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Ondersteuning ministerie van Infrastructuur en Waterstaat ‘Joint Declaration of Intent (JDOI) German-Dutch cooperation on crossborder rail freight’ (Zaaknummer 31190118)

Eindrapportage

Ondersteuning ministerie van Infrastructuur en Waterstaat ‘Joint Declaration of Intent (JDOI) GermanDutch cooperation on cross-border rail freight’ Eindrapportage

Author

Client

Date

Project

Chris Wensink

Zoetermeer, 3-12-2024

Ministerie van Infrastructuur en Waterstaat 11208

Inhoud 1

Introductie

Bijlage 1 - Projectenoverzicht

4 6

Bijlage 2 – Minutes Signatories’ meeting

Bijlage 3 – Minutes Arbeitsgruppe

1 Introductie Conform offerte en opdrachtbrief voor verlenging van de voorgaande opdracht (20232024) begeleidde Panteia de ministeriële samenwerking binnen de JDOI inzake spoorgoederenvervoer tussen Duitsland en Nederland. De werkzaamheden vingen aan per 1 mei 2024. In deze eindrapportage brengen wij verslag uit van de uitgevoerde werkzaamheden. Met betrekking tot de JDOI heeft het ministerie van IenW behoefte aan hoogwaardige, praktische ondersteuning. De samenwerking met Duitsland is essentieel in het bereiken van de doelen voor het spoorgoederenvervoer. De ondersteuning is daarom niet alleen gericht op rapportages, organiseren van meetings, e.d., maar bovendien op het faciliteren van de interactie en progressie, op basis van de JDOI onderwerpen en wat er in de sector aan beide zijden van de grens leeft. Een uitdaging is daarbij om niet alleen op ministerieel niveau samen te werken, maar om alle actoren (ondertekenaars van het Convenant) erbij te betrekken. De onderstaande tabel geeft een overzicht van de activiteiten tussen 1 mei en 30 november: Deelactiviteit

Omschrijving

Status

1. Programmamanagement Het programmamanagement overziet de Afgerond uitvoering van het gehele programma, ondersteunt de organisatie van de meetings in nauwe samenwerking met de opdrachtgever en stakeholders, en is verantwoordelijk voor de inhoudelijke projectrapportages. 2. Werkgroep en high-level Voorbereiden, organiseren en verslaan van meeting de JDOI-werkgroep en high-level meeting. 3. Rapportages

Afgerond

Naast de voorbereiding van de Afgerond met bijeenkomsten worden tussentijdse deze rapportages per JDOI-deelproject opgesteld. eindrapportage De ondersteuning van de JDOI wordt afgesloten met een eindrapportage.

4. Aanjagen projecten

Nieuwe initiatieven verkennen en waar mogelijk aanjagen.

Afgerond. Vervolg kan worden gegeven in de voorbereiding van de JDOI 2025.

45. DAC demotrein

Coördineren van de voorbereidingen voor de Afgerond demonstratie met de DAC demonstratortrein tijdens de Duits-Nederlandse bijeenkomst.

2 Doorkijk naar 2025 De voorbereidingsfase van de jaarlijkse bijeenkomst in 2025 (die buiten de huidige opdracht valt) zou kunnen worden aangevangen met de volgende acties: • Beoordeling, herevaluatie met IenW over gewenste uitkomsten JDOI eind 2025; • Terugkijkgesprek samen met BMDV over de JDOI bijeenkomst 2024 en het eventueel opvolgen van in 2024 geïdentificeerde opties voor nieuwe initiatieven. • Vervolg helpen geven aan (nieuwe) initiatieven die tijdens de bijeenkomst op 21 oktober geïdentificeerd zijn • Samen met BMDV bepalen van het format voor 2025. • Eventueel kan vroeg in het proces in 2025 een informele bijeenkomst worden gehouden met de Nederlandse stakeholders.

Als bijlage zijn in deze eindrapportage opgenomen: • JDOI-projectoverzicht (oktober 2024) • Verslaglegging JDOI-meetings 21 oktober 2024 • Paragraaf met mogelijke nieuwe initiatieven.

Bijlage 1 - Projectenoverzicht Joint Declaration of Intent (JDOI) German-Dutch cooperation on cross-border rail freight Arbeitsgruppe project brief Den Haag, 21 October 2024

Introduction Traditionally, the actors in German and Dutch rail freight transport have relied heavily on each other: operationally, commercially and policy-wise. In 2019, Germany and the Netherlands signed a joint covenant, known as the Joint Declaration of Intent (JDOI), agreeing to cooperate closely in the field of rail freight transport. Over the past five years, the German-Dutch cooperation has been further shaped. As mutual contacts have been strengthened, a number of projects and initiatives have come to fruition. There is also coordination at the operational level, for example where the availability of train paths is concerned (on a daily basis via the Grenzdisponent in Duisburg, now managing all three main border crossings, but also by developing an annual schedule for closures and restrictions stemming from the Third Track construction). The JDOI working group (Arbeitsgruppe) has met nine times since the start of the initiative, the high-level JDOI meeting, under the auspices of the two state secretaries, five times. These different meetings are dedicated to the progress of the JDOI and individual projects and served to further enhance the cooperation. Today, 21 October 2024, the German and Dutch state secretaries will have their annual meeting in the JDOI format.

