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Monday, 3 September: 10.30 — 17.00 FORUM TRANSALPINE RAIL TUNNELS — A European Issue Peter Testoni The landscape and location of Switzerland and its influence on the developement of the Swiss transportation infrastructure is introduced to support the Swiss Transport Policy that heavily supports the use of railways to cover the increasing need for transport of goods and passengers in Europe. The Swiss Transport Policy is discussed, as are current agreements with the EU, and projects underway to modernize the railway infrastructure in order to eliminate the need to build more roads through the Alps, and how these imporvements will be financed.
Let me briefly introduce myself and describe the mission of the Federal Office of Transport (FOT). The FOT is integrated in the Ministry of Environment, Transport, Energy and Communications (DETEC) and plays a key role in the Transport and Investment Policy for railways in Switzerland. I am in charge of the Construction Division of the FOT. The main tasks delegated to the FOT by the Ministry are as follows:
Welcome to Switzerland — junction of European Transport routes particularly from North to — South and vice-versa. Welcome to a railway friendly country. We have keep the second highest rate of userail utilization after Japan. In Switzerland, everyone uses the train , 40 times per year and rides per person and year riding 1’817 km / year person. Welcome to a Rail history country with a long railway history: in 1847, the first train linked Baden with — Zurich (Spanish Bread train). Engineering capacities were needed at an early stage to overcome Mastering natural obstacles such as, rivers, lakes and mountain ranges. needed early engineering capacities. Already in 1880 Alp crossings in Switzerland were already bored in 1870, drilled. They are all still in operation service, but they need to ready to be renewed and modernized. Increasing congestion on intercity links between city links require asked for the renewal of passenger lines. Due to bottlenecks, the growing north-south lorry traffic brings along an important cost rise. Heavy cost increase due to congestion. The Swiss railway network is 5'000 km long. Approximately 3'000 km are operated by the Swiss Federal Railways (CHF) and approximately 2'000 km by other concessionary transport companies. The shares of the transport companies are generally owned by the Confederation, the cantons and the communities. There are exceptions for tourist services. It is astonishing , that only 69% of the network is standard gauge. 1% are special gauges which are 75.80 cm and 120 cm wide. 30% of the network is one meter gauge, which includes some tramways. Since the middle of the last centuries projects for quicker links and capacity increases have been studied were studied since the middle of the last century. Political decisions matured in the late 80s and 90s. eighteens and nineteens. Since then, a considerable package for railway modernization has been developed, financed, designed and built or is under construction. Its major parts are major parts of it constituted by the tunnels through the Swiss Alps — which integrate Swiss Rail network into a modern European Rail System. In the following minutes, let me pick out some particular aspects of the Railway Modernization Package. Swiss Transport Policy (A European Issue?) Large Investments in public transports, improvements of the existing infrastructure, new lines and— tunnels such as AlpTransit are the hardware of a clearly defined Swiss transport policy. Let me therefore have a brief look at it’s objectives and instruments and let me shows their inter-dependency. The Swiss Transport Policy must be embedded in at the international European framework environment. The 43 key objectives are:
Traffic is to be mastered in an environmentally acceptable manner. It Traffic will continue to grow in the future. If it is to remain tolerable for both the human and the natural environment, public transport must be reinforced at the expense of individual traffic. This means, in particular, the shift of as much freight traffic as possible from road to rail. Since the acceptance of the Alpine Initiative in February 1994, of the Alpine Initiative this is a mandate anchored in the federal constitution
The transport system must be financially feasible and efficient. The infrastructure and the framework conditions for public transport must be designed to contend with future challenges. This implies the modernization of the Swiss railway network and an increase of the competition among increased competition among the railways.
