>
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VBB
Cross-border railcars
Core Output
INTER-Regio-Rail
Removing barriers to regional rail transport
www.interregiorail.eu
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Contents
1.
Summary ........................................................................................................................ 3
2.
Introduction .................................................................................................................... 5
3.
Summary of the feasibility study of potential of cross border connections and its costs .. 6
Berlin – Szczecin – Kołobrzeg ........................................................................................... 6
Berlin – Kostrzyn – Gorzów – Krzyż................................................................................... 7
Berlin – Frankfurt – Poznań / Zielona Góra ........................................................................ 7
Cottbus – Guben – Zielona Góra ....................................................................................... 7
Berlin – Cottbus – Wrocław ............................................................................................... 7
Cottbus – Forst – Żary – Żagań – Legnica ......................................................................... 8
Total vehicle requirements and operating costs (medium and long term) .......................... 8
Possible synergies with other regional rail networks .......................................................... 9
4. Summary of the investigation study of technical requirements on railway vehicles in
cross-border transport ........................................................................................................... 9
5.
Ownership study............................................................................................................11
6.
Conclusions and transfer to other European regions .....................................................12
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1.
Summary
As Europe is growing together regional cross border connections are becoming more important. The
lack of vehicles able to cross the German-Polish border is a major hindrance for better regional rail
connections between the two countries. Within INTER-Regio-Rail the VBB analysed this situation and
developed solutions.
Goal of the pilot project
Currently passengers have to change trains at border stations between Germany and Poland because
modern vehicles able to operate in both countries are not available. This lowers quality of the
connections for passengers. Also it increases costs as additional rolling stock and more time at
stations for changing trains is needed. The VBB aims to improve the quality of connections between
Germany and Poland.
The VBB took three steps to approach the problem. Firstly the potential of cross-border connections
was estimated. Based on this the VBB developed a concept for vehicles for the cross-border
connections. Secondly the VBB evaluated the technical requirements for vehicles crossing the
German-Polish border and in a third step legal questions concerning joint usage of railcars by Polish
and German railway undertakings were considered.
Results of the pilot project
Usage of the connections between Germany and Poland is today relatively low even though
passenger numbers have increased with the European unification process. The development of
infrastructure on some of the connections has improved services only marginally as there are no funds
for an expansion of services. With improved services passenger numbers are projected to rise by
between 18 and 300% on the different connections till 2025. The annual cost of these improved
services can only be roughly calculated but would probably be around 83 Mio. € by 2025 with rail-km
increased by around 100% to a little more than seven million rail-km per year.
The technical analysis of vehicle requirements showed that 75% of the requirements in both countries
are comparable and do not need adaption. The Technical Specifications for Interoperability have
largely been implemented. Harmonisation will be further improved through a cross-acceptance
agreement that Germany and Poland are preparing.
Still major difficulties remain: especially traction systems (Germany 15kV, 16 2/3 Hz; Poland 3kV, DC).
signal lights, train radio, brakes and enforced braking via radio signal are regulated differently in the
two countries. The price of adapting railcars to be able to serve on the cross-border connections
between Germany and Poland was estimated to be 275 – 425.000 € for a prototype diesel multiple
unit (in the survey: LINT and Pesa 219M), for further vehicles 75.000 – 90.000 €, and 450.000 to
500.000 for an electric multiple unit (in the survey Talent 2). Adapting existing electric railcars to the
two current systems is not seen as feasible for the German-Polish border due to technical constraints.
The final question to be answered was how vehicles could be operated by different railway
undertakings as it seemed unlikely to tender services jointly and have only one undertaking operating
the connections. The original goal of the project was to develop a vehicle pool. This was abandoned
as the time left before necessary tendering procedures in the area was deemed too short. Instead the
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VBB developed an agreement for cooperation that is included in tender documents on the German
and the Polish side of the border. The railway undertakings being awarded with the service are
required to cooperate with the respective undertaking on the other side of the border to guarantee
direct connections between the two countries.
Lessons for others
The project shows that the potential technical difficulties of licensing cross-border railcars are still large
and result in higher costs. The project has achieved its major goal – by 2016 modern railcars will be
crossing the border between Germany and Poland.
