Sustainable Shift of Cargo Transport Into Rail Networks Between Berlin

Partner:

German Association for Housing, Urban and Spatial Development, Joint State Planning Department of Berlin Brandenburg, Regional Association Donau-Iller, Stuttgart Region Economic Development Corporation, Agency of East Lombardy for Transports and Logistics, European Academy of Bolzano, Autonomous Region of Friuli Venezia Giulia, Lombardy Region, Ministry of Environment, Sea and Land Protection, Regional Union of Veneto Chambers of Commerce, Veneto Region, Federal Ministry for Transport, Innovation and Technology, Government of Carinthia, Governmental Office of Land Salzburg, Governmental Office of the Land of Tyrol, Slovenian Ministry of Transport

Joint State Planning Department of Berlin and Brandenburg (Project partner No.12)

Sustainable shift of cargo transport into rail networks between Berlin/Brandenburg and Italy/Slovenia with TRANSITECTS in the Scandinavian Adriatic Corridor (potentials, routes, recommendations and pilot trains)

Programme: Alpine Space Programme

European Territorial Cooperation 2007-2013

Project: TRANSITECTS- Transalpine Transport Architects

Work package: 4 + 7

Output No.: 1

Version: 1

Status: final version

Date: 09/30/2012 - 1 -

Partner:

German Association for Housing, Urban and Spatial Development, Joint State Planning Department of Berlin Brandenburg, Regional Association Donau-Iller, Stuttgart Region Economic Development Corporation, Agency of East Lombardy for Gemeinsame Landesplanungsabteilung Transports and Logistics, European Academy of Bolzano, der Länder Berlin und Brandenburg Autonomous Region of Friuli Venezia Giulia, Lombardy GL 2 – Europäische Raumentwicklung Region, Ministry of

Lindenstraße 34a Environment, Sea and Land Protection, Regional Union of 14467 Potsdam (Deutschland) Veneto Chambers of Commerce, Veneto Region, Federal Ministry for Transport, Innovation and Technology, Government of Carinthia, Support: Governmental Office of Land Salzburg, Governmental Office Michael Kortz of the Land of Tyrol, Slovenian Ministry of Transport

IPG Infrastruktur- und Projektentwicklungsgesellschaft mbH Burgstraße 30

14467 Potsdam (Deutschland)

Processing:

Torsten Wolter Grit Kämmerer Simone Fejér Ulrich Tulatz

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Content

Content ...... 3

Figures ...... 4

Introduction ...... 7

1. Analysis of the freight traffic volumes ...... 8 1.1 Goods exchange in the relation of Berlin/Brandenburg – Italy/Slovenia regarding the federal states Berlin and Brandenburg ...... 8 1.2 Freight traffic flows to transport modes based on CAFT data ...... 10 1.3 Cargo Volumes differentiated in goods categories based on CAFT data ...... 16

2. Analysis of the freight traffic ways (routes, state, capacity) ...... 22 2.1 Freight traffic on roads ...... 22 2.2 Freight traffic by rail ...... 32 2.3 Terminals for the Combined Transport ...... 50

3. Potentials for increased share of rail transport ...... 58 3.1 Evaluation of railway affinity and using potentials in the economic branch ...... 58 3.2 Potentials of rail logistics of the automotive sector ...... 59 3.3 Transshipment potentials of the railway sides ...... 69 3.4 Intensified involvement of the region in the CT-network ...... 72 3.5 Slow train conception / Use of tangential routes ...... 77

4. Development of pilot train projects ...... 79 4.1 Train projects of the TRANSITECTS partners and of the Scandria project ...... 79 4.2 Development of pilot train projects along the main routes A and B ...... 81 4.2.1 Main Route A (Gotthard/Brenner Route) 82 4.2.2 Main Route B (Tauern route, Eastern Tangential route) 85 4.2.3 Use of infrastructure and conception of timetable 90 4.2.4 Economic efficiency of pilot train connections 92 4.2.5 Substantial features of the cost-turnover ratio 97 4.2.6 Sustainable effects of the environmental protection 98

5. Activities to realize the pilot train projects ...... 100 5.1 Communication with operators and the economy ...... 100 5.2 Marketing ...... 101 5.3 Project support and –consultation ...... 102

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Figures

Fig. 1: The 10 biggest trade partners of the region Berlin-Brandenburg and the trade volume in million tons ...... 9 Fig. 2: Data survey / evaluation in context of the Zurich process ...... 10 Fig. 3: Alp crossing transport volumes in direction from Italy / Slovenia to the region of Berlin / Brandenburg ...... 11 Fig. 4: Alp crossing transport volumes from the region Berlin / Brandenburg in direction to Italy / Slovenia ...... 11 Fig. 5: Alp crossing transport volume from direction Italy / Slovenia to Scandinavian Countries ...... 12 Fig. 6: Alp crossing transport volumes from Scandinavian countries to Italy / Slovenia ...... 12 Fig. 7: Extrapolation of the relevant CAFT-data and transfer to the worked out route combination ...... 13 Fig. 8: Freight volumes differentiated in goods categories from Berlin / Brandenburg to South Austria and Italy...... 17 Fig. 9: Freight volumes differentiated in goods categories from Berlin / Brandenburg to Slovenia and to further countries ...... 18 Fig. 10: Freight volumes differentiated in goods categories from Austria (Carinthia, Styria) and Italy to Berlin / Brandenburg ...... 18 Fig. 11: Freight volumes differentiated in goods categories from Slovenia and further countries to Berlin / Brandenburg ...... 19 Fig. 12: Freight volumes differentiated in goods categories from Scandinavia via Berlin / Brandenburg to Austria / Italy ...... 19 Fig. 13: Freight volumes differentiated in goods categories from Scandinavia via Berlin / Brandenburg to Slovenia and to further countries ...... 20 Fig. 14: Freight volumes differentiated in goods categories from destinations located southwards of the Alps via Berlin / Brandenburg to Scandinavia ...... 21 Fig. 15: Motorway network in the region Berlin-Brandenburg – Average day traffic (DTV) and transport volume (in tons) per day in the year 2008 ...... 23 Fig. 16: Brenner route – development and sharing of the cargo transport volume ...... 24 Fig. 17: Brenner route near the access Trento Norte ...... 25 Fig. 18: Tauern tunnel / Tauern route – development and sharing of the cargo transport volume ...... 27 Fig. 19: Traffic strengths of the main road network of the Czech Republic (year 2000, large figure, source: RSD), degree of expansion of the motorway network (2009, source: RSD) ...... 28 Fig. 20: Schober pass / Pyhrn route - development and sharing of the cargo transport volume ...... 30 Fig. 21: Container train on the Frankenwaldbahn, altitute profile in the section Kronach – Saalfeld ...... 32 Fig. 22: Cargo train volumes differentiated for lines in 2007 ...... 33 Fig. 23: Course of the Brenner route in the ÖBB network ...... 35 Fig. 24: Tauern line with singe-track sections in the ÖBB network ...... 35 Fig. 25: Speed limits of the line Salzburg – Villach ...... 36 Fig. 26: Junction Villach in the ÖBB network ...... 36 Fig. 27: Four-track line Padua - Venice, alternative line Ferrara – Ravenna ...... 37 Fig. 28: Current network of the Slovenian Railway SZ, frequency of the SZ network ...... 38 Fig. 29: Overview of the Ceske Drahy network including line configurations ...... 40

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Fig. 30: Coal train on the Ceske Budejovice – Horni Dvoriste line ...... 41 Fig. 31: Prague – Linz line in the network of ÖBB ...... 42 Fig. 32: Selected route Pfaffensattel of the project Semmering Base Tunnel including important characteristics ...... 44 Fig. 33: Routing oft he new Koralmbahn ...... 44 Fig. 34: Junction Zidani Most in a narrow valley position, container train on the line Presnica - Koper with strong grades (sources: David Gubler 2007, Pasqual Zingg 2008) ...... 45 Fig. 35: Network of the Austrian-Hungarian operator GyĘr-Sopron-Ebenfurti Vasút ...... 46 Fig. 36: Stations Zalaszentivan und Murakeresztur – junctions in the Hungarian part of the Tangential route 1 ...... 47 Fig. 37: Cargo transports on the Zagreb – Rijeka line ...... 47 Fig. 38: Alternative route oft he project BATCo via Krakow, Bratislava and Ljubljana ...... 49 Fig. 39: Cargo transport services on the line section Hodos – Ormoz ...... 49 Fig. 40: Location Situation of the Logistics Node Wustermark ...... 51 Fig. 41: Container transshipment at the transshipment terminal of the FV Berlin South Grossbeeren .... 52 Fig. 42: Transshipment Terminal locations in the Czech Republic ...... 53 Fig. 43: Terminal Dunajska Streda near by the capital Bratislava ...... 54 Fig. 44: Location overview of Austrian CT terminals ...... 55 Fig. 45: Container trains of the Slowenian state railway SZ running to Koper ...... 56 Fig. 46: International train relations of the port of Koper ...... 56 Fig. 47: Container terminal in the Port of Rijeka ...... 57 Fig. 48: Evaluation of railway affinity and using potentials in the region Berlin-Brandenburg ...... 58 Fig. 49: Transportation modes into dependence of the delivering distance ...... 59 Fig. 50: Goods flows in the sector of new car logistics und traffic modes ...... 60 Fig. 51: Shipment of cars at the port of Bremerhaven ...... 60 Fig. 52: Location of important production sites of the automotive sector in the region Berlin- Brandenburg regarding the main and tangential routes shown in chapter 2 ...... 61 Fig. 53: Major location Kippenheim (left), location Ketzin (near Berlin) of the Mosolf Group ...... 62 Fig. 54: Fiat plant in Cassino, train loading at the plant, route of transport to the region Berlin- Brandenburg ...... 62 Fig. 55: Concepted Automotive Logistics Centre in the Freight Village Berlin South, in direct location to the CT terminal ...... 63 Fig. 56: Transfesa block train to Dillingen at station Berlin-Wannsee ...... 63 Fig. 57: Locations of Original Equipment Manufacturers (OEM) in Europe ...... 64 Fig. 58: Outer- and inner infrastructure connection of the BMW location in Leipzig ...... 66 Fig. 59: Outer- and inner infrastructure connection of the location TPCA ...... 67 Fig. 60: Scheme of a possible automotive logistics network ...... 68 Fig. 61: Railway sides with at least 1,000 t transshipment per year ...... 69 Fig. 62: Scheme view of the railway port project ...... 70 Fig. 63: Location of the new high capacity railway side at the planned enlargement area of the industrial park ...... 71 Fig. 64: Industrial area in the zone of influence of the main route B ...... 72 Fig. 65: RoLa shipment in the Austrian station Wörgl ...... 73

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Fig. 66: Kombiverkehr – connections with South and Southeast Europe ...... 74 Fig. 67: Shuttle Net of the Hupac Group ...... 75 Fig. 68: Existing CT services in the central European North-South relation ...... 76 Fig. 69: CT relations in the region Berlin-Brandenburg ...... 77 Fig. 70: Location of main routes A and B and the tangent routes via West Hungary, Slovenia and Crotia ...... 78 Fig. 71: Train concept variants of the Scandria project with the aim to connect the Baltic- and the Adria ports ...... 79 Fig. 72: Pilot projects of the partner ALOT ...... 80 Fig. 73: Pilot project of the partner RVDI ...... 80 Fig. 74: Dryport-concept of the partner AKL (Department of the Carinthia Federal State Government) .. 81 Fig. 75: Baltic Adria Axis ...... 81 Fig. 76: Route configuration, main route A - variants ...... 82 Fig. 77: Configuration of pilot train project A-1 ...... 83 Fig. 78: Parameters of pilot train project A-1 ...... 84 Fig. 79: Configuration of main route B in variants ...... 85 Fig. 80: Configuration of pilot train project B-1 ...... 86 Fig. 81: Parameters of pilot train project B-1 ...... 87 Fig. 82: Configuration of pilot project B-2/B-3 ...... 88 Fig. 83: Parameters of pilot train project B-2/B-3 ...... 89 Fig. 84: Infrastructure use and timetable conception oft pilot trains ...... 90 Fig. 85: NUTS levels 1, 2 und 3 in Federal Republic of Austria ...... 92 Fig. 86: NUTS levels 1, 2 und 3 in the Republic of Italy ...... 93 Fig. 87: NUTS levels 1, 2 und 3 in Slovenian Republic ...... 94 Fig. 88: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-1 ...... 95 Fig. 89: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-2 ...... 95 Fig. 90: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-3 ...... 96 Fig. 91: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-1/2 ...... 96 Fig. 92: Emissions overview of the TRANSITECTS pilot train project Ulm – Mortara, connected with the pilot train project A-1 of the Joint Spatial Planning Department Berlin-Brandenburg ...... 99 Fig. 93: Folder containing information about the new avaiable train relations at Wustermark ...... 101 Fig. 94: Impression of the TRANSITECTS project partner meeting, November 2010 in Potsdam ...... 103

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Introduction

As an essential result of the work as a partner in the project TRANSITECTS, we are pleased to present this study with titled: Sustainable Shift of Cargo Transport into Rail Networks between Ber- lin/Brandenburg and Italy/Slovenia with TRANSITECTS in the European Scandinavian-Adriatic Corridor (Potentials, Routes, Recommendations and Pilot Trains).

TRANSITECTS (synonymous for Transalpine Transport Architects) started with 16 partners from four states of the European Union (Austria, Italy, Slovenia, Germany) within the Interreg IV B program of the Alpine region, after the funding application, EU competition and confirmation of funding in spring 2009.

The objectives are defined as follows: The relief of transport axes of truck traffic by innovative, economic and environmentally friendly contributions to the logistic, transnational cooperation. Important potentials, routes and concepts for the shift of freight traffics via rail were worked out.

The results of the TRANSITECTS project, which supports and relieves the Central European areas of freight traffic by road, particularly in the Alpine region. They promote environmentally friendly infrastruc- tures, intermodal transport options and the design of new train products in the Trans-European rail network (TEN V) to routes and network nodes, which were coordinated as pilot trains with operators, partners and stakeholders for combined traffic.

TRANSITECTS cooperates with important Interreg B transport projects, such as SCANDRIA and SoNo- rA. The metropolitan region of Berlin and Brandenburg (project partner GL) supports in particular the Scandinavian-Adriatic Development Corridor (OAE). TRANSITECTS strenghtens intermodal, innovative and efficient long-distance connections in the OAE corridor, which use and integrate our freight traffic vil- lages on a transnational basis. Pilot trains were conceived, together with the partners, into transalpine variants (via Austria and Italy) and as an eastern tangent (via Czech Republic, Slovakia, Hungary and Slovenia).

Further information on the project TRANSITECTS is available for example on the website www.transitects.org and in the final report TRANSITECTS - Intermodal Solutions for Transalpine Freight Traffic.

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1. Analysis of the freight traffic volumes

1.1 Goods exchange in the relation of Berlin/Brandenburg – Italy/Slovenia regarding the federal states Berlin and Brandenburg

Current data, concerning the Alp-crossing freight traffic (CAFT 2009 data, see chapter 1.2) could be provided by the lead partner at a later stage. Consequently, the official statistics of the federal states Berlin and Brandenburg were used for the interim report of this study. These include export- and import information for different countries, differentiated in freight volumes and freight amounts for the year 2008. The authors are of the opinion, that this data of the pre-crisis year 2008 should show the volume of trade of Berlin and Brandenburg with respect to the traffic relation to be looked at and therefore be re- presented also in the final report of the study.

Important new knowledge can be worked out as result of the filtering and preparation of the statistics in context of the freight transport, which has to be analysed. An important assumption for the analyses has been, that besides the source- and destination countries Italy and Slovenia also Austria, countries of the south eastern part of Europe and Turkey are relevant as source- and destination countries (the Alp crossing transport flows are not included). Further states (Mediterranean Sea) show attractive transport connections to the Adriatic ports (e.g. Maghreb States). The rising profit of Asian traffic via the Suez channel is an important objective to the Adriatic ports. They show a high potential because of decisively smaller transport distances compared to the Northern ports and consequently also time- and cost advantages.

In regards to the transport volume, the international freight flow exchange of the federal state of Bran- denburg is dominated by imports. In the year 2008 about 23.6 m t have been counted as imports, compared to 10.2 m t of exports. The exports are significantly higher in regards to the value of the freight (14.1 bn EUR and 12.2 bn EUR).

Also Berlin (Federal State of Berlin and city area is identical) shows higher imports than exports. But compared to Brandenburg a significant lower volume (import: 3.7 m t; export: 1.9 m t) has been analysed. The higher value of the exported goods (11.6 bn) is also remarkable for Berlin. In 2008, 27.3 m t of freight has been imported and 12.1 m t has been exported in total. A total amount of 39.4 m t of transported freight can be counted.

The freight exchange of the mentioned traffic relation can be differentiated into a section of high relevance (south relation Europe: Austria, Italy, Slovenia, Croatia, Serbia, Bosnia and Herzegovina, Monte- negro, Kosovo, Macedonia, Albania, Greece, Turkey, Cyprus, San Marino, Vatican, Mediterranean Afri- ca: Morocco, Algeria, Tunisia, Libya, Egypt, Mideast / Asia: Liberia, Syria, Israel, occupied Palestine areas, Jordan, Iraq, Iran, Kuwait, Qatar, Oman, Bahrain, Saudi Arabia, Yemen) and a further relevant section (further countries of Africa and Asia).

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The part of high relevance for the international cargo exchange of both countries showed 2,572,308 t and the relevant part of 3,511,627 t transported cargo volume. This means, that an average volume of 7,047 t and 9,621 t has been transported per day. Calculated as lorries, it would mean that 282 or 385 lorries (40 t total volume and 25 t loading volume) are running. As expected, the exchange of freight with Italy (990,542 t in 2008) and Austria (883,375 t in 2008), shows a high share (38.5% and 34%). The exchange with Slovenia shows a significant lower share (71,304 t; 2.8%). Croatia (22,670; 0.9%) and Ser- bia show even lower volumes. In comparison, the statistics for Turkey (168.669 t; 6.6%) and Greece (75,004 t; 2.9%) show much higher amounts. The Mediterranean Sea countries of Africa (144,227 t) and the countries of the Mideast (185,891 t) show a share of 5.6 % and 7.2% of the freight volumes with the estimated high relevance.

The exchanged freight volumes with the Asian countries achieve almost the marks of Italy and Austria with 727,537 t. Because of the far distances, a higher share of air transported volume has to be estimated and also the relevance of bigger distances (North Sea ports vs. Adriatic ports), which are of less importance.

The highly relevant part may be put into perspective in a further step by calculating a correcting factor for the exchange of goods with Austria (factor 0.5), the countries of South-Eastern Europe and Turkey (factor 0.5 – 0.75) and also the Maghreb States (factor 0.5). The part of high relevance is reduced to exactly 2,022,156 t of transported cargo in 2008.

Fig. 1: The 10 biggest trade partners of the region Berlin-Brandenburg and the trade volume in million tons

Belgium Denmark Austria Sweden Italy Czech Republic Norway France Netherlands Poland

012345678

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1.2 Freight traffic flows to transport modes based on CAFT data

The Alp States have been working together in the so called Zurich process for more than ten years. Ex- traordinary circumstances, like accidents in tunnels, shall be handled together, organized as a central effort. Also a shift of growing traffic, aimed towards environmentally friendly transport modes has to be achieved.

