Rail Freight Corridor N°4

Transcription

EUROPEAN REGULATION 913/2010
Rail Freight Corridor N°4 · Atlantic Corridor
CORRIDOR INFORMATION DOCUMENT
PART 1
Generalities
Timetabling year 2015
VERSION CONTROL
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Original version
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RFC4 Atlantic / Corridor Information Document 2015 – Part 1
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TABLE OF CONTENTS
1.
INTRODUCTION ............................................................................................................................................. 4
2.
STRUCTURE OF THE CORRIDOR INFORMATION DOCUMENT ..................................................................... 4
3.
CORRIDOR DESCRIPTION ............................................................................................................................ 5
4.
CORRIDOR ORGANIZATION ......................................................................................................................... 6
5.
CONTACTS.................................................................................................................................................... 7
6.
LEGAL FRAMEWORK................................................................................................................................... 12
7.
LEGAL STATUS ........................................................................................................................................... 12
8.
DOCUMENT VALIDITY ................................................................................................................................. 14
9.
SUPPORT .................................................................................................................................................... 15
10.
GLOSSARY.............................................................................................................................................. 16
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1. INTRODUCTION
The European Economic Interest Grouping «Corridor Rail Freight n. 4» or «EEIG CFM4», was
established on 25 March 2013 composed by the infrastructure managers REFER, ADIF, RFF, in
order to improve the competitiveness of the European rail freight, to increase the modal part of the
international rail freight of goods according to a sustainable development rationale.
Since transparency and non-discrimination are essential to attain the objective of developing
international rail transport, the EEIG CFM4 has established this Corridor Information Document,
which describes the principles of and procedures for use of rail infrastructure, of Corridor n°4, as
required by the Regulation (EU) No. 913/2010 of 22 September 2010.
According to the Article 18 of the Regulation 913/2010, the Corridor Information Document (CID)
contains:
- all informations in relation with the freight corridor contained in the national network
statement,
- information on terminals,
- information on capacity allocation (One Stop Shop) and traffic management, also in the
event of disturbancies,
- the implementation plan that contains:
the characteristics of the freight corridor
the essential elements of the transport market study that should be carried out on a
regular basis
the objectives for the freight corridor
the investment plan described in the regulation
the measures to implement the provisions for coordination of work, capacity allocation
(One Stop Shop), traffic management etc.
2. STRUCTURE OF THE CORRIDOR INFORMATION DOCUMENT
The Corridor Information Document contains the information needed by railway undertakings
wishing to use the corridor rail network to provide passenger and freight transport services and more
generally, by all parties with an interest in international rail transport.
The main structure for the CID for the working timetabling year 2015 is:
Part 1 – Generalities
Part 2 – Network Statement Excerpts Timetabling year 2015
Part 3 – Terminal Description
Part 4 – Capacity and Traffic Management
Part 5 – Implementation Plan
The common structure and amendments are published on the website (www.corridor4.eu).
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In principle, Network Statement Documents drawn up by infrastructure managers of the corridor 4
follow the same structure.
3. CORRIDOR DESCRIPTION
According to the annex of the Regulation (EU) No. 913/2010 of 22 September 2010, the Rail Freight
Corridor n°4 (RFC4) will join ports of Sines, Lisbon and Leixões to Portugal, those of Algeciras,
Bilbao and Pasajes to Spain, those of Bayonne, Bordeaux and Le Havre to the East of France,
North and Eastern Europe by way of Madrid, Medina del Campo, San Sebastian, Irun, Bordeaux
and Paris.
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Totalling more than 4,500 km of existing lines, it includes heterogeneous characteristics of rail
infrastructure from which of them we can describe the following key points
- Tracks with European gauge in France (1435 mm), Iberian gauge in Spain and Portugal
(1668 mm)
- Itinerary with double track between Le Havre, Metz, Paris and the south of Madrid (Santa
Cruz de Mudela), and between Lisbon and Oporto,
- Itinerary with single track between the south of Madrid (Santa Cruz de Mudela) and
Algeciras, in the 2 branches connecting Spain to Portugal (Medina del Campo-Pampilhosa &
Manzanares-Entroncamento)
- Electrified itinerary by tri-tension (25000V~, 3000VCC, 1500VCC) between le Havre, Metz,
Paris and the south of Cordoba (Bobadilla), and in Portugal between Sines, Lisbon, Leixões,
Abrantes and Vilar Formoso(25000V~)
- Partially electrified itinerary (25000V~) on the 2 branches connecting Spain to Portugal
(Medina del Campo-Pampilhosa & Manzanares-Entroncamento,
- Non electrified itinerary between the south of Cordoba (Antequera) and the port of Algeciras,
- Lot of different signalisation system between France, Spain and Portugal,
- Very variable maximum gross load charge according to geographical areas connected to the
topography of the existing network,
with a load of 22,5 ton by axle on the totality of the route.
4. CORRIDOR ORGANIZATION
According to the Regulation (EU) 913/2010 of the 22 September 2010, the organization of the Rail
Freight Corridor n°4 includes the following various entities:
- The Executive Board of the Corridor is composed with representatives of Ministry of
Transport from France (DGITM), Spain (Fomento) and Portugal (DGAE),
- The Management Board of the corridor is composed by the Infrastructure Managers of
France (RFF), Spain (ADIF), and Portugal (REFER), associated in the European Economic
Interest Grouping «Rail Freight Corridor n°4» or «EEIG CFM4»,
- The authorities of regulation and control from each countries of Corridor 4,
- The railway undertakings allowed to run international freight trains on one part or all the
Corridor 4,
- The candidates authorized to ask for international paths through on one part or all the
corridor 4,
- The managers of the terminals listed in the framework of Corridor 4.
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The main responsibilities of each members mentioned are described in the plan below.
RAIL FREIGHT CORRIDOR N°4
FUNCIONAL ORGANISATION
European commission
Application of regulation 913/2010 of
22.09.10
Analysis of the rail freight corridor's
implementation plan
Analysis and validation biennial balance
sheet of rail freight corridor's
implementation
Executive board of Rail freight corridor No. 4
France / Spain / Portugal
Definition of general goals for rail freight
corridor
Définition framework for capacity
allocation of rail freight corridor
Validation of rail freight corridor's
implementation plan
Supervision implementation plan freight corridor and draw up biennial balance sheet
Gestionnaires d'infrastructures
Management board of Rail Freight Corridor N°4
RFF / ADIF / REFER
EEIG CFM4
Control bodies
Elaboration and update of the implementation plan & corridor information document of rail freight corridor
Provision current and forward
data of infrastructure and
exploitation, validation of
implementation plan of rail freight
corridor
Advisory group of
Railways
Undertakings
management
Advisory group of
terminals
management
Regulation of rail activities
Coordination of
Coordination of
Coordination of
investment
capacity allocation traffic management Anual satisfaction
program in the rail in the rail freight
in the rail freight
survey
freight corridor
corridor
corridor
ARAF / CRF / URF
Elaboration of international prearranged paths catalogue & capacity allocation of
international paths in the rail freight corridor
Reception and investigation of
claims aimed for discrimination
Rail security
Advisory groups
Railways undertakings and authorized applicants
Railway undertakings and terminals (*)
CP / RENFE / SNCF / Autres
Opinion on the implementation plan of the corridor
Request of international paths in rail freight corridor
Provision of data enabling the evaluation of the evolution of
international freight traffic
Opinion on the information document of the corridor
EPSF / Fomento / IMT
(*) Every player likely to improve rail freight competiveness can request participation in advisory groups.
5. CONTACTS
5.1. One Stop Shop of corridor 4
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Any railway undertaking or interested party wishing to obtain details or further information regarding
any of the provisions contained in this document should contact EEIG CFM4 by:
post :
OSS.corridor4
Administrador de Infraestructuras Ferroviarias (ADIF)
Dirección de Planificación y Gestión de Red
C/. Hiedra, s/nº, Estación de Chamartín, Edificio 23
28036 Madrid
SPAIN
e-mail : OSS@corridor4.eu
phone : + 34 (91) 7744774
5.2. Infrastructure Manager of the corridor 4
The infrastructure managers of the countries covered by corridor 4 are the following:
FRANCE
SPAIN
PORTUGAL
Direction commerciale
92, avenue de France
75648 Paris Cedex 13 / France
www.rff.fr
Subdirección Comercial
Calle Sor Άngela de la Cruz 3
28020 Madrid / España
www.adif.es
Departamento de Desenvolvimento e Promoção
Comercial / Núcleo de Gestão de Clientes
Rua de Santa Apolónia, n.º 57
1100-468 Lisboa | Portugal
www.refer.pt
5.3. Terminals of the corridor 4
The main managers of the terminals operated on corridor 4 are the following:
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France
Spain
Naviland Cargo
8, avenue des Minimes
BP 57
94302 VINCENNES CEDEX
Novatrans
CAP WEST
15-17 allées de l’Europe
92558 Clichy Cedex
Decor 37
quai de Bosc
34200 SETE
T3M
1, rue Pierre Sémard
94460 VALENTON
Hendaye Manutention
Rue de la gare
64700 HENDAYE
ADIF
Crta. Almoraima s/n
San Roque
11368 – CÁDIZ
ADIF
Polígono Guadalhorce
C/ Ciro Alegría, s/n
29004 – MÁLAGA
ADIF
Crta. Palma del Río, Km. 3,500
14005 – CÓRDOBA
ADIF
C/ General Solchaga s/n Parcela 108
47008 – VALLADOLID
ADIF
C/ Mendez Álvaro 83
28053 MADRID
ADIF
Carretera de Vicálvaro a Coslada Km. 2,500
28052 – MADRID
ADIF
Avda. de Iparaguirre nº 58
Santurce
48980 – VIZCAYA
ADIF
C/ Lermandabibe, s/n
Pol. Ind. Júndiz, Júndiz
11591 – ÁLAVA
ADIF
C/ Estación, s/n
Irún
20300 – GUIPÚZCOA
Puerto Seco de Madrid
Camino del Puerto, 1
28821 Coslada MADRID
Paris-Chapelle
Valenton 1
Bordeaux Hourcade
Renfe Mercancías, S.A.
C/ Ayala, 6 5º Izda.
28001 MADRID
Madrid Pecovasa
Le Havre-Plaine
Valenton 1 & 2
Bordeaux-Hourcade
Bayonne-Mouguerre
Valenton 1
Valenton 1
Hendaye
San Roque
Málaga Los Prados
Córdoba el Higuerón
Valladolid
Madrid Abrogiñal
Vicálvaro Mercancías
Bilbao Mercancías
Júndiz
Irún
Madrid Coslada
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Portugal
Barredo Hermanos S.A.
Ctra. N. I Km 321
01213 Rivabellosa ÁLAVA
Autologística de Andalucía S.A.
Ctra. Nacional 334 s.n.
41590 La Roda de Andalucía
SEVILLA
Volkswagen Navarra (cargadero de Landaben)
Rivabellosa
Renault (Venta de Baños y La Carrera)
Peugeot (Villaverde Bajo)
Venta de Baños
La Carrera
Villaverde Bajo
Nissan (Ávila)
Ávila
Mercedes (Júndiz)
Júndiz
Iveco (Ávila)
Ávila
APA – Administração do Porto de Aveiro
Edifício 9 – Forte da Barra
3830-565 GAFANHA DA NAZARÉ
CP Carga
Avenida da República, 66
1050-197 LISBOA
TVT – Terminal Multimodal do Vale do Tejo, SA
Zona Industrial de Riachos Este
2350-297 RIACHOS
MSC – Mediterranean Shipping Company
Portugal Agency
Casal Marcos Ferreira
2330-556 ENTRONCAMENTO
Cacia
La Roda de Andalucía
Landaben
Bobadela
Guarda
Leixões
Riachos - Entroncamento
Entroncamento
The main managers of sea ports on corridor 4 are the following:
France
Grand port maritime du Havre
Grand
port
Bordeaux
Spain
maritime
Terre plein de la Barre
76067 LE HAVRE CEDEX
de 2 place Gabriel
33000 BORDEAUX
Port de Bayonne
CCI de Bayonne Pays Basque
50 /51 Allées Marines - BP 215
64102 BAYONNE CEDEX
Puertos del Estado
Avenida del Partenón,10
28042 MADRID
Puerto de Bilbao
Campo de Volantín, 37
48007 BILBAO
Puerto de Pasajes
Pasaje Ancho, s/n
20110 PASAJES
Avenida Hispanidad, 2
11207 ALGECIRAS
Puerto de Algeciras
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Portugal
APDL – Administração
dos Portos do Douro e Leixões
Avenida da Liberdade
4450-718 Leça da Palmeira
Mail address:
Apartado 3004
APL – Administração do Porto Rua da Junqueira, 94
de Lisboa
1349-026 Lisboa
APS – Administração do Porto Apartado 16, EC Sines
de Sines
7521-953 Sines
APA – Administração do Porto Edifício 9 - Forte da Barra
de Aveiro
Apartado 91,
3834-908 Gafanha da Nazaré
APSS – Administração dos
Portos de Setúbal e Sesimbra
Praça da República
2904-508 Setúbal
5.4. Executive Board
Members of the Executive Board of Corridor 4 are listed below with their contact details:
France
Ministère de l’écologie, DGITM
du
développement Grande Arche de la Défense - Arche Sud
durable, et de l’énergie 92055 La Défense CEDEX
www.developpement-durable.gouv.fr
Spain
Ministerio de Fomento
Dirección General de Ferrocarriles
Plaza de los Sagrados Corazones n°7
28071 MADRID
www.fomento.es
Portugal Ministério da Economia Direção Geral das Atividades Económicas (DGAE)
(ME)
Rua da Horta Seca, 15
1200-221 Lisboa
http://www.dgae.min-economia.pt/
5.5. Other representatives involved in the Corridor 4
Other representatives involved in Corridor 4 are listed below with their contact details:
France
Spain
Autorité de régulation 57, Boulevard Demorieux
des
activités CS 81915
72019 LE MANS CEDEX 2
ferroviaires (ARAF)
www.regulation-ferroviaire.fr
Etablissement public 60 rue de la Vallée
de sécurité ferroviaire CS 11758
80017 AMIENS CEDEX 1
(EPSF)
www.securite-ferroviaire.fr
Comisión Nacional de Calle Barquillo 5
los Mercados y la 28004 MADRID
Competencia (CNMC) www.cnmc.es
Ministerio de Fomento Dirección General de Transporte terrestre
Paseo de la Castellana, 67
28071 MADRID
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Portugal Ministério
Economia (ME)
da Secretaria de Estado das Infraestruturas, Transportes e
Comunicações (SEITC)
Av. Visconde de Valmor, 72
1069-041 Lisboa
http://www.portugal.gov.pt/en/the-ministries/ministry-ofeconomy-and-employment.aspx
Unidade
de Avenida das Forças Armadas, 40
Regulação Ferroviária 1649-022 Lisboa
http://www.urf.imtt.pt/English/Pages/URF.aspx
(URF)
Instituto
da Avenida das Forças Armadas, 40
Mobilidade e dos 1649-022 Lisboa
Transportes I.P. (IMT) http://www.imtt.pt/sites/IMTT/English/Pages/IMTHome.aspx
The Regulatory Bodies involved in Corridor 4 have designated as contact-point the Spanish
regulatory body – CNMC – which contact details are described in the belowing table.
6. LEGAL FRAMEWORK
The present document is based on the following legal and regulatory texts:
Regulation (EU) No. 913/2010 of 22 September 2010 concerning a European rail network for a
competitive freight
Regulations et European directives mentioned in appendix
National regulations mentioned in Corridor Information Document of every Corridor 4’s
infrastructure managers
Grouping contract established on 25 March 2013 between RFF, ADIF and REFER, registered in
the commercial register of Paris.
7. LEGAL STATUS
7.1. Liability
This document contains a description of the basic elements of the Corridor 4 and its use, as they
stood at the date of its publication.
However, given the sheer volume of data and difficulties in updating it, there may be a few
inaccuracies or differences between the descriptions in this document and actual reality.
Railway undertakings and authorized applicants are invited to consult EEIG CFM4 for further details,
in particular regarding any changes in the infrastructure of the corridor 4 occurring between the
publication of this document and the period to which applies.
The EEIG CFM4 also invites the reader to report any errors found in this document and undertakes
to correct them all the earliest opportunity.
In addition, the EEIG CFM4 cannot guarantee the content of websites referred to in this Corridor
Information Document. If EEIG CFM4 is informed of any violations regarding these sites, it
undertakes to delete the links to the sites in question.
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7.2 Appeals procedure
In accordance with the Regulation (EU) 913/2010, appeals may be lodged by those authorised to
request railway infrastructure capacity in front of the Executive Board of Corridor 4, if they consider
themselves to be the victims of unfair treatment, discrimination or any other prejudice connected
with access to the railway network whose management falls to the EEIG CFM4, in particular in
relation to the provisions set out in this document.
Applicants and RU may address complaint to the Regulatory Bodies, which also acts as appeal
body under Art 56 (1) od Directive 2012/34/EU (recast).
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8. DOCUMENT VALIDITY
8.1. Validity period
With the exception of provision related to charges for minimum services that become enforceable
after obtained the assent of National Railway Regulation Authority, this Corridor Information
Document will come into force immediately after publication. It will be applicable to capacity requests
and traffic movements during the 2015 timetable and therefore until the end of the timetable, or the
12 December 2015.
8.2. Updating process
Corridor Information Document may be regularly updated by EEIG CFM4. Any updates to the
Corridor Information Document will come into force following their publication by EEIG CFM4 using
whatever means appropriate.
With the exceptions of corrections of material errors, amendments aimed at bringing the document
into line with reality, the EEIG CFM4 will submit draft amendments to this document to interested
parties. Moreover, all amendments will be communicated to the customers.
Every National Railway Regulation Authority shall have two months from the date of publication to
issue its considered opinion. In accordance with the provisions of Article L 2133-6 of the Transport
Code, amendments that, according to this opinion, are necessary to bring the provisions in line with
the regulations, may be made without consulting the interested parties again.
It should be noted that legal and statutory texts adopted following the publication of Corridor
Information Document will be applicable without it being necessary to update the Corridor
Information Document.
Certain documents are mentioned in the Corridor Information Document as support for descriptions
of processes without being an integral part of this document. In fact, the information they contain
does not strictly form part of the content of the Corridor Information Document.
The procedure for drawing up and updating these documents is separate to that of the Corridor
Information Document, based either on consultation with interested parties or simply on information
provided by these parties.
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9. SUPPORT
9.1 Publishing
The Corridor Information Document is drawn up and published by EEIG CFM4, in French, Spanish,
Portuguese and English, on the Corridor 4 website (www.corridor4.eu). In the event of discrepancies
or difficulties in the interpretation of the different versions, the French version will hold sway.
9.2. Other services
Rail Net Europe (RNE) provides to the EEIG CFM4, railway undertakings and authorized applicants,
various tools to facilitate the scheduling of international train paths:
Path Coordination System (PCS)
PCS is a web application for use by railway undertakings and infrastructure managers, via which
international train path requests can be made.
The tools simplify the interfaces and coordination for international train path construction and
integrate the preparatory processes for the timetable for the coming year.
EEIG CFM4 adopts PCS as preferable communication platform between applicants and corridor
OSS. From 2015 onwards PCS will be the exclusive way for applicants submit their requests for
capacity.
Charging Information System (CIS)
CIS is an online tool which allows the rapid estimation of infrastructure charges for international train
paths. It combines the various national rail charging systems to calculate the price for the use of
international train paths.
The uploading and updating of information in CIS is the exclusive responsibility of the Infrastructure
Managers involved in Corridor 4.
Train Information System (TIS)
TIS is a tool which allows international passenger and freight trains to be visualised in real time. At
the moment it is being developed on the main trans-European railway corridors. The information
currently available includes: current and past train locations, agreed timetables and reason for delay,
if necessary.
TIS is in use in the French rail network. Spanish and Portuguese IM (ADIF and REFER) provides
information in real time through national alternative tools. Granting access to real time information
systems is the exclusive responsibility of the IM involved in Corridor 4.
These various tools are described on the RNE website (www.rne.eu).
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10. GLOSSARY
Glossary/
abbreviation
Ad hoc Capacity
Allocation
Ad hoc Request
Allocation
Applicant/Applicants
Allocation Body (AB)
Allocation Process
Alternative Route
Authorised Applicant
Border Point
Capacity
Capacity Allocation
Catalogue
of
International
Train
Paths
Catalogue Path
Combined Transport
Confidentiality
Definition
Allocation of capacity by an Infrastructure Manager or Allocation Body outside the
time scale it normally uses.
An Applicant's request for an individual train path (available as spare capacity)
outside the time scale that the Allocation Body normally uses.
Means the allocation of railway infrastructure capacity by an Infrastructure Manager
or Allocation Body. When the Corridor OSS takes the allocation decision as specified
in Art. 13(3) of Regulation (EU) 913/2010, the allocation itself is done by the Corridor
OSS on behalf of the concerned IMs, which conclude individual national contracts for
the use of infrastructure based on national network access conditions
Definition in Directive 2012/34/EU: a licensed Railway Undertaking and/or an
International Grouping of Railway Undertakings, and, in Member States which
provide for such a possibility, other persons and/or legal entities with public service or
commercial interest in procuring infrastructure capacity, such as public authorities
under Regulation (EU) 1191/69 and shippers, freight forwarders and combined
transport operators, for the operation of railway service on their respective territories.
An Allocation Body is an independent organisation responsible for train path
allocation to Railway Undertakings; this includes the designation of individual paths
and the assessment of their availability. In most cases, the AB is the same
organisation as the Infrastructure Manager. But if the rail operator is not independent
from the Infrastructure Manager, then path allocation must be carried out, according
to the relevant guidelines of the first EU Railway Package, by an independent
Allocation Body.
The process by which capacity is granted to an Applicant by the Infrastructure
Manager or relevant capacity Allocation Body; this capacity is available for the
duration of the working timetable period only.
A different route which may be taken to reach the same destination.
Applicants other than railway undertakings or the international groupings that they
make up, such as shippers, freight forwarders and combined transport operators, that
may request international pre-arranged train paths and reserve capacity. In order to
use such a train path for freight transport on the freight corridor these applicants shall
appoint a railway undertaking to conclude an agreement with the infrastructure
manager in accordance with Article 10(5) of Directive 91/440 (EU)
The location at which an international border is formally crossed. For the UK, this will
involve customs and nationalisation personnel.
The totality of potential train paths that can be accommodated on a railway line or a
network.
The process by which capacity is granted to a Railway Undertaking or to any other
Applicant by the relevant capacity Allocation Body; this capacity will later be used as
actual train paths.
A document listing international train paths that have been pre-constructed and
harmonised by the IM and/or Corridors.
Catalogue Paths are concrete, published path offers to the customers, both for
external (RU/applicant) and internal (IM/AB) use. They are pre-constructed paths
offered either on whole corridors or corridor sections, or on lines not covered by a
corridor but involving a border point. Catalogue paths may be used for the annual
timetable as well as for late request, ad-hoc requests and instant capacity. They have
a significant advantage compared to non-catalogue paths: immediate availability of
the path characteristics. This is made possible by advance coordinated scheduling by
the countries involved. Pre-arranged Paths (see definition) are a form of Catalogue
Paths.
General definition: the use of road and rail or water for the movement of goods in a
single journey.
Confidentiality has been defined by the International Organization for Standardization
(ISO) in ISO-17799 as 'ensuring that information is accessible only to those
authorized to have access' and is one of the cornerstones of information security.
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Conflicting
Applications
/
Conflicting Customer
Requests for Train
Paths
Congested Lines /
Congested
Infrastructure
Connecting Point
Corridor Coordinator
Corridor OSS / COSS
Corridor Information
Document
Delay
Disturbance
EPR
ERNCF
ERTMS (European
Railway
Traffic
Management
System)
ETCS
Train
System)
(European
Control
Executive
Board
(ExB)
Feeder and Outflow
path
Flexible Approach
The situation where several applicants are applying for the same/adjacent path
sections in more or less the same time period.
Section of infrastructure for which the demand for capacity cannot be fully satisfied
during certain periods, even after coordination of all the requests for capacity.
A point in the network where two or more corridors share the same infrastructure and
it is possible to shift the services applied for from one corridor to the other.
Person who ensures the overall coordination of Performance Managers along a
corridor and acting as a consultation partner for the Corridor in the questions of
performance analyses (cfr Train Performance Management).
The Corridor One-Stop Shop. A joint body designated or set up by the RFC
organisations for Applicants to request and to receive answers, in a single place and
in a single operation, regarding infrastructure capacity for freight trains crossing at
least one border along the freight Corridor (Regulation (EU) 913/2010, Art. 13).
Under Regulation (EU) 913/2010: a document drawn up, regularly updated and
published by the Corridor Management Board. This document comprises all the
information contained in the network statement of national networks regarding the
freight corridor in accordance with Article 3 of Directive 2012/34/EC; the list and
characteristics of terminals, in particular information concerning the conditions and
methods of accessing the terminals; information concerning the procedures of
application for capacity, capacity allocation to freight trains, traffic management
coordination, and traffic management in the event of disturbance.
Time during which some action is awaited but does not take place. Train delays:
mostly used when a train circulates or/and arrives later than planned in the timetable.
A 'primary delay' is a delay that directly affects the train; a 'secondary delay' (or
knock-on delay or cascading delay) is a delay caused by a primary delayed train. The
definitions of delay thresholds (as well as the measurement of delay) vary widely
around the world (for example, in Japan only trains with less than a minute’s delay
are defined as 'on time'). In 2008, the UIC recommended to set the threshold value at
5 minutes.
When some disorder on the rail network leads to disruption of the services provided
by IMs to RUs, and consequently to train services provided by RUs to their
customers.
European Performance Regime is a joint project by RNE and UIC that was achieved
in 2012. For the purposes of EPR a specific tool was developed that enable to do
quality checks on TIS data.
Regulation (EU) 913/2010 for a European Rail Network for Competitive Freight
ERTMS is a major industrial project being implemented by the European Union,
which will serve to make rail transport safer and more competitive. It is made up of all
the train-borne, trackside and line side equipment necessary for supervising and
controlling, in real-time, train operation according to the traffic conditions based on
the appropriate Level of Application.
This component of ERTMS guarantees a common standard that enables trains to
cross national borders and enhances safety. It is a signalling and control system
designed to replace the several incompatible safety systems currently used by
European railways. As a subset of ERTMS, it provides a level of protection against
over speed and overrun depending upon the capability of the line side infrastructure.
Representatives of the authorities of the Member States concerned. The ExB defines
the strategy and the objectives of the corridor.
Branching path off a main transport link as a RFC. The feeder and/or Outflow path
may also cross a border section which is not a part of a defined RFC.
When an Applicant requests adjustments to a pre-arranged path, e.g. different station
to change drivers or for shunting that is not indicated in the path publication. Also if
the Applicant requests feeder and/or outflow paths connected to the pre-arranged
path, these requests will be handled with a flexible approach
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Gauge
Gauge
/
Loading
Handover Point
Infrastructure
Manager (IM)
International Traffic
Interoperability
Investment
IM
Performance
Manager
Key
Performance
Indicators (KPI)
Line
Line Section
Management Board
(MB)
Marshalling Yard
Memorandum
Understanding
(MoU)
of
The maximum dimensions of trains that a specific route can allow. Gauge: maximum
height and width (size) of rail vehicles allowed on a specific route. Loading gauge:
maximum physical dimensions (height and width) to which an open rail wagon can be
loaded.
Point where the responsibility changes from one IM to another.
Anybody or undertaking responsible for establishing and maintaining railway
infrastructure. This may also include the management of infrastructure control and
safety systems. The functions of the Infrastructure Manager on a network may be
assigned to different bodies or undertakings.
The movement across borders of railway vehicles on railway lines over the territory of
at least two States.
A property referring to the ability of diverse systems and organizations to work
together (inter-operate). The term is often used in a technical systems engineering
sense, or alternatively in a broad sense, taking into account social, political, and
organizational factors that impact system-to-system performance.
Any use of resources intended to increase future production output or income; laying
out money or capital in an enterprise with the expectation of profit; the spending of
money on stocks and other securities, or on assets such as plant and machinery.
Investment in rail infrastructure: for example, modernising signalling, building new
lines, electrifying existing lines, improving railway station facilities, etc.
Person in charge who is responsible for the definition phase and the performance
analyses process in Train Performance Management. This is also the responsible
person for the IM who takes care of needed measures in his area to improve the
punctuality.
Performance factor with which the progress regarding important objectives can be
measured within an organization.
EC Decision of 15 September 2011 on the common specifications of the register of
railway infrastructure: means a sequence of one or more sections, which may consist
of several tracks.
EC Decision of 15 September 2011 on the common specifications of the register of
railway infrastructure): ‘section of line’ means the part of line between adjacent
operational points and may consist of several tracks.
Representatives of the IMs on the corridor with the function of government.
Railway facility equipped with tracks with special layout and technical facilities, where
sorting, formation and splitting-up of trains takes place; wagons are sorted for a
variety of destinations, using a number of rail tracks. There are 3 types of marshalling
yards: flat-shunted yards, hump yards and gravity yards.
From a shunting point of view, both flat shunting and hump shunting may be in use;
from the track position point of view, track can be parallel, continuous or mixed; from
the point of view of technology: it can be automated (central switching, time and
target braking), power operated (partial central switching, use of rail brake, drag
shoes),
or
manually
operated
(local
switching).
In Sweden, 'train formation location' is the general term for locations (stations) where
trains are formed and unformed. This can refer either to freight or passenger trains
and there are two types of train formation locations: marshalling yards and other
station yards. Marshalling yards have the following four features:
- lead track
- automated switching
- hump with entry and/or exit group
- direction tracks.
A document that expresses mutual accord on an issue between two or more parties.
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Network
Network
Network
(NS)
/
Rail
Statement
Path
Path
Allocation
Process
Path Application /
Request
PCS
–
Path
Coordination System
(formerly
called
Pathfinder)
Performance
Performance
Regime
Permanent
Team
(PT)
Pre-arranged Path
(PaP)
Pre-constructed
Path Products
Possession
(or
restriction of use)
Publishing
Punctuality
Quality
Railway Undertaking
Advisory
Group
(RAG)
Directive 2008/57/EC, Art. 2: ‘‘the lines, stations, terminals, and all kinds of fixed
equipment needed to ensure safe and continuous operation of the rail system'.
World Bank definition: total length of railway route open for public passenger and
freight
services
(excl.
dedicated
private
resource
railways).
OTIF definition: 'the lines, stations, terminals, and all kinds of fixed equipment needed
to
ensure
safe
and
continuous
operation
of
the
rail
system'.
UK definition: any railway line, or combination of two or more railway lines, and any
installations associated with any of the track comprised in the line(s), together
constituting a system which is used for, and in connection with, the support, guidance
and operation of trains.
Directive 2012/34/EU definition: the statement which sets out in detail the general
rules, deadlines, procedures and criteria concerning the charging and capacity
allocation schemes. It shall also contain such other information as is required to
enable application for infrastructure capacity.
In
the UK, 'The Network Statement aims to provide all current and potential train
operators wishing to operate train services on Network Rail's infrastructure with a
single source of relevant information on a fair and non-discriminatory basis.'
Infrastructure capacity needed to run a train between two places over a given timeperiod (route defined in time and space).
Process that involves assigning specific train paths to railway operators.
Application for the allocation of a train path submitted by Applicant/RU to IM or to
Allocation Body, if this is different from IM.
PCS is a web application provided by RNE to Infrastructure Managers, Allocation
Bodies and Path Applicants which handles the communication and co-ordination
processes for international path requests and path offers. Furthermore PCS assists
Railway Undertakings and Applicants in their pre-co-ordination tasks related to train
path studies and international train path requests.
The accomplishment of a given task measured against preset known standards of
accuracy, completeness, cost and speed. In a contract performance is deemed to be
the fulfilment of an obligation in a manner that releases the performer from all
liabilities under the contract.
Performance in TPM is related to punctuality.
In the railway sector, this is a system aimed at improving the quality and punctuality
of international/national rail services. This system may include penalties and/or
compensation for actions which disrupt the operation of the network and/or bonuses.
Managing Director and programme managers, seconded from the partnering IMs/ABs
to the Corridor 2 organisation, running the business.
A pre-constructed path on a Rail Freight Corridor according to the Regulation
913/2010. A PaP may be offered either on a whole RFC or on sections of the RFC
Any kind of pre-constructed path, i.e. a path constructed in advance of any path
request and offered by IMs; applicants can then select a product and submit a path
request
Pre-constructed path products are either:
- Pre-arranged paths (PaP) on Rail Freight Corridors or
- Catalogue paths (CP) for all other purposes
Non-availability of part of the rail network for full use by trains during a period
reserved for the carrying out of works. This can be due to the disconnection or
restriction of use of signalling equipment to enable work to be carried out on the
equipment. Possession is an operational arrangement that prohibits scheduled train
movements, marshalling or shunting activities on the track. Possession can be
planned or unplanned.
Preparing and issuing printed material for public distribution or for sale. Publishing
may also mean to bring something to the public attention or to announce something.
Strict adherence of a timetable and threshold for rail transport.
Indicating the effectiveness of a product complying with the existing requirements.
Group of RU representatives which should be contacted by the Corridor in order to
get feedbacks concerning corridor tasks. This feedback and RU proposals must be
taken into consideration. This advisory group has to be set up by the Corridor to be in
line with the EU Regulation 913/2010.
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Regulatory
(RB)
Body
Reserve Capacity
Renewal / Track
Renewal
Rail Freight Corridor
(RFC)
Rail Net Europe
(RNE)
Reserve Capacity
Railway Undertaking
(RU)
Running Time
Shall, Should
Shipper
Shunting
Signalling System
Single-Track, Single
Line
TAF TSI
Tailor-Made
Path
Train
Under European Union legislation, each Regulatory Body (RB) has the task to
oversee the application of Community rules and act as an appeal body in case of
disputes.
Applicants have the right to appeal to the RB if they believe that they have been
unfairly treated, discriminated against or are in any other way aggrieved. In particular,
they may appeal against decisions adopted by the IM (or where appropriate the
Railway Undertaking) concerning: a) the network statement; b) criteria contained
within it; c) the allocation process and its outcome; d) the charging scheme; e) level
or structure of infrastructure fees which it is, or may be, required to pay; f)
arrangements for access.
Pre-arranged paths kept available during the running timetable period for ad-hoc
market needs (Art 14(5) Regulation 913/2010)
Directive 2008/57/EC, Art. 2: 'any major substitution work on a subsystem or part
subsystem which does not change the overall performance of the subsystem'.
Rail Freight Corridor. A corridor organised and set up in line with the EU Regulation
913/2010
RailNetEurope is an association set up by a majority of European Rail Infrastructure
Managers and Allocation Bodies to enable fast and easy access to European rail, as
well as to increase the quality and efficiency of international rail traffic. Together, the
current 37 members of RailNetEurope are harmonizing conditions and procedures in
the field of international rail infrastructure management for the benefit of the entire rail
industry.
Regulation 913/2010, Art. 12 (5): 'Infrastructure managers shall, if justified by market
needs ... define the reserve capacity for international freight trains running on the
freight corridors recognizing the need for capacity of other types of transport ... and
keep this reserve available within their final working timetables to allow for a quick
and appropriate response to ad hoc requests for capacity... This EU definition deals
with commercial needs.
Any public or private undertaking licensed according to applicable Community
legislation, the principal business of which is to provide services for the transport of
goods and/or passengers by rail. There is a requirement that the undertaking must
ensure traction, and this also includes undertakings which provide traction only.
The scheduled time which a train is expected to take between two given locations.
From the passenger point of view, this is called the 'journey time'.
SHALL is mandatory. SHOULD is recommended.
The contracting party (person or company) entitled to give orders and instructions
about its shipment to the accepting (issuing) carrier, simultaneously assuming full
responsibility for any charges arising, until the moment the consignee has signed for
receipt.
The movement of rail vehicles, usually within a shunting yard or similar, to rearrange
them for whatever reason. For example, freight trains that consist of single wagon
loads must be made into trains and divided according to their destinations. Thus the
cars must be shunted several times along their route (in contrast to a block train,
which carries, for example, automobiles from the plant to a port, or coal from a mine
to the power plant). This shunting is done partly at the start and end destinations and
partly (for long-distance-hauling) in marshalling yards. According to EU legislation,
shunting is an 'additional service' to be supplied to the Railway Undertaking. Where
an Infrastructure Manager offers this service, it shall supply it upon request.
Railway signalling is a system used to control railway traffic safely, essentially to
prevent trains from colliding. The main purpose of signalling is to maintain a safe
distance at all times between all trains on the running lines. The secondary aim particularly today - is to make the best use possible of the railway infrastructure, so
business
requirements.
that
the
total
throughput
of
trains
meets
There are 'fixed block signalling systems' and the more modern 'moving block
signalling systems', which increases line capacity.
A single-track railway is one where traffic in both directions shares the same track.
TAF TSI is the Technical Specification for Interoperability relating to Telematic
Applications for Freight.
A train path created specifically to meet a customers' specific needs.
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Terminal
Terminal
Advisory
Groups (TAG)
Timetable
Train
Train
Information
System (TIS)
TMS
Train Performance
Management (TPM)
X-8 (months)
X-11 (months)
The installation provided along the freight corridor which has been specially arranged
to allow either the loading and/or the unloading of goods onto/from freight trains, and
the integration of rail freight services with road, maritime, river and air services, and
either the forming or modification of the composition of freight trains; and, where
necessary, performing border procedures at borders with European third countries.
The management board [of the freight corridor] shall draw up, regularly update and
publish a document containing ... the list and characteristics of terminals, in particular
information concerning the conditions and methods of accessing the terminals'.
Under EU legislation, Railway Undertakings shall be entitled to have access to
terminals. Supply of services shall be provided in a non-discriminative manner, and
requests by Railway Undertakings may only be rejected if viable alternative under
market conditions exist.
Group of terminal representatives which should be contacted by the Corridor in order
to get feedbacks concerning corridor tasks. This feedback and Terminal proposals
must be taken into consideration. This advisory group has to be set up by the
Corridor to be in line with the EU Regulation 913/2010.
A schedule listing the times at which certain events, such as arrivals and departures
at a transport station, are expected to take place. The timetable defines all planned
train and rolling-stock movements which will take place on the relevant infrastructure
during the period for which it is in force.
One or more railway vehicles capable of being moved. It may consist of a locomotive
(sometimes more than one) to provide power with various unpowered vehicles
attached to it. It may consist of a multiple unit, i.e. several vehicles formed into a fixed
formation or set, which carry their own power and do not require a locomotive. A train
may be only a locomotive running light (deadheading) to a point elsewhere on the
railway. A train may carry passengers, freight or, rarely nowadays, both.
