal Prague-Uh řín ěves 2 2 1 1 2 1 1 Hamburg Prague-Uhřín ěves 0 1* 0 0 0 0 0 Hamburg Buchardkai Prague-Uh řín ěves 1 1 1 1 1 1 1 terminal Prague-Uh řín ěves Hamburg CTA terminal 1 2 1 2 1 1 1 Prague-Uh řín ěves Hamburg CTT terminal 1 0 1 0 1 0 0 Prague-Uh řín ěves Hamburg Eurokai terminal 1 1 1 1 1 2 2 To Bremerhaven Bremerhaven Prague-Uh řín ěves 0 2 1 1 0 1 1 Prague-Uh řín ěves Bremerhaven 1 2 2 2 2 1 0 To Zlín-Želechovice/Lípa Prague-Uh řín ěves Zlín-Želechovice/Lípa 2 2 2 2 2 1 1 Zlín-Želechovice/Lípa Prague-Uh řín ěves 2 2 2 2 2 2 0 To Dunajská Streda Prague-Uh řín ěves Dunajská Streda 0 1 1 1 1 0 1 Dunajská Streda Prague-Uh řín ěves 0 1 1 1 1 0 1

Table A5.3 - Scope of transport linked to the terminal in Prague-Uh řín ěves * - seasonal operation only. Source: Official website of METRANS a. s. (http://www.metrans.eu/).

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Characteristics of the terminal Zlín-Želechovice/Lípa

Technical data

Term Description Connection station Lípa nad D řevnicí (UIC - 54/37055-1, UIRR - 975) (registration number) Railway operations: 24 h daily Mo - Su, including public holiday Operating hours Road operations: Mo – Su from 7:00 to 21:30 Capacity – trailers 180 trailers (long-term subcontractors) Manipulation means 6 wheel freight handlers, 42 t + 8 t Track portal cranes - Own track means not available Operating capacity not available Length of spur track not available Loading tracks 2 x 350 m + 3 x 550 m Storing capacity not available Storing area 40 000 m2 Total terminal area 45 000 m2 Annual reloading not available

Table A5.4 - Technical terms of the Zlín-Želechovice/Lípa terminal

Source: Oficiální web spole čnosti METRANS a. s. (http://www.metrans.eu/).

Scope of offered services • Possibility of handling containers, changing superstructures and trailers; • Office for customs clearance; • Connections for isothermal containers – transport inspection (PTI) incl. repairs; • Deposit for empty containers • Container cleaning; • Installation of linerbags or hangertainers

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Scope of transport

Session Connection frequency per day From terminal To terminal Mon Tue Wed Thu Fri Sat Sun To Hamburg Hamburg CTA terminal Zlín-Želechovice/Lípa 0 0 0 0 1 0 0 Hamburg Eurokai terminal Zlín-Želechovice/Lípa 0 0 0 0 0 1 0 Hamburg Zlín-Želechovice/Lípa 0 0 0 0 0 1* 0 To Bremerhaven Zlín-Želechovice/Lípa Bremerhaven 0 0 0 0 0 0 1 To Prague-Uh řín ěves Prague-Uh řín ěves Zlín-Želechovice/Lípa 2 2 2 2 2 1 1 Zlín-Želechovice/Lípa Prague-Uh řín ěves 2 2 2 2 2 2 0

Table A5.5 - Scope of transport linked to the terminal in Zlín-Želechovice/Lípa * - seasonal operation only

Transport schedule The transport schedule is subject to the departures and arrivals or trains at the terminals in Prague-Uh řín ěves from the terminals in Hamburg and Bremerhaven, on which the Prague- Uh řín ěves – Zlín-Želechovice/Lípa session follows up.

Characteristics of the terminal Praha-Žižkov

According to the ČSKD-INTRANS a. s. development purposes it is expected that due to the limited capacity of the Prague –Žižkov current terminal, the terminal will be moved to a substantial location which will fulfil the capacity requirements in the course of five years. The alternative location should remain at the area of the City of Prague, or in its proximity.

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Technical data

Term Description Connection station Praha-Žižkov (UIC - 54/57326-1, UIRR – 925) 1) (registration number) Operating hours Mo – Fr, 24 h daily 1) Capacity – trailers not available Manipulation means 3 wheel freight handlers, 45 t (5 levels), Kalmar Track portal cranes - Own track means not available Operating capacity not available Length of spur track not available Loading tracks 1 x 260 m + 3 x 215 m 2) Storing capacity not available Storing area 17 000 m2 1) Total terminal area 31 000 m2 1) Annual reloading not available

Table A5.6 - Technical terms of the Praha-Žižkov terminal

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map.

Scope of offered services • Deposit of containers, short-term storage, minor repairs, maintenance and cleaning; • Installation of cooling aggregates, electrical cooling containers, transport inspections; • Computer monitored and controlled depot; • Lease of 20’ containers; • Customs declaration, expert assistance during customs controls, etc.; • Installation of handling and security equipment into ISO series 1 containers, fixing of goods; • Installation of freezing aggregates, their connection to power supply, etc.

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Scope of transport

Session Connection frequency per day From terminal To terminal Mon Tue Wed Thu Fri Sat Sun To Hamburg Prague-Žižkov Hamburg Waltershof 1 1 1 2 2 0 0 Hamburg Waltershof Prague-Žižkov 0 1 1 1 2 1 1 To Rotterdam Prague-Žižkov Rotterdam (RSC+ECT) 0 0 1 1 0 0 1 Rotterdam (RSC+ECT) Prague-Žižkov 1 1 0 0 1 0 0

Table A5.7 - Scope of transport linked to the terminal in Prague-Žižkov

* - seasonal operation only. Source: Official website of ČSKD-INTRANS a. s. (http://www.intrans.cz/).