Fig. 2: Data survey / evaluation in context of the Zurich process (Own visualization, Source: www.zuerich-process.org)

The working group ‘Mobility’ coordinates the collection of comparable statistics for Alp crossing traffic loads. After 1999 and 2004, in the year 2009, CAFT-data (CAFT as an abbreviation for Cross Alpine Freight Transport) has been collected.

Regarding the sort of transports, selective methods are realized for the data collection. For example “Roadside-Interviews” with truck drivers have been carried out at the main crossings/junctions of the Al- pine region. Furthermore lorry drivers are interviewed at the terminals of the rolling road transport. Freight railway data is analysed based on data banks of the most important national railway companies and on additional evaluations of further railway operators.

The data of the CAFT-Survey of 2009 has been provided by the Lead partner. The author has analysed the data in detail which offers the possibility to provide a detailed view of the alp crossing traffic from Berlin / Brandenburg – Italy / Slovenia and Scandinavia – Italy / Slovenia. Regarding the previously mentioned traffic relation, it has to be estimated, that half of the cargo volume passes also the region Berlin / Brandenburg and for this reason, this volume has to be added to the primarily analysed traffic relation Berlin / Brandenburg – Italy / Slovenia.

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Fig. 3: Alp crossing transport volumes from Italy / Slovenia to the region of Berlin / Brandenburg (Data basis: CAFT-Survey 2009)

tons 1.048.075 1.200.000

1.000.000

800.000

600.000

400.000 92.282 51.163 0 200.000

0 Road Rail (wagonload) Rail (accomp. Rail (unaccomp. CT) CT)

Fig. 4: Alp crossing transport volumes from the region Berlin / Brandenburg to Italy / Slovenia (Data basis: CAFT-Survey 2009)

845.810 tons 900.000

800.000

700.000

600.000

500.000

400.000

300.000 133.897 52.991 200.000 0

100.000

0 Road Rail (wagonload) Rail (accomp. Rail (unaccomp. CT) CT)

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Fig. 5: Alp crossing transport volume from Italy / Slovenia to Scandinavian Countries (Data basis: CAFT-Survey 2009)

tons 1.425.426

1.600.000

1.400.000

1.200.000

1.000.000

800.000

600.000 304.412 156.375 400.000 56.233

200.000

0 Road Rail (wagonload) Rail (accomp. Rail (unaccomp. CT) CT)

Fig. 6: Alp crossing transport volumes from Scandinavian countries to Italy / Slovenia (Data basis: CAFT-Survey 2009)

tons 1.085.616

1.200.000

1.000.000

800.000

600.000 327.799

192.427 400.000 62.592 200.000

0 Road Rail (wagonload) Rail (accomp. Rail (unaccomp. CT) CT)

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BE+BB, 15% Scandinavia) BE+BB, 15% Scandinavia) BE+BB, 15% Scandinavia) 3.618 15.727 inavia BE-BB + Scandinavia inavia BE-BB + Scandinavia inavia BE-BB + Scandinavia 185.687 229.795

he combined transport po- nsport).

in context to the total cargo volume (road, rail, combined tra

North > South > South North North > South South > North North > South > South North North > South South > North > SouthNorth > North South > South North North > South > South > South North North > North > North South South > South > South North North North North > > South South > South North > North South > South North North > South BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scand BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scand BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scandinavia BE-BB + Scand Net weight of transported in tons commodities Suitable for combined transport (75%) Modal shift share (30%) Modal shift share (30% Net weight of transported in tons commodities Suitable for combined transport (75%) Modal shift share (30%) Modal shift share (30% Net weight of transported in tons commodities Suitable for combined transport (75%) Modal shift share (30%) Modal shift share (30%

Munich - Innsbruck - Brenner line - ItalyDestination TyrolDestination ItalyPrague - Bratislava - - Slovenia Hungary West - ItalyDestination Breclav > Hungary > Southeast EuropeDestination ViennaDestination Graz (AT22)Destination Villach (AT21)Destination Trieste > ItalyDestination Villach (AT21)Destination Slovenia 1.526.679 1.153.114 288.947 1.983.228 1.096.711 511.901 106.440 1.145.009 1.046.674 864.836 291.950 106.478 91.119 616.664 106.478 216.710 1.487.421 1.004.782 91.929 25.043 822.533 301.385 39.475 210.472 766.442 383.926 39.475 343.503 785.006 79.830 114.078 259.451 218.963 79.859 68.339 462.498 65.013 79.859 446.226 753.587 68.947 18.782 246.760 226.039 157.854 29.606 574.832 115.178 252.102 29.606 235.502 23.949 162.908 85.559 65.689 138.749 23.958 20.502 328.173 52.367 226.076 23.958 20.684 152.639 67.812 5.635 172.449 47.356 8.882 92.098 146.832 8.882 16.076 55.740 25.668 98.012 14.268 14.048 138.077 14.048 14.562 50.450 3.618 123.388 33.950 6.280 6.280 15.727 Munich - Innsbruck - Brenner line - ItalyDestination TyrolDestination ItalyPrague - Linz - - Tauern Italy - Villach Axis Destination Wels/SalzburgDestination Villach > ItalyDestination GrazDestination East SloveniaDestination West SloveniaRoutes and B-2 A-2 1.153.114 1.115.233 1.096.711 1.297.982 Nodes 106.440 94.777 1.046.674 616.664 864.836 5.364 836.425 19.679 398.428 1.004.782 91.929 78.073 766.442 822.533 112.505 973.487 340.962 1.573 785.006 79.830 71.083 462.498 259.451 250.927 4.023 298.821 14.759 753.587 68.947 574.832 58.555 246.760 292.046 255.722 84.379 235.502 1.180 23.949 138.749 21.325 162.908 186.240 89.646 1.207 226.076 4.428 172.449 20.684 17.566 152.639 204.640 76.716 146.832 25.314 98.012 16.076 354 14.822 69.788 138.077 1.182 123.388 14.562 2.436 8.783 56.741 15.550 177 Munich - Innsbruck - Brenner line - ItalyDestination TyrolDestination ItalyPrague - Breclav - Italy - Vienna - Villach Destination Breclav > Hungary > Southeast EuropeDestination ViennaDestination Villach > ItalyDestination Graz (AT22)Destination Villach (AT21)Destination East SloveniaDestination West SloveniaRoutes 1.153.114 and B-3 A-2 288.947 1.420.201 1.096.711 1.943.753 511.901 106.440 1.046.674 Nodes 616.664 864.836 291.950 91.119 106.478 1.065.151 216.710 5.364 1.004.782 91.929 19.679 766.442 822.533 301.385 1.457.815 210.472 39.475 383.926 112.505 785.006 79.830 1.573 462.498 259.451 319.545 218.963 68.339 79.859 65.013 753.587 4.023 68.947 14.759 574.832 246.760 437.344 226.039 157.854 29.606 115.178 235.502 84.379 23.949 1.180 138.749 162.908 238.054 65.689 20.502 23.958 52.367 226.076 20.684 1.207 172.449 152.639 4.428 321.893 67.812 47.356 92.098 8.882 146.832 16.076 25.314 98.012 354 55.740 14.268 138.077 14.048 14.562 123.388 1.182 2.436 50.450 33.950 6.280 15.550 177 Routes and B-1 A-2 Nodes A potential of 30% for the combined transport has been estimated Fig. 7: Extrapolation of the relevant CAFT-data and transfer Fig. 7: Extrapolationto the worked of the relevant CAFT-data out route combination Remark: An extrapolation of container basedpotentials on CAFT-data 2009 for the Republic of Austria has been carried out. Because Alp crossing of the reason that just freight transport from Scandinavia 50% of the passes Berlin-Brandenburg 15% of t out routes)tential (in context of the worked are estimated for that freight transport volume. - 13 -

Theoretic extrapolation of transport volume distinguished with respect to vehicle volume

Following the total amounts regarding the transport system, which are given after summarizing the evaluated traffic volumes at the relation Italy / Slovenia > Berlin / Brandenburg and Italy / Slovenia > Berlin / Brandenburg > Scandinavia:

Transport System Cargo Volumes (based on CAFT 2009) (in t) Road transport 2,473,501 Railway transport / waggon load 207,538 Railway transport / rolling road 148,515 Railway transport / container 304,412

Road Transport

An estimated average loading weight of 15 t per lorry / trailer means that about 164,900 road vehicle units are crossing the Alps per year. These are more than 3,000 units per week or approx. 450 units per day.

Railway Transport

Requests directed at the transhipment terminal located in the Freight Village Berlin South Grossbeeren and at the Rail port Seddin showed, that in the area of Berlin-Brandenburg, the cargo volume can be estimated for source- and destination transports for about 750 t. An interview of operators showed 25 vehicles (loading weight: 15 t) on average are transported with the accompanying combined transport (rolling road transport).

Regarding the wagon-load traffic, a comparable loading volume can be estimated for container trains. An extrapolation of the above listed cargo volumes leads to following train numbers:

Wagon-load traffic: ca. 280 freight trains per annum, ca. 5 freight trains per week, ca. 1 freight train per day Rolling road transport: ca. 400 freight trains per annum, ca. 8 freight trains per week, ca. 1.5 freight trains per day Container trains: ca. 400 freight trains per annum, ca. 8 freight trains per week, ca. 1.5 freight trains per day

Following the total transport volumes differentiated between different transport systems are evaluated in north-south direction:

Transport System Cargo Volumes (based on CAFT 2009) (in t) Road transport 1,931,426 Railway transport / waggon load 245,418 Railway transport / rolling road 196,489 Railway transport / container 327,799

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Road Transport

An estimated average loading weight of 15 t per lorry / trailer means that about 128,800 road vehicle units are crossing the Alps per year. These are more than 2,500 units per week or approx. 350 units per day.

Railway Transport

Based on the previous assumptions, an extrapolation of the transport volume leads to the following results:

Wagon-load traffic: ca. 330 freight trains per annum, ca. 6 freight trains per week, ca. 1 freight train per day Rolling road transport: ca. 520 freight trains per annum, ca. 10 freight trains per week, ca. 2 freight trains per day Container trains: ca. 440 freight trains per annum, ca. 8.5 freight trains per week, ca. 1.5 freight trains per day

Resumptive valuation

In both directions significant cargo volumes have been achieved, as shown by the analyses of the CAFT-data 2009. In total 5.8 m t of cargo have been transported per year. The freight volume transported in north direction has been slightly higher, compared to the south direction (more than 3.1 m t or 53.7 %).

About three quarters of the cargo volume (ca. 4.4 m t) are passing the Alps via the road infrastructure. Consequentially, the freight flows of the relation Berlin / Brandenburg – Italy / Slovenia, including transports which pass Berlin / Brandenburg running to and coming from Scandinavia, contribute to the very high utilization of the alp crossing roads. The south-north direction shows a significantly higher transport volume with more than 28 %. The difference in comparison to the south running transport includes 542,075 t cargo or about 36,100 vehicles per annum. A significant unpairing has to be concluded as central result.

The unpairing isn’t of such high relevance regarding the possibility of shifting cargo volume because the southwards directed rail transport flows are dominating with 109,241 t cargo or 16.5 %. Accordingly – to reach a total pairing – just an exact difference of 432,834 t cargo has to be equalized. Aiming at an eco- logically worthwhile shift of road- to railway transports the approximated pairing of cargo, transportable with railway containers, is of utmost importance. Regarding the wagon load transport, the different types of wagons play an important role. Also this constellation has to be considered in specific by the single operator (specific operation conditions / requirements).

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1.3 Cargo Volumes differentiated in goods categories based on CAFT data

The CAFT-database offers the possibility to analyze the evaluated cargo volumes differentiated in goods categories. The following classification of the goods categories is published in “Crossalpine freight transport 2009 – Description of Swiss exchange file records” published by the Federal Department of the Environment, Transport, Energy and Communications (DETEC) and is valid for all CAFT-data.

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Relation Berlin/Brandenburg – Italien/Slowenien

The Alp crossing freight volumes, which show a relation to the region Berlin / Brandenburg are taken into account. Besides the volumes from and to Italy and Slovenia, also freight transport flows from and to Austria (especially the federal states which are located in the south of the Alp ridge Carinthia and Styria), Austria crossing flows and transport flows, which lead further to south-east Europe states and to Turkey, are of relevance. The last mentioned once could be steered away easily from the Alp space by using Slovakia, the eastern part of Austria (Vienna) and Hungary touching transport routes.

Transport directed towards south are dominated strongly by the goods category 10 (basic metals, fabricated metal products, except machinery and equipment). This goods category achieves with 150,000 t 67.7 % of the total transported volume, considering the transport flows towards the south of Austria (Carinthia and Styria).

Fig. 8: Freight volumes differentiated in goods categories from Berlin / Brandenburg to South Austria and Italy

RelationSkandinavien>Berlin/Brandenburg>Österreich(Kärnten, Relation Berlin/Brandenburg > Italien Steiermark) 250.000 231.740 140.000 120.037 120.000 200.000 100.000 Tonnen) 150.000 (in

80.000

97.580 60.000 100.000

Frachtmengen 40.000

21.462 Tonnen) (in Frachtmengen 50.000 19.789 28.986 33.165 20.000 11.127 19.415 19.779 20.325 21.610 12.621 13.041 6.244 00248 0 0 0 5 2.492 0 276 0 1.083 0000 0 1.356 0 575 0 791 0 2.576 0 0 0 1234567891011121314151617181920 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Warenkategorien Warenkategorien

A share of 45.5 % (232,000 t) has been analysed for the high volume in transport to Italy. Goods category 10 represents the third strongest category regarding transport flows, leading to Slovenia (27 %), southeast Europe and Turkey (9.9 %). Mainly dominating are the categories 13 (furniture, other manufactured goods n.e.c.) and 11 (machinery and equipment n.e.c., office machinery and computers, electrical machinery and apparatus n.e.c., radio, television and communication equipment and apparatus, medical, ecision and optical instruments, watches and clocks), followed by category 9 (other non-metallic mineral products) and 4 (foods products, beverages, tobacco). Regarding transports leading to the south of Austria, category 6 (wood and products of wood and cork, articles of straw and plaiting materials, pulp, paper and paper products, printed matter and recorded media) and 7 (coke and refined petroleum products), are dominating. The transport towards Italy is dominated by category 4 (foods products, beverages, tobacco) and 8 (chemicals, chemical products and man-made fibres, rubber and plastic products, nuclear fuel).

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Fig. 9: Freight volumes differentiated in goods categories from Berlin / Brandenburg to Slovenia and to further countries

RelationBerlin/Brandenburg >Slowenien RelationBerlin/Brandenburg >andereLänder

3.500 80.000 76.921 3.167

3.000 70.000

60.000 2.500

1.979 50.000 Tonnen) Tonnen) 1.924 2.000 (in (in 40.000 1.500 30.000 24.282

Frachtmengen 1.000 Frachtmengen 17.535 20.000 15.630 11.872 10.799 11.716 500 10.000 5.973 50 0000000 00 0000000 0 0 000 103 00990 0 0 717 0 0 1 2 3 4 5 6 7 8 9 1011121314151617181920 1 2 3 4 5 6 7 8 9 1011121314151617181920 Warenkategorien Warenkategorien

Transports directed to the north are dominated by category 4 (foods products, beverages, tobacco). The goods categories 1 (products of agriculture, hunting and forestry, fish and other fishing products), 10 (basic metals, fabricated metal products, except machinery and equipment) and 12 (transport equipment), achieve a transport volume of more than 100,000 tons.

Fig. 10: Freight volumes differentiated in goods categories from Austria (Carinthia, Styria) and Italy to Berlin / Bran- denburg

RelationÖsterreich(Kärnten,Steiermark)>Berlin/Brandenburg RelationItalien>Berlin/Brandenburg 89.859 90.000 250.000

80.000 212.515

200.000 70.000

60.000 Tonnen) Tonnen)

150.000 50.000 (in (in 40.000 33.962 100.000 30.000 74.380 76.267 Frachtmengen Frachtmengen 19.409 51.587 20.000 50.000 42.526

10.000 6.246 5.469 14.152 16.349 16.128 3.788 3.365 7.101 7.279 10.765 10.429 5.912 5.663 0 0 0 1.307 0 00000 0 00 0 0 1.062 0 808 0 0 0 1 2 3 4 5 6 7 8 9 1011121314151617181920 1 2 3 4 5 6 7 8 9 1011121314151617181920 Warenkategorien Warenkategorien

Food products, beverages and tobacco are mainly passing the Alp region with 38.4 % coming from Italy. With a significant distance, products of agriculture, hunting and forestry, fish and other fishing products are (category 1) and other non-metallic mineral products (category 9) are following.

Just three goods categories are loaded in Slovenia which goes to Berlin-Brandenburg – products of category 1, category 12 and category 18. From the direction of South Austria the category 10 dominates. In comparison the variety of goods imported from southeast and Turkey is much higher.

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Fig. 11: Freight volumes differentiated in goods categories from Slovenia and further countries to Berlin / Branden- burg

RelationSlowenien>Berlin/Brandenburg RelationAndereLänder>Berlin/Brandenburg 59.646 12.000 11.309 60.000 54.425 10.581 51.032 10.000 50.000 45.059 40.843 8.000 40.000 Tonnen) Tonnen) (in (in 6.000 30.000 27.304

22.129 3.831 19.730 4.000 20.000 Frachtmengen Frachtmengen

9.656 2.000 10.000 6.791 3.101 0000000000 00000 00 00 0 914 0000 0 0 0 1234567891011121314151617181920 1 2 3 4 5 6 7 8 9 1011121314151617181920

Warenkategorien Warenkategorien

Relation Scandinavia – Berlin/Brandenburg – Italy/Slovenia

In a second step, the Alp crossing freight volumes connected to Scandinavia are of relevance. As already mentioned in 0, about half of the total transport volume is passing the region Berlin-Brandenburg. Besides the volumes from and to Italy and Slovenia, the freight flows from and to Austria (especially for Carinthia and Styria located in the south of the Alp ridge), passing Austria and running further to southeast Europe and Turkey, are of relevance.

Transports directed to the south are strongly dominated by goods category 18 (grouped goods). Also showing a high transport density is goods category 4 (foods products, beverages, tobacco) und 6 (wood and products of wood and cork, articles of straw and plaiting materials, pulp, paper and paper products, printed matter and recorded media), each with more than 250,000 t freight per annum.

Fig. 12: Freight volumes differentiated in goods categories from Scandinavia via Berlin / Brandenburg to Austria / Italy

RelationSkandinavien>Berlin/Brandenburg>Österreich(Kärnten, RelationSkandinavien>Berlin/Brandenburg>Italien Steiermark) 350.000 329.200 140.000 120.037 300.000 120.000

250.000 100.000 204.749 Tonnen) Tonnen) 191.952 200.000 (in (in 80.000 146.861 150.000 60.000 Frachtmengen

Frachtmengen 85.815 40.000 100.000 61.523 19.789 21.462 50.000 35.753 20.000 25.633 11.127 17.381 18.241 23.563 00248 0 0 0 5 2.492 0 276 0 1.083 0000 0 5.635 0 2.285 0000 0 0 0 1234567891011121314151617181920 1 2 3 4 5 6 7 8 9 1011121314151617181920

Warenkategorien Warenkategorien

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With the traffic directed towards the south of Austria (Carinthia, Styria), goods category 6 with ca. 120,000 t cargo is dominating.