With this meeting they reaffirm their determination to continue close cooperation to improve rail freight transport between the two countries. The JDOI comprises a shared project agenda, with implementation of a number of projects already finalised. The projects focus on technological innovation, cooperation and transparency in the transport chain and improving efficiency. Moreover, all projects are conducted by partners from both the Netherlands and Germany. In the next sections, an overview and brief descriptions of the ongoing JDOI activities are given. Over the years, other activities have been finalised. Either because the topic was fully elaborated or due to efficiency reasons projects were closed or merged into other initiatives. Finalised topics include studies (e.g. on the implementation of 740m trains, network resilience or multimodal strategy) and platforms that have delivered on their aims (e.g. harmonisation of brake sheet calculation). Although in specific cases follow-up initiatives may be envisaged, this reflects the progress concerning the JDOI. An overview of finalised projects is provided in section 4.

Overview of ongoing initiatives The JDOI focuses on five themes: 1. Operations resilience / enhanced efficiency of network utilization; 2. Digitalisation and automation; 3. Interoperability and harmonisation; 4. Multimodality; 5. Financing and cooperation on national and EU levels. At present, the JDOI facilitates and supports the key initiatives summarised in the following table: Theme 1. Operations resilience / enhanced efficiency of network utilisation

Cluster 1.1 Safeguarding freight traffic operations on all available cross border routes linking origins to destinations. Common network resilience management.

Project Development of Translation tool for GSM-R (KITT) Cooperation group on Third Track (ABS 46/2)

2. Digitalisation and automation

2.1 Development of rail freight based on technological innovations

Automatic Train Operation on the Betuweroute (“ATO Betuwe”) Digital Automatic Coupling (DAC) Pilot automation container transport shuttles (INDIGO+) Enhanced Data Interoperability for Combined Transport (EDICT)

3. Interoperability and harmonisation

4. Multimodality 5. Financing and cooperation on national and EU levels

2.2 Digital interfaces between railway undertakings, rail freight customers/combined transport operators, infrastructure managers, terminal/access point operators and maintenance providers with information on train status and ETA 3.3 Enhanced coordination of cross-border traffic with intensified cooperation between traffic control centres and taking full advantage of border dispatchers at DB InfraGO and ProRail traffic control centres ~ 5.1 Joint expert group on funding

Lead DB InfraGO AG ProRail, DB InfraGO AG, IenW, BMDV DB Cargo AG DB AG TNO UIRR

Pilot Rail Freight Data Hub (RFDH)

INFRA Dialog Deutschland

Enhanced coordination of crossborder traffic with intensified cooperation between traffic control centres and taking full advantage of border dispatchers at DB InfraGO and ProRail traffic control centres (Grenzdisponent)

ProRail, DB InfraGo AG

(Initiatives completed) ERTMS on-board unit (OBU) financing

IenW

Brief project descriptions 1. Operations resilience / enhanced efficiency of network utilization Development of Translation tool for GSM-R (KITT) DB InfraGO AG is preparing a language pilot (use of translation software within GSM-R instead of B1-language competence of drivers). The project is focusing on German-French but could be extended to German-Dutch later. This year a tablet-app for driver-driver communication has been tested during Rastatt-Rerouting. Currently communication-apps are only allowed to be used in standstill (when trains are not running). Cooperation group on Third Track (ABS 46/2) This cooperation between the German and Dutch ministries and infrastructure managers is aimed at safeguarding freight traffic operations between Zevenaar / Emmerich and Oberhausen during construction works on the route ABS 46/2. Discussing political and societal issues regarding freight traffic operations during construction works ABS 46/2. ProRail and DB InfraGo have meetings on a regular basis and occasionally BMDV and IenW are involved. The IMs monitor the coordination on building planning and diversions for the complete building phase. They will also make decisions about relevant measures if necessary. DB InfraGO is now working on several locations. This cooperation will continue until ABS 46/2 is completely in operation.

In close cooperation with DB Betrieb and ProRail Traffic Control the development of the enhanced hand-over of trains across the border is currently ongoing. The 80-week construction period starts in November 2024. Although freight traffic has not grown as expected, the logistics still remains a point of focus during this period. A single-track operation makes the system vulnerable and all parties need to focus on adequate handling in the event of disruptions. The 80-week period has already resulted in a stronger collaboration between DBInfraGo and ProRail.

