Cross-border goods traffic

Transcrição

Cross-border goods traffic –
Results, potentials and problems in the Frankfurt (Oder) – Slubice region
Study within the framework of the Interreg III B – Project RAIL BALTICA
On behalf of the German Partners:
Ministry for Infrastructure and Spatial Planning of the State of Brandenburg
Senate Authority for Urban Development Berlin
Results, potentials and problems in the Frankfurt (Oder) – Slubice region
Study within the framework of the Interreg III B – Project RAIL BALTICA
Final report
Customer:
Ministry for Infrastructure and Spatial Planning of the State of Brandenburg
Henning-von-Tresckow-Straße 2-8
14467 Potsdam
in cooperation with the senate authority for urban development Berlin
and Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH
Supplier:
Infrastruktur- und Projektentwicklungsgesellschaft mbH
(Company for the Development of Infrastructure and Related Projects Ltd)
Burgstraße 30
14467 Potsdam
Project Team:
Torsten Wolter
Marc Kuper
Simone Fejér
Martin Heiland
Potsdam
9 January 2007
II
results, potentials and problems in the Frankfurt (Oder) / Slubice region
LIST OF CONTENTS
LIST OF DIAGRAMS ....................................................................................................... V
LIST OF ABBREVIATIONS ...........................................................................................VII
0.
OBJECTIVE ......................................................................................................... 1
1.
STUDY OF EXISTING ECONOMIC STRUCTURE ............................................... 2
1.1 Regional economic structure .......................................................................2
1.1.1 Voivodship Lubuskie .................................................................................... 2
1.1.2 Oderland-Spree region ................................................................................ 4
1.2
1.3
1.4
1.5
2.
Special economic zone Kostrzyn – Slubice .................................................6
Logistics infrastructure: ETTC Frankfurt (Oder) ...........................................7
Significance of the German-Polish trade for the border region ....................9
Development trends in economic structures ............................................. 11
STUDY OF EXISTING TRANSPORT INFRASTRUCTURE ................................ 12
2.1 Railway transport network..........................................................................12
2.1.1 The railway transport network in the studied region ................................... 12
2.1.2 Other routes with significance for cross-border goods traffic between
Germany and Poland ................................................................................. 29
2.2 Road transport network..............................................................................35
2.2.1 Highway network in the studied region....................................................... 35
2.2.2 Further routes with significance for cross-border goods traffic between
Germany and Poland ................................................................................. 40
2.3 Border crossing facilities ........................................................................... 44
3.
VOLUMES AND CHARACTERISTIcs of cross-border goods traffic .............. 47
3.1 Development of goods traffic output in Germany and Poland ...................47
3.2 Cross-border goods traffic Germany – Poland and in particular in the
Frankfurt (Oder) – Slubice region...............................................................48
3.2.1 Railway transport ....................................................................................... 48
3.2.2 Road transport ........................................................................................... 50
3.2.3 Cargo handling services ............................................................................ 52
4.
STRENGTHS AND WEAKNESSES OF THE EXISTING INFRASTRUCTURE... 53
4.1. Outstanding features of the economic structure ........................................53
4.1.1 Attractive features (strengths).................................................................... 53
4.1.2 Deficits and problems (weaknesses) ......................................................... 54
4.2 Outstanding features of the transport infrastructure and the traffic flow ....55
4.2.1 Rail haulage............................................................................................... 55
4.2.1.1
Attractive features (strengths) .................................................. 55
4.2.1.2
Deficits and problems (weaknesses)........................................ 57
4.2.2 Road haulage ............................................................................................ 60
4.2.2.1
Attractive features (strengths) .................................................. 60
4.2.2.2
Deficits and problems (weaknesses)........................................ 60
4.3 Assessment of the cross-border transport infrastructure ...........................62
4.4 Strengths / weaknesses – profile .............................................................. 66
III
5.
ORGANISATION OF CROSS-BORDER GOODS TRAFFIC AND THE
NECESSARY INFRASTRUCTURE .................................................................... 67
5.1 Estimate of the development potential of the economic and transport
infrastructure and in the cross-border traffic flow.......................................67
5.1.1 Economic structure .................................................................................... 67
5.1.2 Transport infrastructure ............................................................................. 68
5.1.3 Traffic flow ................................................................................................. 69
5.2 Development goals for an attractive cross-border goods traffic development
(theses) ......................................................................................................70
5.3 Recommendations for organising the infrastructure and the cross-border
networking of infrastructure components ...................................................72
5.3.1 Rail haulage............................................................................................... 72
5.3.2 Road haulage ............................................................................................ 73
5.3.3 Goods traffic logistics................................................................................. 74
5.4 Summary and outlook ................................................................................75
IV
LIST OF DIAGRAMS
Fig. 1: Specifications Voivodship Lubuskie...................................................................... 2
Fig. 2: Industry structure in the Oderland-Spree and Lubuskie region............................. 4
Fig. 3: Specifications Oderland-Spree region .................................................................. 5
Fig. 4: The location system of the ETTC ......................................................................... 7
Fig. 5: The industrial real estate of the ETTC .................................................................. 7
Fig. 6: Existing and planned direct transports of the CT terminal Frankfurt (O) ............... 8
Fig. 7: Aerial view CT terminal Frankfurt (O) .................................................................... 8
Fig. 8: Exports from Germany and the federal states near the border to Poland ............. 9
Fig. 9: Exports from Poland and the Voivodships near the border to Germany ............... 9
Fig. 10: Share of exports of the GDP, 2001................................................................... 10
Fig. 11: Railway bridge over the Oder in September 2005 ............................................ 14
Fig. 12, 13: Border goods station Oderbrücke in August 2006 ...................................... 15
Fig. 14: CT terminal of the ETTC in August 2006.......................................................... 16
Fig. 15: The classification of the route Berlin – Warszawa in the context of Rail Baltica 17
Fig. 16: Measures on the railway route E 20 (Berlin – Warszawa – Russia).................. 19
Fig. 17: Development of the Polish railway network in the current development plan.... 19
Fig. 18: Route characteristics in the area of the Voivodship Lubuskie ............................ 21
Fig. 19, 20: Route impressions in Kunowice station ...................................................... 21
Fig. 21, 22: Slubice station (respectively view direction Kunowice)................................. 22
Fig. 23, 24: Kunowice station ........................................................................................ 22
Fig. 25, 26: Rzepin station (platform installations, view direction west / east)................ 23
Fig. 27, 28: Goods track systems in the western head of Rzepin station....................... 24
Fig. 29: Route characteristics in the area of the Voivodship Lubuskie ........................... 24
Fig. 30, 31: Platform installation of the route in the southern area of Rzepin station ..... 25
Fig. 32: Double-track bypass west of Rzepin station ..................................................... 25
Fig. 33: Single-track introduction of the route in the south eastern head of Rzepin station
................................................................................................................................ 25
Fig. 34: Route characteristics Berlin – Strausberg – Küstrin-Kietz – border D/PL.......... 26
Fig. 35: Route characteristics border D/PL – Kostrzyn – Gorzow Wlkp. – Krzyz – Tczew27
Fig. 36, 37: Route Kostrzyn – Tczew in Kostrzyn station ............................................... 27
Fig. 38: Route characteristics Eberswalde – Werbig – Frankfurt (Oder)........................ 28
Fig. 39: Route characteristics Frankfurt (Oder) – Grunow – Königs Wusterhausen ...... 28
Fig. 40: Route characteristics Frankfurt (Oder) – Guben - Cottbus ............................... 29
Fig. 41: The railway network in the Voivodship Lubuskie................................................ 30
Fig. 42: Route characteristics border D/PL – Gubin – Zbaszynek ................................. 31
Fig. 43: Route characteristics border D/PL – Gubinek – Zagan – Wroclaw ................... 32
Fig. 44: Route characteristics border D/PL – Zagan – Glogow - Lodz ........................... 33
Fig. 45: Route characteristics E30 Amsterdam - Berlin - Warsaw - Moscow ................. 35
Fig. 46, 47: Road condition E30 after the border crossing on the Polish side................ 36
Fig. 48, 49: Quality of the N2 west of Rzepin as well as near Pniewy............................ 36
Fig. 50, 51: Marked formation of lane grooves in the course of the Swiebodzin ring road37
Fig. 52, 53: Town thoroughfare Bytyn of the N2 in the section Pniewy - Poznan........... 37
Fig. 54, 55: Building measures in the section of the A 2 Konin – Strykow ..................... 38
Fig. 56: Route characteristics Berlin – Gorzow Wlkp. – north east of Poland ................ 38
Fig. 57, 58: Border clearance facilities on 2 August 2006.............................................. 39
Fig. 59, 60: Truck tailback in front of the border crossing Oderbrücke .......................... 40
Fig. 61: Cross-border road network in a spatially extended analysis ............................. 42
V
Fig. 62 - 66: Characteristics of other significant routes.................................................. 42
Fig. 67: Cross-border facilities railway traffic ................................................................. 44
Fig. 68: Overview of the border crossings ..................................................................... 45
Fig. 69: Border crossing facilities road transport ........................................................... 46
Fig. 70: Development of transport demand in Poland.................................................... 47
Fig. 71: Development of cross-border rail haulage D/PL ............................................... 48
Fig. 72: Operating programme 1990/91 route Berlin – Frankfurt (Oder) – border D/PL. 48
Fig. 73: Operating programme 2006 for ABS Berlin – Frankfurt (Oder) – border D/PL.. 49
Fig. 74: Operating programme 2015 for ABS Berlin – Frankfurt (O) – border D/PL....... 50
Fig. 75: Long distance road haulage by trucks in both directions via the border crossing
Frankfurt (Oder) – Swiecko............................................................................... 51
Fig. 76: Cross-border road connections D/PL with high goods traffic volumes in 2002 . 51
Fig. 77: Assessment of the railway infrastructure .......................................................... 63
Fig. 78: Assessment of the road infrastructure .............................................................. 64
Fig. 79: Assessment of the border crossing facilities..................................................... 65
Fig. 80: Estimate of potential economic structure .......................................................... 67
Fig. 81: Estimate of potential transport infrastructure .................................................... 68
Fig. 82: Estimate of potential traffic flow........................................................................ 69
VI
LIST OF ABBREVIATIONS
AGC
AGTC
B
Bf. *
GDP
BVWP
BY
DB AG
GDR
EBRD
EC, IC
EFRE
EKO
ERDF
ERTMS
ESTW *
ESTW-A *
ESTW-Z *
ETCS TAP
ETTC
EU
EUR
GDDKiA
GSM-R
GÜ*
IAB *
IHK *
ISPA
SME
CT
L
LST *
NL
PKP S. A.
PL
PLK S. A.
PZB *
RGW *
RUS
SPNV *
TEU
European Agreement of Main International Railway Lines
European Agreement on Important International Combined Transport Lines
and Related Installations
Belgium
Station
Gross domestic product
Federal Transportation Route Plan
Belarus
Deutsche Bahn Aktiengesellschaft
German Democratic Republic (until 1990)
European Bank for Reconstruction and Development
EuroCity, InterCity
European Fund for Regional Development (corresponds with ERDF)
Acelor Eisenhüttenstadt / formerly EKO (Eisenhüttenkombinat Ost [Ironworks
Combine East] steel
European Regional Development Fund (corresponds with EFRE)
European Rail Traffic Management System
Electronic signal box (technology)
Electronic signal box – external unit
Electronic signal box – control station
European Train Control System, Telematic Applications for Passengers
Euro Transport & Trade Center Frankfurt (Oder)
European Union
Euro
Generalna Dyrekcja Drog Krajowych i Autostrad
Global System for Mobile Communication - Rail
Border crossing
Institute for labour market and professional research of the job agency
Chamber of Commerce
Instrument for Structural Policies for Pre-Accession
Small and medium-sized companies
Combined traffic
Luxembourg
Control and security technology
The Netherlands
Polskie Koleje Panstwowe, Spolka Akcyjna
Poland
Polskie Linie Kolejowe, Spolka Akcyjna
Punctiform train influence
Council for reciprocal economic aid (until 1991)
Russia
Local passenger transport by rail
Twenty Foot Equivalent Unit
* Translator’s note: These are generally recognised abbreviations used in the German text for which there are
no equivalent abbreviations in English
VII
0.
OBJECTIVE
Goals of the Interreg III B Rail Baltica project
The goal of the EU project RAIL BALTICA is to develop an efficient rail transport link in the
relation (Helsinki -) Estonia – Latvia – Lithuania – Warsaw (- Berlin). In particular the exchange of goods between the Baltic States and with Finland, Poland and Central Europe
is to be reinforced and the share of goods traffic by rail substantially increased through
this important international infrastructure.
Studies by order of the German partners
The smooth integration of the route into the Central European rail transport system as well
as the exchange of experiences with German institutions and planners is aimed at through
the participation of German partners in the project. Orders were placed for studies on selected issues with experienced and efficient planning offices by the project partner Ministry
for Infrastructure and Spatial planning of the State of Brandenburg, by close coordination
with the Senate Administration for Urban Development Berlin, in order to enhance the project work with actual scientific knowledge.
The contents of the studies are the assessment of the border-zone and cross-border infrastructure planning in the area of the German-Polish border (study 1), the study of the
potentials of the transport and infrastructure network with regard to setting-up new logistics centres along the Rail Baltica (study 2) as well as the analysis of results, potentials
and problems of the cross-border goods traffic in the Frankfurt (Oder) / Slubice region
(study 3).
Strengths and weaknesses of the business and transport infrastructure and in the traffic
flow are presented as well as and potentials, development targets and recommendations
for organisation derived in and from this study 3 based on a study of the existing structures. The focus is placed on the region of Kostrzyn – Frankfurt (Oder) / Slubice / Rzepin –
Eisenhüttenstadt, nevertheless there is a useful consideration of the infrastructures and
transport relations with implications beyond this region as well as the competition.
1
1.
1.1
STUDY OF EXISTING ECONOMIC STRUCTURE
Regional economic structure
1.1.1 Voivodship Lubuskie
The thinly populated Voivodship Lubuskie covers an area of approx. 14,000 m² and has
approx. one million inhabitants. The two large cities of the Voivodship Gorzow Wielkopolski (Wlkp.) and Zielona Gora with respectively more than 100,000 inhabitants share the
capital function. In terms of business the region is primarily characterised by small companies with up to five employees. 80 % of the employees work in SMEs, primarily in the
fields of services, transport industry, trade and the construction industry. These companies account for a share of 60% of the macro-economic production.
Fig. 1: Specifications Voivodship Lubuskie
Surface area:
Inhabitants
Capitals
Labour market
Special economic area
Universities
Average income level
Main business industries
The most important export goods
The largest foreign investments
13,984 m²
Approx. 1,000,000 / 73 inhabitants/km²
Gorzow Wlkp. (Voivodship department)
Zielona Gora (marshal department)
approx. 382,000 employed
approx. 92,000 unemployed (24.4 %)
Kostrzyn – Slubice
Gorzow Wlkp. (Business Studies, Finances, IT)
Zielona Gora (Electronics, Physics, Mechanical Engineering, Mathematics, IT, etc.)
-2,047 Zl. (gross, industry)
-1,771 Zl. (gross, construction)
-Trade, paper, furniture, farming, food, textiles
1. Furniture and carpentry products
2. Clothing
3. Cables
4. Shoes
5. Paper products / cellulose products
6. Chemical fibres
• Kostrzyn Paper S.A. (Trebruk AG, Sweden), paper mill
• Volkswagen Elektro-Systemya Sp. z. o.o. in Gorzow
• Zaklady Farmaceutyczne Biowet, (Aksila AG Switzerland) – factory
for veterinary medicine in Gorzow
• Swedwood (part of IKEA Fabrok, Sweden). Furniture factories in
Zbaszynek and Babimost
• Steinpol (Steinhoff Group Germany), furniture factory in Zielona Gora
• Stilon S.A. (Rhône Poulenc, France) chemical factory in Gorzow
• Podravka Polska Sp. z o.o. (Podravka, Croatia) food factory
Source: Chamber of Commerce Frankfurt/Oder / Voivodship Lubuskie 2006
2
Lubuskie is a farming-industrial region with expansive service sector. Several industrial
sectors can use raw materials from farming, forestry and water management which can be
found regionally. Deposits of crude oil and natural gas which were developed recently
have led to the development of petrochemical companies. 35 % of the population live in
the countryside, approx. 20 % live from farming. Industrial clusters can be found in the two
large cities Gorzow Wlkp., Zielona Gora as well as in Zary. A new commercial-industrial
cluster was able to develop in the past few years through the attraction of the special economic zone Kostrzyn – Slubice, which is particularly characterised by fiscal concessions.
Nevertheless, there are also industrial companies of various sizes in small towns, where
they use the local resources, such as e. g. IKEA the large forest stocks in Zbaszynek and
Babimost.
The dominating sector is the food industry (18.2 %) as well as wood production and processing (18.3 %). Companies from Lubuskie account for a significant share of the whole
production of Poland (e.g. 30 % wooden flooring, 19 % shoe production, 10 % furniture) in
several industries. The location near the border combined with favourable transport connections is an important location benefit for the region, which did not just steer investments into the special economic zones.
