Investment strategy for the railway network of DB group Focus on electrification strategy
DB Netz AG
Joachim Vaahsen, Marco Wilfert
London, 29 october 2014
Financial basis of german railways network
Network conception 2030
2
DB Netz AG – facts and figures
DB Netz AG in figures for the 2013 business year:
Total operating performance
(in millons of train-path
kilometres)
1,021
Number of employees
35,972
Length of line operated (in km)
33,295
Length of all track (in km)
61,153
Switches and crossings
69,400
Level crossings
13,890
Tunnels (number/ length in km) 695/ 512
Railway bridges and viaducts
24,982
(Source: 2013 Annual Report of DB Netz AG , Dates&Facts 2013, as at 31 December 2013)
3
19,873 Km of the
railway network are
electrified (as at 31
December 2013)
The important main
lines, especially
high speed lines,
are part of the
electrified network
The railway infrastructure companies of DB group receive
subsidies from the german federal government for
replacement investments
Federal Republic of Germany (owner)
Deutsche Bahn AG
(DB group)
DB Mobility Logistics AG
Passenger traffic
DB Regio AG
Freight traffic
and logistics
DB Schenker
Rail AG
DB Fernverkehr
AG
DB Schenker
Logistics AG
...
...
public
subsidies
Infrastructure
The financial flows of DB group are fully
transparent and comprehensible
DB group is actually partially demerged
All divisons are legally, organizational and in
an accounting point of view seperated
DB Netz AG
Earnings are not used to acquire
competitors
DB Station &
Service AG
Public subsidies (for investments)
- flow only into the railway infrastructure
companies of DB group
- have to be spent in an earmarked way
DB Energie
GmbH
- are subject to strictly auditings of the funding
bodies , in particular of the federal
government administration of railway traffic
(EBA)
...
4
System of financial basis of German railways network
annual values in bn EUR
“Existing lines”
“New lines”
Existing railway lines
Federal budget
New lines
EUR 2.5 bn*
Federal budget
avg. EUR 1.4 bn
Own financial resources
of DB AG
avg. EUR 0.1 bn
* in 2013 and 2014 2.75 bn EUR due to a special agreement
between DB group and the federal government
Own financial funds of
DB Group
EUR 0.5 bn
Multiannual contract (LuFV) between DB Group and
German federal government about service level and
financing of German railways network
5
Financial basis of german railways network
Replacement investments on existing lines
Construction of new lines and upgrades of existing lines
6
Fundamental principle of LuFV is to focus on the output
Fundamental principle and control mechanism of LuFV
Use of funds (input)
Application of funds (output)
EUR 2.5 billion1) for
replacement investment
Evidence for
replacement and
maintenance
of railway infrastructure according
to appendixes 7.1
and 8.3 of LuFV
Min. EUR 0.5 billion for
replacement investment
Min. EUR 1.0 billion for
maintenance
Compliance with
quality objectives
+
Controlling bodies (LuFV output control)
DB auditor
(WP)
Infrastructure auditor
federal government (IWP)
EBA
Discussion group for placement of orders of DB Bahn
(EBA, BMVBS, BRH, building associations , DB)
1)
EUR 2.75 bn. in 2013/2014
7
BMVBS
Indirect: BRH
(audits EBA and BMVBS)
Parameters of the LuFV contract – documented in the IZB
Quality parameters
(subject to sanctions)
Theoretical loss of
journey time
DB Netz AG
Number of infrastructure
problems
DB Netz AG
Further quality parameters
(only reported, without
sanctions)
Number of faults [‘000]
Reported
indicators
Train-path kilometers
Fault durations
[million minutes]
Average age of track
[years]
Train stops
Functionality of platforms
DB Station&Service
Average age of
points/crossings [years]
Assessment of
facility quality
DB Station&Service
Supply reliability of
traction current
DB Energie
Traction energy
Condition category bridges
Condition category tunnels
8
Minutes of delay per