Container transport on the part of the route using the railway is conducted using railway containers leased from ČD, a.s. On the DB-Netz network, the company uses the services of a third shipper (ITL Dresden). When trains arrive at the destination terminals, a delay of up to 2 hours occurs for operational reasons on the railway network. The greatest delay is general caused by late departure of the train from the port, generally because of its overloading.

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Characteristics of the terminal P řerov

Technical data

Term Description Connection station Přerov (UIC - 54/34662-7, UIRR – 940) 1) (registration number) Operating hours not available Capacity – trailers not available Manipulation means 1 wheel portal crane PD 38 Track portal cranes - Own track means - Operating capacity 1 train Length of spur track not available Loading tracks 1 x 215 m 2) Storing capacity not available Storing area not available Total terminal area not available Annual reloading not available

Table A5.8 - Technical terms of the P řerov terminal

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map.

Scope of offered services Not available.

The terminal in P řerov is operated by follow-up transports, which are part of the train linking network in the CR to/from the central terminal in Prague-Žižkov.

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Characteristics of the terminal Brno

Technical data

Term Description Connection station Brno Main station (UIC - 54/33295-7, UIRR – 928) 1) (registration number) Operating hours Mo – Fr, 6:00 – 18:00 1) Capacity – trailers not available Manipulation means - Track portal cranes 2 over 3 tracks, 280 m length Own track means not available Operating capacity not available Length of spur track not available Loading tracks 3 x 280 m 2) Storing capacity not available Storing area 3 000 m2 1) Total terminal area 50 000 m2 1) Annual reloading not available

Table A5.9 - Technical terms of the Brno terminal

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map.

The terminal in Brno is currently undergoing renovation and no regular transport is conducted here. In the outlook ventures of ČSKD INTRANS, service will be provided here and the terminal may be considered an important reloading point in the South Moravian region. The offer of services at the terminal in Brno is not enclosed because it is not in operation at present.

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Characteristics of the terminal M ělník

Technical data

Term Description Terminal station Mělník Labe (UIC - 54/52038-7, UIRR – not available) 1) (registration number) Connection station Mělník (UIC - 54/53018-8, UIRR – 927) 4) (registration number) Operating hours Mo – Su, 24 h daily 4) Capacity – trailers not available Manipulation means 2 wheel freight handlers, 42 t (5 levels), Kalmar 1) Track portal cranes not available Own track means not available Operating capacity not available Length of spur track 14,2 km 5) Loading tracks 1 x 550 m + 1 x 270 m 2) Storing capacity 3 000 TEU 6) Storing area 140 000 m2 (open-air area), 17 000 m2 (covered area) 5) Total terminal area 35 000 m2 6) Annual reloading 153 170 TEU (year 2006) 3)

Table A5.10 - Technical terms of the M ělník MIT terminal

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map; 3) Dopravní noviny (http://www.dnoviny.cz/); 4) Bohemiakombi (http://www.bohemiakombi.cz/); 5) České p řístavy (http://www.ceskepristavy.cz/); 6) MAERSK LOGISTICS (http://www.maersklogistics.com/).

Scope of offered services • Intermodal services in the water/road/rail system; • Transfer of loads up to 300 t in weight and loose substrates; • Container storage, repair and maintenance; • Customs clearance; • Storage and public customs warehouse services (approx. 5 000 m2); • Office rental (approx. 1213 m2); • Sale of diesel in the port compound; • Connection to the public railway network with a private branch line; • Road connection to motorways I/9 (Prague – Česká Lípa) and I/16 (Mladá Boleslav – Kralupy n./V.); • Transfer of unit goods – 8 ship transfer surface; • Container distribution; • Forwarding services.

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Scope of transport • Connections between terminals are operated by European Rail Shuttle (ERS) together with ČD, a.s. (Czech Rail)

Session Connection frequency per day From terminal To terminal Mon Tue Wed Thu Fri Sat Sun To Hamburg Mělník MIT Hamburg Waltershof 0 0 1 0 1 0 0 Hamburg Waltershof Mělník MIT 0 1 0 0 1 0 0 To Bremerhaven Mělník MIT Bremerhaven Nordhafen 1 2 2 2 2 1 2 Bremerhaven Nordhafen Mělník MIT 1 2 2 1 1 1 2 To Rotterdam Mělník MIT Rotterdam RSC 1 2 1 2 1 2 1 Rotterdam RSC Mělník MIT 2 1 2 1 2 2 0

Table A5.11 - Scope of transport linked to the terminal in M ělník MIT

* - seasonal operation only.

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Characteristics of the terminal Lovosice

Technical data

Term Description Connection station Lovosice (UIC - 54/55859-3, UIRR – 931) 1) (registration number) Operating hours Mo – Fr 6:00 – 22:00, Sa 6:00 – 18:00 1) Capacity – trailers not available 2 wheel portal cranes PD 250 over 2 tracks, 160 m length – TSC Manipulation means 2 wheel freight handlers, 42 t (5 levels), Kalmar – ČD-DUSS Track portal cranes - Own track means not available Operating capacity not available Length of spur track not available 2 x 160 m - TSC Loading tracks 1 x 240 m + 1 x 280 m 2) – ČD-DUSS Storing capacity not available Storing area 3 500 m2 1) Total terminal area 22 000 m2 1) Annual reloading not available

Table A5.12 - Technical terms of the Lovosice terminal ( ČD DUSS)

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map.

Extent of Offered Services The terminal has a suitable location on the IV. Pan-European corridor, it is a part of the industrial zone with the combination of the road, railway and water transport. It is distinguished by a high permeability of the transport network for all kinds of transport. The River port, railway and road terminal offers a wide spectrum of services of this multimodal goods centre:

Scope of services in the rail/road system • Reloading of containers (20´ – 45´), exchangeable superstructure and manipulable road semitrailers • Storage of transport units; • Completing and decompleting consignments, reloading, packing and further services; • Storage of goods (5 days in the manipulation price) with the following consolidation and preparation for dispatch into production depending on daily production and customer requirements; • Customs procedure including assuring the customs debt; • Collection and distribution of consignments and transport units.

