Since the 1970s numerous reports have pointed to the urgent need to develop rail freight As for the economic growth of our country and for protecting our environment. The European Union has led to the early 1990s a policy of liberalization to halt the decline of rail transport, especially freight.
In this context of openness to competition, Germany managed to make necessary reforms and itself as Europe's leading rail freight.
Countries like the UK, Austria, Sweden, Switzerland have also been able to anticipate and liberalization results in growth, while France recorded a decline of 15% since 1995.
A Senate report and Haenel GERBAUD drafted in 2002 posed a serious question the organization and lack of will on the station in this decline.
the example of these countries, only strong political choice will encourage the postponement of the road to rail: introduction of heavy tax in Switzerland since 2001 when it will enter into force in France in 2011! Application of the carbon tax in Sweden since 1991.
As such, Switzerland is a successful example of modal . The truck traffic is prohibited on weekends and at night. The fee on trucks is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes The proceeds of this fee is invested in the modernization of railways and stopping the construction of highways in the Alps has been decreed. The tax on heavy goods vehicles was introduced in 2001 has resulted in the return of transporting petroleum products from road to rail. Although, before the introduction of the fee, it was performed at 70% by road, it is now assured of 70% by rail. In Switzerland, there was no displacement of highways on federal roads, or delaying the transport of large on small trucks. Finally, prices have risen to the consumer only 0.5%.
Given this mixed picture, we interviewed MF COART , Director of Europort 2 ; here is the reply he sent us:
In this context of openness to competition, Germany managed to make necessary reforms and itself as Europe's leading rail freight.
Countries like the UK, Austria, Sweden, Switzerland have also been able to anticipate and liberalization results in growth, while France recorded a decline of 15% since 1995.
A Senate report and Haenel GERBAUD drafted in 2002 posed a serious question the organization and lack of will on the station in this decline.
the example of these countries, only strong political choice will encourage the postponement of the road to rail: introduction of heavy tax in Switzerland since 2001 when it will enter into force in France in 2011! Application of the carbon tax in Sweden since 1991.
As such, Switzerland is a successful example of modal . The truck traffic is prohibited on weekends and at night. The fee on trucks is four times higher than in Germany and applies to all roads and all lorries over 3.5 tonnes The proceeds of this fee is invested in the modernization of railways and stopping the construction of highways in the Alps has been decreed. The tax on heavy goods vehicles was introduced in 2001 has resulted in the return of transporting petroleum products from road to rail. Although, before the introduction of the fee, it was performed at 70% by road, it is now assured of 70% by rail. In Switzerland, there was no displacement of highways on federal roads, or delaying the transport of large on small trucks. Finally, prices have risen to the consumer only 0.5%.
Given this mixed picture, we interviewed MF COART , Director of Europort 2 ; here is the reply he sent us:
RAIL FREIGHT
ADVANCED - DIFFICULTIES-HOPES
1. ADVANCED?
· In 2006, the first full year of opening to competition in the freight market was 114 million km from groove (the groove km reflects the intensity of the rail market). In 2008 this figure fell to 107 million representing a decrease of 6.5%.
· In 2006, the market share of new entrants (competitors Fret SNCF) was 0.42%. 2008: 7%. In Germany, it took nearly 10 years for that proportion.
· In 2008: 8 Railway Undertakings (RU: licensed operator to run trains on the Reseau Ferre de France) flow. An authorized candidate buys furrows (category other than EF may reserve capacity on RFF: ports, intermodal operators, regions, etc. ...).
· In Europe from 1995 to 2005 (latest figures available from Eurostat): rail freight has increased by 80% in Great Britain, 62% Netherlands 44% Austria 37% Germany, 12% in Sweden. In France it fell by 15%.
· Why the French rail freight brand does not despite the genuine opening up to competition?
2. DIFFICULTIES
· The complexity of the procedures for obtaining security certificates (which allow records to show that EF offers the assurance of safety for use on the network) and the cumbersome management.
o In France, the certificates are obtained on a regional basis: almost every new route generates a new application which must be heard by the EPSF (Public Establishment of Railway Safety) with a period of Four months. In contrast, in Germany: the national certification. The company self-certify for each new route with the simple requirement of recognition by the line driver.
o In France, almost every station is governed by specific regulations, "Setpoint". It must be included in the certificate of safety for operators who pass through it. This is not the case in other countries.
· The diversity of approval procedures for locomotives. O Administrative Process
long and random. O Changes
complex and expensive techniques specific to France.
o Some countries like Germany challenge question certain approvals already obtained. O
market rental of locomotives penalized: gear motors can be rented in one country -> resale difficult -> high rent.
· Shortage of traction in the short term rental.
o Few landlords.
o Few locomotives certified (see above).
• A management system infrastructure inadequate: SNCF RFF depends on the operation of the infrastructure.
o contrario Sweden, Norway and the Netherlands: there is not in France a single management infrastructure.
o Interest RFF (grow traffic by opening the network to competition) differ fundamentally from those of the SNCF (wants to retain its market).
o There is no coordination between the various components (lack of planning work white, non-performance path allocation, ...)
• Lack of policy planning in rail freight infrastructure.
o Ex: the line from Calais to Dunkirk is not electrified single-track -> improvement program minimum.
o Priority given to the political TER.
· No operator in France nearby.
o essential link for the final customer service. There are several hundred thousands in Germany and North America. Like human bodies, the capillaries are equally necessary for the blood that the arteries and veins.
o There is no alternative to the road a short distance.
o Impose a systematic recourse to diesel traction, including in overhead to ensure accessibility of branches.
· The virtual absence of financial support from public authorities, contrary to what is done for example in Germany, Belgium or Switzerland.
o In Germany, operators proximity are subsidized. Shippers who want to create a railway siding receive state aid through a commitment to modal time.
o In Belgium, the state has funded a mesh network of intermodal rail terminal linking all the country between them and ports.
o Swiss to encourage modal shift to transit traffic, each container receives dozens of € if transported by rail.
3. HOPES
· Certainly, we must put the decline of French freight in a macroeconomic context: French ports are not performing and, ironically, the French railway system fosters the development of ports in the North Sea by an abundant supply on the north - south corridors. Moreover, the French motorway network is one that has experienced the most growth in Europe. It is far from saturated, a contrario, Germany, Belgium or northern Italy.
• We must not lose sight of that deregulation was not built in a day with our European neighbors: perfectly-functioning systems such as Sweden and Great Britain have had their periods of homelessness.
· The first real glimmer of hope in France is this collective awareness at all levels of government.
o Rail freight has an important place in the Grenelle Environment: The objectives are ambitious.
o New initiatives are emerging such as highways Railway (piggyback) and Carex project aimed at transferring the overnight air cargo network high-speed rail.
o The massive regeneration of the rail network will receive priority to freight.
o Studies of proximity operators who are accompanied by a legal device that allows RFF delegate the management of infrastructure to the RU on lines with low traffic.
o And finally create a strong regulator that will channel all the energies and interests sometimes diverge toward the emergence of an efficient rail freight.
· In conclusion: the results of freight are inconclusive but there is no reason that things change, provided that rail freight does not only subject to declarations in favor of government but concrete actions supported by funds which the incumbent as new entrants will be eligible.
Francis Coart
19/03/2009
hope to Europorte 2 courage and tenacity to pursue its development and bypass all the obstacles!
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