In the high volume transport category to Italy are grouped goods (Category 18) and category 4 (foods products, beverages, tobacco) are followed by category 10 (basic metals, fabricated metal products, except machinery and equipment) and 6 (wood and products of wood and cork, articles of straw and plaiting materials, pulp, paper and paper products, printed matter and recorded media), each with significantly more than 100,000 t cargo.

The traffic running to Slovenia is confined to up to 5 goods categories, thereof only category 6 (wood and products of wood and cork, articles of straw and plaiting materials, pulp, paper and paper products, printed matter and recorded media), category 8 (chemicals, chemical products, and man-made fibres, rubber and plastic products, nuclear fuel) and category 10 (basic metals, fabricated metal products, except machinery and equipment) reach noteworthy volume. In direction of further countries (southeast Eu- rope, Turkey), especially food products, beverages and tobacco are transported.

Fig. 13: Freight volumes differentiated in goods categories from Scandinavia via Berlin / Brandenburg to Slovenia and to further countries

RelationSkandinavien>Berlin/Brandenburg>Slowenien RelationSkandinavien>Berlin/Brandenburg>andereLänder

7.000 70.000 6.514 60.102 6.000 5.809 60.000

4.919 5.000 50.000 47.490 Tonnen) Tonnen) 4.000 40.000 (in (in 3.000 30.000 Frachtmengen Frachtmengen 2.000 20.000

1.000 10.000 463 218 1.679 0000 0 0 0000000 00 810 00 000000 1.1961.132 0000 00 0 0 1 2 3 4 5 6 7 8 9 1011121314151617181920 1234567891011121314151617181920 Warenkategorien Warenkategorien

Goods category 4 (food products, beverages and tobacco) represents with 446,000 t freight volume per annum the highest amount for all transports directed to the north. Further following categories are 18 (grouped goods), category 10 (basic metals, fabricated metal products, except machinery and equipment) and 11 (machinery and equipment n.e.c., office machinery and computers, electrical machinery and apparatus n.e.c., radio, television and communication equipment and apparatus, medical, ecision and optical instruments, watches and clocks).

Goods of the above mentioned categories are especially transported, coming from the region of the south of Austria (Carinthia, Styria). Coming from Italy, especially goods of category 4 and 18 are dominating, each with more than 300,000 t freight and in total more than half of the total freight amount. High value freights of goods category 11 are mainly loaded in Slovenia (71.5 %). In southeast Europe and Turkey, mainly foods, beverages, tobacco and metal, products of the metal-working industry, including machines and medical technologies are loaded.

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Fig. 14: Freight volumes differentiated in goods categories from destinations located southwards of the Alps via Ber- lin / Brandenburg to Scandinavia

RelationÖsterreich(Kärnten,Steiermark)>Berlin/Brandenburg > Skandinavien 90.000 81.027 80.000 70.000 60.000 Tonnen) (in 50.000 40.940 40.000 30.826 30.000

Frachtmengen 20.000 12.379 9.910 10.000 2.361 00 000102 12 00000 00 0 1 2 3 4 5 6 7 8 9 1011121314151617181920

Warenkategorien

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2. Analysis of the freight traffic ways (routes, state, capacity)

2.1 Freight traffic on roads

Main route A: Region Berlin-Brandenburg – Nuremberg – Munich – Innsbruck – North Italy

The Federal autobahn BAB 9 (A 9) represents as a six-lane motorway in complete length, an absolutely outstanding motorway in the direction of Leipzig and Munich and one of the central north-south-running transport axes of Central Europe. The high capacity and direct alignment in the connection of important centres and conurbations, causes a high degree of utilization. The four-lane configured federal autobahn BAB 13 (A 13) to Dresden, with a further use of the federal autobahns BAB 4 (A 4) and BAB 72 (A 72) to Hof, as well as to a bigger extent to the federal autobahn BAB 93 (A 93) Hof – Regensburg - motorway interchange Hollerau (- Munich), are suitable as alternative routes. Excluding the A 4 in the section concerning, these motorways are configured as four-lane motorways only and have not the same traffic capacity as the A 9 motorway. The A 93 practically does not show any disadvantage of distance, compared to the A 9, but a longer stretch of road of approx. 60 km. The radial connections of the transportation networks are made by the Berlin motorway ring A 10. The A 10 was gradually adapted to the high capacity requirements since the mid -90s.

Another development of highly-used sections is reported in the German plan for German federal motorways (Bedarfsplan für Bundesfernstraßen) as priority need (vordringlicher Bedarf). The realization can therefore be expected within the next years. Connections to the Berlin city zone insist with the motorways A 111 (the northwest), A 114 (the northeast) as well as A 115 (the southwest) and A 113 (the southeast, airport BBI) as well as federal roads B 5 (the west), B 1/5 and B 101(south), configured as multi-lane roads.

In the year 2008 the following minimum and maximum traffic strengths were reached by an automatic road traffic census of the German Federal Highway Research Institute (BASt):

Traffic strengths of the continuative motorway network

Motorway A 4 A 9 A 13 A 72 A 93

Capacity of the DTV (cars) DTV (cars) DTV (cars) DTV (cars) DTV (cars) dominant motorway 90-120,000 90-120,000 60-80,000 60-80,000 60-80,000 profile (6-lane) (6-lane) (4-lane) (4-lane) (4-lane) medium daily car Gersdorf AD Bay. Vogtland1 Gollmitz AD Bay. Vogtland AD Hochfranken traffic (min) 60,195 (6-lane) 39,168 (6-lane) 23,827 (4-lane) 29,331 (4-lane) 20,328 (4-lane) medium daily car AD Dresden-Nord AK München-Nord1 Motzen Leukersdorf Regensburg3 traffic (max) 87,675 (6-lane) 142,438 (8-lane) 45,240 (4-lane) 52,482 (4-lane) 64,182 (4-lane) medium daily heavy Gersdorf AD Bay. Vogtland1 Gollmitz AD Bay. Vogtland Siegenburg car traffic (min) 10,230 (6-lane) 5,361 (8-lane) 3,538 (4-lane) 5,854 (4-lane) 2,643 (4-lane) medium daily heavy AD Dresden-Nord AK Nürnberg-Ost1 Motzen AD Hochfranken2 AK Oberpfälzer W. car traffic (max) 12,024 (6-lane) 16,907 (6-lane) 7,349 (4-lane) 6,937 (4-lane) 8,787 (4-lane) 1 census position north of motorway interchanges, 2 census position west of motorway interchange, 3 Regensburg-Pfaffenstein (Nord)

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In transport studies average day traffics (DTV) of 80,000 as well as 120,000 motor vehicles are regarded as a capacity limit for four-lane, respectively six-lane motorways. A huge strain in each case with restrictions in the flow of traffic is achieved as of 60,000 or 90,000 units. Regarding the main route A and parts of the A 9 in the area of the conurbations Nuremberg and Munich (although partly eight-lane sections), are to classify as significantly affected. Furthermore the limiting value to the huge strain is reached partially or also exceeded easily on the motorways A 4 (conurbation Dresden) and A 93 (city location Regensburg, the motorway acts here as an inner-city connection). Within the conurbation Berlin- Brandenburg, it shows the south-west section of the Berlin motorway ring (relevant for the A 9 route) marginal charges of nearly 90,000 units (DTV, Michendorf).

Fig. 15: Motorway network in the region Berlin-Brandenburg – Average day traffic (DTV) and transport volume (in tons) per day in the year 2008

The share of the heavy traffic in the DTV is predominantly in the area of 15 to 20%, exceeds the 20 per cent mark and therefore is comparatively high.

Within the last two decades, particularly the sections in the new federal states were completely upgraded. The extensive road renewals led to very good conditions of usage. Sections in deficit only exist to a low extent if e.g. faulty concrete pavement in the still unrestored section AS Triptis – AS Schleiz of the motorway A 9 due to the short planning notice of the six-lane development ("urgent need” in the in the German plan for German federal motorways). Classified as "further need with planning right”, are re-

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spectively the eighth-lane development of the strongly affected parts AK Nuremberg - AK Nuremberg East and AD Hollerau - AK Neufahrn.

Austria offers with 262 kilometers of motorways and expressways per one million of inhabitants the dense motorway network of Europe after Slovenia and Spain. Relevant for the route are the motorways A 12 (Brenner route) and A 10 (Tauern route), both four-lane configured and is, despite a high heavy traffic load, in a good condition. The following traffic strengths were measured by the ASFINAG (Auto- bahnen- und Schnellstraßen-Finanzierungs-Aktiengesellschaft) on the Brenner route (A 12 Kufstein - Innsbruck, A 13 Innsbruck Brenner, DTV Monday - Sunday) in June 2010:

Traffic strengths on the Brenner route in June 2010

No. km Counting station DTV (vehicles) DTV Share of heavy (heavy traffic) traffic (%) A12 0.8 Kufstein 42.513 7,053 16.6 A12 3.8 Morsbach 41,598 7,345 17.7 A12 8.5 Langkampfen 37,926 7,147 18.8 A12 25.1 Kundl 46,191 7,352 15.9 A12 33.5 Kramsach 47,501 7,316 15.4 A12 49,6 Schwaz 56,045 7,818 13.9 A12 53.1 Vomp 56,011 7,618 13.6 A12 72.2 Ampass 72,541 7,880 10,9 A12 83.7 Kematen 58,254 3,928 6.7 A12 89.4 Zirl 34,570 3,394 9.8 A12 93.9 Inzing 36,507 2,952 8.1 A12 98.8 Mitterpettnau 35,576 2,907 8.2 A12 107.9 Rietz 26,646 2,369 8.9 A12 118.2 Haiming 19,663 1,929 9.8 A12 126.1 Roppener-Tu. 17,286 1,564 9.0 A12 132.5 Imst/A12 19,062 1,935 10,2 A12 142.4 Starkenbach 21,649 1,851 8.6 A13 5.3 Gärberbach 40,189 5,995 14.9 A13 17.0 Matrei-Brenner 38,534 5,589 14.5 A13 30.4 Brennersee/A13 26,243 5,491 20.9

Fig. 16: Brenner route – development and sharing of the cargo transport volume

Source: CAFT data

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The 313 km long Autostrada A 22 Brennero – Verona - Bologna offers good conditions for the distribution of traffic in the fully, well developed Italian motorway network, which has to cope with a traffic increase of 78.6% since 1990. It is the only four-lane configured motorway which runs to the limits of its capacity particularly in the southerly sector Verona Nord – interchange Modena (approx. 90 km), so that the operator company has committed itself to doing a six-lane development expansion. The approx. four years of constant work has been carried out as of the year 2011. At the section Brennero – Verona, the dynamic use of the hard shoulder respectively emergency lanes are being tested.

Fig. 17: Brenner route near the access Trento Norte

Traffic strength oft the Brenner route in April 2010 (both directions)

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The connection to the Adriatic ports Venezia and Trieste is ensured by the six-lane configurated Auto- strada A 4 including the Passante di Mestre. The port of Ravenna can be favourably reached from Mo- dena via Autostrada A 14 (six-lane) as well as the junction A 14 Diramazione (four-lane) near Forli.

As an alternative to the Brenner route, it is possible to use the Tauern route via Salzburg, Tauern tunnel and Katschberg tunnel, Spittal at Drau to Villach. By the ASFINAG the following traffic strengths (Tauern route A 10 Salzburg - Villach, DTV Monday - Sunday) were measured in June 2010:

Traffic strengths on the Tauern route in June 2010

No. km Counting station DTV (vehicles) DTV Share of heavy (heavy traffic) traffic (%) A10 4.9 Anif 63,769 6,419 10.1 A10 19.4 Hallein 44,815 5,335 11.9 A10 29.5 Ofenauer-Tunnel 34,573 4,990 14.4 A10 38.6 Tenneck 30,803 4,726 15.3 A10 43.1 Werfen 31,188 4,653 14.9 A10 58.7 Niedernfritz 27,224 4,335 15.9 A10 70.3 Flachau 17,530 3,284 18.7 A10 89.6 Zederhaus 18,352 3,233 17.6 A10 122.8 Leoben 19,359 3,084 15.9 A10 142.6 Spittal-Drau 21,161 3,560 16.8

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The passage of the single tube tunnels appeared to be problematic (long traffic jams, block clearance) primarily in the summer months. For this reason the ASFINAG works with a strong commitment and high amounts of resources (expenses of altogether 324 m. EUR) on the double tube expansion. The double tube Katschberg tunnel has been realized since the end of April 2009, the Tauern tunnel (including re- construction of the first tube) since June 2011.

Fig. 18: Tauern tunnel / Tauern route – development and sharing of the cargo transport volume (source: CAFT data)

Starting from Villach, the Autostrada Alpe-Italia (A 23) via Tarvisio and Udine in the direction of Venezia and Trieste as well as the Karawanken motorway to Ljubljana (Austria: A 11; Slovenia: A 2) and further in the direction of the Adriatic ports Koper and Rijeka (A 1), is available. Except for a short section in the Udine area (A 23, six-lane) all parts of the motorway have been improved into a four-lane configuration. The A 23 is regarded as one of the best and fully developed Alp motorways, due to the generous criteria of configuration. The dynamic utilisation of the emergency lane is partly practiced here.

The almost 8 km long Karawanken tunnel is only a single tube construction with two lanes and represents particularly a bottleneck in the summer months as indicated by vacation traffic. Furthermore, at, during this time there are restrictions for the heavy traffic in the Slovenian motorway network.

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Main route B: Region Berlin-Brandenburg – Prague – Linz/Wien – North Italy /Slovenia

In this important Central European north-south corridor, the federal autobahn BAB 13 (A 13) has a very important function since the motorway A 17 or D 8 Dresden - Prague is almost completed. On the Czech side is just about to realize the gap closure Rehlovice - Lovosice (approx. 16 km), to reach Prague en- tirely by four-lane motorway.

The area around/of the capital Prague turns out to be problematic for the transit traffic within the Czech Republic. No ring motorway exists here as in other European megacities, but the Czech Roads and Freeway Direction (RSD) operates on motorway-like connections. The 23 km long south western part of the Prague bypass road was opened for traffic in September 2010. The new part is adjacent to the route Slivenec-Ruzyn and builds the connection between the motorways D1 (direction Brno) and D5 (direction Plzen) and the expressways R6 (direction Karlovy Vary) and R7 (direction Chomutov).

Fig. 19: Traffic strengths of the main road network of the Czech Republic (year 2000, large figure, source: RSD), degree of expansion of the motorway network (2009, source: RSD)

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The Czech Republic also introduced a road charge for all trucks, busses and tractive units as of 3.5 t. This is valid as of January 2010 and includes motorways, expressways and selected federal roads with the identification M. The vehicle device PREMID must be installed as it is the case with the GO BOX of the Austrian road charge system.

In the further course starting from Prague, the European road E 55 via Ceske Budejovice in direction of Linz, which is only partially constructed as a motorway, as well as the six-lane motorway D1 Prague – Brno – Bratislava, are available. Here though, a motorway connection is missing in direction of Vienna. The planned expressway R52 is positioned in the process of finding variants (via Mikulov or Breclav) so that the chances for its realization are slim before the year 2015 (construction time approx. three years). Moreover, the financing of the plan could not be locked yet.

On the Austrian side, the extension of the north motorway A 5 from Schrick to the Czech border near Drasenhofen is planned. The 33.5 km long and approx. 400 m. EUR expensive connection shall be realized in sections, connecting Poysbrunn in 2016. The 22.7 km long section Eibesbrunn – Schrick was completed in January 2010 after a three-year construction time.

Within the Czech Republic, designated as a D 3, this section of the E 55 will connect Prague and Linz together with the Austrian Mühlviertler expressway. Currently only a 15.1 km long section near Tabor (including the 1.7 km long junction to I/3) and a 18 km long section are completed as a substitute for the main road I/3 (bypass Veseli nad Lunici as well as the route Sevetin-Borek ). Currently under construction, is the 26 km long section between Tabor and Veseli nad Lunici (realization in 2012).

The expressway S 10, under construction since 2009, goes around the approx. 22 km long route Unter- weitersdorf – Freistadt Nord. It shall be completed in 2015.

For the crossing of the main Alpine ridge, both the Tauern route (see main route A) and the Pyhrn route can be used. The freeway A 9 Linz – Graz - Spielfeld (Pyhrnautobahn) is completely passable since De- cember 2004.

The capacity of the four-lane route is limited by the Klaus, Bosruck and Gleinalm –tunnels, which are configurated just as single tube constructions. However, the second tube of the Bosruck tunnel is already in the construction phase and shall be realized in 2015, for the tunnel -chain Klaus as well as the Gleinalm tunnel, this is scheduled to 2019.

The Pyhrn motorway shows six-lane sections in the southern part near Graz as well as Europe's second longest double tube tunnel (Platschberg, approx. 10 km). Maribor and Ljubljana as well as the Adriatic ports Koper and Trieste can be reached without problems via Spielberg and the Slovenian motorway.

The Austrian Südautobahn A 2 (Vienna – Graz – Klagenfurt - Italian border) is passed through in the Graz node. Particularly, if a high as possible motorway quota is wished for, the route via Brno and Vien- na and further on, the fully developed Südautobahn will be the first choice for the road transport of cargo in the transport relation Berlin-Brandenburg <> Adriatic ports Trieste, Koper and Rijeka.

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The following traffic strengths were measured by the ASFINAG (Autobahnen- und Schnellstraßen- Finanzierungs-Aktiengesellschaft) on the Pyhrn route (A 9 Linz – Graz - Spielfeld, DTV Monday - Sun- day) in June 2010:

Traffic strengths on the Pyhrn route in June 2010

No. km Counting station DTV (vehicles) DTV Share of heavy (heavy traffic) traffic (%) A09 3.1 Schölldorf 22,824 3,206 14.0 A09 10.1 Auern 19,082 3,118 16.3 A09 31.1 Klaus a.d.Pyhrnbahn 16,864 2,970 17.6 A09 43.8 Lainbergtunnel 14,738 3,077 20.9 A09 54.0 Spital am Pyhrn 13,836 2,964 21.4 A09 71.9 Selzthaltunnel 18,540 3,975 21.4 A09 90.4 Schattenberg 20,075 3,838 19.1 A09 101.1 Schoberpasstunnel 20,672 3,866 18.7 A09 111.6 Liesingau 21,256 3,874 18.2 A09 124.4 Liesing 21,933 3,892 17.7 A09 131.5 St. Michael (Steierm) 23,755 4,270 18.0 A09 140.0 Gleinalmtunnel 21,675 3,142 14.5 A09 160.7 Prenning 22,842 3,179 13.9 A09 174.6 Plabutschtunnel 33,747 4,595 13.6 A09 186.1 Seiersberg 58,015 5,599 9.7 A09 195.2 Wundschuh 43,058 4,535 10.5 A09 210.5 Lebring 32,969 3,235 9.8 A09 218.9 Gabersdorf 26,179 2,940 11.2 A09 227.3 Spielfeld 14,781 2,287 15.5

Fig. 20: Schober pass / Pyhrn route - development and sharing of the cargo transport volume (source: CAFT data)

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The following traffic strengths were measured by the ASFINAG (Autobahnen- und Schnellstraßen- Finanzierungs-Aktiengesellschaft) on the Südautobahn (A 2 Wien – Graz – Klagenfurt – Italian border, DTV Monday - Sunday) in June 2010:

Traffic strengths on the Südautobahn in June 2010

No. km Counting station DTV (vehicles) DTV Share of heavy (heavy traffic) traffic (%) A02 34.23 Steinabrückl 78,170 6,521 8.3 A02 67.23 Grimmenstein 39,916 3,879 9.7 A02 105.7 Loipersdorf 30,878 3,271 10.6 A02 121.0 Sebersdorf 27,105 3,576 13.2 A02 131.6 Hohenbrugg 31,905 3,652 11.4 A02 144.2 Hochenegg 36,151 4,166 11.5 A02 153.4 Anwiesendorf 33,307 4,305 12.9 A02 158.9 Pirching an der Raab 46,367 5,171 11.2 A02 173.5 Lassnitzhöhe 53,199 5,640 10.6 A02 181.1 Thondorf 63,669 6,101 9.6 A02 191.8 Dobl 33,233 3,838 11.5 A02 242.2 Gräberntunnel 20,584 2,566 12.5 A02 268.5 Donnersbergtunnel 24,717 2,883 11.7 A02 283.6 Völkermarkt-U. 23,545 2,594 11.0 A02 301.9 Grafenstein 24,889 3,019 12.1 A02 324.2 Falkenbergtunnel 30,624 3,293 10.8 A02 329.9 Krumpendorf 40,857 3,707 9.1 A02 332.7 Velden Ost 34,694 3,742 10.8 A02 356.7 Villach 27,596 4,311 15.6 A02 369.0 Unterschütt 22,771 3,820 16.8 A02 379.2 Maglern 14,262 3,476 24.4

Average load per loaded truck on important Alpine passes in Austria (source: CAFT data)

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2.2 Freight traffic by rail

Main route A: Region Berlin-Brandenburg – Nuremberg – Munich – Venice/Ravenna (via Innsbruck, Brenner, Verona) respectively Trieste/Koper/Rijeka (via Salzburg, Villach)

The main route A represents currently the fastest and most used route regarding this transport relation, because of the direct routing as well as the capacity of the track sections.