The original peripheral location of the Voivodship Lubuskie within Poland has increasingly
developed into a very positive factor through the proximity to the border. By interacting
with the market potential of Poland and the favourable cost and workforce situation the region takes advantage of its specific location benefits. The most important trading partner
of the region is Germany, the majority of the exports goes to the European Union. The
Voivodship Lubuskie has a positive foreign trade balance. Altogether there are 1,900
companies with foreign participation. German investments account for the majority share,
however there are also investments above all from Switzerland, Sweden, Denmark, the
Netherlands, France and other countries. Sources: www.lubuskie.pl / www.ihk-ffo.de
3
Fig. 2: Industry structure in the Oderland-Spree and Lubuskie region
Food industry
Wood and furniture indus.
Textile industry
Building material indus.
Machine and plant
production
Cellulose and paper
Metallurgy
Frankfurt (O) /
Slubice
Chemical industry
Glass, glass products
Electrotechnical
products
Source: Investor Center East Brandenburg, www.icob.de
1.1.2 Oderland-Spree region
The Oderland-Spree business region consists of the two counties Märkisch-Oderland and
Oder-Spree as well as the City of Frankfurt (Oder). The region covers an area of approx.
4,500 km² and has approx. 450,000 inhabitants. In terms of business structure East Brandenburg can be broken down into three sub-regions:
•
•
•
commercial industrial cores near the Oder (Frankfurt/O, Eisenhüttenstadt)
commercial industrial core in the border area near Berlin (Strausberg, Rüdersdorf,
Fürstenwalde)
largely rural sub-areas with isolated industry between the afore-mentioned commercial
industrial cores
The commercial-industrial core near the Oder is primarily characterised by the metal production in Eisenhüttenstadt by the company EKO-Stahl and is one of the most modern in
the industry. A multitude of small and medium-sized enterprises have settled in its surrounding area, which profit from cooperation possibilities and the availability of quality
steel. Frankfurt (Oder) sees itself as administrative, service and trading centre in the east
of Brandenburg with the functions of an upper level centre. Despite the features of a struc-
4
turally weak region with a trend to small and very small companies there are several facilities in Frankfurt/Oder which offer big chances for the economic development. These are
the Technology Park East Brandenburg with the Institute for semi-conductor physics and
the industrial park Euro Transport & Trade Center (ETTC) which is oriented to the logistics
industry. In addition, the town is increasingly establishing itself as a German-Polish platform for trade and cooperation, flanked by trade fairs such as Logtrans as well as the University of Viadrina.
A decisive boost for growth and the economic development of the town is expected from
the settlement of the company “First Solar Manufacturing” from Phoenix, USA. After completion of a factory for the production of thin layer solar modules around 400 new jobs will
be created in the then world’s biggest factory for this purpose. Conergy AG from Hamburg, the solar company with the highest revenue in Europe, has also chosen Frankfurt for
a new location so that together with Odersun AG, which is already based here, a cluster
for the solar industry could emerge.
The western part of the region which borders onto Berlin functionally assumes the role of
a relief zone for the capital city with a differentiated economic and industry structure. The
GVZ [Goods Traffic Centre] Berlin east Freienbrink can also be found here. The region in
between is a classical structurally weak rural region with isolated smaller commercial
cores such as Bad Freienwalde (brick industry) or Beeskow (wood industry).
Sources: www.ihk-ffo.de, www.oderland-spree.de, www.frankfurt-oder.de
Fig. 3: Specifications Oderland-Spree region
Surface area:
Inhabitants
Upper level centre
Unemployment
Universities
Average income level
(2006)
Main business industries
The most important export goods
Important companies / logistics centres of the region (selection)
4,519 km² (Frankfurt/Oder, counties Märkisch-Oderland, Oder-Spree)
454,280 / 101 inhabitants/km²
Frankfurt (Oder) (65,000 inhabitants)
approx. 20 %
Europe University of Viadrina Frankfurt (Oder) (Law, Economics, Cultural Studies)
Employee producing trade EUR 3,161
Blue collar worker producing trade: EUR 2,093
Metal production and processing,
Logistics,
Microelectronics,
Information and communications technology
Sheet metal / wire made of iron or steel
Paper / cardboard
Chipboards and fibreboards, etc.
Electrotechnical products
Eko Stahl Eisenhüttenstadt
Duktil Guss Fürstenwalde
SEAG Systemelemente AG
Ferrostaal Maintenance Eisenhüttenstadt GmbH
ETTC Euro Transport & Trade Center
GVZ Berlin-East, Freienbrink
Bühler Electronic GmbH
IHP Institute for innovative microelectronics
MAF- Microelectronic Assembly Frankfurt (Oder) GmbH
Call24 Telemarketing AG
Sources: Chamber of Commerce Frankfurt / Oder, www.frankfurt-oder.de., www.oderland-spree.de
5
1.2
Special economic zone Kostrzyn – Slubice
The special economic zone of Kostrzyn and Slubice was established according to the
regulations of the Council of Ministers of 9 September 1997. The administration of the
special economic zone was handed over to an Aktiengesellschaft [joint stock company]
with the same name. After all necessary preparatory tasks had been settled, the executive
board of the specialist economic zone began intensive advertising and marketing activities.
The special economic zone of Kostrzyn and Slubice is still a very young zone which is extremely attractive in the opinion of the investors. That this decision was right was confirmed in the first few years of its existence already.
The most important concession consists in the exemption from corporate income tax. This
can be up to 50% of the investment volume with large companies and up to 65% with
small and medium-sized companies. The actual amount of the subsidy is determined by
calculating the costs which are liable to subsidies in the three most important spending
groups property acquisition, expenses for buildings as well as expenses for the equipment
of new companies, in particular for: machinery and plants, work appliances and apparatus,
technical office equipment, technical infrastructure. The government aid granted in the
special economic zone of Kostrzyn and Slubice for the companies has the character of a
regional subsidy. This means that the concessions are also determined for creating new
jobs in connection with the investment. In order to calculate the costs, which serve as
computation base for promoting new jobs, the company’s labour costs (gross salary and
secondary costs) for the new jobs, which are incurred within two years, are taken into account. However, subject to the condition that the new jobs are maintained for at least 5
years, beginning from the date upon which the government aid is granted.
The amount of the government aid is, as with the investment concessions, up to 65 % of
the labour costs with SME and up to 50 % of the labour costs with large companies. The
minimum volume of the investment, that entitles to claim the public subsidies, is EUR 100
thousand.
It is important to mention that the afore-mentioned principles for granting public aid in Poland apply since 1 January 2001 and comply in full with the provisions of the European
Union concerning regional aid. (bezgranic.net)
So far three permits were granted for the construction of factories in the special economic
zone Kostrzyn-Slubice (KS SSE). The total value of these investments is EUR 40 million.
The transport and logistics company Simex and AM Dönerfabrik (Turkish-German capital),
specialised in meat processing, are investing in Slubice. Work will begin on the construction of a factory of the Faurecia Group in Gorzow Wielkopolski, in which automotive cockpits will be produced. 400 employees are to be employed at this location in the first stage
of this investment. The representatives of KS SSE informed about well-advanced talks
with a Finnish-Canadian company. The possible investment would relate to the wood industry. As a result a factory for EUR 120 million would be erected on an area of 60 ha in
Kostrzyn near the Oder.
Sources: www.msz.gov.pl, business bulletin No. 38 of 23.09.2006
6
Town of Slubice
Almost 5,000 companies were registered in Slubice at the end of 2000. Besides trade
there are primarily industrial companies (production of furniture, semi-finished parts for the
building industry and food) as well the building industry and gastronomy. The establishment of the special economic zone of Kostrzyn and Slubice in September 1997 secured
additional preferential conditions for the companies. (www.ewz.euv-ffo.de)
1.3
Logistics infrastructure: ETTC Frankfurt (Oder)
The Euro Transport & Trade Center (ETTC) sees itself as a logistics centre at the interface of the Pan-European east-west main transport axis II Netherlands – Germany – Poland – Russia with the north-south axis Szczecin – Prague. The offer of the ETTC is composed of transport and logistics services with a logistics-oriented industrial park and a CT
terminal. The target group of the ETTC is above all oriented to companies with east-west
market orientation, which wish to take advantage of the benefits owing to the proximity to
the border and the German and Polish markets as well as favourable personnel and cost
structures. As service provider the ETTC provides assistance in developing co-operations,
corporate models, the search for employees and in establishing contacts to state institutions.
Fig. 4: The location system of the ETTC
Fig. 5:
ETTC
The industrial real estate of the
Source: ETTC
Source: ETTC
The industrial park is located directly near the motorway junction Frankfurt (Oder)-West of
the A12/E30. It is broken down into two sub-areas, one north and one south of the motorway on a total surface area of approx. 40 ha. (cf. Fig. 5). Fully-developed trade and industrial areas with property sizes between 1,000 and 10,000 m² are offered which enable 24
hour operation. Owing to the currently still low marketing status it is possible for companies to select customized area layouts.
7
The transport carriers road and rail are linked on a sub-area of the shunting yard Frankfurt
(Oder), approx. 5 km north of the industrial park. It was put into operation in April 2005.
The operator of the facility is the BTS-Kombiwaggon company which belongs to the DB
Group. At present direct transports are offered to the German seaports of Hamburg and
Bremerhaven. Connections to Brest (Polish-Belarusian border), Italy and to the Ruhr region are planned (cf. Fig. 6).
The efficiency of this facility can be seen as follows:
Surface area: 5 ha
2 transshipment tracks, length: 620 m
Transshipment capacity: 400 loading units / day
Transshipment area 500 m x 40 m
2 mobile cranes
Packaging of the goods in containers, customs clearance
Picking and handling, agency activities
Sources : www.ettc.de, CT terminal of the ETTC, status 02/2006
Fig. 6: Existing and planned direct trans- Fig. 7: Aerial view CT terminal Frankfurt (O)
ports of the CT terminal Frankfurt (O)
Source: ETTC
Source: ETTC
8
1.4
Significance of the German-Polish trade for the border region
The trade relations between Germany and Poland have constantly expanded in the last 10
years. Imports to Germany from Poland increased by 196.5 %, exports to Poland by 152.1
% in the period 1995-2003. This development is of major importance for the border region.
Diagrams 8 and 9 illustrate the relative significance of the exports for Germany and Poland as well as for their zones near the border. The border zones of the studied region
hold an excellent position in the exports to the respective neighbouring country in both
analyses. Thus, 11 % of all exports of the state of Brandenburg go to Poland in 2003. It
ranks first among the states which border onto Poland. The comparable figure for the
whole of Germany is merely approx. 3 %. The share of exports of the Voivodship Lubuskie
to Germany is very high with approx. 60 %.
Fig. 8: Exports from Germany and the federal states near the border to Poland
1995-2003, in % of the respective total exports
Source: Federal Statistical Office in HWWA, 2006
Fig. 9: Exports from Poland and the Voivodships near the border to Germany
1995-2003, in % of the respective total exports
Source: Federal Statistical Office in HWWA 2006
9
In order to present the actual significance of foreign trade it is necessary to compare the
share of exports of the macroeconomic power, the GDP of the respective territorial units.
Against the background of the low share of exports of GDP of the Voivodship Lubuskie the
high share of exports direction Germany is put into perspective. However, it is striking that
the Polish Voivodships near the border play a bigger part in the cross-border work distribution than the Polish economy on the whole. The situation is completely the opposite with
the federal German states near the border. Seen as the reasons for this is the lower significance of the processing trade compared with Germany as a whole.
Source: HWWA Report 263, Analyses and development trends for the German-Polish border zone, 2006
Fig. 10: Share of exports of the GDP, 2001
Source: Glówny Urzad Statystyczny, Federal Statistical Office, Centrum Informatyki Handlu Zagranicznego, HWWA, in
HWWA 2006
Within the framework of a study of the Chamber of Commerce Frankfurt (Oder), in which
the opinions and attitudes of companies in East Brandenburg (counties of Barnim, Uckermark, Märkisch-Oderland, Oder-Spree and City of Frankfurt (Oder) as well as in the region
of the economic chamber Gorzow were surveyed, it was expressed that business contacts
from the neighbouring country, in particular also after the accession of Poland to the EU,
hardly play a role for the majority of the companies from the region. Accordingly there has
been no initial trigger for comprehensive cross-border business integration through the
accession to the EU. Opportunities, offered for companies through the EU enlargement,
are above all used by those which were already active in the respective neighbouring
country before 2004 already. Thus, no structures can be seen which allowed the identification of sustainable cross-border business integration in the studied region Frankfurt
(Oder).
Source: Chamber of Commerce study “The EU enlargement in the opinion of companies in East Brandenburg, 2005, statements Mr. Radzimanowski, Chamber of Commerce Frankfurt (Oder)
10
1.5
Development trends in economic structures
Long-terms forecasts are difficult owing to a multitude of developments which can neither
be influenced or foreseeable. The future economic development in the region depends
above all on global development trends, the economic conditions in the border zone and
the development of cross-border business relations. Moreover, it is to be taken into account that respectively the German as well as the Polish border zone take part in international competition for locations. Principal indications are seen in a forecast of the Institute
for Labour Market and Professional Research of the Job Agency (IAB) for Germany, which
will tend to also apply to the border zone. According to this one can assume a further tertiarisation (from 71 % in 2005 to 77 % in 2020) and a further fall in the producing trade
(from 27 % to 21 %).
It can be assumed for Poland that the continuing structural changes will effect harmonisation to West European Standards, in particular in the agricultural sector, but also in the
service sector. For the border zone this means that owing to different initial situations the
Polish side will undergo a greater reorganisation process than on the German side. At
present there are still substantial differences in economic structures between German and
Polish regions. Different pre-requisites for settlement structures cause different changes in
economic structures. Greater upheavals are to be expected for regions more characterised by agriculture than for those which already have large shares in the service sector.
The results of a workshop in Szczecin on 06.02.2004 concerning the economic development trends in the German-Polish border zone can be summarised as follows:
•
•
•
•
•
To what extent the still underrepresented service sector on both sides of the border
can develop, depends on the company spread and the business industries.
In the course of harmonisation of the purchasing power to previous West European
standards of living the demand in the retail sector and in other service areas will increase on the Polish side.
With regard to the chances in the tourist sector reference is above all made to water
sports. The actual chances are however estimated as dim
Principle chances are seen for the border zone with company-related services. However, the actual development depends on the spread with companies. Potentials are
above all presumed for the compressed regions, these however only with the availability of qualified workers.
After the introduction of the free movement of labour one can assume a rise in the
border commuters from Poland to Germany. It is very difficult to put the expected extent into figures. It depends on the offers of work, the wage gap, which will continue to
fall, the demographic development and the transport infrastructure. According to the
spatial planning forecast 1999-2020 of the Federal Department for Building and Spatial Planning a commuter potential of approx. 11,000 Polish commuters is assumed for
the spatial planning region Oderwald-Spree in 2020.
Source: HWWA Report 263, analyses and development trends for the German-Polish border zone 2006
11
2.
2.1
STUDY OF EXISTING TRANSPORT INFRASTRUCTURE
Railway transport network
2.1.1 The railway transport network in the studied region
The railway network in the studied region is characterised by the east-west axes Berlin –
Frankfurt (Oder) - Warszawa and Berlin – Strausberg – Kostrzyn – Gorzow as well as the
north-south tangents Eberswalde – Frankfurt (Oder), Frankfurt (Oder) – Cottbus and
Szczecin – Kostrzyn – Rzepin - Wroclaw. In addition, there is the route connection with
Königs Wusterhausen via Grunow starting from Frankfurt (Oder).
Route Berlin - Frankfurt (Oder) – border D/PL
The route which is very important for the transport relations West Europe (in particular NL,
B, L) – Germany (in particular Rhine/Ruhr, North Sea ports) – Eastern Europe (PL, RUS,
Baltic States) is configured with double-tracks and can currently be driven at 120 km/h
(Berlin – Fürstenwalde) or 160 km/h (Fürstenwalde – Frankfurt/O). Merely in the section
Frankfurt/O passenger station – Oderbrücke is it only possible to drive 40-60 km/h owing
to superstructure defects, construction work and the desolate condition of the Oderbrücke.
Moreover, the Oderbrücke can only be driven single-track. Up to Frankfurt/O passenger
station the route is controlled using modern electronic signal box technology (ESTW) from
the operations control centre Berlin-Pankow. Moreover, the modern communication system GSM-R is installed.
The route is consistently electrified. The overhead contact line systems are fed with alternating current 15 kV 16.7 Hz up to the vertex of the border goods station Oderbrücke in
order to connect to the traction current configuration direct current 3 kV of the Polish network there.
Nearly all of the station facilities are in an excellent condition whereby particularly high investments were made in the Berlin long distance stations as well as the stations in Fürstenwalde and Frankfurt (Oder).
Route expansion
The section Erkner - Frankfurt (Oder) was completed as the first construction stage of the
route expansion for 160 km/h when the time table was changed in December 2005. One
exception is the section Hangelsberg - Fangschleuse at 120 km/h still, the expansion for
160 km/h began on 22.10.2006 and will end in April 2007. Moreover, it was possible to
hand over the new railway fly-over Leipziger Straße in Frankfurt (Oder). The travelling time
in the relation Berlin East Station - Frankfurt (Oder) is thus reduced by approx. five
(RegionalExpress) or approx. 15 minutes (EC traffic).
12
The new ESTW station Oderbrücke will be put into operation when the time table changes
in December 2006. From this time the route will be completely fitted with modern control
and security technology.
The sections Berlin East Station - Erkner and station Frankfurt (Oder) - Oderbrücke will be
upgraded to 120 - 160 km/h or 100 km/h at a later date (expected after or by 2010) according to the information of DB Netz AG. It will then only take 36 minutes to travel from
Berlin East Station to Frankfurt (Oder). These measures depend on sufficient financing by
the federal government. The aim is to invest a total of around EUR 560 million in the infrastructure.