It turned out that in border areas with a change of the traction system electrical multiple units will be
feasible only in areas with high traffic volumes or when new investments in rolling stock are carried out
anyway. For most border areas diesel multiple units will be the better choice. Train protection systems
will be another considerable problem for cross-border connections. Today around 20 different train
control-command systems are in operation in Europe. Each of them is expensive and complicated to
maintain. Adding multi-system equipment to locomotives on cross-border connections can raise costs
by up to 30%. The ETCS offering a uniform standard in entire Europe will be a large step forward but
will take decades to implement. Regional authorities will have to develop small scale independent
solutions.
The solution to use cooperation agreements as part of tender documents to ensure direct connections
is seen as a second best alternative to joint tenders or railcar pools. Nevertheless given the framework
conditions in which authorities on both sides of the border are operating this is a good option for
implementing direct connections in regional rail transport.
Future development
The VBB will continue its cooperation with the Polish authorities. Several possible enhancements for
the future exist. One option would be to jointly tender services to achieve a closer integration of
services in Germany and Poland. This would result in a closer harmonisation and integration of
services. Also the possibility of developing a railcar pool still exists. The availability of rolling stock is a
major issue in the railway sector. Especially smaller private railway undertakings are finding it hard to
finance and develop their own rolling stock. This is especially the case for cross-border transport.
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2.
Introduction
The cross-border passenger railway transport between Poland and Germany has been facing many
problems in the last years, of which the question of obtaining the necessary authorisation for placing in
service of the railway vehicles in both countries seemed to be the most important one. Disturbing
vehicle changes at the border of both countries resulting from the lacking of interoperability, different
national safety standards, and different railcar license procedures and respectively the lack of their
mutual recognition were the result of this situation. At the beginning of this project there were almost
no railcars on the market that were allowed to run in Germany and Poland at the same time. In the last
years direct services had to be cancelled (e.g. Berlin-Świnoujście, Berlin-Gorzow) as no railcars were
available and the costs for changing locomotives at the border point were too high. Retrofitting existing
railcars demands high investments and difficult administrative efforts. On the other hand the amount of
the passengers crossing the border in regional railways is rather low (average of 1500 passengers a
day via 6 border points or about 1% of overall traffic between Poland and Germany) and would not
justify such investments which had to be carried by private train operating companies or passenger rail
authorities.
The question of infrastructure development which has been a focus in the considerations of better
cross-border traffic in the last few years pushed the operational issues away, in particular the vehicles
requirements. But the experiences made on modernised routes, such as between Berlin and Warsaw,
show that due to the high operation costs no extension of the transport services could have been
achieved despite of very high investments in the infrastructure.
Due to problems described above the VBB decided to develop solutions for the problem of licensing
procedure of rolling stock in the German-Polish border area.
The main activity was to carry out a feasibility study that investigated the options of implementing a
pool for railcars that are able to run in Germany and Poland as preparation for further investments.
Thus, in a first step, technical questions had to be answered concerning the national safety
requirements that have to be equipped in the vehicles. Furthermore all the background information
had to be collected about the number of needed railcars, the potential transportation offer in the border
area in the medium and long-term perspective as well as the information about the capability of the
railcars. In a second step the question of financing such a railcar pool should have been addressed.
Finally organisational questions as who shall be the owner of the railcars should have been tackled.
Already before the results of the project could be fully implemented some changes on the railway
vehicle market occurred. The polish railway manufacturing company PESA was obliged by the
passenger railway authority of Wojewodztwo Lubuskie to develop a railway vehicle which could obtain
the authorisation for operating in Germany and Poland. On the other hand the VBB has already taken
advantage of one of the results of the project (proposal for the cooperation agreement between Polish
and German TOC) and used it in a tender for public services in Eastern Brandenburg. The company
that was awarded the contract has been obliged to cooperate with Polish partners in terms of
organising the uninterrupted cross-border traffic. More details about those new developments are
included in the respective contents of this documentation and in the conclusions of the project.
Due to the changes mentioned above some assumptions made at the beginning of the project, such
as for example creating of a common rolling stock pool and the questions of its financing and
ownership, occurred to be not valid any more. Still, the studies carried out during the project, in
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particular the vehicle concept, are valid for the German-Polish border region and the results of all of
them can be transferred to other European border regions.