Extent of transport • Transport associated with the activity of Lovosice terminal is provided by Bohemiakombi s. r. o. (neutral operator of combined transport) and Kombiverkehr by trains of „Bohemia Express“ system. The trains for direct relations from Lovosice into Duisburg and Hamburg consist mostly of container consignments, exchanging superstructures and a part is

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transport of road semitrailers. The transport of semitrailers is used mostly by Hangartner, company focusing on intermodal transport with headquarters in Kladno.

Relation Frequency of connections per day From terminal Into terminal Mo Tu W Th Fr Sa Su Direction Duisburg Lovosice Duisburg-Ruhrort Hafen 0 1 0 1 0 1 0 Duisburg-Ruhrort Hafen Lovosice 1 0 1 0 1 0 0 Direction Hamburg Lovosice Hamburg-Billwerder 1 0 1 0 1 0 0 Hamburg-Billwerder Lovosice 0 1 0 1 0 1 0

Table A5.13 - Scope of transport connected to Lovosice terminal Source: Bohemiakombi s. r. o. (http://www.bohemiakombi.cz/).

From Hamburg, there are connections to terminal/ports: Rostock, Kiel and Lübeck and from Duisburg there are connections in direction to terminals/ports Rotterdam-Maasvlakte, Rotterdam-RSC Waalhaven, Antwerpen-Mainhub and Zeebrugge P&O.

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Characteristics of the terminal / port Lovosice

Technical data

Term Description Terminal station Lovosice-Prosmyky 1 (UIC - 54/52859-6, UIRR – not available) (registration number) Connection station Lovosice (UIC - 54/55859-3, UIRR – not available) (registration number) Operating hours not available Capacity – trailers not available 1 crane to 10 t Manipulation means 1 crane to 180 t Track portal cranes not available Own track means not available Operating capacity not available Length of spur track 812 m 1) Loading tracks not available Storing capacity not available Storing area 5 500 m2 1) Total terminal area 18 614 m2 1) Annual reloading not available

Table A5.14 - Technical terms of the Lovosice port/terminal ( Česko-saské p řístavy s.r.o.)

Source: 1) Česko-saské p řístavy s. r. o. (http://www.csp-labe.cz/).

Lovosice – Extent of offered services • Reloading place determined for intermodal water/road/rail system; • Rail connection to public railway network – siding; • Reloading of piece, loose and heavy consignments, including containers; • Reloading by cranes up to the weight of 180 t; • Possible is implementable reloading of units by mobile cranes up to the weight of 300 t; • Customs clearance; • Container terminal, depository of containers; • Performance of small repairs and containers cleaning; • Offer of free office areas and storage areas.

Scope of transport and time table At present, there is non-existing regular railway connection by trains for combined transport.

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Characteristics of the terminal Ústí n.L.

Technical data

Term Description Terminal station Ústí nad Labem-Mariánská skála (UIC - 54/52189-8, UIRR – 985) (registration number) Connection station Ústí nad Labem sever (UIC - 54/53199-6, UIRR – not available) (registration number) Operating hours Mo – Fr, 6:00 – 16:00 1) Capacity – trailers not available Manipulation means 1 wheel freight handler 36 t 1) Track portal cranes not available Own track means not available Operating capacity not available Length of spur track not available Loading tracks not available Storing capacity not available Storing area 7 000 m2 1) Total terminal area 14 000 m2 1) Annual reloading not available

Table A5.15 - Technical terms of the Ústí nad Labem terminal

Source: 1) UIRR (http://www.uirr.com/); 2) Mapy.cz (http://www.mapy.cz/) – distance is measured from map.

The extent of services offered • Reloading from watercrafts into road vehicles and railway carriages; • Reloading and storing heavy pieces and over-size pieces to the weight of 35 t; • Overloading loose substrates; • Substrate stock-pile; • The container terminal being linked by spur track to the public railway line; • Packing and repacking the goods including its distribution; • Storing on hard surfaces and in a covered warehouse; • Premises rental including offices and warehouses for business activity; • Customs declaration – a public customs warehouse including customs guarantee liability; • Road weighbridge; • The area of the port is guarded by the security service; • The operator of the port owns the certificate ČSN EN ISO 9001:2001 a ČSN EN 14001:2004.

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Characteristics of the terminal / port D ěč ín

Technical data

Term Description Terminal station Děč ín-Loubí (UIC - 54/52669-9, UIRR – not available) (registration number) Connection station Děč ín východ (UIC - 54/55689-4, UIRR – not available) (registration number) Operating hours not available Capacity – trailers not available 4 cranes to 10 t 1 crane to 16 t Manipulation means 1 crane to 12,5 t 1 crane to 80 t Track portal cranes not available Own track means not available Operating capacity not available Length of spur track 10 km 1) Loading tracks not available Storing capacity not available Storing area 26 200 m2 1) Total terminal area 120 932 m2 1) Annual reloading not available

Table A5.16 - Technical terms of the D ěč ín terminal

Source: 1) Česko-saské p řístavy s. r. o. (http://www.csp-labe.cz/).

Děč ín – Scope of offered services • Reloading area determined for intermodal system water/road/rail; • Rail connection to public railway network – siding; • Reloading of piece, loose and heavy consignments, incl. containers; • Reloading of units by crane up to the weight of 80 t; • Possible implementable reloading of units by mobile cranes up to 250 t; • Customs clearance; • Container terminal, containers depository; • Performance of small repairs and cleaning of containers; • Offer of free office areas and storage areas (free as well as covered); • Rail and road scale.

Extent of transport and time table At present, there is no regular railway connection by trains for combined transport.

