The transport system is one of the key factors for the creation of a modern and sustainable society, and this is confirmed, just like in many other states, by Slovakia for which the transport policy is essential in the development of a coherent and performing system that should meet mobility needs.
The geographic position of Slovakia confirms the importance of the railway infrastructure for the European network, the main international railway routes offering direct connections on the axes North-South, East-West. Under the circumstances, Slovakia holds essential opportunities for the European transport, being located at the core of the TEN-T network. The situation of the railway infrastructure is an advantage for this state, since it has a sufficient density, it offers an increased capacity as regards the railway traffic and it offers an important connection both at national level and with the railway networks of neighbouring countries.
Being aware that a faulty infrastructure has negative effects on transport and economy, Slovakia initiates important railway projects that will answer both national and international mobility requirements.
The development strategy of the transport system by 2015, per railway sector, aims, by implementing projects, at fulfilling the objectives established within AGC and AGTC agreements, at integrating the network in TEN-T by increasing the interoperability level, at constructing new lines and at modernising the existing ones, at increasing the running speed of trains (in the freight and passenger sector).
All these objectives cannot be established and fulfilled without elaborating and executing the infrastructure projects. For the next period, Slovakia initiates projects which determine the increase of the infrastructure performance (the Corridors IV, V, VI being aimed at) and has established its priorities for the new financial period 2014-2020 in order to benefit from European funds.
Also in terms of infrastructure, Slovakia is part of the states included in the Danube Strategy for which, within the update of the national position regarding this strategy, Slovakia identifies its structure and action plan based on 4 pillars with 11 covered regions. The application of the Danube Strategy within the Railway Company (Železnice Slovenskej republiky – ŽSR) aimed at executing the project for the infrastructure quality improvement on the Bratislava – Nové Mesto – Dunajská Streda line, which contributed to the increase of the line capacity.
Apart from the infrastructure projects, Slovakia is one of the European states which, by means of the legislative regulation, have significantly reduced the charges for the freight transport, in order to support the railway transport (the legislation was adopted since January 2011). Likewise, the authorities got involved in the reform of the ticketing system of the road infrastructure in order to balance road charges and railway charges.
Hereinafter, we will present you the interview offered to our publication by Mr. Stefan Hlinka, General Manager of ŽSR, in which the railway company’s representative talked about the need to implement projects in order to fulfil the objectives set for the increase of the railway transport market share, both at national and European levels.
Railway PRO: For a performing transport system that meets mobility demands, both for freight and passenger transport, the implementation of transport integration and infrastructure quality projects is a must. What is ŽSR’s strategy for improving the infrastructure quality? What can you tell us about the progress of projects on European corridors for integrating the network in the European network?
Stefan Hlinka: ŽSR´s strategy in terms of enhancing the infrastructure quality is pre-sently focused on the implementation of infrastructure modernisation projects mainly on Corridors V and VI aimed not only at increasing the speed limit up to 160 kph, but also replacing level crossings with overpasses and underpasses. Further, improved infrastructure quality will be achieved through construction of new track and station signalling systems connected to remote control of traffic control centres, replacement of overhead contact lines and adjustment of side tracks and loading ramps.
At the Corridor IV in the track section between Kúty state border and Bratislava, the ETCS system is rolled out with expected completion by 2015.
Along the Corridor V from Bratislava to Košice, the modernisation of track section between Nové Mesto nad Váhom and Púchov is underway with expected completion in 2015. Track section Považská Bystrica – Považská Teplá – Žilina is planned to be upgraded by 2020.
In the forthcoming period beyond 2013, a construction on different track sections between Liptovský Mikuláš and Košice is expected to start, those sections being: Liptovský Mikuláš – Poprad, Poprad – Krompachy, Krompachy – Kysak and Kysak – Košice. By 2015, the 1st phase of construction of Žilina and Košice Intermodal Transport Terminals is expected to be completed.
As regards Corridor VI from Žilina to Čadca, a project work is currently ongoing for the section between Krásno nad Kysucou up to the border with the Czech Republic and it is to be completed by 2020.
Within TEN – T 17 project, a public tender for construction of connection corridors between Bratislava Predmestie and Bratislava Petržalka is underway, with planned newly-built underground railway track Bratislava Predmestie – Bratislava Filiálka and a new underground railway station Bratislava Filiálka. The execution of this construction is dependent on the allocation of EU funds.