3.
Summary of the feasibility study of potential of cross border connections
and its costs
The main reason for the low usage intensity of cross-border connections is that services offered are
not adequate in quantity and quality. In addition to the often inadequate infrastructure also the lack of
applicability of vehicles on both sides of the border limits the transportation offer between Germany
and Poland. In particular, modern locomotives can’t be operated in the neighbouring country without
considerable effort. For passengers, this is connected with the disturbing change of the vehicle at the
border. For the organiser and provider of cross-border connections, this leads to additional operating
costs and it is one of the reasons for the poor transportation offer. In the past the infrastructure
development has been a focus in the considerations of better cross-border traffic. But even in case of
modernised infrastructure the resulting high operation costs make expansion of services impossible.
Therefore, operational issues, in particular the vehicles requirements, should be considered in the
strategic plans for the expansion of cross-border connections.
The basis for the conception of the medium-and long-term transportation offer is generated by the
following identification of potential traffic:
Corridor
Berlin - Szczecin
Berlin - Kostrzyn - Gorzów Wlkp
Berlin - Frankfurt - Poznań / Zielona Góra
Cottbus - Guben - Zielona Góra
Berlin - Cottbus - Wrocław
Cross-border demand
2010
2014
2025
600
700
1.800
850
1.000
1.000
1.000
1.200
3.000
0
50
300
150
400
800
Transportation offer has been developed on the basis of potentials investigation for the five corridors
for the two time horizons 2014 and 2025 and derives the corresponding vehicle requirements. The
transportation offer concepts in the medium-term horizon of 2014 are based on the existing
transportation offer. For long-term planning in 2025, however, entirely new transport services have
been developed, which often require appropriate infrastructure, such as the completed electrification
between Berlin and Szczecin and Berlin-Hoyerswerda-Wroclaw. For final consideration of possible
synergy effects essential questions have been already considered in operation and vehicle concept:
Standardization of cross-border vehicles fleet (2 or 3 vehicle types: 2 or 3-piece diesel railcar
DMU-2/DMU-3, 3-piece electric railcar EMU-3)
Legal and technical frameworks
Demand for capacity and requirements for vehicle equipment
Possible transition scenarios between 2014 and 2020/25 operational concepts
Berlin – Szczecin – Kołobrzeg
The medium-term transportation offer concept with 9 pairs of trains daily doesn’t differ substantially
from the one in status quo. However, the number of direct connections between Szczecin and Berlin
can optionally increase from 3 to 4. Additionally two variants with the direct connection to Kołobrzeg
have been examined.
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In the long term after completion of electrification between Berlin and Szczecin (Vmax = 120 km/h or
160 km/h) the transportation offer can be extended and provide direct connection with the usage of
electric railcars. This will consist of two products, which will run every two hours:
Fast connection (IC or RE) Szczecin – Berlin Hbf – BER Airport
RB Szczecin – Berlin Ostkreuz – BER Airport – Wünsdorf-Waldstadt
The travel times can be shortened significantly with the max speed of 120 or 160 km/h to:
Szczecin – Berlin Hbf: IC/RE: 1:25 or 1:10
Szczecin – BER Airport: IC/RE: 1:45 or.1:30; RB: 2:00 or.1:50
Berlin – Kostrzyn – Gorzów – Krzyż
The medium-term transportation offer concept is based on the status quo, whereby the travel times on
the Polish section can be shortened due to the reconstruction of the line. 3 or 8 pairs of trains with
direct connection in 2 variants have been provided. In the long term direct trains will run every two
hours. The modernization of the German section and the introduction of RE will shorten travel times
between Berlin and Gorzów to about 1:30 compared to 1:50 in 2014.