UNISIG definition for ERTMS: a traction unit (vehicle from where a train is operated)
with or without coupled railway vehicles or a train set of vehicles with train data
available.
Is a web-based application that supports international train management by delivering
real-time train data concerning international passenger and freight trains. The
relevant data is processed directly from the Infrastructure Managers’ systems. TIS is
the data provider system for TPM.
Transport Market Study
Organisation that defines processes for regular monitoring and analysing of
international train runs.
Deadline for requesting of paths for the annual timetable (Annex III(2), Directive
2012/34/EU)
Deadline for publication of pre-arranged paths (Annex III(4), Directive 2012/34/EU)
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EUROPEAN ECONOMIC INTEREST GROUPING « EEIG CFM4 »
92 avenue de France
75013 PARIS
Tel +33 1 53 94 34 11 headquarters
Tel +34 91 774 47 74 one-stop shop
www.corridor4.eu
PART 2
Network Statement Excerpts
VERSION CONTROL
Version 0
24.01.2014
Original version
Version 1
Version 2
Version 3
Version 4
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TABLE OF CONTENTS
1
2
3
GENERAL INFORMATION ....................................................................................... 5
1.1
Introduction ......................................................................................................... 5
1.2
Objective ............................................................................................................ 5
1.3
Legal Framework ................................................................................................ 5
1.4
Legal Status ....................................................................................................... 5
1.4.1
General Remarks .................................................................................................. 5
1.4.2
Liability .................................................................................................................. 6
1.4.3
Appeals procedure ................................................................................................ 6
ACCESS CONDITIONS ............................................................................................ 7
2.1
Introduction ......................................................................................................... 7
2.2
General Access Requirements ........................................................................... 7
2.2.1
Requirements to Apply for a Train Path ................................................................. 7
2.2.2
Who Is Allowed to Perform Freight Train Operations ............................................. 7
2.2.3
Licenses ................................................................................................................ 7
2.2.4
Safety Certificate ................................................................................................... 8
2.2.5
Cover of Liabilities ................................................................................................. 9
2.3
General Commercial Conditions ......................................................................... 9
2.4
Operational Rules ............................................................................................. 10
2.5
Exceptional Consignments ............................................................................... 11
2.6
Dangerous Goods ............................................................................................ 11
2.7
Rolling Stock Acceptance Process ................................................................... 11
2.8
Procedure Governing the Staff of Railway Undertakings.................................. 12
INFRASTRUCTURE ............................................................................................... 12
3.1
Introduction ....................................................................................................... 12
3.2
Infrastructures Description ................................................................................ 12
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4
CAPACITY ALLOCATION ...................................................................................... 14
5
SERVICES .............................................................................................................. 14
6
5.1
Introduction ....................................................................................................... 14
5.2
Minimum access package ................................................................................ 15
5.3
Access and use of Railway Infrastructure......................................................... 15
5.4
Additional Services ........................................................................................... 16
5.5
Ancillary Services ............................................................................................. 17
CHARGES .............................................................................................................. 19
6.1
Introduction ....................................................................................................... 19
6.2
RFF Rates ........................................................................................................ 19
6.2.1
Charging principles ............................................................................................. 19
6.2.2
Rates .................................................................................................................. 19
6.2.3
Performance enhancement scheme with railway undertakings ........................... 21
6.2.4
Procedures for invoicing ...................................................................................... 21
6.3
ADIF Rates ....................................................................................................... 21
6.3.1
Tariff Principles ................................................................................................... 22
6.3.2
Rates and fees .................................................................................................... 22
6.3.3
Incentive System (performance scheme) ............................................................ 22
6.3.4
Terms of payment ............................................................................................... 23
6.4
REFER Rates ................................................................................................... 23
6.4.1
Charges for essential services ............................................................................ 23
6.4.2
Charges for additional services ........................................................................... 23
6.4.3
Charges for ancillary services ............................................................................. 23
6.4.4
Performance scheme .......................................................................................... 23
6.4.5
Billing arrangements ........................................................................................... 24
APPENDICES: Maps of the existing infrastructures on corridor 4 ................................. 24
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1
GENERAL INFORMATION
1.1
Introduction
All Infrastructure Managers involved in Rail Freight Corridor 4 publish in their internet websites
their Network Statement (NS), and maintain it updated at least in yearly base. Each NS can be
downloaded by clicking on the following links:
http://www.rff.fr/en/media-library/french-reference-texts/rail-network-statement
http://www.adif.es/en_US/conoceradif/declaracion_de_la_red.shtml
http://www.refer.pt/en/MenuPrincipal/REFER/NetworkManagement/NetworkStatement.aspx
1.2
Objective
According to the structure of the Corridor Information Document (CID) of Rail Freight Corridor 4
(CFM4) this Book 2 summarizes the contents of the Network Statements of the Infrastructure
Managers (IM) involved in relation to the relevant aspects of rail freight traffic.
The structure of the NS of RFF, ADIF and REFER meets the guidelines of the association Rail
Net Europe and consequently their content is easily comparable.
This Book 2 contains all chapters of the NS except:
information on terminals that are included in Book 3 of the CID.
information on Capacity Allocation that is included in Book 4 of the CID.
The NS are mandatory for Railway Undertakings (RU) and authorised applicants (AA).
Note:
1.3
The information contained in this Book 2 is a summary of the relevant aspects of interest
to rail freight companies. For a full understanding of the rules and criteria, the
corresponding NS should be consulted.
The legislation on each of the countries prevails in case of divergences.
Legal Framework
The NS of each country is based on international law and European Union (regulations and
directives) and in the laws of each country and specific regulations of each IM.
For more information, see section 1.3 of each NS
1.4
Legal Status
1.4.1 General Remarks
The contents of the NS must be followed by the RU that use the Rail Network, especially
regarding the technical conditions of the operations and their restrictions, capacity allocation
and pricing.
In the event of any material differences between the NS and legislation currently in force, the
latter prevails.
RFC4 Atlantic / Corridor Information Document – Part 2
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1.4.2 Liability
Each NS contains a description of the basic elements of the French, Spanish and Portuguese
national rail network and its use, as they stood at the date of its publication.
Railway undertakings are invited to consult RFF, ADIF and REFER for further details, in
particular regarding any changes in the infrastructure of the national rail network occurring
between the publication of the NS and the period to which it applies.
RFF, ADIF and REFER also invites the reader to report any errors found in this document and
undertakes to correct them at the earliest opportunity.
In addition, RFF, ADIF and REFER cannot guarantee the content of websites referred to in this
documents. If RFF, ADIF or REFER are informed of any rights violations regarding these sites,
they undertake to delete the links of the sites in question.
For more information, see section 1.4.1 of NS
For more information, see section 1.4.1 and 1.4.2 of NS
1.4.3 Appeals procedure
In accordance with the Transport Code, appeals may be lodged with the Autorité de Régulation
des Activités Ferroviaires (ARAF) in France, Comité de Regulación Ferroviaria (CRF) in Spain,
and Instituto da Mobilidade e dos Transportes, I.P (IMT) in Portugal, by those authorized to
request railway infrastructure capacity, if they consider themselves to be the victims of unfair
treatment, discrimination or any other prejudice connected with access to the rail network, in
particular in relation to the provisions set out in NS.
For more information, see section 1.4.1 and 1.4.2 of NS
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2
ACCESS CONDITIONS
2.1
Introduction
This chapter describes the conditions to be fulfilled by railway undertakings wishing to operate
trains on the national rail network from France, Spain and Portugal, including general and
specific access requirements, commercial conditions and operational rules established for train
operation.
2.2
General Access Requirements
2.2.1 Requirements to Apply for a Train Path
Any RU established in a Member State of the European Union (EU) or applying equivalent rules
to those of the EU by virtue of agreements with the latter shall have the right to access to the
rail network in Corridor 4.
The following companies will be able to use the railway infrastructure:
RU with license for freight transport exploitation, combined transport and national and
international transport.
Shippers, the combined transport operators and shippers with specific empowerment
(use of infrastructure) will be able to submit allocation-capacity procedure request. The
state companies interested in railway transport will also able to do it with communication
to the General Railway Directorate.
For more information, see section 2.2.1 of each NS.
2.2.2 Who Is Allowed to Perform Freight Train Operations
All RU wishing to operate rail transport services and to be granted access to railway
infrastructure must be in possession of:
A railway operator's license (issued by any EU member country),
An insurance certificate,
A contract for the use of the infrastructure in France (in Spain and in Portugal the use of
infrastructure is called capacity-allocation procedure),
A safety certificate valid for the services concerned, to actually operate trains on the
infrastructure.
2.2.3 Licenses
Licenses may only be granted if the conditions relating to professional skills, financial resources,
good repute and risk coverage are fulfilled.
France
RU are granted licenses in France for the types of services provided under an order issued by
Ministry of Ecology, Sustainable Development and Energy (Directorate of Transport) under the
conditions set out in Title II of Decree No. 2003-194, the Administrative order of 6 May 2003 and
the Administrative order of 20 May 2003, or by the relevant authority of a Member State of the
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EU or applying equivalent rules to those of the EU by virtue of agreements with the latter.
Licenses are valid throughout the territory of the EU.
Obtaining a license is subject to conditions relating to professional competence, financial
capacity, honorability and risk coverage.
Spain
In Spain licenses are issued by Ministerio de Fomento (Dirección General de Transporte
Terrestre) according to regulation in Title IV, Chapter II of the law of the railway sector in Title III,
Chapters II and III of the RSF (RD 2387/2004, of 30 December).
Portugal
Portuguese companies that operate or wish to operate rail transport services must hold an
access licence issued by Instituto da Mobilidade e dos Transportes, I.P (IMT) under the terms of
Regulation No. 42/2005.
Valid licences issued by other EU Member States for the rail transport companies are valid in
the country just as those issued by the IMT for companies established in Portugal.
2.2.4 Safety Certificate
In order to obtain the Safety Certificate, companies must provide evidence of compliance with
several requirements, namely:
a) Having a proper Safety Management System for the service/circulation lines, including
procedures for emergency situations compatible with those from the IM and procedures
which ensure compliance with the national applicable standards for service/circulation lines,
staff and rolling stock.
b) Having a proper management of operations, including particularly:
Surveillance of circulating rolling stock;
Train formation, their tests and verifications before departure;
Driving, follow-up of driving and shunting rolling stock;
Transportation of dangerous goods, when applicable.
c) Having rolling stock compatible with the infrastructure for the service/circulation lines to be
used; having authorizations for circulating in such lines; having a proper maintenance
program for the rolling stock and service/circulating lines to be used.
d) Having qualified and certified staff, when requested, for performing correctly the relevant
Safety functions, namely:
Driving, follow-up of driving and shunting of rolling stock;
Train formation, their tests and verifications before departure;
Inspection of circulating rolling stock;
Transportation of dangerous goods.
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France
The safety certificate is issued by the Railway Safety Authority (EPSF) under the conditions set
out in Decree No. 2006-1279 and the Administrative order of 14 April 2008 amended by the
Administrative order of 6 April 2010.
EPSF collects notice Réseau Ferré de France on the elements of Part B, before issuance of the
security certificate.
To achieve a transport service on any line or section of line mentioned security certificate it
holds, a railway company must provide documentation from the railway under item 2.4.2 of the
Reference Document RFF related to the line or line section.
Spain
In Spain the safety certificate are issued by Ministerio de Fomento (Dirección General de
Ferrocarriles) according to regulation in Royal Decree 810/2007, of June 22, as amended by
Royal Decree 641/2011, of May 9.
Portugal
To use the rail infrastructure a safety certificate must be obtained from Instituto da Mobilidade e
dos Transportes, I.P (IMT) without loss for the contents of the temporary regime given in article
82 of Decree-Law No. 270/2003 of 28 October, amended by Decree-Law No. 231/2007 of 14
June.
The safety certificates are issued by the IMT for the entire network or part of it, taking into
account the activities of the RU and specifying the type and scope of the railway operations
involved.
2.2.5 Cover of Liabilities
The insurance certificate or an equivalent document must cover the period for which the RU
desires access to the network. Its amount must, in particular, cover any damage caused by the
activities of the RU to RFF, ADIF and REFER.
RU or Authorized Applicants (AA) must submit a document certifying that insurance cover has
been obtained, at the latest at the time of signing the contract for infrastructure use or allocation
of train paths on the infrastructure of the national rail network and before the start of each
timetable for which they have been granted train paths.
2.3
General Commercial Conditions
The IM conditions offered by each of the three countries have some differences in their
administrative and, to a lesser extent in the actual performance.
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France
Compulsory contracts for three benefits: use of the infrastructure, tracks and information
system.
Contracts at the request of railway companies: infrastructure capacity framework
agreement and accidents and damages management protocol.
Spain
Commercial tracks framework agreements (the use of infrastructure contract is linked to
the capacity-allocation procedure and to the use of tracks).
Railway services management services agreement.
Portugal
Framework Agreements may be drawn up between REFER and an Applicant, specifying
the capacity characteristics of the requested infrastructure by the applicant which
REFER will supply for a longer period than the length of one timetable.
Access and transit rights over the national railway infrastructure requires an Access
Contract with REFER, covering administrative, technical and financial aspects and the
ruling of traffic safety and control issues
For more information, see section 2.3 of each NS.
2.4
Operational Rules
This section makes reference to the rules, laws and regulations for the management of traffic
and rail traffic being mandatory and strict compliance by the Railway Companies.
These rules are specific to each of the networks that make up the CFM4, using the language of
each country (in France the French language, in Spain the Castilian language and in Portugal
the Portuguese language) for perceptive communication except in the border sections in
establishing special regulations.
The rail traffic management is performed in each country for services determined with the
following specifications:
France
As of January 1, 2010, within the SNCF, provides a specialized service for the integrated
management of traffic and circulation (SGCT), also called DCF (Railway Traffic Management),
whose function is performed according with the objectives and criteria defined by the FFB.
Spain
The comprehensive management of traffic and rail traffic is made by ADIF and is divided into
two levels:
Planning and Network Management with respect to the analysis and adjudication of
requests for capacity.
Network Management Center H24 for traffic monitoring and incident management.
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Portugal
RUs are bound to follow the technical regulations for the railways, a list of which is published in
the Technical Operating Instructions (IET) No. 2 countersigned by IMT.
2.5
Exceptional Consignments
A consignment is considered exceptional if, as a result of its dimensions, its weight or its
configuration, it raises particular transportation difficulties on the rail network and can only be
admitted onto the network under special technical or operational conditions.
2.6
Dangerous Goods
A dangerous goods mean substances and articles the transport of which is forbidden according
to RID (Regulation concerning the International Carriage of Dangerous Goods by Rail) or only
authorized under specific conditions.
2.7
Rolling Stock Acceptance Process
The authorisation request regarding circulation of the rolling stock in use, with the indication of
the foreseen usage in the network, as well as show proof of the technical documentation below:
a) Proof that the rolling stock has been authorised to circulate in another Member State, as
well as historical records of its operation and maintenance and, whenever necessary,
the technical alterations introduced after authorisation;
b) Specific technical data, maintenance program and operational characteristics are
necessary for its authorisation;
c) Data regarding technical and operational characteristics showing that the rolling stock
complies with the power supply system, the signalling, command and control system, the
track gauge and the infrastructure loading gauge, the maximum load allowed per axle,
as well as other network conditions.
d) Derogation of the technical safety standards necessary for granting authorisation, as
well as proof, based on risk assessment, that the acceptance of the rolling stock does
not involve undue risks for the network.
(IM) may require the undertaking of tests on the network, indicating their scope and contents, to
verify compliance with the restrictive parameters pointed out in the abovementioned point c).
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2.8
Procedure Governing the Staff of Railway Undertakings
Operators must certify the staff assigned to the regulated companies and bodies in the cases
where such staff begin their operations in relevant activities for the Safety of the National
Railway Network Operation.
The areas developing activities relevant for the Safety of Operation are as follows:
Driving of motor units;
Follow-up of trains (at the driver’s cabin of the motor units, by another agent rather than
the driver);
Follow-up of the movement of rolling stock in tracks closed to circulation;
Preparation of trains (including formation and deformation of trains, verification of the
load condition in vehicles transporting goods and tests before departure);
Traffic command and control (including train circulation activities and shunting command
activities in lines).
3
INFRASTRUCTURE
3.1
Introduction
The rail network infrastructure has technical and functional characteristics that are essential for
the study and planning of rail operations. In order to present the infrastructure data in a clear
manner, the characteristics have been organized according to several functional domains. In
each NS of France, Spain and Portugal.
For details on:
Extent of the national rail network
Network description
Particular operating aspects
Availability of the infrastructure
Freight terminals
Other facilities
Infrastructure development
For more information, see Chapter 3 of each NS.
For those changes to the infrastructure of the national rail network that may occur between the
issue of this document and the date when it comes into force, the RU are invited to consult the
operating documents that are essential for all those wishing to operate trains on the network.
3.2
Infrastructures Description
This paragraph presents a brief description of the lines of the Corridor 4 in each of the 3 implied networks.
France (RFF)
On French territory, the main route of Corridor 4 represents a total length of 1418 km.
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It provides a link from the Grand Port Maritime du Havre and Eastern Europe via Woippy (594
km), and the Iberian Peninsula from Hendaye to Eastern Europe via Woippy (1176 km) or
Northern Europe via Paris.
As throughout the French National Railway Network, trains with a length of 750 m are allowed
and the track gauge is type UIC (1435 mm). Speed allowed by the infrastructure is more than
80km / h over the entire route and the maximum authorized mass is greater than 2000 gross
tons towed to an electric locomotive type BB 27000 (with the exception of the section between
Hendaye and Bayonne limited to 1200 TBR). The entire route in French territory accepts axle
load of 22.5 tonnes, is electrified either ~ 25000V or DC 1500V, and borrows lines with at least
two ways.
The line is equipped with signalling system ABS (Automatic Block Signal System) and speed
control system KVB type.
In order to simplify the presentation, the route of Corridor in France was divided into four
sections:
Section Hendaye – Ile-de-France (786 km)
Section Le Havre – Ile-de-France (171 km)
Region Ile-de-France (109 km)
Section Ile-de-France – Woippy (352 km)
Spain (ADIF)
In the Spanish territory, the main route of Corridor 4 has a total length of 2128 km.
This Corridor 4 is configured as the backbone of the transport of freight from Portugal, the
Cantabrian coast, the center and south of Spain to the countries of Central Europe and the
Atlantic and vice versa.
In the Spanish rail network the maximum allowed length of freight trains is between 460 and
600 m, depending on the section. The existing line has Iberian type gauge (1,668 mm) with a
maximum axle load of 22.5 t and disposing of single track sections (1169 km) and double track
sections (959 km). The maximum speed for freight trains is between 80 km / h and 100 km / h,
except in some towns (e.g. Madrid) where speed is reduced to 40-60 km / h., the line is
electrified 3000 V DC with the exception of the following sections that are not electrified:
Medina del Campo - Fuentes de Oñoro (Border with Portugal) (201 km)
Puertollano - Badajoz (Border with Portugal) (300 km)
Bobadilla - Algeciras (176 km)
The maximum load towed in line for an electric locomotive type 253 is between 830 and 2500
gross tons depending on the section. The line is equipped with such signalling systems BAB /
BAD / BLAU and BT (depending on the section) and speed control system type ASFA.
The Corridor 4 has been subdivided into Spanish territory differentiated into six sections, these
are:
Section Irún – Madrid (643 km)
Section Madrid – Algeciras (763 km)
Section Núcleo de Madrid (40 km)
Section Medina del Campo – Fuentes de Oñoro (Border with Portugal) (200 km)
Section Manzanares – Badajoz (Border with Portugal) (405 km)
Section Miranda de Ebro – Puerto de Bilbao (115 km)
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Portugal (REFER)
In the Portuguese territory, the main route of Corridor 4 has a total length of 986 km.
The Corridor aims to be the main axis of freight between the most western part of Europe and
Central Europe, and thus connect the Portuguese ports with the rest of Europe.
In the Portuguese rail network the maximum allowed length of freight trains is between 350 and
520 m, depending on the section. The existing line has Iberian type gauge (1,668 mm) with a
maximum axle load of 22.5 t and disposing of single track sections (650 km) and double track
sections (336 km). The maximum speed for freight trains is 100 km/h. The line is electrified at
25000 V, except for the non-electrified section from Abrantes - Elvas (Border with Spain). (140
km).
The maximum load towed in line for an electric locomotive type 4700 is between 1000 and 2790
gross tons depending on the section. The line is equipped with such signaling systems RAB
(Reversible Automatic Train Control) ATC (Automatic Train Control), except for section
Abrantes - Elvas, equipped with manual locking.
In order to simplify the presentation, the route to Portugal was divided into six sections:
4
Leixões (Oporto) - Pampilhosa – Entroncamento - Lisbon, 366.2 km
Vilar Formoso/Fuentes de Oñoro (Border with Spain) - Pampilhosa, 201.9 km
Elvas/Badajoz (Border with Spain) - Entroncamento, 169.3 km
Lisbon Region, 11.3 km
Setil - Sines, 229.5 km
Feeder line of the Port of Aveiro, 8.8 km
CAPACITY ALLOCATION
The CFM4 specific capacity allocation process is described in Book 4 of this CID.
For all other international types of capacity requests, the national NS should be consulted.
5
SERVICES
5.1
Introduction
The Article 5 of Directive 2001/14/EC establishes the right of RU to receive, by the IM and nondiscriminatory manner, the provision of network access and rail services listed below:
Minimum Access Package to Network
Access and use of railway infrastructure
Services must provide
Discretionary services (without benefit obligation by IM)
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In general, services are similar in each network although there are some differences and
particularities especially in providing required services and occasional services. In the chapter
on minimum access package to the network there is only one point difference in relation to the
information provided to the RU.
Following are, in summary, the benefits of the IM in relation to freight and rail services and
associated logistics.
Note: sections of the NS regarding passenger services are excluded.
5.2
Minimum access package
The set of minimum benefits is similar in the three NS, except some particularities concerning
information systems to be identified so singled out. Basically, it comprises the following:
Treatment capacity demands
Right to use allocated capacity
Using tracks and turnouts. Regulation of the trains of the railway companies including
appropriate information and communication. Giving aid in case of incidents
Basic information required for the implementation of the transport of RU
There are particularities in the information systems provided by RFF and ADIF:
France
It makes available to the RU information services strictly necessary for its activity. They are
called "SI minimum" and its nature and extent are available on https://extranet.rff.fr.
Spain
ADIF provides, on demand of RU, information regarding:
Planning Consultation times through MALLAS application
Information of circulations situation EF through the system SIGES
For more information, see section 5.2 of each NS
5.3
Access and use of Railway Infrastructure
This operational group of IM refers to access to the general route of the Network rail
infrastructure as well as its use by the RU.
The designations for this type of service are different in each of the NS. The term used in each
case is as follows:
RFF Providing use of infrastructures
ADIF Additional Services
REFER Essential Services
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The service package in this block is as follows:
Power supply for traction
Fuelling Facility
Forming trains (excluding EF manoeuvre)
Sorting stations
Freight terminals and logistics facilities
Maintenance Centres and other technical facilities
REFER data are collected in subsection 5.2.2 of NS.
5.4
Additional Services
Refers to mandatory delivery services by IM application should demand of RU.
Note: For REFER this obligation does not apply if viable market alternatives exist and ensuring
in all cases non-discriminatory treatment.
The designations in the various NS for such services are:
RFF
ADIF
REFER
Complementary Services
Complementary Services
Additional services
In this block of must provide services (supplementary / additional) are very significant
differences between the three networks so detailed supply each of the three IM:
France
Manoeuvres in classified stations
Openings supplementary lines, stations, and facilities without permanent schedule
Information Systems Services:
Refers to S.I. complementary to the SI minimum. The catalog of services and conditions is
available on the web https://extranet.rff.fr and annex 10.4.
Manoeuvres simple safety facilities
Simple security facilities are designated in the relevant CLE
Radio channel access said standby
It refers to communications between agents switchgear and detours motion. The list of
facilities with this type of communication is being developed. Email: Guichet.Unique.Radio
@ sncf.fr
Declaration of radio frequency compatibility:
It refers to the compatibility witnessing frequencies railway undertakings with the RFF.
Spain
In the Spanish railway network, complementary services relate primarily to the following
activities:
Support operations services on railway equipment (access / issue)
Services of all types of manoeuvres and operations of access in ADIF own terminals and
other facilities
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In this group, consisting of 4 services are contemplated two delivery methods in order to
adapt to the needs of operating companies: mode A heterogeneous trains oriented
significant number of manoeuvres and mode B in the case of pure trains.
RU shall choose the method of delivery and if not specified will apply the mode A.
Container handling
Fuel supply
The control specific transport of dangerous goods and for assistance in running special
trains
Portugal
Providing required services in the Portuguese rail network (called additional services) are:
Supply of electrical energy for traction under the terms of the law;
Shunting
Parking rolling stock;
Special contracts regarding exceptional transports
For more information, see section 5.4 of NS.
5.5
Ancillary Services
They correspond to the services offered by the IM but without benefit obligation. They have no
reference tariff and specific contracts shall be in each case.
In this section, the designations of which NS are the following:
RFF Related benefits and other services
ADIF Ancillary services
REFER Ancillary services
The services offered by each of the 3 IM are summarized below:
France
Access to Telecommunication Network
Telecommunications services on the residual capacity of the GSM-R coverage
Feasibility study of transport plans of RU
Preliminary studies for exceptional transport demand
Real estate
Provision of service roads
They can be requested by RU authorized applicants or owners of rolling stock, etc.
In the French rail network, SNCF offers a package of services to business freight railway. Their
relationship is as follows:
Training and support services;
Supply of Diesel and other engine materials logistics services
Access to facilities SNCF freight
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For more details of the services offered by SNCF, consult www.psef.sncf.com
Spain
NS of ADIF contemplate a total of 25 Ancillary Services. A full list of these services and their
definitions are found in Appendix D of the NS.
These services relate mainly to the following activities:
Commercial and administrative Billing
Handling and transhipment
Storage and logistics
Provision of material services
Cleaning and treatment of materials
Movement and container depot
Portugal
Ancillary services for freight traffic offered in NS of REFER are the following:
Supply of additional information, particularly of a non-core business nature
Operational facilities provision at stations
Provision of spaces for installation of equipments in the stations common areas
Supply of labour for operation activities on behalf of RU, including the supply of diesel
Access to the telecommunications network, under the terms of the specified document
which can be requested from REFER by those interested
Organisation of processes for authorising circulation in the National Railway Network
The undertaking of network capacity studies or supply-scenario feasibility studies
For more information, see section 5.5/5.6/5.7 of NS.
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6
CHARGES
6.1
Introduction
The railway services supplied to the authorized applicants and RU shall be paid directly to the
corresponding provider IM, according to the charging principles set out in each rail network.
The charging systems in each network have distinct features, and therefore they will be
described separately in this chapter.
For more information see chapter 6 of each NS
6.2
RFF Rates
The following paragraphs describe the rate applied from RFF in relation with the transport of
freight (principles and rates) as well as the system of incentives (performance scheme) and
used rates modalities.
6.2.1
Charging principles
RFF is entitled to raise charges for use of the national rail network in application of the
Transport Code. These charges, their method of calculation and collection have been
established in application of Directive 2001/14/EC regarding rail infrastructure capacity sharing
and charging, transposed into French law by Decree No. 97-446 of 5 May 1997 (amended) on
charges for the use of the national rail network.
The charges raised entitle RU to network access on a non-discriminatory transparent basis, and
make allowance for the costs of the infrastructure, the characteristics of supply and demand, the
need to optimise use of the national rail network and, in appropriate market circumstances, the
economic value to be derived from the use of the national rail network.
In accordance with Decree No. 97-446, the main lines of the national rail network have been
grouped into four categories of basic section and eighteen sub-categories.
Specific rail freight provisions: in order to limit the impact on the economics of the RU and their
shippers, the French State announced on 16 September 2009, in accordance with a proposal
from RFF, a measure which will limit the increase in the basic charges for rail freight (including
the cost of additional ancillary services provided on main lines and charges for basic, additional
and other services provided on the service infrastructure) for the 2009 – 2015 period.
For more information see chapter 6.1 (sections 6.1.1 and 6.1.2) of NS
6.2.2
Rates
There are charges for services provided on (i) main lines, and (ii) the service infrastructure. In
each of these areas we consider different types of rates in accordance with the following
distribution
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Charging for services provided on main lines
Charges for the minimum services
Charges for additional services
Charges for ancillary services
Charges for services provided on the service infrastructure
Charges for basic services
Charges for additional scheduled services
Charges for additional unscheduled services
Other services
Application rates are as follows:
6.2.2.1 Charging for services provided on main lines
Charges for the minimum services (main lines)
The charges for the minimum services on main lines described in § 5.2.1 include the network
access charge, the charge for reserving capacity on the main lines of the national rail network
(RR), the charge for running trains on these same lines (RC) and the charge for access to the
network (RA). RA does not apply to freight trains.

RR (reservation charge) is calculated through formulas mainly based on the length booked
(price kilometre booked ‘PKR’) and the period in which the path is used. On conventional
lines, and only for freight convoy train paths, the PKR varies according to the speed of the
train path reserved.
RC (running charge) formula is based on the running distance (price per kilometre operated
‘PKC’).
Freight compensation (see above) is calculated by taking the difference between the minimum
services of the 2009 scale of rates linked to the evolution of costs and the 2014 scale of rates.
The scales of charges before and after compensation are presented in Appendix 10.2.2 of
RFF’s NS. Freight compensation concerns freight trains and light running for freight purposes.
Superjumbo trains are excluded from freight compensation.
Charges for additional services (main lines)
They include charges for opening lines, stations and signal boxes not kept permanently open,
and charges for Information Systems services
Charges for ancillary services (main lines)
They include charges for conducting feasibility studies and conducting studies into exceptional
consignments prior to the ATE (Autorisation de Transport Exceptionnel) request.
For more information see chapter 6.2.1 of NS.
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6.2.2.2 Charges for services provided on the service infrastructure
Charges for basic services (service infrastructure)
Among others, they include charges for use of electric traction installations (RCE), charges for
transmission and distribution of electric power (RCTE), charge for use of the railway installations
in combined transport terminals, charges for use of sidings in gravity marshaling yards, charges
for the operation of the gravity hump in gravity marshaling yards and charges for use of sidings.
Charges for additional scheduled services (service infrastructure)
They include the charges for the supply of traction current
Charges for additional unscheduled services (service infrastructure)
They include the charges for the operation of simple safety installations
Other services (service infrastructure)
They include the charges for access to and use of the radio channel designation "for monitoring"
and charges for a compatibility study and a frequency compatibility certificate (when RU request
the use of their own radio frequencies for personal use).
For more information see chapter 6.2.2 of NS.
6.2.3
Performance enhancement scheme with railway undertakings
In conjunction with Article 11 of Directive 2001/14/EC, a performance enhancement system will
be progressively implemented by RFF. This system aims to encourage RFF and the RU to
optimise the operation of the network and to improve the quality of the service provided for
network users.
For more information see chapter 6.3 of NS.
6.2.4
Procedures for invoicing
Invoices will be sent by RFF under the conditions set out in the contract signed with the
customer. All invoices for charges will give the amounts payable, VAT excluded. The charges
are subject to VAT at the normal rate, in accordance with the regulations in force. The deadline
for invoices for charges is 40 days from the date of issue of the invoice.
For more information see chapter 6.5 of NS.
6.3
ADIF Rates
In the sections listed below, the tariff principles and tariffs applied to the Spanish railway
network are described as well as the future implementation of the incentive system
(performance scheme) and the methods of payment of fees and railway rates.
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6.3.1
Tariff Principles
Tariff principles in the Spanish network emanating from the Directive 2001/14/EC develop into
Spanish legislation by Order FOM 898/2005, of 8 April, in accordance with Article 77.1 of the
Railway Sector Act. The pricing is based on the following figures:
Railway rates and fees
Fees for services Additional and Supplementary
Railway rates are related to the provision by ADIF approval service training centers; certification
of railway equipment centers, issue of certificates to railway staff and security licenses and
certificates.
The railway charges accrued for ADIF are linked to the use of infrastructure by the RU.
Provision of Additional and Supplementary rail services is subject to the payment of rates
approved by the Ministry of Public Works under ADIF proposal. The tariffs have private prices
character.
The provision of Auxiliary Rail Services is not subject to any type of fee and its price is freely
agreed between ADIF and the RU.
6.3.2
Rates and fees
In the following chapters describes the fee for use of railway lines and the rates additional and
supplementary services.
6.3.2.1 Fee for Use of Railway Lines
The fee for the use of the Spanish railway network is structured by three specific fees: access to
the network (mode A); reserve of capacity (mode B) and effective circulation (mode C).
The parameters used in the determination of these fees are primarily based on the traffic
volume forecast and the reserved network lengths and effective circulation. For these purposes
the Spanish railway network is divided into 4 types of lines.
For more information, see chapter 6.2.2.1 of NS.
6.3.2.2 Rates additional and supplementary services
Additional and complementary services provided by ADIF to demand RU accrue from specific
rates. The table of services offered includes a total of 2 additional services and 9
complementary services, 4 of them under two methods described in section 2.5.4 (ADIF).
Additional services are access / dispatch of trains to / from railway premises and its rate is 0 €
since they are included in the use of the Network.
For more information, see chapter 6.3 of NS.
6.3.3
Incentive System (performance scheme)
In accordance with article 11 of Directive 2001/14/EC ADIF has planned the implementation of
an incentive system to enhance the reduction of incidents and get a better functioning of the
railway network.
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It is expected that the system includes penalties for disturbances caused by the operating
railway companies and also compensations to them in the case of use breaches of the railway
network.
For more information, see chapter 6.2.5 of NS.
6.3.4
Terms of payment
The railway fees payment will be made in accordance with the time limits and liquidation models
collected in order FOM 898/2005.
In relation to the tariffs, they will be effective under the conditions established at the time of
fixation or update.
For more information, see chapter 6.2.4 (fees) and 6.3.7 (rates) of NS.
6.4
REFER Rates
The points listed below set out the principles and legal framework of charging applied to the
Portuguese rail network and tariffs; system performance improvement (performance scheme)
and billing processes.
6.4.1
Charges for essential services
The amount each operator must pay depends on the kind of traction used and the distance
covered between the origin and destination of the service. The total amount is the sum of all the
sections covered by multiplying the length of each section by the applicable charge.
Unused requested capacity may be subject to charging, depending on the communication
antecedence and type of cancellation.
Ad-hoc requests are subject to additional charging, depending on its antecedence.
For more information, see chapter 6.3.1 of NS.
6.4.2
Charges for additional services
For information on additional services charges, see chapter 6.3.2 of NS.
6.4.3
Charges for ancillary services
For information on ancillary services charges, see chapter 6.3.3 of NS.
6.4.4
Performance scheme
The performance scheme aims at reducing disturbances to a minimum and to promote
efficiency in the services, allowing for a better operating performance, in line with the standards
foreseen in the allocation of capacity.
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The performance regime managed by REFER has a mandatory adhesion by all railway
undertakings.
6.4.5
Billing arrangements
The amounts for the essential services are monthly charged based on the tariffs published in
the NS and the train kilometres used according to the data registed by the REFER traffic
management.
The amount for the additional and ancillary services are charged in accordance with the tariffs
published in the NS or the Contracts or Protocols drawn up.
All invoices must be paid within 60 days of their issue.
APPENDICES
Maps of the existing infrastructures on Corridor 4 (4 frames)
Gauges of the existing infrastructures on Corridor 4 (1 frame)
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2014
NT SITUATION
G DOCUMENT
AN OF THE EUROPEAN
HT CORRIDOR NO. 4
THE SHORT, MEDIUM
M ON THE EUROPEAN
ORRIDOR NO. 4
2014
CURRENT SITUATION
WORKING DOCUMENT
SCHEMATIC PLAN OF THE EUROPEAN
RAIL FREIGHT CORRIDOR NO. 4
STUDY INFRASTRUCTURES AND EXPLOITATION I
SHORT, MEDIUM AND LONG TERM ON THE EURO
FREIGHT CORRIDOR NO. 4
2014
CURRENT SITUATION
WORKING DOCUMENT
SCHEMATIC PLAN OF THE EURO
RAIL FREIGHT CORRIDOR NO.
EXPLOITATION IN THE SHORT,
LONG TERM ON THE EUROPEA
CORRIDOR NO. 4
2014
CURRENT SITUATI
WORKING DOCUM
SCHEMATIC PLAN OF THE E
RAIL FREIGHT CORRIDO
EXPLOITATION IN THE SHOR
LONG TERM ON THE EURO
CORRIDOR NO
92 avenue de France
75013 PARIS
www.corridor4.eu
PART 3
Terminal description
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TABLE OF CONTENTS
1
INTRODUCTION ...................................................................................................... 4
2
SPECIFIC INFORMATION OF TERMINALS ............................................................ 4
3
TERMINAL TYPOLOGIES ........................................................................................ 4
4
ACCESS TO THE TERMINALS INFRASTRUCTURES............................................ 6
4.1
Terminals Details ................................................................................................ 6
4.1.1
France................................................................................................................... 6
4.1.2
Spain ................................................................................................................... 22
4.1.3
Portugal............................................................................................................... 44
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1
INTRODUCTION
One of the objectives of Corridor 4 is to facilitate the Railway Companies and Candidates with
assigned capacity, the information of the whole facilities of Freight Terminals in order to keep
developing the railway transport activity.
Along Corridor 4 a group of facilities are presented with different typologies. Characteristics and
details of each of the railway networks will be exposed in part 3. These facilities can be of
private or public ownership and in this last case (public ownership); management might have
been licensed to a private company.
2
SPECIFIC INFORMATION OF TERMINALS
In order to provide homogenous and detailed information of the main aspects of the Freight
Terminals along Corridor 4, a specific card for each technical facility has been prepared with
the following content:
Location. Simplified Map signaling the location in Corridor 4.
Terminal Type. General activity typology and ownership
Contacts. Address, phone numbers, email…
Working Timetable. Timetables of managers implied are collected
Services. Main services are exposed.
Infrastructure. Track diagrams of each facility specifying electrification and remote
control are as well exposed. The effective length of the track for trains separations.
Terminals network of Corridor 4 count with a total of 39 units, distributed in the following way:
France 15; Spain 11 and Portugal 13.