The Swiss transport policy must be integrated into the European framework. Switzerland lies at the very heart of Europe and plays a vital role, above all, in north-south transit traffic. Moreover, Europe is our most important trading partner. Our Swiss transport policy must therefore take European developments into account. Here are the six main instruments or tools are the pillars on which the Swiss Transport Policy is founded:
Let me pick out some European issues: The Railways Reform The Swiss Railways Reform entered info force on January 1st 1999. It is built on a European directive. The main objectives are to increase productivity and efficiency in public transport and to improve the cost -benefit ratio. Political and entrepreneurial functions shall be clearly defined and separated. Cost transparency and cost controlling of expenditures must be improved. Several measures have been introduced:
It is an ongoing process which will be monitored and analyzed analyzed before further steps are taken. This pragmatic procedure takes the changing framework conditions into account, in particular, the developments in Europe. The future of the railways, especially in goods transport, must be coordinated on a Europe-wide basis if the Swiss railways are to have a chance on the intensely competitive European freight transport market. Bilateral Agreement / Land Transport Agreement CH — EU Within the last years, a package of 7 bilateral agreements have been negotiated with the European Union (EU). In May of last this year, the Swiss electorate approved these agreements with a clear majority. They are expected to enter into force in 2001. The bilateral agreements strengthen Switzerland’s integration into Europe and improve access for the Swiss population and economy to the European market. The Land Transport Agreement is one of these seven bilateral agreements. It does not only secure continuation of contractual cooperation with the European Union in the transport sector, but it also guarantees secures Switzerland’s environmentally-friendly traffic policy with regard to Europe. With this agreement, Switzerland has achieved explicit recognition by the European Union of its the objectives and instruments by the European Union of Swiss transport policy. Standards and conditions of access in road transport will be harmonized. A main factor is the increase in the weight limit for heavy lorries, until now limited to 28 tons: in 2001 Switzerland is to raise the admissible overall weight from 28 to 34 tons and, in 2005 to the maximum weight applicable in Europe, 40 tons. Emission and Mileage Related Heavy Vehicle Tax Switzerland could compensate the resulting productivity effect by introducing the comprehensive emissions- and mileage related heavy vehicle tax (MRHVT). Also the MRHVT is also to be increased step by step. As of of 2005 or when the Lötschberg base tunnel becomes operational, but at the latest on January as of 1st January, 2008, the MRHVT is to reach on average the maximum of an average of CHF 325 per journey (about 200 Euro) for a 40-tonne lorry HGV from Basle to Chiasso (300 km). This is some 8 times more than the until end of 2000 existing maximum flat-rate daily HGV tax of CHF 40. On the other side, during the transitional period from 2001 to 2004, Switzerland is to grant accord the EU and the Swiss haulers quotas for 40-tonne lorries HGVs as well as for journeys by empty vehicles and those carrying light loads. The ban on night driving between 22.00 hrs and 05.00 hrs for lorries HGVs is maintained, as is the ban on driving on Sundays. Traffic Transfer Act and Supporting Measures All above-mentioned shown instruments will only gradually become fully effective. This also applies also to the new infrastructure which will be entering into service for AlpTransit by 2007 / 2012 for AlpTransit. For this reason, Parliament — on the proposal of the Federal Council — has approved a Traffic Transfer Act and supporting measures so that the shift transfer to rail may begin to take effect as quickly as possible. The supporting measures optimally supplement Switzerland’s traffic policy instruments. The main measures are:
The 14 supporting measures will cost each year an average of CHF 280 million annually from 2000 to 2010. To these ends Parliament has approved a total of CHF 2.85 billion. A particular European measure must be highlighted: Switzerland has opened on June 10th 2001 a "Piggy-Pack Route" from Freiburg i. B. in Southern Germany to Novara in Northern Italy. 7 train units with a yearly capacity of 105'000 sendings of 4 m edge height trucks with a 4 m edge height will run daily in both directions. The capacity with the existing infrastructure can be extended to 200'000 trucks sendings per year. First results: the average utilization is 66% and the new product has been well accepted by the market. Modernization of Railway Infrastructure — AlpTransit in particular Two aspects constitute are a European Issue: Financing: On November 29th 1998, the Swiss electorate and cantons voted on measures for the modernization of the Swiss railway infrastructure. A totally Swiss funded investment of CHF 30.5 billions — about 19 billions Euros — ( price basis:e 1995, excluding cost increase and interest on investments) for the next 20 years has been approved for the next 20 years. Thanks to By these investments, public transport will be fit to cope with traffic increase and to compete competition with the road. A worldwide unique financing model has been developed: A special fund has been created with its sources and destinations for a period of 20 years. Four sources feed the fund for large investments in railway transport:
