Ferrmed Global Study

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Ferrmed Global Study FERRMED GLOBAL STUDY • Supply and Demand • Technical • Socio-economic and Environmental • Legal and Administrative Studies FERRMED Great Axis Network FERRMED Great Axis Rail Freight Network and its area of influence Scandinavia - Rhein - Rhone - Western Mediterranean FEASIBILITY, CONCLUSIONS AND RECOMMENDATIONS ACKNOWLEDGEMENTS FERRMED would like to thank the European Commission, the Member States’ national and regional governments and the TEN-T Agency for their support and valuable advice in the preparation of the Global Study. In particular, we want to express our gratitude to the governments of Finland, Sweden, Norway, Denmark, Germany, The Netherlands, Belgium, Luxembourg, France, Switzerland, Italy, Spain and United Kingdom. We would like to specially acknowledge contribution from the Federal Government of Belgium, particularly that of the “Service Public Federal Mobilité et Transports”, which has reviewed the reports. FERRMED would also like to thank all the members of the Consortium led by WYG International for their professionalism and working capacity in carrying out and bringing forth such an ambitious and demanding Study. We would like to thank the Advisory Council and Technical Working Group, the members of FERRMED as well as the General Secretariat supporting team for their assistance in the monitoring of the Global Study preparation. Finally, FERRMED would like to acknowledge the financial contribution towards the Global Study, provided by the following entities: and Brussels, 27 October 2009 1 TABLE OF CONTENTS FOREWORD ...................................................................................................4 INTRODUCTION ..........................................................................................15 I. EXECUTIVE SUMMARY ............................................................................21 II. FERRMED GLOBAL STUDY OUTLINE ...................................................27 1. Introduction .................................................................................................................................27 2. Study Methodology ................................................................................................................31 3. Study Scenarios .........................................................................................................................51 4. Traffic Forecasting ....................................................................................................................69 5. Freight Terminals .......................................................................................................................79 6. Technical Analysis .....................................................................................................................89 7. Infrastructure Costs .................................................................................................................93 8. Economic and Financial Analysis ...................................................................................115 9. Proposed Scenarios and Prioritisation of Investments .....................................121 10. Environmental Considerations .....................................................................................127 11. Market Opinion ......................................................................................................................132 12. Legal and Policy Framework ..........................................................................................139 13. Summary of Conclusions and Recommendations ..........................................143 Annexes ..............................................................................................................................................151 III. FERRMED PROPOSALS ........................................................................183 IV. OTHER FERRMED STUDIES ..................................................................199 LIST OF FERRMED MEMBERS ...................................................................202 3 FOREWORD ANTONIO TAJANI European Commission Vice-President, Commissioner for Transport La création d’un réseau ferroviaire compétitif pour Je suis heureux de constater que globalement le transport de marchandises est clairement une de les propositions de standards techniques de ce mes priorités. A l’heure où notre société a plus que rapport rejoignent les conclusions des groupes de jamais besoin d’une offre de transport performante travail des six corridors ERTMS (du nom du système et respectueuse de l’environnement, il est évident commun de signalisation en cours de déploiement) que nous devons agir pour améliorer l’offre et sont ainsi cohérentes avec notre proposition de