1,000 train kilometers
The parameter „supply reliability of traction current“ is a quality
criterion of performance of the energy supplier DB Energie
The quality parameter „supply reliability of traction current” is an indicator to evaluate the
efficiency of the use of funds for ensuring reliable sources of supply of electrical energy
Every interruption of the current supply which is caused by the condition of the electric
installations gets quantified as an incident related value of deficit energy
The value of deficit energy describes the theoretical maximum of electric current that
could not be fed into the traction current grid due to a power outage which was caused by
the condition of the installations of the energy supplier DB Energie
The calculated amount of supply reliability which is given in percentage corresponds to
the value of deficit energy in relation to the total amount of the electrical energie which
was fed into the traction current grid
Quality parameter “supply reliability of traction current”
9
Financial basis of german railways network
Replacement investments on existing lines
Construction of new lines and upgrades of existing lines
10
The portfolio of projects is defined by the Federal Transport
Infrastructure Plan and the Federal law of railway network development
Federal Transport Infrastructure Plan
Federal law of railway network development
The law contains contains an annex
which defines the list of projects which
are planned to be realised
The annex is referred to as requirements
plan of the german federal railway
network and it contains 71 projects
11
In 2012 the federal ministry of transport
implemented the actual investment
master plan for the period 2011 until
2015de l’infrastructure ferroviaire
The actual Federal Transport Infrastructure Plan from 2003 gets revised
until the end of 2015
The actual Federal Transport Inrastructure Plan (BVWP)
was approved by the Federal cabinet in 2003
The portfolio of projects of the Federal Transport
Infrastructure Plan became in 2004 as a result of the
legislation process part of the list of projects of the
requirements plan of the german federal railway network
Only the projects which are part of the requirements plan
are allowed to be financed with funds from the federal
budget
The process of revision of the Federal Transport Infrastructure
Plan was initiated by the german federal ministry of transport in
2012
12
The realisation of 31 projects is actually financed by
funds from the federal budget
Projects
VDE 8.1 Nuremberg – Erfurt
VDE 8.2 Erfurt –Halle/ Leipzig
ABS/NBS Stuttgart – Ulm – Augsburg
ABS/NBS Stuttgart – Ulm - Augsburg
ABS Oldenburg – Wilhelmshaven
ABS Berlin – Frankfurt/Oder
ABS D/NL Emmerich – Oberhausen
VDE 9 Leipzig – Dresden
Railway junction of Halle/ Leipzig
Railway junction of Magdeburg
Railway junction of Frankfurt/Main
Railway junction of Erfurt
Marshalling yard of Gremberg/Cologne
ABS Paderborn – Chemnitz
Railway junction of Berlin
ABS Karlsruhe – Stuttgart – Nürnberg –
Leipzig/Dresden
17 ABS/NBS Karlsruhe – Basel
Projects with financing agreements
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Sub-project
Overall project
1
Line project
14
Junction project
5
19
27
15
29
10
20
7
2
24
12
13
6
25
9
28
16
2211
30
18
26
1
23
4
31
21
17
13
Electronic interlocking of Emmerich, ETCS
Second stage of construction
Second stage of construction
First stage of construction
VDE 8.1/8.2
Third stage of construction
Ostkreuz station
Gaschwitz – Crimmitzschau; railway junction of Chemnitz
18 ABS Saarbrücken – Ludwigshafen
19 ABS Stelle – Lüneburg
20 ABS Berlin – Dresden
21 ABS Munich – Lindau – austrian border
22 ABS Mainz – Mannheim
23 Railway junction of Mannheim
Electrification of the line
Northern part of the junction of Mainz
additional platform F
24
25
26
27
3
New construction line between Wendlingen and Ulm