2. Digitalisation and automation Automatic Train Operation on the Betuweroute (“ATO Betuwe”) The project objective is to get fully functional and operational testing of ATO target systems on two DB Cargo locomotives in order to achieve first-in-class certification, boosting growth of combined transport from the ZARA ports via Betuweroute by 2026. ATO is key to improve resource productivity, capacity utilisation and energy efficiency for growth on the corridor, production stability, reduced cost and transit times. The development of ATO will require various innovations at production process and technology level. The consortium will also rely on proven, state of the art automation technology, while building on the European standardisation. In 2024 the sensor data collection and analysis will be completed, as the analysis of driver tasks and functional requirements, and the analysis of working space requirements, process, human machine and working procedures. At the time of the JDOI meeting on 21 October 2024, parties are awaiting decision making on the German side and after that final granting of the subsidy to ProRail. Digital Automatic Coupling (DAC4EU) The project goal is testing and demonstrating the Digital Automatic Coupler for Rail Freight Traffic in Europe. After testing the operational DAC system ready for service in Phase IV, the project was extended until June 2026.

Currently in Phase V components are being tested and validated in order to start operational testing in real environments in Phase VI. In addition, the approach for regional / European roll out planning including financing is critical for the success of the project. DAC as a topic is part of the recent CEF call. Europe’s Rail Joing Undertaking’s initiative of 100 pioneer test trains will help in further operational experiences related to DAC.

Pilot automation container transport shuttles (INDIGO+) A pilot dedicated on automated train preparation and breaking process (automatic brake testing (ABC), way side train monitoring (WTM), and digital automatic coupling (DAC). The project includes process integration, an impact evaluation (scenario development, baseline measurement, KPI development & elaboration, business casting and societal impact assessment) and optimising process chain digitalisation. The feasibility phase was concluded beginning of 2024, the next step is the functional design and the set-up of a living lab on the corridor Rotterdam – Aachen (via Venlo). Proposal for next step funding is foreseen in the BO-MIRT (Bestuurlijk Overleg-Meerjarenprogramma Infrastructuur, Ruimte en Transport / National Policy Strategy for Infrastructure and Spatial Planning) of October 2024. Enhanced Data Interoperability for Combined Transport (EDICT) EDICT is a sequel to the projects ELETA (2017-2019), Digital Train 1.0 (2020-2021) and Digital Train 2.0 (2021-2022). Its chief aim is to facilitate the implementation of electronic ETA data exchange (TAF TSI) between terminals and the rail sector.

The project has three components: • Activity 1: Implementation of electronic data exchange between terminals and the rail sector • Activity 2: Development of a common quality management system for European combined transport (Q-ELETA) • Activity 3: Initiating data exchange with (new) identifiable and eligible stakeholders (upgrade CESAR) Process Optimisation through ETA-Management in Intermodal Transport (ProMi) The project aims at improving the interaction of the main components and actors in intermodal hinterland transport: seaport terminal (transhipment, intermediate storage, customs clearance if necessary), railway operator (main transport leg), hinterland terminal (transhipment, shunting processes, potential interim storage) and trucking company (Loading Unit Delivery /Pickup). The project’s goal is linking all transport chain actors of different intermodal rail connections via a central and neutral platform, thereby managing information on orders and operational processes (status information and ETA forecasts) as well as ensuring an automated data transfer from one partner to the next and along the transport chain. As part of the project, it will be examined how operational processes can be optimised through the use of accurate and quality-controlled ETA forecasts. The project was finalised in May 2024.

All tasks completed, namely: requirements analysis + technical concept + data interfaces and analyses + prototype development Pilot Rail Freight Data Hub (RFDH) Development and operation of the central use cases of the RFDH platform based on the minimum viable product (MVP) developed and tested in the preliminary project. Establishment of the company based on the business case developed in the preliminary project and the contractual regulations of cooperation between the RFDH platform company, the data providers and the data users, which were also developed there.

3. Interoperability and harmonisation Grenzdisponent for all the borders NL-DE Primary goal of the project is to develop and implement new operational procedures between IMs to get adequate logistic information so trains can run in a smooth, stable and transparent manner between DB InfraGO and ProRail. Secondary goal of the project is to stimulate a further active cooperation between DB InfraGO and ProRail. Over the course of the last year the project has seen a transition to a more ‘natural’ cooperation initiated and maintained from the operational assignment and the relevant connected development. Within GD2.0 several actions identified within in the project are 9

being pursued to finish the scope of the project. These actions focus on a new (changed) operational process, increased exchange of relevant (operational) information and intensified exchange of knowledge and experience between operational colleagues. Within the QCO program a stable form of exchange with RUs has been achieved and is being maintained for both RFC1 and RFC8. As a continuous thread through the program there is increased effort to enhance the reports that are being used to measure performance on the border-section of the corridor. For the 80-weeks closure on RFC1 a special QCO is being prepared on a weekly basis to help address specific international issues and to position IMs and RUs to be able to quickly address and solve these issues.