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Annex 6 Terminals in the Netherlands

Characteristics of the terminal ECT Rotterdam Maasvlakte (2 separate terminals)

Technical data

Term Description Terminal station Rotterdam Maasvlakte (registration number) Connection station Rotterdam Maasvlakte (registration number) Operating hours Mo – Su, 24 h daily Capacity – trailers not available Manipulation means 4 reachstackers (each terminal 2 reachstackers) Track portal cranes 4 portal cranes (each terminal 2 portal cranes) Own track means not available Operating capacity not available Length of spur track 7 km Loading tracks 7 x 750 m + 4 x 750 Stack is organised between handling at seaside and handling at Storing capacity landside. Total stack capacity around 10.000 TEU Storing area 26.000 m² for all modes of transport Total terminal area 265 ha 4,3 million TEU total terminal, of which 525.000 TEU rail only. Annual reloading (2006) Table A6.1 - Technical terms of the ECT Rotterdam Maasvlakte terminal

Scope of offered services • Maritime container terminal with connections to all modes of transport. • Quay Length seaside 3.6 km • Container storage, repair and maintenance; • Customs clearance; • Connection to the public railway network with a private branch line; • Train services by all possible railway undertakings (a.o. Railion, Rail4Chem, ACTS, ERS, HGK) • Road connection to motorway A15 Rotterdam – Nijmegen - Germany

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Characteristics of the Rail Service Center Rotterdam Waalhaven

Technical data

Term Description Terminal station Rotterdam Waalhaven (registration number) Connection station Rotterdam Waalhaven (registration number) Operating hours Mo – Fr 0-24 h, Sa 0-15 h. Capacity – trailers 43 Manipulation means 6 reachstackers Track portal cranes 4 Own track means not available Operating capacity 400.000 units Length of spur track 6,5 km Loading tracks 4 x 615 m + 4 x 750 m Storing capacity 1003 units Storing area 7,7 ha Total terminal area 20,3 ha Annual reloading Not published

Table A6.2 - Technical terms of the Rail Service Center Rotterdam Waalhaven

Scope of offered services • Specialised rail terminal with internal connections to ECT Home Terminal and Rotterdam Shortsea Terminal. • Road access • Container storage, repair and maintenance; • Customs clearance; • Connection to the public railway network with a private branch line; • Train services by all possible railway undertakings (a.o. Railion, Rail4Chem, ACTS, ERS, HGK) • Road connection to motorway A15 Rotterdam – Nijmegen - Germany

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Characteristics of the CERES terminal Amsterdam

Technical data

Term Description Terminal station Amsterdam Westhavens (registration number) Connection station Amsterdam Westhavens (registration number) Operating hours Mo – Su, 24 h daily Capacity – trailers not available Manipulation means 1 reach stacker Track portal cranes not available Own track means not available Operating capacity not available Length of spur track 2 km Loading tracks 2 x 700 Storing capacity Not available Storing area Not available Total terminal area 541.633 m² Annual reloading 1.200.000 TEU

Table A6.3 - Technical terms of the CERES terminal Amsterdam

Scope of offered services • Maritime container terminal with connections to all modes of transport. • Indented berth and 615 m quayside • Container storage, repair and maintenance; • Customs clearance; • Warehouses available • Connection to the public railway network with a private branch line; • Train services by ACTS and Rail4Chem • Road connection to motorway A2 Amsterdam – Utrecht (connection with A12 to Arnhem and Germany) – Eindhoven (with connection to Venlo and Germany) – Maastricht

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TERMINALS – THE NETHERLANDS

FUTURE CAPACITY / LENGTH OF CAPACITY OF TERMINAL LOCATION TYPE OF LOADING UNITS EQUIPMENT TOTAL AREA EXPANSION YEAR TRACKS STACK POSSIBLE

ROTTERDAM MAASVLAKTE: AT THE Stack area is Not at this ECT DELTA ORT MARITIME CONTAINERS 300.000 TEU PORTAL CRANE 4 x 750 m BEGINNING OF BETUWEROUTE, ROAD A15 265 ha, both ORT between seaside location. as RTW and handling and the seaside handling. handling of inland Railterminals ORT transport modes. ROTTERDAM MAASVLAKTE: AT THE + RTW 18 ha Not specific for rail Not at this ECT DELTA RTW MARITIME CONTAINERS 600.000 TEU PORTAL CRANE 7 x 750 m BEGINNING OF BETUWEROUTE, ROAD A15 handling location.

ROTTERDAM WAALHAVEN: ALONGSIDE MARITIME CONTAINERS, PORTAL CRANE, 1019 units RSC ROTTERDAM 400.000 TEU 8 X 750 m 20,3 ha No BETUWEROUTE AND A15 SWAP BODIES, TRAILERS REACHSTACKERS not stapled

EURO TERMINAL COEVORDEN: CONNECTED TO BENTHEIMER MARITIME CONTAINERS, 2.000.000 TEU REACHSTACKER 4 X 700 m Yes COEVORDEN EISENBAHN, A37 SWAP BODIES

VEENDAM: RAILWAY GRONINGEN - RSC GRONINGEN MARITIME CONTAINERS 250.000 TEU REACHSTACKER 3 X 700 m Yes VEENDAM, A7 AND A 28

RAIL TERMINAL TILBURG: RAILWAY TILBURG - ´S MARITIME CONTAINERS 100.000 TEU REACHSTACKER 2 X 300 m No TILBURG HERTOGENBOSCH, A65

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RAIL TERMINAL LEEUWARDEN: CITY CENTRE. RAILWAY MARITIME CONTAINERS 100.000 TEU REACHSTACKER 2 X 300 m No LEEUWARDEN ZWOLLE - LEEUWARDEN, A31 AND A32

RAIL TERMINAL EINDHOVEN: RAILWAY MARITIME CONTAINERS 100.000 TEU REACHSTACKER 3 X 200 m No EINDHOVEN UTRECHT - EINDHOVEN, A2 AND A 58

PORTAL CRANES, RAIL TERMINAL BORN BORN: RAILWAY SIDING FROM SITTARD, A2 MARITIME CONTAINERS 70.000 TEU 6 X 300 m Yes REACHSTACKER

VENLO TRADE CENTER: ECT VENLO MARITIME CONTAINERS 300.000 TEU REACHSTACKERS 3 X 600 m No RAILWAY EINDHOVEN - VENLO, A67

No, terminal will MARITIME CONTAINERS, HUPAC EDE EDE: RAILWAY UTRECHT - ARNHEM, A12 50.000 TEU REACHSTACKER 1 X 400 m be closed within SWAP BODIES, TRAILERS a few years.