In Portugal, facilities of the main complex are divided in specialty areas and in their Railway
Network Statements (NS), each one of these areas is named by the concept Freight Terminals.
3
TERMINAL TYPOLOGIES
As noted in part 1, there is a variety of Freight Terminals and specialized facilities along
Corridor 4. From the information contained in Railway NS and the specific analysis realized, we
can provide the following comments of the descriptions of facilities in each one of the Railway
Networks implied:
France (RFF)
From the indications provided by Réseau Ferré de France, service terminals or those which are
close to Corridor 4 in France, are distributed as follows:
Réseau Ferré National Combined Traffic Terminals (Railroads/roads)
These combined traffic terminals, whose aim consist of securing a good intermodality
railroad/road with specific infrastructures located in the terminal, belong to the Réseau Ferré de
France and are exploited by private operators. From South to North, it consists of: Hendaye,
Bordeaux – Hourcade, Cognac, Saint-Pierre-des-Corps, Valenton and Noisy-le-Sec.
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Combined Traffic Terminals (Railroads/roads) located outside national railroad
networks.
There are also combined traffic terminals which are independent from the infrastructures
managers.
In France, the European Freight Center (EFC) is the logistic platform located near Bayonne,
which includes an intermodal railroad/road platform, as well as logistics warehouses.
Marshalling yards (Railroad/Railroad)
Marshalling yards, which belong to the infrastructure managers, consist of a group of facilities
that allow to marshal freight cars with the objective of creating or forming new trains. We also
find a group of tracks that allow the exit and formation of new trains in gravity shunting.
In France, the technique used is gravity shunting; two gravity shunting can be found in service
near the corridor: Le Bourget in Île-de-France and Woippy, North of Metz.
Port combined traffic terminals. (railroad/sea/road/river)
The main maritime ports located in Corridor 4 have intermodal facilities located in the port
railroad network. The main siding track links the railroad network that belongs to the national
infrastructure managers to the port railroad. The facilities available in port terminals can also
have connections between road and river transport.
In France, the following ports: Bayonne, Bordeaux – Bassens, Le Havre and Rouen (river port),
benefit from the facilities mentioned and are located along Corridor 4.
Facilities that allow connections between UIC and Iberian networks (railroad-railroad)
The connection between Iberian (Spanish and Portuguese) and French networks implies
adapting the specific track gauge of the Iberian networks.
There are 2 connection techniques for a railroad network with different gauges: on one hand
there is an operation area for gauge change which is operated by a private company called
Transfesa, in Hendaye, located in the French side of the border; on the other hand an operation
area for transfer facilities in Irún (Spanish side)
Spain (ADIF)
In the Spanish railway NS, terminals are generally named Freight Main Logistics Facilities
without any classification.
Nevertheless, each Terminal comprises two types of facilities, since in each one of them the
service timetable is different:
Technical Facilities (equipment for technical railroad treatment)
Logistic Facilities (equipment for load/downloading and logistic support)
In the specific card of these Terminals, provision of services timetables are collected in each
one of the facilities.
Version 00
5
Portugal (REFER)
In the corresponding railway NS, no classification is considered. Nevertheless and as previously
exposed, the main complexes of freight management of the Portuguese railway Network are not
regarded as a single terminal, but each specialization area is regarded as a specific Terminal. In
some cases, inside the main complexes, public and private management can coexist.
4
ACCESS TO THE TERMINALS INFRASTRUCTURES
In all of the three networks exists the right of the railway companies to access from the main line
to the Terminals infrastructures of Corridor 4.
In the NS of RFF and REFER it is detailed in specific sections related to this access that it is
included in the fee for the infrastructure use.
In the ADIF case, this access is regulated through two additional specific services that are
complementary to the minimal group of benefits of the infrastructure use. However, ADIF
provides this service without cost for the railway companies.
For more information, consult 5.2.4 of NS
For more information, consult 5.3.1 & 6.3.5 of NS
For more information, consult 5.2.2 of NS
4.1
Terminals Details
4.1.1 France
Terminals belonging to the French territory are enclosed in the following table:
1.
2.
3.
4.
5.
6
7.
8.
FRANCE
Grand Port Maritime du Havre
9. Terminal of Cognac
10. Grand Port Maritime de Bordeaux –
Terminal du Havre – Soquence
Bassens
Grand Port Maritime of Rouen
11. Terminal of Bordeaux – Hourcade
Terminal of Le Bourget
12. Port of Bayonne
Terminal of Noisy Le Sec
13. Terminal of Bayonne – Mouguerre
Terminal of Woippy
14. Terminal of Hendaye
15. Changing bogies installation of
Terminal of Valenton
Hendaye
Terminal of Saint Pierre des Corps
(Tours)
In later sections a detailed card of every terminal is enclosed.
Version 00
6
GRAND PORT MARITIME DU HAVRE
LOCATION
TYPE OF TERMINAL
Intermodal Port Terminal, outside of the
Rail National Network
CONTACTS
Terre -Plein de la Barre, 76067 LE
HAVRE CEDEX
+ 33 (0)2 32 74 74 00
www.havre-port.fr
WORKING TIMETABLE
Starting date of operation deemed in
2014. For additional information, contact
to the GPMH.
Réseau ferré national :
Le Havre – Soquence, postes C et D
Mon to Fri: 12am - 12pm
Sat: 12am – 8.45pm
Sun: 1.15pm – 8.45pm
SERVICES
Combined traffic operation area. For more details, contact transport operators
INFRASTRUCTURES
Facilities Plan of the Réseau Ferré National above Grand Port Maritime du Nº Tracks
Havre (odd sequence)
Reception
Odd
Sequence
1 RD –
6RD
Version 00
Track
length
(m)
789 815
Holding
Odd
Sequence1
D – 17D
501 534
Equipment
Odd
Sequence
22D
790
7
TERMINAL OF LE HAVRE - SOQUENCE
LOCATION
TYPE OF TERMINAL
Combined traffic Terminal of the of the
CONTACTS
NAVILAND CARGO
182 quai George V – BP 1073, 76062 LE
HAVRE CEDEX
+ 33 (0)2 35 25 80 50
http://www.navilandcargo.com/contact/centre-de-national-desoperations
WORKING TIMETABLE
Le Havre – Soquence, postes C et D :
Mon to Fri: 12am-12pm
Sat: 12am – 8.45pm
Sun: 13h15 – 20h45
SERVICES
Combined traffic operation area. For more details, contact transport operators
INFRASTRUCTURES
Nº Tracks
Track
length
(m)
Reception
Odd
sequence
1 RD – 6RD
789 –
815
Garage siding
Odd
sequence
1D – 17D
501 534
Equipment
Odd
sequence
22D
Version 00
790
8
GRAND PORT MARITIME DE ROUEN
LOCATION
TYPE OF TERMINAL
Multimodal Port Terminal, outside of
the Rail National Network
CONTACTS
Grand Port Maritime de Rouen
34 boulevard Boisguilbert – BP 4075
–
76022 ROUEN Cedex 3
+ 33 (0)2 32 52 54 56
www.rouen.port.fr
WORKING TIMETABLE
Réseau Ferré National
Line 340, Poste 2 Sotteville:
Mon to Sun: 12am-12pm
SERVICES
Combined traffic operation area. For more details, contact transport operators.
INFRASTRUCTURES
Facilities Plan of the Réseau Ferré National above Port de Rouen (Sotteville
station)
Nº
Tracks
Track
length
(m)
Sorting
and
reception
1 – 24
750
Sorting
and
splittingup
1 – 40
900
Holding
and
departure
1 - 18
Version 00
680
9
TERMINAL OF LE BOURGET
LOCATION
TYPE OF TERMINAL
Gravity Shunting Centre,
Réseau
Ferroviaire National
CONTACTS
Réseau Ferré de France
Pôle commercialisation et planification
Guichet Unique
92 avenue de France – 75648 PARIS
CEDEX 13
+ 33 (0)1 53 94 33 23
GuichetUnique@rff.fr
WORKING TIMETABLE
Réseau Ferré National: line n°229,
positions Le Bourget
24h/24h; 7 days/week
SERVICES
Gravity shunting Centre. For more details, contact transport operator.
INFRASTRUCTURES
Nº Tracks
Track
length
(m)
Holding siding
1S – 3S
796 – 800
1T – 2T
634 – 635
Sorting siding
1–2
3–8
646 – 702
691 – 700
9 – 16
689– 692
17 – 24
694 – 706
25 – 31
707 – 720
33 – 40
41 – 48
731 – 761
764 – 786
Reception siding
Version 00
1–7
817– 847
8 – 16
666 – 840
10
TERMINAL OF NOISY-LE-SEC
LOCATION
TYPE OF TERMINAL
CONTACTS
NOVATRANS Noisy:
11 rue Emmanuel Arago – 93130 NOISYLE-SEC
Tél. : +33 (0)1 48 49 22 88
http://www.novatrans.fr/FRANCAIS/HTML
/fNoisy.htm
WORKING TIMETABLE
Transport operator:
Mon to Fri: 4.30am – 8pm
Sat:
7.15am – 11.15pm
Réseau Ferré National (line 990,
position M):
Sat:
12am-2pm
Sun:10pm-12am
SERVICES
INFRASTRUCTURES
Nº
Tracks
Track
length
(m)
Intermodal
Transfer area
1R-8R
387390
2-11
690695
Novatrans
siding
81
380
Version 00
82
235
83
210
85
190
87
140
11
TERMINAL OF WOIPPY
LOCATION
TYPE OF TERMINAL
Gravity Shunting centre, Réseau
Ferroviaire National
CONTACTS
Réseau Ferré de France
Pôle
commercialisation
et
planification
Guichet Unique
92 avenue de France –
75648 PARIS CEDEX 13
+ 33 (0)1 53 94 33 23.
GuichetUnique@rff.fr
WORKING TIMETABLE
Réseau Ferré National : line n°
180, positions of Woippy
24h/24, 7days/week
SERVICES
Gravity shunting Centre. For more details, contact transport operator.
INFRASTRUCTURES
Nº
Tracks
Track
length
(m)
Reception
1 – 17
750
Splitting-up and
sorting sidings
760 –
9 – 17
790
730 –
18 – 56
760
Holding siding
57 – 64
790
Departure siding
1 – 14
Version 00
760 - 790
12
TERMINAL OF VALENTON
LOCATION
TYPE OF TERMINAL
Combined traffic Terminal of the of the Rail
National Network
CONTACTS
Intermodal transfer area: 1 rue Pierre Sémard –
94380 BONNEUIL-SUR-MARNE
DECOR
+33 (0)4 67 18 64 81
NAVILAND CARGO
+33 (0)1 43 39 74 59
http://www.navilandcargo.com/implantations/paris-valenton
NOVATRANS
+33 (0)1 43 39 12 57
http://www.novatrans.fr/english/html/enValenton.htm
T3M
+33 (0)1 41 94 16 50
www.t3m.fr
WORKING TIMETABLE
NAVILAND CARGO :
Mon to Fri: 6am-6.30pm
NOVATRANS :
Mon to Fri: 4.45am-9.20pm
Sat:
4.15am-9am
Réseau Ferré National (line 990: Poste T):
Sat: 12am-2pm and 5pm-11.59pm
Sun 12am-01am, 4.30am-12.30pm and 10pm11.59pm
SERVICES
INFRASTRUCTURES
Nº
Tracks
Version 00
41-59
Track
length
(m)
525-785
61-65
616-665
67-71
620-745
73-77
570-610
79-83
593-625
85
717
13
TERMINAL OF SAINT-PIERRE-DES-CORPS (TOURS)
LOCATION
TYPE OF TERMINAL
National Network
CONTACTS
BRANGEON LOGISTIQUE
Rue Charles Duval – 37700 SAINT-PIERREDES-CORPS
+33 (0)2 41 49 87 63
http://www.brangeon.fr/transportlogistique/logistique/gestion-plates-formesmultimodales
WORKING TIMETABLE
Transport Operator: For more details,
contact transport operators.
Réseau Ferré National : Line n°570,
position Saint-Pierre-des-Corps
24h/24, 7days/week
SERVICES
Combined traffic operation area for loading and downloading the freight cars, storage, routing.
For more details, contact transport operators.
INFRASTRUCTURES
Nº
Track
Tracks
length
(m)
CNC 1
200
CNC 2
260
CNC 3
200
CNC 4
300
Reception sidings
201–
778– 813
209
210 –
770
213
Sorting sidings
1
771
2C
791
3 -32
700 -790
Holding siding
101789 - 859
108
Version 00
14
TERMINAL OF COGNAC
LOCATION
TYPE OF TERMINAL
CONTACTS
NAVILAND CARGO
14 place de la Gare – 16100 COGNAC
+33 (0)5 45 81 00 06
http://www.navilandcargo.com/implantations/cognac
WORKING TIMETABLE
Transport Operator
Mon to Fri : 8am-5pm
Réseau Ferré National : Line n°579,
Cognac positions
Mon to Thu : 05h50-23h10
Fri: 05h50-23h40
Sat:
06h30-23h10
Sun: 09h40-23h10
SERVICES
INFRASTRUCTURES
Nº
Tracks
Track
length
(m)
Combined
Traffic
15
274
17
302
Sorting and
holding
4
370
Version 00
6
520
8
400
15
GRAND PORT MARITIME DE BORDEAUX - BASSENS
LOCATION
TYPE OF TERMINAL
CONTACTS
Grand Port Maritime de Bordeaux –
Port Atlantique
152 quai de Bacalan – CS 41320 –
33082 BORDEAUX Cedex
+ 33 (0)5 56 90 58 00
www.bordeaux-port.fr
WORKING TIMETABLE
Réseau Ferré National (Bassens
position) :
Mon to Sun: 5.10am – 8.20pm
SERVICES
Combined traffic operations area. For more details, contact Grand Port Maritime de Bordeaux –
“Atlantic Port”
INFRASTRUCTURES
Facilities Plan of the Réseau Ferré National above Port of Bourdeaux –
Nº
Track
terminal of Bassens
Tracks length
(m)
Version 00
CA1
1 910
CA2
3 270
3
510
4
520
5
520
6
810
7
780
8
580
9
520
10
490
11
420
12
260
16
TERMINAL OF BORDEAUX–HOURCADE
LOCATION
TYPE OF TERMINAL
Combined traffic Terminal of the Rail
National Network
CONTACTS
NAVILAND CARGO
40-45 rue Radio-Londres – 33130 BEGLES
+33 (0)5 56 49 81 50
http://www.navilandcargo.com/implantations/bordeaux
NOVATRANS
101 avenue Jeanne d’Arc – 33310 BEGLES
+33 (0)5 57 35 54 60
http://www.novatrans.fr/francais/html/fHourca
de.htm
WORKING TIMETABLE
NAVILAND CARGO
Mon to Fri: 7am-7pm
NOVATRANS
Mon to Fri: 5am-9.30pm
Sat:
5am-11pm
Réseau Ferré National (line n° 640:
Position T):
24h/24, 7days/week
SERVICES
INFRASTRUCTURES
Nº
Tracks
Track
length (m)
Combined traffic
terminal
(cf. diagram)
650
979
660 – 661
730
662 – 664
730
665 – 666
705
Reception sidings
150 – 157
800
Holding sidings
91 – 94
785
95 – 98
800
Sorting sidings
11 – 18
850
21 – 28
850
31 – 38
850
41 – 48
850
51 – 58
850
61 – 67
850
Version 00
17
PORT OF BAYONNE
LOCATION
TYPE OF TERMINAL
CONTACTS
Port de Bayonne
Commerce chamber and industry of Bayonne
– Pays Basque
50-51 Allées Marines – B.P. 215 – 64102
BAYONNE Cedex
+33 (0)5 59 46 59 46
www.bayonne.port.fr
WORKING TIMETABLE
Réseau Ferré National (Line n°655) :
Mon to Sun:12am-12pm
SERVICES
Combined traffic operation area. For more details, contact transport operators. Commerce chamber
and industry of Bayonne – Vasque Country
INFRASTRUCTURES
Facilities Plan of the Réseau Ferré National above Port of Bayonne –
Nº
Track
Vasque Country
Tracks length
(m)
Version 00
12
794
14
457
16
517
51
367
52
316
53
316
54
331
55
322
58
307
59
339
60
337
18
TERMINAL OF BAYONNE-MOUGUERRE
LOCATION
TYPE OF TERMINAL
Transport Terminal outside of the Rail National
Network (European Freight Center)
CONTACTS
NOVATRANS
European Freight Center of Mouguerre –
64990 MOUGUERRE
+33 (0)5 59 42 62 00
http://www.novatrans.fr/FRANCAIS/HTML/fBayo
nne.htm
AMBROGIO
European Freight Center 14 avenue Alegera –
BP 10036 – 64990 MOUGUERRE
+33 (0)5 59 42 63 00
http://www.ambrogio.it/
European Freight Center
64990 MOUGUERRE
http://www.mivacef.com/
WORKING TIMETABLE
Transport operator:
Mon to Fri: 06h00-20h35
Sat:
05h40-11h15
Réseau Ferré National: Line n° 650
24h/24, 7days/week
C.E.F. Mouguerre outside of Rail National
Network
SERVICES
INFRASTRUCTURES
Facilities Plan of the Réseau Ferré National above the European Freight
Nº
Center of Mouguerre
Tracks
12
14
16
51
52
53
54
55
58
59
60
Track
length (m)
794
457
517
367
316
316
331
322
307
339
337
European Freight
Center of Mouguerre
Normalised branch line
SNCF for 750 m trains
Version 00
19
TERMINAL OF HENDAYE
LOCATION
TYPE OF TERMINAL
National Network
CONTACTS
Combined traffic :
Hendaye Manutención
Hendaye goods station – 64700 HENDAYE
+33 (0)5 59 20 02 86
FUNCTIONING TIMETABLE
Transport Operator : 7am – 7pm
Réseau Ferré National (line n° 655,
Hendaye positions):
24h/24, 7days/week
SERVICES
INFRASTRUCTURES
Nº
Tracks
Track
length
(m)
Freight tracks
20-22387 - 534
24-30
31 – 34
< 380
35
650
36
625
37
775
Holding siding
40
569
42
571
Loading and
unloading dock
58-60-62< 322
64-66-68
Combined traffic
72
300
74
341
76
332
Spanish sorting
134-136 433 – 446
138-140
440
Gauge change
Assembly pit A
Assembly pit B
Version 00
20
CHANGING BOGIES INSTALLATION OF HENDAYE
LOCATION
TYPE OF TERMINAL
Private area of gauge change systems
operations
CONTACTS
Gauge change system operations area:
TRANSFESA
64 Boulevard du Général de Gaulle – 64700
HENDAYE
+33 (0)5 59 20 61 41
http://www.transfesa.com/
WORKING TIMETABLE
Transfesa : contact the transport operator
Réseau Ferré National (line n° 655, Hendaye
positions): 24h/24, 7days/week
SERVICES
Operation area for gauge change systems (UIC gauge and Spanish gauge). For more details, contact
transport operator.
INFRASTRUCTURES
Nº Tracks
Track length
(m)
Freight tracks
20-22-24-30
387 - 534
31 – 34
< 380
35
650
36
625
37
775
Holding tracks
40
569
42
571
Load/download platform
58-60-62-64-66-68
< 322
Combined traffic
72
300
74
341
76
332
Spanish sorting
134-136
433 – 446
138-140
440
Gauge change
trench A
trench B
Version 00
21
4.1.2 Spain
Terminals belonging to the Spanish territory are enclosed in the following table:
1.
2.
3.
4.
5.
6
7.
Júndiz Terminal
Valladolid Complex Terminal
San Roque – La Línea Freight
Terminal
Irún Freight Terminal
Pasaia Terminal
Bilbao Freight Terminal
Algeciras Freight Terminal
SPAIÑ
8.
9.
Madrid Abroñigal Terminal
Córdoba – El Higuerón Terminal
10. Terminal of Vicálvaro Logistic Center
11.
12.
13.
14.
Madrid Dry Port Coslada
Bahía de Algeciras Port
Bilbao Port
Pasaia Port
Version 00
22
JÚNDIZ TERMINAL
LOCATION
TYPE OF TERMINAL
ADIF Intermodal terminal
OPERATION
North Direction
C/ Lermandabibe, s/n Pol. Ind. Júndiz
JÚNDIZ
11591 – ÁLAVA
Email: jmasaavedra@adif.es
Tlf: +34 944.87.92.90
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Train access and expedition at all times
Services:
WORKING TIMETABLE for the service
offered. For more information:
http://www.adif.es/es_ES/infraestructuras/t
erminales/11221/ficha_instalacion_logistica
_0021.shtml
SERVICES
Formation/selection shunting, with or without Shunting in facilities with or without shunting
shunting vehicle.
vehicle.
Positioning shunting in the logistic facilities Handling of intermodal transport units
within the main facilities
Material operations associated to access and
expedition of trains.
INFRASTRUCTURES
Nº
Track
Tracks
length
(m)
1
850
2
850
3
830
4
740
5
740
Version 00
23
VALLADOLID COMPLEX TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
North Direction
C\ General Solchaga s/n Parcela 108
VALLADOLID
Email: mpanero@adif.es
Tlf: +34 915.06.61.00
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Train Access and expedition : 24 h/ 7
Services :
Timetable varies with service offered. For
more information:
_0003.shtml
SERVICES
Formation/selection shunting, with or without Shunting in facilities without shunting
shunting vehicle.
vehicle.
Reception shunting in other facilities.
Shunting in facilities with shunting vehicle.
Access shunting to outside facilities with
shunting vehicle
Shunting in facilities with shunting vehicle
Material operations associated to the access
and expedition of trains.
INFRASTRUCTURES
Nº
Track
Tracks
length
(m)
1
288
2
293
3
304
4
319
5
450
6
450
7
508
8
508
1Parallel
2 Parallel
Version 00
520
520
24
SAN ROQUE – LA LÍNEA FREIGHT TERMINAL
LOCATION
SAN ROQUE –
LA LÍNEA
ALGECIRAS MERCANCÍAS
PUERTO BAHÍA DE ALGECIRAS
TYPE OF TERMINAL
OPERATION
South Direction
Crta. Almoraima s/n
SAN ROQUE
11368 – CÁDIZ
Tlf: +34 954.48.52.30
Email: logistica.gerenciasur@adif.es
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Train Access and expedition : 06:00 –
22:00 h L-V
Services :
more information:
_0089.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº
Track
Track length (m)
2
800
4
680
6
680
8
640
10
590
Version 00
25
IRÚN FREIGHT TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
North Direction
C/ Estación, s/n
IRÚN
Tlf: +34 944.87.92.90
Web : www.adif.es
WORKING TIMETABLE
Technical Facility:
Access and Train expedition : 24 h/ 7
Services :
more information:
_0030.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Version 00
26
IRÚN TERMINAL TRACKS
ZONE
Nº TRACK
LENGHT (m)
GAUGE
ELECTRIFICATION
SPANISH PLATFORM
UNITS
FRENCH PLATFORM
“REAR TRACKS”
7
3
2
2
230 - 467
242 - 293
449
708 - 742
Iberian
Iberian
UIC
Iberian
3 kV
3 kV
1,5 kV
3 kV
TRAIN-FORMATION SIDINGS
5
250 - 480
UIC
1,5 kV
“OLD TRACKS”
11
9
3
1
182 - 494
376 - 531
331 - 444
331
Iberian
Iberian
UIC
Iberian - UIC
3 kV
3 kV
1,5kV
3 kV
“NEW TRACKS”
Version 00
27
IRÚN TERMINAL TRACKS
ZONE
Nº TRACK
LENGHT (m)
GAUGE
ELECTRIFICATION
SPANISH PLATFORM
UNITS
FRENCH PLATFORM
“REAR TRACKS”
7
3
2
2
230 - 467
242 - 293
449
708 - 742
Iberian
Iberian
UIC
Iberian
3 kV
3 kV
1,5 kV
3 kV
TRAIN-FORMATION SIDINGS
5
250 - 480
UIC
1,5 kV
“OLD TRACKS”
11
9
3
1
182 - 494
376 - 531
331 - 444
331
Iberian
Iberian
UIC
Iberian - UIC
3 kV
3 kV
1,5kV
3 kV
“NEW TRACKS”
Version 00
28
PASAIA TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
South Direction
Terminal ADIF- Báscula Puerto de Pasajes
PASAIA
Tlf: +34 944.87.92.90
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Access and Train expedition: 6:00 – 22:00
h/ Mon-Frid
Services :
more information:
_0023.shtml
SERVICES
shunting vehicle.
vehicle.
Handling of intermodal transport units
Positioning shunting in the logistic facilities Access shunting to outside facilities with
shunting vehicle
INFRASTRUCTURES
Nº
Length (m)
Track
1
1.330
2
910
3
567
5
399
7
367
9
340
11
316
13
265
6
300
8
300
Version 00
29
BILBAO FREIGHT TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
North Direction
Avda. de Iparaguirre nº58
SANTURCE
48980 – VIZCAYA
Tlf: +34 944.87.92.90
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Access and Train expedition: 24 h/ 7
Services :
more information:
_0026.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº
Length (m)
Track
1
476
2
476
3
568
4
737
5
731
6
609
7
518
8
462
13
50
Version 00
30
ALGECIRAS FREIGHT TERMINAL
LOCATION
ALGECIRAS MERCANCÍAS
PUERTO BAHÍA DE ALGECIRAS
TYPE OF TERMINAL
OPERATION
South Direction
Estación Antigua de FFCC - c/ Agustín
Balsamo s/n
ALGECIRAS
11207 – CÁDIZ
Tlf: +34 954.48.52.30
Web : www.adif.es
WORKING TIMETABLE
Technical facility
Access and Train expedition : 7:00 – 22:00
h / M-F
Services :
more information:
_0088.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº
Length (m)
Track
I
580
2A
120
2B
150
III
470
4
130
Version 00
31
MADRID ABROÑIGAL TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
Centre Direction
C/ Méndez Álvaro nº 84 (Centro Logístico)
MADRID
28053 – MADRID
Email: logistica.gerenciacentro@adif.es
Tlf: +34 91.506.61.00
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Services :
more information:
_0005.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº
Length
Track
(m)
Madrid Santa
Catalina
16
Electrified
tracks with length
between 145 –
710 m
Madrid
Abroñigal
19 Electrified
tracks with length
between 124 –
560 m.
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Version 00
33
CÓRDOBA – EL HIGUERÓN TERMINAL
LOCATION
TYPE OF TERMINAL
OPERATION
South Direction
CÓRDOBA
14005 – CÓRDOBA
Tlf: +34 954.48.52.30
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Services:
more information:
_0075.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº
Length (m)
Track
Reception siding
1R
607
2R
609
3R
674
4R
616
5R
616
6R
608
Formation siding
14 Electrified tracks
with length between
465 – 670 m
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Version 00
35
TERMINAL OF VICÁLVARO LOGISTIC CENTER
LOCATION
TYPE OF TERMINAL
OPERATION
Centre Direction
Carretera de Vicálvaro a Coslada Km.
2,500
MADRID
28052 – MADRID
Email: logistica.gerenciacentro@adif.es
Tlf: +34 915.06.61.00
Web : www.adif.es
WORKING TIMETABLE
Technical facility:
Services :
more information:
_0004.shtml
SERVICES
shunting vehicle.
vehicle.
shunting vehicle
INFRASTRUCTURES
Nº Track
Length (m)
V. CLASSIFICATION 1
9 Electrified tracks with
length of 600 m
V. CLASSIFICATION 2
length of 670 m
V. CLASSIFICATION 3
length of 600 m
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MADRID DRY PORT COSLADA
LOCATION
TYPE OF TERMINAL
Intermodal Terminal
OPERATION
Terminal owner
PUERTO SECO DE MADRID, S.A
Av Europa, 28821 Coslada, Madrid
www.puertoseco.com
Manager. Jaime Seijas.
jaime.seijas@puertoseco.com
Terminal operator
CONTERAIL, S.A.
www.conterail.com
Manager. Carlos Romero. Felipe Mendaña.
cromero@conterail.com
fmendana@noatum.co
WORKING TIMETABLE
Technical facility:
Train access and expedition at all times
Services:
Particular Services. In accordance to each
service demand and Public Services
SERVICES
INFRASTRUCTURES
Nº
Tracks
1RE
Version 00
>750
2RE
450
1
553
2
516
3
480
4
Shuntin
g neck
Track
length
(m)
433
420
38
BAHÍA DE ALGECIRAS PORT
LOCATION
GENERAL INFORMATION
Name of terminal: Puerto Bahía de
Algeciras/Terminal Ferroportuaria 1 de Isla
Verde Exterior y Terminal Ferroportuaria 2 de
Isla Verde Interior.
Address: Avenida de la Hispanidad, 2. 11207
ALGECIRAS.
Contacts:
Rafael Olivares
Email: rolivares@apba.es
Tlf: +34 956.58.54.00
Juan José Aguilar
Email: jjaguilar@apba.es
Tlf: +34 956.58.54.29
Web : www.apba.es
Terminal owner: Autoridad Portuaria de la
Bahía de Algeciras (APBA). According to the
spanish law, the port authority is the rail
infrastructure manager within the port.
Terminal operator: ADIF/ APBA
Terminal character: Intermodal (rail-road
/maritime)
ACCESS CONDITIONS
Open access for all market operators (RU, forwarder, logistic provider...): Yes
Legal requirements to access: no particular requirements
Technical conditions: only diesel traction
TERMINAL DESCRIPTION
Type of cargo: all (containers mainly)
Equipment (container): reach stacker: Other cargoes: no specific equipment
Connection to main railway infrastructure: Connecting railway station: San Roque (ADIF) y Algeciras
Mercancías (ADIF)
CAPACITY ALLOCATION
Process description: regulated through ADIF-APBA formal agreement. Paths are organized between
San Roque (ADIF) and Puerto de Algeciras.
Booking: on a daily basis
SERVICES
CHARGING
Connections with external facilities
Price list: to be published (consult the APBA in
the meanwhile)
Shunting staff
Payment conditions: no particular conditions
Commercial billing and administrative support
Containers handling and storage
Pick-up and delivery operations
Other services under request
Version 00
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INFRASTRUCTUREs
Nº
Tracks
Track
length (m)
T 1 – Isla Verde Exterior
1
591
2
629
3
591
Tl 1 – Isla Verde Interior
Version 00
1
300
2
335
3
300
40
BILBAO PORT
LOCATION
GENERAL INFORMATION
• Name of terminal: Puerto de Bilbao (see
remarks).
•Address: Campo de Volatín, 37.48007 BILBAO
Contact: Luis Gabiola Mendieta
Email: comercial@bilbaoport.es
Tlf: +34 944 871 200
Web : www.bilbaoport.es
• Terminal owner: Autoridad Portuaria de Bilbao
(APB) - ADIF. According to the Spanish law, the
port authority is the rail infrastructure manager
within the port. However, the owner of the
terminal is ADIF.
• Terminal operator: ADIF/ APB
• Terminal character: Intermodal (rail-road
/maritime)
ACCESS CONDITIONS
• Open access for all market operators (RU,
forwarder, logistic provider...): Yes
• Legal requirements to access: no particular
requirements
• Technical conditions: only diesel traction
Type of cargo: all (container mainly)
Equipment (container): RTG. Other cargoes (no specific equipment)
Connection to main railway infrastructure: Connecting railway station: Bilbao Mercancías (ADIF)
CAPACITY ALLOCATION
Process description: regulated through ADIF-APB formal agreement. Paths are organized
between Bilbao Mercancías (ADIF) and Puerto de Bilbao.
SERVICES
CHARGING
List of provided services: on demand
Price list: to be published (consult the APB in
the meanwhile)
Operating times: on demand
INFRASTRUCTURES
BILBAO FREIGHT
TERMINAL
BILBAO PORT
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41
PASAIA PORT
LOCATION
GENERAL INFORMATION
Name of terminal: Puerto de Pasaia
Address: Pasaia Ancho, s/n. 20110 PASAJES
Contact: César Salvador Artola
Email: csalvador@puertopasajes.net
Tlf: +34 943.35.01.42
Web : www.puertopasajes.net
Terminal owner: Autoridad Portuaria de Pasaia
(APP). According to the Spanish law, the port
authority is the rail infrastructure manager within
the port.
Terminal operator: ADIF/ APP
Terminal character: Intermodal (rail-road
/maritime)
ACCESS CONDITIONS
Open access for all market operators (RU,
forwarder, logistic provider...)
No particular legal requirements to access
Technical conditions: only diesel traction
Type of cargo: general cargo (vehicles and coils mainly)
Equipment: no specific equipment
Connecting railway station: Lezo & Pasaia Mercancías (ADIF)
CAPACITY ALLOCATION
Process description: regulated through ADIF-APP formal agreement. Paths are organized between
Lezo & Pasajes Mercancías (ADIF) and Puerto de Pasaia.
SERVICES
List of provided services: on demand
Operating times: on demand
CHARGING
Price list: to be published (consult the APP in
the meanwhile)
INFRASTRUCTURES
Track
Nº Tracks
length (m)
1
610
2
319
3
329
4
324
5
200
6
440
7
310
8 (a)
405
8 (b)
471
Shuntingneck
Version 00
42
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43
4.1.3 Portugal
Terminals belonging to the Portuguese territory are enclosed in the following table:
1.
2.
3.
4.
5.
6
7.
Leixões Port
Vila Nova de Gaia Terminal
Cacia Logistic Platform
Aveiro Port
Pampilhosa Terminal
Mangualde Terminal
Guarda Terminal
PORTUGAL
8 Entroncamento Terminal
9 Bobadela Terminal
10. Lisbon Port
11. Poceirão Terminal
12. Setúbal Port
13. Sines Port
Version 00
44
LEIXÕES PORT
LOCATION
TYPE OF TERMINAL
Port and freight terminal
OPERATION
CP CARGA
Av. Engenheiro Duarte Pacheco, 4450-110
Matosinhos
Paulo Cunha
Tel.: +351 22 1052 97/8
Fax: +351 229 370 833
Email: tm.leixoes@cpcarga.pt
Site: www.cpcarga.pt
APDL – ADMINISTRAÇÃO DOS PORTOS
DO DOURO E LEIXÕES
Avenida da Liberdade, 4450-718 Leça da
Palmeira
Amélia Castro
Tel.: +351 22 999 07 00
Fax: +351 22 999 07 01
Email: amelia.castro@apdl.pt
Site: www.apdl.pt
WORKING TIMETABLE
CP CARGA
8am-7pm
APDL
Port works 24 hours per day, every day of
the year.
Freight movement is done by the licensed
public services depending on the normal
operation time between 8am and 12pm.
SERVICES
CP CARGA
Maritime services: pilot accompaniment,
Load, unload, reception and delivery of ITU
railroad trailer, berth
(Intermodal Transport Unit), containers and Water and electricity supply
change.
24 hours security systems
Terminal capacity: 550 Teus
Waste collection
Availability for connection of 8 refrigerated Port area cleaning
containers.
Port security and vigilance 24 hours per day
Reserved area for dangerous materials.
Equipment CP Carga
Proximity parking
Arcade crane of 30 tonnes
APDL
2 Reach Stacker of 40 tonnes
Diverse fragmented freight movement, freight in 1 stacker of 6 tonnes
containers, liquid and solid bulk, ro-ro freight Equipment APDL
and passengers
35 cranes with a capacity between 5 and 240
Covered storage and uncovered for freight.
tonnes
Specialized storage: cereal storages, petroleum 3 mobile cranes with a capacity between 40
products tanks…
and 100 tonnes
Fish port
6 dock arcades (STS)
Marina
13 arcades for storage of containers (RMG)
Version 00
45
INFRASTRUCTURES
Nº
Track
Version 00
Length (m)
1
2
3
CP CARGA
300
200
400
1
2
3
4
5
6
7
8
APDL
2230
260
500
1700
725
1075
250
170
46
VILA NOVA DE GAIA TERMINAL
LOCATION
TYPE OF TERMINAL
Marshalling yard
OPERATION
REFER
Estação de Santa Apolónia
1100 - 105 Lisboa
e-mail: ci@refer.pt
Tel.: (+351) 211 022 000
Fax: (+351) 211 021 719
Site: www.refer.pt
WORKING TIMETABLE
24/365
SERVICES
Reception and delivery of trains. Ensembling
traffic.
INFRASTRUCTURES
Nº
Track
1
2
3
4
Version 00
Length
(m)
430
360
360
260
47
CACIA LOGISTIC PLATFORM
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
APA – ADMINISTRAÇÃO DO PORTO DE
AVEIRO
Edificio 9 – Forte da Barra
Marta Alves
Telf. +351 234393300
Tlm: +351 925659532
Email: marta.alves@portodeaveiro.pt
Site: www.portodeaveiro.pt
WORKING TIMETABLE
Trains can make entrances in terminals at
all times.
Load and unload of trains can be done in
the schedule agreed by companies that
operate in the platform.
SERVICES
Intermodal railroad-road transfer with all kind of Handling of a variety of goods, reinforcement
freight, fragmented, diverse and ITU (Intermodal
and decomposition of containers.
Transport Unit).
Offices renting
Storage and parking for all kind of goods.
Aligned plots for private use.
24 hours per day vigilance
INFRASTRUCTURES
Nº
Lenght
Track
(m)
1
665
2
425
3
285
Version 00
48
AVEIRO PORT
LOCATION
TYPE OF TERMINAL
Port terminal
OPERATION
APA – ADMINISTRAÇÃO DO PORTO DE
AVEIRO
Edificio 9 – Forte da Barra
Marta Alves
Telf. +351 234393300
Tlm: +351 925659532
Email: marta.alves@portodeaveiro.pt
Site: www.portodeaveiro.pt
WORKING TIMETABLE
Trains can make entrances in terminals at
all times.
Load and unload of trains can be done in
the schedule agreed by companies that
operate in the platform. Normal working
hours are from 8am to 12pm
SERVICES
Diverse fragmented freight movement, Handling of a variety of goods, reinforcement
and decomposition of containers.
freight in containers, liquid and solid bulk,
ro-ro freight and passengers
Offices renting
Covered storage and uncovered for the Aligned plots for private use.
freight.
24 hours per day vigilance
Solid port control operations
Equipment
Terminals own the status of customs in Mobile crane of 35 tonnes
terms of strorage
6 cranes of 12 tonnes
INFRASTRUCTURES
Nº
Track
1
2
3
4
5
Version 00
Lenght
(m)
800
720
600
500
480
49
PAMPILHOSA TERMINAL
LOCATION
TYPE OF TERMINAL
Marshalling yard
OPERATION
REFER
1100 - 105 Lisboa
e-mail: ci@refer.pt
Tel.: +351 211 022 000
Fax: +351 211 021 719
Site: www.refer.pt
WORKING TIMETABLE
24h/365
SERVICES
Reception and delivery of trains. Ensembling
traffic.
