Trimodal transport in Elbe transport corridor

Trimodal transport in Elbe transport corridor
Ladislav Bína, (Assoc. Prof., Ing., CSc.) , Czech Technical University in
Prague, Faculty of Transportation Sciences
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The benefits of transport infrastructure
According to the same lecture by Prof. Ing. Petr Moos, CSc., Prof. František
Lehovec, CSc., Doc. Ing. Ladislav Bína, CSc. and Ing. Helena Nováková, Ph.D.
at a conference in Brno this year:
The definition and expression of the economic benefit of transport has
seen in recent years considerably in importance and is the subject of
many national and international studies and evaluations.
It is possible to distinguish:
Direct benefits of transport infrastructure
Indirect benefits of transport services (processes) - the benefits of the
production functions
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Direct and indirect benefits of transportation
infrastucture
−
−
−
−
−
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−
−
−
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Direct:
saving of time
saving of energy (fuel)
reduction vehicle wear,
reduction of accidents.
Indirect benefits in production functions:
Increase of job opportunities,
enhancing the value of area by creating commercial, industrial and
logistics zones,
better environmental conditions (noise, emission, congestion) for
residents along existing overloaded roads,
increasing economic power of municipalities and cities due to
improved transport accessibility,
improving of the accessibility of the area for tourism and relaxation of
the population,
recovery of construction activity in building of transport infrastructure
and subsequent maintenance.
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Production function of the region – of the state and
public capital
Contribution of synergy and cooperation can be expressed in the form of symbolic
expression:
PF = PF1 + PF2 + PF3+ … +
+
+(PF1:PF2)+(PF1:PF3)+(PF2:PF3)+…
+(PF1:PF2:PF3)+…
PF represents the final production function, which affects transport and
communication between process participants inside and outside the region.
Transport infrastructure enables the sharing of processes between settlements,
manufacturing agglomerations and distribution networks.
Infrastructure, as public capital is used by all the producers, services - companies
operating in the region - is a multiplicative factor of private capital. It is added value
in the business - therefore it is an important factor in the decision making of
investors - in what region to invest
Economic growth theory (Romer, Lucas) says that the growth factors of the economy
depends heavily on the concepts of long-term investment in education, innovation
and knowledge potential, and particularly in infrastructure - transport,
telecommunications, energy and information.Tthese factors of production functions
are sometimes called by authors as endogenous factors.
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Transport infrastructure and economic growth
The development of
transport
infrastructure
The growth of
public capital
The growth
of GDP
Possible scenarios in the CR
A. Stagnation - global reduction in investment into infrastructure,
reduction of public capital
B. Conservative scenario - maintenance of existing levels of public
capital with limited investments into transport infrastructure
C. System growth scenario - a sustainable increase in investment into
transport infrastructure, growth of public capital and income from the
use of transport infrastructure
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Growth in transport activity in EU in 1990-2030
Source: European Energy and Transport, Trends to 2030 – Update 2007, EC, DG TREN
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Intermodal Transport Corridor CR - northern seaports
These are transport corridors:
Road
Railway
Water – rivers – the Vltava River and the Elbe river in relation Prague Hamburg (with future lengthen to Pardubice)
For economic development of the CR is required implementation and
cooperation of all three transport modes.
According to the statistics, of CD Cargo, a.s. for 2007 commodity flows
(input / output) via Decin to Germany are at the level of 41% of
international rail transport from / to the CR in total. Conversion from other
data can be obtained a rough estimate of the freight CR-Germany of
approximately 20 million tons / year.
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The share of commodity flows through different traffic
modes in some EU countries
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The share of commodity flows through different traffic
modes in the CR
Export of goods from the CR in 2010 according
to the modes
Carriage of national and international in the CR
in 2010 according to the modes
Water export 0,59%
Water 0,66%
Road export 57,52%
Road 81%
Railway export 41,89%
Railway 18,34%
From those graphs implies that inland and international Elbe waterway is
not comparable with the situation in some other EU countries.