CERES AMSTERDAM PORT OF AMSTERDAM. MARITIME CONTAINERS 200.000 TEU REACHSTACKER 2 X 700 m 54 ha 15 ha Yes

Table A6.4 – Terminals in the Nederlands

Source: NEA

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Annex 7 Roads and Rail Routes

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Roads Route number NL connecting highway in Germany distance from Rotterdam minimum number of lanes per direction Max. speed Congestion areas Rotterdam - Gouda, around E30 A12-A28-A1 A30 221 km 2 100/120 Utrecht Rotterdam - Gouda, around E35 A12 A3 191 km 2 100/120 Utrecht, around Arnhem A15-A50- E31 A57 125 km 2 100/120 leaving Rotterdam, A50 A73-A77 A16-A27- Rotterdam - Breda, around E34 A40 119 km 2 100/120 A58-A2-A67 Eindhoven

Table A7.1 – Technical specifications – highways in The Netherlands

Congestion areas Route number CZ connecting highway in Germany distrance minimum number of lanes per direction Max. speed E50 D1 - Krom ěř íž – Praha 262 km 2 100/130 around Prague and Brno Praha – Rozvadov 156 E50 D5 A6 2 100/130 around Prague km around Prague, Lovosice – E55 D8 A17 Praha – Petrovice 110 km 2 100/130 Řehlovice (missing section of D8)

Table A7.2 – Technical specifications – highways in Czech Republic

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Railways

Route Length [km] Time [hh:mm] Infrastructure fee [EUR] Rotterdam – Elst (Betuwe) 88 124,00 Elst – Bad Bentheim 128 357,00 Bad Bentheim – D ěč ín *) 631 1513,00

Table A7.3 –Specifications – railways NL – DE

*) including stage Bad Schandau – D ěč ín

Route Length [km] Time [hh:mm] Infrastructure fee *) [EUR] **) Děč ín – Ústí nad Labem 23 0:25 80,50 Ústí nad Labem – Lovosice 22 0:20 77,00 Lovosice – Praha 84 1:00 294,00 Praha – Kolín 57 0:40 199,50 Kolín – Havlí čkův Brod – Brno 190 3:00 665,00 Děč ín – M ělník 86 1:10 301,00 Mělník – Kolín 71 1:15 248,50 Brno – B řeclav 62 0:50 217,00 Kolín – Pardubice 42 0:35 147,00 Pardubice – Česká T řebová 60 0:50 210,00 Česká T řebová – P řerov 108 1:15 378,00

Table A7.4 –Specifications – railways CZ

*) Approx. – depend on used locomotive **) Train of combined transport (1300 tons, cca 80 TEU), approx. 3,50 EUR/km

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RAILWAY ROUTES – THE NETHERLANDS

Point 1 Point 2 Line Code Railway (IM) Length of section [km] Max. train length [m] Max. train load [t] Loading gauge/ gabarit (CT) Line Category Max. freight speed [km/h] Energy system/ electricity Signalling/ operational system Tracks number Capacity [train paths/day] Existing traffic [Ø trains/day] Far distance passenger trains - Regional passenger trains - Intermodal freight trains - Other Freight trains Capacity employment rate [%] Train path availability for additional regular freight trains (4)

MAIN RAILWAY ROUTES

LINE HAS Betuw ERTMS KEYRAIL ROTTERDAM KIJFHOEK ZEVENAAR 107 750 22,5 GC E4 120 AC 25kV 2 384 BEEN 0 0 384 eroute LEVEL 2 OPENED 2007 LINE HAS Betuw ERTMS KEYRAIL ROTTERDAM KIJFHOEK VALBURG/ ELST 88 750 22,5 GC E4 120 AC 25kV 2 384 BEEN 0 0 384 e-route LEVEL 2 OPENED 2007 NL 61 PRORAIL ELST DEVENTER 56 700 22,5 NL D4 80 DC 1500 ATB 2 384 10 80 80 10 44% 96 NL41 PRO-RAIL DEVENTER BAD BENTHEIM 72 700 22,5 NL D4 100 DC 1500 ATB 2 384 48 80 40 24 24 44% 48