The law allows integration of is open to private or mixed funds (PPP). Construction investments will be staggered over the next 20 years, according to the income flow. Projects: Beside the AlpTransit tunnels, 4 other large rail projects are financed by the "Railways Project Found". Rail 2000 1st phase (7.5 billions) and Rail 2000, 2nd phase (5.9 billions). Rail 2000 brings a quantum leap in improving the attraction of public transport by extending the network and using modern technology. The focal point of RAIL 2000 is the hub principle: trains arrive at hubs at rigid hourly or half-hourly intervals and continue a little later. Travelling time between the most important hubs is to be decreased to below one hour. Passengers are thus given afforded maximal connections, minimal transfer times and the timetable becomes more simple and user-friendly. Regional traffic can also be optimally linked with Intercity and express traffic. The first phase of RAIL 2000 — to be completed by 2005 — is to include the projects that bring the most advantages to passengers. At the same time, the railways are to invest in the most modern rolling stock, such as double stock wagons and inclinable trains. The second phase of Rail 2000 will follow after 2005. It will include new service sectors while taking into account the changing traffic requirements.
Noise abatement-reduction measures on the Swiss railway network (costs ceiling: CHF 2.3 billions) will release a quarter of a million of the population from excessive noise, thus improving the quality of life along the railway lines. The project started this year with the installation of new breaking systems on rolling stock and construction of noise abatement walls. Let me finally come to the largest investment financed by the "Railways Project Fund" and highlight its European Issues significance. Some of you will hopefully get an inside view on the during the excursion program.?
AlpTransit is a concept for improving north-south links on 2 routes, Gotthard and Lötschberg, with links to Rail 2000 and, of course, European international connections. AlpTransit will maintain mixed traffic on the network, the standards applied correspond to with European Standards. ETCS 2 and GSM will be introduced. Capacity for freight will be nearly doubled. Transfer from road to rail will be possible. Higher quality of service is assured. Until now, more than 8 nations beside Switzerland participate in the Tunnel Construction. On the Lötschberg Tunnel, roughly 80% of the shares in Joint Ventures are heldold by foreign Companies. The Lötschberg Base Tunnel (LBT) The new base tunnel will add capacity and quality to the existing double track tunnel (14.6 km) opened in 1913. On the south side, it links on the south side with the two single track Simplon tunnel (realized in 1906) with Italy. In the north,Northern access is provided by the lines from Germany over Basel — Berne — Thun. The Lötschberg base tunnel runs from Frutigen (in the Kandertal) to Raron in the( Valais). The total length of the tunnel is 34.6 km. The total cost is estimated to CHF 3.6 billions, price level of 1998. The Lötschberg base tunnel is subdivided into sections which present optimal conditions for construction in civil engineering terms, construction cost, time and risk. The Lötschberg geological conditions are considered favourable. Any possibly difficult zones have been explored. Still there are difficult zones to overcome such as carstic formations, gas and waterpockets. For safety reasons, each base tunnel (Lötschberg (and Gotthard) base tunnel is are built with 2 single pipes - interconnected every 330 m. All contracts for construction have been signed an tunneling is ongoing. More than 25 km (15 km preliminary work, 10 km LBT) have been drilled. Opening is scheduled in spring 2007. About 2/3 of the total length will be realized using mechanized drill and blast methods (1/3 TBM). The Gotthard Base Tunnel (GBT) From a technical point of view, GBT will be not only a European, but a word issue. Its length of 57 km will exceed pass all existing railway tunnels. It will add capacity and quality to the existing double track tunnel of 15 km length, opened in 1882. AlpTransit Gotthard, together with the extensions of