INFRASTRUCTURES
Version 00
Nº
Track
Length (m)
1
2
3
4
5
6
7
375
140
110
120
230
325
460
50
MANGUALDE TERMINAL
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
CP CARGA, SA
Avenida da República, 66, 1050-197 Lisboa
Tel: +351 211 026 708
Fax: +351 211 026 846
e-mail: infocpcarga@cpcarga.pt
WORKING TIMETABLE
24h/365
SERVICES
Load and unload of trains for different types
Unload of feed, cement and sand
INFRASTRUCTURES
Nº
Track
1
2
3
4
5
6
7
8
Version 00
Length
(m)
230
177
150
150
210
210
210
330
51
GUARDA TERMINAL
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
CP CARGA, SA
Avenida da República, 66, 1050-197 Lisboa
Tel: +351 211 026 708
Fax: +351 211 026 846
e-mail: infocpcarga@cpcarga.pt
WORKING TIMETABLE
24h/365
Unload of rations, sands…
SERVICES
There is an existing access by road
INFRASTRUCTURES
Nº
Length
Track
(m)
1
600
2
230
3
230
4
250
Version 00
52
ENTRONCAMENTO TERMINAL
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
MSC
Marco Vale - Director
Tel: +351 21 392 84 29 / Mobile: +351 936
554 201
Email: mvale@mscportugal.com
Site: www.mscportugal.com
TVT
Zona Industrial de Riachos Este, 2350-297
Riachos
Tel.: +351 249819700
Fax: +351 249820671
Mail. csantos@tvt.pt
Site: www.tvt.pt
WORKING TIMETABLE
MSC
The access/exits of the trains can be
carried out 24 hours per day and 365 days
a year.
Train load/unload occurs between 7am
and 9pm from Monday to Friday, except
on holidays. This activity can be done at all
times but with previous agreement.
Load/unload working hours for road
transport is between 8am and 7pm on
working days.
TVT
Train entrance can take place at all times.
Train load/unload is carried out depending
on date and time agreed with transport
operator.
Normal working hours of Terminal are
8am-1pm and 2pm-6pm from Mon to Frid.
SERVICES
MSC
Customs Terminal type A: storing tank,
temporary tank, export shop
Container depot
Availability up to 24 refrigerated containers.
Intermodal railroad-road transfer of ITU
(containers, tank-container, and others)
Freight shunting/unstuffing
Container reinforcement/decomposition
Container maintenance and repair.
Other services (orders, shipment,
insurance…)
Parking lot for trucks
Vigilance 24 hours a day
150.000 m2 in the adjacent area for
logistics and industrial activities.
The terminal has its own resources for
train movement.
Storage for diverse goods and over
pallets.
Version 00
53
TVT
Container maintenance and repair.
Coordination and establishment of the
Vigilated truck parking (completely safe)
integrated logistic services.
Offices renting for operators
Intermodal railroad-road transfer of ITU (ISO
Storage area for public customs position
containers and mobile boxes)
type A
ITU´s parking
Freight shunting
Container stuffing/unstuffing
Logistic services
INFRASTRUCTURES
Nº
Length
Track
(m)
MSC
1
2
3
390
215
250
TVT
1
2
3
Version 00
600
800
600
54
BOBADELA TERMINAL
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
CONTEPARQUE
Plataforma da Ribeirinha (Ed. CP Bobadela)
e-mail: geral@conteparque.com
Tel.: +351 211 020 537/8
Fax: +351 211 020 342
Site: www.conteparque.com
CP CARGA
Rua Estação de Mercadorias, 2695-038
Bobadela
e-mail: rfbelo@cpcarga.pt
Tel.: +351 211 020 243
Fax: +351 211 020 248
SPC
Rua Estação de Mercadorias, 2695 Bobadela
Email: multiusos@spc.sapec.pt
Tel.: +351 219 534 800
Fax: +351 219 534 891
Site : www.spc.sapec.pt
WORKING TIMETABLE
CONTEPARQUE
7am – 11pm
CP CARGA
8am- 7pm
SPC
0h-24h / 365
SERVICES
CONTEPARQUE
Storing tank – Type A
Park of containers
General freight storage.
24 refrigerated container availability.
Another road access to the infrastructure
transfer
of
Intermodal
railroad-road
Load reinforcement/decomposition
ITU(containers, tank-container, and others)
Logistic services
Load/unload of containers
Scale
CP CARGA
24 hours security
Load, unload, reception and shipment of Equipment
ITU, tank-containers and change
50 tonnes arcade
Terminal: 2000 Teus
3 Reach Stacker of 45 tonnes
Storing tank – Type A
2 stackers of 10 tonnes
27 refrigerated container availability.
1 stacker of 3 tonnes
Reserved area for dangerous sustances
ITU transfer
Load ramp for cars
ITU parking
Proximity parking
SPC
Load/unload of containers
Terminal capacity: 6 500 Teus
Version 00
55
INFRASTRUCTURES
Nº
Track
Length
(m)
CONTEPARQUE
1
465
2
440
3
465
4
320
CP CARGA
1
565
2
550
3
545
4
545
5
695
SPC
1
2
Version 00
450
450
56
LISBON PORT
LOCATION
TYPE OF TERMINAL
Port terminal
OPERATION
LISCONT - Operadora de Contenedores,
S.A
Terminal de Contentores de Alcântara - Sul
1399-002 LISBOA
Tel.: +351 21 393 99 01
Fax: +351 21 393 99 19
Email: liscont@liscont.pt
Site: www.liscont.pt
SOTAGUS - Terminal de Contentores de
Santa Apolónia, S.A.
Rua Cintura do Porto de Lisboa, Edificio
TCSA, Xabregas
1900-649 Lisboa
Tel.: +351 21 862 56 34
Fax: +351 21 862 56 39
Email: comercial@sotagus.pt
Site: www.sotagus.pt
WORKING TIMETABLE
LISCONT - Operadora de Contentores, S.A
0h-24h / 365
SOTAGUS - Terminal de Contentores de
Santa Apolónia, S.A.
08h-24h / 362
SERVICES
LISCONT - Operadora de Contentores, S.A
Container load and unload
UTI intermodal transfer
SOTAGUS - Terminal de Contentores de Santa
Apolónia, S.A.
Container load and unload
Container parking
Truck vigilated parking
Roll-On/Roll-Off (RoRo)
250 refrigerated container availability
Container maintenance and repair
Logistic services
Version 00
57
INFRASTRUCTURES
Nº
Track
Length
(m)
LISCONT
1
500
2
610
SOTAGUS
1
300
2
260
Version 00
58
POCEIRÃO TERMINAL
LOCATION
TYPE OF TERMINAL
Freight terminal
OPERATION
REFER
1100 - 105 Lisboa
e-mail: ci@refer.pt
Tel.: +351 211 022 000
Fax: +351 211 021 719
Site: www.refer.pt
WORKING TIMETABLE
24h/365
SERVICES
Shavings load and unload
INFRASTRUCTURES
Nº
Length (m)
Track
1
350
2
355
3
190
4
Version 00
260
59
SETÚBAL PORT
LOCATION
TYPE OF TERMINAL
Port and multifunction freight terminal
OPERATION
TERSADO - Terminais Portuários do
Sado, SA
2910-793 Setúbal
Tel.: +351 265 528 480Fax: +351 265 528
488
Email: andrade@tersado.pt
SADOPORT - Terminal Marítimo do Sado,
SA
2910-793 Setúbal
Tel.: +351 265 545 090
Fax: +351 265 545 099
Email: sadoport@sadoport.pt
Terminal RO – RO
APSS,SA
Praça da República, 2904-508 Setúbal
Tel.: +351 265 542000
Fax: +351 265 230992
Email: geral@portodesetubal.pt
SAPEC Terminais Portuários, SA
Herdade das Praias - Apartado 1062, 2901902 Setúbal
Tel.: +351 265 710 221
Fax: +351 265 710 225
Email: jfranco@graneis.sapec.pt
www.spc.sapec.pt
SPC – TMS
Avenida do Rio Douro, Parque Industrial
SAPEC Bay
2910-567 Setúbal
Tel.: +351 219 534 870
Fax: +351 219 534 895
Email: multiusos@spc.sapec.pt
SOMINCOR(single client installation)
Delegação de Setúbal – Operações
Portuárias
2900 Setúbal
Tel.: +351 265 531 660
Fax: +351 286 683 165
Site: www.somincor.com.pt
PORTUCEL(single client installation)
Complexo Industrial de Setúbal, Apartado 55
2901-861 Setúbal
Tel.: +351 265 709 000
Site: www.portucelsoporcel.com/pt
Version 00
60
WORKING TIMETABLE
TERSADO - Terminais Portuários do
Sado, SA
8am – 12pm
SADOPORT - Terminal Marítimo do Sado,
SA
8am – 12pm
Terminal RO – RO
24 H
8am – 6pm
SPC - TMS
0h-24h / 365
SOMINCOR
8am – 6pm
PORTUCEL
8am – 6pm
SERVICES
TERSADO - Terminais Portuários do Sado, SA
SPC - TMS
Fragmented general loading service for
Container load/unload
containers and trucks
SADOPORT - Terminal Marítimo do Sado, SA
General freight storage
Fragmented general loading service for
Parking and ITU intermodal transfer
containers and trucks
SOMINCOR
Terminal RO – RO
Solids and liquids treatment
Maritime movement services of new and
Load reinforcement and decomposition
second hand cars
Another
road
access
to
the
infrastructure
Solids and liquids treatment
Terminal has its own resources for train
movement
PORTUCEL
Firewood load and unload
INFRASTRUCTURES
Nº
Length (m)
Track
TERSADO
580
900
SADOPORT
1
490
2
540
3
580
4
620
5
320
Terminal RO – RO
1
320
2
320
3
320
4
320
1
2
Version 00
61
1
2
3
4
5
6
7
8
1
2
1
2
3
4
5
1
2
3
4
Version 00
SAPEC
250
260
300
280
300
600
280
260
SPC - TMS
330
320
SOMINCOR
300
570
560
380
140
PORTUCEL
800
540
350
350
62
SINES PORT
LOCATION
TYPE OF TERMINAL
Port terminal
OPERATION
PORTSINES
Terminal Multipurpose de Sines, Apartado 153
7520-902 SINES
Tel.: +351 269 630 540
Fax: +351 269 630 550
Email: sines@portsines.pt
Site:
www.ete.pt/Grupo/Empresas/Portsines_P.htm
TXXI - PSA Sines – Terminais de
Contentores, S.A.
Apartado 195, 7520-903 Sines
Tel.: +351 26 987 0611
Fax: +351 26 987 0614
Email: rui.pinto@psasines.pt
Site: www.psasines.pt
WORKING TIMETABLE
PORTSINES
24h / 365
TXXI - PSA Sines – Terminais de
Contentores, S.A.
24h / 365
SERVICES
Logistic services
PORTSINES
Load/unload ramp for cars
Solids treatment
Parking for coal and diverse loads
Vigilated truck parking
TXXI - PSA Sines – Terminais de Contentores,
S.A.
Container load/unload
Terminal Capacity: 1 000 000 Teus
Container parking
Vigilated truck parking
INFRASTRUCTURES
Nº
Track
Length
(m)
PORTSINES
1
620
2
235
TXXI - PSA Sines
1
850
2
Version 00
850
63
92 avenue de France
75013 PARIS
www.corridor4.eu
PART 4
Capacity and Traffic Management
VERSION CONTROL
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24.01.2014
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TABLE OF CONTENTS
1.
Introduction ..................................................................................................................... 4
2.
The One-Stop-Shop (C-OSS) ......................................................................................... 4
2.1. Introduction .............................................................................................................. 4
2.2. Capacity allocation .................................................................................................. 4
2.2.1.Generalities ................................................................................................... 4
2.2.2.Priority Rules ................................................................................................. 5
2.2.3.Paths allocation procedure ............................................................................ 6
2.3. Other activities of the C-OSS .................................................................................. 9
3.
Capacity offer................................................................................................................ 10
3.1.The pre-arranged paths (PAPs) ............................................................................. 10
3.2.The reserve capacity .............................................................................................. 10
4.
Authorised applicants ................................................................................................... 11
5.
Framework for capacity allocation ................................................................................ 11
6.
Traffic management ...................................................................................................... 12
6.1. General principles .................................................................................................. 12
6.2. Border crossing ..................................................................................................... 12
6.2.1. Connection between Spain and France ..................................................... 12
6.2.2. Connection between Portugal and Spain ................................................... 13
6.3. Change of locomotives and drivers ....................................................................... 13
7.
Traffic management in case of disturbances ................................................................ 13
7.1. Common objectives in case of disturbances ......................................................... 13
7.2. Priority rules in operation ....................................................................................... 14
7.3. Information transmittal ........................................................................................... 15
7.4. Management of emergency situations .................................................................. 15
7.5. Assistance to broken or panned trains .................................................................. 15
7.6. Itinerary modifications ............................................................................................ 16
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1. INTRODUCTION
This part 4 of the Corridor Information Document presents the structure and specific
procedures about allocation and management of railway capacity over the Corridor 4,
including the subjects concerning traffic management and One-Stop-Shop (C-OSS). Several
paragraphs make reference to European Regulation 913/2010 ‘concerning the European
Railway Network for a competitive freight service’.
The aim of this part is, therefore, to inform the Corridor 4 applicants about the basic operating
rules in terms of allocation of capacity and traffic management, including traffic management in
degraded situations.
This part 4 contents the offer and demand of capacity and especially the role of the C-OSS as
a coordinator in the management of the capacity offered by the Infrastructure Managers (IM).
Besides, it describes traffic management in normal and degraded situations, and it finally
provides information about specific traffics.
Particularly, this part defines the pre-arranged paths offered by the Corridor 4 to its clients, the
priority rules to allocate capacity, the conditions to use the paths and the rules for the
cancelation of allocated capacity.
2. THE ONE-STOP-SHOP (C-OSS)
2.1. Introduction
The European Economic Interest Grouping of Rail Freight Corridor 4 (EEIG CFM4) has
implemented a One-stop-shop for Corridor 4 (C-OSS), in accordance to article 13-1 of the
Regulation 913/2010. Its first role is to give to applicants the possibility to make their requests
and to receive an answer in a single place and with a single operation, concerning the
capacities of the infrastructure for a freight train crossing at least one of the boundaries of the
Corridor 4.
The One-stop-shop operates in a clear and non-discriminatory manner. For this, a register is
set up and freely available to all interested parties. It shows the date of the requests, the name
of the applicants, the details of documentation supplied and the incidents that may take place.
These activities are beheld by the control organisms: ARAF (France), CRF (Spain), and IMT
(Portugal).
2.2. Capacity allocation
2.2.1. Generalities
The One-stop-shop takes a decision about the requests of capacity, such as the pre-arranged
paths and the reserve of capacity (article 13-3 of the Regulation 913/2010). It allocates the
capacity in accordance to the capacity allocation rules set up in the directive 2001/14 and in
this Corridor Information Document, and it informs on time the three IM about the requests and
about the decisions taken.
There are three type of paths in the corridor:
-
Paths crossing a border included in any Rail Freight Corridor and running, at least
partially, on a Pre-arranged Path (PaP). The correspondent requests will be addressed
to the C-OSS.
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International paths running, at least partially, over the infrastructure of Corridor 4 and
crossing a border in any Rail Freight Corridor but not requesting any PaP. The
correspondent requests can be addressed to the C-OSS or directly to the involved IMs
The national paths are dedicated to trains running through one part of the corridor and
not crossing any border in a Rail Freight Corridor. They are defined and managed by
the IM. The C-OSS is not involved.
2.2.2. Priority Rules
Regarding the capacity allocation, the priority rules in Corridor 4 vary on each of the crossed
countries. Nevertheless, the EEIG CFM4 of the corridor works on the coordination of priority
rules for the distribution of the capacity.
In Portugal, these are the priorities that apply for allocation capacity and management of
REFER network:
1) The top priority level is public use, particularly services carried out under a public
concession contract.
2) Suburban passenger services with a frequency equal or greater than six trains every
hour during rush-hour periods.
3) Suburban passenger services with a frequency lower than 6 trains every hour during
rush-hour periods.
4) Regular high quality national inter-city services and international passenger services.
5) Other medium to long-distance passenger services.
6) International freight or express services.
7) National freight services.
8) Empty train runs.
9) Other services such as rehearsal runs, crew training or contractors’ trains.
10) Requests which cause less relative network impact.
11) Requests which use the highest number of identical paths.
12) Requests which use the most train kilometres (TK) on the network.
In Spain, the regulation FOM/897/2005 sets up the priorities to allocation within the frame of
the requests for capacity or within the frame of infrastructure saturation. In case of coincident
requests for the same period or if the network turns out to be saturated, several elements are
classified regarding priority rules. First of all, a “specific attention” must be given to freight
services, but it is the Ministry of Transport who sets up the type of services in each line. The
priority may also be agreed regarding a decreasing order:
1) Specific rules established by the Ministry of Transport to different services inside each
line, especially freight transport services
2) If there are dedicated infrastructures
3) In case of a declared service of public interest
4) Allocation and effective use by the applicant, in previous service schedules, of the time
periods whose allocation is requesting.
5) International transport
6) If there is any framework agreement concerning the specific capacity request.
7) If the applicant is requesting a regular path
8) According to the global effectiveness of the system
In France, the priority order is as follows:
1) National or international services which, in a part or in the whole path, go through the
national network specifically dedicated for them
2) International freight transport services
3) Services attached to a public service contract with a transport authority.
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2.2.3. Paths allocation procedure
Publication phase (X-12 – X-11)
The publication of pre-arranged paths (PaPs) will be done by the C-OSS via the tool named
Path Coordination System (PCS).
Prearranged paths application phase ( X-11 – X-8):
Between X-11 and X-8 the PaPs shall be published and available so that Applicants can
submit applications for the annual timetable. Applications are only accepted after the
presentation of the Declaration in appendix 1 by the Applicant. All general rules specified in
the Network Statements published by the 3 IM applies to the applications, namely regarding
access and usage of the infrastructure and charging.
For the management of the international path requests it is very important that Applicants
place an International Request with complete information of final origin and destination of the
path.
The tool for requesting capacity to the C-OSS will be the Path Coordination System (PCS).
As a general rule all requests shall be placed directly to the C-OSS through PCS. Only in
justified and exceptional cases such as technical problems with PCS the requests would be
inserted in PCS by the C-OSS.
The request will be for an international train path using Corridor 4 itineraries and crossing at
least one border (included in Corridor 4 itineraries).
If the request crosses a border which is not in the scope of Corridor 4, it will be considered
whether the request shall be forwarded to a different C-OSS or to the IM involved or if it will be
managed by the C-OSS. The applicant will be immediately informed.
The international request shall be previously coordinated and agreed between all the RUs
involved in its itinerary. Nevertheless the requests will be placed by the applicant via PCS
directly to the C-OSS and will include all the necessary data.
C-OSS tasks in this phase will be to:
Keep a register of PaPs requested by applicants
Display PaPs available for Corridor 4
Receive the paths request for Corridor 4
Check the quality of the content in the path request and inform Applicants if updating is
needed.
Allocation phase for the annual timetable (X-8 – X+12):
Priority criteria for the allocation of pre-arranged paths requested before X-8
In case of conflicting PaP requests, the C-OSS shall base its decisions according to:
Articles 45 and 46 of Directive 2012/24/EU.
RFC-4 Capacity Allocation Framework.
Corridor priority rules defined above
A value calculated according to the total length of the requested path (including feeder and
outflow paths and connecting point or sections between corridors) in combination with the
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length of the requested pre-arranged path and running days can enable the comparison of
different applications with each other.
First step: only the path travelled along the Rail Freight Corridor (LPAP) and the running days
(YRD) are taken into account:
LPAP x YRD = K
Second step: if after the first step it results the same priority value (K), the complete length of
the requested path (LTP) has to be taken into consideration and the full formula has to be used:
(LPAP + LTP) x YRD = K
Third step: if after the second step it results the same priority value (K) “first come-first served”
logic will be applied.
In case of conflict on an overlapping section among more than one corridor above mentioned
formulas could be used. Each C-OSS calculates its own value according to the path request.
The Applicant with a higher priority value will get the conflicted path section.
The above described priority rules involve only requests placed on time (before X-8).
Regarding late and ad-hoc path requests (see below) the principle “first come - first served”
will be applied.
NOTE: Without agreement reached at European level regarding the availability of information
between IM, the geographic scope to be considered for solving the formula will be limited to
the infrastructure of the three IM involved in Corridor 4. No other IM have any commitment with
MB of Corridor 4 in order to guarantee the availability of the information needed.
Pre-booking phase by C-OSS (X-8 – X-7.5).
This is the allocation phase concerning requests for PaPs for the annual timetable. The tasks
of the C-OSS in this phase are described below:
The C-OSS shall keep a register of all activities performed by the C-OSS, based on
article 13.5, concerning the allocation of infrastructure capacity, and keep it available
for Regulatory Bodies, Ministries and Applicants.
The C-OSS shall ensure the update of the register and manage access to it for the
above-mentioned parties. The content of the register will only be communicated to
these interested parties on request.
The C-OSS will decide on the allocation of PaPs requests and communicate the result to the
Applicant through PCS.
The C-OSS will forward the application to the competent IM if the Applicant which didn´t obtain
the PaP requested does not accept the alternative PaPs or no other PaPs fit with the request.
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Construction phase (X-7.5 – X-5.5)
C-OSS will prepare answers to and from IM, C-OSS of others corridors and Applicants
according to the path requests placed on time (X-8), including both feeder and outflow paths
as well as sections of PaPs and taylor made solutions requested to IM.
The concerned IMs will deliver to the C-OSS their results concerning feeder / outflow path,
taylor made paths construction and possible PaPs adaptations for fitting. Then the C-OSS will
communicate the draft offer to the Applicants.
Publication deadline of draft offer to the Applicants (X-5)
Publication of draft timetable:
PaPs,
Sections (feeder/outflow) and PaPs adaptations provided by the IM.
Observations from Applicants (X-5 – X-4)
Applicants will check the draft offer and make their remarks. Then Applicants will forward their
final decision to the C-OSS.
Post processing and final allocation for annual Timetable (X-4 – X-3.5)
The C-OSS is responsible for providing the final offer and allocation of PaPs to the Applicant,
based on the following information given by IM:
Fulfil answer to the request
Partial offer agreed with customer
Different offer agreed with customer
No offer
Information on access to terminals.
In case of complaints regarding the allocation of PaPs (e.g. due to a decision based on the
priority rules for allocation), the Applicants may address to the respective regulatory body.
Requests for « late paths » (X-8 – X-2)
According to the PaPs remaining after the allocation of the PaPs requested before X-8, the COSS will receive and allocate late path requests (requests placed between X-7.5 and X-2).
The C-OSS is responsible for their allocation following the principle “first come - first served”.
If the late path request cannot match with PaPs offer, if there is no other/suitable alternative
PaP or if a flexible approach is needed, the C-OSS forwards the request to the competent IMs.
The involved IM will deliver their results to the C-OSS; in the end the C-OSS will communicate
the final offer to the Applicant.
Draft offers to late path requests will be offered from X-4, after the final answers for path
requests submitted before the 2nd Monday in April (X-8). The last possible date for submitting
path offers to applicants for late path requests is one month before the start of the next
Timetable (X-1).
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Requests for « ad-hoc paths » (X-2 – X+12)
According to Article 14.5 of the Regulation, and taking into account the PaPs allocated at X-4,
the existing traffic and IM specific situation, the MB will define a reserve capacity based on
prearranged paths in order to satisfy the ad-hoc path requests placed by the Applicants
between X-2 until X+12 for international freight trains on the Corridor.
The reserve capacity will be displayed at X-2 in PCS and protected from any modification by
the IM.
In this phase (X-2 – X+12), the C-OSS takes the allocation decision for reserve capacity
requests according to the rule “first come – first served”.
In case of applications including feeder/outflow paths, tailor made solutions and/or terminal
slots, the C-OSS will forward the request to the concerned national IMs and ensure a
consistent path construction between the feeder and the Corridor-related path section.
The C-OSS will not answer to any request of PaPs in reserve capacity placed 30 days before
the running day. Requests with shorter time limit should be addressed to the national IMs
directly.
2.3. Other activities of the C-OSS
The One-Stop-Shop plays an essential role in the allocation of capacity. Basically, it is an
instrument of coordination, and for this reason:
It delivers to the IM the non-satisfied requests for capacity. The IM makes a decision
about these requests and gives back an answer to the C-OSS. The C-OSS beholds the
use of PaPs and, in general, it establishes and maintains the process of
communication with the RU and the Terminal Managers of the corridor.
It transmits information between the EEIG CFM4 and the RU. In this case, it provides
basic information about the distribution of the infrastructure capacity and shows the
available capacity at the moment of the request and its characteristics according to the
authorised parameters such as speed, length, weight limit or axle load. It is not only a
transmitter but also a manager of this information addressed to the different actors.
Among the information to be provided to the different actors, there is:
The access conditions to the corridor infrastructures and connected terminals
The procedures for capacity allocation.
The procedures for traffic management, especially in case of degraded traffic.
And, in general, the access to information gathered by the EEIG CFM4 about the Network
Statements, works programs for infrastructure, etc.
The C-OSS is involved in the coordination of possessions planned on the rail freight corridor. It
should organise one or two meetings per year (depending on the needs) dedicated to the
coordination of possessions. IMs may meet in ad-hoc bilateral or trilateral meetings to cover
specific issues. The results will be reported to the MB and published information will be
updated if necessary.
Restrictions regarding rail infrastructure or loading/unloading facilities inside terminal areas are
the responsibility of terminal owners/operators. If terminal owners/operators provide
information about these restrictions, they have to be taken into consideration in the
coordination process and the information may be published by using the Rail Freight Corridors’
tool. Terminals may also take part in the coordination meetings.
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In the following table it is showed the general schedule for this coordination of infrastructural
works.
Date
X-24
X-17
X-12
X-4
Stages
First information of capacity
restrictions
on
the
corridor
published by EEIG CFM4.
Update before the beginning of
construction of the prearranged
train paths
Observations
This information will be demanded from
the 3 infrastructure managers in X-26
The railway undertakings and terminals
will be consulted in X-18
Update before the publication of This information will be demanded from
the train paths prearranged in X-11 the 3 infrastructure managers in X-14
This information will be included in the
declarations of national networks.
Update before the final attribution This information will be demanded from
and planning of the capacity for the 3 infrastructure managers in X-6
trains ad-hoc
The content of the update of information and decisions of update is the responsibility of the
infrastructure managers of Corridor 4. The infrastructure managers may decide to obtain
information on these updates at any moment (ex.: per quarter, monthly and at any moment in
case of occurrence of modifications).
3. CAPACITY OFFER
3.1. The pre-arranged paths (PAPs)
In accordance to article 14-3 of the Regulation, the three infrastructure managers of the
Corridor 4 define together the pre-arranged paths for the international freight trains of the
Corridor. To reach this, they must take in account:
(i)
The evaluation, by the EEIG CFM4, of the necessities of capacity of freight trains
running through the Corridor 4
(ii)
The necessities of other types of transports, as the passenger transport.
These paths are published at the deadline of eleven months before the annual timetable
period.
3.2. The reserve capacity
The IM have decided to create a reserve capacity (article 14-5 of the Regulation) based on
PaPs to allow a quick and optimal answer to the requests of ad-hoc paths.
The infrastructure managers of the corridor will keep this reserve available in their definitive
service timetable.
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4. AUTHORISED APPLICANTS
According to article 15th of the Regulation, apart from national RU and their own international
alliances, other applicants may request international pre-arranged paths, including feeder and
outflow paths. It is the case of shippers, freight forwarders and combined transport operators,
and also public authorities with the capability to provide transport services.
Authorized applicants and RU must be registered by the C-OSS and for that purpose must
present the signed Declaration in appendix 1 before submitting their first capacity request, in
order for it to be accepted. The C-OSS may ask the candidate additional information to confirm
its eligibility as authorized applicant.
The authorized applicants may request pre-arranged paths with no obligation to communicate
the identity of the company which will provide rail traction. The C-OSS must be informed at
least 5 days before the train running about the identity of the RU. This information will be
immediately addressed by the C-OSS to the correspondent IM.
Therefore, it is not necessary for the C-OSS to know in advance, in order to assign a prearranged path, the identity of the RU which will provide traction. But, if this information is not
provided in time to the C-OSS it may be a cause for cancellation of the assigned path.
The elected RU must establish a partnership with each of the IM, under the regulation of each
of the networks. They must also comply with all the national legal exigencies of each country
and they must hold all the legal documents as security certificate, railway undertaking license,
liability insurance, etc.
The Authorised Applicant must pay all reservation charges and cancellation fees, according to
the conditions established in each NS and where relevant, until it has appointed a railway
undertaking.
5. FRAMEWORK FOR CAPACITY ALLOCATION
The framework for the allocation of capacity of Corridor 4 was approved by the Executive
Board. This document is presented in appendix 2.
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6. TRAFFIC MANAGEMENT
6.1. General principles
The aim of the traffic management is to ensure the circulation of the trains according to the
circulation graphic approved by the IM. Under any circumstance and especially in case of
malfunctions due to infrastructure failures (capacity restriction, functioning incidents, etc.),
railway undertakings causes (delays, suppressions...) or external causes (bad weather, action
of third parties...), the companies responsible for trains circulation in each country shall apply
the following principles in their relationship with RU:
Transparency in processes of decision: information about theorique circulation (as
foreseen in the circulation graphic), estimated circulation (regarding the situation at the
moment of this estimation) and real circulation are available for any network user, from the
moment the train running is announced, as any piece of information sent by the RU about
their trains running.
Non-discrimination between RU, since all the traffics have the same importance to the
corridor.
Safety: in order to ensure the national railway network safety, RU operating with
passengers and freights shall respect any safety measure established, especially in case
of management of emergency situations or an incidence in the infrastructure.
6.2. Border crossing
The only compulsory documentation in the cross border is the international vehicle card, which
mentions very different subjects (dangerous goods, obligation of phytosanitary control,
products for alimentation, animals, cereals, etc).
Hitherto there is no interoperable material between the Corridor 4 networks, which requires a
change of traction and train driver in each border crossing. In this case, the new train driver
must verifier the respect of all the security rules of the train (in its wagon composition),
according to the exigencies and documentation of each national network.
6.2.1. Connection between Spain and France
This connexion supports the greatest hindrances, due to the different track gauge, UIC in
French side and a specific gauge in Spanish side. The transfer between the two networks is
done inside the complex Irun/Hendaye, with different gauge tracks and blended itineraries
between the two stations.
Regarding the different types of freights and loads, different procedures may be applied:
- Container transfer using gantry cranes
- Manual transfer for different size merchandises (as motor vehicles)
- In certain cases, load transfer using individual cranes
- Axle changing is done by the private company TRANSFESA (DB group)
Due to the different gauge of tracks between Spain and France, a freight transfer operation
need a stop in the border estimated between 6 and 8 hours, depending on the methods and
characteristics.
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6.2.2. Connection between Portugal and Spain
The connexion between Spanish and Portuguese networks of the Corridor 4 takes place in the
borders of Elvas-Badajoz and Vilar Formoso-Fuentes de Oñoro. Different from the FrenchSpanish border, this connection has the same gauge of track in both sides, thus times of stops
are minimal.
Procedures:
Stop for technical verification Spain side 15/30 minutes,
Operating Procedures of Regulated Security,
Stop time requested by operators for technical and operational issues: traction change,
fuel supply, crew change, meal breaks for train drivers…
Required documentation:
Permanent documents,
Temporary rules and instructions,
Traffic and train movement management,
Security.
6.3. Change of locomotives and drivers
The RU will request the locomotive and driver changes to their best criteria under the current
regulation in each country.
These changes are taken into account as far as possible in the capacity offered by Corridor 4.
7. TRAFFIC MANAGEMENT IN CASE OF DISTURBANCES
7.1. Common objectives in case of disturbances
The IM aim to set up a common procedure to ensure a good coordination of the tools in case
of traffic degradation in Corridor 4.
The main objective of this coordination is to establish the proper steps and communication
channels between the different agents (chiefly the IM and the clients) which could be affected
by a change in the circulation conditions of Corridor 4.
The IM may need the RU to put its human and technical resources which best fit to restore the
circulation as soon as possible.
Several types of incidences must be communicated between the IM and the railway
undertakings:
- Interference producing an impact over the railway traffic.
- Traffic interruption, including a forecast for the re-opening.
- Restriction of the capacity of the infrastructure, including a forecast about the time it
may last.
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7.2. Priority rules in operation
In France
Priority in circulation of trains
In case of a circulation conflict, trains running through compatible paths shall disturb each
other.
A non-discriminatory treatment for RU means:
- Conflicts between trains from different companies: a train in schedule (less than 5 min
delay) cannot be displaced by a delayed train. If all the trains in conflict are delayed,
the rule is as follows: identical priority agreed for all the trains which composition allows
the circulation at the same limit speed, not taking into account which causes or
responsibilities are in the origin of the conflict. Trains are classified by decreasing
speed and, in case of equivalence, by agreed priority to passenger trains. In case of
new equivalence, priority is given to the train whose theoretical timetable is previous to
the other.
- Conflicts between trains from the same company: according to the principles told by
the affected company, as long as there does not imply a reduction of the network
capacity. In absence of these principles, the above rule is applied.
To determine the order of circulation of the trains coming from a point or segment of conflict,
each train is placed according to the above priorities. This rule is only applied if the
repositioning of the trains is physically possible. If not, it must be applied at the first possible
point.
This rule is not applied if the disturbed train with priority runs in advance. It is not applied if the
disturbance of a priority train would imply a delay not longer than 3 minutes.
The rule is not absolute, since a circulation chief, a regulator, an axle coordinator or a national
coordinator may change it if justified by the global fluidity of the system, or the research of a
maximum speed. It may also be derogated for these reasons in dense areas (ex. Paris
suburbs), where the research of the maximum speed prevails over maintaining on time each
circulation running through the lines. Each of these rules prevails also over the own RU rules.
Capacity Restriction
This rule limits the applicability frame of the precedent rule. In case of an important incident
provoking capacity restrictions, with no chance to admit the foreseen traffic, trains not yet
running which would take the affected itinerary will function under a rule of distribution of the
residual capacity in the main itinerary and in the deflected one, if it exists.
The number of paths running through the restrained itinerary -and optionally any alternative
itinerary- are discounted for periods of one hour (to take into account rush-hour conditions)
and the available capacity is worked out. Generally, the number of resulting paths is bigger
than those the network can absorb. An authorised number of paths for each RU is fixed in
proportion from the initial number and the time lapse to make the choice. The RU gives an
answer choosing from the trains which should run in a normal situation.
The rest of surplus paths are removed in a crises graphic that substitutes the theoretical
circulation graphic. If the time limit for answering is exceeded, it is decided ex-officio which
trains will run.
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In Spain
The traffic management is done by the IM. The main objective is to adjust the effective running
of all the trains within the capacities which were attributed. For this, RU shall provide all the
requested pieces of information to the IM, as and when required, before the train departure or
during its trip.
If the technical characteristics of the train are different from those indicated in the capacity
request, the infrastructure manager shall adopt any convenient measure, including the running
prohibition.
Regarding the operational traffic management, the companies must respect the applicable
documents about network circulation.
Priority rules
1) Priority to trains having obtained capacity
2) Priority to trains running through their path from those running with delay, in order to
minimize the delay propagation
3) The perturbations due to technical causes, accidents or similar will be managed case
by case, in order to return as soon as possible to the normal situation.
In Portugal
The priority rules for circulation are identical to those for capacity allocation (see above).
7.3. Information transmittal
The infrastructure manager is responsible for the communication and must deliver the
information as soon as possible by the standard channels to the railway operators in its own
network. The train destination, the terminals and any other facilities must be also informed.
7.4. Management of emergency situations
The EEIG CFM4 can set up in an emergency situation a plan of urgency, to define the
alternative procedures to normal operations, in order to create a global action plan to manage
and solve any facts disturbing the normal development of the railway traffic.
In case of perturbation of the railway traffic, for a technical failure, an accident or any other
incident, the IM of the corridor must take all the proper measures to ensure the return to
normal circulation of trains.
7.5. Assistance to broken or panned trains
In France, a train stopped for a failure cannot stay longer than 15 minutes in current track.
After this time and not being forecast to run again, it must be put in place all the measures to
ensure the track liberation according to the suitable security procedure.
In Spain, ADIF has set up an Emergency Plan (‘Plan de Contingencia’), approved by the
Ministry of the Development, enlisting the procedures to be used in these situations. In case of
a stopped freight train, ADIF may require the use of traction resources from RU to remove the
panned train towards the nearest stop, in order to restore as soon as possible the normal
conditions for circulation in the line.
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In Portugal, in the case of disturbances to rail traffic due to accidents or technical failures,
REFER will take all necessary measures to re-establish all normal operating conditions. In the
case of emergencies and technical failures that render the infrastructure temporarily unusable,
allocated train paths can be cancelled without notice during the period needed to repair the
system. If the track is blocked by rolling stock, REFER will assume the role of coordinating the
activities and the necessary resources to clear the blockage. REFER may demand any RU to
place at its disposal the resources needed to rapidly resolve the situation even if the RU is not
the direct cause of the obstruction. The RU that put these resources at REFER disposal to
resolve obstructions caused by third parties have the right to be compensated to the amount
agreed upon with the entity that caused the obstruction in the first place and which will have to
bear the costs. REFER will take all necessary measures to re-establish all normal operating
conditions.
7.6. Itinerary modifications
In case of urgency or absolute necessity, for a temporary non-disposal of the infrastructure,
the IM of the Corridor 4 may change the paths, without previous information, during the time
needed until return to normality. They must also make the needed repairs during a suitable
time period. They must inform as soon as possible about the situation to the RU and other
applicants.
In this case, nor the authorised applicants or the RU may claim any compensation or
indemnification.
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APPENDIX 1 / Declaration to be sign by authorised applicants
DECLARATION
Acceptance of the general terms and conditions for requesting international freight
train paths through the Rail Freight Corridor 4 (RFC4) one stop shop
Considering that the RFC4 corridor-one stop shop (“C-OSS”) is Groupement européen
d’intérêt économique Corridor Ferroviaire de Marchandises n°4 incorporated under the Law of
France and registered at the Registre du Commerce et des Sociétés de Paris under number
797803228, located in RFF, 92 avenue de France – 75648 PARIS CEDEX («EEIG CFM4»)
and operating from ADIF (Dirección de Planificación y Gestión de Red), C/. Hiedra, s/nº,
Estación de Chamartín, Edificio 23, 28036 Madrid, SPAIN.