Stuttgart 21
Second stage of construction
Schliengen – Eimeldingen; Katzenbergtunnel,
„second Rhine bridge Basel" and 4 tracks-upgrading , Karlsruhe
Rastatt Süd, Buggingen – Schliengen
POS Nord
Upgrading to a three-track line
First stage of construction
8
14
Sections
New construction line, electronic interlocking of Strullendorf
Multimodal Terminal Rhine /Ruhr
Marshalling yard Halle-Nord
ABS Hanau - Nantenbach
ABS Uelzen - Stendal
Secod stage of construction
28 ABS Knappenrode – Horka
Schwarzkopftunnel
Hohenwulsch-Burnau-Packebusch,
Rademin-Salzwedel, Uelzen
Electrification and upgrading to a two-track line
29 Multimodal Terminal Lehrte
MegaHub
30 ABS Luxemburg – Trier – Koblenz
Igel – Igel West
31 ABS Munich – Mühldorf - Freilassing
Freilassing – austrian Border, Altmühldorf-Tüßling
ABS: upgrading of existing lines; NBS: construction of new lines
The planning costs of 11 projects are financed by special
inidvidual agreements
Existing individual agreements about the financing of plannings
sub-project
Projects
Agreement partners
1
ABS/NBS Hamburg/Bremen - Hanover
Federal and federal states
governments
2
Fixed link across the Fehmarnbelt (FBQ)
Federal government
3
ABS Düsseldorf – Duisburg (RRX)
Federal and federal
state government
4
ABS Münster – Lünen
Local authorities
5
ABS D/NL Emmerich – Oberhausen
Federal state government
and EU (TEN-T)
6
ABS Ulm – Friedrichshafen - Lindau
Federal state government
7
ABS Munich – Mühldorf - Freilassing
Federal government and EU (TEN-T)
8
ABS Stuttgart – Singen
Federal state gov. and local authorities
9
ABS Luxemburg – Trier – Koblenz,
Igel – Igel West)
Federal government
Overall project
1
Line project
14
Junction project
2
10
1
5
4
3
11
9
8
10 ABS Oldenburg – Wilhelmshaven,
third construction stage
Federal government
11 ABS Köln – Aachen,
section between Düren and Aachen
Federal government
Additional Agreements about the financing of
the construction costs are required
7
6
ABS: upgrading of existing lines; NBS: construction of new lines
14
The preliminary plannings of selected projects are financed
by a special collective agreement between DB group and the
federal government
Projects
Sub-project
Projects
Sections
Overall project
1
Railway junction
14
line
1 Railway Junction Frankfurt/Main
Homburger Damm
2 ABS Kehl - Appenweier (POS Süd)
Second construction stage
3
5
6
4
3
7
1
8
13
ABS Karlsruhe – Stuttgart – Nürnberg –
Leipzig/Dresden
4 ABS Leipzig – Dresden (VDE 9)
Zeithain - Leckwitz
5 ABS Stendal - Uelzen
Second construction stage
6 ABS/NBS Hanau-Würzburg/Fulda-Erfurt
Erfurt - Eisenach Vmax 200Km/h
7 ABS/NBS Hanau-Würzburg/Fulda-Erfurt
4-track upgrading Hanau - Gelnhausen
8 ABS/NBS Hanau-Würzburg/Fulda-Erfurt
NBS Gelnhausen – HSL Würzburg
9 Railway junction of Munich
Curve of Daglfing
10 ABS Munich - Mühldorf - Freilassing
Curve of Trudering
11 ABS Munich - Mühldorf - Freilassing
remaining sections
ABS Munich – Rosenheim – Kiefersfelden –
12 austrian border
2
ABS Nuremberg – Marktredwitz –
11
14
9 10
12
15
Gaschwitz - Crimmitschau
complete line
13 Reichenbach / czech border
Electrification Marktredwitz – Hof and
Marktredwitz – czech border
14 ABS Stuttgart – Singen – swiss border
Rottweil - Neufra
International treaties and commitments of Germany
Treaty
cncluded
DÄNEMARK
Projects
Negotations in
progress
1 Electrification and double-track upgrade between Lübeck and Puttgarden (FBQ)
Without financing
agreement
1
2 Electrification and double-track upgrade between Angermünde and polish border
3 three-track upgrade between Oberhausen – Emmerich and the dutch border
2
4 Upgrade of the existing line between Dresden and Berlin
POLEN
NIEDERLANDE
5 Electrification and double-track between Hoyerswerda and the polish border
6 Electrification between Dresden-Neustadt – Görlitz and the polish border
3
4
7 Line upgrade between Dresden and the czech border, new line between Dresden and