4. Multimodality Initiative completed: Paradigm shift for the rail on the Rotterdam – Ruhr corridor. The objective was to identify and assess technological possibilities and innovative concepts that can shape rail operating and business models, aiming at contributing to a required paradigm shift for the rail sector to improve the competitive position. 5. Financing and cooperation on national and EU levels ERTMS on-board unit (OBU) financing Aligning on relevant topics to the ERTMS rollout on a ministerial as well as program level. Currently, working groups are working together to align their approaches and learn from each other’s experience, and to explore where both countries can join forces and bring best practices to EU level. An updated analysis of the differences between both networks and joint recommendation of topics suitable for harmonisation between both networks has been produced this year (in Q3).

Overview of closed initiatives During the years other activities have been finalised, either because the topic was fully elaborated or due to efficiency reasons projects were closed or merged into other initiatives. Closed JDOI initiatives are summarised in the following table: Theme 1. Operations resilience / enhanced efficiency of network utilization

Cluster 1.2. Contingency management in case of severe disturbances in the logistic chain, including the occurrence of extreme water levels in the Rhine

Project Study "Rail as contingency modality in periods of extreme water levels": improving daily operations ProRail and DB InfraGO

Lead Port of Rotterdam

2. Digitalisation and automation

Pilot bimodal railrunner technology

GoMultimodal

Process Optimisation through ETA-Management in Intermodal Transport (ProMi) finished 5/2024

Fraunhofer IML

Open standard for WTMS data-exchange - Wayside Train Monitoring System (project suspended)

ProRail, VTG

3.1 Accelerated start of 740 m trains on cross-border routes

Study ‘Monitoring status longer 740m trains’ (topic may be reopened for update / comparison of status and implementation strategies in both countries)

Panteia

3.4 Enhancing interoperability by harmonisation of operational regulations and administrative procedures. E.g. cross-border authorisation of rolling stock, use of languages in cross-border operations, cross-acceptance of professional qualifications such as wagon inspector and shunter, which are not yet harmonised at EU level

Harmonisation of braking calculations and documentation

DB Cargo

4.1 / 4.2 Common initiative on strategic vision and measures on development of multimodality and single wagon load traffic.

Paradigm shift for the rail on the Rotterdam – Ruhr corridor

TNO / Port of Rotterdam

3. Interoperability and harmonisation

4. Multimodality

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pand t e wor ing group to ot er uropean countries Address ey points in uropean conte t To see i and w en in rastructure migra on steps to TMS only is possi le w ile con nuing t e current interna onal ser ices To get insig t in migra on possi ili es on corridor le el To pre ent dou le unding o e icles t roug uropean and na onal unding sc emes To monitor progress o t e migra on o t e interna onal eet To get synergy o rst in class ac i es s are nowledge To support uropean and na onal decision ma ing processes wit actual and actual in orma on ro osed results Monitor t e (upcoming) a aila ility o compa le (inter )na onal e icles to e used or interna onal na onal regional and local areas o use Ma e sure t at prototypes o interna onal and na onal rolling stoc are nown to uropean par es so e cient prototyping can e done Arrange ade uate co unding or interna onal rolling stoc on a uropean le el not only on a na onal le el

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Bijlage 2 – Minutes Signatories’ meeting German-Dutch Joint Declaration of Intent on Rail Freight Signatories’ meeting minutes 21 October 2024 Present Chris Jansen, IenW Gero Hocker, BMDV Wino Aarnink, IenW Hinne Groot, IenW Marcel Tijs, IenW Jurgen van Heemst, IenW Sarah Kolen, IenW Susanne Uilenbroek, IenW Jörg Stephan, BMDV Florian Koll, BMDV Onno de Jong, Port of Rotterdam Guus de Mol, ProRail Jan Egbertsen, Port of Amsterdam Markus Hecht, TU Berlin Lucie Petersen, VDV Rob Bagchus, VRTO Maurits van Schuylenburg, Port of Rotterdam Pierre Timmermans, DB Jelle Rebbers, DB Cargo NL Christoph Pein, BMDV Nanouke van ’t Riet, DB Cargo NL Hotske Zijlstra, ProRail Dennis Veld, ProRail Henk Samson, Strukton Baselyos Jacob, DB Norbert Kahl, DB John Voppen, ProRail Roy Germain, DB Fabian Wartzek, DB Claus Cremer, DB Paul van de Lande, TNO Rita Hagos, DB Geert van Eijk, Evofenedex Justus Hartkamp, ProRail Adriaan Roest Crollius, Panteia Chris Wensink, Panteia Online: Christoph Lerche, DB Opening remarks Dutch state secretary Mr Jansen A warm welcome to our German colleagues and other participants. As you are aware, there have been some changes since last year, with a new government taking office in the Netherlands. Today we mark the fifth anniversary of the JDOI, with important innovation technologies on the agenda. Our ambitions are clear: modal shift is necessary in the EU.