In the long run, ŽSR is interested in reducing the negative impact of non-electrified lines on the environment through its electrification. The electrification project on the railway section Haniska pri Košiciach – Moldava nad Bodvou will be implemented by 2020 and electrification on the railway section Zvolen – Fiľakovo will be finished by 2018.
The aforementioned projects and plans are closely linked with the possibilities of support from the state budget and EU funds.
Railway PRO: What are ŽSR’s priorities in the elaboration of projects with European financing for 2014 – 2020?
Stefan Hlinka: ŽSR´s priorities for preparing individual phases of project documentation and project implementation financed from EU funds can be summarised as follows:
1. Ongoing modernisation of corridors (Corridors V and VI).
2. Rolling out ERTMS/ETCS system and GSM-R radio system (Corridors IV, V and VI).
3. Implementing Integrated Transport Systems in the areas of major cities (Bratislava, Košice).
4. Electrification of other TEN-T lines (Zvolen – Fiľakovo – Moldava nad Bodvou – Haniska pri Košiciach, Devínska Nová Ves – state border with Austria – Marchegg AT).
5. Electrification of railway lines of national importance (Bánovce nad Ondavou – Humenné, Leopoldov – Nitra – Šurany).
It is an open question to what extent the Slovak Republic will succeed in involving specific projects particularly into the next programming period.
Railway PRO: For delivering an efficient transport to the markets in Russia, Ukraine, Kazakhstan and other countries in the 1520 Area, Russia, Ukraine, Slovakia and Austria have agreed to develop a broad gauge line Košice – Bratislava – Vienna. Has an official position about Slovakia’s implication in the project been adopted so far? If it has, are there financial resources for the implementation of the project in case the EC would not agree to grant funds?
Stefan Hlinka: So far, the elaborated pre-feasibility study has confirmed that the extension of the broad-gauge railway connection between Košice and Vienna is both technically and legally viable.
The preparation process is currently underway and by the end of 2012 a public tender for the preparation of project´s feasibi-
lity study will be launched. The study shall also assess an economic profitability of the project for Slovakia. This is in accordance with the decision of the Slovak government on the broad-gauge railway extension project through Slovakia. Further progress for the extension of the broad gauge line and the financing method in case of implementation will be specified in the future.
Railway PRO: In order to increase the modal share of railway freight transport, in 2011 Slovakia introduced a new concept on the track access charge. How does this mec-hanism operate and what are the results one year after the implementation?
Stefan Hlinka: On 28 October 2009, the National Council of the Slovak Republic approved the Collection of Laws no. 513/2009 on Railroads as amended by later regulations, which encompasses the fully implemented provisions of the Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification. The new scheme of railway infrastructure financing results from the provisions of the Laws and is based on the principle of payment of fixed costs of infrastructure manager by the owner of the infrastructure (from the state budget) and covers variable costs of infrastructure manager by railway undertakings. The application of a new charging scheme has clarified the approach, especially in the area of payments for services within a minimum access package in accordance with the Directive 2001/14/EC.
Furthermore, it takes into account the payment principle “everyone pays for what he actually uses”. With splitting of a three-part tariff payment for provision of services by characteristics of rail infrastructure and ser-vice facilities, the principle of transparency of costs has been applied in order to enable the direct assignment to relevant service, access to passenger stations, access to freight stations, use of electrical supply equipment for traction power and so on; with respect to a level of use and individual facilities level – categorization. Last but not least, complementary services of shunting operations and technical office services were excluded from the regulated charges.
Due to a short period of effectiveness of a new charging scheme, as well as due to the deepening economic crisis, one year after the implementation the results are not significant in terms of increase in performance and goods transport. On the other hand, the total number of licenses allocated to railway undertakings raised from 30 to 38, which contributed to the further liberalisation of the transport market. We also noticed a slight increase in the volume of transit traffic.
Railway PRO: Concerning the reforming of the track access charge, the road segment has also been considered in the reanalysis of this concept. Is there some sort of balance between road fares and rail fares?
Stefan Hlinka: Regarding the change in charge for the access to road infrastructure, ŽSR has no information about any upcoming change in the concept of charging. In the near future, the Ministry of Transport, Construction and Regional Development does not intend to change the level or the structure of access charges for road transport.