160 km/h can be driven to a large extent on the Polish side following extensive expansion
measures in the last few years. The aim is also to further reduce the travelling time there.
Capacity for goods traffic
Passing loops were realised on both sides for goods traffic in the stations Fangschleuse,
Fürstenwalde, Berkenbrück, Briesen and Pillgram within the framework of the route expansion.
The length of the passing loops is at least 750 m in all stations, as the ore deliveries
Rostock / Hamburg – EKO Ziltendorf are carried out using trains with a length of up to
750m now already. The 600 m track length required for international traffic is thus clearly
exceeded.
Bottlenecks currently exist still in the area Frankfurt/O (passenger station, Oderbrücke).
The track gauge plan in Frankfurt (Oder) station will be optimised in 2007, with extensive
new switch constructions for guaranteeing sufficiently long passing loops for goods traffic.
With the completion of the ESTW measures in the Oderbrücke station there will be a consistent block distance of 1,500 m on the route for maximum route occupancy (capacity).
The focus of the goods traffic will continue to be placed on hours during the night, in which
the high-frequency and fast passenger traffic (160 km/h) does not have to be taken into
account. Goods train speeds of 90 km/h are the rule with rolling material used today and
in the near future. The goods traffic can be processed at five minute intervals (12 trains
per hour and direction) with this.
Railway bridge over the Oder
Restrictions currently exist in the area of the railway bridge over the Oder for the crossborder traffic. Since the time table was changed in December 2005 the critical condition of
the bridge only allows single-track operation at 50 km/h over the direction track Frankfurt
(Oder) > Kunowice, which was repaired for EUR 370,000.
13
DB Netz AG is planning to replace the desolate railway bridge by foreland bridges which
will be erected completely new as well as a bowstring arch bridge over the main current
(passability with respectively 100 km/h). The measures will comprise a cost volume of approx. EUR 20 million and are expected to be finished at the end of 2008.
After the blueprint planning has been completed, a financing agreement is to be concluded between Poland and Germany (treaty) in 2006 still. This will be followed by the
planning approval procedures and the bid invitation for the construction measures. The actual construction work is to begin In October 2007 with a total of four construction stages,
in which first the northern and then the southern bridge track is to be erected new.
Fig. 11: Railway bridge over the Oder in September 2005
Source: DB Netz AG
Border goods station Oderbrücke
The border goods station Oderbrücke is in a bad condition owing to the age of the installations and the high load over many decades.
Eight tracks are available. These are broken down into an import and an export group with
respectively four tracks and corresponding one-sided signalisation. With the commissioning of the ESTW Oderbrücke at the end of 2006 there will be eight tracks with signalisation on both sides (two line tracks, six handling tracks) available. The two centrally located
line tracks are currently being renewed (track replacement, track superstructure). The
complete track renewal including switch replacement will continue until 2007.
The electric locomotives are being replaced in Oderbrücke station owing to the deviating
traction current supply. The trains enter the station tracks and are moved up to the exit
signals with drawn-in current collector. A towing locomotive of the station pulls the traction
vehicle from the track, the electric locomotive of the Polish or German partner takes over
the train.
14
The border clearance services are carried out during the standstill time. These in particular
comprise the handling of the shipping documents by the customs authorities (track scales
are not available), the incoming inspection and if applicable regulation of the rolling material by the wagon foremen.
An extension of the station is practically not possible owing to the geographical conditions
(dyke location, sensitive nature area). The goods traffic division of the DB Group, Stinnes
Logistics / Railion, as decisive player in the cross-border rail haulage is considering relocating the clearance services into the generally dimensioned Rzepin station on the Polish
side in the long term.
Fig. 12, 13: Border goods station Oderbrücke in August 2006
(with view in direction Frankfurt/O passenger station or railway bridge over the Oder)
Other goods traffic and transshipment facilities in Frankfurt (Oder)
Shunting yard Frankfurt (Oder)
The shunting yard in Frankfurt (Oder) was very important in rail haulage in the GDR. Thus,
approx. 50 goods trains were cleared per day by more than 500 workers. Its importance
fell sharply since 1990. The reason for this is the clearly declining collection and distribution function of the shunting yard in conjunction with substantially changed modal split in
goods traffic as well as the general trend towards longer operating relations and increasing integration of CT terminals (container traffic).
DB Netz AG is planning to reduce the track systems to a configuration which is useful for
the operations (system optimisation) in connection with the already carried out conversion
of the signal box technology (ESTW). Moreover, the shunting yard Frankfurt (Oder) was
shutdown as an independent operating point effective as of 20.12.2005.
15
CT terminal ETTC Frankfurt (Oder)
The transshipment station for combined traffic of the goods traffic centre Euro Transport &
Trade Centers (CT terminal ETTC), which was completed at the end of 2001 already, was
put into operation in the area of the former south group of the shunting yard on
06.04.2005. The transshipment station consists of two transshipment tracks with a length
of 620 m, two mobile cranes and a transshipment area of approx. 20,000 m². The owner
of the facility which costs approx. EUR 10 million is the City of Frankfurt (Oder), leaseholder is BTS Kombiwaggon. There is a one-sided connection to the track systems of the
passenger station through a shunting siding. The security through the passenger station is
guaranteed by a daily 24h operation.
The current offer of the CT terminal consists of three container block trains per week and
direction in the direct connection Frankfurt (Oder) – Bremerhaven / Hamburg as well as
single wagon traffic (public goods traffic point). Other relations (Brest / Moscow, Ruhr region / western North Sea ports, Italy) are being planned. At present mainly products which
are determined for the East Brandenburg region or which are produced in this region are
transshipped. According to the information of the operators BTS Kombiwaggon (terminal)
and freight forwarders Petersen (train traffic) the capacity utilization of the block trains is
65-75 % - however the operation would not cover the costs. It is intended to increase the
number of container trains to five per week from January 2007.
The city of Frankfurt (Oder) is supporting a form of system optimisation which does not restrict the operation of the CT terminal or burden it with even more high costs. This was
made clear with objections within the framework of the TÖB participation of the planning
approval procedure initiated by DB Netz AG.
Fig. 14: CT terminal of the ETTC in August 2006
The city is intending to rent further tracks (concretely: four tracks as capacity reserve)
from DB Netz AG or to take over the altogether necessary track infrastructure and operate
this as a connecting line under its own management. The negotiations in this respect have
not been completed yet. DB Netz AG has undertaken to not dismantle the currently temporarily shutdown tracks, which are envisaged as capacity reserve for the CT terminal, in
2006.
16
Route border D/PL – Poznan – Warszawa
European classification
The route is part of the Pan-European Transport Corridor II Berlin – Warsaw – Minsk –
Moscow, as defined by the European Commission, which is attributed a fundamental significance for the trade relations between the EU and the Russian Federation.
Fig. 15: The classification of the route Berlin – Warszawa in the context of Rail Baltica
Route
Via Baltica
European
Transport Corridor I
European
Transport Corridor II
Studied region
Source Map basis PKP 1997
The Corridor II connects a large part of the industrial centres of the EU with those of the
Russian Federation (Moscow, Nischni Nowgorod, Samara, Togliatti, Wolgograd and
Swerdlovsk). The EU share of the Russian foreign trade amounted to 31% in 2003. Although a large share of the exports from Russia is energy in the form of oil or gas via
pipelines, a large share of the transport volume remains in the form of ores, metals and
partly-processed products.
17
A constant increase in the transport service of fully-processed products is forecast in both
directions. The route of Rail Baltica will be reached in Warsaw which branches off there as
Pan-European Transport Corridor I.
Factual status
The goals of the planned measures were specified in more detail (only for the route Berlin
– Warsaw) within the framework of the “Agreement between the Federal Ministry for
Transport, Building and Housing of the Federal Republic of Germany and the Minister for
Infrastructure of the Republic of Poland concerning the cooperation in the further development of the railway links Berlin – Warsaw (Warszawa)(C-E 20) as well as Dresden –
Breslau (Wroclaw)(E30/C-E 30)” of 5 June 2003:
•
•
•
•
•
•
•
Maximum speed 160 km/h
Adjustment to the parameters of the agreement AGC and AGTC with regard to route
occupancy and load category
Reduction in travelling time from more than 6 hours to no more than 5 hours (ECtraffic)
Harmonisation of the technical conditions in railway traffic between the states
Improvement of the standards for goods traffic above all also for the combined goods
traffic
Doubling of the rail market share in this corridor (initial situation: 4% passenger traffic,
2 % goods traffic)
Implementation by the end of 2006
The essential implementation of the defined measures is expected by the end of 2006.
Deviations from the target condition will then merely exist in the station areas of
Swiebodzin, Zbaszynek, Zbaszyn, Poznan (partial) and Konin as well as expected in parts
of the route section Lowicz – Warszawa.
An overview of the essential measures including the EU subsidies on this railway route
can be seen from the following table (see Fig. 16). The route national border D/PL Rzepin – Terespol – national border PL/BY continues to play an important role in the national development plan 2007 – 2013 (see Fig.17).
18
Fig. 16: Measures on the railway route E 20 (Berlin – Warszawa – Russia)
Route
tegory
Modernisation
Main axis
Germany Berlin – Frankfurt/O - border
Poland
Kunowice - Rzepin
Lengt Begin
h
(km)
84.0 1997
Modernisation
25.0 2002
2005
Main axis
Main axis
Poland
Poland
Modernisation
Modernisation
2003
38.0
2009
2002
Main axis
Poland
Modernisation
52.0 2000
2006
Main axis
Poland
121.0 2004
2007
Main axis
Poland
Main axis
Poland
Main axis
Poland
Modernisation
(stage I)
Modernisation
(Bypass for
goods traffic)
Modernisation
(border crossing)
Repair
Main axis
ca-
Country
Section
Junction Poznan
Warszawa –
Minsk Mazowiecki
Minsk Mazowiecki –
Siedlce
Siedlce – Terespol
Lowicz –
Skierniewice –
Lukow
Malaszewicze –
Terespol
Border BY/RUS Moscow
Measure
End
2010
Status
finished
finished
finished
Costs
(mill €)
EU subsidy source
539
ERDF: € 103 mill.
24
Coherence Fund (75%)
105
133
291
182.0 2010
2002
500.0
finished
EBRD
Source: PKP 2006, HB Verkehrsconsult / VTT 2005, own research
Fig. 17: Development of the Polish railway network in the current development plan
Source: www.plk-sa.pl
19
A total of EUR 1,709 million are to be invested for the route recorded as European railway
route E-20 in the planning period with the co-financing of the European Cohesion Fund,
and an amount of EUR 380 million for the Polish part-route of the Rail Baltica recorded as
E-75 (cf. Fig. 15).
In this connection the project of a high speed route Warsaw – Lodz – Poznan / Wroclaw is
significant, for which investments in the amount of EUR 1,700 million are envisaged for a
first phase in the national development programme 2007 – 2013 also with the co-financing
of the European Cohesion Fund. As a result additional capacities would be produced for
the axis Berlin – Poznan – Warszawa in a medium to long-term perspective as it is expected that additional capacities would become free for goods traffic on the existing route
Poznan – Warszawa, since the long distance passenger traffic will mainly be relocated to
the high speed route.
The border-zone route section to Rzepin as well as within the Voivodship Lubuskie
EUR 30 million were invested with a 60 % ISPA subsidy for the modernisation in the section national border – Rzepin. The 16 km long section was completed in 2005 already (cf.
Fig. 16 above). The following objectives were associated with this measure.
•
•
•
•
•
•
•
•
•
Refurbishment and modernisation of all route parts except the superstructure from
1995, with which only critical parts of the railway bed were renewed
Reinforcement of bridges to the necessary extent
Increase in the route capacity and transport safety with the help of automatic section
blocking
Technical signal equipment in line with ERTMS / ETCS TAP
Overhead contact lines and relay stations
Level crossings
Platform installations with simplification of the pedestrian guidance
Travel speeds of up to 160 km/h
Compliance with AGC and AGTC standards
Whereas the section Kunowice – Rzepin can be driven at 160 km/h, conditional restrictions to 100 km/h exist in the section national border – Kunowice through the curved routing. Moreover, DB Netz AG points out that the Polish network operator PLK currently only
permits a route speed of 80 km/h there owing to special provisions which deviate from
those on the German side.
The route is fitted with electronic signal box technology from German production (Adtranz,
today Bombardier Transportation) and level crossings at grade with new security systems.
20
Fig. 18: Route characteristics in the area of the Voivodship Lubuskie
ROUTE CHARACTERISTICS
Border D/PL – Rzepin – Poznan - Warszawa
(within Voivodship Lubuskie)
Route number PLK / 003 /
railway corridor
E 20
Traction type
electrified
Number of tracks
double-track
Significance
important state railway corridor
SPFV, SPNV, GV [goods traffic]
Traffic
Vmax
120 - 160 km/h
Route length
96 km
As on the German side the traffic on the route is also secured by PZB technology. Despite
the fact that the systems are of the same construction to a large extent they are not compatible so that traction vehicles of the German partners have to switch off the system installed in the driver’s cab (see also Chap. 3.2). The equipment of the route with state-ofthe-art telecommunications technology (GSM-R) is in preparation.
Fig. 19, 20: Route impressions in Kunowice station
(view direction Slubice or Rzepin)
21
Stations / goods traffic facilities
Whereas the already existing Kunowice station was modernised a new, modern Slubice
station was built in the area of the junction with the national highway N29 south east of the
town. Both stations act as access points in the local passenger traffic by rail, with respectively two outer platforms on the line tracks.
Fig. 21, 22: Slubice station (respectively view direction Kunowice)
There are no passing loops for the goods traffic, these are not necessary either through
the proximity of the high-capacity Rzepin station. A goods traffic connection with low capacity and simple loading possibilities are available in Kunowice station (ramp, loading
line).
Fig. 23, 24: Kunowice station
(platform installations and goods traffic connection, respectively view direction Rzepin)
22
Railway junction Rzepin
The north-south connection Szeczin – Kostrzyn – Rzepin – Zielona Gora –Wroclaw
crosses in Rzepin station. The configuration of the station reflects the historic development of the railway junction. The northern area of the platform installations and track systems is allocated to the route Berlin – Warszawa, the southern to the north-south connection. The reception building is located between these in an island position. The condition is
accordingly: modernised installations in the northern area, substantial need for renewal in
the southern area.
Fig. 25, 26: Rzepin station (platform installations, view direction west / east)
The Rzepin station makes very high capacities available for forming, clearing and controlling goods traffic in the western head of the station installation.
The spacious northern track formation allocated to the line tracks Berlin – Warszawa offers high capacity and a modern standard through the measures which were carried out
within the framework of the route expansion. The south formation has average capacity
and requires modernisation and thus adjustment to the standard of the north formation.
For transit goods traffic in the relation Szczecin – Kostrzyn – Zielona Gora –Wroclaw
(north-south connection) it is possible to bypass Rzepin station via an approx. 7 km long
bypass route. This is developed double-track, electrified and can be driven with up to 80
km/h. The removal from the regular route is carried out approx. 2 km north west of the station near the town of Drzensko. In the further course the route Berlin – Warszawa is
crossed, in close dependence the location of Europe road E30 recorded (route bundling)
and integrated into this with the regular route direction Zielona Gora in the junction area.
The regular route itself is double-track from the direction of Szczecin, configured only single-track from the direction Zielona Gora, whereby only the south formation of the goods
track systems can be used, however the exit in direction Kunowice / Berlin is possible.
23
As opposed to this goods trains of the Berlin – Warszawa route can use both goods track
formations via a connecting track in the eastern head of the station, including driving possibilities in direction Szczecin or Zielona Gora.
Fig. 27, 28: Goods track systems in the western head of Rzepin station
(north and south formation, respectively with view direction Kunowice)
Route Szczecin – Rzepin - Wroclaw
This route forms a large-scale north-south tangent in the Polish railway network and is
classified as an important state railway corridor (CE 59). According to the national development plan 2007-2013 investments with a volume of EUR 650 million are estimated for
expanding the route section Rzepin – Wroclaw (223 km) (cf. also map development of the
Polish railway network in the current development plan, Fig. 17, p. 22).
Fig. 29: Route characteristics in the area of the Voivodship Lubuskie
Szczecin – Rzepin - Wroclaw
railway corridor
CE 59
Traction type
electrified
Number of tracks
double-track
Significance
Traffic
important state railway corridor
SPFV, SPNV, GV
Vmax
40 – 60 km / h
Route length
146 km
24
In addition the route section Kostrzyn – Zielona Gora is being examined as a part route for
a western variant of an upgraded railway connection between the two municipal main centres of the Voivodship Gorzow Wielkopolski and Zielona Gora.
The future desired significance of the route can hardly be determined so far from the current condition. The route is in fact consistently configured double-track and electrified,
however the permissible route speed fluctuates substantially, depending on the maintenance condition between 40–100 km/h. The 120 km/h required for fast traffic are not
reached. Measures are currently being carried out to remedy substantial falls in speed in
the section Rzepin – Zielona Gora.