Route inside of Germany:

The double-track, electrified line Berlin outer ring – Dessau - Bitterfeld (- Halle/Leipzig) functions as a main cargo transport route. By comparison, the line Berlin outer ring – Jüterbog – Bitterfeld (- Hal- le/Leipzig) is primarily reserved for the fast passenger rail transport. Furthermore the switchyard Seddin as a central railport of the Deutsche Bahn AG (DB Schenker Rail), as well as the CT terminals in Wustermark and Grossbeeren is easily accessible.

In the further course of the route the double-track and the electrified line Halle/Leipzig – Jena – Saalfeld – Bamberg is more used compared to the lines Nuremberg and Regensburg via Hof. A main reason for it is the missing electrification (till now only in the section Leipzig – Reichenbach of the Sachsen-Franken- Magistrale), so that two locomotive changes or a costly long-distance operation by diesel traction would have to be carried out. The completed electrification of the section Reichenbach - Hof (carried out in the context of the German Konjunkturpaket 2) does not change these difficulties.

A considerable drawback of this main route section is the necessity of two locomotives in the approx. 25 km long section Probstzella – Pressig-Rothenkirchen (Frankenwaldbahn) with a limited hook load of approx. 830 t due to steep ramps. So e.g. not even 12 fully loaded four-axle container wagons can be transported with one locomotive. This restriction is less serious at the routes via Bebra – Fulda - Würz- burg (1,860 tons of hook load, additional mileage of 143 km) and via Reichenbach - Hof (1,785 tons of hook load, the approximately same distance as main route) nevertheless, the distance or traction deficits have to be taken into account.

Fig. 21: Container train on the Frankenwaldbahn, altitute profile in the section Kronach – Saalfeld (source: Wikipedia)

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Fig. 22: Cargo train volumes differentiated for lines in 2007 (source: German Federal Environmental Agency – rail network 2025/30, upgrade conception for efficient cargo rail transport in Germany, Berlin 2010)

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The planned high speed line Halle/Leipzig – Erfurt – Nuremberg (300 km/h, partly under construction) will be able to handle the sufficient hook load of approx. 2,000 tons (regarding CT). Heterogeneous ve- locities could lead to limited capacities because of the high share of long-distance passenger trains.

From Nuremberg, two options in direction to Munich are available; while the route via Ingolstadt will be preferentially used. This weighting has changed since the cargo transport has to compete with high- speed passenger trains on the new line starting from Ingolstadt. The double-track and electrified line Nu- remberg - Passau becomes more important, particularly in connection with the northeastern Adriatic ports Trieste, Koper and Rijeka as well as the use of the cargo transport node Wels near Linz. Starting from Munich, (via Rosenheim) Wörgl (directions Brenner and Tauern route) and Salzburg (direction Tauern route) can be reached, both being part of the ÖBB network. The line parameters for cargo transports (train length and weight) drop down from 600 m to 540 m as well as 1,600 tons to 1,400 tons. The speed limit for cargo trains is not reduced.

Route inside of Austria

Northern Italy with the northwestern Adriatic ports Ravenna and Venice is reached almost without alternative via Innsbruck and Brenner. Although a line speed of 160 km/h is registered for the section Wörgl – Innsbruck in the ÖBB infrastructure register, the realignment is planned. The cargo transport bypass of Innsbruck contributes fundamentally to the alleviation of traffic in the railway node of Innsbruck. The crossing of the main ridge of the Alps means negotiating the relatively narrow curves (line speed of 80 km/h, freight traffic 70 km/h) and a max. longitudinal slope of 29 per mill. At constant freight traffic parameters (540 m, 1,400 t), the rolling stock reinforcements of heavy goods trains are indispensable.

The increased freight traffic burden on the Brenner route leads to a high material wear in connection with the specific configuration, so that necessary reconstructions, particularly on bridges, are essential. It is not decided yet, whether an approx. three-month closure of the line (summer 2012) is carried out or if only partial closures (partially single-track operation) over a considerably longer time period will be necessary. The realization of the project Brenner Base Tunnel is already politically established. The Minis- ters of Transport of Austria, Italy and Germany signed a corresponding principle agreement in May 2009. With a length of approx. 55 km the tunnel becomes the world’s second longest tunnel after the Gotthard Base Tunnel. The costs of about 8 m. EUR and a realization time period of at least 10 years are expected.

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Fig. 23: Course of the Brenner route in the ÖBB network (source: ÖBB, 2012)

The route Wörgl – Saalfelden – Schwarzach-St. Veit and Salzburg – Bischofshofen - Schwarzach-St. Veit represent in each case double-track and electrified main lines using the Tauern route for Alpine crossing in the direction of Villach (Adriatic ports Trieste, Koper und Rijeka). The electrified Tauern line is designed as single-track connection with a length of 11.5 km. That leads to the first capacity limitations in the course of the main route A. The current utilization of capacity amount with a maximum of 80% is therefore unproblematic; besides, the 8 km long Tauern tunnel is situated as a double-track section from its starting-point.

Fig. 24: Tauern line with singe-track sections in the ÖBB network (source: ÖBB, 2012)

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A maximum lengthways inclination of 30 per mill is indicated in the infrastructure register of the ÖBB for the Tauern line so that a heavy cargo transport requires the use of additional leader or shoving locomotives. A minimum track distance from 3.50 to 4.75 m is indicated also for the Brenner line, 4.00 to 4.75 m is usually required at the ÖBB main lines. This possibly means loading up measure or partial speed limits, although the maximum speed of the Tauern line is indicated with a surprisingly high 140 km/h (infrastructure register of ÖBB 2010). According to the RNE corridor information, the line Salzburg – Villach offers conditions for maximal 600 m long and 1,100 t heavy cargo trains (single traction).

Fig. 25: Speed limits of the line Salzburg – Villach (Tauern line, source: ÖBB)

From the cargo traffic junction Villach (marshalling yard, CT terminal, RoLa) exists a connection with the main rail network of the RFI (direction Tarvisio) and SZ (direction Jesenice). However, the bottleneck capacity of the section Villach Hauptbahnhof - Villach Süd / Gbvf. (third track provided) and the single- track configuration of the section Villach Süd – Rosenbach – Jesenice – Ljubljana have a negative effect. Moreover, a cargo transport bypass of the central area of Carinthia (particularly for the Südbahn) is desirable in the long-term.

Fig. 26: Junction Villach in the ÖBB network (source: ÖBB, 2012)

Route inside of Italy:

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The double-track, electrified and originally a winding and downward gradient-rich route in the direction of Verona, was selectively modernized as of 1992 (rerouting, four new tunnels, rock fall galleries). Moreo- ver, preparations are made for the professionally discussed Brenner Base Tunnel (BBT), which is already politically established. Because of the differing power supply systems, if no suitable multi system locomotives are used, a rolling stock exchange is required at the border station Brenner/Brenner. The line Brenner - Bolzano can be used only when coming from the south with 70 km/h (due to the grades; broader parameters: 540 m length, 1,400 t of total weight). From Bolzano, in turn, 100 km/h are possible for cargo trains.

From the Verona junction, the ambitious Italian Adriatic ports Venice (Porto Marghera) and Ravenna can be reached by largely efficient main lines. In the case of Venice, this is absolutely correct - the electrified line Verona - Venice is double-tracked, even four tracks are available as of Padua. Ravenna is connected via the, now without exception double tracked and electrified, connection with Bologna as well as via Castel Bolognese respectively Faenza (each with single track) and Russi (double-tracked to Ravenna). Likewise, the alternative route via Poggio Rusco, Ferrara and Portomaggiore is also electrified, only extended to a single track and there is an indication of further deficits (trains have to turn around in Ferrara, with partially not technically safeguarded grade crossings). Altogether, Venice's accessibility, particularly with respect to the distance and running-time, is more favorable.

Fig. 27: Four-track line Padua - Venice, alternative line Ferrara – Ravenna (Source: Google Earth)

Although the Italian Adriatic port Trieste can be used comfortably also via Verona, the distance and consequently running-time via the Tauern route as well as the route Villach – Udine – Gorizia – Trieste (double-track, electrified) is substantially less. , Moreover, since the year 2000, the approx. 89 km long new centerpiece section Pontebbana (Tarvisio Boscoverde – Udine) offers excellent infrastructure conditions.

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Route within Slovenia:

The section Rosenbach – Jesenice (Karawanken Tunnel) is configured by double-track and equipped with the ÖBB power system 15 kV 16 2/3 Hz, while the further section to Ljubljana is single-track and provided with the Slovenian system 3 kV. In turn, a double-track line (no system change) can be used to Trieste. Single-track and electrified lines in the direction of Koper and Rijeka (Croatia, 3 kV each), branch off at the stations Pivka and Divaca. The mentioned lines are routed with numerous curves particularly from Ljubljana (optimization of routing is desirable). In comparison to the Tauern line, the line Villach – Jesenice - Ljubljana can be used by cargo trains with a maximum of 500 m in length, with a total weight of 1,100 tons (to Jesenice) or 1,300 tons (Jesenice – Ljubljana).

The Isonzo corridor with the Wocheiner and Karst line (Jesenice – Nova Gorizia – Kreplje – Trieste / Sezana) does not represent any real alternative route. Although offered for a heavy cargo transport in the RNE route planner, this is hardly conceivable due to the unreliable up-to-date line configuration (narrow track routing, unfavorable inclination conditions, few intersection possibilities). Noteworthy light cargo transport (approx. 15 trains at 280 t each) was to subscribe only up to the 1980s. Today, the operation is characterized by passenger trains and particularly tourist demand.

Fig. 28: Current network of the Slovenian Railway SZ, frequency of the SZ network (passenger and cargo trains per day in 2008, source: SZ)

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Main route B: Region Berlin-Brandenburg – Dresden – Prague – Brno – Vienna – Trieste/Koper/Rijeka (via Villach/Udine sowie Graz/Maribor)

Route inside of Germany:

Starting out from the Berlin outer ring, the electrified and double-track route Berlin-Dresden can be considered a route predominantly used by cargo transport. Within the years 1991-92, extensive measures for the increase in the line speed on 160 km/h (timetable change May 1992) were carried out. After this "general overhaul", this line should have been a reference project for the Deutsche Reichsbahn. These, as well as selective measures implemented in the following period, did not suffice to ensure a stable line speed in the long run. Significantly decreasing speeds handicap the efficiency so that the line must be considered a "problem child" of the East German main rail network at present.

The development of the line Berlin-Dresden is a component of the current Bundesverkehrswegeplan 2003 and needs to be urgently classified into the category. The project is subdivided into two construction steps:

1st construction stage: development for the line for the speed of 160 km/h with the option of 200 km/h 2nd construction stage: development for 200 km/h, modern command and signaling technology, level-free crossings (bridges/tunnels)

The conclusion of the two construction stages cannot be expected before the year 2014 or 2016-17. The overall investment cost amount to approx. 800 m. EUR. Investments of approx. 200 m. EUR were completed to this day. To lock the 1st construction stage, further investments of around 150 m. EUR are necessary. Furthermore, the gap Berlin Südkreuz – Berlin outer ring (less important for the cargo transport, the complete investment of 430 m. EUR) is still pending.

The double-track and electrified line Dresden - Pirna - Decin - Prague shows a good condition. The section Dresden - Pirna was modernized as a 1st building step. Two new tracks were constructed for the long-distance traffic for speeds up to 160 km/h. The existing tracks were toughened up for speeds up to 120 km/h, as well as for the suburban trains. The completion was carried out December 12th, 2004.

Route inside the Czech Republic:

The railway line Prague-Dresden is part of the 1st and 4th Czech transit railway corridor. In the Czech part the line is electrified with DC 3 kV; it is a double-track line. Conditions in the curving section Prague- Kralupy nad Vltavou enable the speed of 80-100 km/h, in the sections Kralupy nad Vltavou-Lovosice (110-160 km/h and Lovosice-State border CZ/D (80-130 km/h) are higher speeds permitted. A new high speed line Dresden - Prague is envisaged, however without a definitive realization period.

Particularly for the transit cargo transport between Scandinavia and Southeast Europe the line Decin - Nymburk – Kolin is required. In the direction of Brno, consequently, the node and bottleneck Prague can

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be avoided. Within the 1950s, the line was upgraded (double track, electrified) as a part of the Czecho- slovakian main transport axis Kosice – Chomutov. Excluding the short section between Decin Vychod and Decin-Prostredni Zleb, its electrification was carried out only in 1987. The power supply of the line is carried out with DC 3 kV. The maximum speed amounts up to 120 km/h, because of the subordinate passenger transport, a high capacity is available for the cargo transport.

Fig. 29: Overview of the Ceske Drahy network including line configurations (source: CD)

Two main routes are available between Prague and Brno. The 255 km long line Prague - Ceska Trebova - Brno is part of the 1st Czech transit railway corridor. The line is double tracked and its capacity strengthened by a third track in the section Prague – Kolin. The line is electrified by means of two volt- age systems, DC 3 kV in the section Prague - Svitavy and AC 25 kV 50 Hz in the section Svitavy – Brno. The alignment of tracks enables the existing track speeds (outside junctions) in the section Prague - Por- icany in the range of 120-140 km/h, Poricany - Chocen 130-160 km/h, Chocen - Brno 80-120 km/h (with local limitations). The route was almost completely modernized during the last years, excluding works in the junctions, as well as in the section Chocen - Usti nad Orlici.

There is also a second double-track and an electrified line via Havlickuv Brod with the track speed of 70- 120 km/h between Kolin and Brno. Starting from Kutna Hora, the line is electrified by the AC 25 kV 50 Hz system. Both lines suffer from the drawback of the changeover of locomotives in the stations Svitavy,

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respectively Kutna Hora. Consequently, multi-system locomotives (Bombardier Traxx, Siemens Euro sprinter and Taurus, Skoda 380 series) are increasingly being used, in particular for CT services and block trains.

An option for the connection Prague - Brno is to construct a new high-speed line. Its main purpose is to achieve the system travel time of one hour between the two largest cities in the Czech Republic. Up to now, three variants of routing (via Kolin, Havlickuv Brod and Jihlava) were examined. Currently it is not possible to evaluate its realization period. Due to the Prague – Dresden line, the new high speed line would increase the capacity for cargo transports on the relieved existing lines. Moreover, rapid CT services (120-160 km/h) could be realized on the new lines, particularly at night hours. The railway junction Breclav is reachable via the northern part of the double track line Brno – Bratislava. The important rail corridors Warsaw – Vienna und Prague – Budapest are connected there. The junction is equipped with substantial cargo traffic facilities. A comparably well-conditioned line (double- track, 140 km/h) leads to Vienna. On the state border the power system changes from AC 25 kV 50 Hz to AC 15 kV 16, 7 Hz (locomotive exchanging or deployment of multi-system locomotives is necessary).

Fig. 30: Coal train on the Ceske Budejovice – Horni Dvoriste line (source: www.zelpage.cz)

The route Prague - Ceske Budejovice – Linz can be used as an alternative to the route via Brno / Breclav. It is part of the 4th Czech transit railway corridor and configured on more than 50% of the total length on a single track only. The power system is designed up until Benesov u Prahy for DC 3 kV, from there to Horni Dvoriste (border to Austria) with AC 25 kV 50 Hz, as well as with AC 15 kV 16.6 Hz in the network of the ÖBB. The speed is indicated with 80-100 km/h which is sufficient for the freight traffic. The modernization and electrification of the section Ceske Budejovice - Horni Dvoriste was carried out in the time period 1998-2001. In the year 2005 the modernization of wider track sections began. Based on track optimizations, it is intended that the section Prague - Ceske Budejovice will be upgraded to com-

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pletely double-tracked and for a speed of 160 km/h. The exact time of the completion of the work cannot be given by the Ceske Drahy as yet.

Route inside of Austria

The electrification of the section Summerau - Linz (AC 15 kV 16 2/3 Hz) was completed in the year 1975 and the remaining section was electrified up to the Czech border (Horni Dvoriste). The development of the line is envisaged in the investment plan of the ÖBB within the years 2012 to 2016 and will be de- layed for two years because of extensive environmental compatibility checks. As an investment sum, 356.5 m. EUR are indicated by the ÖBB infrastructure according to the rough cost estimate. The following essential measures are implemented:

double-track expansion of the section Linz central station - St. Georgen removal of the stations Steyregg, St. Georgen, Lungitz, Gaisbach-Wartberg, Kefermarkt, Freistadt and Summerau with platforms suitable for short-distance traffics and with extended station tracks for the freight traffic erection of electronic signal boxes in the stations Lungitz and Gaisbach-Wartberg closing of railway intersections and noise prevention measures

In accordance with a financing agreement, the federal state Upper Austria undertakes the pre-financing up to the year 2020 (then take-over of the financing by the Federal Republic of Austria) to reach completion simultaneously with the realization of the expressway S 10 (year 2015).

Fig. 31: Prague – Linz line in the network of ÖBB (source: ÖBB, 2012)

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Despite its electrification throughout (like in the complete ÖBB network: AC 15 kV 16 /2/3 Hz), the 104 kilometers long main single-track line Linz- Selzthal (Pyhrn line) is not sufficient for the European traffic. Single-track set-up, restricted station capacities and numerous level crossings affect the operation.