However, rail freight’s challenges put pressure on its competitiveness. The Netherlands and Germany are more than just neighbors. The Netherlands will present its new rail freight strategy next year, working together with our German partners. Temporary restrictions as a result of works on the ‘Boog bij Meteren’ and third track Betuweroute need to be

overcome. For ATO, our commitment was already arranged. We are convinced that the JDOI with Germany is key and that we will overcome the challenges. Opening remarks German state secretary Mr Hocker We are delighted to be present in Amersfoort and also with the good preparation of today’s meeting. Indeed there are changes in the composition, but what hasn’t changed is the close cooperation between the Netherlands and Germany on rail freight transport, a key field for the future, both in the public and private sectors. In times of global turbulence, rail freight transport remains a stabilizing factor in Europe. It is the backbone of European goods transport and a reliable constant. However, the rail freight sector faces major challenges. If we want it to become more competitive, we need to make substantial investments in its infrastructure. In addition, it is vital that we clear the huge innovation backlog. In order to keep pace with the rapid developments of the 21st century, rail freight transport must become more digital and automated. An example is DAC, which also requires action at EU level. Another example is ATO. The foundation for our successful cooperation is there, let’s continue the work. Signatories statements John Voppen, ProRail: ATO is highly important, therefore we are pleased with the continued funding.

In this project we work closely with DB Cargo and DB InfraGO, which can serve as an example. Future benefits of ATO are also relevant for the proposal for a Regulation on capacity. We need support from the governments and sector to take the next step. In addition, we need to align our strategies, between both countries. Finally, we need to move toward realistic TEN-T criteria, in other words, one standard. Pierre Timmermans, DB Cargo: Rail freight is a team sport. Projects that are good for both countries need to be advanced further. A functioning network for single wagon transport is key. We need to harmonize efforts toward this goal. In addition, we need a shared strategy for implementation of innovations, especially DAC. Geert van Eijk, Evofenedex: We as shippers need all modes, emphatically including rail. Sustainability is key: rail is the most sustainable mode. For the Netherlands, 90% of freight trains are to/from Germany. Therefore, bilateral cooperation is key. But currently, rail is not always the most competitive option. That should change. Nanouke van ’t Riet, DB Cargo NL: The market is currently not positive, but rail is still essential for the EU. This also goes for military mobility. Cooperation therefore is key, and we strongly support the JDOI. Lucie Petersen, VDV: It is important to pursue modal shift more intensely.

Infrastructure and innovation therefore both require investment. At the same time, we should ensure that legislation regarding weights and dimensions should not put rail at a disadvantage. Maurits van Schuylenburg, Port of Rotterdam: German-Dutch cooperation is very important. In the Netherlands, 75% of freight trains are to/from Rotterdam. Moreover, rail freight is essential for resilience of hinterland transport. Innovations such as ATO, DAC, and digitalization in general are vital for improving rail freight’s competitiveness. But also infrastructure investments are still needed. Standardized resilience and digitalization are essential, which can only be achieved through cooperation. Jan Egbertsen, Port of Amsterdam: Capacity use is a challenge, but shift to rail is necessary. To achieve it we must include all parties, including NSAs. They are required to make innovation work. Rob Bagchus, VRTO: Efficient infrastructure and high service levels are required for rail freight to be competitive. Cooperation between the Netherlands and Germany is therefore necessary, which we fully support. 29

Henk Samson, Strukton: There is JDOI progress obviously, which is good to see. But we also should look further at the consequences of implementation of solutions, e.g. in terms of service levels and use of the network. Only in that way can we make the most of the necessary innovations. Paul van de Lande, TNO: The need for innovation is there, as reverse modal shift is a threat. The infrastructure capacities are limited. Mutually supported innovation projects are needed to address this challenge. DAC Fabian Wartzek, DB; Klaus Cremer, DB (see Powerpoint). There are different DAC initiatives going on. We focus on the solution, but also on its place in the system. DAC needs a European delivery program so that migration takes place everywhere. But the solution needs to be highly reliable before it can be implemented. Visibility of the project and the solution and discussions with the NSAs are also part of the project. This also includes taking the solution to the EU level (Commission and Europe’s Rail). DAC delivery is now eligible for a CEF call, so there is a possibility to acquire financing not only for studies, but also for implementation. There is however strong competition, such as ETCS, SESAR. A consortium is being set up at the moment, led by UIC. ATO Hotske Zijlstra, ProRail; Norbert Kahl, DB (see Powerpoint).