Berlin – Frankfurt – Poznań / Zielona Góra
In the medium term service improvements due to the available infrastructure are based on the
1
introduction of direct regional express trains with two pairs of trains between Berlin and Warsaw in
addition to other long-distance and regional connections. In particular, this will allow one day trips from
Poznań to Berlin. In the long-term after the completion of line reconstruction, the transportation offer is
based on long-distance trains running between Berlin and Warsaw every 2 hours. The RE trains from
Berlin to Poznań are not required anymore and the vehicles could be implemented to support the
traffic between Berlin and Zielona Góra. Prerequisite for an attractive offer every four hours is the
modernization of the CE-59 corridor, which will reduce the travel times to 1:55 (120 km / h) or 1:45.
Cottbus – Guben – Zielona Góra
In the medium-term, the passenger traffic between Cottbus and Zielona Góra can be reactivated but
due to the long travel times (1:30) and the planned offer with only two pairs of trains, the demand
effect remains small. In the long-term after reconstruction of the line, travel times are reduced by about
15 minutes, but even introduction of trains running every 2 hours doesn’t change the fact that demand
remains small comparing to the other border crossings.
Berlin – Cottbus – Wrocław
Between Berlin and Wroclaw in the short term the introduction of two additional direct trains with a
usage of diesel railcars has been proposed. The travel times, depending on the route (via Spremberg Bielawa Dolna, Spremberg - Görlitz and Forst - Żary) amount to 3:55 - 4:20 and is therefore 1 hour
1
Alternatively, two long-distance trains based on the pairs of trains of EC from Berlin to Gdańsk, which
should begin operation in summer 2012 and allow the journey from Berlin to Gdańsk with a possibility
to return at the same day.
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shorter in all variants than the current travel times of EC "Wawel". Additional connecting/disconnecting
of trains in Węgliniec allows combining the transportation offers: Berlin-Wrocław and DresdenWrocław and make both more profitable.
The first electric powered direct trains between Berlin and Wrocław via Cottbus and Hoyerswerda can
be offered from 2016, after completion of the electrification of the section Knappenrode - Horka Bielawa Dolna. The travel times between Berlin and Wroclaw is around 3:45, by further modernization
of sections to a max speed of 160 km / h this could be shortened to around 3:30.
Cottbus – Forst – Żary – Żagań – Legnica
Due to the relocation of long-distance trains in the medium-term on the route via Hoyerswerda, the
route via Cottbus - Forst - Żary - Żagań - Legnica would be primarily of (inter)regional importance.
Therefore, the introduction of a direct regional express between Cottbus and Legnica is proposed in
which the existing line OE 46 Cottbus – Forst would be extended to Legnica. Travel times are about
2:30 at the current state of infrastructure. With the modernization up to 100 km/h travel times can be
shortened to about 1:45
Total vehicle requirements and operating costs (medium and long term)
The regional rail transportation offer concept between Berlin / Brandenburg and Poland includes:
Long-term
Medium-term
Corridor
Berlin – Szczecin ( Kołobrzeg)
Berlin - Kostrzyn - Gorzów
Wlkp - Krzyz
Berlin - Frankfurt Poznań
Berlin - Frankfurt - Zielona
Góra
Cottbus - Guben - Zielona
Góra
Berlin - Cottbus - Wrocław
Cottbus – Żary - Legnica
Pairs
of
trains
p.d.
Train
kilometre
s p.a.
Vehicle
requirements
Type
No.
Pairs
of
trains
p.d.
Train
kilometre
s p.a.
Vehicle
requirement
s
Type No.
9
940.000
DMU-3
5
9
1.940.000
EMU-3
4
8
1.730.000
DMU-3
6
8
2.440.000 DMU-3
7
2
380.000
EMU-3
2
-
-
-
-
0
-
-
-
4
520.000
EMU-3
3
2
150.000
DMU-2
2
7
500.000 DMU-2
3
2
510.000
DMU-2
2
-
-
-
-
-
8
-
-
-
910.000 DMU-2
3
The operational costs for long-term perspective could have been estimated roughly only. In general
the infrastructure charges make about 25-40% of operational costs and are followed by energy,
servicing and labour costs. The following chart shows the costs in relation to the train kilometres
presented in the chart above.
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Corridor
Operational costs p.a.
