1. Slide 104/12/2015 Technical comparative assessment of different TramTrain planning and operational structures First Results of comparison of different TramTrain- solutions in North Hesse (Kassel) - Germany Rainer Meyfahrt

2. Slide 204/12/2015 Different TramTrain Structures marginal mixed use of tracks (Tram Baunatal) reactivation of heavy rail freight line as TramTrain „Überlandstraßenbahn“ (Lossetalbahn) mixed use of tram and heavy rail of branch line (Kurhessenbahn) mixed use of tram and heavy rail on main lines(Fuldatal- u. MainWeserBahn) diesel powered, electrification with DC ans AC

3. Slide 304/12/2015 Different TramTrain Structures 5 critical issues of planning and operating TramTrains: 1.Monopole of DB infrastructure companies 2.Different interests of local, regional und transnational authorities 3.Vehicle costs 4.Technical standards and interoperability 5.Competitive environment and EU regulations

4. Slide 404/12/2015 1. Monopole of DB infrastructure companies

5. Slide 504/12/2015 Track usage prices train per km as parameter discriminates TramTrain- vehicles ICE: 0,6 c per passengerkm TramTrain: 4,6 c per passengerkm freight train 0,04 c per tkm TramTrain 6,9 c per tkm full costs prevent expansion of train operation

6. Slide 604/12/2015 Station usage prices pricing system based on costs is a black box to operators and traffic authorities grants of local authorities „disappear“ in the national system standards of DB are poor (no seating, no watch, no rain shield) TramTrain-operator with no influence on costs and quality of stations (prices for NVV rises from2010 zu 2011 37%)

7. Slide 704/12/2015 Station usage prices

8. Slide 804/12/2015 Passenger information DB prevent adequate passenger informationn DB system inadequate for tramtrain-systems

9. Slide 904/12/2015 Integrated ticketing full integration only in regard of tariff o „Verbünden“ (regional public transport organisations) transport chain between long-distance and local rides are not represented in DB tariff monopoly of DB tariff costs of sales and distribution of DB tariff accounts for 18% of passenger revenues (twice the rate of the costs of NVV-tariff)

10. Slide 1004/12/2015 2. Different interests of local, regional und transnational authorities

11. Slide 1104/12/2015 local interests TramTrain-systems are local and regional light rail systems and had to be developed in local/ regional responsibility the connection with local bus- and tram-networks has priority before the connection with long distance train- systems local and regional authorities have to overtake the responisbility on funds for investment and operation

12. Slide 1204/12/2015 planning structures organisation of the planning process by local consultants and planning departments of infrastructure operators (and owners of the infrastructure) or planning by external consultants and planning departments and companies of german rail official approval of plans by local authorities or the Federal Railway Authority (Eisenbahnbundesamt)

13. Slide 1304/12/2015 national / transnational interests TramTrain-systems are local activities of marginal importance for centralized railway systems DB has no local decision-making authorities local characteristic of infrastructure are not represented in national and transnational specifications and standards

14. Slide 1404/12/2015 comparision of costs large-scale projects Stuttgart 21:4.500.000.000 € local TramTrain-project RegioTram:0 € DB-interest

15. Slide 1504/12/2015 3. Vehicle costs

16. Slide 1604/12/2015 Diesel vehicles Diesel-DC-Tramtrains are much more expensive then DC/AC electric vehicles particularly with regard to energy and climate policy the further development of diesel-dc-tramtrains is not urgent

17. Slide 1704/12/2015 small numbers of units Tramtrain-systems only needs small mumbers of units, because any system has consider special characteristics of the local infrastructure every replacement purchase needs again only small numbers of vehicles different operation requirements (Bundesländer, EU) constrain standardisation

18. Slide 1804/12/2015 high prices tramtrain-vehicles in operation are about 1-2 Mio. € more expensive than than trams or comparable railcars new demands for the crashworthness of tramtrains provoke additional costs of 1 Mio € small number of units and local demands of the infrastrucrure increase costs and prices high operating costs constrain the multi-purpose applicability

19. Slide 1904/12/2015 4. Technical standards and interoperability

20. Slide 2004/12/2015 Interoperability EU directive (2007/32) on the interoperability of the trans-European conventional rail system does not hinder Tramtrain-systems the german conditions for „light rail cars“ may serve as background for european standardisation there is a lack of european standardisation of tram- systems

21. Slide 2104/12/2015 Standards heavy rail standards are determined of fast long dinstance trains, as a result of escalating requirements to local traffic costs of operating are rising

22. Slide 2204/12/2015 5. Competitive environment and EU regulations

23. Slide 2304/12/2015 Singularity of infrastructure and vehicles The respective characteristic and singularity of the infrastructure and with it of the vehicles limits the possibility of integrated tendering (of vehicles, depots, maintenance units, operation, staff, distribution) Tendering of partial services provokes desintegration, additional transaction costs and costs of risk prevention contracts based on full costing hinder additional offers

24. Slide 2404/12/2015 Staff on the local labour market drivers qualified for tram and train are only present in the amount needed by the existing operator skilled staff for maintaining tramtrain-vehicles cannot be replaced

25. Slide 2504/12/2015 First conclusions to partner projects the transfer of the North Hesse experiences to the partner projects, notably strengthening of local responsibility availability of econimically priced vehicles realisation of low cost standards for stations future-proof electromobility leads to the following thesis for the projects

26. Slide 2604/12/2015 Blackpool conversion of South Line up toKirkham into a tramline, Electrification additional stations changing to heavy rail in Kirkham station platform to platform connection to Blackpool North station with short new line

27. Slide 2704/12/2015 Westflanders extension of tramline parallel to heavy rail to the station of Veurne

28. Slide 2804/12/2015 Valenciennes using of abandoned rail track to Quevian as tramline electrification changing to heavy rail in Quevian station platform to platform

29. Slide 2904/12/2015 Nijmegen using the tracks Nijmegen – Kleve as tramline electrification of the track additional stations integration of the line in the planned tram network of Nijmegen

30. Slide 3004/12/2015 Kassel – North Hesse connecting the railway-network and the tram-network by using two- system-tramtrains was right continuing and completing the system planning and realisation of additional stations when replacement purchase of the diesel-DC trams is necessary, alternative impulsion (battery...) or electrification of the Wolfhagen-track has to be analysed