Rail is challenged by capacity, labor shortages and energy costs. The advantages of ATO are obvious. Key to success is cooperation between DB and ProRail. The progress is steady, quite some work has been done on both sides. End of 2024 the preparations for the one-year test phase will be completed. Innovation is hard, especially in rail (stakeholders, technical specifications, the public). The project is planned to be transferred from DB Cargo to DB AG. When this is done, the 15 million € of funds from the Dutch side can hopefully be put to use. ATO will increase network usage. The ETCS level-2 freight line of the Betuweroute and the most modern multilocos enable the best test conditions. The specifications now have to be tested. Europe’s Rail does not fund it, so it is made possible only by both governments. We are now ready for the next steps. The team is highly motivated, the financing especially from German (DB) side is now key. Feedback discussion Arbeitsgruppe Marcel Tijs, IenW (see Powerpoint) The JDOI cooperation is generally appreciated, but it is found the cooperation could get more concrete. Additional or reopened topics could be e.g. ERTMS roll out, 740m trains, authorizations, capacity allocation, subsidy schemes on both sides of the border, alignment of infrastructure strategies.

It is proposed to organize one or two intermediate meetings, before the next annual meeting, to further define additional topics. Q&A: Q: Rail is an environmentally friendly mode, but noise is an issue. It was partly addressed by braking blocks retrofitting, but not entirely. Further noise reduction (TSI Noise) is needed, and should be included upfront in the projects/topics. A: We will include the topic in the list for possible additional topics. Concluding remarks German state secretary Mr Hocker: Many thanks to all for the discussion and presentations. We will continue the collective work. Rail freight must be made a constant priority. Our cooperation is multifaceted, I would like to thank everyone involved. Thank you Mr Jansen, we will do our best to return the favor of organizing the meeting next year. Dutch state secretary Mr Jansen: Thank you Mr Hocker for your kind words. The JDOI is showing progress, but more must be done. Innovation plays crucial role. We will also have further in-depth discussions on infrastructure investments: we propose to have this exchange yearly. We look forward to new proposals to be developed, and to move the agenda forward.

Bijlage 3 – Minutes Arbeitsgruppe German-Dutch Joint Declaration of Intent on Rail Freight Arbeitsgruppe meeting minutes 21 October 2024 Present Florian Koll, BMDV Jörg Stephan, BMDV Marcel Tijs, IenW Hinne Groot, IenW Jurgen van Heemst, IenW Sarah Kolen, IenW Jan Egbertsen, Port of Amsterdam Markus Hecht, TU Berlin Wim van der Tweel, DB Cargo NL Henk Samson, Strukton Maurits van Schuylenburg, Port of Rotterdam Justus Hartkamp, ProRail Guus de Mol, ProRail Dennis Veld, ProRail Lucie Petersen, VDV Baselyos Jacob, DB Norbert Kahl, DB Roy Germain, DB Fabian Wartzek, DB Claus Cremer, DB Paul van de Lande, TNO Jelle Rebbers, DB Cargo NL Adriaan Roest Crollius, Panteia Chris Wensink, Panteia Henk van Oostveen, Railcenter Rita Hagos, DB Online: Niklas Galonske, Hacon Gerhard Oswald, Go Multimodal Opening remarks IenW: A warm welcome to all present today in Amersfoort as well as online. We have important topics to be discussed. Later today, a bilateral meeting will be held between both state secretaries. Today is also a special day as we celebrate the JDOI’s fifth anniversary. We look forward to our discussions. BMDV: Also on behalf of BMDV a warm welcome to all, and thanks for the Dutch side for hosting today’s meeting. We are happy to celebrate the fifth anniversary, the JDOI is a good example of cooperation between our two governments but also of cooperation with the sector.

There are a lot of topics today that coincide, including in the field of digitalization. We look forward to the discussions today. Welcome and key innovations Railcenter Henk van Oostveen, Railcenter (see Powerpoint with introduction video). On behalf of Railcenter a warm welcome to all participants. Details of Railcenter’s activities are found in the accompanying presentation with film. Q&A: 32

Q: How does Railcenter make sure to not make either profit or debt? A: Both are avoided through management of the prices offered to the customers. ATO Betuweroute Baseliyos Jacob, DB; Roy Germain (ProRail) (See Powerpoint). ATO is not only a technology in itself. It is important to address future labor shortages and to enable more flexible operations. Also energy consumption, punctuality and reliability will add to the rail system’s productivity. Two freight locomotives have been equipped for the pilot, and the track side system is equipped with remote operation capability and supervision. The testing period will then take one year. This also includes timetable optimization in case of delays, etc. ATO requires intricate cooperation between operations, engineering and safety staff. The project therefore delivers a multidisciplinary approach that prepares for the implementation of the new technology. The remote/automated control replaces the “vehicle feeling” of the driver. The characteristics of the vehicle (freight, regional, etc.) must therefore be included in the controls, so the characteristics need to be determined by the system through testing. The pilot will create the maximum allowed stresses on the train so that the characteristics are shown.