Medium-term
Long-term
Berlin – Szczecin ( - Kołobrzeg)
Berlin - Kostrzyn - Gorzów Wlkp
- Krzyz
Berlin - Frankfurt - Poznań
8.150.000 €
27.400.000 €
15.210.000 €
23.800.000 €
3.360.000 €
-
Berlin - Frankfurt - Zielona Góra
-
6.150.000 €
Cottbus - Guben - Zielona Góra
1.000.000 €
4.200.000 €
Berlin - Cottbus - Wrocław
4.000.000 €
-
-
6.700.000 €
Cottbus – Żary - Legnica
Possible synergies with other regional rail networks
Presented above vehicle requirements takes into account all cross-border regional rail lines between
Brandenburg and Poland. Furthermore, additional synergies by linking with other cross-border regional
rail transportation offers are possible:
Lübeck / Schwerin – Neubrandenburg – Pasewalk – Szczecin; DMU-2 or DMU-3
Dresden – Görlitz – Wrocław; DMU-2 or DMU-3
Dresden – Görlitz – Jelenia Góra; DMU-2 or DMU-3
4.
Summary of the investigation study of technical requirements on railway
vehicles in cross-border transport
In this study legal framework and the technical requirements on vehicles used for the cross-border
traffic between Poland and Germany have been examined. Furthermore, three reference vehicles
(LINT, PESA 219 M Atribo and Talent 2) and five relevant transport corridors have been considered
with more detail.
The analysis of the technical and regulatory framework showed that the European Directives and
Technical Specifications for Interoperability are already harmonized largely with the requirements and
processes for obtaining the necessary authorization for placing in service. The Directive 97/68/EC
(regarding the emission of air-polluting particles from combustion engines), 2004/49/EC (regarding the
question of safety of the railway system) and especially the directive 2008/57/EC which describes
extensively the specifications regarding the interoperability of the railway systems and the
authorisation procedures for placing in service created not only binding basis for all European railway
vehicle manufacturers but also an unprecedented transparency, especially in connection with the
authorization processes. Even if some questions are still to be discussed between the European
member states, expensive and market-blocking activities that appear random have been made
extremely difficult. Contrary to the flighty homologation procedures in the past, clearer and
considerably easier procedures in connection with additional authorisations for placing in service can
be expected in the future.
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The analysis of the Technical Specifications for Interoperability (TSI) regarding obligations to upgrade
rolling stock which could arise exclusively in connection with an additional authorisation procedure did
not reveal any relevant requirements. However, the following differences between both railway
systems could be found. The differences between these major aspects have a considerable influence
on the smooth cross-border traffic and allow the deduction of special, technical requirements on the
vehicles and the necessary authorisation procedures.
Aspect
Germany
Poland
Train protection system
PZB 90, LZB at Vmax>160 km/h
Train radio
GSM-R, some tracks analogue
Pattern of the signal lights
UIC Standard
Traction system
15 kV AC, 16,7 Hz
Electromagnetic rail brake from
V>140 km/h
3 kV DC
not intended
statutory
Brakes
Enforced braking via radio
signal
SHP
analogue, GSM-R under
construction
Additional signal patterns
UIC-standard
A detailed comparison of the single national requirements has been compiled on the basis of the
Polish national reference document and the German checklist for the procedure of the authorisation
for placing in service. It occurred that approximately 75% of the national requirements of both
countries could be classified as comparable and 25% as country-specific. Moreover, 25% of the
requirements differ technically to a minor degree and can be treated as conform, actually.
In order to expose possibly existing limitations by the infrastructures, the route-specific requirements
have been analysed to discover particularities of the infrastructure. Only two particularities could be
found - on the route Berlin-Kostrzyn the additional support of the German analogue train radio on the
vehicle´s side is required and on the route Berlin-Cottbus-Wroclaw a partial infringement of the G2
clearance in the upper area near Zagan exists.
The results obtained have been projected on existing rolling stock and new vehicles and the resulting
consequences for the technology and the necessary authorisation for placing in service procedure
have been concluded.
Due to commercial and technical reasons the modification of electric vehicles has been identified as
unfeasible in case that those vehicles are not particularly designed for such retrofit. Thus, it is
appropriate to purchase electric vehicles as multi-system capable with the corresponding
homologations.
