The Corridor B project, which aims to remove bottlenecks in ETCS implementation and to harmonise operational rules along the Stockholm–Hamburg–Munich–Naples route, is moving into a bold new phase. The Executive Board (chaired by Denmark) and the Management Committee (chaired by ÖBB, Austrian Railways) for the corridor were formed in March-April 2010 and are now preparing themselves to face the challenges posed along what is the longest ERTMS corridor with its 3,670 km of track.
The implementation plan will form the cornerstone of the future work for the five countries the corridor crosses, namely Sweden, Denmark, Germany, Austria and Italy. The letter of intent for the establishment of the Corridor was signed in 2009 by the transport ministers of the five countries crossed. The importance of Corridor B development is reflected not only from the point of view of the economic advantages to be generated, but also in terms of road traffic ease, as road transport is one of the most popular means of transport in Northern countries, and freight modal shift from roads to rails.
Fundamental for freight transport
The corridor will be progressively equipped with ERTMS. The alpine part (Munich–Kufstein–Brenner–Verona) is to be equipped in 2015, while the northern part (Stockholm–Copenhagen–Rødby–Hamburg) together with the remaining parts in Germany (Munich–Hamburg) and Italy (Verona–Naples) shall be progressively deployed by 2020. Coordinated implementation of different versions of baselines (2.3.0d and 3.0.0) has to be ensured. Particular attention will be paid to the large infrastructure hubs of the Brenner axis (Germany–Austria–Italy), of the Fehmarn Belt fixed link (Germany–Denmark), and of the Øresund fixed link (Denmark–Sweden); the Øresund link was placed into service in 2000. A strategic objective in the development of Corridor B is the support shown to international rail freight and passenger transport, considering, at the same time, the integration of rail-road connections to the benefit of transport infrastructure at European level. The importance of Hamburg port’s presence (the second largest port in Europe) on the Corridor B map shouldn’t be neglected either, as it brings added value to the economy and business in the region and facilitates the improvement of connections between rail and sea transport, as alternative to road transport. The corridor between Stockholm – Hamburg – Munich – Naples is vital for goods transport on the North-South axis especially due to the interoperability which will contribute in improving the cost-benefit scenarios, but also in improving quality for easing cross-border traffic. The Italian route that is part of Corridor B extends some 1,175 km and consists entirely of conventional lines. Completion of the Italian part of Corridor B is expected by 2013 for its entire extension along the north-south Brennero – Verona – Bologna – Florence – Rome – Naples axis. It should be noted that the route of Corridor B is also closely interconnected with the new lines of the Italian HS/HC system (Milan – Bologna – Florence – Rome – Naples). Total cost of works in Italy is estimated at EUR 100 Million. This project covers the roll-out of trackside equipment on 112 km of Austrian sections of ERTMS Corridor B, which runs from Stockholm-Naples. Three lines will be equipped with ETCS Level 2, two double-tracked sections (16 and 48 km) and one quadruple-tracked section (48 km). These works intend to increase the transport daily capacity to 400 trains by the year 2020. Investments in the period 2010-2020 are estimated at EUR 24 Million, 50% of which in EU financing. Sweden plans to equip Oresund Bridge – Hallsberg/Stockholm section on Corridor B with ERTMS by 2020. Corridor B’s general objectives include connecting the cities and the important commercial areas, developing technical interoperability and, of course, encouraging modal shift of goods from roads to rails. The strategic objectives which reinforce the importance of Corridor B are represented by the fixed connection to the Fehmarn Strait to the Baltic Sea, as well as the Brenner Tunnel, which crosses the base of the Alps. It should also be mentioned the possibility to implement the ERTMS on the already existing lines via Flensburg (Germany) and Innsbruck (Austria), which is extremely useful in case delays arise in infrastructure projects on Corridor B.
by Elena Ilie
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