Fig. 30, 31: Platform installation of the route in the southern area of Rzepin station
Fig. 32: Double-track bypass west of Rzepin station
(in the level of the crossing of the link road Rzepin – Nove Biskupice; in the background
the crossing of the Berlin – Poznan – Warszawa route)
Fig. 33: Single-track introduction of the route in the south eastern head of Rzepin station
(with entry of a seasonal express train Wroclaw – Swinoujscie)
25
Route Berlin – Strausberg – Küstrin-Kietz – border D/PL
By 2010 the control and security technology will be modernised and the superstructure
upgraded to a route speed of 120 km/h from Strausberg. The first construction stage with
the ESTW-Z Küstrin-Kietz will go into operation when the time table is changed in December 2006. This package of measures also includes e.g. the refurbishment of the Oder foreland bridges.
The project also comprises ESTW technology on the Polish side up to Kostrzyn station.
Consequently a clear system interface will be formed in the railway junction Kostrzyn.
The further modernisation of the route in the section Berlin Ostkreuz – Strausberg has not
yet been concretely classified (from 2010). This measure will also include a conversion of
Strausberg station.
Fig. 34: Route characteristics Berlin – Strausberg – Küstrin-Kietz – border D/PL
Berlin – Strausberg – Küstrin-Kietz – border D/PL
(within the state of Brandenburg)
Route number PLK / 6078 / -railway corridor
Traction type
not electrified
Number of tracks
Traffic
single-track
(section Trebnitz –
Seelow-Gusow doubletrack)
regional, in particular as national detour route
SPNV, GV
Vmax
100 km/h
Route length
68 km
Significance
Route border D/PL – Kostrzyn – Gorzow Wlkp. – Krzyz – Tczew
At present the route can only be driven at a maximum speed of 40-60 km/h owing to wear
and tear and neglect of the maintenance on part sections so that the travel time for passenger traffic increases by 7 to 41 minutes in the section Kostrzyn – Gorzow Wlkp. The
necessary restrictions are in particular a result of deficits in the superstructure condition,
bad visibility as well as insufficiencies in the control and security technology.
The consistent maximum speed of 100 km/h is to be restored through investments in the
amount of 8 million Zloty in the period 2007-2010. The current route occupation is 22 passenger and 8 goods trains per day.
26
Fig. 35: Route characteristics border D/PL – Kostrzyn – Gorzow Wlkp. – Krzyz – Tczew
Border D/PL – Kostrzyn – Gorzow – Krzyz – Tczew
Route number PLK / 203 / -railway corridor
Traction type
not electrified
Number of tracks
double-track
Significance
regional
Traffic
SPNV, GV
Vmax
100 km/h with restrictions
(40-60 km/h)
51 km
Route length
This route could increase in significance in the section Gorzow Wlkp. – Kostrzyn through
the upgrade for accelerated regional traffic between the two municipal centres of the
Voivodship Gorzow Wlkp. and Zielona Gora. The pre-requisite is above all the construction of a connecting curve in Kostrzyn. As a result the travel time in this relation is to be
reduced by 52 minutes to 132 minutes. As an alternative a routing via Miedzyrzecz Zbaszynek is being examined.
Fig. 36, 37: Route Kostrzyn – Tczew in Kostrzyn station
Route Eberswalde – Werbig – Frankfurt (Oder)
The superstructure was renewed in sections in the last few years. Moreover, work was
started on the modernisation of level crossings. It is envisaged that a route speed of 80
km/h will be possible for the part route Eberswalde – Werbig by approx. 2012. The realisation of the 4th construction stage of the ESTW Ostbahn (control station in Küstrin-Kietz
27
station) in the routing Bad Freienwalde – Frankfurt (Oder) is still open. A simple, more
cost-effective form of control and security technology may be used.
Fig. 38: Route characteristics Eberswalde – Werbig – Frankfurt (Oder)
Eberswalde – Werbig – Frankfurt (Oder)
Route number PLK / 6758, 6156 / -railway corridor
Traction type
not electrified
Number of tracks
single-track
Significance
regional
Traffic
SPNV, GV
Vmax
60 km/h (Ew. – Werbig)
100 km/h (Werbig – Ff./O)
85 km
Route length
Route Frankfurt (Oder) – Grunow – Königs Wusterhausen
The aim here is also to guarantee a route speed of 80 km/h by approx. 2012. The work on
the superstructure (approx. 25 %) and on the level crossing installations (modernised to a
large extent) are in an advanced stage. The signal box centralisation of the section Frankfurt (Oder) – Grunow is already completed.
Fig. 39: Route characteristics Frankfurt (Oder) – Grunow – Königs Wusterhausen
Frankfurt (Oder) – Grunow – Königs Wusterhausen
Route number PLK /
railway corridor
Traction type
6253, 6520 / --
Number of tracks
single-track
Significance
regional
Traffic
SPNV, GV
Vmax
60 km/h Grunow - Kwh
100 km/h (Ff. – Grunow)
82 km
Route length
not electrified
28
Route Frankfurt (Oder) – Guben - Cottbus
The route can be driven at 120 km/h, from Peitz east at 140 km/h with continued existence
of the double-track ability. Presuming maintenance as well as punctual substitute measures, no fundamental activities with an effect on travel time are necessary. The modernisation of the level crossing installations is about to be concluded.
The planning for an ESTW Guben was deferred at DB Netz AG. Current measures are the
adjustment of the track gauge plan in Guben station in order to simplify the routes in direction border (Gubin).
Fig. 40: Route characteristics Frankfurt (Oder) – Guben - Cottbus
Frankfurt (Oder) – Guben – Cottbus
Route number PLK / 6153, 6345 / -railway corridor
Traction type
electrified
Number of tracks
double-track
Significance
national
Traffic
SPNV, GV
Vmax
120 km/h
(Frankfurt/O – Peitz East)
140 km/h
(Peitz East - Cottbus)
86 km
Route length
2.1.2 Other routes with significance for cross-border goods traffic between Germany and Poland
An analysis of further route infrastructure significant for cross-border rail haulage between
Germany and Poland appears useful for the differentiated classification and assessment
of the routes presented in Chapter 2.1.1 which mark the studied region.
The border-zone rail transport network was substantially thinned out on the German and
Polish side in the last few years in order to be able to generate modernisation effects in
real time through a concentration on the main network as well as regional routes in conurbations, in conjunction with further market structuring measures. This process which is going at full speed in particular at the PKP results in the fact that both the condition of the infrastructure as well as that of the rolling material proves to be very heterogeneous.
29
The following diagram shows an example of the structure of the railway network in the
Voivodship Lubuskie. The relevant routes in the Republic of Poland and the planning of
PLK S.A. are also looked at in more detail in the following individual presentations.
Fig. 41: The railway network in the Voivodship Lubuskie
Route categories
Route with
national significance
Route with
regional significance
Route shutdown
Route variants for an upgraded railway connection
between the main municipal centres Gorzow Wlkp. –
Zielona Gora
~
# via Kostrzyn – Rzepin
(western corridor)
~ via Miedzyrzecz –
Zbaszynek
(eastern corridor)
Analysed routes
#
(Chap. 2.1.1 and 2.1.2)
large-scale connection
003 (Frankfurt) - Kunowice – Rzepin –
Zbaszynek – (Warsaw)
273 (Szczecin) – Kostrzyn – Rzepin –
Zielona Gora – (Wroclaw)
regional connection
014 (Forst) - Zasieki – Zagan – (Glogow – Lodz)
203 (Küstrin-Kietz) – Kostrzyn – Gorzow Wlkp. – (Krzyz – Tczew)
275 (Guben) – Gubinek – Zagan –
(Wroclaw)
358 (Guben) – Gubin – Zbaszynek
Source: PLK S.A. 2006
30
Route border D/PL – Gubin – Zbaszynek
The single-track route is broken down into a western part route (Gubin and Czerwiensk)
with exclusive goods traffic and an eastern part route (Czerwiensk and Zbaszynek) with
additional passenger traffic.
The current route occupancy for the eastern part route with 30 trains every day in goods
and 20 trains in passenger traffic is to be assessed as very high for a single-track route
and indicates a relatively high significance.
The current condition of the route is characterised by substantial restrictions, which are
above all a result of the neglected maintenance. The condition of the substructure is classified as so bad for the eastern section to the extent that if further maintenance measures
are omitted there is a threat of shutdown by 2010. PLK proposes that an amount of 3 million Zloty should be invested here in the period 2007-2010, with which the damaged areas
(repair sub-structure and track system, replacement of tracks) can be renewed in order to
achieve a maximum speed of 90 km/h.
In a further scenario PLK recommends measures beyond this with an investment volume
of 60 million Zloty for the period 2009-2013, with which a route speed of 120 km/h could
be achieved.
The focus of current plans for upgrading refers to the section Czerwiensk – Zbaszynek.
This section can be considered as a part route for the eastern variant within the framework
of the variant study for a fast railway connection between Gorzow Wlkp. and Zielona Gora.
The current travel time in passenger traffic of 81 minutes is to be reduced to 46 (with 90
km/h) or to 35 minutes in line with the future maximum speed.
Fig. 42: Route characteristics border D/PL – Gubin – Zbaszynek
Border D/PL – Gubin - Zbaszynek
Route number PLK /
railway corridor
Traction type
Number of tracks
Significance
Traffic
Vmax
Route length
358 / --not electrified; Czerwiensk –
Zbaszynek electrified
single-track
important state railway corricor
SPNV (Czerwiensk – Zbaszynek), GV
60 km/h (Gubin – Czerwiensk
no details)
95 km
31
Route border D/PL – Gubinek – Zagan – Wroclaw
The route is currently not consistently passable. The section border D/PL – Gubinek –
Lubsko, which is necessary for crossing the border, has been shutdown. Negotiations are
currently being conducted about the final dismantling. Whereas PLK is in favour of liquidation, three political sub-divisions on the route have so far refused to give their consent in
this respect. The future usability for cross-border goods traffic is thus open.
Based on the present knowledge it does not appear likely that the route will be reactivated
owing to the low, only regional significance. In this respect above all the route which runs
in the south (Forst) – border D/PL – Zagan – Glogow – Lodz is also to be given consideration. In Zagan it enables a transition to the section of route 275 which is in operation and in
Glogow to the large-scale connection Szczecin – Rzepin – Wroclaw (route 273).
Fig. 43: Route characteristics border D/PL – Gubinek – Zagan – Wroclaw
Border D/PL – Gubinek – Zagan – Wroclaw
railway corridor
--Traction type
not electrified
Number of tracks
single-track
Significance
Vmax
important state railway corridor (Bieniow – Wroclaw) otherwise regional
SPNV, GV; Gubinek – Lubsko
shutdown
50 – 70 km/h
Route length
45 km
Traffic
Route border D/PL – Zagan – Glogow - Lodz
The connection is a section of the relation Leipzig – Cottbus – Zagan – Wroclaw. Despite
the fact that it is mainly single-track it is of principle significance for goods traffic. To what
extent this can also be retained in the course of a further development of the Lower Silesian magistral on the route Falkenberg – Ruhland - Horka – Wegliniec – Milkowice – Wroclaw is currently open.
Despite the use by Intercity traffic (IC Wawel) the route is so far only given little priority.
Repairs were partially carried out on the superstructure. Conspicuous are deficits in the
level crossing security and the bad condition of the extensive installations in the Zary and
Zagan stations.
32
Fig. 44: Route characteristics border D/PL – Zagan – Glogow - Lodz
Border D/PL – Zagan – Glogow - Lodz
Route number PLK /
Railway corridor
Traction type
014 / --
Number of tracks
mainly single-track
(Zary – Zagan doubletrack)
of relevance for the
whole state
SPNV, GV
(Zagan – Glogow only
GV)
80-100 km / h
Significance
Traffic
Vmax (studied area)
Route length in the
Voivodship Lubuskie
not electrified
86 km
Route Angermünde - Szczecin
The superstructure in section Tantow – border PL was upgraded in the last few years to a
speed of 120 km/h. The section Passow – Tantow is currently being completely refurbished and prepared for a subsequent speed of 160 km/h. However, only 80 km/h are
possible from the border whereby the speed has to be reduced to 40 km/h at four level
crossings without a barrier. So far there have been no significant activities for upgrading
the section on the Polish side, the route in direction Grambow / Pasewalk was given priority (superstructure already renewed).
The modernisation of the control and security technology is in progress, the ESTW-A in
Passow already realised. The measures up to the border (ESTW-A Tantow) will be completed by 2008. Parallel to this, measures will be carried out to upgrade the superstructure
so that the route can be driven at 160 km/h to a large extent. According to information of
DB Netz AG a further EUR 40 million will be required in order to achieve the long-term
goal of a single-track electrified route which can be consistently driven at a speed of 160
km/h. These could be generated from the EFRE follow-up package.
Route Cottbus – Forst – border D/PL
The route has an efficient layout, with existing formation for a second track, can however
only be driven at 80-100 km/h owing to insufficient repairs. The condition of the installations in Forst station as well as the bridge over the Spree in the Cottbus urban area, which
currently can only be crossed at 10 km/h, is also unsatisfactory. It is not planned to expand the route in the near future owing to the relatively low demand and limited financial
funds. The modernisation of the level crossing installations is to be completed by 2008.
33
Berlin – Cottbus - Görlitz
The modernisation of the control and security technology to Cottbus is to be completed by
the end of 2008. The upgrading of the route Berlin - Cottbus for a higher route speed (to a
large extent 160 km/h) is currently in preparation and is to be completed by 2011.
No through measures are envisaged so far for the route Cottbus – Görlitz which is driven
at 120 km/h to a large extent. The Federal Transportation Route Plan envisages a doubletrack expansion for 160 km/h as well as electrification. However, this measure is not given
top priority and is therefore not scheduled. It is being discussed by the states of Berlin and
Brandenburg, the Voivodship Dolnoslaskie and the town of Wroclaw for a subsequent
guidance of long distance traffic from Berlin to Wroclaw via Horka by including the long
distance station BBI. It is being examined within the EU project “Via Regia” whether it is
also useful to guide the long distance traffic from Berlin to Wroclaw via Görlitz (and subsequently via the direct connection Horka – Wegliniec) in the short term.
Cottbus – Leipzig, Cottbus - Dresden
The infrastructural pre-requisites exist here for processing high-volume goods traffic in the
medium-term. The ESTW fitting of the section Ruhland – Großenhain is expected to be
carried out by 2008. The aim is to increase the route speed to 120 km/h and thus reduce
the travel time in the relation Cottbus – Dresden.
Lower Silesian magistral
The expansion goals of the Lower Silesian magistral project are the double-track expansion of the magistral section Knappenrode – Horka – border PL as well as an extensive
renewal of the railway bed (for a route speed of at least 120 km/h), the modernisation of
the control and security technology including level crossing installations (draft speed 160
km/h) as well as attractive stations in the area of the magistral itself and with the corresponding routes.
The project was in particular initiated for improving the conditions for the heavy goods traffic in the relation North Sea ports – Central Germany – Gorny Slask – Ukraine / Slovakia.
The initial focus is placed on expanding the route Knappenrode - border PL. The 1st construction stage comprises the double-track expansion as well as the ESTW fitting of the
nd
section Knappenrode - Horka goods station, the 2 construction stage comprises the
double-track expansion and the ESTW fitting up to the Polish border and the electrification
of the route. It is estimated that the route will be blocked for 12 to 18 months (no concrete
time line yet) with substantial implications for the diversion traffic in particular also through
the routes of the studied region.
34
2.2
Road transport network
2.2.1 Highway network in the studied region
The national road network in the Frankfurt (Oder) / Slubice region is characterised by the
motorway A12 or national highway N2. The classification as European road E30 illustrates
its position for transcontinental east-west traffic with its final destinations in the Netherlands in the west and in Moscow in the east. The transport axis B1 / N132 Berlin – Gorzow
Wlkp. – Elblag via Küstrin-Kietz / Kostrzyn forms a further important interstate connection
in the narrower studied region.
These connections and planned measures are presented below. We have refrained from
a detailed presentation of cross-border road connections with local / small-area character
as they have no significance for large-scale goods traffic.
European road E30 Amsterdam - Berlin - Warsaw - Moscow
The road connection to be classified as magistral for east-west traffic is configured as
four-lane motorway west of the Oder. Qualitative restrictions exist in section AD Spreeau –
AS Fürstenwalde West through the absence of a hard shoulder. The A12 leads into the
motorway interchange Spreeau in the Berlin motorway ring A10 which is expanded to six
lanes in the south-east perimeter.
Fig. 45: Route characteristics E30 Amsterdam - Berlin - Warsaw - Moscow
Amsterdam - Berlin - Warsaw – Moscow
(E30)
(within studied region)
Classification
Motorway (D) A12, E30
National highway (PL) N2, E30
Expansion condition 4-lane motorway (D);
2-lane highway with hard shoulder (PL)
Large-scale
Netherlands / Rhine-Ruhr – Berconnection
lin – Warsaw - Moscow
Significance /
Large-scale interstate road axis /
demand
high to very high demand
Border crossing
Frankfurt (Oder) - Swiecko
Perspective
Consolidation and expansion as
high-performance route in European east-west traffic
6-lane expansion AD Spreeau –
Frankfurt; consistent motorway
Swiecko – Brest (until 2013)
Planning
A four lane expanded highway is available on a length of approx. 3 km up to the junction
with the national highway N29 (Slubice – Krosno Odrzanskie) from the border crossing
point on the Polish side. The interchange with substantial traffic from or in the direction of
35
Zielona Gora is level-free, however designed with simple connections for vehicles turning
left (potential for conflict, restricted capacity).
