The recent measures announced by the SNCF and the French government, the gradual implementation of decisions by the EU included in individual "White Paper" will they be to the extent of the challenge: to stop the slump experienced by the public company for years and generally develop the rail freight sector promoting modal road / rail. This is to address a number of disadvantages: cost, speed, reliability, flexibility, lack of coordination and logistics, which penalize this sector compared to road transport.
The challenge is enormous for the station since 2006 to face social obstacles to competition and nibble market share, although the current economic downturn affecting all operators. So mission impossible or real revival?
The challenge is enormous for the station since 2006 to face social obstacles to competition and nibble market share, although the current economic downturn affecting all operators. So mission impossible or real revival?
The task will be difficult to halt the collapse freight traffic by rail in France and fill the accumulated delay compared to other European countries: reforms will be difficult, and the unions are worried face reforms 'vital' rail freight presented by the station: A overhaul and not a nth patch we are told.
Anyway, a real political will seems to be emerging and converging in the direction of solving some difficulties mentioned by Mr. Coart, director Europorte 2 in its note of March 19, 2009
Document future SNCF freight in debate and synthesis "Study on the relevance of rail freight - Diagnosis (expertise commissioned by the SNCF Bain & Company. - June 2009) clearly describe weaknesses against the competition and changes in essential strategy, particularly in terms of "wagon" also known as "subdivision"
Luc Nadal, Director General of Fret SNCF, comments and explains, without complacency, the findings of this diagnosis.
What decisions are expected to reverse the trend and revive the industry?
A) - € 7 billion for rail freight by the French state
- Pillars of the government plan for development of rail freight
- State is committed to rail freight Notes (1) (2): release and file the release of 16 September 2009 on the website of the Ministry of Ecology, Energy, Sustainable Development and the Sea
B) - 1 billion € by SNCF - rings the SNCF general mobilization of its plan
C) - At the European level, adoption of plan implementation of ERTMS:
Rail European / Signaling System / harmonized plan implementation.
The European Commission adopted on 22 July, the plan of implementation of European signaling system and Rail Traffic Management, said "an ERTMS (European Rail Traffic Management System). This plan foresees the progressive of the major European rail routes. It must allow, ultimately, reduce operating costs and improve system efficiency over long distances across borders. More .... Adoption by the European Commission's plan for implementation of ERTMS
D) - Authorization of movement of freight trains on the line HS1 expected in early 2010: a significant change to the traffic of freight trains Channel
Indeed, mid-April 2009, DB Schenker Rail ( EWS ex bought by Deutsche Bahn in 2007) has signed an agreement with HS1 Ltd which manages the first TGV between the British Channel Tunnel and London. The draft HS1 Ltd is to allow the movement of freight Class 92 locomotives on that line across the Channel. This has indeed been designed from the outset to accommodate a mixed traffic of passenger trains and freight. This development is logical.
For this, logistical developments and changes must be made including the transformation of the signal system locomotives Class 92 (*) operators interested in this offer (DB Schenker has already positioned) to make it compatible with that of HS1.
(*) TVM, Transmission Voie-Machine, is the system in railway signal cabin service on the high-speed French TGV network in the Channel Tunnel on High Speed 1, Belgium and South Korea. Signaling significantly different signaling classic lines. Given the high speed trains, observing a lateral signaling traditional drivers is rendered impossible because that did not allow sufficient reaction time. In fact, an automatic notification system has been installed.
The launch of operations will be conducted initially with existing equipment (class 92) that tends toward the ideal high-speed traffic, but that would require a renewal of locomotives.
Paul Chapman, Director General of HS1, indicating that "this agreement is a milestone that paves the way for the freight on the line HS1 by DB Schenker and to any other operator could use trains class 92. "
Graham Smith, planning director at DB Schenker for his part said that" this initiative will enable European freight trains to move large gauge between UK and the rest of Europe. It will open a huge market for freight traffic Channel offers enormous benefits for environmental and economic. "
These decisions would therefore go in the direction of change possible and desired in this sector raised by John Keefe in a recent interview in which he also confirmed the interest of Eurotunnel Group to line HS1 "HS1 has the ability to boost rail freight. It lacks the logistics and coordination, because a carrier needs to know the exact timing of delivery of its cargo (exact time of departure and arrival). When the rail offer this type of offer, it will become competitive. We have a handful of trains using the tunnel each day, the capacity is well beyond what could be hundreds. Eurotunnel wants to take this opportunity via Europorte 2 "
It is therefore up to Manager HS1 to organize the movement of different types of trains will soon be authorized to operate:
- Eurostar (currently only on the line): class 373 fleet of 28 trains, maximum speed: 300 km / h (186 mph)
- Hitachi (full capacity by December 2009) - High Speed Service Kent inner line operated by Southeastern Railways: Class 395 fleet of 29 trains, maximum speed: 225 kph (140 mph)
- merchandise : Class 92, 46 locomotive fleet, top speed: 146 kph (90 mph) proposed in 2010
Remember qu'EUROPORTE 2 acquired 5 locomotives of this type in 2007 and more recently the French subsidiaries of VEOLIA CARGO in September 2009 with the aim to participate actively in the development of this promising sector.
statements and, most initiatives in favor of rail freight are finally more concrete, and the upheavals that lie ahead, especially on the line HS1 and potential of the latter suggest a positive impact in the short and medium term to GET SA.