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Road transport corridors in the area of interest - the D8
highway in the CR and related highway network in the
Germany
Source: Euroepan project Adriatic – Baltic Landbridge, 2008
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Evaluation of road transport corridors in the area
of interest - the D8 highway in the CR and related highway
network in the Germany
According to expert study of Czech Technical University in Prague, Faculty of Transportation Sciences
"Improving navigation conditions on the river Elbe in the section Usti nad Labem - border the CR /
Germany - Navigation level Decin. Commodity flows and transport corridors between Europe and the
Czech Republic, Prague 2009 are the main problems of the Czech highway network:
network is not completed and will not be completed even before 2020,
so far it is almost the entire network constructed as a divided four-lane road,
ramps of interchanges have low radius bends allow passage of a reduced speed up to (40 km/h)
ring road around Prague, the official launch date is set for 2016. Term as a result of a judicial decision is not
complied with,
complete passage of the D8 highway is due to litigation not time estimable.
The above facts have now resulted in overloading the D1 highway before Prague and in the area of Brno.
Another bottleneck in Prague is the Southern Link - Barrandov Bridge - the street K Barrandovu, road I/3
(absence of D3 highway), I/8, I/30 and II/258 (absence of the D8 highway). In all appointed by bottlenecks the
capacity is completely loaded over maximum. Even after completing the planned network capacity will not be
sufficient. Although above-mentioned bottlenecks will disappear, but it will result to new ones. It is almost certain
to fail at the time of completion of the Prague ring road (SOKP) and all highways in the vicinity of 30 - 50 km
from the big cities.
Conclusion: Road infrastructure the CR connected to Germany towards the port of Hamburg and other
northern ports will not be completed until 2020. The increasing capacity of the D8 highway is not
realistic in the near future. According to the studies, it can not be assumed even a significant
improvement on the network of Germany - truck accident.
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Rail transport corridors in the area of interest
Source: TEN-T and european project Adriatic – Baltic Landbridge, 2008
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Evaluation of the rail corridors in the area of interest
According to expert study of Czech Technical University in Prague, Faculty of Transportation
Sciences "Improving navigation conditions on the river Elbe in the section Usti nad Labem - border
the CR / Germany - Navigation level Decin. Commodity flows and transport corridors between
Europe and the Czech Republic, Prague 2009 and the project SoNorA, are the main problems of the
railway network:
Within the European project, SoNorA was completed in 2010, "Comparative study of two variants, the
high-speed railway line Prague - Dresden leading through the Usti Region." This connection should
solve the issue of increasing the capacity of rail links in the considered section. Part of the solution is a
tunnel passage through the Ore Mountains (tunnel about 20 km ). Feasibility of this solution and even
the time frame can not be currently estimated.
The German railway network, which is used for freight transport suffers from a number of bottlenecks.
Above all it is the line in the direction north - south that load the traffic flows from the ports of Hamburg
and Bremerhaven, as well as line linking with the German railway network from the Dutch border
(border station of Arnheim, i.e. ports of Rotterdam, Amsterdam). According to current information from
advisor for rail network in Germany from May 2007 it can be seen among other neuralgic points
between Hamburg and Hannover, between Karlsruhe and Basel, as well as between Emmerich and
Duisburg. For this is also noted that many railway nodes are overloaded. This evaluation agrees with
the result of business survey of Association of German Transport Companies. Consequently, in the
long distance network and agglomeration network of Deutsche Bahn AG , 53 sections is marked with
poor performance or overloading of lines. Capacity problems or overload exist outside of the nodes in
Bremen, Hamburg, Hannover, Hamm, Cologne, Frankfurt am Main, Leipzig, Nuremberg and Munich.
Conclusion: The railway infrastructure in the CR and Germany towards the port of Hamburg and
other northern European ports has no capacity reserves . There are projects to increase capacity
their period of implementation can not be currently estimated.
