the railway business magazine
Year VII ■ No. 1.1 (79) ■ 2012
EU seeks to consolidate relationships with Arab countries
Railway PRO Freight & Logistics
Журнал железнодорожный бизнес
Oil, gas and a recent…railway project Single wagon load or block train? All seaports must be connected to rail freight networks
Rail link between Europe and Asia is a big challenge Interview with Mr. Hans-Georg Werner, Member of the Board of DB Schenker Rail and CEO of DB Schenker Rail Polska Железнодорожные пути сообщения между Европой и Азией представляют собой крупным вызовом Строительство и внедрение транспортной системы по оси Европа-Азия должны выдержать ряд вызовов, на которые транспортным операторам следует ответить положительно для того, чтобы обеспечить для клиентов экологичный и эффективный транспорт
editor’s note 1
E
xploration and trade opportunities brought by the sea cannot be compared to any other benefits of land. The great trade and political empires of the world have evolved and fallen in close relation with the sea and their capacity to tame it. The golden link in the European consumption chain is strictly related to the ports of Atlantic and the North Sea, correlated with the urban civilisation developed along the inland waterway routes. The new European structure, also sustained by the general economic development that the world of the past decades has known, generates the birth of new production and consumption centres, more remote than the mentioned traditional areas. Central and Eastern Europe add a source of opportunities and challenges to the old region. The relatively reduced development of the inland waterways transport sector in this area (except for the big rivers and few navigable channels, there is no network capable to support an efficient transport of the kind) puts positive pressure on land transport, either road or rail.
The reports made public at the end of 2011 by the big international forwarders and by European port administrations reveal the fact that rail transport begins to represent a true source of added value in intercontinental freight transport activities. According to the information conveyed with the occasion of the intermodal transport conference in Hamburg, the ports located in the north of the Adriatic Sea begin to gain the trust of forwarders as viable alternatives to the traditional ports of the Atlantic and of the North Sea. Why? Because quality railways help reduce overall time and/or costs to European end markets. We can thus notice how the construction policy of pan-European corridors, together with the liberalisation of the rail freight transport sector have led to the development of a new map of transport in our continent. The new positive experience joins the already known experiences in Western Europe (Betuwe line is just one of the examples which permitted the increase of port capacities). Railway operators delivering new services in Southern Europe are not
necessarily incumbent operators, but private companies serving Central and West-European markets. The pursuit of efforts for upgrading pan-European corridors linking the east of the continent to the centre will help boost the attractiveness of new ports (such as Piraeus, Tessaloniki or Constanta), but also increase the number of land transport services using the railway routes crossing the north and the south of the Caspian and Black Sea. Filling in this European panorama with information coming from Middle East, one can anticipate an extremely interesting dynamics of the transport sector and, over the next decade, the railways will be the drive necessary to develop new services. Since electric rail transport is encouraged along all corridors, at least in Europe, this dynamics will also have an ecological side as it will help reduce fossil fuel consumption in maritime transport.
