1. railways today in the past Jan ILÍK Ministry of Transport, CZ
and tomorrow
Jan ILÍK
Ministry of Transport, CZ

2. Role of Railway Transport
How does Europe work on rails?
„zone 1“:
HSR network + densely developed and used conventional lines
high mobility of citizens
clock-hour timetabling with high frequency
railways competitive
„zone 2“:
significant improvements on conventional lines, first HSL projects
clock-hour timetabling
high potential for further development of railway system
„zone 3“:
modernization – so far – without network effects, some lines in poor condition
lover mobility of citizens
limited offer of connections, sometimes only once/day
railway system in a difficult position, no new railway projects
„zone 2“
„zone 1“
„zone 3“

3. Mid-term Strategy modernization of conventional network (completion)
better coordination of project across border
development of operational concepts and services

4. Transit Corridors modernization of infra since 1993 (CZ)
expected by 2020 – 25 – financing secured
completion of main railway trunk lines +
other important lines for a higher capacity of network
precondition to make rail transport attractive
further improvements needed – also on modernized sections – esp. TEN-T a TSI requirements – e.g. length of trains 740 m, new technologies (ETCS)
why?
to solve problems:
low speed parameters
capacity problems due to increased demand
low project coordination with neighbours needed – „national thinkig“

5. Czech Railway System increase of passenger (very low ticket prices)
2 types of passenger services:
PSO – services covered by public subsidies (not only ČD)
open access – since 2011, Praha – Ostrava (350 km), railway shorter than motorway
2011 – 2 operators: ČD, RegioJet
2012 – 3 operators: ČD, RegioJet, Leo Express
2015 – Arriva – commuter and long distance open access
Experience:
increase of passenger (very low ticket prices)
+ better on-board services, more connections (train every 30 min.), PR for rail, pressure i.e. improvements of ČD services
problems: overlapping networks, short trains (No of seats offered) – track capacity – limited capacity for freight trains, offer reduction during off-peak hours
differentiation – from national to international services (Prague – SE Moravia, Prague – eastern SK, Prague – Bratislava TT 2017)
further expansion based on cooperation with bus services – easier and cheaper (RJ train – RJ bus, LeoExpress train – LE Bus/Flixbus)
ticketing (imcompatibility)
shift from competition in the market towards competition for the market planned

6. Potencial travel time cuts Praha – Budapest:
International Projects
coordination of activities on cross-border sections
Targets by 2025:
Praha – Berlin 3 : 40 / 4: 30 (today)
Praha – München 4 : 15 / 5 : 50 (4:40 IC Bus)
Praha – Nürnberg 3 : 45 / 5 : 10 (3 : 38 IC Bus)
Praha – Wien 3 : 45 / 4 : 00
Praha – Linz : 40 / 4 : 50 (4:00 TT2017)
Praha – Bratislava 3 : 45 / 3 : 58
Praha – Budapest 5 : 30 / 6 : 45
Praha – Katowice 4 : 15 / 5: 09
Both, infrastructural and operational improvements based on long term bi- or multilateral agreements
CZ-AT (2015) ministerial agreement on development of rail infrastructure and services until 2024, CZ-DE to be launched (discussion)
Brno
Linz
modernizace
nová trať
koncepční řešení
Potencial travel time cuts Praha – Budapest:
full modernization Praha – Břeclav: app. 20 min
modernization Kúty – Bratislava – Štúrovo: app. 30 min
improvements Szob – Budapest: app. 5 min
terminus at Budapest Nyugati pu: app. 20 min

7. Further Perspective for Passenger Services
ambition: long-term participation of CZ operators and their rolling stock in international services in „zone 2“
why?
stabilization of services – international trains = backbone of national services
use potential – of international transport and additional source of receipts (competition to flight & road)
based on governmental decision / part of market opening plan
preconditions:
bi- or multilateral and multi-annual agreements among operators (traditional cooperation insufficient) (ČD-ÖBB raijet, ČD-DB Prague – Hamburg, ČD- ŽSSK-MÁV - expected)
product approach – guaranteed quality and standardized services (inc. attractive pricing, guaranteed rolling stock, PR, further development of product etc.)