Fig. 46, 47: Road condition E30 after the border crossing on the Polish side
(with middle strip or crash barriers and full hard shoulder)
In the further course the profile which frequently exists in the national highway network of
the Republic of Poland, with a lane width of approx. 3.50 m and a hard shoulder width of
approx. 2.00 m is driven in both directions. The capacity is surprisingly high through the by
all means flexible, albeit dangerous exploitation of the large road cross-section. According
to own observations slowing traffic and even tailbacks merely develop in the few areas of
roadworks, the speed limits can be achieved and exceeded easily as the traffic police do
not control the area very often.
Fig. 48, 49: Quality of the N2 west of Rzepin as well as near Pniewy
Conspicuous is the strong wear and tear of the road surfaces owing to the by all means
high volume of heavy goods traffic. Even relatively young asphalt surfaces are characterised by partly strong lane grooves, with implications for road safety in particular when
changing lanes and with excessive speed and lanes which are wet from the rain (danger
of aquaplaning).
36
Fig. 50, 51: Marked formation of lane grooves in the course of the Swiebodzin ring road
Whereas towns such as Rzepin, Swiebodzin and in the further course of Pniewy can be
bypassed generously and with regulated intersections, the traffic load of several small
towns is to be assessed as very high particularly in the section Rzepin – Swiebodzin. Besides the noise emissions which are extraordinarily high through the volume of heavy
goods traffic it can be noticed that it is only possible to cross the road safely at the protected pedestrian crossings which are additionally marked by blinking warning lamps.
Fig. 52, 53: Town thoroughfare Bytyn of the N2 in the section Pniewy - Poznan
The four-lane motorway section of the A2 to Konin (length 150 km, bypass Poznan tollfree), which is liable to toll, has been available near the town of Nowy Tomysl, 105 kilometres west of the federal border by road, since 2004. The experts estimate that the relatively weak use up to Poznan is not just a result of the toll, but also the correspondingly direct further course of the N2 with satisfactory traffic flow, even after it crosses the N24 /
N3 (Szczecin – Poznan) near Pniewy.
37
According to Generalna Dyrekcja Drog Krajowych i Autostrad (GDDKiA) the section of the
A2 Konin – Strykow (near Lodz, further 100 km, four-lane) is to be released for traffic in
December 2007. The plans envisage realising the further part sections in the relation Berlin – Warszawa by 2010 (Swiecko – Novy Tomysl) or 2013 (Strykow –Warszawa).
Fig. 54, 55: Building measures in the section of the A 2 Konin – Strykow
Source: GDDKiA
Highway Berlin – Gorzow Wlkp. – north east of Poland
The sections of the federal highway B1 and the national highway N22 which are near to
the border were both improved until they were in an efficient condition in the last few
years. Thus, investments were made in the amount of EUR 11.3 million in the years 200102 alone e.g. for the expansion of the N22 in the section Kostrzyn – Gorzow Wlkp. However, the direct border passage at the crossing Küstrin-Kietz / Kostrzyn is only permitted
for vehicles up to 7.5 t, with substantial consequences for the demand for goods traffic.
Fig. 56: Route characteristics Berlin – Gorzow Wlkp. – north east of Poland
Berlin – Gorzow Wlkp. – north east of Poland
(within studied region)
Classification
Federal highway (D) B 1
National highway (PL) N132
(N22)
Expansion condition Two-lane;
western Berlin ring four-lane
Large-scale
con- Berlin – Gorzow Wlkp. – Elblag
nection
(north east Poland); alternative
route Berlin – Poznan via N22
Significance
Large-scale interstate road axis
with regional significance and relief function
Border crossing
Küstrin-Kietz / Kostrzyn
Perspective
Large-scale interstate road axis
Planning
Ring road Küstrin-Kietz under
construction; a northern ring road
is planned in Kostrzyn
38
Border crossing Frankfurt (Oder) / Swiecko
This border crossing is of major importance for international traffic. The border crossing
facilities were modernised and expanded in the last few years owing to the substantial
problems with the clearance of the sharply increased traffic volume so that the following
capacity is now available:
Facilities D > PL:
2 lane access route
Classification: right lane determined for trucks, left lane for cars
Expansion to 8 clearance lanes (3x car+trailer, 1x bus, 4x truck) in the area of the border control point
Clearance facilities (counters) accessible from all clearance lanes
Varied opening of the clearance facilities depending on the traffic volumes and personnel occupation
Facilities PL > D:
2 lane access route
Classification: right lane determined for trucks, left lane for cars
Expansion to 7 clearance lanes (3x car+trailer, 1x bus, 3x trucks) in the area of the
border control point
Clearance facilities (counters) accessible from all clearance lanes
Varied opening of the clearance facilities depending on the traffic volumes and personnel occupation
The time required for clearance has been reduced substantially through the expansion of
the facilities. Whereas this does not as a rule exceed 30 minutes for cars, several hours
nevertheless have to be scheduled in goods traffic. The substantial tailback of trucks regularly reaches a length of several kilometres, whereby this is mostly longer on the German
side with on average approx. 4 km than with approx. 3 km on the Polish territory (expert’s
observation, details of the German police).
Fig. 57, 58: Border clearance facilities on 2 August 2006
(on the left: direction PL, approx. 10:00 am; on the right: direction D, approx. 4:00 pm)
39
According to the information of the responsible Polish border patrol department respectively three lanes have been available for truck clearance (continuously) since the end of
September in order to reduce the time required for clearance. In addition, additional personnel will be made available and training.
Source: Brandenburg actual news 18.09.2006
Fig. 59, 60: Truck tailback in front of the border crossing Oderbrücke
(German side and view direction east)
2.2.2 Further routes with significance for cross-border goods traffic between Germany and Poland
It appears useful to analyse other highway infrastructure of significance for the crossborder goods traffic by rail between Germany and Poland for the differentiated classification and assessment of the highways presented in Chapter 2.2.1 which are characteristic
for the studied region.
The highway network near to the border and in particular the border crossings were considerably renewed and expanded in the last few years.
On the German side this particularly meant the qualification of the motorway network and
the realisation of a multitude of ring roads in particular on federal highways with high volumes of traffic.
The so far still restricted efficient road network in Poland will be given an essential development boost in the next few years through the realisation of three large-scale motorway
st
axes which will be effectively supplemented by express highways of the 1 order. The
long-term objective is the completion of 2,500 km motorways and of more than 3,100 km
express highways.
40
So far Poland has 550 km of motorways and 220 km of qualified express highways. It is to
be emphasised that substantial subsidies were provided for projects by the European Union (Programmes PHARE, ISPA, SPOT) before the accession of the Republic of Poland
already.
The following already realised projects are of significance for the region of Frankfurt (Oder) / Slubice and the transport corridor of Rail Baltica:
•
•
•
•
•
•
•
Motorway A2 Wrzesnia – Konin (E30, reconstruction, commissioning 12-2002)
Motorway A2 Poznan Krzesiny - Wrzesnia (E30, new building, commissioning 112003)
Motorway A2 Poznan Komorniki – Poznan Krzesiny (E30, new building, Ibn. 12-2003)
Motorway A2 Novy Tomysl – Poznan Komorniki (E30, new building, Ibn. 10-2004)
Road expansion e.g. Kostrzyn – Gorzow Wlkp. (N22), Skwierzyna – Pniewy (N24),
Gubin – Polupin (N32), border crossing Gubinek (bridge, access routes)
Road reconstruction e. g. Slubice – Krosno (N29)
Bypasses e.g. in Swiebodzin (E30, E65), Sulechow (E65, N32), Pniewy (E30, N24),
Wilkanowo (N27), Polupin (N32), Wolsztyn (N32)
The responsible road construction head office (GDDKiA) is planning to inaugurate 170 km
of motorways and 163 km express highways in 2006. The road expansion is given an additional boost by EU subsidies from the Cohesion Fund in the amount of EUR 960 million,
which have to be settled by 2008 as otherwise they will lapse. With conclusion of the national development programme 2007-2013 the basic motorway network is to be completed
to a large extent with the three large-scale motorway axes.
Within this framework above all the following projects are relevant for the studied region
and the parallel road route for the Rail Baltica:
Realisation by 2007
• Motorway A2 Konin – Strykow (Lodz) (E30)
Realisation 2007 - 2013
• Motorway A2 Swiecko - Novy Tomysl (E30)
• Motorway A2 Strykow – Warszawa (E30)
• Express highway S3 Szczecin – Gorzow Wlkp. – Zielona Gora – Legnica (E 65)
• Express highway S8 Warszawa – Bialystok (E 67)
Further, cross-border transport axes with regional significance (via Hohenwutzen / Osinow
Dolny and Guben / Gubin) as well as cross-border road connections with local or small
scale importance (Frankfurt / Slubice and Guben / Gubin) are significant (cf. Fig. 61).
41
Fig. 61: Cross-border road network in a spatially extended analysis
Large-scale interstate road
axes
Transport axes with regional
significance and continuing
connections (arrow)
Border crossing
Cross-border road connections with mainly local /
small-scale significance
(without presentation road)
Motorway under construction, opening 2007 (stylised
presentation)
new cross-border road connection being planned
Fig. 62 - 66: Characteristics of other significant routes
(Szczecin) – Chojna – Bad Freienwalde –
(Eberswalde / Berlin)
Classification
National highway (PL) N 124
Expansion condition two-lane
Large-scale
nection
Significance
con- Eberswalde – Bad-Freienwalde Zachodniopomorskie
mainly regional, relief functions in
cross-border car traffic
Border crossing
Hohenwutzen / Osinow Dolny
Perspective
Planning
new cross-border connection in
the south (Hohenwutzen south –
Gozdowice)
42
Planning: Hohenwutzen-South - Gozdowice
Classification
B 158 n;
Voivodship road 126
Expansion condition application conference for initiating a spatial planning procedure
on 27.01.2000
Large-scale
con- Eberswalde – Bad-Freienwalde nection
Zachodniopomorskie
Significance
mainly regional, relief functions
Border crossing
Hohenwutzen south / Gozdowice
Perspective
...
Planning
acc. BVWP 2003 new project
with determined high ecolog. risk
in the further requirements
(Cottbus / Eisenhüttenstadt / Forst) – Guben –
Gubinek – (Zielona Gora / Swiebodzin)
Classification
National highway (PL) N 32
Expansion condition two-lane
Large-scale
nection
Significance
con- South East Brandenburg – southern part Voivodship Lubuskie
mainly regional, relief functions for
crossings Frankfurt (Oder) and
Forst
Border crossing
Guben / Gubinek
Perspective
Planning
target condition achieved
Planning: connection between Frankfurt (Oder)
and Eisenhüttenstadt
Classification
B 246 / PL national or Voivodship
road
Planungsstand
application conference for initiating a spatial planning procedure
on 21.08.03
Large-scale
con- direct connection Rzepin – Eisnection
enhüttenstadt
Significance
relief of the border crossings
Frankfurt (O) / Swiecko and Guben / Gubinek
Border crossing
designation expected Eisenhüttenstadt north
Perspective
...
Planning
acc. BVWP 2003 new project
with existing planning order under natural conservation law in
the urgent requirement
43
Berlin – Cottbus – Legnica – (Wroclaw –
south east Poland)
Classification
motorway (D) A15, E36
National highway (PL) N8, E36
Expansion condition four-lane motorway (D), two-lane
highway (PL)
Large-scale
con- Berlin – Cottbus – Wroclaw –
nection
south east Poland – Ukraine
(L´viv)
Significance
large-scale interstate road axis
Border crossing
Forst (Lausitz) / Olszyna
Perspective
development to the main axis
Germany – south east Poland
longer term option: expansion
section Olszyna – Golnica to the
motorway; by 2013 from Golnice:
consistent motorway to Tarnow
(south east Poland)
Planning
2.3
Border crossing facilities
The estimate and assessment of the border crossing facilities available in the studied region (railway and road traffic) is to support the presentation of all border crossings existing
in the central part of the border zone Germany – Poland. Below please find specific details
in tabular lists and an overview map.
Fig. 67: Cross-border facilities railway traffic
Crossing
Transport
axis
Quality
border area
Route
Küstrin-Kietz /
Kostrzyn
Frankfurt (O) /
Kunowice
Berlin - Gorzow - Tczew
Berlin - Poznan - Warszawa (E 20)
Guben /
Gubin
Cottbus Zbaszynek –
(Poznan)
Cottbus –
Zagan - Lodz
Forst /
Zasieki
*
Traffic load 2000 Traffic load
/ 24 h
2004 / 24 h
Forecast
Passenger
trains
PasNo.
senger block
trains
trains
GV
34
7
No.
block
trains
GV
20
101
Restrictions
doubletrack
double
track, electrified, at
present
single-track
single-track
34
No.
block
trains
GV
8
16
20
16
0
24
0
10
10–15*
no clearance goods traffic 6
pm – 6 am
single-track
8
12
6
4
10–15*
no clearance goods traffic 7
pm– 7 am and Sundays
Note: value dependent on the expansion condition and the actual demand in goods traffic
44
no clearance goods traffic 6pm
– 6 am and Sundays
restrictions through singletrack; full blocking for bridge refurbishment planned for 2007
Fig. 68: Overview of the border crossings
Federal motorway
Federal highway
National highway
Voivodship road
1
Railway network
Waterway
National border
State border
in Poland: Motorway
under construction
A
1
Border crossings
2
1
3
1B
1
4
1
Road transport
1
2
3
4
5
6
7
8
Hohenwutzen / Osinow Dolny
Frankfurt (Oder) / Slubice
Frankfurt (Oder) / Swiecko
Guben / Gubin
Guben / Gubinek
Forst (Lausitz)-town / Zasieki
Forst (Lausitz) / Olszyna
Road traffic
being planned
C
15
1
Hohenwutzen South / Gozdowice
between Frankfurt (Oder)
and Eisenhüttenstadt
Railway transport
6
1
A
B
C
D
7
1
D
1 8
1
Frankfurt (Oder) / Kunowice
Guben – Gubinek
Forst (Lausitz) – Zasieki
Presentation only for localisation:
Inland water navigation
Air traffic
Source: Border crossings D/PL, MIR / LBVS 2003
45
Fig. 69: Border crossing facilities road transport
Crossing
Transport
axis
Road
Number
Hohenwutzen/
Osinow Dolny
Küstrin-Kietz /
Kostrzyn
Frankfurt (O) /
Slubice
Frankfurt (O) /
Swiecko
Guben /
Gubin
Guben /
Gubinek
Forst /
Zasieki
Forst /
Olszyna
Planning
(road)
Hohenwutzensouth / Gozdowice
B158 / N124
two-lane
Traffic load 2000
/ 24 h (approx.values)
Cars
thereof
SLV*
5,000
0
B1 / N22
two-lane
6,000
500
no details
6,289
B5 / N29
two-lane
5,000
0
A12 / N2
(E 30)
municipal
road
B97 / N32
four-lane
7,000
two-lane
municipal
road
A15 / N18
(E 40)
B158 / N124
Quality
border
area*
Forecast
Restrictions
thereof
SLV*
0
1,000
no vehicles over 3.5 t
264
7,000
no trucks over 7.5 t
10,225
0
5,000
3150
15,738
6,916
16,000
none
5,000
0
0
3,000
two-lane
2,000
300
no details
3,826
549
7,000
none
two-lane
No de- 0
tails
6000
800
no details
7,052
0
2,000
2,007
11,000
none
Planning reason
Planning status
four-lane
two-lane
Traffic load
2006 / 24 h
Cars
Relief
Application con- 6,000
crossings Hoference for initiating spatial
henwutzen and
Küstrin-Kietz,
planning proceFurther requiredure on 27.01.00
ment BVWP
2003
Crossing north connection
two-lane
Relief
Application con- 3,000
of Eisenhütbetween
crossings Frank- ference for initiating spatial
tenstadt
B246 (112)
furt and Guben,
and N2 (A2)
urgent requireplanning procement BVWP
dure on 21.08.03
2003
Source: MSWV 2003, except traffic load 2006 (regional operation road operation 2006)
passenger and goods traffic
passenger and goods traffic
Note: the road transport forecasts will be revised by the regional road operation (status 11/06). The new figures are expected to be available from spring 2007.
* Level of expansion of the feeder roads
46
3.
3.1
VOLUMES AND CHARACTERISTICS OF CROSS-BORDER GOODS
TRAFFIC
Development of goods traffic output in Germany and Poland
Goods traffic was characterised by the same fundamental changes in both states. This relates both to the substantial increase in total volumes as well as the considerable relocation of the transport output for the benefit of road transport.
Thus, freight transport by rail fell substantially in the Republic of Poland in the period
1995-2004 (-24.3 %), compared with this the volume of freight traffic by road more than
doubled in the same period (+115.8 %).
Fig. 70: Development of transport demand in Poland
Unit
Freight traffic
Rail
Road
Inland water navigation
Air
Long distance
pipelines
Passenger traffic
Rail
Road
Air
Passengers
Thereof domestic
air traffic
1995
2003
2004
Change
1995 - 2004
bill. tons km
bill. tons km
69.1
51.2
49.6
86.0
52.3
110.5
-24.3 %
+115.8 %
bill. tons km
0.9
0.9
1.1
+22.2 %
bill. tons km
7.4
8.6
9.3
+25.7 %
bill. tons km
13.5
23.9
24.8
+83.7 %
bill. persons km
bill. persons km
bill. persons km
mill.
26.6
34.0
4.6
3.3
19.6
30.0
6.9
7.1
18.3
30.1
7.1
8.9
-31.2 %
-11.5 %
+54.3 %
+169.7 %
0.6
1.7
1.8
+200.0 %
mill.
