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This was concluded by the infrastructure manager of the Netherlands, ProRail.
Full implementation of all the requirements under the revised TEN-T network is not financially possible in the Netherlands. This was concluded by the infrastructure manager of the Netherlands, ProRail, based on the draft revision of the TEN-T regulation that the European Commission announced at the end of last year.
The financially available resources from the Netherlands and Europe are expected to be insufficient, ProRail concludes based on a study it carried out at the request of the Ministry of Infrastructure and Water Management. The infra manager is asking for more resources, but also suggests adjustments to the TEN-T regulation, which is still under review.
What are the requirements?
What is new in the revision, is that the ‘740-metre requirement’ must apply not only to runway lines and yards, but also to terminals. Also, 50 per cent of the capacity must be suitable for 740-metre trains.
Moreover, the core network has been extended with stricter requirements, as well as the requirements for the comprehensive network, which is one grade lower in priority from the core network. This network must also be suitable for 740-metre trains and the international security system ERTMS must be rolled out faster than previously planned.
Although ProRail sees that implementing the TEN-T requirements brings great benefits for interoperability, the economy and CO2 emissions, the rail manager also sees a number of difficulties. In particular, the adjustments required for running trains with a 740-metre length are costly.
1.6 billion
According to a global cost estimate, the adjustments to the freight corridors will cost no less than 1.6 billion euros, which is 60 per cent higher than an estimate from 2019. This is on the one hand due to ‘processing new insights’, and because the addition of measures introduced in the revision had not yet been included. On the other hand, the adjustment to the price level of 2022 also means higher costs.
85 to 90 per cent of these costs are related to measures for the running of 740-metre trains. The other costs that have to be incurred are intended for increasing train speed, and for electrification. Certain costs, such as the additional costs for maintaining the infrastructure, have not yet been included in this analysis. ProRail indicates that it wishes to conduct further research into the costs. Read more
Source: RAILFREIGHT.COM