BACKUP RAILWAY ROUTES nl_65 PRORAIL ROTTERDAM KIJFHOEK GOUDA 23 615 22,5 NL D4 100 DC 1500 ATB *) 2 384 294 230 64 77% 32 nl_67 PRORAIL GOUDA WOERDEN 16 700 22,5 NL D4 100 DC 1500 ATB *) 2 384 362 298 64 94% 20 nl_87 PRORAIL WOERDEN UTRECHT 15 700 22,5 NL D4 100 DC 1500 ATB *) 4 768 372 340+? 32 48% 64 nl_69 PRORAIL UTRECHT ARNHEM 56 540 22,5 NL D4 100 DC 1500 ATB *) 2 384 272 240+? 32 71% 64 VELPERPOORT nl_28 PRORAIL ARNHEM 1 700 22,5 NL D4 100 DC 1500 ATB *) 2 384 192 144 48 50% 48% JCT nl_29 PRORAIL VELPERPOORT JCT ZEVENAAR 13 690 22,5 NL D4 100 DC 1500 ATB *) 2 384 148 100 48 31% 48 nl_30 PRORAIL ZEVENAAR EMMERICH 5 690 22,5 NL D4 100 DC 1500 ATB *) 2 192 56 8 48 29% 48 nl 50 PRORAIL ROTTERDAM KIJFHOEK WOERDEN 40 615 22,5 NL D4 100 DC 1500 ATB 2 384 362 298 64 94% 20 nl 31 PRORAIL WOERDEN DUIVENDRECHT 38 700 22,5 NL D4 100 DC 1500 ATB 4 768 364 152 152 60 47% 36 nl 30 PRORAIL DUIVENDRECHT AMERSFOORT 40 615 22,5 NL D4 100 DC 1500 ATB 2 384 290 230 60 75% 36 nl 41 PRORAIL AMERSFOORT HENGELO 129 700 22,5 NL D4 100 DC 1500 ATB 2 384 186 76 38 72 48% 24 nl 73 PRORAIL HENGELO BAD BENTHEIM 18 700 22,5 NL D4 100 DC 1500 ATB 2 384 156 8 76 72 40% 120

Table A7.5 – Railway routes in the Netherlands *) ATB (continuous speed supervision) Source: NEA

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RAILWAY ROUTES – GERMANY

Point 1 Point 2 Line Code Railway (IM) Length of section [km] Max. train length [m] Max. train load [t] Loading gauge/ gabarit (CT) Line Category Max. freight speed [km/h] Energy system/ electricity Signalling/ operational system Tracks number Capacity [train paths/day] Existing traffic [Ø trains/day] - Far distance passenger trains - Regional passenger trains - Intermodal freight trains - Other Freight trains Capacity employment rate [%] Train path availability for additional regular freight trains (4)

MAIN RAILWAY ROUTES

DB BAD BENDHEIM OSNABRUCK 72 750 2765 GB D4 140 AC15 PZB 2 242 81 14 48 19 33% 161 gm_128 DB OSNABRUCK LOHNE 51 750 2765 GB D4 140 AC15 PZB 2 242 99 20 52 27 41% 143 gm_364 DB EMM-ZEV EMMERICH 13 750 2735 GB D4 160 AC15 PZB 2 242 44 21 0 23 18% 198 gm_363 DB EMMERICH OBERHAUSEN 60 750 2735 GB D4 160 AC15 PZB 2 242 116 21 72 23 48% 126 gm_357 DB OBERHAUSEN HAMM 78 750 2735 GB D4 120 AC15 PZB 2 242 72 0 0 72 30% 170 gm_138 DB HAMM BIELEFELD 67 750 2500 GC D4 200 AC15 LZB 4 576 215 67 70 78 37% 361 gm_137 DB BIELEFELD LOHNE 24 750 2500 GB D4 160 AC15 PZB 4 576 242 67 96 79 42% 334 gm_127 DB LOHNE MINDEN 20 750 2500 GB D4 160 AC15 PZB 4 576 263 87 58 118 46% 313 gm_124 DB MINDEN WUNSTORF 43 750 2500 GC D4 160 AC15 PZB 2 364 279 87 84 108 77% 85 gm_123 DB WUNSTORF HANNOVER 22 750 2500 GC D4 160 AC15 PZB 4 576 506 130 166 210 88% 70 gm_144 DB HANNOVER LEHRTE 16 750 2500 GB D4 160 AC15 PZB 4 576 418 106 114 198 73% 158 gm_145 DB LEHRTE BRAUNSCHWEIG 45 750 2500 GB D4 140 AC15 PZB 2 364 192 48 36 108 53% 172 gm_152 DB BRAUNSCHWEIG MAGDEBURG 83 750 2500 GC D4 160 AC15 PZB 2 364 181 52 44 85 50% 183 gm_166 DB MAGDEBURG ROSSLAU 61 750 2500 GB D4 120 AC15 PZB 2 240 120 0 52 68 50% 120 DB ROSSLAU FALKENBERG 85 650 2500 GB D4 100 AC15 PZB 2 240 89 0 38 51 37% 151 DB FALKENBERG RODERAU 31 650 2500 GB D4 100 AC15 PZB 2 240 61 0 14 47 25% 179 DB RODERAU DRESDEN 48 750 2500 GB D4 100 AC15 PZB 2 240 145 40 52 53 60% 95 gm_182 DB DRESDEN BAD SCHANDAU 40 650 2500 GB D4 160 AC15 PZB 2 290 141 12 84 45 49% 149 gm_183 DB BAD SCHANDAU DOL-SCH 15 650 2500 GB D4 120 AC15 PZB 2 290 63 12 6 45 22% 227

BACKUP RAILWAY ROUTES gm_364 DB EMM-ZEV EMMERICH 13 750 2735 GB D4 160 AC15 PZB 2 242 44 21 0 23 18% 198 gm_363 DB EMMERICH OBERHAUSEN 60 750 2735 GB D4 160 AC15 PZB 2 242 116 21 72 23 48% 126 gm_357 DB OBERHAUSEN HAMM 78 750 2735 GB D4 120 AC15 PZB 2 242 72 0 0 72 30% 170 gm_138 DB HAMM BIELEFELD 67 750 2500 GC D4 200 AC15 LZB 4 576 215 67 70 78 37% 361 gm_137 DB BIELEFELD LOHNE 24 750 2500 GB D4 160 AC15 PZB 4 576 242 67 96 79 42% 334

Table A7.6 – Railway routes in Germany Source: HaCon

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RAILWAY ROUTES – CZECH REPUBLIC