Q&A: Q: Are the unions accepting of the solution? A: The unions are accepting, as the key motivation is addressing demographic changes / labor shortages. Q: What are the key industry partners? A: Key industry partners are OTIF, Hitachi, and Europe’s Rail. Europe’s Rail however has limited interest momentarily in freight demonstrators, still the ATO project is highly relevant for them. Q: Is it expected that ATO will lead to better capacity on the network? Especially on congested parts? A: Our hope is to increase capacity by up to 15%, although system parameters influence the actual increase. The trials need to provide better experience with it. Q: What would be the target date in an ideal world for the rollout of ATO on the rail system? A: The project will be finalized in 2026, then the commercial phase and TSI approval need 2 years, then 2.500 locomotives need to be equipped which would take 5 years. However, such horizon does not seem realistic. Governments will have an important role to play, also regarding public acceptance and financing. Indigo+ Paul van de Lande, TNO (see Powerpoint) Indigo+ is a feasibility study, with a focus on the potential of automated train preparation process (automatic brake testing), automatic train inspection, and digital automatic coupling (DAC). As we all know, manual and outdated processes in the rail sector hamper modal shift.

Where there are innovations, a holistic approach is lacking. Therefore, Indigo+ takes the three technologies together. Wayside monitoring is already applied by Railwatch, but the Netherlands is largely left out of this. ProRail and NS have parallel systems in testing, but not for freight. Therefore, the Netherlands should be better aligned. Challenges also include legal aspects, i.e. the admission of innovations on the network. 33

Regarding DAC, the technology is important for the EU system as a whole. However, the Netherlands has mostly shuttle trains (rather than single wagons) with fewer coupling operations. Therefore, the business case seems unclear. For wayside monitoring, it is a promising technology, a living lab in the Netherlands could be started in order to gain experience. The same goes for automatic brake control, which could be tested e.g. on the Rotterdam-Aachen corridor. Terminal operators in Rotterdam, Venlo and Aachen are being involved. In the Netherlands a stronger industry ecosystem (such as in Germany) is somewhat lacking, therefore cooperation is required, such as with the German partners. The living lab is now being designed, then together with additional industry partners and the ministry it can be started, if financing is available. Q&A: Q: Where to start with innovating the system? A: This is the major question for Indigo+, you need to establish how different innovations interrelate. Then, financing must be secured and stable, which often again depends on the actual feasibility of the solutions. A: E.g. Norway tried to implement ETCS all in one go, it failed and now there is a chaotic situation. This shows you need a very realistic implementation plan upfront, otherwise you cannot do it.

A: Implementation of new technologies on isolated tracks / traffic is however an intermediate option, at least for testing. But there should be a strategy behind that for larger-scale implementation. Q: For wayside and vehicle diagnosis, the risk analysis shows that the innovation leads to a much better situation, however, this does not translate into acceptance. The question is why not? A: It is important to include the NSAs into discussions about acceptance and authorization, it is not so much the IMs. Q: Is there a Dutch case for DAC? We should all look at a European scale. Testing is being done by Europe’s Rail, these results should be shared and discussed. A: Indeed, the Dutch side should be better aligned. A: We need to look at the system, not so much at who earns what and where. Interoperability of innovations is key. Finally, BMDV remarked it is pleased with the recommendation for further involvement of the Dutch side in DAC. Results of survey, exploration of future JDOI actions Adriaan Roest Crollius, Panteia (see Powerpoint). Next to advising both ministries and organizing this event, Panteia was asked to also examine how stakeholders envisage to proceed with JDOI topics. Generally, the JDOI is well perceived, but some improvements are welcome. Especially, results from the Arbeitsgruppe should be better used in the Signatories meeting.