Railway Europe Issue published with the support of Romanian Railway Industry Association & Club Feroviar – The Railway Business Club Журнал издаётся при поддержке Асоциации Железнодорожной Промышленности и Club Feroviar – ЖД Клуб Деловых Людей
Железнодорожная Европа Возможности геологоразведки и торговли, которые имеются у моря, невозможно сравнить с остальными преимуществами суша. Крупные торговые и политические империи мира развивались и распадались по причине невозможности управлять морскими мощностями. Золотой рог изобилия европейского потребления развивался в тесной связи с атлантическими портами и с портами Северного моря, которые связаны с развитой городской цивилизацией по течению внутренних судоходных путей. Новое строение Европы, вместе с общеэкономическим развитием мира за последние десятилетия, приводит к возникновению новых требований для производства и потребления, которые находятся далеко от упомянутых традиционных участков. В Центральной и Восточной Европе к старому пространству прибавляется источник возможностей и вызовов. Относительно слабое развитие внутренних судоходных путей сообщения в этой зоне (что касается данного вида транспорта, то за исключением больших рек и нескольких судоходных каналов, нет такой сети, по которой можно было бы осуществлять эффективный транспорт) оказывает положительное давление на наземный транспорт - автодорожный и
железнодорожный. Анализы, которые опубликовали в конце 2011 года крупные мировые транспортёры и европейские портовые администрации свидетельствуют о том, что перевозки на рельсах становятся настоящим источником дополнительной ценности для межконтинентальных грузовых перевозок. По данным, переданным по случаю Гамбургской конференции по интермодальному транспорту, порты на севере Адриатики начинают пользоваться доверием транспортёров и быть реальными альтернативами традиционным портам Атлантики и Северного моря. Причина: качественные железные дороги позволяют сократить общее время и/или общие затраты для потребительских рынков в Европе. Таким образом отмечается, что политика строительства панъевропейских коридоров с одновременной либерализацией сектора железнодорожных грузовых перевозок привела к созданию новой карты транспорта для нашего континента. Новый положительный опыт прибавляется к уже известному опыту Западной Европы (Betuwe line только один из примеров повышения пропускной способности портов). Железнодорожные операторы,
которые поставляют новые услуги в Южной Европе не обязательно являются традиционными, а речь идёт о новых частных компаний, обслуживающих рынки Центральной и Западной Европы. Продолжение усилий по модернизации панъевропейских коридоров, соединяющих восточную часть континента с центральной частью будет способствовать повышению привлекательности новых портов (таких, как Пирей, Салоники и Констанца), но и расширению спектра услуг наземного транспорта по железнодорожным маршрутам, проходящим по северной и южной части Каспийского и Чёрного моря. Дополняя эту европейскую панорамную картину информацией, поступающей с Ближнего Востока, мы можем предвидеть крайне интересную динамику транспорта. В течение следующего десятилетия железная дорога будет выступать двигателем развития новых услуг. В условиях, когда по крайней мере в Европе электрический железнодорожный транспорт поощряется по всем коридорам, такая динамика будет иметь и экологическую составляющую, способствуя сокращению потребления нефтяного топлива, необходимого для морского транспорта. January 2012 | www.railwaypro.com
2 cOntent Leaders
POLICIES & STRATEGIES
ПОЛИТИКА И СТРАТЕГИЯ
18 26
Baikal-Amur Mainline will “specialize” in taking over cargo trains Маршрут Байкал-Амур будет “специализироваться” на приёме товарных составов
ЛИДЕРЫ
Rail link between Europe and Asia is a big challenge
Interview with Mr. Hans-Georg Werner, Member of the Board of DB Schenker Rail and CEO of DB Schenker Rail Polska Интервью с Ганс-Георг Вернер, член Совета правления DB Schenker Rail, директор DB Schenker Rail Polska
Baikal-Amur Mainline, next to the Transsiberian, is one of Russia’s key projects for developing railway The construction and traffic on the East-West route development of a rail Железнодорожная линия Байкал-Амур, наряду с Транссибирской магистралью представляет собой с одной стороны один из ключевых проектов России в плане развития железнодорожного транспорта ...