- The applicant has read, understood and accepted the RFC 4 Corridor Information
Document and, in particular, its part IV which states the procedures for requesting and
allocating international freight paths through the RFC 4 one stop shop.
- The applicant complies with all conditions required by applicable legislations and by the
Infrastructure Managers / Allocation Bodies (“IMs/ABs”) involved in the paths it requests
including inter alia administrative and financial requirements.
- The applicant shall provide all data required for the path requests.
- The applicant accepts the provisions of the national networks statements applicable to
the path(s) requested.
The EEIG CFM4, as C-OSS, shall only be held liable for direct damages caused to the
applicant due to the breach of one of the obligations of the C-OSS as described in article 2.1
of part IV of the Corridor Information Document.
The EEIG CFM4 shall not be held liable for any damage caused to the applicant due to the
breach by one or several IMs/ABs involved in the requested paths of one of the obligations
described in article 2.2 of part IV of the Corridor Information Document
Name and address of the applicant:
By signing these terms and conditions, I accept the provisions above,
Date, signature and stamp
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APPENDIX 2 / Framework for capacity allocation on Corridor 4
According to the document approved by the Executive board of corridor 4, this framework for
capacity allocation on the corridor (“Corridor-Framework”) concerns only the allocation linked
to the prearranged train paths and to the reserve capacity given to the Corridor One-StopShop (“C-OSS”) for freight trains, crossing at least one border on a corridor as foreseen by
article 14.4 of the Regulation, namely where the allocation of capacity by the C-OSS is
mandatory, according to article 13 of the Regulation.
1. Principles of supply of pre-arranged paths
The capacity provided by the national Infrastructure Managers and Allocation Bodies
(“IMs/ABs”) for the prearranged train paths and the reserve capacity to the C-OSS, is taken
from the national capacity dedicated to freight traffic.
The construction of pre-arranged paths and the definition of reserve capacity, is realised by
the IMs/ABs in accordance with article 14 of the Regulation, by taking into account i.a.:
the Transport Market Study, analysing the demand for international freight traffic on the
corridor and covering the different types of traffic, in particular passenger traffic;
the request for infrastructure capacity relating to the past and present working
timetables;
Details of supply of the pre-arranged paths are explained in the Corridor Information
Document.
These pre-arranged paths are handed over to the C-OSS for exclusive management at the
latest X-11 and for reserve capacity at least 60 days before the train running (X-2).
The IMs/ABs will aim to include in the supply of pre-arranged train paths, the access and the
paths connecting terminals where feasible.
The pre-arranged paths managed by the C-OSS for the allocation in the yearly timetable and
the reserve capacity are dedicated to the corridor. Therefore it is essential that the displayed
dedicated capacity is protected against subsequent adaptations by the IMs/ABs critical for the
applicants.
The Management Board shall decide whether and if so to what extent the unused capacity
shall be returned by the C-OSS to the relevant IMs/ABs at X-7.5, according to a principle
published in the corridor information document and taking into account the need for sufficient
reserve capacity of good quality.
2 PRINCIPLES OF ALLOCATION OF THE PREARRANGED TRAIN PATHS AND
RESERVE CAPACITY BY THE C-OSS
The decision on the allocation of pre-arranged train paths and reserve capacity on the freight
corridor is taken by the C-OSS, in accordance with article 13 of the Regulation.
Like the IMs/ABs, the C-OSS has to respect the rules of Directive 2001/14/EC, especially
article 4.3.
The activities within the timetabling processes concerning pre-arranged train paths and
reserve capacity are described in # 3.3.4.
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2.1
General principles related to the establishment of the C-OSS
The C-OSS has to be established under and is governed by the principles of transparency,
non-discrimination, independence, balance and fairness.
The Management Board is responsible for designating or for setting up the C-OSS including its
operating modalities. The Implementation Plan, which will be part of the Corridor Information
Document to be published by the Management Board according to article 18 of the Regulation,
will describe the competences, the form of organisation, the access rights, the liability vis-à-vis
applicants and the mode of functioning of the C-OSS and its conditions of use.
2.2
Principles of transparency and non-discrimination
In addition to the Corridor Information Document, once adopted, the IMs/ABs will publish the
functioning and set-up of the C-OSS in their network statements. They will also mention the
Corridor Information Document in their own network statements.
In accordance with article 13 of the Regulation, any application of pre-arranged paths and
reserve capacity for corridor infrastructure capacity, crossing at least one border on a corridor,
from a railway undertaking or authorised applicant will be conducted (requests handling,
coordinating with IMs/ABs, monitoring, deciding and answering) by the C-OSS. Each
application should be registered by the C-OSS and be subject to an appropriate response.
After receipt of all path requests for prearranged paths at X-8 (regular deadline for submitting
path requests for the annual timetable) the C-OSS will decide on the allocation of pre-arranged
paths without delay until X-7.5 and mark the allocation in the path register accordingly.
According to article 13.3 and 13.4 of the Regulation, in the same way it is requested that the
C-OSS inform the competent IMs/ABs on its received applications and the decisions taken on
them without delay. It is also requested that for any application which cannot be met, the COSS shall forward the application for infrastructure capacity without any delay to the
competent IMs/ABs, which shall take a decision on that application and communicate this
decision to the C-OSS for further processing. This procedure allows a follow-up on
applications for international rail freight paths on the corridor that the C-OSS could receive.
2.3
Principles of fairness and independence
The C-OSS respects the duties of confidentiality regarding the applications received.
In the context of the corridor, and consequently from a view point of international cooperation,
the experts of the C-OSS staff are, within their mandate, to work independently from their
IMs’/ABs’ tasks and they are ensuring allocation decisions for pre-arranged paths and reserve
capacity on a corridor level. However, the C-OSS experts may work with the IMs/ABs for the
purpose of coordinating the allocation of corridor paths with the allocation of feeder/outflow
national paths.
2.4
Principles of cooperation and balance
The IMs/ABs will coordinate and pool their pre-arranged corridor train paths into the prearranged path catalogue of the C-OSS in order to take into account the needs of the market,
expressed through i.a. the Transport Market Study. The Management Board will inform the
Executive Board on an annual basis on the quantitative and qualitative development of
corridor train paths, according to article 19.2 of the Regulation (see # 3.3.3 for a minimum set
of indicators).
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2.5
Priorities to be applied by the C-OSS in case of conflicting applications
After receipt of all requests for prearranged train paths at X-8, the C-OSS will decide on the
allocation of the prearranged paths.
In the event of conflicting applications, the C-OSS will apply the common priority rule for
coordination which focuses on rewarding applicants with higher commercial value from
IMs/ABs point of view and to maximise the use of capacity (longer pre-arranged path sections
and more often). The formula is described in # 3.3.5.
Changes to this annex can be done under the condition of a common agreement of both
Executive and Management Boards.
This priority rule for coordination concerns only the pre-arranged train paths of the corridor and
are applied only between X-8 and X-7.5 in case of conflicting applications.
Once the allocation decision is made following requests until X-8, the C-OSS will propose
alternative pre-arranged train paths to the dissatisfied applicants. If these alternative solutions
are not sufficiently adequate for the applicant, the C-OSS will forward the requests to the
competent IMs/ABs according to article 13.4 of the Regulation. Those path requests should be
considered by IMs/ABs as having been submitted before the X-8 deadline.
Regarding the requests placed after X-8, the priority rule for coordination “first in, first served”
will be applied.
These rules will be inserted in the national network statements of each member of the
Management Board of the corridor, describing the corridor aspects, and will afterwards be
published in the Corridor Information Document.
3. Monitoring of the allocation process
On an annual basis the process of capacity allocation will be evaluated on the corridor with a
view to a continuous improvement of the process. The evaluation will be done after the
allocation of the annual timetable, i.e. in period Mid-August – October each year.
The evaluation will be done by the Management Board, and the Railway Undertaking Advisory
Group and Terminal Advisory Group will be consulted.
A draft evaluation report with recommendations will be discussed in the Executive Board in the
4th Quarter of each year.
The results of the monitoring will be published by the Management Board, according to article
19 of the Regulation.
The first evaluation report will be done for the year 2014.
Indicators to be monitored on an bi-annual basis (period 1: mid December till mid June, period
2: mid June to mid December (change of timetable):
pre-arranged train path:
o
number of offered pre-arranged train paths X-11 per section
o
the number of requests period X-11 till X-8 and X-8 (-1 day) till X-2 (without
feeder/outflow sections)
o
number of train paths which are allocated by C-OSS
o
number of train paths which reached active timetable phase
o
number of conflicting applications (double booking at X-8)
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o
o
o
Indicator for reserve capacity to be allocated by C-OSS at X-2 :
train paths offered;
train paths allocated;
train paths reaching the status of active timetable.
4. Activities within the timetabling processes concerning prearranged train paths and
reserve capacity.
Date/period
Activity
X-11
Publication of pre-arranged paths provided by the IMs/ABs
X-8
Deadline for submitting path requests
X-7.5
X-5 – X-4
Forwarding requests with “flexible approaches” (e.g. first/last mile) or
“special treatments” to IMs/ABs
Possible returning of some remaining (unused) pre-arranged paths to the
competent IMs/ABs – based on the decision of the Corridor MB – for use
during the elaboration of the annual timetable by the IMs/ABs
Finalisation of path construction for requested “flexible approaches” by
the IMs/ABs and delivering of the results to Corridor OSS for information
and development of the draft timetable
Publication of the pre-arranged paths offers – including sections
provided by the IMs/ABs for requested “flexible approaches” by the COSS
Observations from applicants
X-4 – X-3,5
Post-processing and final allocation
X-4 – X-2
Planning (production) reserve capacity for ad-hoc traffic
X-2
Publication reserve capacity for ad-hoc traffic
X-7.5
X-5,5
X-5
5. Description of the priority rule for coordination at X-8 in the event of conflicting
requests for Pre-arranged Paths
LPAP = Total requested length of pre-arranged path
LTP = Total requested length of complete path
YRD = Number of requested running days for the timetable period.
K = The rate for priority
All lengths are counted in kilometres.
The priority is calculated according to this formula:
(LPAP + LTP ) x YRD = K
This formula can be used so that in a first step the priority value (K) is calculated using only
total requested length of pre-arranged path (LPAP) multiplied by the Number of requested
running days (YRD).
If the requests cannot be separated in this way, the Total requested length of complete path
(LTP) will also be added in the calculation in order to separate the requests.
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92 avenue de France
75013 PARIS
www.corridor4.eu
PART 5
Implementation plan
VERSION CONTROL
Version 0
24.01.2014
Original version
Version 1
19.03.2014
Updated chapter relating to investments in Portugal in accordance
with the Executive Board
Version 2
Version 3
Version 4
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TABLE OF CONTENTS
CHAPTER 1
INTRODUCTION................................................................................................................... 5
CHAPTER 2
CORRIDOR DESCRIPTION .................................................................................................... 7
2.1
FRANCE (1,418 KM) ..........................................................................................................11
2.2
SPAIN (2,128 KM)............................................................................................................. 17
2.3
PORTUGAL (986 KM) ........................................................................................................ 22
2.4
FACTORS LIMITING THE PERFORMANCE OF THE CORRIDOR.................................................. 27
2.5
PROGRAMME OF MEASURES FOR THE CREATION OF THE CORRIDOR .................................... 28
CHAPTER 3
SINTESIS OF THE TRANSPORT MARKET STUDY .................................................................... 32
3.1
OVERVIEW ....................................................................................................................... 32
3.2
DIAGNOSIS ...................................................................................................................... 33
3.3
3.2.1
Socio-economic background .................................................................................. 33
3.2.2
Potential global demand of transport ...................................................................... 34
SCENARIOS AND PROJECTIONS ......................................................................................... 38
3.3.1
Projection of global demand ................................................................................... 38
3.3.2
Projection of the future transport offer .................................................................... 39
3.3.3
Summary of future projects taken into account in the different study horizons ...... 40
3.4
ANALYSIS OF THE DETERMINANTS OF THE MODAL CHOICE ................................................... 42
3.5
TRAFFIC FORECASTS ........................................................................................................ 43
3.6
EXTENSION OF CORRIDOR 4 TO GERMANY ......................................................................... 45
3.6.1
Possible connecting points ..................................................................................... 45
3.6.2
Rail flows between Germany and the other countries of the corridor .................... 45
3.7
ANALYSIS SWOT ............................................................................................................. 46
CHAPTER 4
LIST OF MEASURES .......................................................................................................... 48
4.1
COORDINATION OF INFRASTRUCTURAL WORKS................................................................... 48
4.2
ONE-STOP SHOP .............................................................................................................. 49
4.3
FRAMEWORK FOR CAPACITY ALLOCATION........................................................................... 52
4.4
AUTHORIZED APPLICANTS ................................................................................................. 53
4.5
TRAFFIC MANAGEMENT ..................................................................................................... 53
4.6
TRAFFIC MANAGEMENT IN CASE OF DISTURBANCIES ........................................................... 54
4.7
INFORMATION PROVIDED ................................................................................................... 56
4.8
MONITORING OF THE CORRIDOR’S PERFORMANCE.............................................................. 56
CHAPTER 5
OBJECTIVE / PERFORMANCE............................................................................................. 57
5.1
PERFORMANCE MONITORING REPORT ............................................................................... 58
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5.2
SATISFACTION SURVEYS ................................................................................................... 59
CHAPTER 6
INVESTMENT PLAN ............................................................................................................ 60
6.1
LIST OF THE PLANNED PROJECTS ON THE CORRIDOR, FINANCIAL NEEDS .............................. 60
6.2
DEPLOYMENT PLAN FOR INTEROPERABLE SYSTEMS ........................................................... 67
6.3
CAPACITY MANAGEMENT................................................................................................... 68
6.4
REFERENCE TO EUROPEAN UNION CONTRIBUTION ............................................................. 69
APPENDICES........................................................................................................................................ 70
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CHAPTER 1
INTRODUCTION
Within the framework of the European Union new Strategy for jobs and growth, the creation
of an internal rail market, in particular with regard to freight transport, is an essential factor in
making progress towards sustainable mobility.
Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's
railways and Directive 2001/14/EC of the European Parliament and of the Council of 26
February 2001 on the allocation of railway infrastructure capacity and the levying of charges
for the use of railway infrastructure have been important steps in the creation of the internal
rail market.
In order to be competitive with other modes of transport, international and national rail freight
services, which have been opened up to competition since 1 January 2007, must be able to
benefit from a good quality and sufficiently financed railway infrastructure, namely, one which
allows freight transport services to be provided under good conditions in terms of commercial
speed and journey times and to be reliable, namely, that the service it provides actually
corresponds to the contractual agreements entered into with the railway undertakings.
In this context, the establishment of international rail corridors for a European rail network for
competitive freight on which freight trains can run under good conditions and easily pass
from one national network to another would allow for improvements in the conditions of use
of the infrastructure.
The implementation of international rail freight corridors forming a European rail network for
competitive freight should be conducted in a manner consistent with the trans-European
Transport Network (TEN-T) and/or the European Railway Traffic Management System
(ERTMS) corridors. To that end, the coordinated development of the networks is necessary,
and in particular as regards the integration of the international corridors for rail freight into the
existing TEN-T and the ERTMS corridors.
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The conception of freight corridors should ensure continuity along corridors, insuring the
necessary interconnections between the existing rail infrastructures.
Coordination should be ensured between Member States and infrastructure managers in
order to guarantee the most efficient functioning of freight corridors. To allow this, operational
measures should be taken in parallel with investments in infrastructure and in technical
equipment such as ERTMS that should aim at increasing rail freight capacity and efficiency.
The aim of the Regulation (EU) No 913/2010 of 22 September 2010 is to improve the
efficiency of rail freight transport relative to other modes of transport through the creation of 9
European rail freight corridors.
With regard to the Atlantic coast, the European Commission has selected the Rail Freight
Corridor No. 4 connecting Portugal, Spain and France, namely the following points:
“Sines-Lisbon/Leixões, Sines-Elvas/Algeciras, Madrid-Medina del Campo / Bilbao / San
Sebastian-Irun-Bordeaux-Paris / Le Havre / Metz”,
which will constitute the hubs of the corridor.
Corridor No. 4 connects directly two other corridors – Corridor No. 2 (“North Sea –
Mediterranean”), in Metz Woippy, and Corridor No. 6 (“Mediterranean”), in Madrid.
In accordance with the conclusions of Regulation 913/2013, the Rail Freight Corridor 4 was
established on the 10 November 2013.
This document is aimed at defining the means and strategy which the interested parties
intend to implement in order to draw up during a given period the necessary and sufficient
measures to establish Corridor 4.
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CHAPTER 2
CORRIDOR DESCRIPTION
The principal route of Rail Freight Corridor 4 has more than 4,500 km in length and extends
over France (1,418 km), Spain (2,128 km) and Portugal (986 km) on the Atlantic coast.
It is composed of infrastructure features substantially different, as shown in the simplified
chart below.
The detailed maps and summary tables of the features of the existing railway network are set
out in appendix 2 and 3 of this Implementation Plan.
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The infrastructure managers of the countries covered by corridor 4 are the following:
92, avenue de France
75648 Paris Cedex 13 / France
www.rff.fr
Dirección de prestación de servicios comerciales
Calle Sor Άngela de la Cruz 3
28020 Madrid / España
www.adif.es
Departamento de Desenvolvimento e Promoção
FRANCE
SPAIN
PORTUGAL
Rua de Santa Apolónia, n.º 57
1100-468 Lisboa | Portugal
www.refer.pt
The main managers of the terminals operated on corridor 4 are the following:
France
Naviland Cargo
8, avenue des Minimes
BP 57
94302 VINCENNES CEDEX
Novatrans
CAP WEST
15-17 allées de l’Europe
92558 Clichy Cedex
Decor 37
quai de Bosc
34200 SETE
T3M
1, rue Pierre Sémard
94460 VALENTON
Hendaye Manutention
Rue de la gare
64700 HENDAYE
Paris-Chapelle
Valenton 1
Bordeaux Hourcade
Le Havre-Plaine
Valenton 1 & 2
Bordeaux-Hourcade
Bayonne-Mouguerre
Valenton 1
Valenton 1
Hendaye
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Spain
ADIF
Crta. Almoraima s/n
San Roque
11368 – CÁDIZ
ADIF
Polígono Guadalhorce
C/ Ciro Alegría, s/n
29004 – MÁLAGA
ADIF
14005 – CÓRDOBA
ADIF
C/ General Solchaga s/n Parcela 108
ADIF
C/ Mendez Álvaro 83
28053 MADRID
ADIF
Carretera de Vicálvaro a Coslada Km. 2,500
28052 – MADRID
ADIF
Avda. de Iparaguirre nº 58
Santurce
48980 – VIZCAYA
ADIF
C/ Lermandabibe, s/n
Pol. Ind. Júndiz, Júndiz
11591 – ÁLAVA
ADIF
C/ Estación, s/n
Irún
San Roque
Puerto Seco de Madrid
Camino del Puerto, 1
28821 Coslada MADRID
Madrid Coslada
Renfe Mercancías, S.A.
C/ Ayala, 6 5º Izda.
28001 MADRID
Madrid Pecovasa
Málaga Los Prados
Córdoba el Higuerón
Valladolid
Madrid Abrogiñal
Vicálvaro Mercancías
Bilbao Mercancías
Júndiz
Irún
Ctra. N. I Km 321
01213 Rivabellosa ÁLAVA
Ctra. Nacional 334 s.n.
41590 La Roda de Andalucía
SEVILLA
La Roda de Andalucía
Venta de Baños
La Carrera
Villaverde Bajo
Nissan (Ávila)
Ávila
Mercedes (Júndiz)
Júndiz
Iveco (Ávila)
Ávila
Landaben
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Portugal
APA – Administração do Porto de Aveiro
Edifício 9 – Forte da Barra
3830-565 GAFANHA DA NAZARÉ
CP Carga
Avenida da República, 66
1050-197 LISBOA
TVT – Terminal Multimodal do Vale do Tejo, SA
Zona Industrial de Riachos Este
2350-297 RIACHOS
MSC – Mediterranean Shipping Company
Portugal Agency
Casal Marcos Ferreira
2330-556 ENTRONCAMENTO
Cacía
Bobadela
Guarda
Leixões
Riachos - Entroncamento
Entroncamento
The main managers of sea ports on corridor 4 are the following:
France
Spain
Portugal
Terre plein de la Barre
76067 LE HAVRE CEDEX
Grand port maritime de Bordeaux
2 place Gabriel
33000 BORDEAUX
Port de Bayonne
CCI de Bayonne Pays Basque
50 /51 Allées Marines - BP 215
64102 BAYONNE CEDEX
Puertos del Estado
Avenida del Partenón,10
28042 MADRID
Puerto de Bilbao
Campo de Volantín, 37
48007 BILBAO
Puerto de Pasajes
Pasaje Ancho, s/n
20110 PASAJES
Puerto de Algeciras
Avenida Hispanidad, 2
11207 ALGECIRAS
Porto de Leixões
Avenida da Liberdade
Mail address:
Apartado 3004
Rua da Junqueira, 94
1349-026 Lisboa
Apartado 16, EC Sines
7521-953 Sines
Porto de Lisboa
Porto de Sines
Porto de Aveiro
Porto de Setúbal
Edifício 9 - Forte da Barra
Apartado 91,
Praça da República
2904-508 Setúbal
This list has been compiled in accordance with traffic data presently available on each
railway site considered; it can be completed upon demand depending on the evolution of
traffic and/or the creation of new terminals.
Here follows a brief description of the existing railway infrastructures and performancelimiting factors of the corridor.
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2.1 FRANCE (1,418 KM)
The existing line is a double track with UIC gauge, electrified respectively with:
- 25,000 V~ between Le Havre/Metz and Paris (614 km)
- 1,500 V DC between Paris and Hendaye (804 km)
It is equipped with a signalling system of the Automatic Block System (BAL) type with a
Beacon Speed Control (KVB).
The maximum speed of freight trains ranges between 100 and 120 km/h, except for some
agglomerations with limits between 40 and 60 km/h.
The crossing of the railway complex Hendaye/Irun is ensured on 2 km by 1 track with an UIC
gauge electrified with 1,500V DC and 1 track with an Iberian gauge electrified with 3,000 V
DC.
The tables below provide detailed caracteristics of infrastructures by section.
General
informati
on
principal
route
-
2.1.1
Tracks with UIC gauge (1,435 mm),
Max. load 22.5 tons/axle,
Max. gradient 6‰, except Bayonne-Hendaye section (12‰)
Length of trains limited to 750 m
Signalisation type Automatic Block System (BAL) with Beacon
Speed Control (KVB).
Electrification 1,500 V DC between Irun and Sucy-Bonneuil,
Electrification 25,000 V~ between Sucy-Bonneuil and the triangle of
Gagny, between Le Havre and Woippy
Paris – Le Havre section
PO3: Mantes
la Jolie Rouen
(82.2 km)
Current state – Main features:
-
2 tracks, except for sections Vernon – Gaillon - Aubevoye and Oissel
– Rouen Rive Droite (with 4 tracks)
Gauge of GB1 type (except Mantes-la-Jolie - Oissel: GB type)
Gross load hauled limited to 2,700 t with a single electric locomotive
class 26 000.
Current state – Limiting factors:
PO4: Rouen –
Motteville –
Port du Havre
(88.4 km)
Line not modernized since the 1960s, with some original
components (signalling system)
Absence of permanent counterflow installations
Hard spot: Rouen junction
Frailty of an engineered structure conditioning access to the Port of
Rouen
Problem of coordination of work opportunities between the Ile-deFrance and Upper and Lower Normandy regions
-
2 tracks
Gauge type GB1
class 26 000 (with a section limited to 2,000 t)
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-
2.1.2
Line not modernized since the 1960s, with some original
components (signalling system)
Absence of permanent counterflow installations between Motteville
and Rouen
Paris – Woippy section
PE1:
Triangle of
Gagny – Le
Raincy
followed by
Le Raincy Lérouville
(278.8 km)
-
-
PE3:
Lérouville Metz
(65 km)
2 tracks, except for Le Raincy - Lagny - Thorigny section with 4
tracks
Gauge GB1 type (except section Trilport - Epernay: GB type)
class 26 000
Lack of capacity for the freight paths during rush hour between the
triangle of Gagny and Le Raincy
The sole limitation regards the gauge, between Trilport and Epernay
(GB type)
-
2 tracks
Gauge type GB1
class 26 000.
Current state – Limiting factors: N/A
PE4: Metz –
Woippy
(8.6 km)
-
2 tracks
Gauge type GB1
class 26 000.
Current state – Limiting factors: N/A
-
The section between Metz Marchandises and Woippy has a limited
capacity.
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2.1.3
Paris – Hendaye/Irun section (border Spain)
PS1:
HendayeBordeaux
(232.8km)
-
2 tracks
Electrification: Non-interoperable catenary of MIDI type
Gauge GB type (except section Dax-Facture: GB1 type)
class 27 000 Midi 1 except between Hendaye and Bayonne
-
-
PS2:
BordeauxSaint Pierre
des Corps
(Tours)
(350.8 km)
Gauge GB1 type (except section Dax-Hendaye: GB type)
Maximum weight < 1,800 t between Hendaye and Bayonne (1,405 t)
Limited speed passing through the stations of Bordeaux, Dax,
Bayonne, Hendaye
Problem of interoperability of pantograph collector heads of the Midi
catenary, requiring the exchange of locomotive at the south of
Bordeaux
Insufficiency of freight lay-by of 750 m
Limited number of branch lines fit for D load (22.5 t/axle)
Small number of freight lay-bys and few permanent counterflow
installations (130 km without counterflow installations between
Gazinet and Dax)
-
2 tracks
Gauge GB1 type between Tours and Poitiers, GB type between
Poitiers and Bordeaux
Limited gross load hauled ranging between 2,200 and 2,400 t with a
single electric locomotive class 26 000.
PS3: Saint
Pierre des
Corps
(Tours)Brétigny
(201.7 km)
Line extensively used for passengers traffic (TGV before entry into
service LGV SEA and TER)
Ongoing works for the establishment of 4 tracks at the north exit of
Bordeaux
Gauge GB type between Poitiers and Bordeaux
-
2 tracks; Les Aubrais - Etampes section with 3 tracks; Etampes Brétigny-sur-Orge section with 4 tracks
Gauge type GB1
Limited gross load hauled ranging between 2,200 and 2,400 t with a
single electric locomotive class 26 000.
-
Line extensively used for passengers traffic (Intercity and TER)
Few freight lay-bys
1
Maximum gross tons hauled for a GEC Alsthom 26 000 engine; except 27 000 midi for line BordeauxHendaye; 75000 thermique for non electrified lines. Source “Technical information” by line.
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2.1.4
Ile de France region
PS4: BrétignyJuvisy – Valenton
-
(22.9 km)
-
4 tracks; between Juvisy and Valenton, the section is divided by
2 itineraries with 2 tracks.
Gauge type GB1
Gross load hauled limited to 2,000 t with a single electric
locomotive class 26 000.
PS5: Valenton Triangle of Gagny
(15.4 km)
None
-
2 tracks, near Grande Ceinture Line, dedicated to freight
Gauge type GB1
PO1: Triangle of
Gagny – Val
d’Argenteuil
(26.6 km)
Speed limited to 80 km/h
-
2 tracks
Gauge type GB1
PO2: Val
d’Argenteuil –
Mantes la Jolie
(44.6 km)
Grande Ceinture Line, dedicated to freight
Speed limited to 80 km/h
-
2 tracks
Gauge type GB1
-
-
-
2 itineraries are possible, both of them are very used by
passengers traffic: by the northern bank of the Seine river (main
route via Conflans Ste Honorine), or by the southern bank of the
Seine river (via Poissy)
Lack of capacity for freight paths during rush hour
The number of tracks on the principal itinerary on the right bank
could become insufficient in case of development of passenger
traffic from the Ile-de-France region and/or important works.
The itinerary on the southern bank requires a crossing point at
the same level with RER A in Sartrouville
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2.1.5
Complementary itineraries (Serqueux-Gisors / Poitiers – Niort – Saintes –
Bordeaux)
a) From Bordeaux to Poitiers through Saintes and Niort (future route of the Atlantic rail
motorway Dourges-Bayonne) (“C.A”)
C.A1: BordeauxSaintes-Niort
(197.7 km)
-
Line non electrified between Grave d’Ambarès and Niort
Single track between Saintes and Niort, 2 tracks between
Bordeaux and Saintes
C.A2: NiortPoitiers
(73.5 km)
Single track between Saintes and Niort, lack of electrification
between Grave d’Ambares and Niort.
Heterogeneous signalling system2
Gauge type GA
Gross load hauled limited to 1,250 t from Bordeaux to Saintes,
(then 1,070 t) with a single diesel locomotive type 75
Virtual absence of freight lay-bys with 750 m3
-
Line with single track (Lusignan – St Maixent) flanked by
sections with double track
Electrification 25,000 V.
-
Gauge type GA (FR 3.3)
Signalling system type BAPR
Virtual absence of freight lay-bys with 750 m
b) From Conflans Ste Honorine to Motteville through Gisors-Serqueux (“C.B”)
C.B1: ConflansGisors
(46.2 km)
-
2 tracks
Signalling system BAL type (except for Pontoise-Gisors: BAPR
type)
Gauge GA (FR3.3) type (except for Eragny-Chars GB1 type)
-
Limited capacity of the section Conflans-Gisors equipped in
BAPR and gauge FR3.3
locomotive class 26 000 (1,700 t between Pontoise and Gisors)
2
BAL Signalling system from Bordeaux to St-André-de-Cubzac, then BAPR-DV up to Beillant, BAL up to Saintes and BAPR-VB
up to Niort.
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C.B2: GisorsSerqueux
(50.0 km)
-
2 tracks
Non electrified line
Signalling system BAPR type (after renewal, start of operation
2013)
C.B3: SerqueuxMontérolierMotteville
(53.4 km)
Signalling system BAPR type, sufficient for an alternative axle
Non electrified line
Line limited to gauge GB type as a result of a single tunnel
Speeds limited to 40 km/h (before renovation works)
-
2 tracks between Serqueux and Montérolier-Buchy; 1 track
between Montérolier-Buchy and Serqueux
Signalling system type BAPR
Gauge GB1 type (except for Serqueux- Montérolier-B.: GB type)
-
Section Montérolier – Motteville (line dedicated to freight) has a
single track with a BAPR signalling system
The section Serqueux-Montérolier is limited to GB gauge
Version 01
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2.2 SPAIN (2,128 KM)
The existing line has an Iberian gauge with an axle load of 22.5 tons; it is electrified with
3,000V DC or non electrified according to the following sections:
Between Irun, Medina del Campo and Fuentes de Oñoro (634 km):
- with an electrified double track between Irun and Medina del Campo (433 km),
- with a non electrified single track between Medina del Campo and Fuentes de Onoro
(201 km).
Between Miranda de Ebro and Bilbao (115 km):
- with a single track between Miranda de Ebro and Orduña (52 km),
- with a double track between Orduña and Bilbao (63 km).
Between Medina del Campo, Madrid and Algeciras (974 km through Cordoba):
- with an electrified double track between Medina del Campo and Santa Cruz de
Mudela (465 km),
- with an electrified single track between Santa Cruz de Mudela and Bobadilla (333
km),
- with a non electrified single track between Bobadilla and Algeciras (176 km).
Between Manzanares and Badajoz (405 km):
- with an electrified single track between Manzanares and Puertollano (105 km),
- with a non electrified single track between Puertollano and Badajoz (300 km).
The maximum speed of freight trains ranges between 80 and 100 km/h, except for some
agglomerations with limits between 40 and 60 km/h.
It is equipped with a signalling system of BAB / BAD / BAU / BLAU / BT type (depending on
the sections) and ASFA speed control.
The maximum length of trains is included between 550 and 600 m, depending on the
sections.
The tables below provide detailed caracteristics of infrastructures by sections.
General
information
principal route
2.2.1
-
Tracks with Iberian gauge (1,668 mm)
Max. load 22.5 tons/axle
Iberian gauge
Irun/Hendaye (French border) - Madrid section
PS4: Madrid
(Hortaleza) Medina del
Campo
-
(210.4 km)
-
2 tracks
Electrification 3,000 V
Signalling system:
BAD on the Medina del Campo – Ávila section
BAB with CTC on the Ávila - Madrid (Hortaleza) section
Connection track-to-train and ASFA
Gradient: 5-18 ‰
Gross load hauled between 1,080-1,730 t (with a single electric
locomotive class 253)
Train length limited to 600 m
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PS5: Medina del
Campo - Venta de
Baños
(78.9 km)
Gross load hauled limited to 1,080 t
Important suburban traffic on rush hour on Pitis – Pinar de las
Rozas – Villalba de Guadarrama section
-
-
2 tracks, except for a single underground track from El Pinar to
the entry of Valladolid (3.5 km)
Signalling system:
BAB with CTC
BAU with CTC from El Pinar Sur to El Pinar Norte
Gradient: 3-10 ‰
-
PS6: Venta de
Baños - Miranda
de Ebro
(172.4 km)
Electrified single track, underground, over 3.5 km from El Pinar
to the entry to Valladolid
Gross load hauled limited to 1,730 t (maximum value on the
main lines in Spain)
-
2 tracks
Signalling system: BAB with CTC
Gradient: 12-15‰
Gross load hauled limited to 1,240 t (with a single electric
PS7: Miranda de
Ebro - Irún
(181.5 km)
-
-
2 tracks
Signalling system:
BAD between Irún - San Sebastián
BAB with CTC between San Sebastián - Miranda de Ebro
Gradient: 9-18 ‰
-
18‰ grade on the Tolosa – Brínkola section
Version 01
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2.2.2
Madrid – Algeciras section
PS1: Algeciras Córdoba
(305.3 km)
-
-
-
Single track
Electrified with 3,000 V on the Córdoba – Bobadilla section, non
electrified on the Bobadilla - Algeciras section
BA type signalling system with CTC, apart from sections:
Torres Cabrera - Fuente de Piedra (BEM type)
Bobadilla - Ronda and Gaucín - Algeciras (BT type)
Connection track-to-train and ASFA solely on Córdoba –
Bobadilla and Ronda-Gaucín sections
Gradient: 8-24 ‰
Gross load hauled ranging between 920 and 1,980 t, with a
single electric locomotive class 253 (electrified sections) and a
single diesel locomotive class 333.3 (non electrified sections)
Train length ranging between 550-600 m
-
PS2: Córdoba Manzanares
Gross load hauled limited to 1,130 t connected to grades with
17‰ in the first section between Valchillón - Fuente de Piedra.
On the Bobadilla – Algeciras section, there are the most
significant load limitations of Corridor 4 with values ranging
between 920 - 960 t / train connected to grades with 24 ‰
Section with a 305.3 km single-track line
Section with a non electrified line over 176 km
-
(244.6 km)
-
-
2 tracks between Manzanares - Santa Cruz de Mudela and
Vadollano – Linares, single track on the remaining section
Electrification 3000 V
Signalling system:
BAB with CTC between Manzanares - Sta. Cruz de Mudela
and
Vadollano - Linares
BAU with CTC on the remaining section
Gradient: 7-16 ‰
-
Gross load hauled limited to 1,180 t between Santa Cruz de
Mudela and Vadollano
Single-track section over 194 km
Saturation between Córdoba and Alcolea connected to an
important traffic of regional trains to the University.
Saturation between Alcolea and Espelúy over a period of 3
hours concomitantly with a maintenance period (bare
relevance).
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PS3: Manzanares
- Madrid
(Hortaleza)
(213.2 km)
-
2 tracks, 4 tracks near Madrid region
Signalling system: BAB type with CTC
Gradient: 5 - 16 ‰
Length of trains ranging between 550-750 m
-
2.2.3
Gross load hauled limited to 1,180 t between Hortaleza and
Villaverde
Important suburban passenger traffic on the Villaverde Bajo –
Aranjuez section
Speed limited to 60 km/h on O’Donnell - Vicálvaro and Vallecas
- Villaverde Bajo sections
Miranda de Ebro – Bilbao section
PS8: Miranda de
Ebro - Bilbao
(Santurtzi)
(114.8 km)
-
-
2 tracks on Santurtzi – Orduña section, single track on Orduña Miranda de Ebro section (62.9 km)
Signalling system:
BAB with CTC between Santurtzi and Orduña
BAU with CTC between Orduña and Miranda de Ebro
Gradient: 9-18 ‰
-
2.2.4
Existence of 2 km of a single, electrified track line with a BA
type signalling system on Bif. La Casilla - Aguja Enlace section
Grade of 18‰ on the single-track section of Orduña - Miranda
de Ebro
Medina del Campo – Fuentes de Oñoro section (border Portugal)
PS10: Vilar
Formoso Medina del
Campo
(201.1 km)
-
Non electrified single track
Signalling system: BLAU with CTC
Gradient: 11-18 ‰
Gross load hauled between 1,210-1,830 t (with class 333.3
locomotive)
Version 01
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-
2.2.5
Gradient with 18 ‰ on the Salamanca - Fuentes de Oñoro
section
BT type signalling system from Vilar Formoso to Fuentes de
Oñoro
Manzanares – Badajoz/Elvas (Portuguese border) section
PS9: Badajoz
(Frontera) Mérida – Ciudad
Real Manzanares
(405.3 km)
-
-
-
Single track
Electrified with 3,000 V on the Manzanares – Puertollano
section, non electrified on the Puertollano – Badajoz (Frontera)
section
Signalling system: heterogeneous with three different types
(BLA, BA and BT)
Without connection track-to-train on 5 sections, with ASFA on
the whole section
Gradient: 5-17 ‰
Gross load hauled ranging between 1,280 and 2,500 t, with a
single electric locomotive class 253 (electrified section) and a
single diesel locomotive class 333.3 (non electrified section)
Train length ranging between 460-515 m
-
Gross load hauled limited to 1,280 t on the Caracollera –
Almorchón section.
Sidings limited to 460 m
BT type signalling system on the Caracollera - Villanueva de la
Serena section
Section with a 405.3 km single-track line
Section with a non electrified line over 300 km
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2.3 PORTUGAL (986 KM)
The existing line has respectively:
- a single track between Setúbal and Sines (144 km), Elvas and Entroncamento (169
km), Vilar Formoso and Pampilhosa (202 km), Oporto and Leixões (19 km), Feeder
line of the Port of Aveiro (9 km), Setil and Águas de Moura (94 km),
- a double track between Lisbon and Entroncamento (118 km), Entroncamento and
Pampilhosa (125 km), Pampilhosa and Oporto (107 km),
with an Iberian gauge, electrified with 25,000 V~ (except for the non electrified Abrantes –
Elvas section) with an axle load of 22.5 tons.