For the 1990s, there have been there plans for a development program of the ÖBB which provides the selective double-track development and the extension of the station tracks. A considerable reduction of the running-time has been achieved on the one hand, by the expansion of the line Selzthal – Leoben in the section of the IC-traffic Linz - Graz, on the other hand, by the bypass of the junction Bruck at the Mur. If the Pyhrnbahn should do justice to being a direct connection from the region Berlin-Brandenburg, the Free State of Saxony and the Czech Republic to the Adriatic ports, a continuous double-track expansion is necessary. Until then, the Tauern route i. e. the ÖBB Südbahn is the more efficient alternative.

The south track is used by Vienna in direction of the Adriatic ports. As Südbahn the main lines Viennas - Bruck at the Mur - Graz – Spielfeld-Straß (connection to the SZ network) and Bruck at the Mur – Klagenfurt – Villach - Thörl-Maglern - Tarvis (connection to Italy) are still not referred to. Excluding the section Werndorf – Border to Slovenia, the lines are double-tracked and permit the speed of 160 km/h (Klagenfurt – Villach - Thörl-Maglern 130 km/h). As of Spielfeld-Straß in the direction of Slovenia, the line is electrified with DC 3 kV; all the other lines have the ÖBB power supply (15 kV 16 2/3 Hz). The central shunting yard Vienna-Kledering is available for node functions of the freight traffic in the area of Vienna.

The passage of the Semmering massif seems problematic in the upper sector of the Südbahn with numerous narrow track bends and grades which require a banking of freight trains between the stations Gloggnitz and Mürzzuschlag. Due to the fact that the Semmering passage is the most important moun- tain line of Austria used by approx. 70,000 passenger and freight trains every year, the ÖBB plans the elimination of this bottleneck on the basis of the ministerial committee decision of March 2005. The first building measures at the Semmering base tunnel are planned for the middle of 2012.

The second great project of the Südbahn is the 130 km long Koralmbahn, a direct connection of the state capitals Graz (Styria) and Klagenfurt (Carinthia). Core of the plan is the 32 km long Koralm tunnel. The realization prerequisites for the Koralmbahn were fixed in detail at the end of 2004 in a contract between the Federal Republic of Austria, the federal states of Styria and Carinthia and the ÖBB. For the first time in the history of Austria, two federal states are involved financially in a great railway project (up to the year 2025 with 120 m. EUR each).

The project Koralmbahn means an expense of approx. 5 bn EUR, of which already approx. 1.2 bn EUR are spent for planning and building preparation services. The mechanical tunnel driving as the first greater building measure of the 20 km long main tunnel part (expenses of approx. 600 m. EUR), were awarded in October 2010.

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Fig. 32: Selected route Pfaffensattel of the project Semmering Base Tunnel including important characteristics (source: ÖBB Infrastruktur)

Fig. 33: Routing oft he new Koralmbahn (source: ÖBB Infrastruktur)

From today's point of view, the Koralmbahn will be passable up until 2022. The new high performance line will take the fast passenger transport primarily and consequently relieve the inventory route Bruck at the Mur - Klagenfurt. In turn this then offers a considerably higher capaciousness for the freight traffic.

The development of the 29.4 km long section Werndorf – Spielfeld-Straß of the line Graz - Maribor has advanced since the year 2005. The aim here is the double-track expansion for a maximum speed of 160 km/h. Already in operation is the section Lebring – Kaindorf, completed in November 2009. The exact time of the complete realization is still uncertain.

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Route inside of Slovenia

The line Bruck an der Mur – Graz – Maribor – Zidani Most – Ljubljana – Divaca – Trieste/Koper represents almost completely an alternative route to the line (Vienna -) Bruck at the Mur – Klagenfurt – Villach – Tarvisio – Udine (- Venice/Trieste), in the section Tarvisio – Udine called Pontebbana. As of Maribor, this is extended to double-track up to Sezana or Trieste. Meanwhile, its branches in the direction of the Adriatic ports Koper and Rijeka are configured only as a single track. The power supply with DC 3 kV, is identical with that of the conventional Italian rail network, for connections with the ÖBB network (AC 15 kV 16 2/3 Hz) as well as of and to Rijeka (HZ network, AC 25 kV 50 Hz) multi system locomotives must however, operate or locomotive changing be carried out.

Fig. 34: Junction Zidani Most in a narrow valley position, container train on the line Presnica - Koper with strong grades (sources: David Gubler 2007, Pasqual Zingg 2008)

Restrictions have to be taken into account also at broader infrastructural parameters. The line (Graz -) Sentilj - Maribor - Zidani Most guarantees not general the axle load of 22.5 t (partial only 20 t). Also it is installed with different and partly obsolete lead and signaling systems. This reduces the efficiency of the line together with the maximum speed restricted by many bends.

Tangential route 1 (Eastern bypass of the Alps): Vienna – Sopron – Szombathely – Zalaszentivan – Nagykanizsa – Murakeresztur – Gyekenyes – Koprivnica – Zagreb - Rijeka

For the heavily used and characterised by extensive building measures and ensuing restrictions Alp crossings, the Tangential route 1 is recommended as a bypass within the next years.

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Route inside of Hungary

The cross-border line section Ebenfurth - Sopron is put in order with a speed of 100 km/h in the line class D4. The line which is single-tracked and supplied with a MAV current system AC 25 kV 50 Hz, permits the operation of freight trains with a maximum length of 600 m as well as a maximum axle load of 21 t. The signaling system KÖFI in connection with the track safety system EVM and a train radio means comparatively good safety equipment.

The alternative line Vienna Neustadt - Mattersburg - Sopron is not electrified and shows with the line classes D3 or C4, train lengths of 500 m as well as the identical maximum axle load from 21 t, restricted conditions of usage. Both line sections are not qualified for RoLa operations.

The electrified (AC 25 kV 50 Hz) single-track line connecting Sopron to Szombathely, offers the line class D4, the KÖFI signalling system and the maximum axle load of 21 t, but is characterized by the train length limitation of 500 m, the lack of train radio and the RoLa operation opportunity.

Fig. 35: Network of the Austrian-Hungarian operator GyĘr-Sopron-Ebenfurti Vasút (source: GySEV)

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The southward following line Szombathely – Vasvar – Zalaszentivan is single track, not electrified and passable with a speed limit of 80-100 km/h. It has merely the line classification C2, although the line is authorized for freight trains with a length of 600 m and axle load of 21 t. A traffic leading and track safety system is part of the equipment, however not a train radio. RoLa operations are not permitted. The line Zalaszentivan - Nagykanizsa shows the same characteristics however doesn’t have any track safety system. Nagykanizsa is connected with the line Budapest – Dombovar - Zagreb via Murakeresztur and Gyekenyes (characteristics: single-track, AC 25 KV 50 Hz, C2, 80-100 km/h, 500-600 m, 21 t, traffic control system, track safety system, train radio 450 MHz, possible for RoLa).

Fig. 36: Stations Zalaszentivan und Murakeresztur – junctions in the Hungarian part of the Tangential route 1 (source: Darko Pahic Szabo 2006-07)

Route within Croatia

The Budapest – Zagreb line represents in connection with the line Zagreb – Rijeka Paneurope the railway corridor Vb. The current path configuration is not, however, suitable for increasing transport tasks yet. The electrified route bends many times, thus only allows for low speed, particularly between Kar- lovac and Rijeka. Moreover, a double-track configuration, inclusive of a freight traffic bypass, exists merely in the Zagreb area. The train power supply changes from AC 25 kV 50 Hz to DC 3 kV in the station Moravice (direction of Rijeka).

Fig. 37: Cargo transports on the Zagreb – Rijeka line (source: Jan-Geert Lukner)

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According to the ideas of the Croatian Ministry of Transport, financial resources of the EU ought to contribute to the modernization of the complete Croatian corridor section. The upgrade of the section Botovo (border to Hungary) – Zagreb - Karlovac for a maximum speed of 160 km/h (route optimization, track rehabilitation, modern track safety system) is planned primarily.

Furthermore, a new line is provided, connecting Karlovac and Rijeka, with a long tunnel section (total length 42.5 km) and numerous bridges (total length 12.2 km). The costs of the project are estimated at about 2 billion EUR. The Croatian government is making a concerted effort to receive protected financing for the project because of the demand of increasing dispatches of goods via the port of Rijeka (2006: 15 m. t) - the existing line between Zagreb and Rijeka possesses only a transport capacity of approx. 5 m. tons per year. The port of Rijeka regards itself as up-in-coming and plans extensive investments, which shall secure a leading position at the upper Adriatic Sea in the future. The objective is primarily to extend the freight traffic to 12 m. tons at first and to 45 m. tons in the long-term per year. This is based on the modernised rail connection.

Tangential route 2 (Eastern bypass of the Alps): Bratislava – Hegyeshalom – Csorna – Porpac – Szombathely - Zalaszentivan – Hodos – Ljubljana - Koper

Another route is suitable as an alternative to the tangential route 1 via Slovakia (Bratislava) and Western Hungary, in the direction of Slovenia (Ljubljana, Adriatic port Koper). This route is particularly interesting for transports with minor sensibility of journey time (Slow train concept).

Route within Hungary

The line Hegyeshalom – Csorna - Porpac is configured as single-track at present, apart from a short section between Hegyeshalom and Mosonszolnok, which is without electrification and permits a maximum speed of 100 km/h. The conditions for the freight traffic are 600 m train length and 21 t axle loads, RoLa transportation is not authorized. Traffic control as well as a track safety system is part of the line equipment. Only the section Mosonszolnok - Porpac has a train radio available.

The electrified line Budapest – Szombathely can be changed to at the station of Porpac. This station is extended to two tracks from Porpac to Szombathely. The continuous, single-track line from Szombathely to Körmend (- Szentgotthard) has recently been electrified. The line Körmend - Zalalövö is temporarily out of order so that the route via Zalaszentivan is recommended. There, the axis Budapest – Szekesfehervar - Zalaegerszeg – Hodos - Ljubljana is recommended, which represents the Pan- European railway corridor V and is modernized in stages. So the single-track line Boba – Zalaegerszeg – Slovenian border has recently been prepared (track rehabilitation, electrification, modern track safety system).

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Fig. 38: Alternative route oft he project BATCo via Krakow, Bratislava and Ljubljana (source: BATCo)

On the Slovenian part (Hodos – Ljutomer – Ormoz – Pragersko line: single track, not electrified), building activities for the upgrading of the line have commenced with the use of the financial aid of the European Union. Track building measures were already carried out to a considerable scale. The section Pragersko - Ormoz (approx. 40 km), with an investment of 83.9 m. EUR is being modernized at present. Further- more the line electrification of Hodos (border to Hungary) – Ormoz – Pragersko, as well as the imple- mentation of the European Train Control system (ETCS) level 1, which is envisaged for the complete Slovenian part of the corridor line. These measures shall cause a clear rise of the -until now- restricted efficiency of the line.

Fig. 39: Cargo transport services on the line section Hodos – Ormoz (source: Pasqual Zingg, 2008)

The main line Graz – Maribor – Ljubljana – Trieste/Koper/Rijeka can be used from Pragersko. The Slo- venian government is planning the construction of new line sections between Zidani Most and Ljubljana as well as Ljubljana and Divaca (line branching Trieste/Koper).

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Currently, the important branch terminal line Divaca – Presnice – Koper is undergoing the equipment with electronic railway control technology (control center location in Postojna). The large investment sum (45.5 m. EUR) is also supported by the European Union (8.4 m. EUR). As in the case with the tangential route 1, this line can’t be continuously operated with electrical traction. The busy container train traffic in the relation Budapest – Koper as well as a considerable number of RoLa and automobile transports (Bratislava, Györ, Esztergom <> Koper) show, that this negative feature does not necessarily imply an absolute hindrance.

2.3 Terminals for the Combined Transport

Transshipment Terminals in the region Berlin-Brandenburg

The Transshipment Terminal at the Freight Village Berlin West Wustermark

The logistics node Wustermark exists in two parts. The Freight Village (FV) Berlin West Wustermark offers as a trimodal node with a transshipment terminal – transshipment between road / rail – and port with access to the Havel channel (transshipment road / waterway) and also access to a modern road network. The second part of the logistics nodes is presented by the marshalling yard in close distance to the freight village.

The location is specifically predestinated for transports of the region Berlin-Brandenburg, with/including the western part of Germany and Western Europe, because of its location and infrastructural/infrastructure/infrastructural connection. Furthermore, transit traffics in the middle European north- south relation with stop in the conurbation Berlin are of interest. A connection to Berlin and to the „Ber- liner Hafen- und Lagerhausgesellschaft mbH (BEHALA)“ does exist by rail and waterway, The FV is connected by road to the Berlin motoray ring (A10) and to the four lane state road B5. The city centre is located in 12 km distance, the federal state capital Potsdam in 25 km distance. The FV is also connected to the tracks of the Berlin outer ring; hence to all main tracks of the railway, including the high speed track Berlin – Hannover and Berlin – Hamburg. The airport Berlin-Tegel is located in 20 km distance and the newly developed airport Berlin-Brandenburg-International (BER) in 40 km distance.

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Fig. 40: Location Situation of the Logistics Node Wustermark

Transshipment Terminal in the FV Berlin South Grossbeeren

While the transshipment terminal of the FV Berlin West Wustermark is showing utilization problems, the terminal located in the FV Berlin South Grossbeeren, which is operated by the DUSS, is highly used and offers many possibilities of transport. Besides, four combined transport products (Albatros-Express, West-, Eastwind, Warstein-Express) also offer single wagon transport.

The transshipment capacity can be named at between 80 – 100,000 loading units per year (stationary process), in 2011, 61,000 TEU or 42,000 loading units have been transshipped.

The location in the disadvantaged situation of Berlin can be stated as highly successful. A good-working railway connection of the modernized track Berlin – Leipzig – Nuremberg – Munich and the connection to the Berlin railway outer ring, offers connections to all directions in walking distance. The location is well suited for transports to the Alpine area and to southern Europe. A further quality feature is the high quality road connection (four lanes B101 to Berlin with two FV accesses, the Berlin motoray ring is just 5 km away). The airport Berlin Brandenburg International (BER), being currently under construction, is equally well connected.

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Fig. 41: Container transshipment at the transshipment terminal of the FV Berlin South Grossbeeren

Further Transshipment Terminals in the Berlin-Brandenburg Region: x BEHALA Westhafen Berlin (transshipment: 92,000 TEU in 2011, 5 container transport railway connections and one vessel container connection) x Terminal Elsterwerda (transshipment: 7,000 TEU in 2011, one container transport railway connection) x Terminal GVZ Frankfurt (Oder) (transshipment: 56,000 TEU in 2011, 4 container transport railway connections) x Terminal BASF Schwarzheide (transshipment: 60,000 TEU in 2011, 14 container transport railway connections)

Further Transshipment Terminals located in Saxony-Anhalt, Thuringia, Saxony and Bavaria

Further transshipment terminals have to be considered at the specified transport relation further along the corridor: x Haldensleben and Schkopau (Sachsen-Anhalt) x Leipzig und Dresden (Sachsen) x Schweinfurt, Nürnberg, Regensburg, München (Bayern)

Transshipment Terminals located in the Czech Republic

The most important transshipment terminals are at the locations Lovosice, Praha Uhrineves, Praha Zizkov, Melnik, Brno, Prerov and Zlin. For the specified transport relation the trimodal transshipment terminals Lovosice (TSC and CD-DUSS) are especially of relevance.

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Fig. 42: Transshipment Terminal locations in the Czech Republic (Source. CD Cargo)

Important Operators are:

METRANS a.s. x biggest operator in CZ, ca. 90 full trains per week x is operating 2 terminals in CZ (Praha Uhrineves, Zlin) x is connecting Hamburg, Bremerhaven; new service to Rotterdam x is connecting Koper in Slovenia x antenna connections to Dunajska Streda (SK)

ERS Railways s.r.o. (Maersk Line) x ca. 40 trains per week x is operating Melnik terminal x is connecting Bremerhaven and Rotterdam x antenna connections to Bratislava (SK) and Budapest (HU)

INTRANS a.s. x ca. 30 full trains per week x is operating the terminal in Praha Zizkov x is connecting Hamburg, Bremerhaven and Rotterdam x antenna connections to Sladkovicovo and Bratislava (SK)

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BOHEMIAKOMBI a.s. x subsidiary company of Kombiverkehr and CD Cargo x ca. 15 full trains per week x is using the terminal in Lovosice (CD Cargo – DUSS joint venture) x is connecting Hamburg Billwerder and Duisburg in Deutschland x is connecting Trieste in Italy (cooperation with Alpe Adria)

Transshipment Terminals in the Slovakian Republic

Transshipment terminals with high output have been developed in the Slovakian Republic. They are closely located to the Ukraine border, namely in Bratislava, Dunajska Streda, Zilina and Dobra.

Terminal Terminal area Transshipment Functionality Operators Capacity Bratislava - - trimodal -

Dunajska Streda 280.000 qm 25.000 TEU bimodal Metrans a.s. Zilina 16.000 qm (netto) 1.000 TEU per day bimodal SKD Intrans, Express Slovakia

Dobra 180.000 qm 700 TEU per day bimodal TKD

Fig. 43: Terminal Dunajska Streda near by the capital Bratislava (source: Metrans)

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Transshipment Terminals in Austria

In the Republic of Austria following terminals are usable:

Operator Rail Cargo Austria (ÖBB) x UCT- and RoLa-Terminal Wels x UCT- and RoLa-Terminal Villach-South x UCT-Terminal Vienna North West railway station x UCT-Terminal St. Michael x UCT-Terminal Wolfurt x RoLa-Terminal Salzburg Main Station x RoLa-Terminal Brennersee x RoLa-Terminal Wörgl

Further (private) operators: x UCT- and RoLa-Terminal Graz-South x UCT-Terminal Vienna Freudenau port x UCT-Terminal St. Pölten Alp Station x UCT-Terminal Krems at the Danube x UCT-Terminal Karpfenberg x UCT-Terminal Linz city port x UCT-Terminal Enns port x UCT-Terminal Salzburg x UCT-Terminal Hall in Tirol x UCT-Terminal Hall in Tirol

Fig. 44: Location overview of Austrian CT terminals

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Transshipment Terminals in the Republic of Slovenia

Transshipment terminal Ljubljana x is organizing national und international CT transports x is transporting containers by train and road x has 16 connections for refrigerated transports x has container train transports in partnership with Adria Kombi

To be added is the important Adria port Koper, with several container transport services, but primarily transport services for the industrial sector steal, chemicals and automotive. During the year 2009, the Slovenian state railway SZ transported products with a volume of 608,000 t in the transport relation Slo- venia – Czech Republic.

Fig. 45: Container trains of the Slowenian state railway SZ running to Koper (Source: SZ)

Fig. 46: International train relations of the port of Koper (CT and conventional transport, source: port of Koper)

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Transshipment Terminals in the Republic of Croatia

The equal spread number of transshipment terminals located in the country is listed in the following overview:

Terminal Box Shape Storage Capacity Transshipment Capacity Configuration (Units) per Day (TEU) Osijek container 50 400 40’/40 t swap body 25 100 Slavonski Brod container 35 100 40’/40 t swap body 15 50 Zagreb container 120 3.000 40’/40 t swap body 40 400 semi-trailer 30 35 Rijeka container 65 5.000 40’/40 t swap body 25 250 Split-Predgrade container 50 500 40’/40 t swap body 25 100 Zadar container 40 300 40’/40 t swap body 20 50

For the transport in the relation Berlin-Brandenburg – Adria ports the terminals in Zagreb (node in railway network, source- and destination transport) and in the port of Rijeka are of importance. The ports at the dalmatic coast are of minor importance, especially because of the distance and also because of the medium term sub optimal railway connection.