POLICIES & STRATEGIES
33 Montenegro wants to
consolidate its position in the freight transport market
35 TRACECA countries expect foreign investors to develop projects photo: club feroviar
38 Single wagon load or
Editor’s note
the railway business magazine
1
Railway PRO
ISSN - 1841 - 4672
Publisher: Editura de Transport & Logistică S.R.L. 30, Virgiliu Street, Sector 1 Bucharest, postal code: 010881 Tel.:+4 021 224 43 85; +4 021 224 43 87 Mobile: +40 721 723 724 Fax: +4 021 224 43 86 E-mail: editors@railwaypro.com Web-site: www.railwaypro.com General Manager Mihai Roşeanu mihai.roseanu@railwaypro.com Editors: Elena Ilie elena.ilie@railwaypro.com Pamela Luică pamela.luica@railwaypro.com Teodor Turcu teodor.turcu@ railwaypro.com Contributors: Johan Smits Production and photo editor: Petru Mureşan Department of translations: Alina Vuţulicu Paula Bădescu Gentil Traduceri SRL Graphic design: Petru Mureşan Layout and DTP: Petru Mureşan petru.muresan@railwaypro.com Photo: Radu Drăgan Marketing Manager: Cristina Trifon cristina.trifon@railwaypro.com Advertising Enquiries: advertise@railwaypro.com www. railwaypro.com/advertise
Railway Europe
POLICIES & STRATEGIES
16 Middle East becomes
aware of the importance of strategic position and fundamentally changes the transport system
17 Marmaray project sets
Turkey’s leading role in the Eurasian platform
18 Baikal-Amur Mainline will
“specialize” in taking over cargo trains 19 Saudi Arabia meets transport needs.The country plans to invest over USD 30Bn in infrastructure 22 Oil, gas and a recent… railway project
24 EU Budget 2012:
commitment appropriations for Trans-European Networks to increase by 8%
30 EU seeks to consolidate relationships with Arab countries
www.railwaypro.com | January 2012
block train?
41 Cargo trains could pay less for infrastructure access
48 European freight
transport keeps stabilizing
51 For the next financial
perspective 2014-2020, Slovenia will promote the development of the freight corridors units MARKET DEVELOPMENT
20 Arab countries turn their attention to railways 21 Significant part of the freight volume between Asia and Europe will be shifted to railways 42 Interoperability is not just a technical problem, but the foundation of competitive transport 45 Bucharest has a new intermodal freight terminal 46 All seaports must be
connected to rail freight networks 49 CE countries should promote the increased use of intermodal loading units
50 Ploieşti, a new transit point between Western Europe and Middle East
transport system between Europe and Asia have to face a series of challenges to which transport operators have to have a positive attitude to supply an environmentally friendly and efficient transport Строительство и внедрение транспортной системы по оси ЕвропаАзия должнывыдержать ряд вызовов, на которые транспортным операторам следует ответить положительно для того, чтобы обеспечить для клиентов экологичный и эффективный транспорт
Products&technologies
32 Leasing optimises
competitiveness by implementing monitoring solutions LEX 34 For 2014, EC prepares the legislation on technology transfer agreements 36 Implementation of interoperability projects is mandatory for all EU Member States 53 China adopts the CIM/ SMGS provisions ASSET MANAGEMENT
31 Spare parts management increases the life expectancy of rolling stock ENVIRONMENT
39 CleanER-D to revive diesel traction
40 Are the NRMM rules a threat for the diesel market? Statistics 54 Freight statistics OPINIONs 56 Rail Marginal or Major in 20 years ?