It is equipped with a signalling system of Reversible Automatic Block (RAB) type with an
Automatic Train Control (ATC), except for the Abrantes - Elvas section, equipped with a
manual block.
The maximum speed of freight trains is 70 km/h, except for some agglomerations with limits
between 30 and 50 km/h.
The maximum length of trains ranges between 350 and 520 m.
The tables below provide detailed caracteristics of infrastructures by section.
General
information
principal route
-
Tracks with Iberian gauge (1,668 mm)
Max. load 22.5 tons/axle
PTb+ type Iberian gauge
2.3.1 Leixões (Oporto) – Pampilhosa – Entroncamento – Lisbon section
P1 : Minho line
Oporto
(Campanhã) Contumil
(2.4 km)
-
6 tracks
BA signalling system with BO
Gross load hauled limited to 1,490 t (with a single diesel locomotive
type 4000) and 1,220 t (with a single electric locomotive type 4700)
Typical gradient of 16‰
P5: Leixões line
Contumil Leixões
(18.9 km)
Line extensively used by suburban passengers traffic, limiting the
available capacity for freight trains in rush hours
-
1 track
-
Train length of 480 m
Single track, with limited available capacity
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P8: Northern
Line: Oporto
(Campanhã) –
Lisbon (Sta.
Apolónia)
-
(336.1 km)
-
-
2 tracks
BA signalling system with BO, except for Santana Cartaxo R –
Entroncamento (43.1km) and Ovar – Gaia (31.5km) sections
which has not a BO (adjustable block)
type 4000), and limited to 1,100 t (with a single electric locomotive
type 4700)
The typical gradient ranges between 6‰ and 18‰
-
P90: Feeder line
of the Port of
Aveiro
(8.8 km)
Line extensively used by suburban passengers traffic between
Oporto and Aveiro and between Azambuja and Lisbon, limiting the
available capacity for freight trains in rush hours.
Typical gradient of 18‰ on the Entroncamento – Alfarelos
(92.0km) section
Maximum length of the train limited to 400 m, on the Ovar – Oporto
Campanhã (35.3km) section
Needs modernization in some sections
-
1 track
Non electrified
Gross load hauled limited to 1,820 t with a single diesel locomotive
type 4000
-
Maximum speed of 50 km/h
2.3.2 Vilar Formoso/Fuentes de Oñoro (Spanish border) - Pampilhosa section
P20: Beira Alta
line Vilar
Formoso Pampilhosa
(201.9 km)
-
1 track (2 tracks between the bifurcation of Pampilhosa –
bifurcation of Luso, 7.3 km),
Electrification 25 000 V.
-
On the section of Pampilhosa – Bifurcation of Pampilhosa (0.7 km),
the maximum speed corresponds to 30 km/h
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2.3.3 Elvas/Badajoz (Spanish border) - Entroncamento section
P25: Beira Baixa
line Abrantes Entroncamento
-
(28.6 km)
-
1 track
Maximum length of the train of 450 m (<500 m)
P27 : East line
Elvas - Abrantes
(140.7 km)
Maximum length of the train of 450 m
-
1 track
Non electrified.
BT signalling system
type 4000)
-
On the Torre das Vargens – Portalegre (42.3 km) section, the
maximum speed is 50 km/h
2.3.4 Lisbon area
P29: Cintura
line Braço de
Prata Alcântara
(11.3 km)
-
-
1 track between Alcântara Mar – Agulha 13 (2.4km), 4 tracks
between Sete Rios – Technical terminal of Chelas (3.7km) and 2
tracks on the remaining (5.2 km),
Gross load hauled limited to 980 t (with a single diesel locomotive
type 4000) and 990 t (with a single electric locomotive type 4700)
-
Maximum speed of 50 km/h
Line extensively used by suburban passengers traffic and with
bottlenets in Alcântara and between Technical terminal of Chelas
and Braço de Prata (2.8 km), limiting the available capacity for
freight trains.
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2.3.5 Lisbon – Sines section
P33: Vendas
Novas line
Setil – Vendas
Novas
-
(64.7 km)
1 track
P34: Alentejo
line Vendas
Novas Poceirão
Single track
-
(21.3 km)
-
1 track
Needs modernization in some sections
-
P46: Poceirão
Concordance
Poceirão –
Águas de
Moura
(7.7 km)
Limited available capacity
-
Double track between Agualva and Águas de Moura (2.8 km)
P37: Sul line
Setúbal –
Ermidas do
Sado
(63.1 km)
Single track in major part of the section (in 4.9 km)
-
1 track
-
Limited available capacity.
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P38: Sines line
Ermidas do
Sado - Sines
(50.7 km)
-
1 track
P68: Variant of
Alcácer
(29.7 km)
-
1 track
Electrification 25,000 V, BA signalling system with BO
-
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2.4 FACTORS LIMITING THE PERFORMANCE OF THE CORRIDOR
In terms of infrastructures limitations, the following main points can be noted:
the different track gauge between the Iberian peninsula and France, requiring the
freight transfer across the border between France and Spain
the maximum length of the trains limited to 500 m in Portugal, 550 to 600m in Spain
and 750 m in France
the maximum grades reaching 18‰ and more in Spain and Portugal requiring
additional traction south of Bayonne, depending on the gross load hauled
the sections with single-track lines limiting the available capacity, and/or conditioning
timetabling
the sections with non electrified lines requiring, when appropriate, the exchange of
the locomotive
the disparity in the signalling systems requiring the exchange of machines and drivers
at borders,
the disparity of the power supply requiring rolling stock with dual voltage, triple
voltage or thermal,
the disparity of maintenance periods or works to be carried out on rail infrastructures
depending on the country (by day, by night, on weekends) with partial or complete
closure of a route.
In terms of exploitation, the duration of freight transfer at the border of Hendaye/Irun is
associated with real-time availability of consignment notes and the capacity of transshipment
sites, a capacity limited to the means of production available (including the length of tracks);
these sites are the following:
- TRANSFESA (rail axle changing, requiring specially a customised management of the
limited stock of the different types of axle on site)
- TECO and HENDAYE MANUTENTION (transshipment of containers)
- COBATRANS (transshipment of light vehicles) without operation to date
Therefore, the ordering of international train paths for freight is closely related to the following
aspects:
- on the line, to the capacity of the sections with a single-track line, to the passage of
certain junction stations on rush hour (Paris, Bordeaux, Madrid, Lisbon, etc.) and to
the eventual reinforcement of traction on certain sections with steep grades,
- at the border of Hendaye/Irun, to the capacity of freight transshipment sites and to the
operations of recomposition of the train length (2 UIC trains = 3 Iberian trains),
- to borders, to the minimum duration of machine and/or driving changes in order to
address the gauge conversion, the signalling system and/or electrification.
Different points of Corridor 4 can constitute “train bottlenecks” depending on:
the configuration of existing infrastructures,
the time of day (specially on passenger movement during rush hours)
the type and period of servicing and maintenance of rail infrastructures (eventually
requiring partial or complete halt of traffic)
There is an ongoing close analysis in order to specify the nature of the action programme to
be implemented, and thus eliminate these “rail bottlenecks” in the long term.
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2.5 PROGRAMME OF MEASURES FOR THE CREATION OF THE CORRIDOR
According to the directives of Regulation 913/2010, the necessary measures taken for the
creation of the corridor are at several levels:
- at the level of European institutions,
- at the level of national regulation bodies,
- at the level of infrastructure managers,
- at the level of railway undertakings and terminal managers.
The following chart illustrates the missions allocated to each of these bodies in the context of
implementation of the corridor.
RAIL FREIGHT CORRIDOR N°4
FUNCIONAL ORGANISATION
European commission
Application of regulation 913/2010 of
22.09.10
Analysis of the rail freight corridor's
implementation plan
Analysis and validation biennial balance
sheet of rail freight corridor's
implementation
Executive board of Rail freight corridor No. 4
France / Spain / Portugal
Definition of general goals for rail freight
corridor
Définition framework for capacity
allocation of rail freight corridor
Validation of rail freight corridor's
implementation plan
Supervision implementation plan freight corridor and draw up biennial balance sheet
Infrastructure managers
Management board of Rail Freight Corridor N°4
RFF / ADIF / REFER
EEIG CFM4
Control bodies
Elaboration and update of the implementation plan & corridor information document of rail freight corridor
Provision current and forward
data of infrastructure and
exploitation, validation of
implementation plan of rail freight
corridor
Advisory group of
Railways
Undertakings
management
Advisory group of
terminals
management
Regulation of rail activities
Coordination of
Coordination of
Coordination of
investment
capacity allocation traffic management Anual satisfaction
survey
program in the rail in the rail freight in the rail freight
freight corridor
corridor
corridor
ARAF / CRF / URF
Elaboration of international prearranged paths catalogue & capacity allocation of
international paths in the rail freight corridor
Reception and investigation of
claims aimed for discrimination
Rail security
Advisory groups
Railways undertakings and authorized applicants
Railway undertakings and terminals (*)
CP / RENFE / SNCF / Others
Opinion on the implementation plan of the corridor
Request of international paths in rail freight corridor
Provision of data enabling the evaluation of the evolution of
international freight traffic
Opinion on the information document of the corridor
EPSF / Fomento / IMT
(*) Every player likely to improve rail freight competiveness can request participation in advisory groups.
The European Commission takes action at several levels for the implementation of
Regulation 913/2010 by means of DG MOVE (Directorate-General for Mobility and
Transport) and of the TEN-T EA (Trans-European Transport Network Executive Agency). It
organises regular meetings with the representatives of the Member States and the
infrastructure managers in order to assess the progress of the implementation of European
freight corridors: meetings including those of SERAC (Single European Railway Area
Committee) and the SERAC Working Group on Rail Freight Corridors.
At national level, an Executive Board of Corridor 4 has been established between the
Ministries of Transport of France (DGITM), Spain (DGF) and Portugal (DGAE) in order to
supervise the implementation of Corridor 4; regular meetings are held between the
representatives of the Ministries involved: during these meetings issues accountable to
Member States and the advances of the management board of the corridor regarding the
progress of the implementation of the corridor are addressed.
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In terms of Infrastructure Managers, a Management Board of Corridor 4 has been
implemented; it takes the legal form of a new EEIG designated “European Economic Interest
Grouping for Rail Freight Corridor No. 4” or “EEIG CFM4” established on 25 March 2013
between the rail infrastructure managers in France (RFF), Spain (ADIF) and Portugal
(REFER). The constitutive general assembly of this new EEIG, held on 16 April 2013 in
Lisbon, has appointed its members as provided for in the statutes.
The flow chart of EEIG CFM4 is shown below.
The regulatory bodies of Corridor 4 referred to Article 30 of Directive 2001/14/EC shall
cooperate in monitoring the competition in the rail freight corridor. In particular, they shall
ensure non-discriminatory access to the corridor and shall be the appeal bodies provided for
under Article 30(2) of that Directive. They shall exchange the necessary information obtained
from infrastructure managers and other relevant parties, according to the cooperation
agreement signed by themselves on the 2nd of October 2013 (see appendix 6).
In accordance with the obligations conferred upon it by Regulation 913/2010, the
Management Board of Corridor 4 invited the following parties to participate in Advisory
Groups, namely:
- on the one hand, the Railway Undertakings involved on Corridor 4,
- on the other, the Terminal Managers and others Logistic Players located at Corridor 4.
Each of these Advisory Groups may issue an opinion on all proposals of the Management
Board of Corridor 4 which has direct consequences on all interested companies, particularly
on investments and terminal management. It may also issue opinions on its own initiative.
The Management Board shall take any of these opinions into account.
The following tables bring together all the major stakeholders which were invited by the
Management Board of Corridor 4 to participate in these Advisory Groups:
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Advisory Group for Railway Undertakings (26 participants invited)
France
FR
CFL CARGO
FR
COLAS RAIL
FR
CROSSRAIL AG
FR
ETF
FR
EURO CARGO RAIL SAS
FR
EUROPORTE
FR
OSR France
FR
SNCB Logistics
FR
SNCF GEODIS
FR
TRENITALIA Cargo
FR
TSO
FR
VFLI (GEODIS group)
Spain
ES
RENFE Operadora
ES/PT
COMSA RAIL Transport
ES
ACCIONA RAIL
ES
TRANSITIA RAIL
ES
CONTINENTAL RAIL
ES
ACTIVA RAIL
ES
TRACCIÓN RAIL
ES
ALSA FERROCARRIL
ES
FERROVIAL RAILWAY
ES
LOGITREN FERROVIARIA
ES
FERROCARRILES DEL SUROESTE
ES
FGC MOBILITAT
Portugal
PT
CP CARGA
PT
TAKARGO RAIL
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Advisory Group for Terminals (41 participants invited)
FR
FR
FR
FR
FR
FR
FR
FR
FR
FR
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
ES
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT
PT/ES
PT
PT
PT
France
Grand Port Maritime du Havre
Nantes Saint Nazaire port
Port Atlantique La Rochelle
Bordeaux Port Atlantique
Port de Bayonne
Naviland Cargo
Novatrans
Ambroggio
Transfesa France
LORRY-RAIL S.A.
Spain
Terminales Adif
Puerto Seco de Madrid (Coslada)
Pecovasa Renfe Mercancías, S.A.
Nissan (Ávila)
Mercedes (Júndiz)
Iveco (Ávila)
Puertos del Estado
Puerto de Bahía de Algeciras
Puerto de Bilbao
Puerto de Pasajes
Portugal
Porto de Leixões
Porto de Aveiro
Porto de Lisboa
Porto de Setúbal
Porto de Sines
MSC - Mediterranean Shipping Company S.A.
TVT - Terminal Multimodal do Vale do Tejo, S.A.
CP Carga – Terminais
DB Shenker Portugal
Lusosider – Aços Planos, S.A.
Grupo Portucel Soporcel
SLEM – Sociedade Luso Espanhola de Metais, Lda
ZALDESA - Zona de Actividades Logísticas de Salamanca
Conteparque
SPC – Serviço Português de Contentores, S.A.
TMIP - Transportes e Logística, Lda
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CHAPTER 3
3.1
SINTESIS OF THE TRANSPORT MARKET STUDY
Overview
Corridor No. 4 of the European rail freight network extends over 3 countries. After crossing
Lisbon and the major ports of the Portuguese western coast, it continues along the regions of
western Spain, over Madrid, and then crosses the Pyrenees and moves up the Atlantic coast
until it reaches Paris, where it is divided in two branches, one which descends towards the
west along the Seine, until reaching the English Channel, the other headed for the east
where it connects to corridor No. 2 (Lyon-Antwerpen) in Metz.
The market and traffic research on this Corridor has been carried out in several steps.
First of all, a diagnostic report on the current situation. Therefore, the countries and regions
crossed by the corridor have been subject to an analysis of economic indicators and of the
overall situation of transport. Then a origin-destination matrix was drawn up to describe the
existing flows in 2010.
Afterwards, based on this matrix, the matrix of transport demand in 2010, projections were
developed based on econometric models (differentiating countries and freight types) enabling
the prediction of transport demand in the short, medium and long term (respectively 2020,
2030 and 2050). In terms of supply, the planned projects of transport infrastructures on the
different horizons have been studied and modelled in order to take into account their impact
on traffic projections.
To assess the determinants of the choice of mode of transport, stated preference surveys
have been conducted on the players of freight transport (shippers or forwarders). An
econometric model has been drawn up based on their results, enabling the assessment of
the weight of the different determinants (price, duration, reliability...).
Finally, future traffic of the different modes of transport has been modelled and assigned to
transport networks – as envisaged by the different forecast horizons – taking into account all
the elements previously mentioned (context, demand, supply and determinants of mode
choice).
Last but not least, two analyses were carried out.
Firstly, a study of the interest value of a stretch of Corridor No. 4 towards the east in order to
offer an interconnection with Corridor No. 1, an important European north-south corridor
which extends from northern Italy to Benelux.
Secondly, an analysis called SWOT (strengths, weaknesses, opportunities and threats) of the
rail transport on the space covered by Corridor 4.
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3.2
Diagnosis
3.2.1
Socio-economic background
The first stage of the analysis consisted of the observation of the main macroeconomic and
transport data of the 3 countries involved, as well as, on a smaller scale, the regions which
the corridor crosses. Here is a brief summary at the scale of the countries:
Spain
Population (M inhab)
GDP (B€)
GDP per inhabitant (€/inhab)
Rail transp. (Mt. km)
Railway modal share (2010)
France
46.2
1,053
23,100
9,748
4.2%
Portugal
64.7
1,970
30,600
34,202
13.5%
10.6
170
16,100
2,322
6.1%
The following two graphics explain the recent evolution of rail transport in the past few years:
the modal share of rail transport across the country,
the volume flow reported in billion tons.km travelled.
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We can see a real discrepancy between the modal share of rail transport in France and that
of the two countries of the Iberian Peninsula, which are affected by a sort of rail isolation
inherent to the situation of their networks. This situation has historically fostered road
transport in these two countries.
This is also reflected in their tonnage; the differences observed are not simply explained by
different levels of GDP: over 17 kg.km are carried by rail per each euro of the GDP in France,
while this number is under 14 in Portugal and just over 9 in Spain.
Regarding the evolution of these variables, it is possible to single out two elements.
On the one hand, an evolution which tends to be unfavourable in terms of the modal share of
rail transport, a situation commonly found on an European level except in the countries
showing a high voluntarism regarding this subject, and on the other, a cyclical aggravation
connected to the economic crisis which has particularly affected traffic between 2008 and
2009.
It should be noted that, for reasons associated with the gathering of data from train
operators, these figures, provided by Eurostat, could overestimate the decrease observed in
the period of 2008-2010.
3.2.2
Potential global demand of transport
The starting point of modelling has been the elaboration of a matrix of freight flow for each
origin-destination pair (at the NUTS3 level in the countries directly involved).
These flows were distinguished by means of transport. Moreover, the flow called rail-road
has been taken into account. It consists of a situation in which goods are routed by train from
the countries on the north of the Pyrenees until the border between France and Spain, where
they are loaded on trucks to complete their route until a destination point in the Iberian
peninsula is reached (and the other way round). This can be explained by the lack of railway
interoperability. Flows have also been differentiated by freight category (13 categories
considered).
The following summary table presents the analysis of the flow of goods in 2010 (stated in
thousands of tons per year) between the main countries studied (in rows we find the origins
of traffic and in columns the destination):
Belgium
Switzerland
Germany
Spain
France
Italy
The
Netherl.
Portugal
UK
Belgium
Switzerland
Germany
Spain
France
Italy
The Netherl.
Portugal
UK
It is important to keep in mind when reading this table that, apart from the flow concerning
the Iberian Peninsula, only the flows potentially crossing at least part of the route of the
Corridor 4 are recorded. Therefore, it is natural that the three countries concerned by the
Corridor 4 are those with the highest tonnage.
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Similarly, it is logical to find the countries closest to the Corridor 4 among the major trading
partners, particularly Germany and Benelux. The selection of the origins-destinations
potentially using the Corridor 4 has been performed, at this stage of the study, at a broad
base in order to not loose traffic a priori. Part of the flow ceased to be taken into account
when the analysis revealed it was not relevant in terms of modelling.
Lastly, three types of flow stood out, corresponding to three different sources of information
available for 2010:
- Portugal-Europe: it regards total flow between Portugal and its European partners
(including Spain). These flows have been established based on OTEP's survey,
carried out at the border, and based on the information provided by railway operators.
- Spain-Europe: it regards total flow between Spain and its European partners, apart
from Portugal. These flows have been established based on the Transit survey (CAFT
survey).
- The remaining flows of the corridor: it regards the total flow between the origindestination pairs which use at least part of the corridor (beyond the flow with the
Iberian Peninsula). These flows were calculated thanks to the information from the
freight database Etis+ from the European Commission.
The selection of relevant origin-destination pairs (and, therefore, comprehensive zoning
taken into account for distant flows) for the Corridor 4 has been carried out based on an
analysis per itinerary of European road flow as described by Etis+ database. By modelling
the routes of the freight flow, and by designating “select links” (control section), it was
possible to isolate flows performing part of their route on the Corridor 4.
The following maps represent certain analyses per itinerary performed in the context of the
elaboration of the list of relevant origin-destination pairs. Violet sections represent the section
where the select link was placed. Therefore, any freight flow between an origin and a
destination crossing this select link has been included in the list of origin-destination pairs.
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Road flows in the south of Tours
Road flows on the Portuguese-Spanish border
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Road flows in the south of Madrid
Road flows in the east of Rouen
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The table below presents the summary of the total flow taken into account within the scope of
the elaboration of the matrix of demand for 2010:
PortugalEurope
incl. Sp)
Mode
in which
PortugalSpain
Spain-Europe
(exc. Pt)
Other intern.
flows on the
corridor
Total
Road
Rail
Rail-Rail
Comb. Transp.
Comb. Transp.
Waterway
Marit.
Total
It may be noted that a fifth part of the flows considered is a flow of Portugal-Europe type and
just over half of Spain-Europe type. The remaining nearly 30% are flows that cross the
northern region of the Corridor 4. This matrix encompasses largely all flows potentially
interesting of the study, particularly the cluster of flows of the Mediterranean corridor.
The rail flows were, whenever that was possible from a data availability point of view,
differentiated into conventional flow (or rail-rail) and flow of combined transport. This means
of transport, which is based on the use of containers able of being easily transferred from
one means of transport to another, has been growing steadily, a growth which should
continue over the next decades.
3.3 Scenarios and projections
3.3.1
Projection of global demand
To predict future traffic on the Corridor 4, two different methods were used:
- Regarding the flows which regard Spain and Portugal, a series of econometric
models, drawn up with basis on the evolutions observed over the last decades, were
carried out for each pair of countries and each category of goods (13 categories
considered). These models are based on the evolution of the GDP of Spain and
Portugal, as well as those of their commercial partners.
- Regarding the flows of other origin-destination pairs, the projected evolution of flows
is calculated with basis, on the one hand, on the projected GDP and, on the other, on
the elasticity observed in the volume of imports and exports of the country for the
growth of its own GDP. This elasticity has been calculated within the context of the
World Transport Report 2012/2013 of Progtrans.
As previously mentioned, independently of the method used, the projected growths of the
GDP are at the heart of these projections. The rates of future growth used within the context
of this study have been directly extracted from the Ageing Report 2012, a document
produced by the European Commission which performed GDP projections for the period
2012-2060 taking into account several predicted evolutions of socio-economic data.
The following table presents the summary of the flows of goods for 2030 in the scenario
named “business as usual” (without taking into account the evolution of transport offer):
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PortugalEurope
incl. Sp)
Mode
in which
Portugal-Spain
Spain-Europe
(exc. Pt)
Other intern.
flows on the
corridor
Total
Road
Rail-Rail
Comb. Transp.
Comb. Transp.
Rail
Waterway
Marit.
Total
In this scenario, the structures vary slightly, whether it regards the share of the different
modes in the total traffic, the structure of the different types of flow or the structure of the
categories of goods which is not represented herein.
3.3.2
Projection of the future transport offer
The two major issues for the present study, in terms of infrastructures, are, on the one hand,
provision of an UIC track gauge to the Spanish and Portuguese railways which have at
present a gauge (designated “Iberian”) different from the one used by the other European
countries (gauge designated “UIC”). The other major issue is the implementation or
extension of the services of rail motorways.
The sizing of the gauge of Spanish and Portuguese railway networks according to UIC gauge
requires heavy and expensive works, and thus takes time to complete. By contrast, they will
enable the realisation of a truly qualitative increase in terms of cross-border traffic. In fact, the
current situation requires long and expensive transhipments when crossing the FrenchSpanish border.
These infrastructural works should spread out over the next decades. Regarding the Atlantic
corridor, the one that is relevant in this case, the line that stretches from French border to
Valladolid should be adapted to the UIC gauge starting 2020 (and from French border to
Cartagena for the Mediterranean corridor). By 2030, an important part of the Spanish and
Portuguese networks should have been subject to works of implementation of UIC gauge (cf.
maps of the following page).
The rail motorways are a transport system enabling the carriage of heavy vehicles
(unaccompanied) on adapted trains. Each train can, therefore, move up to forty heavy
vehicles over long distances without producing the multiple negative externalities inherent to
road transport.
One of these rail motorways is already in operation between Bettembourg (in Luxembourg)
and Perpignan, near the French-Spanish border. Its extension to Barcelona is expected to be
carried out by 2020. Beyond this time frame, a new rail motorway (Ecofret) will be created on
the Atlantic corridor, offering a service between Vitoria and Lille. By 2030, these two lines
would offer many other new services. Regarding the rail motorway of the Atlantic corridor, the
services Madrid-Lille, Vitoria-Paris and Madrid-Paris would be proposed (in addition to the
service Vitoria-Lille). Regarding the rail motorway of the Mediterranean corridor, the new
services Barcelona-Lyon, Valencia-Bettembourg and Valencia-Lyon would be available.
Finally, it is important to mention that the forecasts provided subsequently do not take into
account the reports of traffic from European ports. In fact, although several Iberian ports have
been the subject of important development projects, the lack of homogeneity of the forecasts
of traffic reports (from other European ports) produced in the context of the different projects
has made it difficult and hazardous to take this phenomenon into account.
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3.3.3
Summary of future projects taken into account in the different study horizons
Projects of infrastructures planned to be performed in the short term (2020):
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Projects of infrastructures planned to be performed in the medium (2030) and long term:
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3.4
Analysis of the determinants of the modal choice
The determining factors of the modal choice are calculated from an econometric analysis
based on stated preference surveys. These surveys are aimed at providing a qualitative and
quantitative analysis of the main factors motivating the choice between the different modes of
freight transport, thus enabling a better determination of the reactions of the market to the
modifications in the supply conditions.
A preliminary analysis of the main factors of choice of the mode and service of freight
transport enabled the identification of 6 characteristics: travelling time (from door to door),
total cost, reliability, safety, frequency, and number of transhipments.
In total, 74 companies were interviewed in the context of these surveys. This enabled the
analysis of 90 international usual travels and the performance of 810 exercises of stated
preferences.
As a result of this analysis, a functions of usefulness was built, which characterize the
willingness to pay and the trade-offs between the different characteristics studied. The results
of the model presented below only include the segmentations statistically relevant and which
have resulted in a better adjustment of the model.
The results confirm that the total price of the
route corresponds to an important proportion
of the utility of an alternative. Nevertheless, in
a competitive market environment, the
travelling time and reliability can have a
significant impact on the determination of
market shares.
Composition of the estimated value of utility
-0.80
-0.02
-0.28
-0.04
-0.01
0,14
The analysis carried out enabled the
distinction of different values of time for the
groups of goods of the NST1 type (food
products) and NST6 type (construction
materials) with a commercial value higher than
3000€/ton. These groups of goods have
values of time significantly higher than others.
In terms of averages, the players of the market are willing to pay 0.33 Euros per ton for each
hour of travel or less. The following table sums up the results of the estimation of the value of
time saved on the different segments of goods:
NST1
Value of time
0.63 € /h.ton
NST6
(>3000 €/ton)
0.58 € /h.ton
Other NST
Total
0.29 € /h.ton
0.33 € /h.ton
Utility functions were adjusted subsequently, thanks to the inclusion of modal constants and
scaling factors for the correct calibration of the existing market shares, thus determining the
model of modal choice to be used.
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3.5
Traffic forecasts
The following figures only take into account the flow directly covered by Corridor 4
(particularly trans-Pyrenees flows of the Mediterranean corridor were not included).
Therefore, all the flows on this Corridor 4 represented 196 Mt in 2010, in which 113 Mt
corresponded to inland traffic. These traffics can be separated into three distinct markets:
- The “south” flows are the transport flows between Spain and Portugal (33 Mt
including 30 inland Mt)
- The “trans-Pyrenean” flows, established between the countries of the Iberian
Peninsula and their partners (107 Mt including 53 inland Mt)
- The “north” flows are the flows that go along the corridor and are established between
France and its partners, apart from Portugal and Spain (56 Mt including 30 inland MT)
Traffic as a whole can be then subdivided into three types of relations:
- Internal traffic (7% of rail flows in 2010) is any flow whose origin and destination lie on
the Corridor 4. By definition, all the flows are based on relations between France,
Portugal and Spain. The flows of the “north” market cannot be taken into account
given that the two northern extremities of the corridor are located in France, which
means that we do not observe international traffic.
- Trade traffic (59% of flows) corresponds to all flows with one bound (origin or
destination) inside the Corridor 4 and the other one outside. It consists of the major
part of the flows taken to account herein.
- Transit traffic (34% of the flows) encompasses all flows susceptible of crossing the
Corridor 4 without including the origin or destination therein (e.g. a route BrusselsParis-Metz-Basel)
The following table encompasses the annual flows, differentiated by market and by type of
relation, in 2010 and with different prediction horizons:
Total
Flux de transport internationaux terrestres de marchandises sur le corridor n°4 (Kt)
Interne
Echange
Transit
Total
Ferroviaire
Ferroviaire
Ferroviaire
Ferroviaire
Part
Part
Part
Part
Conv. + Auto.
Traf. Conv. Auto.
Traf. Conv. Auto.
Traf. Conv. + Auto.
Traf.
mod.
mod.
mod.
mod.
TC Ferro.
Terrestre + TC Ferro.
Terrestre + TC Ferro.
Terrestre TC
Ferro.
Terrestre
Ferro.
Ferro.
Ferro.
Ferro.
2010
517
2,7%
2020
953
132 4,8%
Nord
Sud
Trans
pyrénéen
2030
1 953 1 139 9,9%
2010
303
3,3%
2020
631
2030
19 172 3 883
5,3%
72 672 2 280
10,8%
21 039
22 686 7 471 1 916 10,8%
87 308 3 781
36 14,6%
26 183
12 204 2 084 10,5% 136 177
31 090 11 686 3 547 13,2% 115 571 5 648
253 17,2%
34 265
19 288 4 939 13,4% 180 926
9 255 1 152
3,4%
34 251
508
5,6%
9 095
132 6,4%
12 020 2 929 1 916 11,6%
41 647
830
36 7,7%
1 101 1 139 13,8%
16 192 4 856 3 547 15,7%
53 598 1 103
6 680
1 963
5,9% 112 884
3,7%
52 601
11 241
4 391 2 084 10,0%
64 908
253 9,8%
13 904
7 060 4 939 14,3%
83 694
2010
213
2,2%
9 917
580
2,9%
19 657
0
0,0%
219
793
2,7%
29 792
2020
321
3,0%
10 666
834
3,9%
21 345
1
0,6%
240
1 157
3,6%
32 252
2030
853
5,7%
14 898 1 501
5,0%
29 791
5
1,5%
335
2 359
5,2%
45 024
2010 Etant donné que le corridor
s'arrête en France, il n'y a pas de
2020
trafic international interne au
2030
corridor au Nord
2 152
11,5%
18 765 1 772
15,1%
11 725
3 924
12,9%
30 490
3 708
15,3%
24 315 2 949
20,1%
14 702
6 657
17,1%
39 017
5 329
16,6%
32 182 4 540
22,7%
20 026
9 869
18,9%
52 208
We can observe that there is a significant growth of rail traffic between 2010 and 2020,
particularly regarding cross-border flows, which is due to the combined effect of the
adaptation to the UIC gauge of the entire line that stretches from the French border to
Valladolid and the opening of the first Atlantic service of rail motorway. The rail mode share
(including the flow of atlantic motorway) reaches 11.2% (against 6.6% in 2010).
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The adaptation to the UIC gauge of a large number of lines in the Iberian Peninsula as a
whole and the creation of additional services on the Atlantic rail motorway (until reaching
Madrid), considered on the horizon of 2030, still produces a significant growth (14% of modal
share in 2030).
As we can see, the "trans-Pyrenean” flows present in 2010 a very weak modal share of the
rail mode (with nearly 4% of inland flows). This can be partly explained by the differences in
rail gauge. The adaptation to UIC gauge of a growing number of sections of the Iberian rail
network and the increase in the maximum extension of freight trains up to 750 m between
2010 and 2030 will result in the multiplication by 3.5 of the tonnage transported during this
period (apart from rail motorways).
The “south” flows are also affected by this lack of interoperability which favoured the road
transport that we observe presently (modal share inferior to 3% for the rail transport).
The evolution of rail traffic follows a steady rhythm with the triplication of tonnages between
2010 and 2030.
Conversely, the “north” flows are characterised by a modal share closer to the average
observed in the European Union as a whole (17% in 2010). The increase of tonnages and of
rail modal share is, therefore, more moderate than in the other two markets.
Moreover, it is important to note that the internal flows on Corridor 4 will merely
represent 11% of global international flows going through Corridor 4. For example,
some major rail flows, such as the flows between the Iberian Peninsula and Germany are
outside the corridor, in the current context of definition of Corridor 4.
Here follows the total flows converted into annual number of trains (including in part empty
returns):
Nord
Sud
Trans
pyrénéen
Total
Flux de transport internationaux ferroviaires de marchandises sur le corridor n°4 (nombre de trains)
Interne
Echange
Transit
Total
Conv. + TC Auto. Ferro. Conv. + TC Auto. Ferro. Conv. + TC Auto. Ferro. Conv. + TC Auto. Ferro.
2010
1 476
8 258
4 177
2020
2 255
264
14 294
3 824
6 300
72
22 849
4 159
2030
3 552
2 274
19 757
7 079
9 000
506
32 308
9 858
2010
866
2020
1 338
264
6 205
3 824
1 759
72
9 302
4 159
2030
2 001
2 274
8 829
7 079
2 006
506
12 836
9 858
2010
610
1 656
0
2 266
2020
917
2 384
4
3 305
2030
1 551
2 729
9
4 289
2010
3 311
2 727
6 037
2020 Aucun flux comptabilisé
5 705
4 537
10 242
2030
8 198
6 985
15 183
3 291
13 911
1 451
5 608
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3.6
Extension of corridor 4 to Germany
3.6.1
Possible connecting points
In the transport market study, the possible extension of the Corridor 4 to Germany was
analised. Furthermore, the corridor equivalent to Corridor 4, that which in the future TransEuropean Transport Network (TEN-T) is marked “Atlantic corridor”, also known as LisboaStrasbourg/Mannheim (see its delineation in yellow on the map below), has two branches,
one until Strasbourg and the other until Manheim.
In such an eventuality, the closest corridor and most interesting to connect would be Corridor
1 (Genoa-Rotterdam/Antwerpen). It is therefore a connection to the most used European
freight corridor and would open the door to intermodal rail/river on the Rhine which is
particularly well equipped in terms of infrastructures to ensure these operations. Moreover, it
is important to note that this connection, if it existed, would turn Corridor 4 into the only
corridor to cross the French-German border.
Extract from the project of redefinition of the TEN-T (proposal of the Commission) to the left
and depiction of the corridors of the European freight rail network to the right:
Two connection points were, therefore, analysed for the purpose of this appraisal:
- A branch stretching from Metz to Mannheim/Ludwigshafen via Sarre. This solution
has the advantage of stretching Corridor 4 until one of the first major German
terminals and to the second most important marshalling yard in Germany (over 300
departures per week en route to Germany and beyond). On the other hand, this
connection point could suffer from a relatively lack of capacity (due to the importance
of traffics).
- A branch which would stretch until reaching the border at the level of
Strasbourg/Offenburg. This solution has the advantage of offering a large capacity,
but, on the other hand, it has few regular connections in operation at present (about
fifteen departures per week currently).
3.6.2
Rail flows between Germany and the other countries of the corridor
In the context of this analysis of a connection of Corridor 4, the existing and planned
transport flows between Germany and the three countries crossed by the Corridor were
differentiated in a more precise manner. The tables below summarise the rail flows on these
relations.
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The two graphics below show the evolution of the rail flows between Germany and the
countries of Corridor 4. The traffic in thousands of tons is represented to the left and the
same flow reduced to the number of trains is represented to the right (taking into account
filling and empty train rates). The designation “Rail” regards conventional rail flows as a
whole and combined transport, the designation “RM” relates to the flows regarding rail
motorways.
*Flow including rail/road mode
The flows considered as related to rail motorways, considering that no service serves
Germany directly, are flows ensured by another mode of transport until/from the loading dock
of the rail motorways.
These figures are based on wide perimeters (at the scale of the country), but they merely
take into account the flows directly concerning the Atlantic corridor. Now, we can observe that
there is already a significant potential in 2010: about two weekly return services for Portugal
and around twenty in the case of Spain. In terms of tonnages, we can forecast that the
transported flows will be multiplied by a factor between 2 and 4 on the period 2010-2030.
Moreover, it is important to note that it only regards rail flows with Germany, road flows are
extremely important, representing in the case of France nearly 13.4 Mt of goods trade per
year, which indicates a weak rail modal share (less than 5% on the flows considered).
3.7
Analysis SWOT
An analysis SWOT is the study of a given situation (strenghts and weaknesses) and possible
ways of evolution of this situation (opportunities and threats). It is a way of presenting the
main elements of this analysis applied to the railroad mode in the zone covered by the
Corridor 4.
Strengths:
- The possibility of transporting important volumes on long distances allowing potentially
reduced costs
- The mobilization of public authorities and infrastructure managers and their organization in
common structures
- The service done by the corridor for important production sites and consumption
- Rail transport reduced environmental impact.
Weaknesses:
- High capital costs, at the same time for infrastructures and rolling stocks
- A lack of flexibility of the periods of transport
- An absence of priority for the freight trains on the rail network
- Lesser costs, at the moment, for the road and maritime modes of transport
- A direct competition of the maritime mode on the corridor and the efficient range of services
of transport
- A lack of confidence of the actors of the transport in the rail mode
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Opportunities:
- The liberalization of the market which can allow an increase of the competitiveness of the
offered services and a price drop for the rail transport
- The simplification of the procedures of reservation of paths and the realization of new tools
with benefit from new technologies
- A reduction in the competitiveness of the road mode in relation with the increase of the
energy costs and creation of new taxes
- The development of the iberian ports in the hinterland of the Corridor 4 which, in support on
the optimization of the rail network, can become a competitive alternative of the Northern
ports of Europe and Mediterranean, in particular for the transcontinental traffics
Threats:
- The economic situation and the uncertainty which causes its impact on the countries of the
Corridor 4,
- The relocation of the centers of consumption and production towards other countries of
Europe,
- The development of the sea transport (cheaper in terms of investments) and services which
develop themselves in this frame (maritime highways)
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CHAPTER 4
LIST OF MEASURES
The EEIG CFM4 has an organisational structure which responds to the terms of Regulation
913/2010 (from Articles 12 to 19).