To finish this round horizon and form an objective opinion on the CO2 impact of various modes of freight transport (road / rail / combined), this Comparative study of CO2 is interesting. ... The environmental benefit depends on many factors, such as mode of production of energy needed to train movements, distance and mode of delivery, length of trains and their coefficients supported. _______________________________________________________________________________________
Notes:
(1) - CAREX, cf. 27.11.2008:
European rail freight express track
Recent developments:
- Candidates
- Choices: TGV manufacturer, operator, financing ,
Accuracy: € 300 million for infrastructure and € 625 million for 20 trains
Notes:
(1) - CAREX, cf. 27.11.2008:
European rail freight express track
Recent developments:
- Candidates
- Choices: TGV manufacturer, operator, financing ,
Accuracy: € 300 million for infrastructure and € 625 million for 20 trains
(2) - rail highways
a) - Two lines in service in France:
. AF Perpignan - Luxembourg : inaugurated in March 2007 commercial launch in September 2007
. ALPINE AF: operated since November 2003; experimental section whose purpose is the Lyon-Turin
b) - Two in the project:
. ATLANTIC AF - Protocol interregional agreement signed on 07.09.2009
. AF LYON - TURIN : LTF (Lyon Turin Railway: cost, schedule, etc ....) in partnership with The Committee for the Transalpine : "The Swiss HVF integrates external costs in its fees since the start of road the year 2001 ... ... ...: 2.26 cents per ton in early 2008 FS and transported per km, or for trucks 28 tonnes GVW, about 40 € ct / km. A higher price!. Although the traffic is on the rise again in 2007, Switzerland believes that without this measure, 500 000 additional trucks have crossed its territory last year! "
c)-Results of the two lines in operation
- af Alpine passages 100,000 in July 2009
- AF Perpignan - Luxembourg: a bumpy first year - mixed results ... - Strategy and Development: The Joint car permit (obtained June 23, 2009)
Thierry Le Guilloux, Director Lorry Rail: "Below our expectations" "With 5,830 semi-trailers, our flow in the first half were below our expectations, despite the traffic that has doubled in H1 2008. But they are making steady progress : 1300 Semi in June and July 1500. In mid-October, we will add a fourth train, or two round trips daily and January 2010 we will offer three round trips per day. And despite prices facing a very tight road in search of cargo and the severe economic crisis in Spain. Chargers as different as Bama (fruits and vegetables), Ikea and Ford recommend our solution. From October, a new level will be reached with the growth of food exports. In 2009, we still have a net loss of 4 million euros. "
Source: http://www.wk-transport-logistique.fr/actualites/detail/14463/trafics-prix-de-transport -diesel-climate-social-the-uncertainty-of-the-rentree.html
Despite the difficulties and oppositions (*), traffic grew. In March 2008, (after 6 months of operation) the rate was close to filling 35% to reach 60% in Q1 2009 and approaching the economic balance at year end .
(*) cf. note FNTR in March 2008
a) - Two lines in service in France:
. AF Perpignan - Luxembourg : inaugurated in March 2007 commercial launch in September 2007
. ALPINE AF: operated since November 2003; experimental section whose purpose is the Lyon-Turin
b) - Two in the project:
. ATLANTIC AF - Protocol interregional agreement signed on 07.09.2009
. AF LYON - TURIN : LTF (Lyon Turin Railway: cost, schedule, etc ....) in partnership with The Committee for the Transalpine : "The Swiss HVF integrates external costs in its fees since the start of road the year 2001 ... ... ...: 2.26 cents per ton in early 2008 FS and transported per km, or for trucks 28 tonnes GVW, about 40 € ct / km. A higher price!. Although the traffic is on the rise again in 2007, Switzerland believes that without this measure, 500 000 additional trucks have crossed its territory last year! "
c)-Results of the two lines in operation
- af Alpine passages 100,000 in July 2009
- AF Perpignan - Luxembourg: a bumpy first year - mixed results ... - Strategy and Development: The Joint car permit (obtained June 23, 2009)
Thierry Le Guilloux, Director Lorry Rail: "Below our expectations" "With 5,830 semi-trailers, our flow in the first half were below our expectations, despite the traffic that has doubled in H1 2008. But they are making steady progress : 1300 Semi in June and July 1500. In mid-October, we will add a fourth train, or two round trips daily and January 2010 we will offer three round trips per day. And despite prices facing a very tight road in search of cargo and the severe economic crisis in Spain. Chargers as different as Bama (fruits and vegetables), Ikea and Ford recommend our solution. From October, a new level will be reached with the growth of food exports. In 2009, we still have a net loss of 4 million euros. "
Source: http://www.wk-transport-logistique.fr/actualites/detail/14463/trafics-prix-de-transport -diesel-climate-social-the-uncertainty-of-the-rentree.html
Despite the difficulties and oppositions (*), traffic grew. In March 2008, (after 6 months of operation) the rate was close to filling 35% to reach 60% in Q1 2009 and approaching the economic balance at year end .
(*) cf. note FNTR in March 2008