Source: Federal Statistical Office 2005
The total goods traffic output in Germany developed very positively in 2005 (+2.4 % compared with 2004). Broken down according to transport carriers above all inland water navigation profited (+4.9 %), but also long distance pipelines (+2.5 %), rail haulage (+2.2 %)
and freight transport by road (+2.0 %).
Whereas traffic output in inland transport in Germany remained almost constant (+0.3 %),
cross-border traffic increased substantially. In particular transit traffic increased (in 2005
+10.4 % compared with 2004). Shipment and receipt recorded slight growth (+1.8 % or
+1.9 %).
Source respectively: Transport economy report Prognos / ProgTrans 2006
47
3.2
Cross-border goods traffic Germany – Poland and in particular in the Frankfurt (Oder) – Slubice region
3.2.1 Railway transport
Development
Around 12.2 million t freight goods were conveyed by rail between the Federal Republic of
Germany and the Republic of Poland in 2004. The positive development in the period
2001-04 could have been stopped in 2005, as a lower transport volume is recorded in the
first nine months of 2005 compared with the corresponding period in 2004.
Fig. 71: Development of cross-border rail haulage D/PL
(goods transport in 1,000 t)
Freight volume p.a.
Reception D/PL
Shipment D/PL
Total D/PL
Total borders D
2001
2002
2003
2004
9,104
2,088
11,192
88,441
8,902
2,458
11,359
85,370
9,795
2,244
12,038
88,698
9,676
2,507
12,183
97,359
2005
I. – III. Q.
5,334
2,110
7,443
68,539
Source: Federal Department for Goods Traffic
The rail haulage with the Republic of Poland is based on great tradition. The GDR maintained an active exchange of goods with the Republic of Poland and the Soviet Union
within the framework of the RGW partnership. This meant on the one hand particularly the
reception of raw and basic materials as well as vehicles and the shipment of products of
the investment goods and processing industry on the other hand. The by far majority part
of this goods exchange was processed by rail.
Through the frequent dismantling of second tracks (reparation payments after the 2nd
World War) only the border crossing Frankfurt (Oder) / Kunowice was available as a double-track route besides Görlitz / Zgorzelec. The transport share was accordingly high and
covered an estimated 30-40 trains per day and direction. The trains were mostly connected and separated in the large shunting yards Berlin-Rummelsburg and Frankfurt
(Oder), the border clearance in Oderbrücke station.
Fig. 72: Operating programme 1990/91 route Berlin – Frankfurt (Oder) – border D/PL
(Fürstenwalde station)
Section
Berlin East Station – Frankfurt (Oder)
Reference point station Fürstenwalde
(Spree)
Direction Frankfurt (O)
Direction Berlin
or terminating trains from Berlin
or beginning trains direction Berlin
SPFV
[ Z/d ]
SPNV
[ Z/d ]
SGV
[ Z/d ]
SPFV
[ Z/d ]
SPNV
[ Z/d ]
SGV
[ Z/d ]
22
24
32
22
23
26
Source: DB Netz AG
48
For the period during the 1990s one can assume a slightly declining trend for rail haulage,
with stabilisation or slightly rising operating programme to date (see Fig.). Compared with
this the number of trains increased constantly in the SPNV. This is primarily a result of the
new positioning of train products.
Fig. 73: Operating programme 2006 for ABS Berlin – Frankfurt (Oder) – border D/PL
Section
Direction border PL
Direction Berlin Osb
SPFV
SPNV
SGV
SPFV
SPNV
SGV
[ Z/d ]
[ Z/d ]
[ Z/d ]
[ Z/d ]
[ Z/d ]
[ Z/d ]
Berlin Ostendgestell - Berlin Stadtforst
6
38
1.5
6
38
1.5
Berlin Stadtforst - Erkner
8
39
30.5
8
39
30.5
Erkner – Fürstenwalde (Spree)
6
38.5
28
6
38.5
28
Fürstenwalde (Spree) – Frankfurt (Oder)
6
35.5
28
6
35.5
28
Frankfurt (Oder) - Oderbrücke - border D/PL
6
2.5
34.5
6
2.5
34.5
Source: DB Netz AG
Notes: The data refer to the number of actually operated trains on the respective sections as an average of the month of
September 2006. In order to enable a comparison of the operating programmes only the train figures which were available
as a total of both directions were exactly halved.
The number of goods trains substantially exceeds the volumes of the other cross-border
routes. Merely the crossing Horka – Wegliniec features significant goods traffic with
approx. 30 trains every day (figures for the crossing Görlitz - Zgorzelec of the route Dresden – Görlitz – Wroclaw are not known). 7 respectively 10 goods trains are currently
cleared per day at the border crossings Küstrin-Kietz – Kostrzyn and Guben – Gubin, the
crossings Tantow – Szczecin-Gumience and Forst – Tuplice record less volumes.
Forecasts
With regard to transport policies it is the declared goal of the governments in Germany
and Poland to increase the total transport share through improved conditions for rail haulage and thus contribute to relieving road haulage which causes considerably more pollution for the environment.
Economic evaluations of the decisive cross-border routes were carried out according to
the uniform methods of the federal transportation route planning in the run-up to the conclusion of an interministerial agreement between both countries in 2003. The evaluations
were based on forecasts of the future cross-border goods traffic (BVWP-Horizont 2015).
In the overview of the results of the forecasts it can be noted that seen in a long term perspective approx. 65% of the total rail haulage with the Republic of Poland are to be processed via the Lower Silesian magistral. The value of 26.8 million tons per annum corresponds with a route load of around 175 goods trains per day. A cross-border goods traffic
volume of 12.0 million tons a year is forecast for the route Berlin – Frankfurt (Oder) –
Warszawa.
Source: German Bundestag [Lower House of German Parliament], printed matter 15/5413
49
High train numbers in goods traffic are assumed for the plan operating programmes of the
route expansion measures based on these forecast values in order to also be able to
avoid infrastructual barriers in the long term for a sustainable boom in rail haulage.
Thus, 133 (Berlin – Frankfurt/O) respective 101 goods trains per day are mentioned in the
operating programme 2015 (plan programme) for the expansion route Berlin – Frankfurt
(Oder) – border PL.
DB Netz AG also states that the route expansion – based on the plan programme – was or
will be dimensioned with a capacity reserve of 15-20 %. With full utiliation of the calculated
routes for passenger transport this would mean a maximum of 160 or 120 trains per day .
Fig. 74: Operating programme 2015 for ABS Berlin – Frankfurt (O) – border D/PL
Section
Berlin east station - Berlin-Rummelsburg
Berlin-Rummelsburg - Berlin-Rummelsburg Rgba
Berlin-Rummelsburg Rgba - Berlin Ostendgestell
Berlin Ostendgestell - Berlin Stadtforst
Berlin Stadtforst - Erkner
Erkner – Fürstenwalde (Spree)
Fürstenwalde (Spree) – Frankfurt (Oder)
Frankfurt (Oder) - Oderbrücke - border D/PL
Direction border PL
SPFV
SPNV
SGV
Direction Berlin Osb
SPFV
SPNV
SGV
[ Z/d ]
9
11
11
12
12
12
12
12
[ Z/d ]
9
11
11
12
12
12
12
12
[ Z/d ]
70
70
70
38
38
38
38
8
[ Z/d ]
0
2
2
66
66
66
66
53
[ Z/d ]
70
70
70
36
36
38
38
8
[ Z/d ]
0
0
0
67
67
67
67
48
Source: DB Netz AG
Goods traffic is possible at 5 minute intervals during the night hours, with calculated average speed of the trains of 90 km/h. If in the long-term perspective special container trains
are used with a speed of up to 160 km/h one can assume a further capacity increase of
the route.
3.2.2 Road transport
In the first few months of the EU eastern enlargement the number of entries and exits of
trucks rose at the German-Polish border compared with the months previously by around
30 % whereby the volume at the border crossing Frankfurt (Oder) – Swiecko more than
doubled. In the month of September 2004 approx. 180,000 trucks passed the border there, there are on average approx. 6,000 units per day (see following fig.).
50
Fig. 75: Long distance road haulage by trucks in both directions via the border crossing
Frankfurt (Oder) – Swiecko
Source: State department for road transport Brandenburg, Investor-Center East Brandenburg
These growth rates were no longer achieved in 2005. The rises focused on the efficient
motorway border crossings, in particular on Frankfurt (Oder) – Swiecko and Forst Olszyna with truck volume 30 % or 20 % higher. Source: Federal Department for Goods Traffic, market
observation goods traffic, April 2006
The border crossing decisive for the studied region Frankfurt (Oder) – Swiecko is characterised by a high goods traffic share (approx. 50 % of the total vehicle volume). This high
share is (with similar volumes) only achieved still at the border crossings Pomellen – Kolbaskowo (motorway Berlin – Szczecin) and Ludwigsdorf - Jedrzychowice:
Fig. 76: Cross-border road connections D/PL with high goods traffic volumes in 2002
Border crossing
Cars / 24 h
2002
7,741
8,166
7,210
A11 Pomellen – Kolbaskowo
A12 Frankfurt (Oder) – Swiecko
A 4 Ludwigsdorf - Jedrzychowice
Source: Road traffic implications of the EU eastern enlargement, IVV 2004
51
Trucks / workdays
2002
1,916
3,450
2,440
In addition it can be determined that the goods traffic volume increases noticeably in the
further course of the A12 (E30) in direction Berlin motorway ring A10, with a multiplication
of passenger transport in this relation (AD Spreeau – AS Müllrose: DTV class 30.001 –
40.000 according to traffic intensity map of the state of Brandenburg, year of record 2000).
Compared with this the goods traffic volume fell in the course of the N2 (E30) on the Polish side from the junction with the N29 (Slubice – Zielona Gora). This is nevertheless to be
assessed as a high load with reference to the existing highway cross-section.
3.2.3 Cargo handling services
The handling output of the CT terminal in Frankfurt (Oder) was not able to develop as expected so far. The main reason for this is that no comprehensive interface function can be
developed in international freight traffic. The 10,000 TEU mark was not exceeded until in
November 2006 so that a handling of max. 12,000 TEU is to be expected for the whole
year. Source: DVZ German Logistics Newspaper 12/06
The strong trend towards longer conurbations of national and international significance as
freight traffic relations which directly connect emerging and target regions plays a central
role in this respect. Thus there is overpowering increasing competition for the CT terminal
in Frankfurt (Oder) through the installations in the conurbation Berlin. To be named here in
particular is the freight centre Berlin (transshipment road – rail, fine distribution) relocated
to the GVZ Berlin south Großbeeren and the shunting yard Seddin as central interface of
rail haulage relations (marshalling and separation).
With already existing logistics centres in Poznan, Konin and Gliwice as well as project
plans in further conurbations of the Republic of Poland further cargo handling locations follow in the eastern direction which will increasingly compete with the Frankfurt (Oder) location with regard to choosing a location and therefore in the (potential) freight volumes. In
addition, it can be determined that the significant source and target traffic volume of the
studied region and the region is processed with the direct road transport connection or –
one excellent example is EKO Ziltendorf – in the form of direct connections with rail transport. However, exact allocations and share formations are not possible owing to the insufficient data basis.
Which size the cargo handling can achieve in the CT terminal in the long term, will in particular depend on the development of further goods distribution services in the region. The
possibilities in the field of trade logistics e. g. appear to be exhausted to a large extent with
the already existing supply of West Polish distribution centres (Metro, McDonald’s). It may
be possible to acquire services in connection with the settlement of solar technology companies. However, a significant increase in cargo handling output – based on the present
knowledge – cannot be assumed (cf. statements in Chapters 4 and 5).
52
4.
4.1.
STRENGTHS AND WEAKNESSES OF THE EXISTING INFRASTRUCTURE
Outstanding features of the economic structure
4.1.1 Attractive features (strengths)
Locations with low production costs situated near the market
The conurbation Berlin with approx. 4.5 million inhabitants is located 60–120 km away
from the studied region and can be reached quickly via well-developed transportation
routes.
With Szczecin (150 km), Poznan (200 km) and Wroclaw (250 km) it is possible to serve
three of the largest towns in Poland (with a total of approx. 1.5 million inhabitants) with upcoming economic structure, growing purchasing power and an emerging middle class.
The wage costs are still comparatively low. On the Polish side they currently range between 20–40 % of the level of comparable locations in West Germany, Great Britain or
France. The high unemployment rate of 20–25 % in the analysed region means a high
demand for jobs with the consequence of low wage increases. Moreover, in particular the
inhabitants of the city of Frankfurt (Oder) are relatively well educated.
Attractive settlement conditions
Attractive concessions and subsidies are granted to companies settling in the special economic zone Kostrzyn – Slubice. These relate to substantial tax rebates for the entrepreneurs, subsidies for structural realisation and equipment of the plants as well as the wages
and secondary wage costs.
The conditions are less favourable on the German side. However, far more extensive subsidies can be claimed than in the conurbations through the structural weakness of the region.
National transport connection with further improved quality in the medium-term
The region and in particular the town city Frankfurt (Oder) – Slubice has an important location benefit through the location in the transport corridor Berlin – Warszawa.
The transportation routes in the afore-mentioned corridor mostly have a high capacity and
are of a high quality now already and will be further expanded in the medium-term.
The hub function of the region will be reinforced through the expansion of the railway route
Szczecin – Rzepin – Wroclaw.
53
Location and absorbing capacity of the ETTC (without consideration of the CT terminal)
The ETTC has a good location quality for intensive transport uses at the interface of two
Pan-European transportation routes (the Netherlands – Germany – Poland – Russia as
well as Baltic Sea – Szczecin – Prague). There is very good accessibility with regard to
road haulage with the direct connection to the A12.
A large number of developed settlement areas are available in the ETTC through the unsatisfactory marketing status so far.
Establishment of the twin town as German-Polish platform for research services
There is the possibility of far-reaching co-operations, which by all means could assume
the character of a German-Polish platform for research services, also relating to the logistics and transport sector, particularly in conjunction with already existing institutions in the
field of science and research (e.g. University of Viadrina, Collegium Polonicum, Technology Park East Brandenburg with the Institute for Semi-Conductor Technology).
4.1.2 Deficits and problems (weaknesses)
Economic basis of the region
The economic power and economic structure of the region are developed comparably
weak despite intensive efforts in the last few years. Moreover, the location quality is restricted owing to the borderline location through historical developments, the low population density and a less optimum location to the conurbations, a substantial economic upswing is not to be expected in the region.
Local transport connection of industrial areas
Part areas of the special economic zone Kostrzyn – Slubice feature unsatisfactory road
connections. Until the realisation of a bypass N29 / N31 (to be expected in 2009 at the
earliest) it is necessary to cross the Slubice inner city in order to be able to reach the axis
Berlin – Poznan or also Zielona Gora.
The industrial parks on the Polish side are mainly located in the direct vicinity of railway
routes, however they have either no or just a few efficient goods traffic connections. Of the
significant locations of the city of Frankfurt (Oder) merely the industrial park Seefichten
has an (inactive) railway siding.
54
Location, transport connection and development conditions of the CT terminal
The development of the road connection of the terminal is unsatisfactory. Of the significant industrial parks of the town the terminal is not always easy to reach. The development conditions (connection by rail, spatial expansion, operating conditions) are indefinite.
Marketing status of the ETTC
The unsatisfactory marketing status of the ETTC as location, above all also for goods traffic services, only indicates low demand.
Long-term perspective of cost-motivated industrial settlements
It is to be feared that the process of approximation of the production costs to the West European level will lead to a fall in the economic development (lower settlement motivation,
relocation), in particular relating to businesses with a high share of personnel costs.
4.2
Outstanding features of the transport infrastructure and the traffic flow
4.2.1 Rail haulage
4.2.1.1 Attractive features (strengths)
Efficiency of the route Berlin – Frankfurt (Oder) - Warszawa
To a large extent modern route and railway station infrastructure
The route infrastructure of the Polish section guarantees attractive conditions for goods
traffic today already. This applies in particular with regard to the route speed (almost consistently 160 km/h), route capacity (block distances, number and length of the passing
loops) and the guarantee of modern conditions of the signalling and control. Moreover, extensive modernised route and station installations are available in the approx. 55 km long,
central part of the route Berlin (East Station) – Frankfurt (Oder) – border D/PL.
55
Extensive capacities of the border stations Oderbrücke and Rzepin
With the commissioning of the ESTW at the end of 2006 there are now eight tracks with
signals on both sides (two line tracks, six handling tracks) available in Oderbrücke station
for clearing or processing goods traffic. Thus, flexible signalling and control is made possible in line with the actual traffic volume.
With approx. 20 fully-fledged goods train clearing tracks Rzepin station offers excellent
conditions both for border clearance as well as for the marshalling and separating of trains
as well as the classification into optimised, dense route time tables. Owing to the possibilities of the bypass (goods bypass) for transit traffic in the north-south axis the installations
of the south formation are also sufficient in the long-term at least in terms of capacity for
rising traffic volume in the relation Berlin - Frankfurt (Oder) – Zielona Gora – Wroclaw.
Moreover, it can be assumed that the by far larger share of the traffic in this relation will
also continue to be processed via the Lower Silesian magistral which is being expanded.
