The German government earmarked €1.7 billion for the installation of the European Train Control System (ETCS) on rail rolling stock until 2030. The initiative has been welcomed by the German industry, but many question marks still remain on one of Europe’s most debated rail projects.
The Ministries of Transport and Finance “are no longer leaving rolling stock owners to shoulder this billion-euro task alone”, German rail freight association Die Güterbahnen said. Fitting ETCS on a unit for the first time will be covered up to 90%, while retrofits will receive up to 60% of the funds from the package approved by the government.
In total, 13,000 traction units will have to be equipped with ETCS. Around 4,000 of them are freight locomotives, while the rest are passenger trains. The €1.7 billion scheme thus provides some breathing room, but “will not be sufficient in the foreseeable future”, Die Güterbahnen argued. Thus, they are urging the government to extend the funding beyond 2030 to ensure continuity.
Lines won’t be ready before 2031
Despite being the largest European rail power, Germany is lagging behind when it comes to ETCS deployment, both on-board and trackside. The most recent plan estimates that 12 lines stretching for 750 kilometres of the network will be equipped by 2031. “Several of the 12 planned lines are of central importance for rail freight”, Die Güterbahnen stated, such as the Uelzen-Stendal and Schöna-Bad Schandau.
However, when compared to the over 39,200 kilometres of the German rail network, these 12 lines covering 750 kilometres look a little different. Currently, the country plans to equip all of its network with ETCS only by the early 2040s, a choice that leaves many questions still unanswered, especially about financial coverage.
Industry asks for more simplification
Another issue slowing down the deployment of ETCS are the System Compatibility (ESC) tests. The European Rail Freight Association (ERFA) and three more parties are lamenting that the current framework for these tests have significant negative consequences for the sector. Additional and repetitive tests delay entry into service, increase costs, keep infrastructure occupied and undermine interoperability.
Given this scenario, ERFA, AERRL, EIM and CER joined forces and set out five proposals to make ESC tests less of a burden. First, there should be a shared EU-wide overview of the ESC tests already performed. Then, the four associations place significant importance on evidence reuse, which would avoid repetitions. Tests “should not be repeated once positively assessed for this purpose”, they said in a joint letter.
The third proposal aims at reducing the introduction of new tests when not necessary and removing the ones considered obsolete. In addition, the four entities suggested that most tests should be carried out in laboratories, and not on the network. “On-track tests should be carried out when technically unavoidable.”
The final proposal focuses on fair distribution of costs. “When new trackside configurations or infrastructure changes result in ESC checks, cost allocation should be addressed collaboratively and not automatically assigned to any single party”, the letter underlined. Moreover, the EU should make sure that early adopters are not penalised for having invested money in running tests while ‘latecomers’ reap the benefits.