Signalling/ Trains / day operational system Point 1 Point 2 far regional freight TZZ VZ distance pass. and other pass. Line Code Length of section [km Category max. slope [‰] Max. train length [m] Line Category Max. speed [km/h] Energy system/ electricity Tracks number Code for combined transport Time (freight train) [min] Capacity [train/day] Capacity employment rate [%]

MAIN RAILWAY ROUTES

098 Dolní Žleb st.hr. (DE) Děč ín-Prost řední Žleb 8,075 E 3,60 600 D4 120 DC 3 kV AB VZ 2 78/402 7,5 200 18 14 84 58 090 Děč ín-Prost řední Žleb Děč ín hl.n. 3,522 E 3,60 600 D3 105 DC 3 kV AB VZ 2 78/402 5,0 200 18 14 52 42 090 Děč ín hl.n. Ústí n.L. hl.n. 22,760 E 4,37 600 D3 130 DC 3 kV AB/AH VZ/ - 2 78/402 22,5 198 48 39 27 58 090 Ústí n.L. hl.n. Lovosice 21,823 E 4,37 600 D3 110 DC 3 kV AH/AB - /VZ 2 78/402 17,0 261 54 42 61 60 090 Lovosice Kralupy nad Vltavou 57,879 E 4,37 600 D3 / D4 160 DC 3 kV AB VZ 2 78/402 / 47/360 40,0 261 54 72 72 76 091 Kralupy nad Vltavou Praha-Libe ň 28,760 E 6,80 600; 700 D4 80 DC 3 kV AB VZ 2 78/402 18,0 396 54 58 46 40 073 Děč ín-Prost řední Žleb Děč ín východ 3,447 E 7,75 600 D4 50 DC 3 kV AH - 1 78/402 6,0 73 0 0 32 44 073 Děč ín východ Ústí n.L.-St řekov 25,067 E 12,42 650 D4 80 DC 3 kV AH/HPB - 2 78/402 26,5 130 0 12 59 55 072 Ústí n.L.-St řekov Mělník 59,398 E 17,98 D4 110 DC 3 kV AB VZ 2 57/381 46,0 241 14 32 100 61 072 Mělník Lysá n.L. 34,113 E 17,98 D4 120 DC 3 kV AB VZ 2 57/381 / 78/402 29,0 241 14 20 85 49 231 Lysá n.L. Nymburk 14,939 E 17,98 D4 120 DC 3 kV AB VZ 2 78/402 15,0 243 45 53 86 76 231 Nymburk Kolín 24,363 E 5,44 D3 120 DC 3 kV AB VZ 2 78/402 27,0 240 45 50 111 86

Table A7.7 – Main railway routes in Czech Republic

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RAILWAY ROUTES – CZECH REPUBLIC

Signalling/ operational system Point 1 Point 2

TZZ VZ Length of section [km Category max. slope [‰] Max. train length [m] Line Category Max. speed [km/h] Energy system/ electricity Tracks number Code for combined transport Time (freight train) [min] Capacity [train/day] Line Code BACKUP AND CONTINUED RAILWAY ROUTES

072 Ústí n.L.-St řekov Ústí n.L. západ 1,945 E 17,98 D4 50 DC 3 kV AH VZ 2 78/402 130 Ústí n.L. hl.n. Ústí n.L. západ 1,214 E 17,96 650 D4 80 DC 3 kV AB VZ 2 78/402 131 Ústí n.L. západ Bílina 26,219 E 10,56 600 D4 60 DC 3 kV AB/AH - 2 78/402 169 130 Ústí n.L. západ Bílina 33,300 E 18,10 650 D4 120 DC 3 kV AB VZ 2 78/402 209 130 Bílina Most 11,766 E 17,96 650 D4 80 DC 3 kV AB VZ 2 - 3 78/402 263 130 Most Chomutov 18,413 E 12,87 650 C4 100 DC 3 kV AB VZ/ - 2 78/402 217 140 Chomutov Cheb 112,079 E 13,28 605 D4 / D3 100 DC 3 kV / AC 25 kV AH/AB - /VZ 2 78/402 146/192 AC 25 kV 179 Cheb st.hr. Cheb 10,881 E 7,62 750 D4 90 RPB - 2 78/402 AC 25 kV 170 Cheb Plze ň 109,936 E 14,86 490-620 D3 100 AB/AH VZ 1 - 2 78/402 112/111 170 Plze ň Beroun 71,815 E 14,10 675 D3 100 AC 25 kV / DC 3 kV AB VZ 2 78/402 245/290 171 Beroun Praha-Radotín 28,128 E 8,00 700 D3 100 DC 3 kV HPB - 2 78/402 235 190 České Bud ějovice Plze ň 135,706 E 12,00 575 D3 100 AC 25 kV AB/AH/RPB - /VZ 1 - 2 78/402 73/58/70 220 České Bud ějovice Benešov 134,554 E 14,90 620 D4 / D3 100 AC 25 kV / DC 3 kV AB/AH/RPB/HPB - 1 - 2 78/402 111/83/95 221 Benešov Praha-Uh řín ěves 36,886 E 14,93 650 D3 100 DC 3 kV HPB/RPB/AB - 2 78/402 192 Praha-Radotín Praha-Malešice 16,932 E 12,69 700 D4 75 DC 3 kV AH/T/AB - /VZ 1 - 2 78/402 Praha-Malešice Praha-Libe ň 4,260 E 3,75 700 D3 80 DC 3 kV AH - 1 47/360 Praha-Uh řín ěves Praha-Hostiva ř 4,831 E 14,93 650 D3 100 DC 3 kV AH - 2 78/402 Praha-Hostiva ř Praha-Malešice 3,870 E 3,75 700 D4 80 DC 3 kV AH - 1 78/402 Praha-Malešice Praha-Běchovice 6,586 E 12,60 D4 60 DC 3 kV AB VZ 2 78/402 Praha-Libe ň Praha-Běchovice 7,485 E 8,70 600 D3 120 DC 3 kV AB VZ 2 78/402 286 011 Praha-Běchovice Kolín 49,261 E 8,70 600 D3 160 DC 3 kV AB VZ 2 - 3 78/402 286 010 Kolín Pardubice 42,049 E 8,70 600 D3 160 DC 3 kV AB VZ 2 67/391 302 010 Pardubice Česká T řebová 59,803 E 8,70 600 D3 160 DC 3 kV AB VZ 2 78/402 390/348 260 Česká T řebová Brno-Malom ěř ice 84,465 E 10,26 490/590-650 D4 120 DC 3 kV / AC 25 kV AB VZ 2 78/402 270 230 Kolín Havlí čkův Brod 74,192 E 14,24 600 D4 120 DC 3 kV / AC 25 kV AB VZ 2 72/396 183 250 Havlí čkův Brod Brno-Malom ěř ice 115,989 E 18,30 600 D4 100 AC 25 kV AB VZ 2 57/381 214 250 Brno-Malom ěř ice Břeclav 64,739 E 6,20 700-417-600 D4 160 AC 25 kV AB/RPB VZ 2 78/402 263 250 Břeclav Břeclav st.hr. (SK) 11,475 E 6,20 700 D3 120 AC 25 kV AB VZ 2 78/402 222 330 Břeclav Otrokovice 71,811 E 4,73 700 D4 160 AC 25 kV / DC 3 kV AB VZ 2 78/402 211