Fig. 47: Container terminal in the Port of Rijeka (source: Rijeka Port Authority)

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3. Potentials for increased share of rail transport

3.1 Evaluation of railway affinity and using potentials in the economic branch

Industry activities, such as in the sectors metal production and processing, vehicle engineering, mineral oil industry /chemical industry and electrical engineering, which are important and historically grown, characterise the region Berlin-Brandenburg. After the German capital was developed into an industrial center, migrations to the surrounding countryside and later new developments in rural areas (e.g. Schwedt, Eisenhüttenstadt) led to more widely spread locations. There were new key areas within the last two decades. Particularly the wood industry, with a high volume of production in Heiligengrabe, Wul- kow near Neuruppin, Baruth and Beeskow are noteworthy, as well as productive locations of the paper industry, particularly at the German-Polish border.

Currently, the economic performance of the Berlin-Brandenburg region regarding the production volume is clearly dominated by products of the mineral oil economy. While crude oil is delivered by pipelines, 60% of the products are delivered by rail. The sectors metal production and processing, food industry and chemical industry with volumes of respectively more than 2 m. tons per year follow. The international exchange of goods of the region Berlin-Brandenburg is also quantitatively dominated by products of the mineral oil economy.

Fig. 48: Evaluation of railway affinity and using potentials in the region Berlin-Brandenburg

rail transport affinity / potential of utilization volume volume sector selected important locations inbound outbound (tons) (million EUR) affinity potential affinity potential

Mineral oil industry 13.931.773 6.738 Schwedt low o medium o

Eisenhüttenstadt, Brandenburg/Havel, Schwedt, Metal industry 4.476.371 3.801 high o high o Henningsdorf

Food industry 3.385.895 4.157 Werder, Eberswalde, Baruth medium o low o

Chemistry 2.433.419 3.339 Schwedt, Oranienburg, Schwarzheide medium o high o

Wood industry 1.577.270 1.043 Baruth, Heiligengrabe/Pritzwalk, Beeskow medium oo high ooo

Paper industry 1.388.856 1.134 Schwedt, Spremberg, Falkensee medium oo medium oo

Biotechnology Life Sciences 913.371 5.197 Berlin low o low o

Ludwigsfelde, Berlin, Brandenburg/Havel, Automotive 519.398 5.958 low o high ooo Fürstenwalde

Electrical industry 362.777 6.598 Berlin, Pritzwalk medium o low o source: statistic Berlin Brandenburg, calculations of company Infrastruktur+Umwelt Potsdam

A high railway transport affinity is estimated for the chemical-, wood- and paper industry, whereas the possibilities of the railway are underused by the wood industry. An example is given with the share of the logistics railway activities with max. 10% at the biggest location Baruth (wood competence centre, Klenk Holz, Classen Industries and Pfleiderer). The reasons for the lack of railway access at the wood clearing areas and the restricted availability of special wagons in the context of seasonal dependence of wood production volume have been stated. Missing flexibility (market fluctuation for recovered paper pur- chase) and handling problems (recovered paper bales are difficult to transport by rail) have been identified as barriers for the paper industry.

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In respect to the product value, the sectors electrical industry, automotive and biotechnology / life sciences perform at the best. While the Berlin research landscape, being outstanding in its importance, has been in charge of significant production capacities in the latter sector, the strength of the Berlin- Brandenburg automotive sector surprises. This shows, that important location changes were carried out and well-known South German OEMs (original equipment Manufacturers) like Daimler and BMW as well as suppliers (for example ZF Friedrichshafen and Goodyear-Dunlop) have taken over and extended production capacities in this sector.

3.2 Potentials of rail logistics of the automotive sector

The automobile producers use to increasing measures the possibilities of the rail transport to deliver the completed vehicles to special distributing centers. An enormous market, to which internationally operating companies such as BLG Logistics, DB Schenker Rail Automotive/ATG, Mosolf, GEFCO, Transfesa and Bertani Trasporti serve, has come from this requirement. These usually operate with their rolling stock (block trains) and engage suitable railway transport companies to do the traction. The best price/performance relationship is here primarily decisive for respective transportation.

Fig. 49: Transportation modes into dependence of the delivering distance (source: ECG)

Nevertheless, extensive transport performances are executed by truck, as the direct supply to dealers, delivered ex-works and from the ports as well as the delivery of the distributing centers to the dealers. There are considerable shift potentials such as basic data points show with reference to the total market volume.

The European Association of finished Vehicle Carriers (ECG) represents with 90 members from 22 countries approx. two thirds of all European companies active in this area, with sales volumes of 16.2 bn EUR and 64,700 employees. 373 car freighters, 13,000 special freight wagons, 24 special river barges and over 17,600 special trucks are put into action.

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Fig. 50: Goods flows in the sector of new car logistics und traffic modes (source: ECG)

The significant cost advantage of ship transports explains the fact that exports and imports of new vehicles within Europe are carried out via the sea route. Europe’s most important port for car transports is Bremerhaven together with Zeebrügge (Belgium). After a decline on only 1.2 m. vehicles due to the economical and financial crises in the year 2009, the summarised transshipment of the car terminal amounted to 2.05 m vehicles in the year 2011. With the largest ships, at present, more than 6,000 vehicles can be transported. Traffics are carried out via Bremerhaven mainly with Russia, North America, the Mideast and Asia. As the exports of the big German manufacturers take place to a large proportion with the use of block trains to the port already today, shift potentials exist at the import of vehicles. Purposeful co operations (general grouping of transports to the congested areas and with that distribution centers) could lead to a higher railway proportion here.

Fig. 51: Shipment of cars at the port of Bremerhaven (source: IPG)

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Due to the size of the manufacturing locations and consequently its logistics activities, there is an enormous railway shift potential not least in the relation with Italy/Slovenia/Southeast Europe or the Adriatic ports for a further transportation from and to countries of the Middle East and Asia. Own partial analyses were also carried out in the context of the project SoNorA and have been submitted to the effect that the following outbound performances are suitable for the rail transport:

Mercedes-Benz engine plant at Berlin-Marienfelde: diesel engines, e.g. for the new MB location in Kecskemet (HU) and also for other brands Mercedes-Benz commercial vehicles (Ludwigsfelde): delivery of cargo vans BMW motorcycle plant (Berlin-Spandau): delivery of motorcycles BMW motorcycle plant (Berlin-Spandau): brake discs for BMW automobiles (Regensburg, Dingolfing, Munich, if necessary also Leipzig) as well as other brands

To clarify the potential: About 220 cargo vans are produced at the MB location Ludwigsfelde daily, the BMW plant manufactures up to 700 motorcycles every day as well as approx. six million brake discs per year at the car component production.

Concerning the production in the region Berlin-Brandenburg, the rail transport of MB cargo vans in the direction of Italy (target station: Vittuone at Milano, approx. five trains monthly), which had been carried out by the middle of 2009 is up until now an individual case of vehicle deliveries crossing the Alps.

Fig. 52: Location of important production sites of the automotive sector in the region Berlin-Brandenburg regarding the main and tangential routes shown in chapter 2

Another shift potential: With respect to the Alps crossing finished vehicle transport investigations have shown that e.g. the very important distributing center in Kippenheim (Baden-Wurttemberg, Mosolf Group) is served with high share from and in the direction of Italy by rail, the German domestic distribution is carried out, particularly however, by truck. The choice of the means of transportation is deter- mined by the concrete order quantities of the dealers primarily here. A stronger and brand-spanning co-

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operation as well as joint actions of the vehicle carriers can lead to a higher use share of the railway, in opinion of the authors.

Fig. 53: Major location Kippenheim (left), location Ketzin (near Berlin) of the Mosolf Group (source: Mosolf Group)

Mosolf Group, location Ketzin Storage capacity: 32,000 vehicles Infrastructure: direct access to Berliner Ring (A10) und B5 Side track with 4 end-loading ramps, handling stations for 50 trucks Handling capacity ( road): 1,000 vehicles per day Handling capacity ( rail): 1.300 vehicles per day

Traffic shifts which can be organized quite easily are thinkable. It is conceivable, that organizing traffic shifts could be relatively easy. It is noticeable, that deliveries from of the Fiat plant Cassino (region La- zio, car models of the C segment of the brands Alfa Romeo, Fiat and Lancia) to the branch office Berlin, are carried out not via the Mosolf distributing center Ketzin (near Berlin) by train (to Ketzin), but instead, by the Mosolf distributing center Kippenheim by truck. Here, the grouping of the deliveries of all Fiat manufacturing locations in the direction of Berlin or the inclusion of deliveries of other manufacturers to Berlin (e.g. from Kippenheim) are prospectively to generate rail transports.

Fig. 54: Fiat plant in Cassino, train loading at the plant, route of transport to the region Berlin-Brandenburg (actual/potential, sources: Fiat, own figures)

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The shipment of raw material and components of the suppliers to the production sites of the OEMs is lo- gistically more difficult. Approx. 120 trucks with approx. 500 t of material reach the Mercedes-Benz commercial vehicle plant in Ludwigsfelde per day. The deliveries take place by the hour in order to make the optimum appropriation possible for the production process. Since more than 1,000 suppliers (800 from Germany, 230 from Europe, 10 from overseas) are bound by contract, the grouping of transportation as a base for rail transports is an ambitious logistic task. Nevertheless, in the mid to long-term there is the option of deliveries by train since the suppliers concentrate in the regions Düsseldorf and Stuttgart. The nearby CT terminal Grossbeeren is suited well as a reception place for the fine distribution to the plant. Prerequisite to this is, however, a transfer of special inter-storage capacities of the plant to the CT terminal.

Fig. 55: Concepted Automotive Logistics Centre in the Freight Village Berlin South, in direct location to the CT terminal

An example from the region Berlin-Brandenburg shows, that rail transports of the suppliers are possible. An entire block train of the operator Transfesa leaves the plant of the company Visteon with its location in Berlin-Zehlendorf in direction of Cologne or Saarlouis/Dillingen five times weekly in order to transport plastic material components to the Ford manufacturing locations.

Fig. 56: Transfesa block train to Dillingen at station Berlin-Wannsee (source: A. Seidel, 2012)

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Having a view at the industrial development in the neighbour country Poland, the automotive sector has to be mentioned as positive exemplar for the respectable, mainly led by international working big companies’ investments. Traditionally marked by the FIAT-cooperation the market has been decisively en- larged at the location Tychy (Slaskie). During the last years new important OEM-locations have been added: Poznan (VW), Bolechowo close to Poznan (Solaris), Sady close to Poznan (MAN), Polkowice (Dolnoslaskie, VW), Wroclaw (Volvo), Gliwice (Opel), Starachowice (Swietokrzyskie, MAN) and Slupsk (Pomorskie, Scania). Today more than one million vehicles are produced. That means that Poland regarding a world ranking (16 in the world ranking) achieves a better score than the classic automobile production country Italy (score 18) and has to be listed as the fourth biggest producer of busses in Eu- rope.

Fig. 57: Locations of Original Equipment Manufacturers (OEM) in Europe (source: Automotive News Europe, 2011)

The ranking of the Czech Republic (score 15) shows the meaning of east Europe regarding the expansion of historically grown and newly developed locations of the automobile production during the last years. Examples are, besides the above mentioned Polish locations, the expansion of the established location in Eisenach (D, Opel), Zwickau-Mosel (D, VW), Ludwigsfelde (D, Mercedes-Benz), Mlada Boleslav und Vrchlabi (CZ, Skoda) and new production locations in Leipzig (D, BMW), Kvasiny (CZ, Skoda), Kolin (CZ, Toyota-PSA), Bratislava (SK, VW), Trnava (SK, PSA) and Esztergom (HU, Suzuki).

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Even though the centre of the automobile market and also of the production has been shifted to Asia with growing tendencies (in China, Japan, South Korea and India, 45% of all produced automobiles have been manufactured there), growing rates also have to be estimated for the countries in east- and southeast Europe. Besides the expanding Russian automobile manufacturing location Kaluga close to Mos- cow, further location developments can be assumed for at the established cluster in eastern central Eu- rope. An example is given by the expansion of the Porsche location in Leipzig. With investments of 500 m EUR, the conditions for the productions of the new model Cajun have been realised.

A further vital factor is the follow-up sector of the automobile suppliers. For instance, 400 suppliers have been established in Poland. A significant spatial concentration has been identified for the voivodship Wielkopolskie, Dolnoslaskie and Slaskie. Therefore the companies are looking for close proximity to OEM-locations; however, this factor isn’t the final point of decision for a location. Obviously – in favour to further location advantages – also longer transport sections are accepted.

Transport connection quality of new manufacturing locations in Central Europe

New European markets and therefore definitely growing sales figures and better investment conditions led to the expansion of historically grown and newly established locations of the automobile manufacturing industry during the last years. Special attention has been generated by the BMW AG with their selection of location at the beginning of the decade, which eventually led to the decision to settle down in the eastern part of Germany, specifically in Leipzig. Also with good chances and part of the closer decision process have been besides Augsburg, Schwerin and Arras (F) the location Kolin (CZ), which eventually became the choice of Toyota and PSA (Peugeot-Citroen), both of which produce a new generation of compact cars.

Common to the new locations is the availability of railway sidings directly at the plant. These are laid out as delivery sections and have a high capacity as well as expansion capabilities and connections for suppliers. Very good conditions for extensive railway logistics performances which, until now, have had hardly any use are provided for. The examples clarify the enormous transfer potential.

Example BMW Leipzig

Since March 2005, the BMW group produces serial vehicles at the new location Leipzig. A previous one and a half year decision process has been carried out before the decision in July 2001. More than 250 European cities and municipalities had applied for being the new BMW location.

The location, with a size of 208 ha, is located at the northern city border of Leipzig (515,000 inhabitants), in about 10 km distance to the city centre. The capacity of the existing complex allows the production of 700 vehicles (today BMW series 1 and 3) per day, manufactured in two shifts. 4,500 workplaces have been established at the new industrial area. The load of up to 500 trucks or 16.000 m3 material volume is used in the production process.

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A railway siding exists at the location. The railway siding begins in 3 km distance, where the track is connected to the freight railway station Leipzig-Mockau. The freight yard has access to the electrified, double track Leipzig – Berlin and to the northern bypass of Leipzig, including e.g. also the new fair location and a further warehouse.

The tracks connect an inbound- (three tracks, each with a length of ca. 700 meter) and an outbound section (three tracks, each with a length of 500 meters). One track of the inbound section is built as feeder track for a manufacturing hall. Furthermore, a second track, which has been prepared for further expan- sions, branches out.

Fig. 58: Outer- and inner infrastructure connection of the BMW location in Leipzig

Dispatch

Test -course Production

Suppliers Dispatch

A 14 (six-lane)

Delivery/Supply

Railway sides AS

A 14 (four-lane) Direction to the Leipzig – Berlin line

Example TPCA Kolin (Czech Republic)

TPCA located at the Czech city Kolin (30,000 inhabitants, located about 60 km eastwards of the capital Prague), is a mutual project of the companies Toyota Motor Corporation and PSA Peugeot Citroen. The decision for the settlement at the 124 ha big area has been made in December 2001. After the beginning of its construction works in 2002, the production was able to commence in February 2005. About 3,000 employees are producing 1,050 automobiles of the types Toyota Aygo, Peugeot 107 and Citroen C1 per day. This means, that about 300,000 units are delivered per year. The production is arranged in a two-

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shift system with three working teams. About 80% of used materials for the production are manufactured in the Czech Republic.

High investments have been made to provide a high capacity infrastructure connection. In the western direction and in one kilometre distance, the electrified double track railway line Kolin – Nymburk (Prague / Decin) is running and provides a branch track, running to the production location with an inbound zone (three tracks with a length of ca. 370 – 460 meter) and an outbound zone (two tracks with a length of ca. 370 meter). Furthermore, an additional branch siding exists for a supplying company.

A road connection to the location is given by four two lane accesses. They are connected to two lane configurated district roads (No. 125 and 328), which are – each after ca. 7 km distance – connected to the four lane highway D 11 Prague – Hradec Kralove .

The waterway Labe doesn’t play any role, even if navigation is provided from the northern Pardubice. On the one hand the port of Kolin doesn’t show a high capacity, on the other hand, the vessels, that could be used, do not have the necessary capacity to secure an economically working transport.

Fig. 59: Outer- and inner infrastructure connection of the location TPCA

Direction D 11 Prague – Hradec Kralove

Nr. 125 (two-lane) Test-coures

Delivery Production

Nr. 328 (two-lane) Suppliers

Railway sides Dispatch

Kolin – Nymburk line (double-track, electrified)

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Network Conception

The high density of locations of the automotive sector (OEM and supplier) in Central Europe, make the concept of a logistics railway services network possible. Until now a significant part of the product delivery has been organised by train, especially to the ports Bremerhaven, Emden, Zeebruegge and Koper. They are almost exclusively connected by company trains, meaning that the companies are organising their trains for their own interests only. Inbound deliveries are mostly realised by trucks. Reasons given by the companies are: security, the unsatisfying time flexibility and the available containers / transport possibilities, which are provided by the combined transport offers.

Based on a connecting logistics network or also a professional connecting agency, inbound- and also outbound transports could be realised via the railway transport mode. Also a growing exchange via the Adriatic ports and the Asian countries would be predestined to exist in that context. Logistic nodes could be Nuremburg or Munich (main route A) and the Czech city Breclav or Vienna (main route B in connection to BATCo).

Fig. 60: Scheme of a possible automotive logistics network

3.3 Handling potentials of railway sides

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3.3 Transshipment potentials of the railway sides

The currently used, utilizable as well as reactivating railway sides incarnate a high potential for the am- plified rail transport in the relation at the manufacturing locations of the region. While the chemical industry, metal producing companies as well as the wood and paper industry are using the efficient railway sides intensively, companies of other economic sectors, partly also with higher vertical integration and more complicated logistical processes, has turned to the road transport completely. Already within the 1980s respectively in the 1990s years, the rail transports at the BMW location in Berlin-Spandau and at the Mercedes-Benz plant in Berlin-Marienfelde were cancelled. The railway sides exist meanwhile to this day and would be reactivated quite easily.

218 railway sides are operated today in comparison to 614 available railway sides for freight transport, located in the federal state of Brandenburg. On the one hand, this is owed to the unfavourable conditions for the use of infrastructure, on the other hand, to the lack of detailed requests from the loading economy.

Just 21 railway sides show annual goods transshipment of at least 1,000 t (cp. following table. The highest transshipment performance has been achieved at the PCK refinery in Schwedt (Oder) by far. To mention further important sites: the inland port Königs Wusterhausen (LUTRA, especially brown coal), and the BASF company located in Schwarzheide (chemical products), Leipa located in Schwedt (Oder) (Paper and cardboard) and H.E.S. in Hennigsdorf (stealing products), each with more than 10,000 t volume in goods per year.