ferroviaire. Alors que le rail, de par sa nature, devrait règlement pour un fret ferroviaire compétitif. bénéficier d’un avantage compétitif sur les longues distances, nous observons que, dans la pratique, il La Commission propose de développer un réseau perd des parts de marché. L’Union a supprimé les ferroviaire européen “pour un fret compétitif”. Il s’agit frontières internes, mais les frontières ferroviaires de renforcer la coopération entre gestionnaires de peinent à disparaître: standards techniques l’infrastructure dans la programmation et la gestion dont l’harmonisation tarde trop, procédures du trafic de fret sur les corridors transfrontaliers où ce administratives complexes et encore mal adaptées type de trafic a un potentiel réel de développement. au trafic international, règles opérationnelles La question des axes à inclure dans ce réseau, disparates, ouverture encore insuffisante du marché destiné à dynamiser le fret ferroviaire européen, est sont autant d’éléments qui freinent le ferroviaire. naturellement une question délicate qui doit être discutée franchement. Néanmoins, ce nécessaire Pour cette raison, l’Union européenne s’est attaquée débat ne doit pas occulter la difficulté de la tâche depuis plusieurs années à ces questions. L’ouverture réelle, qui consiste d’une part à harmoniser, voire du marché semble porter progressivement ses fruits, supprimer, des règles nationales disparates et du moins dans les Etats membres où la concurrence coûteuses et d’autre part à réaliser des montages est réelle. Le trafic international ne croît cependant financiers permettant l’adoption de standards pas autant qu’il le devrait, en raison des obstacles techniques communs et de procédures harmonisées techniques et des lourdeurs administratives que j’ai le long des corridors. rappelées. En ce sens, le rapport présenté par FERRMED Au niveau technique, les standards d’interopérabilité représente une contribution précieuse pour sont définis par l’Agence Ferroviaire Européenne qui les organisations des corridors, qui travaillent “FERRMED Great Axis Rail Freight Network Global Study: Feasibility, Conclusions and Recommendations” Conclusions Global Study: Network Feasibility, Axis Rail Freight “FERRMED Great veille également à ce que le rail offre un niveau de aujourd’hui à la mise en œuvre concrète de mesures sécurité le plus élevé possible. La mise en œuvre qui sont souvent proches de celles préconisées par de ces standards d’interopérabilité est cependant FERRMED. souvent longue en raison de l’étendue du réseau ferroviaire européen. C’est une des raisons pour Antonio TAJANI lesquelles il est indispensable de concentrer nos efforts sur des corridors et c’est aussi en partant d’un corridor qu’il est plus facile d’améliorer la coopération entre les administrations nationales. 4 ETIENNE SCHOUPPE Secrétaire d’Etat à la Mobilité Gouvernement Fédéral Belge Le développement d’un grand axe ferroviaire La conférence du 18 juin 2008, à laquelle j’ai été de marchandises Scandinavie –Rhin – Rhône – associé, relative aux standards ferroviaires, clés Méditerranée occidentale a, dès son ébauche en de la compétitivité du fret ferroviaire en Europe, a 2004, recueilli l’intérêt et le soutien du Service public démontré l’efficacité de FERRMED dans son souci fédéral Mobilité et Transports par l’originalité d’une de déterminer aussi les moyens opérationnels démarche qui vise à développer l’outil ferroviaire, car adéquats. La précision des propositions de normes cette initiative de FERRMED de recourir au rail pour et paramètres en matériel roulant et en infrastructure favoriser le développement économique a été prise atteste de la qualité de tous les travaux initiés et par le monde industriel, et vise tous les acteurs tant de leur orientation résolue vers le définition du publics que privés. premier réseau européen de transports ferroviaire de marchandises « business – oriented ». L’enregistrement de l’ASBL FERRMED à Bruxelles, le 5 août 2004, a consolidé les liens avec le SPF Mobilité De la sorte, FERRMED contribue à la mise en et Transports ainsi que la DG TREN de la Commission place du réseau qualité fret attendu par le monde européenne. économique et constitue, à sa manière, une opération PPP (partenariat - public - privé). Ce partenariat étroit s’est développé tout au long des années 2005 et 2006. Il a débouché sur la Ce dossier complexe du fait du nombre d’acteurs décision de l’octroi, le 16 avril 2007, d’un subside impliqués et du vaste territoire concerné constitue de 1.300.000€ par la Commission européenne au un défi que FERRMED a relevé à la fois du point de titre de cofinancement de l’étude de faisabilité de vue des méthodologies à appliquer et des volumes FERRMED. Pour arriver à ce résultat, la Belgique s’est à traiter. engagée auprès de la Commission
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