Possible additional topics for the JDOI include: • On DAC: next to the state of play, next steps toward implementation could be discussed. Some ideas for further discussion include: o Possibility of a German-Dutch (ministerial) declaration on DAC? o German-Dutch working group on DAC pilot trains? o Another topic that could be integrated in the JDOI is the general overhaul of the German railway network (“Generalsanierung”): o Report on the general overhaul with particular reference to the Riedbahn (first “high-performance corridor” to be refurbished as of mid of July 2024)

• •

•

o Reference to the latest status of preparations for Emmerich-Oberhausen. o What can we learn from the new approach of DB InfraGo? Common network resilience management (previously cooperation group third track) o In case of new large-scale Planfeststellungen 740m trains on cross-border routes o Topic could be reactivated for an update of the current status / comparison between relevant plans in both countries Harmonization of network access conditions and priority rules, including track access charges and framework conditions for terminals. o No activities were defined yet Enhancing interoperability by harmonization of operational regulations and administrative procedures. E.g. cross-border authorization of rolling stock, use of languages in cross-border operations, cross-acceptance of professional qualifications such as wagon inspector and shunter, which are not yet harmonized at EU level o Next to harmonization of braking calculations (finalized), no further activities were defined yet. Common analysis of transfer of benefits / compensation models (market failure due to divergence of costs and benefits). o No activities defined yet. Both ministries could exchange ideas on a common approach on subsidy programs (BMDV evaluated the German user fee system).

Q&A: Q: The DAC demo train was brought to Amersfoort, the authorization by the NSA proved difficult to obtain. Perhaps the JDOI platform should be enriched with the legislative/crossborder acceptance colleagues. Such relatively small hurdles should also be in the scope of JDOI. It is also the attitude, e.g. for small changes to automated braking, all NSAs need to agree first. This is not realistic. A: The NSAs can be involved if needed, but authorization of the solutions should also be integrated in the projects. A: DG MOVE explained that homologation plays a major role for ERA, but national authorities should work with ERA to remove national requirements. Therefore, perhaps ERA should be involved if we want to involve NSAs. A: We could feed input into ERA and Europe’s Rail (e.g. for authorization of DAC and/or ATO) and see what is not covered there. If topics cannot be addressed there, we can include them in JDOI. It is proposed that an intermediate meeting is held before next year’s annual meeting, in order to discuss topics relevant for JDOI. Finally, it is remarked that it is important to maintain a clear focus within the JDOI. If topics are addressed elsewhere already, we should not focus on them. Introduction DAC demo train Fabian Wartzek, Klaus Cremer, DB (see Powerpoint). The DAC4EU project aims to establish what works and what doesn’t.

This is done by gaining the operational experience by testing. Tests are showing that DAC has added value even where not expected. Commercial testing on wagon and train level will further add to the EU wide picture. DAC should be seen as more than a coupler, but rather as an enabler for improving the railway system. Also, what is needed for the locos is a hybrid coupler as retrofitting of wagons will take time. 35

There is a CEF call for DAC pioneer trains. A consortium is now being formed, led by UIC. However, additional MS funding will almost certainly be required. Concluding remarks The morning session was highly appreciated, the feedback from it will also be handed over to the state secretaries this afternoon. The JDOI shows it is possible to support and accelerate innovations between our two countries.

Bijlage 4 – Eventuele nieuwe initiatieven

n 0 ermany and t e et erlands signed a oint co enant nown as t e oint eclara on o ntent ( O ) agreeing to cooperate closely in t e eld o rail reig t transport O er t e past e years t e erman utc coopera on as een urt er s aped T e O ocusses on a s ared pro ect agenda wit implementa on o a num er o pro ects already nali ed

n general t e coopera on etween t e partners process and prepara on o t e mee ngs are well appreciated t is ound t at t e Ar eitsgruppe mee ngs could e used to reac (more) concrete results t at can t en e put orward in t e ig le el mee ng An addi onal eld o interest or t e O could e armoni a on standardi a on at t e uropean le el

On A ne t to t e state o play ne t steps toward implementa on could e discussed Some ideas or urt er discussion include ossi ility o a erman utc (ministerial) declara on on A erman utc wor ing group on A pilot trains

Anot er topic t at could e integrated in t e O is t e general o er aul o t e erman railway networ ( eneralsanierung ) eport on t e general o er aul wit par cular re erence to t e ied a n ( rst ig per ormance corridor to e re ur is ed as o mid o uly 0 4) e erence to t e latest status o prepara ons or mmeric at can we learn rom t e new approac o B n ra o

ommon networ resilience management (pre iously coopera on group t ird trac ) n case o new large scale 740m trains on cross order routes Topic could e reac ated or an update o t e current status comparison etween rele ant plans in ot countries armoni a on o networ access condi ons and priority rules including trac access c arges and ramewor condi ons or terminals o ac i es were de ned yet

n ancing interopera ility y armoni a on o opera onal regula ons and administra e procedures g cross order aut ori a on o rolling stoc use o languages in cross order opera ons cross acceptance o pro essional uali ca ons suc as wagon inspector and s unter w ic are not yet armonised at le el e t to armoni a on o ra ing calcula ons ( nali ed) no urt er ac i es were de ned yet ommon analysis o trans er o ene ts compensa on models (mar et ailure due to di ergence o costs and ene ts) o ac i es de ned yet Bot ministries could e c ange ideas on a common approac on su sidy programs (BM e aluated t e erman user ee system)

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