With regard to the reference vehicles of this study, no technical criterions for exclusion, which would
prevent the retrofit for the cross-border operation and the obtainment of the authorisation for placing in
service in Poland and Germany, could be found.
To conclude the study the derived necessary changes and activities with regard to the expected time
schedule and costs have been analysed for the first vehicle (prototype) of the three reference vehicles.
This consideration had to be developed on the basis of estimations since reliable references were
missing. The results are presented in the chart beneath.
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Vehicle
Total expenditure of time in
months
Standard
Prototype
vehicle
LINT
10 -24
1,5 – 3
Pesa 219M
Talent 2
Newly built, deliveries: first vehicle
approx. 24 months, further vehicles
every 2-4 weeks
Total costs in T €
Prototype
Standard vehicle
275 – 420
75 – 85
280 – 425
80 - 90
Newly built: Extra costs approx. 450500 T € compared to the German
single-system version
As mentioned in the previous VBB´s project monitoring forms the study of technical requirements was
going to be carried out with a short delay caused by the withdrawal of the project partner UMWL and
because of the fact that one of VBB’s business partners (railcar producer-Bombardier) intended to
carry out one part of the technical study for VBB (outside of the IRR project). Unexpectedly, the results
of the study made by Bombardier revealed that there is no technical possibility to install the polish
system SHP 300 at the bogies of Talent railcars which were to be in service on the line to Gorzow
Wielkopolski. On the contrary, one of the bidders in the North Eastern Brandenburg´ tender offered at
the same time exactly the same railcars with the possibility of installing the Polish train protection
system. On the basis of the above findings VBB is going to draw up a solution which would allow the
awarded company to rebuild their cars on order to start the cross-border connections not later than in
the year 2014.
5.
Ownership study
The primary idea of the project – creating a railcar pool for cross-border connections – was abandoned
already at the beginning of the project. The question of different models for ownership of the railcars
has been solved by the actual development on the railway market and the tendering procedures in
both countries.
Due to very short time left for the tendering procedure in Eastern Brandenburg VBB decided to create
an agreement on cooperation between the awarded company in Germany and the train operating
company in the Polish border area. This cooperation agreement was developed together with a
lawyer´s office specialised in the matters of railway transport and has been already made an integral
part of the tendering documentation which was issued in December 2011. It has been translated into
Polish language and accepted by the Województwo Lubuskie which would like to use it during its own
future tendering processes. The cooperation agreement obliges the railway undertakings operating on
both sides of the border to work together to offer a seamless connection between the two countries.
Furthermore, the passenger rail authority of the Województwo Lubuskie decided in 2012 to buy new
railcars produced by the polish manufacturer PESA that will fulfil all technical requirements for crossborder connections. The tendering procedure for the purchase of these railcars has been closed at the
end of 2012 and the first vehicles are expected to be delivered at the end of 2013. Due to the
administrative procedures of placing in service in both countries, the manufacturer was awarded a two
years period to gain the necessary German authorisation.
Therefore the cross-border connections without any disturbing vehicles changes at the border are
expected to be in operation not later than during the timetable change 2015/2016. It is even possible
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to reach this phase earlier if the German company that was awarded the public services in Eastern
Brandenburg is able to retrofit its own railcars as it is explained above in point 4.
6.
Conclusions and transfer to other European regions
Practical Experiences
The situation on the Polish-German border on the one hand can be regarded as typical for most of
border regions in the European Union, on the other hand some specific problems occur which cannot
be found in other regions. Due to historical (and very often for military and strategic reasons) the
railway systems across Europe vary considerably. As shown on the map beneath there are only a few
neighbouring countries in Europe which have the same electrification system – this applies especially
to the south-eastern countries.
Rail electrification systems in Europe
http://commons.wikimedia.org/wiki/
File:Europe_rail_electrification.png
The results of the project studies show that the modification of electric vehicles is unfeasible and only
the purchase of new multi-functional engines is cost effective. This can be presumed also for other
European border regions. In regions with high patronage figures as e.g. in the agglomeration of Basel
or between Vienna and Bratislava these extra costs can easily be justified thanks to the strong
demand for direct services. On the contrary along the German-Polish border with low population
densities and resulting low patronage figures, operation by diesel railcars is the only reasonable
solution for the regional cross-border rail services on a short-term basis. Nevertheless after Germany
and Poland agreed on electrification of the Berlin-Szczecin line until 2020 plans foresee EMUs
crossing the German Polish border an a mid-term basis.