Despite the introduction of tolls on selected types of road infrastructure for the vehicles above 3.5 tons, currently there is no balance between the charges for road and rail infrastructure in the Slovak Republic. The charges for rail transport in comparison to road transport are not in favour of rail, neither at the level of charges, charging traffic types nor in pricing structure (e.g. individual services are chargeable only on highways by compulsory highway vignettes) or frame charging (the entire rail network of ŽSR is chargeable, as for road transport only highways, expressways and selected roads of category I are charged).
Lately, an environmentally-friendly transport policy is promoted at the European le-vel. The EU aims at reducing greenhouse gas emissions by 20 %. In terms of sustainable EU transport policy, it is necessary to adopt a system of differentiated infrastructure charges that would be linked to infrastructure charging through fair internalisation of external costs for transport in order to increase transport efficiency and limit external influences. To achieve this objective, it is also important to attract passengers and goods to rail through the quality services of rail infrastructure and railway undertakings.
Accordingly, ŽSR has planned to implement the previously mentioned electrification projects.
Railway PRO: To which extent do authorities involve in boosting the attractiveness of the railway sector?
Stefan Hlinka: As regards the railroads, the Slovak Republic is represented by the Ministry of Transport, Construction and Regional Development of the Slovak Republic in terms of Collection of Laws no. 513/2009 on Railroads. The Ministry shall coordinate activities aimed at using individual transport modes through the legislation and direct regulations, which fall towards ŽSR. The Ministry – Section for Operation Programme Transport in collaboration with ŽSR determines and ensures the implementation of railway infrastructure modernisation financed with EU funds and the state budget. The Ministry – Section for Railway transport and Railroads determines the scope (e.g. cancellation of a track) and use of ŽSR´s network (e.g. ordering performances in railway passenger transport) and applies state´s programmes on ŽSR´s network (e.g. Revitalisation programme for railway companies).
Local governments (Self-governing region authorities, District authorities, Local authorities) within their competencies and intentions have influence over the status and use of railway infrastructure in a given region; e. g. positions on territorial development contribute to the development and modernisation of railway infrastructure, etc. It comments on every operation-related activities related to passenger and freight transport, or in relation to the people who live in a region and legal entities active in immediate vicinity of railway infrastructure within a region.
Railway PRO: What can you tell us about railway infrastructure projects as regards the implementation in the Danube Stra-tegy, keeping in mind the possibility to obtain EU co-financing? What is the answer of the authorities regarding the role of the railway infrastructure in increasing competitiveness in the Danube Region?
Stefan Hlinka: In the updated National position on the EU Strategy for the Danube Region (The Danube strategy) and the proposal of its coordination, the Slovak Republic identifies with the structure of the draft announcement and the action plan, which comprises 4 pillars with 11 defined priority areas. As for the Slovak railway infrastructure manager direct relevance has the first pillar Connecting the Danube Region and Priority Area 1. In order to improve mobility and multimodality for road, railway and air connections as well as the second pillar Protecting the Environment in the Danube Region. According to the documents within the first pillar, a high priority with regard to development of the Danube waterway should be awarded to the development of multimodal corridors and intermodal terminals in the Danube region. To enhance socio-economic development, it is necessary to address the accessibility of regions within the Danube region, particularly options for crossing the Danube River and connection to transport networks of European importance. The prio-rity areas will be regional airports for low-cost transportation, key railway and road corridors and waterway transport. Close attention should be paid to the development of flexible combined transport networks.
The application of The Danube Strategy within ŽSR was carried out last year with the project for the improvement of infrastructure quality in the section Bratislava – Nové Mesto – Dunajská Streda, where rails and platforms at all railway stations and railway stops along the line were modernised to ensure all requirements of passenger and freight transport (container terminal in Dunajská Streda), which also resulted in increased capacity of the railway line. This project should continue with next section Dunajská Streda – Komárno. Since December 2012, passengers will have the possibility to free transfer between passenger trains, commuter buses or public transport to any extent within the city of Bratislava. Since the validity of a new timetable 2012/2013, new train routes will be introduced from Pezinok through Bratislava main station to Malacky and back. Also, some other previously mentioned projects have an influence on The Danube Strategy.
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