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Evaluation of the Elbe waterway - the classification to
the base of the network TEN-T (core network)
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Evaluation of the Elbe waterway
Aim of the project Navigation level Decin is to provide stable navigation conditions as in the German section
of the Elbe to the CR (draught 1.4 m - 345 days / year). Continue to the end port of Pardubice is solved by
other projects (Přelouč).
According to the technical documentation for the EIA for Navigation level Decin and according to
previously mentioned study of Czech Technical University in Prague, Faculty of Transportation
Sciences 2009, the commodity potential of the Elbe waterway is from 6.9 to 8.5 million tons / year,
which is significant to the forecast growth in passenger and freight transport in EU . Costs according
to the technical documentation for the EIA are CZK 6.5 billion, including 7.9 MW hydro power plant
(expected private investment). Estimation of the feasibility is 8 years
According to unofficial information, day 18/10/2011 the European Commission will start to deal with
the CR application for inclusion waterways Prague - Hamburg to the base of the network TEN-T
Czech Chamber of Commerce in its statement on the theme "Water transport in the Czech Republic" on
September 12, 2011 presents in particular:
need to consider with the water transportation of energy resources (LNG, or crude oil and coal) for energy and
resource security
proposes to reflect the results of the 3098th Council meeting (June 16, 2011, 1572/11 PRESSE 175 PR CO
39), where Council has identified key issues for the removal of bottlenecks for inter-modal connections from
sea and inland ports to the hinterland, fleet modernization and further development of River Information
Services for traffic and transport management in inland navigation. The Council highlights the potential of
inland waterways with relatively low investment costs, as well as positive impacts on the environment,
Contribution of inland waterways for transporting oversize loads, which greatly promote the export
possibilities of Czech engineering Is also considerable.
Conclusion: The implementation of the Navigation level Decin will ensure stable navigation conditions of
the Elbe River up to the CR. The project will create significant potential for transport of goods to / from the
CR towards the port of Hamburg and other northern European seaports. The project also provides for a
suitable range of goods, minimal transportation costs and minimal transport costs due to externalities of
transport modes compared. Estimation of real completion is 2020.
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Related sea routes to the port of Hamburg - do not display
the Atlantic line - and difference of transportation costs
Prague
Hamburg
Prague (600 km)
80% of costs by about 3% of total distance
Shanghai
Hamburg (20.375 km)
20% of costs by about 97% of total distance
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Comparison of transport externalities (accidents and
total externalities) for evaluated transport modes
Comparison of unit external costs (related to traffic
accidents) of transport in cent/ton-km. On the left is the
percentage of accidents for the period 2000-2005, the right
specific values of external costs cent/100 ton-km.
Comparison of the total external costs of transport in
cent /ton-km and bulk freight in transit. Distinguish
the individual components, related to climate gases,
air pollution , accidents, noise when with bonus of
rail traffic and noise with no bonus. Below the graph
are characterized by maximum, minimum and mean.
Source: PLANCO Consulting GmbH, Essen and Bundesanstalt für Gewässerkunde: Economical and Ecological
Comparison of Transport Modes: Road, Railways, Inland Waterways, November 2007
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Comparison of transport externalities (source EC) and
finacial transport costs for evaluated transport modes
Financial Transport Cost of Transport Modes
for Selected Bulk Freight Routes
Source: European Comission and PLANCO Consulting GmbH, Essen and Bundesanstalt für Gewässerkunde:
Economical and Ecological Comparison of Transport Modes: Road, Railways, Inland Waterways, November 2007
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Thank you for your attention
Ladislav Bína, (Assoc. Prof., Ing., CSc.)
Czech Technical University in Prague,
Faculty of Transportation Sciences
mobile: +420 606 643 770
SKYPE: ladislav.bina
e-mail: [email protected], www.fd.cvut.cz
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