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Train protection systems in Europe
http://commons.wikimedia.org/wiki/
File:Europe_rail_electrification.png
A very specific problem concerning electric vehicles between Germany and Poland lies in the fact that
the electric systems change exactly at the border point outside of railway stations. Therefore in any
case vehicles are needed that are able to run under both systems. A better practice can be found at
the German-Belgian border in Aachen where one platform in the station of Aachen is equipped with
both systems and therefore can be switched from the German to the Belgian system and back. This
allows normal Belgian EMUs to enter the station of Aachen without being equipped with the German
system. Such a solution would be ideal for the foreseen electrification of the Berlin-Stettin line. If the
rather short bit between the border point and Szczecin would be equipped with such a system normal
German EMUs could enter the station of Szczecin and passengers there could change into local
Polish trains. This would reduce the cost for rolling stock and therefore reduce the regional subsidies
for the cross border services. Unfortunately such a solution is not foreseen between Berlin and
Szczecin.
Political conclusions
In the last years the European Union has taken some considerable action towards interoperability of
railway systems in Europe. These activities focused on the creation of the Trans-European Networks
(TEN), which consists of high-speed lines for long distance services within Europe. With the creation
of the European Train Control System ETCS a standard for future train control systems was defined,
allowing direct services between different member states in Europe. But due to the high costs of their
implementation these approaches in the first step focus on long distance services, and bilateral
solutions are needed for regional railway services which for financial reasons cannot fulfil these
requirements on a short and mid-term basis. This pilot project therefore was focused on such bilateral
solutions especially for the German-Polish border. Nevertheless similar problems occur between other
member states as well and therefore a transfer of experiences can be useful for other regions as well.
This project is implemented through the CENTRAL EUROPE Programme co-financed by the ERDF
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www.interregiorail.eu
[email protected]
Another side effect of the above mentioned actions on European level was that this imposed some
pressure on the national railway safety authorities in order to cooperate with their neighbouring
authorities. In the last decade there was a lack of cooperation between the German and the Polish
authority leading to the fact that hardly any new rolling stock received permission to enter the other
country or permissions were only granted on a short term basis which had to be renewed after a short
period of time. In 2012 finally Germany and Poland signed a framework agreement regulating the
conditions for cross border railway services between Germany and Poland. This will make it easier for
operators from one country to enter border stations in the neighbouring country. Without the pressure
from European level on the one side and regional level on the other side and without the good
experiences in other border regions (e.g. between Germany and Czech Republic) probably this
agreement would never have been signed.
The other considerable problem identified during the project is the train protection system. Today,
European railways have to deal with about 20 different train control-command systems.
Each of these is extremely costly to maintain and operate and generates complexity and cost for
cross-border traffic. Adding multi-system equipment to locomotives for border crossing operations can
raise their price for up to 30%. It is already now obvious that the Europe-wide introduction of the ETCS
train control-command system that offers a uniform signaling system and seamless cross-border
operations for all kinds of rail traffic will take decades and plays only a minor role in the current
considerations on this issue. Thus, even in the medium-term and in many cases in the long-term
perspective the question of multifunctional vehicles in the border area will have to be solved by each
passenger rail authority. It is not possible to estimate the cost of retrofitting the vehicles in other
European countries on basis of the study carried out in this project.
The studies carried out in this INTER-Regio-Rail pilot project also outline a general problem of
regional cross-border rail services in Europe. As shown above the costs of cross-border services are
always higher than those within one country due to the special requirements of the railcars. On the
other hand these services usually suffer from lower ticket revenues than domestic services as the
exchange between two countries usually is lower within a country. Whilst the European Union funds
costs for infrastructure and studies for cross-border services the high operational costs have to be
carried by the regional public transport authorities for every service. Due to limited funds within these
authorities the quantity and quality of regional cross-border services tends to be lower than of
domestic services.
This project is implemented through the CENTRAL EUROPE Programme co-financed by the ERDF
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