The management of activities of Corridor 4 depends on the EEIG CFM4 and on the role that
each infrastructure manager (IM) plays in a coordinated manner. For each article mentioned
(12 to 19) is presented below a summary of the actions established.
4.1 COORDINATION OF INFRASTRUCTURAL WORKS
In order to ensure the coherence and continuity of the available infrastructural capacity
along the freight corridor, all rail infrastructural and equipment works that might restraint
the capacity available on corridor 4 will be coordinated at the level of the freight corridor
and will be subject to an up-to-date publication.
In this document, the term “works” describes the needs of IM for all activities reducing the
capacity of their infrastructure (exp: maintenance, repair, renewal, improvement,
construction works).
The coordination of works should enable the consideration of capacity limits in terms of
the needs of infrastructure managers and needs from a market point of view by
rationalising and optimising the serious impact and duration of the reduction of capacity
of infrastructure managers.
In the following table it is showed the general schedule for this coordination of
infrastructural works.
Date
X-24
X-17
X-12
X-4
Stages
First information of capacity
restrictions
on
the
corridor
published by EEIG CFM4.
Update before the beginning of
construction of the prearranged
train paths
Observations
Update before the publication of This information will be demanded from
the train paths prearranged in X-11 the 3 infrastructure managers in X-14
This information will be included in the
declarations of national networks.
Update before the final attribution This information will be demanded from
and planning of the capacity for the 3 infrastructure managers in X-6
trains ad-hoc
The content of the update of information and the decisions of update are a responsibility
of the infrastructure managers of Corridor 4. The infrastructure managers may decide to
obtain information on these updates at any moment (ex.: per quarter, monthly and at any
moment in case of occurrence of modifications).
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4.2 ONE-STOP SHOP
The one-stop shop (OSS) on Corridor 4 is at the disposal of applicants in order to
coordinate the process of allocation of capacity, facilitate the provision of basic
information on traffic management and facilitate the provision of information on the use of
the freight corridor.
Corridor 4 has established a Representative OSS, in which ADIF acts on behalf of the
three IM. Corridor 4 OSS is placed in Madrid and is supported by a coordinating IT-tool
(Path Coordination System).
Contact data:
By post OSS.corridor4
Administrador de Infraestructuras Ferroviarias (ADIF)
Dirección de Planificación y Gestión de Red
Calle Titán Nº 8
28045 MADRID | SPAIN
By mail: OSS@corridor4.eu
The main functions of the one-stop shop of Corridor 4 will be the following:
• Provide information on:
o Access to the infrastructures of the Corridor
o The conditions of access to the terminals of the Corridor
o The procedures of allocation of capacity on the Corridor
o Infrastructure charging schemes on the sections of the Corridor
o Information for access to the reference guide of each IM concerned for the
Corridor
o The procedures of management of traffic of IM of the Corridor, including
procedures in case of disturbances
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• Coordinate the construction of prearranged train paths in collaboration with the IM of
the Corridor
• Allocate the capacity of the prearranged and reserve train paths
• Establish a record of the demands of capacity on the corridor
• Establish and maintain processes of communication with IM and the terminals of the
Corridor
• Publish the programme of the works that might limit the available capacity of the
freight Corridor
• Ensure the monitoring of the use of the allocated prearranged train paths
In this sense, the experts of the one-stop shop of Corridor 4 have drawn up the catalogue
2014 of prearranged international train paths. Its summary is presented in appendix 4 of
this Implementation Plan: catalogue of the prearranged train paths published since
15.01.2013 on the website of Rail Net Europe (corridor C06 Atlantic part).
A detailed description of the construction of prearranged paths and the allocation of
international capacity will be included in the Corridor Information Document. A summary of
these processes is described below:
Construction, delivery and publication of PaPs:
With the following inputs:
Results of the Transport Market Study (TMS)
Previous timetables information as request for PaPs, other international requests, etc.
Capacity restrictions due to IMs’ own requirements (works, commuters peak hours,
etc).
Framework agreements between IM and RU.
Other kinds of traffic (as passenger traffic, national traffic, etc.)
The involved IM coordinated by the C-OSS will construct the prearranged paths for the
Corridor catalogue.
Each IM is responsible for the PaPs production in its country. The C-OSS will support and
monitor the production and the coordination in the borders of the PaPs.
C-OSS will also support the coordination of the PaPs in the connecting points with other
Corridors (RFC-2 and RFC-6).
The publication of PaPs will be done by the C-OSS via PCS in X-11.
Prearranged paths application phase:
Between X-11 and X-8 the PaPs shall be published and available so that Applicants can
submit applications for the annual timetable.
C-OSS tasks in this phase will be to:
Keep a register of PaPs requested by applicants
Display PaPs available for Corridor 4
Receive the paths request for Corridor 4
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Allocation phase for the annual timetable:
Pre-booking phase by C-OSS.
The tasks of the C-OSS in this phase are described below:
The C-OSS shall keep a register of all activities performed by the C-OSS concerning
the allocation of infrastructure capacity, and keep it available for Regulatory Bodies,
Ministries and Applicants.
The C-OSS shall ensure the update of the register and manage access to it for the
above-mentioned parties. The content of the register will only be communicated to these
interested parties on request.
The C-OSS will decide on the allocation of PaPs requests and communicate the result to
the Applicant through PCS.
In case of conflicting PaPs requests, the Corridor OSS shall base its decisions:
according to Articles 45 and 46 of Directive 2012/34/EU and
applying the Corridor 4 priority rules defined in the Corridor Information Document
The C-OSS will forward the application to the competent IM if the Applicant which didn´t
obtain the PaP requested does not accept the alternative PaPs or no other PaPs fit with
the request.
Construction phase
C-OSS will prepare answers to and from IM, C-OSS of others corridors and Applicants
according to the path requests placed on time (X-8), including both feeder and outflow
paths as well as sections of PaPs and taylor made solutions requested to IM.
The concerned IM will deliver to the C-OSS their results concerning feeder / outflow path,
taylor made paths construction and possible PaPs adaptations for fiting. Then the C-OSS
will communicate the draft offer to the Applicants.
Observations from Applicants
Applicants will check the draft offer and make their remarks. Then Applicants will forward
their final decision to the C-OSS.
Post processing and final allocation for annual Timetable
The C-OSS is responsible for bringing the final offer and allocation of PaPs to the
Applicant, based on the following information given by IM:
Fullfill answer to the request
Partial offer agreed with customer
Different offer agreed with customer
No offer
Information on access to terminals.
In case of complaints regarding the allocation of PaPs (e.g. due to a decision based on
the priority rules for allocation), the Applicants may address the respective regulatory
body.
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Application and Allocation phase for late path requests:
According to the PaPs remaining after the allocation of the PaPs requested before X-8,
the C-OSS will receive and allocate late path requests (requests placed beyween X-7.5
and X-2).
The C-OSS is responsible for their allocation based on the RNE process for late path
requests management following the principle “first come - first served”.
If the late path request cannot match with PaPs offer, if there is no other/suitable
alternative PaP or if a flexible approach is needed, the C-OSS forwards the request to the
competent IM. The involved IM will deliver their results to the C-OSS; in the end the COSS will communicate the final offer to the Applicant.
Answers to late path requests will be offered after the final answers for path requests
submitted before the 2nd Monday in April (X-4). The last possible date for submitting path
offers to applicants for late path requests is one month before the start of the next
Timetable (X-1).
Application and Allocation phase for ad-hoc path request:
According to Article 14.5 of the Regulation, and taking into account the PaPs allocated at
X-4, the existing traffic and IMs specific situation, the MB will define a reserve capacity
based on prearranged paths in order to satisfy the ad-hoc path requests placed by the
Applicants between X-2 until X+12 for international freight trains on the Corridor.
The reserve capacity will be displayed at X-2 in PCS and protected from any modification
by the IMs.
In this phase (X-2 – X+12), the C-OSS takes the allocation decision for reserve capacity
requests according to the rule “first come – first served”.
In case of applications including feeder/outflow paths, tailor made solutions and/or
terminal slots, the C-OSS will forward the request to the concerned national IMs and
ensure a consistent path construction between the feeder and the Corridor-related path
section.
The C-OSS won’t answer to any request of PaPs in reserve capacity placed 30 days
before the running day. Requests with shorter time limit should be addressed to the
national IM directly.
Evaluation phase
The C-OSS will provide some inputs for evaluating the Corridor’s performance regarding
the use of PaPs and their allocation. It will serve also as inputs for the revision of the prearranged path offer for the next available annual timetable and for the report to be
published in accordance with Art. 19 (2) in Regulation 913/2010.
4.3 FRAMEWORK FOR CAPACITY ALLOCATION
The framework for the allocation of capacity of Corridor 4 was approved by the Executive
Board. This document is presented in appendix 1 to this Implementation Plan.
The Corridor Information Document describes in detail the procedures of allocation of
capacity in accordance with the abovementioned framework.
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The EEIG CFM4 will review this document annually with the Executive Board in order to
obtain the best potential of the freight corridor.
4.4 AUTHORIZED APPLICANTS
The EEIG CFM4 accepts taking into account non-railway undertakings among applicants.
Therefore, the EEIG CFM4 fully adopts the definition of “applicant” mentioned in the
Directive 2012/34/EU as:
every rail company or
every international grouping of railway undertakings or
other persons or legal entities, such as competent authorities under Regulation (EC)
No 1370/2007 and shippers, freight forwarders and combined transport operators,
with a public-service or commercial interest in procuring infrastructure capacity.
Those candidates who meet the conditions set in the network of each IM involved in
Corridor 4 may apply prearranged paths in the same conditions than the RU.
To use the prearranged paths awarded, the candidate is required to provide to the IM
and/or OSS of the Corridor 4 the name of the railway(s) undertaking(s) which will held the
traction at least 5 working days before the train running.
The RU designated to perform traction will execute all contracts with individual IM as
necessary according to the regulations of each of the affected networks.
For allocating capacity of a prearranged path by the OSS corridor, it won’t be necessary to
know the railway company that provides traction. However, the failure of communication
of this information to the IM and/or OSS of the Corridor 4 within the prescribed period will
be a reason for the removal of the capacity allocated
4.5 TRAFFIC MANAGEMENT
Traffic monitoring will be ensured by the IM of Corridor 4 aimed at the adaptation of the
effective circulation of trains to the allocated capacities.
In terms of rail traffic management, RU will be informed of the state of ongoing traffic
according to the norms of circulation and traffic of the network.
Criteria for traffic control.
Traffic monitoring will be based on transparent and non-discriminatory principles, bearing
in mind that the primordial purpose is ensuring punctuality in accordance with the
allocated capacity.
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The IM of Corridor 4 might use, when they find it appropriate, the following criteria for
traffic regulation:
- Preference of trains which obtained a capacity over those which did not reserve a
capacity.
- Preference of trains circulating in their paths over those which circulate with a delay,
aimed at minimising the increase of delays.
- Preference in case of disturbance of the rail traffic due to technical problems, accidents
or other incidents. In this case, necessary measures will be adopted in order to restore a
normal situation as soon as possible.
The IM of Corridor 4 will review this procedure annually in order to obtain the best
potential of rail freight corridor.
4.6 TRAFFIC MANAGEMENT IN CASE OF DISTURBANCIES
For a proper management of the traffic of Corridor 4, a procedure shall be drawn up
between the IM of Corridor 4 in order to achieve an adequate coordination in the
management of traffic during eventual situations of disturbancies.
The main purpose of this procedure is to define appropriate forms and means of
communication between the different actors (fundamentally IM and users) who may be
affected by an alteration of circulation conditions in Corridor 4.
The IM of Corridor 4 may draw up a contingency plan which defines alternative
procedures to usual operations aimed at creating an overall action plan which will enable
the coordination and resolution of contingencies which disrupt the normal development of
rail traffic.
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In the event of an emergency, and when found absolutely necessary, due to a temporary
interruption of service of the infrastructure, the IM of Corridor 4 may, without prior notice,
suppress, deviate or modify the train paths during the period necessary to the normal
restoration of the system and perform urgently the necessary repairs, as well as inform
as soon as possible RU and authorised applicants on the consequences. In this case,
neither the authorised applicants nor RU may demand a compensation or indemnity
which be dealt with the infrastructures managers according to the rules applied in each
country.
The IM of Corridor 4 may require of RU and their personnel that they use the human and
technical means most suitable to restore traffic within a reasonable period of time. In any
case, both IM of Corridor 4 and RU and authorised applicants will act with joint
coordination and collaboration, in order to ensure service in the most efficient manner.
Whenever a disturbancies in rail traffic due to a technical problem, an accident or other
incident takes place, the infrastructure managers of corridor 4 must adopt all necessary
measures to restore normal operation.
The IM on whose network the incident takes place will inform as soon as possible via
email the infrastructure manager of the country towards which the train(s) affected is(are)
headed, its cause, as well as the expected delay of the train path(s) programmed. When
appropriate, the infrastructure manager who receives the information will transmit it
through the same means to the third infrastructure manager.
The IM on whose network the incident takes place will also be responsible for the
communication as soon as possible of the said information to the rail company(ies) which
operate the affected train(s), as well as the destination terminal(s) of the affected train(s)
or to other terminals that might have been equally affected.
The OSS of Corridor 4 will be involved in all communications performed between IM, in
order that it can daily summarise the received information regarding the disturbance of
traffic recorded and inform its customers about it.
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Each of the players concerned (RU, authorised applicants and terminal managers) will
provide an email address to IM in order that these communications are sent to them.
At least the following disturbanciess will be communicated between the IM of the Corridor
4 and RU affected:
- disturbancies with an important impact on rail traffic.
- the cut-off of traffic, including a prevision of resumption.
- the important restriction of capacity, including a prevision of its duration.
In addition, precise information must be provided for every train circulating with a delay
superior to 60 min in a prearranged train path allocated by the OSS of the driver.
The infrastructure managers of Corridor 4 will review this procedure annually in order to
obtain the best potential of freight corridor.
4.7 INFORMATION PROVIDED
Taking into account the information required from Regulation 913/2010, the EEIG CFM4
offers to adopt the following agenda:
Date
10 May 2013
10 November 2013
10 January 2014
9 January 2015
10 November 2015
8 January 2016
10 May 2016
10 November 2016
8 January 2017
10 November 2017
2018 and following
Document
Implementation Plan (1st version available)
Corridor Information Document 2014 (publication)
Results of the Implementation Plan (report)
Update of the traffic market study (report)
Update of the Implementation Plan (publication)
Results of the Implementation Plan (report)
Same process as in prior years
Besides the abovementioned dates, all documents will be updated by the EEIG CFM4
wherever necessary, particularly considering the need to ensure a full coherence with the
network statement of each IM involved in Corridor 4.
Although the Corridor Information Document is the primary source of information, the
website of EEIG CFM4 (www.corridor4.eu) will include other additional information
inherent to the important possibilities of this communication instrument.
The EEIG CFM4 will also be capable of providing upon demand more detailed
information or any other clarification.
4.8 MONITORING OF THE CORRIDOR’S PERFORMANCE
In order to monitor the proper implementation of the Corridor 4 and the performance of
key activities on the Corridor – comparison between the aims drawn up and the real
operational figures – the EEIG CFM4 will regularly publish a report of the performances
of the corridor. An annual report will also be provided with the main results and
guidelines.
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The EEIG CFM4 will publish annually the results of a satisfaction survey carried out to
the main customers of the Corridor 4, providing a detailed image of the satisfactions of
the corridor’s users in quantitative and qualitative terms.
All of these documents are public and will thus be published on the website of EEIG
CFM4. The interested parties will be encouraged to provide their opinion on the content
of these documents and their analysis may be addressed in a new report.
The EEIG CFM4 works in close collaboration with the organizations of other rail freight
corridors in order to promote the harmonization of the performance report with the
satisfaction survey. In addition to this action, the EEIG CFM4 will review annually its
processes in order to achieve the best potential of the Corridor 4.
CHAPTER 5
OBJECTIVE / PERFORMANCE
The general purpose of the EEIG CFM4 is the significant increase of competitiveness of the
rail services of the Corridor 4 against the other means of transport. This means having a
broad understanding and a control of critical factors, particularly regarding traffic capacity and
management, functions clearly attributed to the EEIG CFM4.
The general purpose is to multiply by 3.5 the volume of rail freight which will cross the
borders of Corridor 4 in the next 20 years. According to the results of the Trafic Market
Study, it is anticipated a growth from 7 million tons in 2010 to 24 million tons in 2030.
The EEIG CFM4 has defined 2 strategic objectives that underline the overview for Corridor 4
in terms of production of transport on the rail freight corridor.
Strategic Objectives
a. Number of international prearranged freight paths using the
corridor (n.)
Method: Number of international prearranged paths crossing one or two
borders available at X-11.
2014
2017
23
+40%
55
km/h
+15%
Purpose: Provide a basic production indicator for Corridor 4
b. Average speed of prearranged paths [km/h], excluding freight
transhipment time at the border between France and Spain
Method: AvSpeed = Sum (PaP Length) / Sum (PaP Journey time)
AvSpeed = Average speed of the PaPs
PaPLenght = Complete length of each PaP
PaP Journey time = Journey time of each PaP
Purpose: Provide a basic production indicator for corridor 4. The PaP
were selected as being the most significant commercial
product of Corridor 4.
Two horizons were chosen: 2014 as the first year of effective operational activity and 2017 as
a planned key date for the implementation of new sections of high-speed lines on Corridor 4
which will release more capacity for freight traffic on the existing line.
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The accomplishment of these purposes is partially depending on global economic conditions,
as well as on concrete actions performed by the EEIG CFM4 and IM of Corridor 4. The
choice of the 2 abovementioned indicators is aimed at providing a simple and efficient
reading of the performance of the Corridor 4 which depends, in fact, on several factors.
These several factors will be controlled by the EEIG CFM4, but will not correspond to the
purposes published in the Implementation Plan.
With
the
implementation
of
performance monitoring and traffic
management, the EEIG CFM4 will
strive for the control of the vital
aspects of service quality and guide
efficiently its actions for a significant
improvement of competitiveness of
international rail freight.
5.1 PERFORMANCE MONITORING REPORT
The EEIG CFM4 will regularly publish a report of performance monitoring of the Corridor 4
which will present detailed analysis of several key indicators of the 2 strategic purposes
considered as significant for the accomplishment of the purposes of the Corridor, particularly
the following indicators:
Indicators
i.
Annual number of prearranged freight paths (p)
ii.
Annual number of prearranged freight paths.km (pkm)
iii.
Punctuality at different points of measure (on the origin and destination of trains at
best, as well as on border crossing)
iv.
Average speed of trains [km/h], excluding freight transhipment time at the border
between France and Spain.
v.
Number of requests of prearranged paths:
- between X-11 and X-8
- between X-8 and X-2 (late paths requests)
- between X-2 and X+12 (ad hoc paths requests)
vi.
Number of paths allocated by the one-stop shop:
- paths allocated for the annual service
- paths allocated upon late request
- paths allocated upon ad hoc paths requests
vii.
Annual number of paths reserved and not used [n]
viii.
Response time in days to the paths on demand [d]
Other indicators might be included in the Performance Monitoring Report of the Corridor 4,
depending on the analysis of requests expressed by RU or other parties.
These performance indicators will show the Corridor 4 as a whole. Nonetheless, specific
sections of the Corridor will be identified and the indicators will be thus calculated. First of all,
2 market sections will be considered: Portugal/Spain and Spain/France.
The Performance Monitoring Report of the Corridor 4 should include the qualitative analysis
for the situations in which the abnormal evolution of indicators would be proved.
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The EEIG CFM4 should promote the compatibility of performances according to the different
sectors of the Corridor 4; the Performance Monitoring Report should include the results of
the different sectors of the Corridor, including the main causes of delays and the
apportionment of responsibilities between parties.
5.2 SATISFACTION SURVEYS
According to article 19 of Regulation 913/2010 (“Quality of service on the freight corridor”),
“the management board shall organise a satisfaction survey of the users of the freight
corridor and shall publish the results of it once a year”.
Therefore, the EEIG CFM4 shall perform an annual survey in order to assess the satisfaction
of the users of Corridor 4, making the results of this survey public.
This survey addresses the main and potential users of Corridor 4, as defined in article 15 of
Regulation 913/2010, and assesses aspects such as:
9 Network of lines and terminals for the Corridor (need to include more lines/terminals)
9 Quality of the information issued by the Corridor
9 Application of the procedures of the Corridor
o Procedures of demand of paths
o Management of traffic and punctuality, operation
o Complaint management
9 Quality of the infrastructure (planning of maintenance, improvements performed)
9 Quality of the paths allocated (travelling period, origin/destination, TBR allocated,
maximum length of the train, gauge...)
9 Quantity of prearranged train paths
9 Services provided in terminals
9 Punctuality in the management of train paths
9 Comparison with the situation prior to the creation of the Corridor
9 Knowledge of the infrastructure charges by country and its comprehensibility, easy
calculation and application.
Taking into account the precedent perimeters, questions will be made, which format should
enable responses simultaneously quantitative (with a range of values) and qualitative,
including the possibility of presenting free text remarks.
A note shall be sent to the Advisory Groups of Railway Undertakings and Terminal Managers,
explaining the objective of this initiative and some basic instructions for a better
understanding and use.
Responses shall be analysed, seeking for each period of realisation of the survey the level of
correlation of this analysis with its strategic and operational purposes, as well as, depending
on the level of results, the possible improvements shall be identified.
Pursuant to this analysis, the EEIG CFM4 shall define the concrete action plans associated
with the strategic purposes of the Corridor 4, channelling towards the improvement of
negative aspects identified by the users of the Corridor.
In general terms, one might say that action plans shall influence the improvement of
competitiveness of rail freight transport on the Corridor 4. Similarly, action plans defined shall
ensure the continuous improvement and the achievement of all the purposes of the Corridor
4.
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CHAPTER 6
INVESTMENT PLAN
6.1 LIST OF THE PLANNED PROJECTS ON THE CORRIDOR, FINANCIAL NEEDS
CAUTION: The list of projects mentioned in the investment plan of the corridor is provided for
informational purposes only. A number of technical, political and financial factors may affect
the implementation of these projects.
It is therefore possible that some operations will be delayed or achievements could be
challenged. Dates and costs presented may be modified in the future.
6.1.1 France
Réseau Ferré de France manages, modernises and develops a network at the heart of
Europe. Continuously evolving over more than 150 years, this network requires constant
adjustments to respond to the needs of transport of passengers and freight.
Since 2008, Réseau Ferré de France is committed to a wide program of modernisation of the
national rail network. It presently manages nearly 1000 contruction sites per year on the
whole territory.
Investments associated operations of maintenance, renewal and development with an
overview of the network including:
- Major territorial projects across large basins of travel
- A Major Project of Modernization of the network on a national scale to improve its fluidity,
reliability and performance.
The following tables present the major projects on Corridor 4.
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6.1.1.1 ERTMS and GSM R deployment
Typologie
N°
d'ordre
Intitulé - description sommaire - localisation
Voie
Échéance mise en service
Secteur du corridor
considéré
Ouvrage d'art Electrification Signalisation
Court terme Moyen terme Long terme
Impact des
travaux sur les
trafics fret du
> 500 M€
corridor
Montant du projet (M€2013)
< 50 M€
X
De 50 à
500 M€
46
D et R
Déploiement programme CCR
Totalité du corridor
X
X
47
D
Déploiement ERTMS
Paris-Metz-Woippy
X
X
48
D
Déploiement ERTMS
Paris-Le Havre
X
X
49
D
Déploiement ERTMS
Paris-Hendaye
X
X
50
D
Déploiement GSM R
Paris-Metz-Woippy
X
X
51
D
Déploiement GSM R
Paris-Le Havre
X
X
52
D
Déploiement GSM R
Paris-Hendaye
X
X
6.1.1.2 Paris-Le Havre section
Typologie
N°
d'ordre
Voie
24
D
D
D
D
25
D
D
D
D
26
D
D
D
27
D
D
D
28
D
D
D
29
D
30
D
D
D
D
31
D
D
D
D
32
R
R
R
R
33
D
34
D
35
D
36
Secteur du corridor
considéré
D
D
D
PO1 GagnyArgenteuil
PO1 GagnyTangentielle Légère Nord Phase 2
Argenteuil
Refonte plan de voie de Mantes-la-Jolie
PO2 Argenteuil(EOLE)
Mantes
3ème voie entre Val d'Argenteuil et Conflans PO2 ArgenteuilMantes
Ste Honorine
PO2 Argenteuilème
3 voie entre Val d'Argenteuil et Cormeilles
Mantes
Création d'IPCS ou banalisation de Val
PO2 Argenteuild'Argenteuil à Conflans Ste Honorine
Mantes
PO2 ArgenteuilCréation saut de Mouton à Val d'Argenteuil
Mantes
PO2 ArgenteuilLigne Nouvelle Paris Normandie
Mantes
Programme de renouvellement de la ligne
PO3 MantesParis-Le Havre
Rouen - Le Havre
PO3 MantesCréation IPCS Gaillon-Val de Reuil
Rouen - Le Havre
PO3 MantesCréation IPCS Motteville - Le Havre
Rouen - Le Havre
Modernisation signalisation Rouen Rive
PO3 MantesDroite
Rouen - Le Havre
Raccordement du Port du Havre à la ligne
PO3 MantesSerquigny Oissel
Rouen - Le Havre
Tangentielle Légère Nord Phase 1
< 50 M€
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Impact des
travaux sur les
trafics fret du
De 50 à
> 500 M€
corridor
500 M€
X
X
X
X
X
X
X
X
X
X
X
X
X
6.1.1.3 Paris – Woippy section
Typologie
N°
d'ordre
Voie
37
D
Création IPCS de Meaux à Château-Thierry
38
D
Création IPCS de Dormans à Epernay
39
D
40
R
41
D
D
D
D
D
Secteur du corridor
considéré
Refonte du plan de voies en gare de Lagny
(prolongement EOLE)
Programme de RVB de la ligne classique
Paris-Strasbourg
Suppression du goulet d'étranglement de
Metz Nord
PE1 GagnyLérouville
PE2 Lérouville Metz
< 50 M€
X
X
X
X
X
X
X
X
Impact des
travaux sur les
trafics fret du
De 50 à
> 500 M€
corridor
500 M€
X
X
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6.1.1.4 Paris – Hendaye section
Typologie
Voie
1
D
D
2
R
3
D
D
4
D
5
D
6
D
7
D
D
D
8
D
9
Réaménagement complexe ferroviaire
Hendaye/Irun
Renouvellement de la voie entre Hendaye et
Bordeaux
Remplacement de la caténaire Midi entre
Hendaye et Bordeaux
Redécoupage du BAL en sortie sud de
Bordeaux
Création d'IPCS de Gazinet à Dax
Création garages fret à Morcenx et Ychoux
(liés à l'AFAT)
Mise au gabarit GB1+ de la section DaxHendaye
GPSO (lignes nouvelles Bx-Tlse & BxEspagne)
Refonte plan de voie zone sud gare de
Bordeaux Saint Jean
D
D
D
D
D
10
D
D
D
11
D
12
D
13
R
14
D
D
D
Création garage fret de Beaugency (V1)
15
D
D
D
16
D
LGV SEA / raccordements et bases travaux
Mise à 4 voies sortie nord de Bordeaux
Mise au gabarit GB1+ entre Bordeaux et
Poitiers
RVB entre Boisseaux et Blois (programme
D
R
R
18
R
19
R
20
D
D
D
22
D
D
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS1 Hendaye
Bordeaux
PS2 Bordeaux
Tours
PS2 Bordeaux
Tours
PS2 Bordeaux
Tours
X
< 50 M€
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
PS3 Tours Brétigny
X
X
Modification bifurcation de Joué les Tours PS3 Tours Brétigny
X
Réhabilitation d'ouvrages d'art
PS3 Tours Brétigny
X
X
Régénération du poste d'Artenay
PS3 Tours Brétigny
X
X
X
X
Renouvellement de circuits de voie aux
PS3 Tours Brétigny
Aubrais
Régénération du BAL entre Brétigny et Les
PS3 Tours Brétigny
Aubrais
Création IPCS Toury - Cercottes
PS3 Tours Brétigny
Refonte du plan de voie de Brétigny
(modernisation RER C)
Redécoupage du BAL entre Juvisy et
Brétigny (modernisation RER C)
PS4 Brétigny
Valenton
PS4 Brétigny
Valenton
Impact des
travaux sur les
trafics fret du
De 50 à
> 500 M€
corridor
500 M€
PS3 Tours Brétigny
pluriannel)
17
21
Secteur du corridor
considéré
N°
d'ordre
X
X
X
X
X
X
X
X
23
6.1.1.5 Complementary itineraries Serqueux-Gisors & Poitiers-Niort Saintes Bordeaux
Typologie
N°
d'ordre
Voie
42
R
43
44
D
D
45
D
D
Secteur du corridor
considéré
D
Rénovation voie Serqueux Gisors
Gisors Serqueux
D
Redécoupage du bloc entre Boissy l'Aillery
et Gisors
Gisors Serqueux
X
D
Modernisation Serqueux Gisors
Gisors Serqueux
X
D
Mise au gabarit GB1 et aménagements de
capacité (projet lié à l'AFAT)
Poitiers Niort
Saintes BX
Impact des
travaux sur les
trafics fret du
De 50 à
> 500 M€
corridor
500 M€
< 50 M€
X
X
X
X
X
X
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6.1.2 Spain
The strategic planning of transport infrastructures in Spain is reproduced in the Infrastructure,
Transport and Housing Plan (PITVI 2012-2024), presented by the Ministerio de Fomento to
the Spanish government in September 2012.
The PITVI establishes five major strategic goals as the new framework of planning of
transport infrastructures:
Improve the efficiency and competitiveness of the global transport system by
optimising the use of existing capacities.
Contribute to a balanced economic development, as an instrument for overcoming
the crisis.
Promote a sustainable mobility making its economic and social effects compatible
with the environment.
Reinforce territorial cohesion and the accessibility of all territories of the State through
the transport system.
Favour the functional inclusion of the transport system as a whole from an intermodal
point of view.
The rail mode is the one that shall receive the major part of investments in the period of
implementation of the Plan, almost 39% of the total amount predicted, differentiating rail
investments according to the following perimeters:
new investments on the commuter rail system.
new investments on the conventional network: standard UIC gauge, access to ports,
lay-bys with 750 m, logistic platforms and facilities, renewal of the conventional
network, integration in agglomerations, suppression of level crossings, signalling
system ASFA (digital) and ERTMS, among other investments.
new investments in the high speed network.
accessibility to stations.
Investments of urban integration of rail network
The following tables present the main projects included in the existing planning in Spain
(PITVI), in direct relation to corridor 4 and directed mainly towards the improvement of the
competitiveness of rail freight transport.
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6.1.2.1 Irún/Hendaya (French border) - Madrid section
Typologie
N°
d'ordre
Voie
Secteur du corridor
considéré
< 50 M€
De 50 à 500
M€
1
D
D
R
D
Línea Alta Velocidad Y Vasca (tráfico
mixto). Entrada en ciudades con estación
actual. Incluye actuaciones en Jundiz y
adaptacion UIC entre Astigarraga y Irun
2
D
D
D
D
Línea Alta Velocidad Y Vasca (tráfico
mixto). Seccion Astigarraga-Lezo y
conexion con Francia
Madrid - Irún/Hendaya
3
D
R
D
Adaptación UIC Tramo Burgos – Vitoria
BAB
X
X
4
R
R
R
Adecuación infraestructura Burgos Vitoria (túneles)
X
X
5
D
D
D
Adaptación UIC Tramo Vitoria - Alsasua
X
X
6
D
D
D
Doble vía Pinar de Antequera
X
7
D
D
D
Línea Alta Velocidad tramo Valladolid –
Burgos (tráfico mixto)
X
8
D
D
D
Variante de Valladolid (mercancías) (2
IB+acceso norte UIC al complejo=10 km)
X
9
D
D
D
D
Nuevo Complejo de mercancías Valladolid Madrid - Irún/Hendaya
X
X
10
D
D
D
D
Puerto Seco de Bilbao en Pancorbo
X
X
11
D
R
D
Alsasua - Astigarraga adaptación UIC
X
X
12
D
R
D
Medina del Campo – Valladolid – Burgos
adaptación UIC
X
X
13
D
D
D
Línea Alta Velocidad tramo Burgos – Vitoria
(viajeros exclusivos)
X
Madrid – Medina del Campo adaptación UIC: Madrid - Irún/Hendaya
X
D
D
D
> 500 M€
X
Impact des
travaux sur les
trafics fret du
corridor
X
X
X
X
X
X
X
X
14
D
D
D
1.- Pitis - Villalba - Escorial (cercanías)
X
X
15
D
R
D
2.- Escorial - Ávila (actualmente B.A.B +
ENCE)
X
X
16
D
R
D
3.- Ávila - Medina del Campo (actualmente
B.A.)
X
X
6.1.2.2 Miranda de Ebro – Puerto de Bilbao section
Typologie
N°
d'ordre
Voie
D
R
27
D
Adaptación UIC Tramo acceso Puerto de
Bilbao- Y Vasca
Secteur du corridor
considéré
< 50 M€
X
X
Miranda de Ebro Bilbao
De 50 à 500
> 500 M€
M€
Impact des
travaux sur les
trafics fret du
corridor
6.1.2.3 Medina del Campo - Fuentes de Oñoro (Portuguese border) section
De 50 à 500
M€
Typologie
N°
d'ordre
Voie
Secteur du corridor
considéré
< 50 M€
28
D
D
Medina del Campo – Salamanca.
Electrificación y sistema de señalización (se
extrapola la inversión del tramo Medina del
Campo – Salamanca)
Medina del Campo Fuentes de Oñoro
X
X
29
D
D
Salamanca – Fuentes de Oñoro. Electrificación
y sistema de señalización (se extrapola la
inversión del tramo Medina del Campo –
Salamanca)
X
X
R
D
Fuentes de Oñoro – Medina del Campo
adaptación UIC
30
D
X
Impact des travaux
sur les trafics fret du
corridor
> 500 M€
X
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6.1.2.4 Madrid-Algeciras section
Typologie
Voie
N°
d'ordre
Secteur du corridor
considéré
< 50 M€
D
Variante de Almoraima (estación de San
Roque)
Madrid - Algeciras
X
X
D
D
Complejo de Aranjuez (sistema de concesión)
Madrid - Algeciras
X
X
D
R
D
San Cristobal - Villaverde bajo - Pitis vía
mercancías
Madrid - Algeciras
X
D
R
R
Incorporación a UIC terminales de Vicálvaro y
Abroñigal
Madrid - Algeciras
X
Algeciras – Madrid adaptación UIC:
Madrid - Algeciras
X
17
D
18
D
19
20
D
De 50 à 500
M€
Impact des travaux
corridor
> 500 M€
X
X
21
D
D
D
1.- Algeciras - Bobadilla - incluye nueva
electrificación
Madrid - Algeciras
X
X
22
D
R
D
2.- Bobadilla - Córdoba - Linares
Madrid - Algeciras
X
X
23
D
R
D
3.- Linares - Vadollano
Madrid - Algeciras
X
X
24
D
R
D
4. - Vadollano - Santa Cruz de Mudela
Madrid - Algeciras
X
X
25
D
R
D
5.- Santa Cruz de Mudela - Aranjuez
Madrid - Algeciras
X
X
26
D
D
D
6.- Aranjuez - San Cristobal - Villaverde bajo
Madrid - Algeciras
X
X
6.1.2.5 Manzanares - Badajoz/Elvas (Portuguese border) section
Typologie
N°
d'ordre
Voie
31
D
D
32
D
D
33
D
D
Secteur du corridor
considéré
< 50 M€
Impact des travaux
De 50 à 500
corridor
> 500 M€
M€
D
Línea Alta Velocidad Plasencia-CáceresBadajoz (1er tramo)
Manzanares - Badajoz
D
D
Línea Alta Velocidad Extremadura PlasenciaNavalmoral-Pantoja (2º tramo)
Badajoz - Cáceres Madrid
X
X
D
D
Enlace línea Alta Velocidad Madrid –
Extremadura con vía de mercancías Madrid
Badajoz - Cáceres Madrid
X
X
X
X
6.1.2.6 ERTMS deployment
Typologie
N°
d'ordre
Voie
Secteur du corridor
considéré
34
D
Implantación ERTMS corredor 4 tramo vía
doble
Todo el Corredor
X
35
D
Implantación ERTMS corredor 4 tramo vía
única
Todo el Corredor
X
< 50 M€
De 50 à 500
M€
Impact des travaux
corridor
> 500 M€
X
X
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6.1.3 Portugal
The development of the Portuguese rail network is framed by national and European policy,
regulation and plans, namely the Strategic Plan for Transport Sector (PET 2011-2015),
approved by the Portuguese government in November 2011, which aims particularly the
promotion of the competitiveness of international rail freight transport.
In preparation of the partnership agreement for the EC funding period 2014-2020, the
Portuguese Government has on-going an extensive and exhaustive evaluation and
prioritization of investments on value added infrastructures, which will result in a national
intersectoral investment plan. In this context, the Portuguese Government has set up an
inclusive working group which has already presented the preliminary proposals that will feed
the investment plan. Presently, the report is under public consultation and it is foreseen its
approval by the Government in a near future.
With a view of a performing network, the set of investments under evaluation comprises the
comprehensive modernization of the entire Portuguese rail network through investments
along the horizons 2020, 2030 and 2050. The main investments connected to maintenance,
renewal and development that are being assessed aims the improvement of network’s
reliability, efficiency and safety by covering the following types of works:
-
Major territorial projects;
Major modernisation projects in the whole country in order to improve the network's
fluidity, accessibility and efficiency.
Since the investment plan is under assessment of the Portuguese Ministry of Transport, it is
presented here the web link to the mencioned preliminary report which comprises the major
railway projects foreseen for the Portuguese network:
http://www.ieva.pt/media/docs/estudo.pdf.
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6.2 DEPLOYMENT PLAN FOR INTEROPERABLE SYSTEMS
Interoperability is defined by Directive 2008/57/EC, article 2, as "the ability of a rail
system to allow the safe and uninterrupted movement of trains which accomplish the
required levels of performance for these lines". This ability depends on all the regulatory,
technical and operational conditions which must be met in order to satisfy the essential
requirements. Essential requirements means all the conditions set out in Annex III of
Directive 2008/57/EC which must be met by the rail system, the subsystems, and the
interoperability constituents, including interfaces”.