8. Further Perspective for Freight Services
Rail Freight Corridors
RFC 7 Orient/East-Med
RFC 9 CS Corridor will be part of Rhine – Danube
RFC 5 Baltic-Adriatic – no changes
RFC 8 North Sea-Baltic – link to North Sea ports – CZ initiative
further electrification needed
all lines important for freight
last mile = where necessary for approved operational concept
unification of voltage system – motivation, higher efficiency, coordinated development with SK, TSI ENE (HSR)
via Nürnberg – Passau - Wien:
DE 15 kV 16,7 Hz
AT 15 kV 16,7 Hz
HU 25 kV 50 Hz
RO 25 kV 50 Hz
GB 25 kv 50 Hz
RFC7 routing:
DE 15 kV 16,7 Hz
CZ 3 kV ss/25 kV 50 Hz
SK 25 kV 50 Hz
HU 25 kV 50 Hz
RO 25 kV 50 Hz
BG 25 kV 50 Hz
further improvements on TEN-T network (740 m)
some non TEN-T infrastructure in TEN-T parameters expected

9. Long-term Strategy development of HS infrastructure and services
HSR as a tool of economic strategy/development (keep good national accessibility)
sufficient capacity for freight

10. Hamburg – Wien/Budapest
current problems on trunk routes
lack of capacity – same infrastructure for all train segments → need of segregation
not all directions covered – Praha – Wroclaw
low speed parameters → need of new HS/high capacity lines
What should be a role
of railways in the future?
Děčín Ústí n. L Praha
Speed profile after tracks modernization - DE/CZ border - Prague
1916
2016 10

11. Rapid services RS
Rapid Services = high-speed project in CZ – 1995 concept update
Why? original concept based on TGV experience (different context),
need to meet CZ needs and CE spatial context
2012 – more flexible approach – technical and operational solutions:
combination of new and modernized lines for higher speeds
more segments of trains operated on new infrastructure – maximize accessibility of rail transport
possibility of phasing (step by step)
gradual speed increase (time slots) – not necessary to buy VHS trains at the beginning of HS operation
RS ≠ railway project but economic one RS 11

12. RS backbone of rail transport
RS for several segments of long-distance and interregional transport:
1. international (ICE, TGV)
2. national (express, IC)
3. interregional (RegioExpress)
basic principles:
part of long-distance transport in CZ =
= no exclusive services
interconnection with other modes („exists“ to current network + terminals (integration
(train, bus, car, P&R)
accessibility for the whole population (more terminals)
operation (probably) based on franchise model
Long distance HS trains
Long distance IC trains
Suburban HS trains

13. RS benefits One Day Trip EXPECTATIONS:
Praha/CEE + RS – time accessibility
EXPECTATIONS:
radical change in spatial contacts – accessibility change within CZ and EU
HS suburban railway – commuting up to 1 hour: shift km → 150 km
HS terminals (RS + regional trains, buses, P+R) = gate to their hinterland
capacity increase (issue of urban nodes)
elimination of historical pre- conditionalities (e.g. Praha – Brno) – low longitudinal slopes vs. length of lines
qualitative shift for sector (Unis, export, know-how) long-term perspective
One Day Trip
Current and future travel time (half-time realization scenario)
RS as the tool for increase of public transport attractiveness and better efficiency of public subsidies given to public transport

14. How far we are? spatial-technical studies (2014 – 17)
detail 1:10 000, covering all technical variants, spatial planning purposes, identification and solving of conflict localities
technical study – defining technical standards
single construction parts (bridges, tunnels…) where Czech norm and legislation is not available
maintenance standards
compatibility of tracks and rolling-stock
feasibility studies:
to be launched in late 2016/early 2017, completion in 1,5 year.
HSL Prague – Dresden
HSL Prague – Brno – border AT/SK
Brno – Přerov (200 km/h) – project phase, construction to be launched in 2019
EGTC Dresden – Prague

15. Resumé
modernization of trunk conventional lines close to finalization
new long-lasting development programme needed
to stay well connected is priority – we need to follow neighbouring countries where the system already exists or is going to be developed
chance for employment and national economy competitiveness increase
We need to develop railway system for all… i.e. also for those who could use its services already today but there is only a little chance this idea would cross someone’s mind!

16. Thank for your attention