Prague
5
BELGIEN
8 Line upgrade between Düren and Aachen
9 Electrification between Nuremberg - Schirnding and the czech border
6
7
10 New line between Regensburg and Plzen (CZ)
8
LUXEMBOURG
11 Line upgrade between Nuremberg – Passau and the austrian Border
TSCHECHISCHE
REPUBLIK
9
12 Line upgrade between Stuttgart and Singen
10
12
13
17 16
SCHWEIZ
14 Electrification between Ulm and Lindau
11
14
FRANKREICH
13 Line upgrade between Kehl and Appenweier, 4-track-upgrade Karlsruhe - Basel
15 Line upgrade between Munich – Freilassing and the austrian border
15
16 Brenner railway axis (section between Munich and the austrian border)
17 Electrification between Munich – Lindau and the austrian border
ÖSTERREICH
16
Financial basis of german railways network
Network conception 2030
17
The network conception of DB group is based on the
prognosticated traffic volume and the expected realised
projects in 2030
General set-up and methods of the network conception 2030: real case scenario 2030
Supposed Infrastructure in 2030 – real case scenario
Existing Infrastructure1), completed by
Projects which will generate capacitive and qualitative effects and will be in operation in 2030
and
– are under construction or have a financial agreement or
– will get a financial agreement in the medium term
+
Traffic forecast 2030
Detailed prognosis of passenger and freight traffic with focus on
– Social demographics, GDP and user costs
– Supply conceptions in the passenger traffic sector
– Operational conceptions in the freight traffic sector
– Travel supply of other modes of transportation (e.g. air traffic)
=
The prognosis 2030 is the basis of the network conception 2030
1) as it was in 2010
18
The market share of railway traffic will rise up marginally
until 2030
Development of traffic volume in Germany until 2030
Passenger traffic
Freight traffic
Fall in population and higher mobility costs cause a
reduced overall traffic volume
The development of user costs and supply
improvements lead to a marginal increasing traffic
demand in the passenger traffic sector
The market share of railway traffic is increasing
The increase of domestic demand as well as imports
and exports causes a significant growth of freight
traffic volume
Due to supply improvements and a positive
development of user costs, the railway freight traffic
sector benefits disproportionately
The market share of the railway sector is growing
significantly
Modal Split passenger traffic
in % (Passenger-km1)
Modal Split freight in % (tonne-km)
9%
17%
10%
19%
railway
railway
motorised
private transport
road goods
transport
bus (long distance)
Inland water
transport
air traffic
Long-distance
pipelines
2010
1) Only interior destinations in Germany
Source: prognosis of DB group
2010
2030
19
2030
The realisation of the financed projects cannot avoid the
emergence of bottlenecks
real case scenario
Bottlenecks 2030 after the realisation of the financed projects
Bottlenecks
• 1
Neustadt – Lübeck - Ahrensburg
• 2
Hamburg incl. southern access lines
• 3
Münster – Lünen
• 4
Eastern corridor (not realised)
• 5
RRX-axis
• 6
Rhine axis (Cologne – Coblenz)
• 7
Rhine axis Mainz / Wiesbaden
• 8
Bebra – Fulda – Frankfurt
• 9
Frankfurt/Rhine-Main
• 10
Rhine/Main – Rhine/Neckar
• 11
Mannheim/Heidelberg –
Karlsruhe
• 12
Gemünden – Würzburg – Nuremberg
• 13
Munich junction incl. access lines
• 14
Munich – Rosenheim – Kiefersfelden
(access route to austrian Brenner
base tunnel)
lines
lines and junctions
Demand of the market for
increasing the traffic volume
cannot be satisfied
1
The requested routes of about
500 freight trains per day are not
available
2
Particurlarly the Rhine- and the
North-South-corridor will be
affected by bottlenecks
4
3
5
6
9
7
10
Effects
4
8
Negative impact on punctuality
and operational quality
12
11
13
14
20
additional projects (upgrades
and new lines) are required !