It covers different areas, including safety, signalling system, track gauges, electric systems,
etc., and is subject to the Technical Specifications for Interoperability (TSI) drawn up by the
European Railway Agency (ERA), together with the stakeholders.
Due to the heterogeneity of the characteristics of infrastructures of Corridor 4 set out in
chapter 2, a plan of concerted actions between Member States and IM shall be defined
regarding several aspects of the deployment of interoperable systems:
- the continuity of infrastructures from one country to the other, particularly in terms of
the rail gauge, electrification of the existing network and signalling systems,
- the suppression of some bottlenecks which will ultimately lead to the increase in the
available capacity for international freight traffic all day,
- the development of exploitation systems enabling information supplied in real time on
the situation of international freight traffic, particularly on border points, and on the
precise composition of international trains in real time (length, transported tonnage,
dangerous materials transported, etc.)
- the adequacy between the optimal travel time depending on the sections, the
international transport plan (including driving stages, with reinforcement even change
of traction means) and investments to make as a priority (both on infrastructures and
rolling stock)
The investment plans described in paragraph 6.1 are a good illustration of this variety of
ongoing projects, projects aimed at improving interoperability on Corridor 4, particularly:
- coming on stream of sections of a new line with a UIC gauge fit for freight traffic in
Spain, Portugal and France in the short and medium term,
- the gradual adaptation to the UIC gauge of the main existing axles in Spain and
Portugal in the short and medium term,
- the electrification of existing lines connecting Spain to Portugal in the medium and
long term,
- the gradual entry into service of new high-speed lines in France enabling the
liberation of capacity for freight traffic on the existing line in the short and medium
term,
- the performance of operations of decongestion of certain railway junctions and/or
increase of capacity, particularly in the border point of Hendaye/Irun
- on a timeframe further in the future, perspectives of deployment of an interoperable
signalling system of the ERTMS type, when the majority of the precedent points will
have been solved.
The maps in appendix 5 show the characteristics of rail infrastructures of the Corridor 4 after
the performance of envisaged investment projects in the short and medium term.
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6.3 CAPACITY MANAGEMENT
The Implementation Plan defined by the EEIG CFM4 is aimed at improving the efficiency and
management of the capacity of freight trains which can circulate on Corridor 4 through the
investment programme of each country, described in the preceding paragraph, and according
to the main purpose for which they are intended. These investments can be grouped as
follows:
uniformity of length of track with UIC gauge and possibility of circulation for trains with
750 m
suppression of bottlenecks
creation and/or extension of Terminals
improvement of the efficiency of the transport system.
1 Uniformity of the length of track with UIC gauge and possibility of circulation for
trains with 750 m
Spain and Portugal presently have the major section of tracks of their networks with an
Iberian gauge (1,668 mm); within the framework of the Investment Plan of Corridor 4 defined
over different periods, several projects will enable the unification of the track gauge on the
whole Corridor by converting the Iberian gauge into an UIC gauge (1,435 mm) in these two
countries.
In conjunction with these works of uniformity of the track length, necessary investments for
the circulation of trains with a maximum length of 750 m will be included.
This uniformity will be carried out gradually and in a coordinated manner between each
country, establishing as far as practicable itineraries functionally complete and adapted to the
financial resources of each country.
2 Suppression of bottlenecks
In addition to prior investments which will enable in some cases the resolution of bottlenecks
by increasing the overall capacity of the Corridor 4 with the construction and entry into
service of new lines for mixed or high-speed traffic (and consequently the liberation of the
capacity for freight traffic on the conventional network), other investments are planned, aimed
mainly at removing the current or future bottlenecks on the Corridor.
These investments are mainly planned at the level of the major railway junctions of the
corridor, namely: Lisbon, Madrid, the border between Spain and France, Bordeaux and Paris.
3 Creation and/or improvement of Terminals
These investments are aimed at the sectors that create and receive major rail flows, through
the development of new Terminals and the adaptation or improvement of existing Terminals.
In addition to conventional freight traffic and combined transport, Terminals may also offer
new international rail services of the rolling motorway over long-distance routes type.
4 Improvement of the efficiency of the transport system
These investments include those regarding the improvement of the signalling system, as well
as the improvement or development of electrification of the different sections depending on:
- the topography of the different sections of the Corridor,
- the length of journeys of freight trains (depending on speed and the maximum load of
trains)
- the transport plan of RU (including the working time for train drivers).
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6.4 REFERENCE TO EUROPEAN UNION CONTRIBUTION
The European Commission’s proposal for the Multiannual Financial Framework (MFF) for
2014-2020 was approved to over 960 billion euros (2011 prices). The Commission has
presented a set of regulations laying down the objectives and management of the EU funds
in the period 2014-2020, covering cohesion policy, maritime affairs and fisheries, research
and innovation, environment and climate, competitiveness.
STRUCTURAL AND COHESION FUNDS
The total proposed budget for the period 2014-2020 will be 351.5 billion euros, including
funding for the new Connecting Europe Facility, which is designed to enhance cross-border
projects in transport, energy and information technology.
France, Spain and Portugal will be affected by the following map:
The budget for the cohesion policy 2014-2020 will be divided as following (2011 prices):
Fund Budget
Cohesion Fund (including infrastructure projects)
Less developed regions
Transition regions
More developed regions
Cooperation
Additional allocation for outermost and sparsely populated northern regions
Connecting Europe Facility (CEF) for transport, energy and ICT
TOTAL
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(€ billion)
66.4
164.3
31.7
49.5
8.9
1.4
29.3
351.5
69
The Cohesion Fund, with an allocated budget of 66.4 billion euros, helps Member States
with a Gross National Income per inhabitant of less than 90 % of the EU-27 average to invest
in TEN-T and the environment.
According to the regulation (EU) 1316/2013 approved on the 11.12.13, the European
Commission proposes to allocate 19.3 billion euros during the 2014-2020 period for the
Connecting Europe Facility, to be complemented by an additional 10 billion euros ring
fenced for related transport investments inside the Cohesion Fund.
This amount comprises:
23.2 billion euros for transport (including 10 billion euros transferred from the
Cohesion Fund),
5.1 billion euros for the energy sector and
1 billion euros for ICT.
The viability of various projects described in the Investment Plan of Corridor 4 will require
European aid in the short, medium and long term, taking into account the limited resources of
their Member States for transport infrastructures.
After the subsequent validation of the Investment Plan of Corridor 4 by its Executive Board,
the EEIG CFM4 will assist IM of the Corridor in terms of request of funds to be addressed,
namely, to the TEN-TEA for the financing of projects connected with the improvement of
competitiveness of rail freight traffic.
APPENDICES
Appendix 1 / Framework for capacity allocation on Corridor 4
Appendix 2 / Maps of the existing rail infrastructures on Corridor 4 (5 frames)
Appendix 3 / Detailed characteristics of existing rail infrastructures on Corridor 4 (3 frames)
Appendix 4 / Summary of the PaPs and international paths offer 2015 for freight on Corridor
4 (2 frames)
Appendix 5 / Maps of rail infrastructures planned at short term (4 frames) and in the medium
term (4 frames) on Corridor 4
Appendix 6 / Cooperation agreement signed between regulatory bodies of corridor 4
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APPENDIX 1 / Framework for capacity allocation on Corridor 4
According to the document approved by the Executive Board of Corridor 4, this framework
for capacity allocation on the corridor (“Corridor-Framework”) concerns only the allocation
linked to the prearranged train paths and to the reserve capacity given to the Corridor OneStop-Shop (“C-OSS”) for freight trains, crossing at least one border on a corridor as foreseen
by article 14.4 of the Regulation 913/2010, namely where the allocation of capacity by the COSS is mandatory, according to article 13 of the Regulation.
1. Principles of supply of pre-arranged paths
The capacity provided by the national Infrastructure Managers and Allocation Bodies
(“IMs/ABs”) for the prearranged train paths and the reserve capacity to the C-OSS, is taken
from the national capacity dedicated to freight traffic.
The construction of pre-arranged paths and the definition of reserve capacity, is realised by
the IMs/ABs in accordance with article 14 of the Regulation, by taking into account i.a.:
the Transport Market Study, analysing the demand for international freight traffic on
the Corridor and covering the different types of traffic, in particular passenger traffic;
the request for infrastructure capacity relating to the past and present working
timetables;
the national framework agreements.
Details of supply of the pre-arranged paths are explained in the Corridor Information
Document.
These pre-arranged paths are handed over to the C-OSS for exclusive management at the
latest X-11 and for reserve capacity at least 60 days before the train running (X-2).
The IMs/ABs will aim to include in the supply of pre-arranged train paths, the access and the
paths connecting terminals where feasible.
The pre-arranged paths managed by the C-OSS for the allocation in the yearly timetable and
the reserve capacity are dedicated to the Corridor. Therefore it is essential that the displayed
dedicated capacity is protected against subsequent adaptations by the IMs/ABs critical for
the applicants.
The Management Board shall decide whether and if so to what extent the unused capacity
shall be returned by the C-OSS to the relevant IMs/ABs at X-7.5, according to a principle
published in the corridor information document and taking into account the need for sufficient
reserve capacity of good quality.
2 PRINCIPLES OF ALLOCATION OF THE PREARRANGED TRAIN PATHS AND
RESERVE CAPACITY BY THE C-OSS
The decision on the allocation of pre-arranged train paths and reserve capacity on the freight
corridor is taken by the C-OSS, in accordance with article 13 of the Regulation.
Like the IMs/ABs, the C-OSS has to respect the rules of Directive 2001/14/EC, especially
article 4.3.
The activities within the timetabling processes concerning pre-arranged train paths and
reserve capacity are described in # 3.3.4.
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2.1
General principles related to the establishment of the C-OSS
The C-OSS has to be established under and is governed by the principles of transparency,
non-discrimination, independence, balance and fairness.
The Management Board is responsible for designating or for setting up the C-OSS including
its operating modalities. The implementation plan, which will be part of the Corridor
Information Document to be published by the Management Board according to article 18 of
the Regulation, will describe the competences, the form of organisation, the access rights,
the liability vis-à-vis applicants and the mode of functioning of the C-OSS and its conditions
of use.
2.2
Principles of transparency and non-discrimination
In addition to the Corridor Information Document, once adopted, the IMs/ABs will publish the
functioning and set-up of the C-OSS in their network statements. They will also mention the
Corridor Information Document in their own network statements.
In accordance with article 13 of the Regulation, any application of pre-arranged paths and
reserve capacity for corridor infrastructure capacity, crossing at least one border on a
corridor, from a railway undertaking or authorised applicant will be conducted (requests
handling, coordinating with IMs/ABs, monitoring, deciding and answering) by the C-OSS.
Each application should be registered by the C-OSS and be subject to an appropriate
response.
After receipt of all path requests for prearranged paths at X-8 (regular deadline for submitting
path requests for the annual timetable) the C-OSS will decide on the allocation of prearranged paths without delay until X-7.5 and mark the allocation in the path register
accordingly.
According to article 13.3 and 13.4 of the Regulation, in the same way it is requested that the
C-OSS inform the competent IMs/ABs on its received applications and the decisions taken
on them without delay. It is also requested that for any application which cannot be met, the
C-OSS shall forward the application for infrastructure capacity without any delay to the
competent IMs/ABs, which shall take a decision on that application and communicate this
decision to the C-OSS for further processing. This procedure allows a follow-up on
applications for international rail freight paths on the corridor that the C-OSS could receive.
2.3
Principles of fairness and independence
The C-OSS respects the duties of confidentiality regarding the applications received.
In the context of the corridor, and consequently from a view point of international
cooperation, the experts of the C-OSS staff are, within their mandate, to work independently
from their IMs’/ABs’ tasks and they are ensuring allocation decisions for pre-arranged paths
and reserve capacity on a corridor level. However, the C-OSS experts may work with the
IMs/ABs for the purpose of coordinating the allocation of corridor paths with the allocation of
feeder/outflow national paths.
2.4
Principles of cooperation and balance
The IMs/ABs will coordinate and pool their pre-arranged corridor train paths into the prearranged path catalogue of the C-OSS in order to take into account the needs of the market,
expressed through i.a. the Transport Market Study. The Management Board will inform the
Executive Board on an annual basis on the quantitative and qualitative development of
corridor train paths, according to article 19.2 of the Regulation (see # 3.3.3 for a minimum set
of indicators).
Version 01
72
2.5
Priorities to be applied by the C-OSS in case of conflicting applications
After receipt of all requests for prearranged train paths at X-8, the C-OSS will decide on the
allocation of the prearranged paths.
In the event of conflicting applications, the C-OSS will apply the common priority rule for
coordination which focuses on rewarding applicants with higher commercial value from
IMs/ABs point of view and to maximise the use of capacity (longer pre-arranged path
sections and more often). The formula is described in # 3.3.5.
Changes to this annex can be done under the condition of a common agreement of both
Executive and Management Boards.
This priority rule for coordination concerns only the pre-arranged train paths of the corridor
and are applied only between X-8 and X-7.5 in case of conflicting applications.
Once the allocation decision is made following requests until X-8, the C-OSS will propose
alternative pre-arranged train paths to the dissatisfied applicants. If these alternative
solutions are not sufficiently adequate for the applicant, the C-OSS will forward the requests
to the competent IMs/ABs accordingto article 13.4 of the Regulation. Those path requests
should be considered by IMs/ABs as having been submitted before the X-8 deadline.
Regarding the requests placed after X-8, the priority rule for coordination “first in, first served”
will be applied.
These rules will be inserted in the national network statements of each member of the
Management Board of the corridor, describing the corridor aspects, and will afterwards be
published in the Corridor Information Document.
3. Monitoring of the allocation process
On an annual basis the process of capacity allocation will be evaluated on the corridor with a
view to a continuous improvement of the process. The evaluation will be done after the
allocation of the annual timetable, i.e. in period Mid-August – October each year.
The evaluation will be done by the Management Board, and the Railway Undertaking
Advisory Group and Terminal Advisory Group will be consulted.
A draft evaluation report with recommendations will be discussed in the Executive Board in
the 4th Quarter of each year.
The results of the monitoring will be published by the Management Board, according to
article 19 of the Regulation.
The first evaluation report will be done for the year 2014.
Indicators to be monitored on an bi-annual basis (period 1: mid December till mid June,
period 2: mid June to mid December (change of timetable):
pre-arranged train path:
o
number of offered pre-arranged train paths X-11 per section
o
the number of requests period X-11 till X-8 and X-8 (-1 day) till X-2 (without
feeder/outflow sections)
o
number of train paths which are allocated by C-OSS
o
number of train paths which reached active timetable phase
o
number of conflicting applications (double booking at X-8)
Version 01
73
o
o
o
Indicator for reserve capacity to be allocated by C-OSS at X-2 :
train paths offered;
train paths allocated;
train paths reaching the status of active timetable.
4. Activities within the timetabling processes concerning prearranged train paths and
reserve capacity.
Date/period
Activity
X-11
Publication of pre-arranged paths provided by the IMs/ABs
X-8
Deadline for submitting path requests
X-7.5
X-5 – X-4
Forwarding requests with “flexible approaches” (e.g. first/last mile) or
“special treatments” to IMs/ABs
Possible returning of some remaining (unused) pre-arranged paths to the
competent IMs/ABs – based on the decision of the Corridor MB – for use
during the elaboration of the annual timetable by the IMs/ABs
Finalisation of path construction for requested “flexible approaches” by
the IMs/ABs and delivering of the results to Corridor OSS for information
and development of the draft timetable
Publication of
the pre-arranged paths offers – including sections provided by the
IMs/ABs for requested “flexible approaches” by the C-OSS
Observations from applicants
X-4 – X-3,5
Post-processing and final allocation
X-4 – X-2
Planning (production) reserve capacity for ad-hoc traffic
X-2
Publication reserve capacity for ad-hoc traffic
X-7.5
X-5,5
X-5
5. Description of the priority rule for coordination at X-8 in the event of conflicting
requests for Pre-arranged Paths
LPAP = Total requested length of pre-arranged path
LTP = Total requested length of complete path
YRD = Number of requested running days for the timetable period.
K = Rate for priority
All lengths are counted in kilometers.
The priority is calculated according to this formula:
(LPAP + LTP ) x YRD = K
This formula can be used so that in a first step the priority value (K) is calculated using only
total requested length of pre-arranged path (LPAP) multiplied by the Number of requested
running days (YRD).
If the requests cannot be separated in this way, the Total requested length of complete path
(LTP) will also be added in the calculation in order to separate the requests.
Version 01
74
Version 01
75
UATION
CUMENT
ROPEAN RAIL FREIGHT
NO. 4
2014
CURRENT SITUATION
WORKING DOCUMENT
EUROPEAN FREIGHT CORRIDOR NO.
2014
CURRENT SITUATIO
WORKING DOCUM
SCHEMATIC PLAN OF THE E
RAIL FREIGHT CORRIDO
CORRIDOR NO.
2014
CURRENT SITUA
WORKING DOC
SCHEMATIC PLAN OF TH
RAIL FREIGHT CORRI
Bayonne
Dax
745
Etampes
Brétigny
Juvisy
Villeneuve-SaintGeorges
Les Aubrais)
ampes
étigny
uvisy
990
Bobigny
957
70
BlesmeHaussignemont
Lerouville
n-Champagne
aussignemont
538
Niort
Saint-Maixent
iort
y-Neuville
Ste Honorine
Pontoise
Eragny-Neuville
Poitiers
t-Benoit
rqueux
Saint-Benoit
signan
-Maixent
Lusignan
500
Saintes
aintes
t
rdeaux
338
338
570
538
538
500
180
Woippy
etz
89
Metz
rouville
70
70
Chalons-enChampagne
ernay
70
70
Epernay
-Thorigny
Raincy
Lagny-Thorigny
957
Ligne Paris-Strasbourg
(Le Raincy)
de Gagny
340
Le Havre
ouen
340
Rouen
issel
340
340
340
334
334
990
Oissel
Gaillon-Aubevoye
Vernon
Mantes La Jolie
Conflans Ste Honorine
Val d'Argenteuil
957
Sucy-Bonneuil
Triangle de Gagny
830
Valenton
570
570
-Aubevoye
ernon
s-la-Jolie
Ste Honorine
Argenteuil
bigny
de Gagny
-Bonneuil
lenton
Saint-Georges
570
Orléans (Les Aubrais)
int-Pierre-desorps)
570
570
570
Poitiers
oulême
570
570
Tours (Saint-Pierre-desCorps)
ourne
655
655
655
NUMERO DE LIGNE
oitiers
Libourne
Angoulême
rdeaux
Bordeaux
ndaye
yonne
Dax
POINT 2
INT 1
2
NOMBRE DE VOIES
2
2
2
2
1
2
1
2
2
2
2
2
2
2
4
2
2
4
2
4
2
2
2
2
2
2
2
4
4
4
4
3
2
2
2
2
2
2
2
1500 V
ELECTRIFICATION
25000 V
25000 V
1500 V
25000 V
25000 V
25000 V
-
-
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
1500 V
50,1
35,2
LONGUEUR (Km)
3,4
3,8
4,3
21,7
28,3
23,5
76,8
120,9
8,6
65,0
71,6
44,9
28,9
114,0
14,5
4,9
88,4
13,7
32,6
13,3
22,6
32,7
11,9
17,6
9,0
12,3
3,1
3,9
6,7
12,3
24,5
63,1
114,1
103,5
112,8
97,7
36,8
147,5
22,5
CHARGE ADMISSIBLE A L'E
(TN)
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
20,0
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
1435
ECARTEMENT DES RAILS (
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
1435
DECLIVITE CARACTERISTI
SENS PAIR (‰)
10
10
5
9
9
9
10
10
6
8
8
4
5
5
5
6
13
13
5
5
5
7
7
10
10
6
6
5
5
8
8
8
6
10
5
6
9
6
6
12
SENS IMPAIR (‰)
10
10
5
9
9
9
14
10
6
8
8
4
5
5
5
6
11
10
5
5
5
7
7
10
11
6
6
8
8
8
6
6
6
10
5
6
7
6
6
10
X
KVB (FR)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BAL (FR)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BAPR (FR)
X
X
X
X
RADIO SOL-TRAIN AVE
TRANSMISSION DE DONN
(FR)
X
X
X
RADIO SOL-TRAIN SAN
AVEC IDENTIFICATION (F
X
X
X
X
X
X
RADIO SOL-TRAIN SAN
(FR)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
GSM-R
X
X
X
X
X
AUCUNE
X
X
X
X
X
X
140
100
VITESSE MAXIMUM
60
80
150
140
140
110
100
160
110
160
160
160
160
160
160
90
160
140
160
160
160
130
130
80
90
90
80
130
100
150
200
200
200
200
200
200
200
160
2200
MASSE MAXIMALE (Loc. 2
Electrica 5600 kw) (Ton) (F
1800
1800
2200
1850
1850
1850
1070
1250
2700
2400
2020-2650
3590
3590
2420
2420
2630-3100
2000-2700
2700
2700
2700
2700
2200
2200
2240-3100
2630-3100
2630-3100
2630-3100
2290
2290
2000
2200
2200
2400
2200
2400
2200
2570
1405
midi Electrica 4200 kw)(Ton)
2570
Diesel 2000 kw) (Ton) (F
1070
1250
Diesel 2460 kw) (Ton) (SP) I
Diesel 2460 kw) (Ton) (SP)
MASSE MAXIMALE (Loc.
Electrica 5200 kw) (Ton) (S
impair
MASSE MAXIMALE (Loc.
Electrica 5200 kw) (Ton) (SP)
RADIO SOLO-TRAIN TTT CP
TREN-TIERRA (SP)
Autre type d'exploitation
BA without BO (P)
BA with BO (P)
BT (SP/P)
BEM (SP)
BAB (SP)
BA (SP)
BLA (SP)
BLOCK MANUEL (FR)
EBICAB (700) (P)
ASFA (SP)
300
100
Pitis
Pinar de Las Rozas
rtaleza
El Escorial
olosa
100
520
Badajoz
Aljucén
Mérida
Villanueva Sern.
a (Badajoz)
adajoz
ljucén
Almorchón
Caracollera
Puertollano
Cañada de Calatrava
ueva Sern.
orchón
acollera
rtollano
érida
520
Santurtzi
u-Barakaldo
720
520
520
520
520
520
520
720
720
Bif. La Casilla
Desertu-Barakaldo
a Casilla
700
700
100
100
100
100
100
100
100
100
ja Enlace
Aguja Enlace
rduña
Orduña
Tolosa
San Sebastián
rínkola
da de Ebro
Brínkola
lsasua
Irún
Alsasua
itoria
Sebastián
Vitoria
da de Ebro
Miranda de Ebro
de Baños
osa de Lima
Venta de Baños
Burgos Rosa de Lima
dolid C.G.
100
100
El Pinar Norte
Valladolid C.G.
inar Sur
100
100
100
100
100
100
200
El Pinar Sur
Medina del Campo
Ávila
inar Norte
del Campo
Ávila
e La Alameda
Sta Mª de La Alameda
e Guadarrama
Escorial
Villalba de Guadarrama
e Las Rozas
Pitis
902
Hortaleza
Donnell
942
930
Vicálvaro
O'Donnell
s-Industrial
942
cálvaro
Vallecas-Industrial
300
San Cristobal Industrial
Villaverde Bajo
300
300
Aranjuez
Castillejo-Añover
400
300
Alcázar de San Juan
Villacañas
400
400
400
400
400
400
430
Manzanares
erde Bajo
obal Industrial
anjuez
lejo-Añover
lacañas
de San Juan
zanares
uz de Mudela
Vadollano
Santa Cruz de Mudela
speluy
dollano
Linares Baeza
lcolea
es Baeza
Alcolea
Espeluy
ba Central
Córdoba Central
- El Higuerón
lchillón
430
430
Fuente de Piedra
badilla
420
Córdoba-El Higuerón
Bobadilla
onda
420
420
430
Ronda
aucín
NUMERO DE LIGNE
Valchillón
Gaucín
geciras
de Piedra
POINT 2
INT 1
1
NOMBRE DE VOIES
1
1
1
1
1
1
1
1
2
2
1
2
1
2
2
2
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
2
2
2
4
2
4
2
2
2
2
2
2
1
2
1
1
1
1
1
1
1
1
1
-
ELECTRIFICATION
3000 V
-
-
-
-
-
-
-
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
3000 V
-
-
57,0
LONGUEUR (Km)
23,3
33,8
84,2
62,4
58,9
6,1
53,2
5,3
5,3
5,5
2,0
39,1
62,9
763,1
16,9
26,6
39,7
21,7
43,1
33,5
84,2
88,2
36,7
5,5
3,5
33,2
85,6
48,9
21,5
12,4
17,4
14,9
9,7
7,2
6,0
4,2
7,2
2,9
38,1
14,5
56,0
27,9
49,2
41,7
67,1
8,5
26,2
91,0
10,1
3,8
9,5
104,6
11,2
70,4
48,8
22,5
CHARGE ADMISSIBLE A L'ESSIE
(TN)
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
1668
ECARTEMENT DES RAILS (mm)
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
DECLIVITE CARACTERISTIQUE
SENS PAIR (‰)
12
14
17
15
11
1
10
< 10
13
12
10
14
18
13
12
18
0
10
11
12
2
3
5
5
9
10
17
6
2
0
16
16
0
3
11
16
9
9
6
10
6
6
7
13
7
5
11
7
8
7
17
12
24
3
22
23
DECLIVITE CARACTERISTIQUE
SENS IMPAIR (‰)
9
16
14
16
11
9
7
< 10
11
13
9
0
12
12
2
0
13
9
10
15
15
5
5
5
10
5
17
17
15
16
18
14
13
14
5
2
11
11
5
7
7
5
4
16
14
13
12
10
4
8
17
10
18
23
ASFA (SP)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BLA (SP)
X
X
X
BA (SP)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BAB (SP)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BEM (SP)
X
BT (SP/P)
X
X
X
X
X
TREN-TIERRA (SP)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
120
VITESSE MAXIMUM
140
140
90
160
160
90
200
120
90
80
65
85
140
115
150
110
100
160
155
155
160
160
160
100
155
155
120
135
150
135
160
115
120
65
120
60
140
160
160
160
160
160
160
105
160
135
125
120
60
140
110
155
140
125
890
Electrica 5200 kw) (Ton) (SP) Pair
1530
1370
1130
1240
1620
2500
1730
> 1730
1450
1530
1730
1370
1080
1450
1530
1080
2500
1730
1620
1530
2500
2500
2500
2500
1840
1730
1130
2310
2500
2500
1180
1180
2500
2500
1620
1180
1840
1840
2310
1730
2310
2310
2130
1450
2130
2500
1620
2130
1980
1980
1130
1530
830
2500
860
impair
1840
1180
1370
1180
1620
1840
2130
> 1730
1620
1450
1840
2500
1530
1530
2500
2500
1450
1840
1730
1240
1240
2500
2500
2500
1730
2500
1130
1130
1240
1180
1080
1370
1450
1370
2500
2500
1620
1620
2500
2130
2130
2500
2500
1180
1370
1450
1530
1730
2500
2130
1130
1730
1080
860
960
MASSE MAXIMALE (Loc. 333.3
Diesel 2460 kw) (Ton) (SP) Pair
1730
1520
1280
1410
1830
2500
1950
> 1.950
1620
1730
1950
1520
1210
1620
1730
1210
2500
1950
1830
1730
2500
2500
2500
2500
2080
1950
1280
2500
2500
2500
1340
1340
2500
2500
1830
1340
2080
2080
2500
1950
2500
2500
2390
1620
2390
2500
1830
2390
2220
2390
1280
1730
920
2500
2080
1340
1520
1340
1830
2080
2390
> 1.950
1830
1620
2080
2500
1730
1730
2500
2500
1620
2080
1950
1410
1410
2500
2500
2500
1950
2500
1280
1280
1410
1340
1210
1520
1620
1520
2500
2500
1830
1830
2500
2390
2390
2500
2500
1340
1520
1620
1730
1950
2500
2220
1280
1950
1210
960
960
MASSE MAXIMALE (Loc. 333.3
Diesel 2460 kw) (Ton) (SP) Impair
Diesel 2000 kw) (Ton) (FR)
midi Electrica 4200 kw)(Ton) (FR)
Electrica 5600 kw) (Ton) (FR)
AUCUNE
GSM-R
RADIO SOLO-TRAIN TTT CP_N (P
RADIO SOL-TRAIN SANS
TRANSMISSION DE DONNEES
(FR)
AVEC IDENTIFICATION (FR)
RADIO SOL-TRAIN AVEC
(FR)
BA without BO (P)
BA with BO (P)
BAPR (FR)
BAL (FR)
BLOCK MANUEL (FR)
EBICAB (700) (P)
KVB (FR)
de Prata
Alfarelos
Bif. Luso
27
nheiro
Concordância
ombel
de Moura
Grândola Norte
68
55
54
Bif. Águas de Moura
Norte
Vidigal
53
46
Sul
de Moura Norte
Bif. Agualva
46
Norte
Agualva
ceirão
38
37
Sines
Ermidas Sado
o Variante
37
37
das-Sado
Início Variante
de Moura Sul
bal-Mar
Águas de Moura
34
PK Início Concordância
Bombel
ceirão
33
Vidigal
l-Vendas Novas
29
Braço de Prata
29
te Rios
écnico Chelas
29
Sete Rios
29
Agulha 13
Terminal Técnico
Chelas
27
tara Mar
Elvas (fronteira)
27
Torre das Vargens
Portalegre
25
Abrantes
ulha 13
rtalegre
as Vargens
rantes
ncamento
20
Vilar Formoso
(fronteira)
óemi
20
20
20
Pinhel
Noémi
inhel
Mangualde
ngualde
omba Dão
20
20
20
Bif. Pampilhosa
Santa Comba Dão
pilhosa
ampilhosa
f. Luso
8
Porto Campanhã
Gaia
8
8
8
8
8
Gaia
Ovar
8
8
8
Ovar
pilhosa
Pampilhosa
ncamento
farelos
Entroncamento
Santana-Cartaxo R
Setil
Azambuja
8
8
Alverca
8
5
1
NUMERO DE LIGNE
Castanheira do
Ribatejo
a-Cartaxo R
Setil
ambuja
ira do Ribatejo
lverca
Braço de Prata
Leixões
ntumil
anta Apolónia
Contumil
POINT 2
Campanhã
INT 1
NOMBRE DE VOIES
2
1
1
1
1
2
1
1
1
1
1
1
2
4
2
1
1
1
1
1
1
1
1
1
1
2
1
2
2
2
2
2
2
2
2
3
2
4
2
1
6
ELECTRIFICATION
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
-
-
-
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
25000 V
LONGUEUR (Km)
28,8
3,5
3,7
2,0
2,8
2,3
50,7
34,9
13,4
14,7
21,3
64,7
2,8
3,7
2,4
2,4
59,1
42,3
39,3
28,6
19,5
45,4
58,8
43,0
27,1
7,3
0,7
3,8
31,5
69,5
33,0
92,0
43,1
6,8
9,5
12,7
12,4
17,8
4,0
18,9
2,4
CHARGE ADMISSIBLE A L'ES
(TN)
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
22,5
ECARTEMENT DES RAILS (
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
1668
SENS PAIR (‰)
13
9
10
12
9
9
21
13
10
13
9
15
20
20
20
20
18
17
17
11
18
16
17
18
17
16
1
11
15
11
14
18
12
8
6
7
8
8
12
18
16
SENS IMPAIR (‰)
13
9
10
12
9
9
21
13
10
13
9
15
20
20
20
20
18
17
17
11
18
16
17
18
17
16
1
11
15
11
14
18
12
8
6
7
8
8
12
18
16
EBICAB (700) (P)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BT (SP/P)
X
X
BA with BO (P)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
BA without BO (P)
X
X
RADIO SOLO-TRAIN TTT CP_
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
VITESSE MAXIMUM
100
80
100
50
100
100
90
100
100
90
100
80
50
50
50
50
90
50
90
100
90
100
90
100
90
100
30
100
100
100
100
100
100
100
100
100
100
100
80
70
70
Diesel 2460 kw) (Ton) (SP) Im
Diesel 2460 kw) (Ton) (SP) P
Electrica 5200 kw) (Ton) (S
impair
Diesel 2000 kw) (Ton) (FR)
midi Electrica 4200 kw)(Ton) (
Electrica 5600 kw) (Ton) (F
AUCUNE
GSM-R
TREN-TIERRA (SP)
TRANSMISSION DE DONNE
(FR)
AVEC IDENTIFICATION (F
RADIO SOL-TRAIN AVEC
(FR)
BEM (SP)
BAB (SP)
BA (SP)
BLA (SP)
BAPR (FR)
BAL (FR)
BLOCK MANUEL (FR)
ASFA (SP)
KVB (FR)
06:00
13:00
15:30
13:00
11:54 21:20 21:25 21:30
4567
PaPs France/Spain/Portugal
PaPs France/Spain
19:30
12:33
Spain
10:40 16:54 17:02 17:30
08:35 15:57 16:05 16:35
04:02 13:40 13:48 13:51
18:12 18:27 18:32 02:17
18:52 18:57 19:07 02:10
17:25 01:07 01:15 01:18
10:31
23:40
PaPs Spain/Portugal
(*) Coordinated with PaP Portbou - Madrid of RFC6 00:30
8:52 17:00 17:10 17:15 19:40
9:58 10:28 10:35 16:35
6:00 06:03 06:09 12:45 Via Pamplona
1:05 07:48 07:58 08:03
19:05 00:50 00:54 00:56
21:39
14:13
16:00
18:30 06:42 (*) Coordinated with PaP Madrid - Portbou of RFC6
456
21:45
21:32
17:15
22:47
22:03
21:35
00:00 00:05 00:07
15:12
From Germany
France
18:00 21:20 22:40
14:40 17:00 20:30 21:56
07:08
456
4567
-
From Germany
04:00
-
-
00:23
-
ning
s in
fer
ork
gin)
-
345
345
345
345
345
345
ning
in Rff
ork
gin)
SINES
STRASBOURG
LISBOA
STIRING WENDEL
LEIXÕES
FORBACH
PAMPILHOS
LEROUVILLE
BADAJOZ
HENDAYE (Arrival)
ENTRONCAME
METZ S. / WOIPPY
ALGECIRA
TOURS SPDC
MADRID
HENDAYE (Departure)
VILAR FORMO
Arrival (HP)
LE BOURGET
MEDINA DEL CA
IRUN (Arrival)
ELVAS (HP)
LE HAVRE
VALLADOLI
IRUN (Departure)
FUENTES DE O
BX - HOURCADE
V. BAÑOS - MA
VITORIA JUNDIZ
IRUN (Arriva
VALLADOLID
BURGOS
MIRANDA EBRO
IRUN (Departu
MEDINA DEL CAMPO
BILBAO
BILBAO
HENDAYE (Arri
MADRID
VILAR FORMO
Departure (H
VALENTON
10:45
08:42
BX - HOURCA
11:45
BADAJOZ
HENDAYE (Depa
FUENTES DE ONORO
MIRANDA EB
BURGOS
VITORIA JUN
V. BAÑOS - MAGAZ
VALENTON
VILAR FORMOSO
Arrival (HE)
LE HAVRE
ELVAS (HP)
TOURS SPD
ALGECIRAS
11:30
LE BOURGE
VILAR FORMOSO
Departure (HP)
12:
10:50 10:30 15:
08:47 08:00
P
LEROUVILL
PAMPILHOSA
-
-
-
-
-
-
ng Days
Refer
twork
rigin)
345
345
345
345
345
345
345
ng Days
network
rigin)
From Germany
15:30
08:36
LEIXÕES
FORBACH
LISBOA
STIRING WENDEL
SINES
STRASBOURG
01:11
from Anvers 05:26
09:16
ENTRONCAMEN
METZ S. / WOIPPY
LEROUVILLE
PAMPILHOS
22:01
VILAR FORMO
Arrival
Bobigny
Noisy le Sec
France
LE BOURGET
VILAR FORMO
Departure
VALENTON
ALGECIRAS
TOURS SPDC
ELVAS
LE HAVRE
BX - HOURCADE
FUENTES DE ON
0:36
19:28
18:48 18:53
12:01 12:06
14:40 14:45
9:09
MADRID
HENDAYE (Departure)
BADAJOZ
HENDAYE (Arrival)
18:58
12:11
14:50
IRUN (Arrival)
MEDINA DEL CA
IRUN (Departure)
VITORIA
VALLADOLID
JUNDIZ
V. BAÑOS - MA
BILBAO
BILBAO
BURGOS
MIRANDA EBRO
MIRANDA EBR
BURGOS
VITORIA JUND
Spain
V. BAÑOS - MAGAZ
IRUN (Arrival)
VALLADOLID
HENDAYE (Arriv
00:08
08:23
15:25
MADRID
IRUN (Departur
04:30
08:18
15:20
MEDINA DEL CAMPO
16:46
15:30
12:55
08:28
08:15
04:41
04:50
FUENTES DE ONORO
BADAJOZ
HENDAYE (Depar
BX - HOURCA
LE HAVRE
ELVAS (HP)
TOURS SPDC
ALGECIRAS
VALENTON
03:23
04:15
NOIS
??? to Dour
09:52
22:45 to Anve
20:31
BOBIGNY
VILAR FORMOSO
Arrival
VILAR FORMOSO
Departure
PAMPILHOSA
LE BOURGET
LEROUVILLE
ATION
UMENT
Date: April 2013
OPEAN RAIL FREIGHT
O. 4
2020
FUTURE SITUATION
WORKING DOCUMENT
THE SHORT, MEDIUM AND LONG TERM O
2020
FUTURE SITUATIO
WORKING DOCUM
SCHEMATIC PLAN OF THE EUROPE
CORRIDOR NO. 4
CORRIDOR NO.
2020
FUTURE SITUATI
WORKING DOCU
SCHEMATIC PLAN OF THE EUROP
CORRIDOR NO.
ATION
CUMENT
OPEAN RAIL FREIGHT
NO. 4
2030
FUTURE SITUATION
WORKING DOCUMENT
THE SHORT, MEDIUM AND LONG TERM O
2030
FUTURE SITUATIO
WORKING DOCU
SCHEMATIC PLAN OF THE
RAIL FREIGHT CORRID
2030
FUTURE SITUATI
WORKING DOCU
SCHEMATIC PLAN OF THE
FREIGHT CORRIDOR
APPENDIX 6 / COOPERATION AGREEMENT BETWEEN REGULATORY BODIES
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