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The centrality of rail in a pan-European dimension is the ultimate goal of the European transport policy encouraging long-term sustainable mobility and promoting a competitive environment. In order to achieve this goal, a modal shift towards rail is necessary while reverting the erosion of rail freight market share.
The New Opera project will contribute to the goal of the centrality of rail in a pan-European dimension by assessing ways for:
- implementing the ERRAC Strategic Rail Research Agenda 2020 by capturing the threefold increase in freight volumes by 2020;
- providing grounds for the establishment of 15 000 km of new and existing lines predominantly dedicated to freight;
- revitalising the rail business by applying new business models, new service culture through the use of freight dedicated rail infrastructure;
- envisage transitions from the existing rail business model based on rail infrastructure dual use to one more capable of capturing market demands and achieve productivity and efficiency gains based on dedicated freight networks, on the basis of 4 scenarios.
Results in the following dimensions have been produced by the New Opera project:
1. State of innovative experiences
The global and European market variables have been researched. The new trade patterns and the future trends within supply chains have set the framework which the future freight mobility need will be confronted with. Global challenges and new emerging service needs, dictated by a fierce competition game with longer and more sophisticated supply chains, are the prevailing common denominators. The necessary changes for facing this new competitive business environment with a more modern and optimistic outlook were suggested.
2. New operating and technical systems/aspects
This dimension addressed all technological aspects, both hardware and software. The issue of longer and heavier trains has been developed together with the signalling and management systems necessary for allowing the increased measures to be adopted. A variety of other management and bureaucratic barriers preventing the rail system from being one uniform rail space in Europe have been addressed. The cross border rail free circulation is still in its infancy. A lot of conflicts interfering with optimisation are still in existence. A showcase corridor has been taken as example for its complexity. The training and new operating rules dealt with harmonisation principles and the need of operating on a recognised and accepted sets of guidelines assuming the value of contract between partners. The interoperability dimension has been elaborated with particular attention to the ERTMS level 1,2 and 3 cost effectiveness assessment.
3. Network perspective
A complex market research was conducted. Modelling methodologies have been applied in order to establish the European traffic origin and destination matrix as well as the entry points into the European Union for the extra-EU traffic. All this work was instrumental for assigning the rail freight network including hubs, gateways and connections coherent with the European traffic demand zones. The intermodal traffic is of particular relevance. Projections up to year 2020 are based on good ground with the various sources giving coincidental projections. The ports of entry for maritime traffic provide a cross reference giving substance to the traffic projections. The analysis per transport modes is also made for national and international traffic.
4. New product/services
The market actors realised that investments in additional capacity generation either by means of technologies or infrastructure will have to be paid for. Consequently, a marketing research was conducted on new product/services. Given that today rail freight is positioned on a mono-product, it is imperative to offer the market place a variety of product/services based on the market segmentation approach. Eight different rail products have been identified warranting higher value added compared to the basic mono-product. These products should be distributed via different distribution channels. The intermodal industry dimension was researched making projections on future volumes and future service needs. Likewise the ports interconnections and flows made a full assessment of major European ports together with their investments plans. Such investments are dictated by their traffic projections brought about by the massive increase in maritime containers traffic discharged by giant containers vessels. The emerging actors and visions for new products dealt with the capital intensive and less capital intensive new actors who are progressively populating the market. New relationships and interfaces are arising reflecting the new market requirements.
5. Network approach and socio-economic evaluation
The assessment of the reference scenario for establishing cost benefit analysis was made. A specific Berlin-Madrid corridor was taken as a reference and a methodology to apply a significant cost model based on scientific measures was selected. The approach used was to achieve the capacity increase by means of introducing new technologies and correcting bottlenecks. The socio economic and environmental assessment has been made on the selected corridor attributing an economical value to the savings in pollutants and also indicating the other environmental and socio economic chapters on which international economic parameters can be attributed for evaluation. Moving freight from road to rail will generate substantial varieties of long term benefits. These appear even more important in the light of escalating cost of oil. Mapping of the rail freight network has been accomplished as well as an implementation plan has been described.
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