cOntent 3
30 Европейский союз
21 Большая часть нацелен на укрепление объёмов товарных отношений с арабским миром перевозок по маршруту 1 Железнодорожная между Азией и Европой 33 Черногория Европа намеревается укрепить свою перейдёт к использованию ПОЛИТИКА И СТРАТЕГИЯ позицию на рынке грузовых железнодорожного транспорта перевозок 42 Интероперабельность 16 Ближний Восток - не только технический 38 Отдельные вагоны или осознаёт важность вопрос, но и основа единый груз? Что должно стратегической позиции конкурентоспособного преобладать? и фундаментально меняет транспорта транспортную систему 41 Товарные поезда, 45 Бухарест имеет новый оснащённые системой ETCS , 17 Проект Marmaray интермодальный грузовой будут платить окончательно определяет терминал более низкие тарифы для ключевую роль Турции на доступа к инфраструктуре 46 Все морские порты евразийской платформе должны быть подключены 48 В Европе перевозки 19 Саудовская Аравия к железнодорожным сетям товаров продолжают отвечает потребностям товарных перевозок стабилизироваться транспорта: она может 49 Государствам ECE инвестировать более 51 Для нового финансового следовало бы продвигать 20 миллиардов долларов в периода 2014-2020 гг. расширение использования инфраструктуру Словения будет продвигать интермодальных средств 22 Нефть, газ... а теперь и развитие транспортных загрузки кородиров для грузовых новый железнодорожный 50 Плоешть, Румыния, перевозок проект интермодальный терминал 24 Бюджет ЕС на РАЗВИТИЕ РЫНКА ЛЕКС 2012 год: размеры 34 На 2014 год: Европейская обязательственных кредитов 20 Арабские страны на трансъевропейские сети направляют своё внимание в комиссия выпускает законы, регулирующие трансфер сторону железных дорог увеличится на 8% технологий Редакционная статья
36 Внедрение проектов
интероперабельности неизбежно для каждого государства Европейского союза
53 Китай принял положения CIM/SMGS ОХРАНА ОКРУЖАЮЩЕЙ СРЕДЫ
31 Управление запасными частями увеличивает срок эксплуатации подвижного состава ЛИДЕРЫ
26 Интервью с ГансГеорг Вернер, член Совета правления DB Schenker Rail, директор DB Schenker Rail Polska СТАТИСТИКА
54 СТАТИСТИКА МНЕНИЯ 56 Будет ли железнодорожный транспорт играть решающую роль через 20 лет?
January 2012 | www.railwaypro.com
news 5
UKRAINE: In 2011, Ukrzaliznytsya, the
State Administration of Railway Transport in Ukraine, invested UAH 5.3 Billion on the preparations for the European Football Championship 2012. Investments include the modernisation of the sections Lviv – Zdolbuniv, Zdolbuniv – Shepetivka – Korosten – Kiev, Kiev – Poltava, Poltava – Krasnograd – Lozova, Lozova – Donetsk, the electrification of the Poltava – Krasnograd – Lozova section and the development of Sagaydak traction substation.
site for feasibility of the railway will never move along that line, as cargo from North East Russia will never start moving via Tallinn. The problem is even more serious since cargo transport incomes should cover costs for passenger transport tariffs to remain accessible.
New passenger transport operator in Spain INTERNATIONAL: The bus transport group Avanza has set up a new company, Avanza Tren, to compete the market of national rail passenger transport after its liberalisation. Avanza Tren has a capital of EUR 100,000. For the moment, the company has not got its license operation yet. At the beginning of the year, another road transport operator, Alsa, part of the British group National Express has received its railway transport operation license. Avanza was set up in 2002 through the merge of Auto Res, Vitrasa and Transportes Urbanos de Zaragoza (Tuzsa) companies. In December 2006, Avanza was bought by Doughty Hanson, for EUR 600 Million.
MAV-GEPESZET and OBB TS form new company INTERNATIONAL: MAV-GEPESZET, the maintenance unit of state-owned Hungarian railway company MAV, and Austrian peer OBB TS, have signed a contract on the establishment of a joint venture whose main activity will be the upkeep of the rolling stock of Rail Cargo Hungaria. The joint-venture is expected to start operating at the beginning of 2012. MAV unit MAV-TRAKCIO have signed a framework agreement with Rail Cargo Hungaria to supply much of the freight company’s traction needs until 2016.