Further extensive route expansion measures with implications for cross-border traffic
To be seen as a particularly effective measure in this relation is the double-track expansion and the electrification of the section Knappenrode - Horka - border PL of the Lower
Silesian magistral. The responsible ministries of the Federal Republic of Germany and the
Republic of Poland have already signed an agreement for this project (Corridor 501 in the
European goods train network, part of the Pan-European corridor Berlin/Dresden – Wroclaw – Kiev) which is not just of bilateral importance, but also on a European scale. Moreover, the project is secured through the federal rail route requirements plan and the medium-term planning of DB Netz AG. The modernisation of the route on the Polish side is
well advanced (realised in the sections Legnica – Wroclaw and Wroclaw – Opole) so that
the capacity featured in the plan operating programme 2010 (BVWP 2015) of 72 goods
trains per day (no SPNV, 6 other trains, plus capacity reserve) can be achieved as scheduled. With the present goods traffic of approx. 30 trains per day this would mean more
than twice the traffic volume.
Routes Berlin – Angermünde - Szczecin and Berlin – Strausberg – Küstrin-Kietz
The conditions for goods traffic will improve considerably through the project which is currently being implemented. After the expansion it will be possible to process respectively at
least 20 goods trains per day (today approx. 6-8 trains operate per day) on the singletrack routes.
56
4.2.1.2 Deficits and problems (weaknesses)
Infrastructural deficits of the route Berlin - Frankfurt (Oder) - Warszawa
New construction Oderbrücke
The financing agreement (treaty) for the measure has not yet been signed according to
the status as of October 2006. The reason for this, according to DB Netz AG, is the fact
that both the German as well as the Polish side insist on the respective applicable deviating building standards. This could lead to deviations in quality or even configuration with
the part measures.
DB Netz AG estimates the duration of the necessary approximation and coordination process (including parliamentary resolutions) until the funds are released by the federal government to be approx. one year and makes it clear that it is likely that it will not be able to
maintain the previously targeted begin of construction (October 2007).
Before as well as during construction work there will be several complete blocks with
which the long distance and goods traffic will be diverted via the border crossings Kostrzyn
- Küstrin-Kietz (Ostbahn, 6 train pairs long distance traffic, 12 train pairs goods traffic),
Gubin - Guben (5 train pairs goods traffic) and Tuplice - Forst (3 train pairs goods traffic).
The multitude of diverted trains on the Ostbahn requires substitute rail transport for regional trains. According to DB Netz AG the first total blocks will be carried out on five
weekends between June and September 2006 when tracks and switches are being replaced in the operating station Oderbrücke. In 2008 there will then be two respectively 14day full blocks in connection with the washing in of the new main bridge.
Restrictions through further construction measures
There will be operating restrictions in place on the German side until well into 2007 owing
to the construction measures in the passenger station Frankfurt (Oder) and border station
Oderbrücke. Further, the construction measures to upgrade the section Fangschleuse –
Hangelsberg (section Erkner – Fürstenwalde) which will last until April 2007 will have
negative implications on the operating quality.
The blueprint planning is currently being created for upgrading the section Berlin East Station – Erkner (Berlin Rummelsburg – Erkner 160 km/h). The implementation which has
begun already after bringing several measures forward (e.g. railway fly-over Rummelsburg) will mean further operating restrictions from 2007.
In particular the modernisation of larger stations such as Swiebodzin, Zbaszynek, Zbaszyn
und Poznan can be expected on the Polish side in the next few years. The measures for
which an exact date has not yet been fixed will certainly lead to restrictions owing to
changes in track gauge plan and superstructure upgrades in the station areas.
57
Interoperability deficits
Deficits with regard to the interoperability of cross-border rail traffic exist in the field of the
track system control and in particular security. In addition there is also the long-term problem of deviating operating current systems.
DB Netz AG has already reacted in the field of track system control. The two mechanical
signal boxes existing in Oderbrücke station will be replaced by a locally operated electronic signal box (ESTW) by the end of 2006. This ESTW is not controlled from the operations control centre Berlin-Pankow in particular in order to guarantee increased local flexibility in the communication with the Polish partners as well as in case of failures. This is
particularly also connected with the communication technology GSM-R not yet installed on
the Polish side. Modern ESTW technology was however already realised on the Polish
side within the framework of the route expansion. The system interface is located approx.
1,000 m east of the Oderbrücke on the Polish side. The approach signals for entry into the
border station Oderbrücke are located there.
The punctiform train influence systems (PZB) on the Polish and German sides are configured in a similar manner. However, the compatibility of the systems is missing through the
very essential fact that the significance of the information transmitted from the track system to the traction vehicle deviates and thus false reactions would occur in the traction vehicle. Hence the PZB technology has to be switched off on cross-border journeys.
Operational problems in the border zone
Shortage of suitable traction vehicles
As opposed to the long distance passenger transport by rail (Berlin-Warszawa-Express
partly with Czech dual-system locomotives of the DB or CD models 180 and 371) goods
traffic is so far operated without using multi-sytem locomotives. If no diesel locomotives
are used (alternatively), this requires the inevitable traction vehicle change in Oderbrücke
station. Vehicle tours must be coordinated or vehicles kept in reserve in Frankfurt/O passenger station and Rzepin with the consequence of increased traction vehicle requirement. This frequently causes a problem both on the German as well as on the Polish side
and prevents extending the transports at short notice.
Bottlenecks in providing traction vehicle drivers is still being reported. This also applies
when using diesel locomotives as cross-border trips are occupied double (dual control
principle: one German, one Polish traction vehicle driver) for security reasons owing to the
PZB problem (see section interoperability deficits).
58
Time-consuming clearance procedures
In a favourable case, this means with classification as a „trust train“ (e. g. Ostwind) and
thus reduced technical inspection by the wagon foreman as well as the availability of quality freight documents, the border clearance of goods trains in Oderbrücke station requires
two to two and a half hours, can however also be extended to up to five hours. In addition,
there were further controls of the Polish financial authorities in Rzepin station until the
summer of 2005, which since then have been integrated into the clearance in Oderbrücke
station.
Stated by the clearance personnel of the border station (Stinnes / Railion or PKP) as reasons for the long standing times are respectively own data processing systems with the
consequence of high input work and extensive regulations for the incoming inspections of
the rolling material or the freight.
The duration of the incoming inspections is significantly determined by the number of personnel assigned. This manual control is supported by the application of electronic reading
devices at Stinnes / Railion. Damages and adjustment cases (e. g. insufficient container or
cargo securing, defective goods wagons, overruns of loading gauges, wagon or container
numbers do not correspond with the details in the bills of lading) increase the standing
time of the train, in particular if wagons have to be removed. There are frequently also delays here since as a rule only one shunting locomotive is available which also manages
the towing away of the electrolocomotives in the process of the system change.
Uncertain development perspective of the CT terminal in Frankfurt (Oder)
The operation of the CT terminal which was only possible after a great deal of effort – the
facilities were only put into operation approx. three years after the structural realisation –
can only be assessed as stable in the long term with higher capacity utilization owing to
the strained cost-proceeds situation. However, the retention of the ability to develop the
terminal involves high costs for the acquisition / rental of track systems of the shunting
yard. The town is apparently expecting their long-term availability at more reasonable conditions than DB Netz AG is offering today, based on the system and route price system of
the company (which is at a high level).
59
4.2.2 Road haulage
4.2.2.1 Attractive features (strengths)
Efficiency of the A12 and the connected motorway network on the German side
The motorway A12 was thoroughly renewed to a large extent in the last few years and with
four lanes also offers sufficient capacity in the medium term. The expansion (or the thorough renewal) of the Berlin motorway ring and the connecting radial connections which
was forced with extensive funds is well advanced. Thus, good to excellent conditions can
be determined for road haulage.
Degree of expansion and condition of the road border crossing facilities
All road border crossings, which are relevant for goods traffic in the region, were substantially expanded and fitted with modern clearance facilities in the last few years. In addition
generously dimensioned parking zones were set-up – mainly on the German side.
4.2.2.2 Deficits and problems (weaknesses)
Efficiency of the road network on the Polish side
The relatively low capacity of the existing road network causes problems in particular in
case of incidents (roadworks, accidents, consequences of the weather). The actual traffic
load is partly covered by the unconventional exploitation of the highway cross-section. The
planned bypass of Slubice (N31/N29) is urgently needed.
Delays in extending the motorway A2 direction border
As opposed to the construction measures for the extension of the motorway A2 in direction Lodz / Warszawa, which are running as scheduled to a large extent, (with completion
of further sections in 2006-07 already) the realisation of the 150 km long section Nowy
Tomysl – Swiecko which is very important for cross-border traffic is delayed.
Given as reasons for the delay are disputes between the private motorway company Autostrada Wielkopolska and the Voivodship Lubuskie. Thus, the Voivodship is requesting
among others an environmental report which the motorway company has now promised to
prepare as quickly as possible. Moreover, the motorway company was so far not able to
reach a final agreement with banks on the financing of the project. Should this succeed in
2006 still, Autostrada Wielkopolska intends to begin construction in 2007 and commission
the section in 2009. Source: Gazeta Lubuska of 27.09.2006
60
Border clearance time for goods traffic
Clearance procedures at the border crossing Frankfurt (Oder) – Swiecko
The allocation of the clearance facilities does not correspond with the actual clearance requirements at the border crossing Frankfurt (Oder) – Swiecko. In the direction of Swiecko
only four of the total eight clearance lanes, in the of direction Frankfurt (Oder) only three of
the total seven clearance lanes are set-up for truck traffic. Since the end of September
2006 respectively three lanes thereof are used for the clearance. This leads to enormous
imbalances in the time required for clearance to the disadvantage of goods traffic.
Lack of traffic space for goods traffic at the border crossing Frankfurt (Oder) – Swiecko
The fact that the respective two lanes of the access routes are equally allocated to passenger and goods traffic or this allocation has become normal on the Polish side without
traffic regulations, increases the lengths of the tailbacks (lack of forward-moving discipline
particularly during the night hours) and the risk of rear-end collisions through a lack of attention (partly unexpected end of tailback).
The German side has already reacted by introducing a general speed limit (80 km/h from
the Biegener Hellen services) albeit there are still some serious traffic accidents.
Problems are caused on the Polish side in particular in the junction area with the N29 as
the tailback impairs the entry in the direction of the border crossing. There is also an increased risk of accidents for passenger traffic here through unfavourable visibility when
entering the motorway on the left lane.
61
4.3
Assessment of the cross-border transport infrastructure
Methods
The transport infrastructure offers are assessed in the following overviews, based on the
analysis of strengths and weaknesses conducted in Chapter 4.2.
The form of a comparative assessment is applied, i. e. the studied region was extended to
the central part of the border zone D/PL. Moreover, other routes which are important for
cross-border traffic D/PL are used in the area of the railway infrastructure.
The assessment is carried out in the 10 points system in order to be able to present strong
and weak features in a clearer manner. The status of measures (realisation / planning) is
an important criterion for the assessment as thus priorities of the responsible bodies for
the measures, the implementation speed and consequently other qualities can be illustrated besides the importance, the degree of expansion and the condition of the individual
infrastructures.
Conclusion from the assessment results of the following overviews
Railway infrastructure
The route Berlin – Frankfurt (Oder) – Poznan – Warszawa underpins, with a slight benefit
on the Polish side, the excellent importance and priority of the measures through good assessment results. Only the route Berlin – Szczecin which is far weaker in terms of its international relevance features similarly good results in the section up to Angermünde. The
Lower Silesian magistral as a second excellent goods traffic connection in the crossborder traffic D/PL and the railway infrastructures which are directly connected in the studied region are of a considerably lower quality.
Road infrastructure
The most important connection Berlin – Frankfurt (Oder) – Poznan – Warszawa in the further transport corridor of the Rail Baltica is so far very convincing in terms of significance
and the strength of the measures and is in the same good position as other routes with
regard to the degree of expansion. Consequently there are less differences in quality
compared with the railway transport network and greater leeway for alternative traffic routings.
Border crossings
The condition of the border crossings is unsatisfactory so far (railway transport) or not
consistently up-to-date (road transport). Unsatisfactory values, with a low range of the individual results, are recorded for both types of transport with regard to the capacity and
border crossing time for goods traffic.
62
Fig. 77: Assessment of the railway infrastructure
Electrification
Condition track system
Condition
LST / Ekr
Condition stations
Realisation
measures
Planning measures
ASSESSMENT
MEASURES
Capacity
CONDITION
Speed
DEGREE OF EXPANSION
Demand goods traffic
SIGNIFICANCE
Network significance
international
RAILWAY INFRASTRUCTURE
ASSESSMENT CRITERIA
10
10
10
10
10
10
10
10
10
10
100
Eberswalde – Werbig – Frankfurt (O)
1
1
2
1
0
3
3
5
2
3
21
Berlin – Kostrzyn – border D/PL
7
3
4
2
0
5
5
4
6
6
42
Berlin – Frankfurt (O) – border D/PL
10
7
6
8
9
8
8
9
8
4
77
Frankfurt (O) – Guben - Cottbus
4
6
7
6
10
6
4
5
2
4
54
Frankfurt (O) – Königs Wusterhausen
2
1
2
1
0
4
3
5
2
3
23
Grenze D/PL – Gorzow - Tczew
7
3
4
6
0
2
2
2
1
3
30
Grenze D/PL – Poznan - Warszawa
10
7
9
10
10
9
9
6
4
6
80
Szczecin – Rzepin - Wroclaw
6
6
2
7
10
1
2
2
2
8
46
Grenze D/PL – Gubin - Zbaszynek
5
4
2
2
5
2
1
2
1
3
27
Cottbus – Zagan – Lodz / Wroclaw
6
2
2
2
0
2
1
1
1
1
18
5.8
4.0
4.0
4.5
4.4
4.2
3.8
4.1
2.9
4.1
41.8
Possible points
Routes in the extended studied region
Average points
Further routes with significance for the cross-border traffic D/PL
Berlin - Angermünde
7
6
6
6
10
8
10
9
2
6
70
Angermünde - Szczecin
7
2
2
2
3
4
4
3
6
6
39
Berlin – Cottbus - Görlitz
6
3
5
4
6
5
6
6
6
8
55
Cottbus - Leipzig
5
4
6
6
10
5
4
4
2
4
50
Cottbus - Dresden
4
4
4
4
10
5
4
5
2
6
48
7
8
4
5
7
5
4
3
6
6
55
4.5
3.4
3.4
3.4
5.8
4.0
4.0
3.8
3.0
4.5
39.6
Average points
63
Fig. 78: Assessment of the road infrastructure
Capacity
Condition
Realisation measures
Planning measures
ASSESSMENT
MEASURES
Speed
DEGREE OF EXPANSION
SIGNIFICANCE
Network significance international
ROAD INFRASTRUCTURE
ASSESSMENT CRITERIA
10
10
10
10
10
10
10
70
Berlin - Bad Freienwalde - Chojna - Szczecin
3
2
4
3
7
2
1
22
Berlin – Kostrzyn – Gorzow – North East Poland
5
4
4
3
7
3
2
28
Berlin – Frankfurt (O) – border D/PL
10
10
8
8
7
2
3
48
Grenze D/PL – Poznan - Warszawa
10
10
5
5
5
8
8
51
Frankfurt (O) / Cottbus – Guben – Z. Gora / Swiebodzin
5
6
4
3
7
3
2
30
Possible points
Motorways and important roads in the extended studied region
Berlin – Cottbus – Legnica – South East Poland
Average points
8
6
7
7
6
6
4
44
8.2
7.6
6.4
5.8
7.8
4.8
4.0
44.6
64
Fig. 79: Assessment of the border crossing facilities
10
10
10
Küstrin-Kietz - Kostrzyn
7
3
5
3
5
Frankfurt (O) - Kunowice*
10
7
4
2
3
Guben - Gubin
5
4
3
3
4
1
ASSESSMENT
10
Planning measures
Condition
10
Possible points
Realisation measures
Border crossing time
MEASURES
Capacity goods traffic
DEGREE OF EXPANSION
SIGNIFICANCE
Network significance
international
BORDER CROSSING FACILITIES
ASSESSMENT CRITERIA
10
10
70
6
6
35
9
4
39
4
24
Border crossings railway transport in the extended studied region
Forst - Tuplice
6
2
3
3
4
1
1
20
Average points
7.0
4.0
3.8
2.8
4.0
4.3
3.8
29.5
Küstrin-Kietz - Kostrzyn
5
4
1
2
9
1
1
23
Frankfurt (O) - Swiecko
10
10
5
1
9
2
1
38
Guben / Gubinek
5
6
3
2
9
1
1
27
Border crossings road transport in the extended studied region
Forst - Olszyna
8
6
5
2
9
1
1
32
Average points
7.0
6.5
3.5
1.8
9.0
1.3
1.0
30.0
* without analysis Rzepin station
65
4.4
Strengths / weaknesses – profile
Transport infrastructure
Economic structure
Strengths
•
locations with low production costs situated near the
market
•
•
•
•
low financial basis of the regions East Brandenburg
and Lubuskie (border location, structure, development priority)
attractive settlement conditions (structure and business promotion, special economic zone)
•
unsatisfactory local transport connection of industrial
areas (e.g. SWZ in Slubice)
good national transport connections with further improved quality in the medium term
•
unfavourable location, transport connection and development conditions of the CT terminal
location and absorbability of the ETTC (without consideration of the CT terminals)
•
marketing status of the ETTC
•
uncertain long-term perspective of cost-motivated industrial settlements
•
excellent European significance of the east-west-axis •
Berlin – Frankfurt (Oder) - Warszawa
•
high level of expansion of the sections Erkner –
Frankfurt (O) and border D/PL - Warszawa
•
extensive, modern goods traffic capacities (Rzepin
station, passing loops in numerous stations, in the
short-term Oderbrücke station)
unsatisfactory condition of the important north-southaxis Szczecin – Rzepin – Wroclaw and the
regional network of the region (demand barriers)
•
further route expansion measures with implications
for cross-border traffic (Berlin – Szczecin, Berlin –
Kostrzyn, NSM)
serious interoperability deficits with the cross-border
railway infrastructure (operating current and train influence systems)
•
delayed extension of the A2 in direction border (Nowy Tomysl – Swiecko not until 2009 ff.)
efficiency of the A12 and the connecting motorway
network on the German side
•
efficiency of the road network on the Polish side in
particular in case of incidents
general degree of expansion and condition of the
road border crossing facilities in the region Frankfurt
(O) – Slubice and region on the whole
•
lack of traffic space in the inflow of the border control
point Frankfurt (Oder) - Swiecko
•
•
•
•
Traffic flow
Weaknesses
section Frankfurt (O) – border D/PL incl.