Fig. 61: Railway sides with at least 1,000 t transshipment per year no. side track cargo handling track length (tons, 2006) (m) 1 PCK Raffinerie 110.000 120.000 2 Königs Wusterhausen - Hafen 40.000 8.500 3 BASF Schwarzheide 19.936 21.000 4 Schwedt - Leipa Logistik 12.500 8.970 5 Hennigsdorf - H.E.S. 11.750 47.000 6 Wustermark Nord (GVZ) 7.000 1.930 7 Cottbus - Am Heizkraftwerk 6.550 4.830 8 Lübbenau - Am Spreewalddreieck 5.000 10.000 9 Hosena - Quarzwerk 4.342 2.722 10 Ludwigsfelde - VW 3.600 1.200 11 Baruth (Mark) - Klenk 3.000 5.500 12 Beeskow - Glunz AG 2.893 3.700 13 Ludwigsfelde - DaimlerChrysler 2.500 3.700 14 Seddin Süd - Egerland 2.000 3.314 15 Schönefeld - Total Elf 1.945 600 16 Premnitz - Industriepark 1.880 10.608 17 Löwenberg - Agroservice 1.310 735 18 Brück - Gewerbepark 1.100 5.300 19 Medewitz - Tanklager 1.100 4.881 20 Dabendorf - Gewerbegebiet 1.000 900 21 Elsterwerda West - Gewerbegebiet 1.000 3.800 total 240.406 269.190

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The central node of the single wagon transport is the rail port Seddin, located in the region Berlin- Brandenburg. About 1,500 wagons are moved at the marshalling yard today. Because of the restricted capacity up to 1,800 wagons per day, the marshalling yard Wustermark is currently undergoing extension regarding the functions of the location.

As operator of many railway sides, the DB AG is, because of the company strategy MORA C (2000), only marginally interested in reactivating and newly developing railway sides. Therefore, these realisations have to be managed by municipalities and companies. Examples are the projects railway port connection in Schwedt (Oder) and the enlargement of the industry park in Ludwigsfelde.

Railway Port Connection Schwedt (Oder)

The city of Schwedt (Oder) has realized a railway connection with the aim to connect the inland port of Schwedt to the railway system. After one year of construction works, the operation of the tracks started in August 2011. The railway access has been realised via the railway station of Schwedt – Leipa – UPM (both paper industry), leading to the port. A second infrastructure connection is possibly planned, with the connection via the existing tracks of PCK in close distance. Besides the trimodal function of the port, especially the railway share of the paper industries will be increased. Today 30% (inbound) and 50% (outbound) of the Leipa transports are operated by rail. UPM shows a share of 0% to 30%.

Fig. 62: Scheme view of the railway port project

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High capacity railway connection in context of the industrial park enlargement in Ludwigsfelde

In the city of Ludwigsfelde one of the few locations for the demand of large area industry settlements in the federal state of Brandenburg is planned. Integrated in the planning process is a high capacity railway access, which gives the possibility of a raised quality railway access for the existing cargo van production of the Mercedes-Benz Ludwigsfelde GmbH. Until the economic crisis in 2009 five full trains per month (each with 12 wagons with 36 cargo vans in total) with Vittuone close to Milan as destination had left the plant. This meant the complete delivery volume for the Italian market. It is planned to activate the service short term and by given attractive market- and connection circumstances for further relations (e.g. South East Europe, Asia, Adria ports) to expand the use of the railway transport.

Fig. 63: Location of the new high capacity railway side at the planned enlargement area of the industrial park

Railway side - extension

Industrial Park

Anhalter Bahn Extension

Railway side Mercedes-Benz

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It is praiseworthy that the quality of a railway side has been of high importance, looking at the several industrial- and business area developments. The following figure shows as example the high number of existing and ongoing developed industrial areas located in the weak economic structured southern Ger- man-Polish border region. Via antenna transports signficant freight potentials for the Alp crossing transport per railway (main route B, tangential route) could be generated.

Fig. 64: Industrial area in the zone of influence of the main route B

3.4 Intensified involvement of the region in the CT-network

Systems of the Combined Transport (CT)

Unaccompanied combined transport in comparison with accompanied combined transport (system comparison)

Unaccompanied combined transport (UCT) and the Rolling Highway (Rola) differ greatly in terms of their transportation method. In UCT, only the loading units are loaded onto the train, while the driver and the traction engine remain at the terminal. On Rola, the entire truck including the driver travel by train.

Consequently, the net load capacity of Rola trains is lower than that of UCT. An average Rola train transports approx. 20 trucks, while a UCT train moves up to 36 road consignments. This results in higher

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production costs per transport unit. An additional factor is the inefficient use of rare rail line capacities. Other aspects which have an adverse affect on the Rola system include significantly higher acquisition and -maintenance costs for the required special wagons.

Fig. 65: RoLa shipment in the Austrian station Wörgl

System comparison UCT-ROLA (source: Hupac AG)

UCT RoLa Net weight per train Ø: 400 t 750 t Average transport distance 300 km 800 km

CO2 emissions per consignment-km in comparision with road 23% 60% Investment costs per wagon (factor) 2 1 Wagon maintenance costs (factor) 4 1 Need for subsidies per consignment (factor) 2,8 1

As far as the environment is concerned, the scale also tips in favour of UCT compared to Rola. The average transportation distance in UCT is considerably longer. Rola shifts shipments to the railroad only for relatively short distances. Additionally, the CO2 savings of UCT shipments are significantly higher than those of Rola.

Leading operators in the field of combined transports

Kombiverkehr - Deutsche Gesellschaft für Kombinierten Güterverkehr mbH & Co KG

Kombiverkehr - Deutsche Gesellschaft für kombinierten Güterverkehr mbH & Co KG is the leading Eu- ropean provider for combined road-rail transports. The company organizes combined transport services within Germany as well as between Germany and other European countries. At present, Kombiverkehr offers 31 trains per day (each in both directions) between Germany and Italy. Gateway services access the Apennine peninsula from the Northern Italian terminals Busto Arsizio (near Milan), Verona and

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Segrate (near Milan). The Brenner line Kombiverkehr cooperates with the private railway companies Lokomotion and Rail Traction Company (RTC). All shuttles between Germany and Italy via Gotthard are operated by the continuous traction of only one railway company.

Fig. 66: Kombiverkehr – connections with South and Southeast Europe (source: Kombiverkehr)

Hupac Group (CH)

Hupac is the leading combined transport operator through Switzerland and one of the market leaders in Europe. Hupac operates a network of 110 trains each day between Europe’s main economic areas as well as between the ports and the Hinterland. The Hupac Group consists of ten companies based in Switzerland, Germany, Italy, the Netherlands, Belgium, Denmark, Poland and Russia and employs about 400 employees. The group possesses approx. 5.500 rail platforms.

He Hupac AG was founded in Chiasso in 1967. The company has 100 shareholders. The share capital amounts to CHF 20 million; 72% of this belonging to logistics and transport companies, while 28% are being held by rail companies, thus guaranteeing closeness to the market und independence from the railway companies, according to its own statements.

Shuttle Net is the European network for high quality intermodal transport (source: Hupac AG): x 100 trains a day x direct connections from terminal to terminal x daily and multiple daily departures in line with fixed timetables x utilization of the main European hub terminals for optimal transport logistics x IT systems for simple handling and efficient tracking & tracing

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Each year, Shuttle Net moves approx. 700.000 road consignments on rail. The Shuttle Net trains carry all common loading units such as the containers, tank containers, swap bodies and semi-trailers with the use of intermodal equipment.

Fig. 67: Shuttle Net of the Hupac Group (source: Hupac AG)

Present overall range of rail cargo services in the transport relation

The analysis of the existing CT shows a high density in the following transport relations: x Conurbation Rhine Ruhr < > regions Piemonte, Lombardy, Veneto (IT) x Conurbation Rhine Ruhr < > CT terminals in Austria x North Sea ports Hamburg, Bremerhaven < > CT terminals in Austria x Slovakia, Hungary < > ports of the northern Adriatic Sea

The analysed overviews also show, that the region Berlin-Brandenburg is not directly tied in with the network of the central European North-South connections, but merely dispatches connection services (so-called antennas) from/to Hanover, Leipzig and Lovosice.

Opposed to this, extensive CT connections exist with North Sea ports (Hamburg, Bremerhaven, Rotter- dam, and Antwerp), the Ruhr area as well as destinations to eastern European countries.

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Fig. 68: Existing CT services in the central European North-South relation (overview, state of 2011)

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Fig. 69: CT relations in the region Berlin-Brandenburg

3.5 Slow train conception / Use of tangential routes

A decisive aim of the Joint Spatial Planning Department Berlin-Brandenburg during the TRANSITECTS project includes the use of tangential routes to bypass the strongly used and in the following years restricted alp passes because of construction works. These routes are described in chapter 4 in detail. The pilot train project B 1/B 2 (working title: Eastern Tangential route), worked out in the chapter 4, builds on the route Berlin-Grossbeeren, Kolin, Breclav (Adria ports Trieste/Koper, Verona) - Györ (Adria ports Tri- este/Koper, Mantova). As of Breclav a bypass of the main Alpine ridge via Bratislava, Hegyeshalom to Györ is generated, with access to the pilot train connection of the Italian TRANSITECTS partner ALOT (Budapest area – Györ – Szombathely – Hodos – Pragersko – Ljubljana – Sezana – Trieste – Mantova). If this connection should be unsuitable, it is able to go directly via Csorna (not Györ, in the cause of sufficient cargo volume), and further via Szombathely – Hodos – Pragersko – Ljubljana to Trieste or Koper.

Essential features of the Slow Train Project are: x Bypassing of highly loaded and limited Alpine crossings (Brenner line because of bridge renovations, Semmering passage and Koralm line because of substantial building measures) x Use of few loaded lines with lower utilization charges (networks of the MAV and GYSEV in Hungary as well as the SZ in Slovenia, alternative also the HZ in Croatia up to the deep-sea port Rijeka) x Energy savings and consequently environmental protection by lower line speeds and inclinations x Suitability for freight which does not absolutely need the "fastest" transport service

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Fig. 70: Location of main routes A and B and the tangent routes via West Hungary, Slovenia and Crotia

BERLIN-BRANDENBURG

Breclav

Wiener Neustadt Hegyeshalom Sopron Györ Csorna Szombathely

Zalaegerszeg

Ormoz Pragersko Nagykanisza

Koprivnica TRIESTE

Karlovac VENEZIA KOPER

RIJEKA

RAVENNA

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4. Development of pilot train projects

4.1 Train projects of the TRANSITECTS partners and of the Scandria project

For the effective use of transport volume potentials at the connection (transit- and source and destination transports), the combination of train concepts by the projects SCANDRIA and TRANSITECTS and pilot projects by the TRANSITECTS-partner is recommended. The following figure shows the train concepts, which could serve as a decisive factor for the pilot trains’ main route A and B, which yet have to be developed.

Fig. 71: Train concept variants of the Scandria project with the aim to connect the Baltic- and the Adria ports (Source: Scandria Block Train Development Berlin-Brandenburg, 2011)

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The partners of the TRANSITECTS project are developing pilot trains, which shall provide in particular connections from the southern part of Germany (Baden-Wurttemberg, Bavaria) and Upper- and Lower Austria (and also from Eastern Europe, connected to BATCo) to the northern Italian region Lombardia, Veneto and Friuli-Venezia-Giulia (here especially the ports). The objective of the Joint Planning Depart- ment Berlin-Brandenburg is to extend these connections going further to the north, specifically going in the Berlin-Brandenburg region, connecting to the closely located Baltic Sea ports Rostock and Sassnitz- Mukran.

The pilot projects of the partner ALOT (Agenzia della Lombardia Orientale per i Trasporti e la Logistica, connection point Nuremberg and the area of Budapest) and RVDI (Regionalauthority Danube-Iller, connection point Ulm), are most suitable for the extension. The ports of the Thyrrenian Sea and especially the Adriatic ports (Ravenna, Venezia) can be connected from the northern Italian terminals Mortara (close to Pavia), Melzo (Milano) and Mantova, with their already existing and accordingly planned connections.

Fig. 72: Pilot projects of the partner ALOT (Source: Presentation at the partnermeeting in Ulm, 03-2012)

Fig. 73: Pilot project of the partner RVDI (Source: Presentation at the partnermeeting in Ulm, 03-2012)

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Furthermore the location Villach-Fürnitz, located in the Austrian Federal State Carinthia has been developed to a great connection point of the combined transport in the Alp area (“Premium Dryport”) during the TRANSITECTS project.

Fig. 74: Dryport-concept of the partner AKL (Department of the Carinthia Federal State Government) (Source: Presentation at the partnermeeting in Ulm, 03-2012)

During the comprehensive workshops of the north-south orientated transport logistics, it also has be- come clear, how practical the establishment of synergies by project cooperation can be. Therefore the axis of the Baltic-Adriatic Transport Cooperation (BATCo) correlates in the southern part with the main route B of the pilot train activities, developed by the Joint Spatial Planning Department Berlin- Brandenburg during the TRANSITECTS project. This constellation is of high relevance for the establishment of an automotive logistics network.

Fig. 75: Baltic Adria Axis

(Source: BATCo, 2012)

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4.2 Development of pilot train projects along the main routes A and B

4.2.1 Main Route A (Gotthard/Brenner Route)

Based on the results of the potential evaluation achieved during the SCANDRIA project (questioning of companies, located in the Berlin-Brandenburg region) and also based on the pilot trains, planned by the TRANSITECTS partners, four variants with different routes have been developed. They start in Berlin- Wustermark (Rail & Logistics Centre / transshipment terminal, A-1 – A3) and Frankfurt (Oder) (transshipment terminal, A-4). The lines are running further via the transshipment terminals Ulm (A-1), Nurem- berg (A-2), Munich (A-3) and Regensburg (A-4) and end finally at the northern Italian transshipment terminals (Mortara, Melzo, Verona, Mantova; connections to the ports) or the direct way to a city port at the Adria (Trieste)

The starting point Berlin-Wustermark, resulting especially from the demand from of and to the direction of Baden-Wurttemberg (Bosch-Siemens, Bullinger and others) and the simple connection facilities, going to Scandinavia (via Rostock and Sassnitz-Mukran). A demand is also indicated from Frankfurt (Oder), running to and from Bavaria and also in direction of the Adriatic ports (BMW and others), which was the result of a further questioning.

Fig. 76: Route configuration, main route A - variants

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The following route will be chosen for the further project process, because of the size and relevance of transport potentials, because of the far developed project status of the pilot trains, developed by the TRANSITECTS partners RVDI and ALOT and because of the high interest shown by terminal operators and train operators: Beginning in Berlin-Grossbeeren (Transshipment terminal), with partly stopping at the transshipment terminal Nuremberg Bavaria port (with connection to the pilot train Nuremberg – Man- tua), going to the transshipment terminal Ulm-Domstadt (connection to the pilot trains Ulm – Melzo) and returning. The parameters of the pilot train are shown in the following figure.

Pilot train project A-1

Route: Berlin-Grossbeeren – Nuremberg Bavaria port (– Adria port Ravenna/Venice) – Ulm (– Liguria ports Savona/Genoa/La Spezia)

Working title: Gotthard/Brenner Route

Reference in project TRANSITECTS: • Unaccompanied combined transport (work package 4) • Pilot train P-03 (Adriatic ports - Baden-Württemberg/Bavaria/Berlin) • Pilot train P-04 (Liguria ports – Baden-Wuerttemberg/Bavaria/Berlin)

Fig. 77: Configuration of pilot train project A-1

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The following figure informs about the technical as well as commercial and operational parameters, as well as the shipping and connection possibilities:

Fig. 78: Parameters of pilot train project A-1

Technical parameters

Departing terminal DUSS Terminal at Freight Village Berlin South Grossbeeren

Arrival terminal DUSS Terminal Ulm

Distance 632 km

Cross-Border(s) --

Track technical information: Single/Double track Single track Donauwörth-Neuoffingen; Double-track Grossbeeren-Nuremberg, Neuoffingen-Ulm Electrified/not electrified Electrified Profile D4 Maximum length 600 m Track speed limits 120-200 km/h, 100 km/h for freight traffic Maximum weight 1.600 t

Commercial and operationally parameters

Frequency 1-2 departure(s) per week (Grossbeeren-Nuremberg-Ulm)

Pricing Estimation of price for a load- 22 EUR for container handling ing unit (container/swap-body) 1,25 EUR per km for transport (CT wagon)

Train time schedule See figure time-table

Possible loading units (e.g. ISO- Particularly ISO-containers and vehicles (special car transport wagon), containers, swap-bodies, trailers et.) others possible (e.g. swap-bodies, trailers)

Freight/goods transported (allowed) Particularly general cargo and cars, no transports of hazardous goods

Shipping and connection possibilities

Handling terminal operators: Departure Terminal DUSS Deutsche Umschlaggesellschaft Schiene-Straße Arrival Terminal DUSS Deutsche Umschlaggesellschaft Schiene-Straße

Further rail bound connections from 1. FV Berlin South Grossbeeren as hub to Scandinavia, and to start respectively end points North Sea ports and Eastern Europe 2. Ulm and Nuremberg as starting points of Alp-crossing services

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4.2.2 Main Route B (Tauern route, Eastern Tangential route)

Based on the potential analysis of the project Scandria (survey of companies in the region Berlin- Brandenburg), its results as well as pilot train projects planned by TRANSITECTS partners, three route variants have been generated. Another objective is the network formation with transport offers for the automotive sector, in accordance with BATCo activities.

The pilot train variants start in Wustermark (Rail & Logistic Center respectively CT terminal, B-1) as well as Berlin-Grossbeeren (CT terminal, B-2 und B-3), continue via the CT terminals in Lovosice, Wels and Villach-Fürnitz (B-1) as well as Wien und Villach-Fürnitz (B-2) and end in the Adriatic ports Trieste and Koper. It is desirable to strive for the combination of parts of the trains from the direction Berlin- Brandenburg and Poland (BATCo) in direction of the Adriatic ports (variants B-2 and B-3) or as well Bu- dapest via Györ (with potentials of high demand) in the railway node Breclav. This way, a greater flexibility is made possible with respect to the actual volumes in demand. Considering this fact, it is remarkable that some CT offers could already establish themselves in the BATCo transport relation. Pursued with the variant B-3 is the aim of an Eastern bypass of the Alp bottlenecks, in form of a Slow Train service with a slightly higher journey time of the usable lines in West Hungary and Slovenia.

Fig. 79: Configuration of main route B in variants

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In the further process, under consideration of size and relevance of the transport potentials, the project levels of the TRANSITECTS partners as well as the aspect of the resource-efficient bypass potential, two routes are selected which consequently represent also two pilot train projects.