Estonia warns about the difficulties of Rail Baltica project INTERNATIONAL: Estonian state-owned railway company Eesti Raudtee manager Kaido Simmermann has warned about “major” problems in the feasibility study for Rail Baltica project. The first problem he points out is that the 700 km railway line is planned to have a completely new route – the ambitious plan does not foresee using the current railway lines almost at all. Simmermann said also that the cargo volumes cited in the study as the prerequi-
Qatar Rail to award USD 37 Billion rail projects from June 2012 INTERNATIONAL: Qatar Rail is planning to award the first section of its proposed USD 37 Billion rail contract in June 2012. The projects include a high-speed long distance rail link, a driverless four-line underground rail for Doha and freight lines. “Phase one is the absolute minimum railway that we need for the World Cup. Phase one is geared around the very high population levels that are seen along the coast”, declared the company’s CEO, Geoff Mee. Qatar Rail said it will start engaging with contractors for the projects early in 2012 and award first contract in June 2012 which includes utility diversions and also
Украина: Украинская железнодорожная компания Укрзализныця в этом году инвестировала 5,3 млрд. гривен (509,4 млн. евро) в подготовку к чемпионату по футболу Евро 2012. В мире: Испанская группа автобусного транспорта Avanza создала новое общество, Avanza Tren, для того, чтобы быть конкурентоспособной на национальном рынке железнодорожного пассажирского транспорта. В мире: MAV-GEPESZET и OBB TS подписали договор о создании нового общества, которое будет обеспечивать техническое обслуживание в рамках Rail Cargo Hungaria. В мире: Правительство России намеревается отложить до 2012 года
Stroynovatsiya to build a coal transport line OOO Stroynovatsiya, part of the Summa Group, was awarded a contract by the Russian Railway Transportation Agency to build 147 kilometres of the Kuragino-Kyzyl line to Tyva region. The line will be built in Eastern Siberia near the coal deposits to be built by Evraz Plc and OAO Severstal. The project is estimate at RUB 44.3 Billion (USD 1.4 Billion). Likewise, another 255 kilometres will be funded by Yenisey Industrial Co. Evraz and Severstal, Russia’s largest steel-makers, plan to develop neighbouring deposits in the Tyva region.
RUSSIA:
some advanced works for some of the station designs. The civil works will be divided into five tunnelling contracts with each worth between USD 1 Billion to USD 1.5 Billion as well as two station contracts. The deadline for these projects is March. Qatar Rail had previously revealed a plan to build 212km of a underground rail network which will be mix of underground and on elevated tracks. The underground rail network is part of the Integrated Rail Network, which will have a long-distance passenger and freight rail route of about 490km, including nine passenger stations and six terminals.
photo: rail.co
Ukrzaliznytsya: railway investments of over EUR 500 Million for Euro 2012
закупку пакета 25% акций оператора. Россия: OOO Стройновация, часть группы Summa Group, выиграла тендер на заключение контракта на строительство линии продолжительностью 147 километров, на который объявило тендер Российское железнодорожное агентство. В мире: Катарские железные дороги намереваются в июне 2012 года объявить победителей для заключения договоров на внедрение стратегии строительства инфраструктуры. Стоимость стратегии оценивается в размере 37 миллиардов долларов. Россия: Совет правления Российских железных дорог утвердил инвестиционную программу на 2012-2014 гг., в размере 35 млрд. долларов. January 2012 | www.railwaypro.com
6 news RZD greenlights USD 35Bn investment plan
Czech regions favourable private competition
RUSSIA: Russian Railways’ board of directors has approved a RUB 1.1 Trillion (approx. USD 35Bn) investment program for 2012-2014, the national railroad operator said in a statement today. Of this total, the company intends to invest RUB 428.4bn (approx. USD 13.7Bn) in 2012, RUB 341.9Bn (approx. USD 10.9Bn) in 2013, and RUB 367.6Bn (approx. USD 11.8Bn) in 2014. The program’s sources of financing include RUB 40Bn (approx. USD 1.3Bn) in government aid and revenue from cargo transportation tariffs which are to be hiked 6% starting in 2012.
Czech Rep.: The South Bohemian Region (Czech Republic) prepares a radical change in the field of local railway transports, wishing to allow private operators to offer their services on regional routes. Therefore, the authorities intend to initiate a tender for transport services between several localities in the Bohemian Forest National Park. The company Regiojet has already showed interest for the tender and is preparing an offer.