Oderbrücke serious bottleneck for the route
Berlin – Warszawa (speed, capacity)
•
slightly increased spatial, personnel and technical
concentration of the clearing procedures in the border station Oderbrücke
•
time-consuming freight controls and technical incoming inspections in the border station Oderbrücke (deviating IT systems, extensive control regulations)
•
use flexibility of the goods track systems in the stations Rzepin and Oderbrücke (revocation of the direction dependency, in Oderbrücke station in realisation)
•
lack of multi-system locomotives or defects to conventional traction vehicles and personnel for the
time-consuming process of the system change in
Oderbrücke station
•
slight increase in capacity and increasingly easier
control process for goods traffic at the border control
point Frankfurt (O) - Swiecko
•
sub-optimum distribution of the clearance facilities at
the border control point Frankfurt (O) – Swiecko (very
high border crossing time GV, low border crossing
time PV)
•
improved transport organisation in the tailback area
of the border control point A12 (general speed limit
80 km/h)
•
under-developed traffic management systems for the
use of the border crossing capacities of the region on
the whole (distribution PV – GV)
•
transport organisation in the junction area A2 – N29
(tailback area border crossing)
66
5.
5.1
ORGANISATION OF CROSS-BORDER GOODS TRAFFIC AND THE
NECESSARY INFRASTRUCTURE
Estimate of the development potential of the economic and transport infrastructure and in the cross-border traffic flow
5.1.1 Economic structure
The potential of the economic structure of the studied region is estimated with the following overview based on the examination of the existing infrastructure and by assessing the
strengths-weaknesses profile. The potential is estimated in the form of a five-stage matrix
and when forming the results is at least seen on a national scale (spatial economic structure of the Federal Republic of Germany and the Republic of Poland).
The results show a comparably low market potential of the economic region, increased incentives for development through location policies and business promotion and relatively
good possibilities for existing industrial locations with reference to the settlement of goods
traffic services. The ETTC in Frankfurt (Oder) has the potential to distinguish itself more
clearly as logistics centre with the focus on regional and local goods fine distribution for
the domiciled and developing industry and trade enterprises. A development to become a
goods traffic centre with excellent intermodal or hub function is on the other hand not to be
expected.
Fig. 80: Estimate of potential economic structure
POTENTIAL
FEATURE
DEVELOPMENT CRITERION
LOW < ------------------- > HIGH
significance and market position of the economic area seen on a national and international comparison
o
incentives for development (location policies, business promotion)
on the German and the Polish side
o
share of goods traffic services of the economic volume
o
suitability of existing industrial parks and special economic zones
for the settlement of goods traffic services
Development of the ETTC in Frankfurt (Oder)...
to a significant goods traffic centre with the focus on the transport carrier
change road-rail in the international traffic
to a significant goods traffic centre with the focus hub in international rail
haulage
to a significant logistics centre with the focus on cross-border regional
and local fine distribution
67
o
o
o
o
5.1.2 Transport infrastructure
Based on the examination and evaluation of the existing infrastructures and by assessing
the strengths-weaknesses profile the potential of the transport infrastructure of the studied
region is estimated with the following overview. The potential is estimated in the form of a
five-stage matrix and when forming the results is seen on a national (transport infrastructure system of the Federal Republic of Germany and the Republic of Poland) and a Central European comparison.
The results show the great potential of the transport infrastructure of the studied region
based on the European significance, scope and quality of projects being implemented and
in particular the reserves in the field of interoperability.
Owing to the under-developed north-south relation of which there are no indications that it
will be efficient in the long-term, the studied region will not develop to become a hub of international goods traffic, however into a central connection of nationally important transport routes to the axis Berlin – Warszawa which is continuing to gain in importance for
goods traffic.
Fig. 81: Estimate of potential transport infrastructure
POTENTIAL
FEATURE
LOW < ------------------- > HIGH
significant of the transport infrastructure of the region for the processing
of cross-border transport D/PL and with Eastern Europe
o
scope and quality of other infrastructure projects being implemented or
firmly planned for strengthening rail haulage
o
scope and quality of other infrastructure projects being implemented or
firmly planned for strengthening road haulage
o
harmonisation of the possible uses of the railway infrastructure (interoperability)
o
Development of the transport function of the region...
to a hub of international goods traffic by reinforcing relevant north-south
routes of international significance
to a central connection of nationally important transport routes to the
axis Berlin - Warszawa
to a connection of nationally and regionally important transport routes to
the axis Berlin - Warszawa
68
o
o
o
5.1.3 Traffic flow
An estimate of the development possibilities is also carried out for the field of traffic flow.
The basis is the results of the examination of the existing transport infrastructure, the assessment in particular of the border crossing facilities and the thus ensuing strengthsweaknesses profile. The potential is estimated in the form of a five-stage matrix and is oriented to further border zones characterised by goods traffic, both on a bilateral and European scale.
The results illustrate a large potential with important features of the cross-border goods
traffic. A significantly higher quality of the traffic flow can be achieved in rail haulage
through the reduction of deficits with the use of vehicles and with the freight and vehicle
controls. With regard to road transport on the other hand substantial improvements are
above all possible through developments in the field of transport monitoring and control.
It is estimated that border goods traffic in the studied region can increasingly develop free
of administrative and technical transport barriers. However, there is the risk of capacity
problems through a continued sharply growing traffic load, particularly in road haulage.
This risk will be even more clear the slower the reduction of administrative and traffic insufficiences develops.
Fig. 82: Estimate of potential traffic flow
POTENTIAL
FEATURE
LOW < ------------------- > HIGH
development of the vehicle assignment in rail haulage
(multi-system ability)
o
development in the field of freight and vehicle controls
(harmonisation, digitalisation, liberalisation)
o
development in the field of traffic monitoring and steering
The traffic flow in the border area is determined in a long-term perspective...
through continued problematic flows owing to coordination problems of
the administrative authorities / companies
through increasing barrier-free flows, however very sharp increase in
traffic volumes and consequently capacity problems
through increasingly barrier-free flows and fluent traffic
69
o
o
o
o
5.2
Development goals for an attractive cross-border goods traffic development
(theses)
The cross-border goods traffic between the Federal Republic of Germany and the Republic of Poland will continue to increase with the trend towards particularly high growth rates
in road haulage. The Rail Baltica project and the thus associated transport attraction
should however enable a noticeable retrieval of railway transport shares in the transport
corridor Berlin – Warszawa in conjunction with other infrastructural and operational improvements in railway transport with Belarus, Russia and the Ukraine.
The following goals are to be pursued for an attractive organisation of this development in
the Frankfurt (Oder) / Slubice region from the point of view of the expert:
Goal 1
The studied region should profit more economically from the goods traffic development.
The aim is in particular to develop the comparably weak economic basis through settlement policies of the municipal authorities, which are coordinated as far as possible, and
improved economic integration. The specific strengths of the locations (e. g. transport
connection, labour costs, training level, promotion) should lead to the formation of industry
clusters more than in the past. The cross-border communication of science and research
which is already developed on a high level is to be oriented more than before to the economic reinforcement of the region and thus reduction in the high unemployment rate.
Goal 2
The goods traffic development in the studied region is to be designed as far as possible to
achieve a well-balanced use of the existing and firmly planned transport infrastructure.
Modern traffic management systems are to be used to a larger extent and – at least for
the period of serious bottleneck situations – possibilities of restrictive measures in passenger transport for the benefit of a more fluent traffic processing in cross-border goods
traffic sounded out.
Goal 3
The more environmentally-friendly rail haulage is to be particularly reinforced in terms of
functionality and volume share. With the expansion route Berlin – Frankfurt (Oder) –
Poznan – Warszawa, which has been realised to a large extent, there is a very efficient
core infrastructure which, seen in the long-term perspective, will be in the position to take
more or less twice the goods traffic density. This development can be supported considerably (feed and outflow in the network, alternative routes) through the implementation of
other expansion measures (e. g. Berlin – Kostrzyn – Gorzow Wlkp., Szczecin – Kostrzyn –
Rzepin – Wroclaw) in real time.
70
Goal 4
After substantial investments were made in structural measures with the road border crossings, it is now necessary to force partly urgently needed structural measures in the area
of the railway border crossings. The long-term use of multi-system locomotives, the increasingly liberalised goods traffic and in particular the stronger use of the generously developed goods traffic facilities at Rzepin station are to be taken into account when stipulating the target condition of the facilities as a spatial expansion of the border station Oderbrücke with the aim of a further increase in capacity will hardly be possible.
Goal 5
The traffic processing in rail haulage is to be organised considerably more fluent through
suitable infrastructural and operational adjustments. The focus of corresponding coordination is to be placed on the action fields traction vehicle optimisation, tightening of the
clearance procedures and harmonisation of the control and security technology. Owing to
less progress on central state level in particular the contacts of the states and Voivodships
(“Oder partnership”) are to be used for setting-up expert bodies or intensifying existing
subject-related working groups. Further players, beyond the companies of DB AG and
PKP S.A., are to be involved in line with the transport market development.
Goal 6
The traffic processing in road haulage is in particular to be improved through comprehensive spatial measures for traffic management (traffic management system for the central
border zone). The extension of the motorway A2 on the Polish side to the border will stimulate a further increase in demand so that despite border crossing, which will continue to
be easier in future, a reinforcement of the goods traffic capacity should be planned in the
border area Frankfurt (Oder) – Swiecko.
Goal 7
Owing to the weak economic basis, the comparably unfavourable location to the conurbations and the absence of a central, integrated location no goods traffic centre with national
importance will be able to develop in the studied region. Thus, one important goal should
be the further development of the ETTC into a logistics centre with the focus on crossborder regional and local fine distribution. The goods station Rzepin is to be developed to
a hub in rail haulage (except combined traffic) through the reinforcement of the northsouth-axis Szczecin – Rzepin – Wroclaw and the functions in the station itself.
71
5.3
Recommendations for organising the infrastructure and the cross-border
networking of infrastructure components
5.3.1 Rail haulage
Remedy of infrastructural deficits in real time in the railway network relevant for crossborder rail haulage
Measures in the short- or medium-term
•
•
•
•
scheduled implementation of the still outstanding measures on the ABS Berlin –
Frankfurt (Oder) – border D/PL including the infrastructural upgrading of the border
station Oderbrücke
forcing of the interstate coordination for solving the problem of deviating building standards with the planning and realisation of the new building of the Oderbrücke, if applicable support of the building developers DB Netz AG and PLK S.A. by the state building administrative authorities
execution of the planned measures on the routes Berlin - Strausberg – Kostrzyn (expansion 120 km/h, modernisation LST) and Kostrzyn – Gorzow Wlkp. (availability 100
km/h) in real time
determination of issues for a perspective for the route Cottbus – Forst - Zagan – Lodz
/ Wroclaw (target condition, priority, measures conceptual design) in interstate working
group
Long-term measures
•
•
modernisation of all existing relevant routes and border clearance facilities for crossborder goods traffic in the studied region (route speed at least 80 km/h, modern control and security technology)
increase in efficiency of the important north-south tangent Szczecin – Rzepin - Wroclaw through extensive expansion and modernisation measures
Tightening of the border clearance procedures at Oderbrücke station and improved
work distribution with Rzepin station
Measures in the short to medium-term
•
interstate coordination of uniform freight documents by including the Baltic States and
Russia, White Russia and the Ukraine as well as the relevant railway transport companies
72
•
•
•
establishment of the compatibility in the digital processing of freight documents with
the responsible German and Polish administrative authorities (working group, if applicable financial support in the software adjustment)
reduction in the wagon incoming control procedures e. g. through relocation of the responsibility to the railway transport companies and execution of controls at departure
or destination locations, restriction to random samples, technical / automated procedures
coordination of a suitable work distribution between the stations Oderbrücke and
Rzepin
Long-term measures
•
concentration of the border clearance and wagon inspection in Rzepin station by using
the extensive track systems (Oderbrücke station serves as capacity reserve and for
necessary traction vehicle change)
5.3.2 Road haulage
Relaxation of the border crossing time at the border crossing Frankfurt (Oder) – Swiecko
Short- to medium-term measures
•
•
creation of a further lane on the Polish side from the junction area E30 / N29 as further basis for an effective border clearance while using the whole clearance infrastructure and improving road safety
set-up of a flexible lane allocation in the area of the access roads with corresponding
traffic guidance infrastructure (marking, signalisation, IT-based control with regard to
the traffic volume and e. g. also the load thresholds Oderbrücke)
Long-term measures
•
•
expansion of the traffic guidance infrastructure border crossing Frankfurt (Oder) Swiecko (see above) to a traffic management system for the border zone Kostrzyn –
Frankfurt (Oder) / Rzepin – Eisenhüttenstadt (goal: diversion of the passenger traffic
with low demand via regulated border crossings, release of further lanes and clearance lanes to the goods traffic)
realisation of the new road border crossing north of the town of Eisenhüttenstadt including suitable access routes (goal: relocation in particular of the goods traffic of the
relation Berlin – Frankfurt/O – Zielona Gora)
73
•
increase in the capacity of existing border crossings through suitable structural and
operational measures (goal: traffic relocation effects through low border crossing time
and regulation) depending on the actual traffic demand development
Realisation of important network expansion measures in real time
•
•
•
realisation of the planned extension of the motorway A2 Nowy Tomysl – Swiecko including efficient connection of the N29 in the border area in real time
scheduled commissioning of the planned bypass Slubice
establishment of a qualified road development of the CT terminal (upgrade in particular of Georg-Richter Road and the traffic junctions in direction B112 new, improved
traffic management system)
5.3.3 Goods traffic logistics
Concentration of the logistics services of the studied region
•
•
•
cross-border coordination of settlement and business promotion activities with the aim
of a useful and altogether balancing cluster formation of the business location structure
concentration of logistics industry and services in the ETTC Frankfurt (Oder) by using
the location benefits (central location in the industrial location system, direct connection in the interface motorway A12 / B112 new)
utilization of the existing track and transhipment facilities of the CT terminal in Frankfurt (Oder) in conjunction with securing the connection by rail and expansion measures in the area of the road development (see Chapter 5.3.2)
Long-term measures
•
specific work distribution between the CT terminal in Frankfurt (Oder) and the goods
station Rzepin with the aim of concentration on transshipment services rail – road
(combined traffic) or the hub function in railway transport (signalling and shunting services)
74
5.4
Summary and outlook
The development of the cross-border goods traffic in the Frankfurt (Oder) / Slubice region
in the last few years led both to significant results as well as to problems owing to substantial varied deficits.
The general trend of the sharply growing road haulage had particularly substantial implications in the studied region. The cross-border rail haulage which still dominated 15 years
ago, with significant capacities in particular in the shunting yard Frankfurt (Oder), lost in
significance with the consequence of very considerable tailbacks at the out-of-date,
weakly dimensioned road border crossings.
It was possible to noticeably solve this problem in the meantime through substantial investments in the motorway and highway network and the border crossing facilities. The
traffic volume which rose sharply again with the EU enlargement in 2004 proved to be less
of a problem than assumed as the waiting times at the control points fell at the same time
as the customs controls were abolished.
The attractiveness of the cross-border rail haulage relating to the studied region has currently been increased significantly through the expansion of the route Berlin – Frankfurt
(Oder) – Warszawa which has been completed to a large extent. The main barriers for a
stronger use of the goods infrastructural conditions are the time-consuming control procedures in the border station Frankfurt (Oder) Oderbrücke and the cumbersome process of
reducing the interoperability deficits.
Despite considerable efforts in promoting industrial settlements it was not possible to develop a satisfactory economic basis so far. The regional goods traffic demand is accordingly low with the consequence of low demand of cargo handling services as so far no
comprehensive interface function could be developed in the transit traffic either.
A goods traffic development which promotes economic development and is increasingly
environmentally-friendly can be assumed for the Frankfurt (Oder) / Slubice region when
using existing potentials. This is equally characterised by increasingly high volumes and
barrier-free flows. The traffic function of the region will continue to be determined by the
strength of the transport axis Berlin - Warszawa, with connection of transport routes of national significance.
The ETTC in Frankfurt (Oder) can develop into a significant logistics centre with the focus
on cross-border regional and local fine distribution with progressive economic development and use of the location quality. The goods station Rzepin is progressing to become
an increasingly used intersection point of rail haulage (hub) and guarantee for the capacity
of the transport axis Berlin – Warszawa owing to the location and efficiency.
75

Cross-border goods traffic

Transcrição

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