Rail 2000 and the introduction of new rolling stock, will bring significant reductions in travelling times. Whereas today the section Zurich — St. Gotthard — Milan requires 3 hours 40 minutes of travelling time (Cisalpino), this will be shortened to 2 hours 40 minutes. In 1997, on the Gotthard axis in 1997, between 110 and 130 goods trains ran daily on the Gotthard axis. With the construction of the AlpTransit Gotthard, this capacity will increase to 200 to 220 trains per day. This corresponds to an annual capacity of 40 million tons of goods per year, and therefore around the double of today’s approximately 20 million tons. The Gotthard route is improved by two 2 additional access tunnels, Zimmerberg (20 km) and Ceneri (15 km). Its core masterpiece remains the 57 km long base tunnel from Erstfeld to Bodio. Construction is subdivided into intermediate attacks in Amsteg, Sedrun and Faido, optimizsing construction time, cost and risks. The federal government, with its approval of the preliminary project for the Gotthard Base Tunnel in 1995, expressed its preference for a tunnel system with two single-track tunnels. They lie approximately 40 m apart and are connected every 325 m by so-called connecting galleries. The two pairs of crossover tunnels allow the trains to move from one tunnel to the other — this is particularly important during maintenance work, when one of the tunnel sections will be closed to traffic. The track crossover tunnels are located in the Sedrun and Faido multifunctional stations, which are accessible from outside via the intermediate access tunnels and shaft. Parts of the ventilation system, technical areas with safety and switching facilities, and two emergency stop stations, which are interconnected via separate access tunnels are also located here. As the tunnel cross-section shows, the route through Switzerland, with the year 2012 operational the Gotthard Base Tunnel, operational in 2013, will have a flatter trajectory and be 40 km shorter: Italy and Germany will betake a good step closer. The highest point will be at an altitude of 550 m, a.s.l compared to the 1150 ma.s.l of the existing tunnel. Preparation for construction has in fact already started in 1994 with the Piora exploratory program. A geological key point was the Piora syncline, whose structure and position from the very beginning was unclear from the very beginning. Four inclined bore holes to the base tunnel level have shown, however, that the conditions there are solid rock without water pressure and circulation. This very fortunate result for the tunnel project has been confirmed by drill core examinations, micro-sections, temperature measurements and seismic surveys. A European innovation in railway tunnel construction is certainly the 800 m deep (diameter 7.80) shaft in Sedrun. It will help to reduce construction time and,but particularly, help to master the difficult geological conditions in the Tavetscher Zwischenmassiv. All main construction contracts have be published internationally. Joint ventures are already boring in Faido and Bodio;, contracts for Sedrun and Amsteg will be signed in the 2nd half of 2001. More than 13 km have been drilled (preliminary works 11 km, GBT 2 km). Due to actual problems with the building permit procedure a the northern portal in Erstfeld, the opening of the tunnel is expected by 2012 / 13. About 2/3 of the total length will be realized using large TBM and about 1/3 mechanized drill and blast methods. Total cost is estimated to CHF 6.5 billions, price level 1998. The EUROPEAN ISSUE of AlpTransit is its link to the German, French and Italian railway networks. Mobility is one of the most important characteristics of modern times. People and goods are moving increasingly faster from one place to another. Present-day work patterns and increasingly globally-active economies depend on routes and modes of transport that function efficiently. Just-in-time delivery is requested. The recognition that transport must be made as ecological as possible is becoming more and more widespread. In this, Switzerland has demonstrated decisive leadership. With our firm intention to strengthen public transport, we are contributing to a more ecological transport policy in Europe. We believe in a sustainable development and a growing share of public transport. The commitment of our state to large investments will bring a distinct increase in the quality and quantity of transport for passenger and freight traffic. But it must be followed by deep changes in the culture, organization and performance of the Swiss Transport companies. Last but not least: We are optimistic, we are on the right track. But we are also conscious of one fact: our objectives can only be reached if our European neighbours, Europe as a whole, follow and further develop our ideas. The Swiss Transport Policy and, its hardware, "Transalpine Tunnels", are a European issue. |
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