International: The international railway passenger transport service of Thello, created by Trenitalia and Veolia Transdev , was launched on December on the route Paris-Venice. The route is served by 10 cars leased from Treintalia and Locomotive leased from Akiem, a subsidiary of SNCF. International railway transport on this rote has been until recently delivered by Artesia, a subsidiary of SNCF and Trenitalia, who closed operations. “We have a modest launch”, explained the General Manager of Thello, Albert Alday, explaining that “only 5% of the passenger transport market in France is open” to competition through the international transport services. Thello hopes to attract 250,000 passengers per year and have a train occupancy percentage of around 80%.
RUSSIA: Spanish group OHL’s Czech railway subsidiary OHL ŽS and Russian publicly-owned Jarmalskaja Zeleznodoroznaja Kompanija have agreed the contract for the Polar Ural project. The contract, estimated at nearly EUR 2 Billion, involves the construction of 390km of railway from Obskaja to Nadym and Salechard. The contract is for four years, and the project has been divided into three sections - Salechard to Nadym, Obskaja to Salechard, and the Ob bridge. The contract has been signed following a visit of the Russian President, Dmitry Medvedev, in the Czech Republic.
photo: Club Feroviar
EBRD supports railway manufacturers
В мире: Стартовала услуга международного железнодорожного транспорта пассажиров компании Thello, созданной Trenitalia и Veolia Transdev. Россия: OHL ŽS, дочернее предприятие испанской группы OHL, и российская государственная компания Ямальская железнодорожная компания подписали контракт на внедрение железнодорожного проекта в России. Украина: ЕБРР предоставит кредит в размере до 13 миллионов долларов для ООО Лугцентрокуз (ЛЦK). Это украинский частный www.railwaypro.com | January 2012
OHL wins contract in Russia
photo: wikitravel
implemented, they will allow LCK to achieve electricity savings in the range of 4,000 MWh per year. The company will also implement a water recycling system. DB not to compete Eurostar by 2015 INTERNATIONAL: Deutsche Bahn said its planned rail service from Frankfurt to London via the Channel Tunnel has been put back from 2013 to 2015. Delays in the delivery of 16 new ICE high-speed trains from Siemens AG mean that the planned service won’t now start as scheduled. In turn, Eurostar Group is planning expanded services of its own, with trains reaching Amsterdam, Cologne and Frankfurt as early as 2014.
UKRAINE: EBRD will provide a credit of up to USD 13 Million (around EUR 10 Million) to JSC Lugcentrokuz (LCK), a privately owned manufacturer of key components for rail freight wagons and locomotives. Loan proceeds will be used to improve LCK’s product range, strengthen its traditional sales markets of Ukraine and the CIS, as well as to increase its competitive position in Europe, North America and India. As a result of an energy efficiency audit, funded by the EBRD Regional Energy Efficiency Programme for the Corporate Sector, LCK will implement several energy efficiency initiatives. When fully
INTERNATIONAL.: Railway Industry Association (RIA), the representative
производитель компонентов для товарных вагонов и локомотивов. В мире: Компания Deutsche Bahn объявила об отложении до 2015 года проекта по предоставлению услуг высокоскоростного железнодорожного транспорта по маршруту Франкфурт-Лондон по туннелю под Ла Маншем. В мире: Railway Industry Association (RIA) заинтересована внедрить широкомасштабные железнодорожные проекты в государствах Персидского залива. Чехия: Регион Южная Богемия (Чехия) готовится к радикальным
переменам в сфере местного железнодорожного транспорта. Азербайджан: Железнодорожная система Азербайджана должна быть приведена в соответствие с международными стандартами для того, чтобы по ней можно было бы запустить высокоскоростные поезда. Румыния: Министерство транспорта и инфраструктуры подписало контракты на сумму 216 миллионов евро на модернизацию железнодорожного участка Винцуде-Жос - Кошлариу. Речь идёт о 5-ти туннелях и 5-ти станциях.