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RAILWAY ROUTES – CZECH REPUBLIC

Signalling/ operational system Point 1 Point 2

TZZ VZ Energy system/ electricity Tracks number Code for combined transport Time (freight train) [min] Capacity [train/day] Line Code Length of section [km Category max. slope [‰] Max. train length [m] Line Category Max. speed [km/h] BACKUP AND CONTINUED RAILWAY ROUTES

330 Otrokovice Přerov 28,511 E 4,73 700 D4 160 DC 3 kV AB VZ 2 78/402 211/216 270 Česká T řebová Přerov 109,025 E 9,90 700 D4 120 DC 3 kV AB VZ 2 72/396 / 78/402 169/250 270 Přerov Hranice n.M. 28,367 E 9,66 700 D4 130 DC 3 kV AB VZ 2 78/402 288 270 Hranice n.M. Polanka n.O. 46,095 E 9,66 700 D4 120 DC 3 kV AB VZ 2 78/402 282 270 Polanka n.O. Ostrava hl.n. 9,275 E 9,66 700 D4 120 DC 3 kV AB VZ 2 78/402 282/233 270 Ostrava hl.n. Bohumín 8,718 E 9,66 700 D4 100 DC 3 kV AB VZ 2 78/402 233 320 Bohumín Dětmarovice 8,494 E 22,47 700 D4 100 DC 3 kV AB VZ 2 78/402 218 320 Dětmarovice Český T ěšín 21,188 E 22,47 700 D4 100 DC 3 kV AB VZ 2 78/402 149 320 Český T ěšín Mosty u J. st.hr. (SK) 32,728 E 22,47 700 D4 100 DC 3 kV AB VZ 2 78/402 208 321 Polanka n.O. Český T ěšín 39,764 C 12,00 700 D4 80 DC 3 kV AB VZ 2 78/402 154 Bohumín Bohumín st.hr. (PL) 3,720 E 1,44 700 D4 80 DC 3 kV AH VZ 1 - 2 78/402 Dětmarovice Petrovice u K. st.hr. (PL) 8,198 E 4,50 700 D4 120 DC 3 kV AB VZ 2 78/402 183 280 Hranice n.M. Horní Lide č st.hr. (SK) 69,295 E 19,17 600 D4 90 DC 3 kV AH/AB - /VZ 2 67/391 143/199

Table A7.8 – Backup and continued railway routes in Czech Republic

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Rail Freight Corridor NL - CZ

BORDER CROSSINGS – CZECH REPUBLIC/GERMANY

Charakteristics of line Max. train Max. slope Line Existing freight Border crossing (CZ) Border crossing (DE) Line category Max. speed [km/h] Traction RECOMMENDATION from station length [m] [‰] category traffic Železná Ruda st.hr. Beyerisch Eisenstein Plze ň hl.n. C 90 620 21,7 C3 no diesel N Česká Kubice st.hr. Furth im Wald Plze ň Jižní p ředm. E 90 700 12,0 C3 yes diesel N Cheb st.hr. Schirnding Cheb E 90 750 7,2 D4 yes diesel A Vojtanov st.hr. Bad Brambach Cheb C 60 590 13,5 D3 yes diesel (A) Kraslice st.hr. Klingenthal Sokolov R 60 420 16,6 B2 no diesel N Pot ůč ky st.hr. Johanngeorgenstadt Karlovy Vary C 45 270 29,8 A1 no diesel N Vejprty st.hr. Bärenstein Chomutov C 60 290 20,8 A1 no diesel N Dolní Žleb st.hr. Bad Schandau Děč ín hl.n. E 120 600 3,6 D3 yes 3kV/15kV B Dolní Žleb st.hr. Bad Schandau Děč ín východ E 120 600 7,8 D4 yes 3kV/15kV B Ji říkov st.hr. Ebersbach (Sachs) Rumburk C 60 400 19,9 C3 no diesel N Varnsdorf st.hr. Seifhennersdorf Rybništ ě C 50 340 15,1 C3 no diesel N Hrádek nad Nisou st.hr. Zittau Liberec C 80 400 13,2 C3 no diesel N Table A7.9 – Border crossings between Czech Republic/Germany

E - Lines of European rail system (TEN-T) < 550 m > 15,0 ‰ A, B no N - no acceptable C - national lines 550-650 m 10,0-15,0 ‰ C yes A - alternative R - regional lines > 650 m < 10,0 ‰ D B - basic

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Annex 8 Maps

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