The target network enables the resolving of the bottlenecks
Target network
Projects and effects in the desired network
Projects
Upgrades and new lines
Examination area
Bottlenecks / operational effects
Resolved bottlenecks
Selection of project sugesstions
for the new Federal Transport
Infrastructure Plan 2015:
Hamburg railway junction and access
routes of the german North Sea ports
Eastern corridor and Leipzig railway
junction
1
Cologne railway junction and RRX
2
Ruhr-Sieg-corridor
Rhine/Main – Rhine/Neckar
4
3
Frankfurt/Main railway junction
5
Mannheim / Heidelberg junction
6
4
8
Examination area Hanau – Würzburg/
Fulda - Erfurt
9
7
10
12
11
13
14
21
Munich railway junction
Corridors for freight trains with max.
length of 740 m
Several marshalling yards and
container terminals / transhipment
stations
The target network enables to reduce the journey times
significantly and to establish a half-hourly headway in the
long-distance network
Target network
Improvements in the long-distance passenger traffic network
Target network enables to establish half-hourly headway on lines with
high demand
Hamburg
Journey time improvements in the german railway network are also
an advantage for international rail connections
Bremen
Bremen
Cologne
Berlin
Berlin
Munich
Basel
Basel
1/2h-headway partially established
Status quo
2013
Target
network
Delta
Frankfurt – Berlin
4:07
3:33
-34 Min.
Frankfurt – Hamburg
3:37
3:19
-18 Min.
Cologne – Munich (via
Stuttgart)
4:32
3:53
-39 Min.
Munich – Hamburg
5:37
5:08
-29 Min.
Leipzig – Frankfurt
3:26
2:44
-42 Min.
Frankfurt – Basel
2:40
2:24
-16 Min.
Relation
1/2h-headway established
4 pairs of trains per 2 hours
2-3 trains per hour
Train changes in junction interchange stations get improved (e.g.
Halle/Leipzig, Dresden, Hamburg) by optimization and supply
intensification
22
The complete electrification of the eastern corridor as part
of the network conception 2030 is an essential tool to cope
with the predicted North-South-traffic volume
Focus: Eastern corridor route
Effects of the Eastern Corridor:
Western
corridor
Eastern
corridor
Establishing of an additional NorthSouth-connection between Hamburg –
Wittenberge/Stendal – Halle/Leipzig –
Regensburg and Munich/Salzburg
Relief of the existing
North-South-routes
Projects of the Eastern Corridor:
Hamburg
Uelzen
Leipzig
double-track upgrade Uelzen–Stendal
Upgrade of the (Leipzig -) Gaschwitz –
Werdau - line
Hof
Electrification between Hof and
Regensburg
Regensburg
Additional connection curves in the
Munich railway junction
Salzburg
Munich
Upgrading of signalling technology /
block improvements
Extension of passing loops
23
The entire eastern corridor will
be electrified in the final state
The network conception 2030 meets the
requirements of the TEN-T-network guidelines
TEN-T-network
Network conception 2030
TEN-T-corridors – indicative routing
Requirements overall network
(implementation until 2050):
Essentials:
Establishing of uninterrupted
corridors for freight trains of 740 m
length
Standard track gauge: 1.435 mm
Maximum speed limit high-speed
lines: ≥ 250 km/h (new lines) resp.
≥ 200 km/h (upgraded lines)
complete electrification
completely equipped with ERTMS
Closing of electrification gaps
(e.g. eastern corridor)
Eastern
corridor
Additional requirements
core network
lines with regular freight traffic
(implementation until 2030):
permissible mass of any axle: 22,5 t
max. train length: 740 m
max. speed limit: ≥ 100 km/h
24
Additional capacities by new lines
and upgrades of existing lines along
the corridors
Thank you.
25