photo: Club Feroviar
Thello starts competing SNCF
to
RIA to take part in railway tenders in Kuwait
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Azerbaijan will acquire high-speed trains in 2012-2013 International: The local railways should be brought up in compliance with the international standards in order to launch high-speed trains, JSC Azerbaijan Railways spokesman Nadir Azmammadov said. He commented on passengers’ complains on the old cars. “Today, we are working in this direction. The company started reconstruction of a 317-kilometer of railway in the BakuBoyuk Kyasik direction. To date, over 30 km of the railways has been repaired. The work is to be completed by 2014,” Azmamedov said. “However, we intend to complete the work before the scheduled time. The works will be completed after the speed in this direction increased to 140 km/h. Today minimum speed is 50 km per hour, maximum- 80 km/h, as the speed is limited due to the reconstruction work,” he underscored. “The company will acquire high-speed trains in 2012-2013,” Azmamedov said. “About 50 locomotives, 25 passenger coaches and 300 cars will be bought as a part of the State Program on Railway System Development in Azerbaijan in 2010-2014. Also, 5 locomotives and 5 passenger cars have been repaired,” he said.
Significant funds to be alocate for railway projects TURKEY: In 2012, Turkey will invest TRY 12 Billion (EUR 4.9 Billion) in transport and communications. The largest amount of TRY 4 Billion (EUR 1.6 Billion) will be allocated to the railway state-owned company, TCDD. The second biggest sum will be granted to the General Directorate of Motorways which will benefit from TRY 2.81 Billion (EUR 1.11 Billion) and the third biggest amount will be granted to the General Directorate for Infrastructure Investments,
consortium Wiebe România-RadariaConfer Group; Sf. Gheorghe rail station, contract estimated at EUR 5.97 Million, finalized in 1 year and 5 month by the consortium Wiebe România-RadariaConfer Group; Vaslui railway station, with modernisation works estimated at EUR 5 Million, finalized in 1 year and 5 months by the consortium Arcada Company-Leonhard Weiss -Isaft Litoral and Piteşti railway station, with the modernisation works worth EUR 11.3 Million and finalizes in 2 years and 2 months by the consortium UniconLeonhard Weiss. “We will not make exception with the expectations we have from the constructors. I hope there will be no problems with the railway projects”, declared the Romanian Minister of Transport and Infrastructure, Anca Boagiu.
photo: Club Feroviar
Ministry of Transport signs contracts of over EUR 200 Million ROMANIA: Ministry of Transport and
Infrastructure has signed contracts worth EUR 216 Million for the modernisation of the railway section Vinţu de JosCoşlariu, 5 tunnels and 5 stations. Thus, for the railway section Vinţu de Jos-Coşlariu, the contract is worth EUR 176.18 Million, the rehabilitation period being 2011-2014. The five tunnels to be rehabilitated are located in the area of activity of Braşov and Timişoara regional subsidiaries of CFR SA and the contract is estimated at EUR 4.9 Million. This project will be executed by the consortium Swietelsky-Sopmet-Dafora. Other contracts signed by the Romanian Ministry of Transport include the modernisation of the railway stations: Brăila, worth EUR 7.6 Million, finalized in 1 year and 5 months by the consortium Arcada Company-Leonhard Weiss -Isaft Litoral; Piatra Neamţ rail station, worth EUR 4.7 Million, with an execution period of 1 year and 5 months by the
TRY 1.3 Billion (EUR 529 Million). The Transport Ministry will receive an extra TRY 1.6 Billion (EUR 651 Million) for local rail transport, an amount mainly dedicated to the financing of Ankara underground.
photo: wikipedia
body for UK-based suppliers of railway equipment and services, is interested in the ambitious railway projects in the Gulf States, said the International Business Development Director Tim Gray. Among the projects, the Kuwaiti underground and train lines are mentioned, for which the UK suppliers intend to take part in the tenders.