The pilot train project B-1, starting in Berlin-Wustermark (Rail & Logistics Center or CT terminal), with stops at the CT terminals Prague (Praha Uhrineves or Praha Zizkov) and Wels, in direction Villach- Fürnitz (Premium Dryport) and returning. From there, it is particularly favorable to reach the efficient Adriatic ports Trieste and Koper with a high CT proportion. The pilot train project B-2/B-3 understands itself as a service from Berlin-Grossbeeren, with stops in Kolin and Breslau to Györ (CT terminals Kombi- west/LCH) and returning. Train parts, in particular with cargo loads of the automotive sector, can be combined in the rail ports Kolin and Breslau. A connection to the pilot train of the TRANSITECTS project partner ALOT (relation Budapest area - Mantua) exists in Györ as well as the opportunity of transport going from it or towards the Audi manufacturing location. The following representations show the parameters of the pilot train projects:

Pilot train project B-1

Route: Berlin-Wustermark – Prag – Wels – Villach-Fürnitz – Adriatic ports (Triest, Koper)

Working title: Tauern Route

Reference in project TRANSITECTS: • Unaccompanied combined transport (work package 4) • Pilot train P-03 (Adriatic ports - Baden-Württemberg/Bavaria/Berlin) • Pilot train P-05 (Region Friuli-Venezia Giulia – Eastern Europe)

Fig. 80: Configuration of pilot train project B-1

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The following figure informs about the technical as well as commercial and operational parameters, as well as the shipping and connection possibilities:

Fig. 81: Parameters of pilot train project B-1

Technical parameters

Departing terminal BLTW Terminal at Freight Village Berlin West Wustermark

Arrival terminal Dry Port Villach-Fürnitz

Distance 998 km

Cross-Border(s) Germany/Czech Republic (Bad Schandau/Decin) Czech Republic/Austria (Horni Dvoriste/Summerau)

Track technical information: Single/Double track Single-track Benesov-Linz (widely), Loifarn-Böckstein (particularly); Double-track Wustermark-Benesov, Linz-Loifarn, Böckstein-Villach Electrified/not electrified Electrified (different systems, locomotive changing ore multiple- system-locomotive necessary) Profile D4 Maximum length 530 m (restriction of Tauern axis) Track speed limits 80-160 km/h, 80-100 km/h for freight traffic Maximum weight 1.050 t (restriction of Tauern axis)

Commercial and operationally parameters

Frequency 2 departures per week

Pricing Estimation of price for a load- 22 EUR for container handling ing unit (container/swap-body) 1,25 EUR per km for transport (CT wagon)

Train time schedule See figure time-table

Possible loading units (e.g. ISO- Particularly ISO-containers and vehicles (special car transport wagon), containers, swap-bodies, trailers et.) others possible (e.g. swap-bodies, trailers)

Freight/goods transported (allowed) Particularly general cargo and cars, no transports of hazardous goods

Shipping and connection possibilities

Handling terminal operators: Departure Terminal BahnLogistik Terminal Wustermark GmbH (BLTW) Arrival Terminal Rail Cargo Austria (RCA)

Further rail bound connections from 1. FV Berlin West Wustermark as hub to Scandinavia via and to start respectively end points Baltic Sea ports 2. Dryport Villach-Fürnitz as starting point of services to the NAPA ports

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Pilot train project B-2/B-3

Route: Berlin-Grossbeeren – Kolin – Breclav (– Adriatic ports Trieste/Koper, Verona) – Györ (– Adriatic ports Trieste/Koper, Mantua)

Working title: Eastern Tangential route

Reference in project TRANSITECTS: • Unaccompanied combined transport (work package 4) • Pilot train P-02 (Lombardy region – Austria/Eastern Europe) • Pilot train P-05 (Friuli-Venezia-Giulia region – Eastern Europe)

Fig. 82: Configuration of pilot project B-2/B-3

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The following figure informs about the technical as well as commercial and operational parameters, as well as the shipping and connection possibilities:

Fig. 83: Parameters of pilot train project B-2/B-3

Technical parameters

Departing terminal DUSS Terminal at Freight Village Berlin South Grossbeeren

Arrival terminal Freight yard Györ (respectively CT Terminal Mantua)

Distance 822 km

Cross-Border(s) Germany/Czech Republic (Bad Schandau/Decin) Czech Republic/Slovakia (Lanzhot/Kuty) Slovakia/Hungary (Rusovce/Rajka)

Track technical information: Single/Double track Single-track Bratislava-Hegyeshalom; Double-track Grossbeeren-Bratislava, Hegyeshalom-Györ Electrified/not electrified Electrified (different systems, locomotive changing ore multiple- system-locomotive necessary) Profile D4 Maximum length 600 m Track speed limits 80-160 km/h, 80-100 km/h for freight traffic Maximum weight 1.600 t

Commercial and operationally parameters

Frequency 2 departures per week

Pricing Estimation of price for a load- 22 EUR for container handling ing unit (container/swap-body) 1,25 EUR per km for transport (CT wagon)

Train time schedule See figure time-table

Possible loading units (e.g. ISO- Particularly ISO-containers and vehicles (special car transport wagon), containers, swap-bodies, trailers et.) others possible (e.g. swap-bodies, trailers)

Freight/goods transported (allowed) Particularly general cargo and cars, no transport of hazardous goods

Shipping and connection possibilities

Handling terminal operators: Departure Terminal DUSS Deutsche Umschlaggesellschaft Schiene-Straße Arrival Terminal MAV Group (Kombiwest, LCH)

Further rail bound connections from 1. FV Berlin South Grossbeeren as hub to Scandinavia, and to start respectively end points North Sea ports and Eastern Europe 2. Györ as connecting point to Budapest-Mantua service and via Breclav-Villach or Györ-Ljubljana to the NAPA ports

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4.2.3 Use of infrastructure and conception of timetable

By use of the the charging information system (CIS) of the RailNetEurope, the European association of the railway infrastructure companies and authorities, the pilot train’s current ability to run is examined by the network. Moreover, the system shows infrastructure use charges on concrete routes and train configurations. As a standard train configuration, accepted are a locomotive (electrical or diesel traction (depending on the route), two engines for the passage of the Alps) and 20 four-axle CT wagons. Every wagon (net weight approx. 20 t) is loaded with two 20 ft containers (on an average cargo load of 15 t, un- laden weight approx. 2.25 t). Therefore the train length amounts to 500 m, the total weight approx. to 1,090 t. When required and with a raised economical objective, there exists the offers of trains with a greater length and a bigger weight (restrictions see route descriptions in chapter 1.3).

For the pilot trains, further examples of timetables are designed to examine the operational technological feasibility of CT services within these transport relations. The average speed of a freight train reaches 90-120 km/h in Germany. Far lower speeds must partly be accepted in other countries. Moreover, the number of tracks and the time of day affect the speed. You can easily drive faster on double-track lines and at night. The journey time results depend on the authorized line speed and the train parameters. The arrival and departure times in Rostock are synchronized with the ferry- times. For stops for the shipping of containers and shunting of train parts, a handling time of one hour is calculated in each case. The following graphics show the results of the conception for the respective pilot train at a glance:

Fig. 84: Infrastructure use and timetable conception oft pilot trains

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4.2.4 Economic efficiency of pilot train connections

Use of freight potentials by the rail transport in the relation

In chapter 1 the freight potentials were identified and calculated according to amounts of freights and freight categories. For the use of these potentials for rail transport, particularly for the combined transport that is effective and protecting the environment, a proportion of the freight potentials is carried out on the pilot train connections’ conceived routes.

The basic concept of this proportion is the connection of the region Berlin-Brandenburg (respectively the transports realized going from and to Scandinavia via Berlin-Brandenburg) with the NUTS regions in Southern Austria (Carinthia, Styria), Italy and Slovenia. Moreover, the wider NUTS regions in Austria as well as a number of freights going from and to Southeast Europe and Turkey (routes B-2 and B-3) are included to be able to aggregate effects to essential route sections. This definite classification corre- sponds to the order pattern of the CAFT data (interview in the year 2009). The following graphics of the NUTS regions are supposed to support the comprehension of the aforegoing:

Fig. 85: NUTS levels 1, 2 und 3 in Federal Republic of Austria (Source: Eurostat)

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Fig. 86: NUTS levels 1, 2 und 3 in the Republic of Italy (Source: Eurostat)

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Fig. 87: NUTS levels 1, 2 und 3 in Slovenian Republic (Source: Eurostat)

The following illustrations show the proportional results in connection with different route variants of the main route B, starting from the Brenner route A-2 respectively. After the respective combination with the route variants B-1, B-2 and B-3, a combination of the Brenner route A-2 with the variants B-1 and B-2 is also constructed (without consideration of the tangential route B-3). The combination with the variants B- 1 and B-2, moreover, the "supply" for the planned Dryport Villach Fürnitz as a central node, grows to a considerable size.

As a result of the coordination with the TRANSITECTS project partners, the objective of a cargo load quantity of at least 100,000 t per annum is assessed for the less enquired direction, is evaluated for a stable economy of a new CT service. This objective size is based on the following calculation:

1 train/year: 5 departures/week x 50 weeks/year x 22 rail wagon x 1.5 truck equal value/year 8,250 x 15 tons of cargo load amount = > approx. 125,000 tons/year in each direction

These results show that the necessary quantities of freight can be achieved on almost all route sections in the two directions. The insignificant reduced usage in the course of the Pontebbana (B-1, B-2) as well as in the connection Ljubljana – Adriatic ports (B-3, in the direction of the ports respectively) does not appear to be relevant in the opinion of the authors, since additional cargo load or loaded wagons can be integrated in the CT terminals Villach and Ljubljana by the latest. Stability is also granted by the fact that new services, which are introduced to the market during the course of the project, get by on three departures per direction.

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Fig. 88: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-1

Fig. 89: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-2

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Fig. 90: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-3

Fig. 91: Freight potential (in tons per year) of the combined transport, spread over the routes A-2 and B-1/2

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4.2.5 Substantial features of the cost-turnover ratio

In the context of the logistics studies of the project Scandria (Scandinavian-Adriatic Corridor for Innova- tion and Growth), a detailed economic efficiency analysis was carried out for block trains in this corridor. Closely cooperating with the TRANSITECTS project partners, these block trains are results of the joint conception work, particularly concerning the partial routes crossing the Alps. Consequently, these results (based on interviews relating to the potential of demand) can be referred to as reference values for the TRANSITECTS pilot trains.

The economic efficiency analysis starts out with the assumption that the conceived transport relations are served by two trains per week (i.e. in two complete circulations). In a first step, the expenditure (after cost blocks subdivided), as well as the turnover are calculated. The profit or loss of the relations is rep- resented with regards to the basic use in the final overview. As a basic use, .i.e. the evaluated use, which represents a direct shift of freight traffic from road to rail, is accepted. In order to guarantee the further, economic use, it is to provide an offer for the free capacities over freight stock exchanges on the market. This way, the conceived block trains could run economically after half a year, under the accepted assumptions. As cost blocks are considered appropriation costs and costs in connection with measures of precaution, business expenses, personnel costs and other costs, concrete with the following benchmarks:

1.1 Leasing rate of train 20 EUR per wagon Locomotive 45,000 EUR per month Wagon 1,000 – 2,000 EUR per wagon 1.2 Precaution of operation reserve 3,600 EUR per month 2.1 Handling costs (freight village) 20 EUR per wagon 2.2 Marshalling costs Shunting costs 200 EUR per train Last mile costs 80 EUR per wagon 2.4 Line using costs Line charges Evaluation EICIS (RNE) Energy costs 2.36 EUR per km 3.1 Management 8,000 EUR per month 3.2 Accounting 2,500 EUR per month 3.3 Timetable creation 3,000 EUR per month 3.4 Train driver 3,500 EUR per month 3.5 Train dispatch 2,500 EUR per month 3.6 Employees in standby 35% of labour costs 3.2 – 3.5 4.1 Sales and marketing 500 EUR per month 4.2 Insurances 3,750 EUR per month 4.3 Interest charges 5% of investment costs 4.4 Capacity risks 5,000 EUR (more than 100% capacity) 4.5 Profit 5% of turnover

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As necessary for the economy and realistic on the market the following turnovers for handling and transport performances are evaluated:

5.1 Turnover from handling 22 EUR per container handling 5.2 Turnover from transport 1,25 EUR per km (CT wagon)

The cost/turnover account for the four block train variants shows the following overview. Due to the demand values, which are resulting from the interview with potential shippers, negative annual operational results are to be stated. It becomes clear, that the transport relations Wustermark - Ulm and Rostock - Trieste would require only a small amount of further freight volumes for a positive result. It can be concluded, that for the economical business in these service configurations, the utilization of approx. 30-40 % of the capacity is required.

4.2.6 Sustainable effects of the environmental protection

The comparative analysis of the Italian TRANSITECTS project partner MATTM regarding the environmental efficiency of a selection of pilot projects with respect to the different kinds of transport makes it possible to determine the efficient reduction of greenhouse gases and contaminants quantitatively. The analysis also has permitted for a general feedback for the effectiveness of the improvement of the environment. Depending on the presumptions with respect to capacity factors, unity fuel consumptions and emissions, the projects were compared and analysed.

The results of the analysis show that the following factors are significant: the typology of the railway infrastructure and railway vehicles (electrical or diesel traction) the typology of the truck fleet (euro classification) the typology of the combined rail services (accompanied or unaccompanied combined transport)

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The optimal conditions for the expansive reduction of emissions are as follows: the railway infrastructure is electrified without traction change the traffic shift is carried out from older trucks (euro 2-3) to newly generated container trains the unaccompanied combined transport is selected (considerable benefits compared with the accompanied combined transport)

Fig. 92: Emissions overview of the TRANSITECTS pilot train project Ulm – Mortara, connected with the pilot train project A-1 of the Joint Spatial Planning Department Berlin-Brandenburg (source: MATTM)

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5. Activities to realize the pilot train projects

5.1 Communication with operators and the economy

During the project, several talks to transport companies have been carried out with companies, which could be in favor to the developed freight railway transport concepts. Companies with container transportation and with feeder services as specialised operators:

Havelländische Eisenbahn AG (HVLE) TX Logistik AG (TXL) DB Schenker Rail Deutschland AG DB Intermodal Services GMBH Transwaggon GmbH TFG Transfracht Internationale Gesellschaft für kombinierten Güterverkehr mbH & Co. KG Eisenbahngesellschaft Potsdam (EGP) Trans Eurasia Logistics (TEL) Industriebahn-Gesellschaft Berlin GmbH (IGB) Captrain Deutschland GmbH SNCF Fret Deutschland GmbH

Additionally, the shipping companies Scandlines Deutschland GmbH and the operating societies of the Baltic ports Rostock and Sassnitz have been contacted. Because of the fact that a tough and mainly price dominated competition regarding the freight transport is ongoing, the authors didn’t exactly reflect the business ideas during the report, neither on the fact, that within a few month, even weeks, the information wouldn’t be up to date anymore.

The transport demand of the shipping economy has been evaluated in detail in the Berlin-Brandenburg region in cooperation with the partner projects Scandria and SoNorA and the results have been presented in the already existing reports. During the TRANSITECTS project a projection of the transport and transfer potentials at the transport relation Berlin/Brandenburg – Italy/Slovenia for the year 2009 and based on the CAFT questioning in the Alp area, only the short version of the summarized railway potential e.g. of the companies Mercedes-Benz, BMW, ZF Motoring, Goodyear-Dunlop (Automotive), Bull- inger, Kronoply, Klenk Holz, Classen Industries, Pfleiderer (wood products), Progroup, Leipa and UPM (Paper and cardboard), Saint-Gobain plasterboard and Berlin-Chemie (Pharma products) can be stated, which is based on the fact, that the questioning results are often incomplete.

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5.2 Marketing

During the course of the TRANSITECTS project, three new, interesting CT services have been established themselves for the transport relation Berlin/Brandenburg - Italy/Slovenia:

Main route A:

Malmö – Berlin (Operator: Captrain; frequency: 3 journeys per week) Berlin – Stuttgart (Operator: DB Schenker, frequency: 3 journeys per week)

While the offer Malmo – Berlin-Wustermark mainly focuses on paper transports, which is also available for further container volumes, especially for transportation directed to the north, at the transport relation Berlin (Brieselang) – Stuttgart (Nagold), mainly construction parts and end products for household appli- ances by Bosch-Siemens are transported with sliding wall freight wagons and swap bodies. There is also the possibility, to add further loadings and to expand the transport. Following this aim, the marketing for the offers has been intensified by the owner of the transshipment terminal, located in the Freight Vil- lage Berlin West Wustermark:

Fig. 93: Folder containing information about the new avaiable train relations at Wustermark

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For marketing reasons, the transport relation Berlin – Ulm offered by the operator Trans Eurasia Logis- tics, couldn’t be realized until now. But if conditions improve, the train could be realized in the short term.

Main route B (with possible connections):

Ostrava – Verona (Operator: DB Schenker, 3 times per week)

DB Schenker Logistics organizes an offer between the transshipment terminal Ostrava (Paskov) and Ve- rona (Quadrante Europe) from mid -January 2012. Leading operators are the companies Cemat, Kombiverkehr and Bohemiakombi. The train, which runs three times a week in each direction, offers a capacity for 28 semi-trailers. During one year, 3,600 semi-trailers shall be transferred.

This new relation, located in the BATCo transport corridor, provides the possibility for main route pilot trains, to connect at the Czech node Breclav (B-2 and B-3) or at the node Villach (B-1 and B-2). The necessary stops have to be coordinated in an optimized way, in order not to risk the economical operation of the services.

5.3 Project support and –consultation

The support of operators, who are interested in realizing the train services, developed in the TRANS- ITECTS project, is one significant aim of the project partners. For example, the communication with the operators until now has shown that the freight transport market shows a strong competition and that the market is characterized by short term variations. It results in a short reaction time for the operators and that a (successful) business development of the companies means high operational stress. The regional TRANSITECTS-partner should react, where efficient support can be achieved.

The Zukunftsagentur Brandenburg (ZAB) and the Berlin Partner GmbH are highly potent points of contact for the transport economy, which are available in the Berlin-Brandenburg region. They could be used especially in cases of organizing project subsidies.

The EU-sponsoring program for international freight transport, Marco Polo, which supports railway - inland waterway and short sea shipping and also intermodal transport chains, could be interesting for operators. A further aim is he avoidance of road transport, basically, without achieving transport shifting effects. The Marco Polo program is runs until 2013 at a second stage (Marco Polo II), with a total sponsoring volume of about 450 M. Euro. Marco Polo especially agrees to pay for the opening losses of operational services at the start -up phase for up to five years. Furthermore, the possibilities of sponsoring are also available for project related infrastructure. So far, the program is success orientated, as the amount of financial support depends in most cases on the transport shifting or -avoiding activities (cata- lyzing actions, motorways of the sea).

The last call to hand in project proposals has been closed on January 16th 2012. The next call can be expected for the end of 2012.

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The federal states Berlin and Brandenburg could also realize start -up financing, e.g. by using European funds for regional development (EFRE). In Saxony this is practiced today. The logistics company Emos Spedition for example, will be financially supported at the beginning of 2013, to finance a train, which will run twice a week between Dresden – Rotterdam. With 834,000 EUR, the train service will be supported during the first two operational years.

Contact to further TRANSITECTS-Partners

In the context of the second EU sponsoring program, Marco Polo’s actions will be supported. This will be carried out by at least two companies from two different EU member states or by one member state, in- volving one further neighboring country of the EU. The developed pilot trains in the TRANSITECTS project take this fact in consideration, by including transshipment terminals or rail ports (in connection with the region Berlin-Brandenburg these are e.g. Ulm, Nuremberg, Villach-Fürnitz, Breslau and Györ) as node points of the individual connection parts. The train offers of at least two operators (coming from different countries) can be combined in a useful way, with the necessity to split the offer into single services.

Fig. 94: Impression of the TRANSITECTS project partner meeting, November 2010 in Potsdam

The TRANSITECTS partners have intensified their relations to the acting operators and to the loading economy in the regions by several regional meetings. That’s why they are the perfect point of contact for requests and cooperation offers. If required, of course, the Joint State Planning Department Berlin- Brandenburg and also the IPG Company for the Development of Infrastructure and Related Projects Ltd will be available for support.

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Contact Data of the Partners involved in the TRANSITECTS Project

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