SNCF has a good position for Moscow-Saint Petersburg HSL International: President of the French company SNCF, Guillaume Pepy, has stated that he was assured that France had a good position for building
В мире: Президент французской компании SNCF, Гийом Пепи, заявил, что он получил заверения в том, что Франция “удачно расположена” для строительства высокоскоростной линии Москва - Санкт Петербург. Турция: В 2012 году власти будут инвестировать 4,9 млрд. евро в проекты транспорта и связи.
the high-speed line connecting Moscow and Saint Petersburg. His statement relies on the declarations of Russian railways President, said Pepy. The winner of the contract will be selected at the end of 2012 or the beginning of 2013 and construction works will last four years. The Russian press says the project has also attracted the interest of Deutsche Bahn, Hyundai and Chinese companies. Tulpar-Talgo wagon plant begins activity in Kazakhstan Kazakhstan: President Nursultan Nazarbayev launched Astana-based Tulpar-Talgo railway cars production facility in the first half of the month. The Project is part of the large-scaled State-run Program of Accelerated Industrial Development. The partnership agreement for the set up of the plant was signed by the stateowned Temir Zholy and the Spanish company Patentes Talgo S.L. In 2010. The unit has a production volume estimated at 150 passenger coaches. The coaches are adapted to the climate conditions in Kazakhstan and can run at speeds of up to 200 km/h.
HZ Cargo, Agrokor sign partnership agreement CROATIA: HZ Cargo has signed a partnership agreement with local privately-held concern Agrokor. The scope of the agreement provides for the implementation of a project for the revitalisation of industrial freight railways as well as for the development of HZ Cargo’s logistics centres.
Казахстан: Президент Казахстана Нурсултан Назарбаев инаугурировал вагонное производственное подразделение Тулпар Тальго, с главным офисом в городе Астана. Хорватия: Компания HZ Cargo подписала соглашение на заключение партнёрства с частной местной компанией, Агрокор. January 2012 | www.railwaypro.com
8 news Estonia initiates the process for separating state-owned railway company INTERNATIONAL: Estonian Government gave the minister of economic affairs the mandate to split Estonian Railways into two separate companies. The measure was made to observe the European Commission’s requirements that the management
CD to introduce wireless internet in trains
photo: wikipedia
Czech Rep.: Ceske Drahy has selected the Czech company Simac Technik to offer wireless internet services in long-haul pendolino trains. The value of the contract, signed for five years, amounts to CZK 20 Million (EUR 790,000). The first train will be equipped in January 2012 and all the seven pendolino trains running on the track between Prague and Ostrava will offer wireless internet by mid 2012.
10 bidders interested in SG-Trans RUSSIA: SG-Trans, Russia’s state-owned railway transporter of liquefied gas, which is slated for privatisation, has attracted 10 preliminary offers. According to Kommersant, the bidders are TNK-BP Holding, Yukos-Transservice (Rosneft), Gazpromtrans (Gazprom), Neftetransservis, Spetsenergotrans, Brunswick Rail Trans, Summa Capital, TEC Eurotrans (part of ISR Holding), OTEKO-Portservis (part of ZAO OTEKO) and Spetstransgarant (Rail Garant). Analysts believe that Gazpromtrans is the preferred bidder. The preliminary cost of SG-Trans is RUB 13 Billion (EUR 314 Million).
ZSSK Cargo stimulates the interest of businessmen in the Czech Republic Slovakia: Czech billionaire Zdeňek Bakala is reportedly keen to buy into the Slovak state rail cargo company, ZSSK Cargo. Bakala, a major stakeholder in Praguelisted regional energy group New World Resources (NWR), said Slovakia’s better business environment was one of the reasons for his interest in the rail freight company. www.railwaypro.com | January 2012
of infrastructure and freight flows would be separated to ensure transparency and independence. The railway company’s assets, with all the ensuing rights and obligations, will be divided by the end of 2012 between two recently established spin-offs: EVR Infra AS and EVR Cargo AS. After the split, the state will continue to be the sole shareholder of both companies.
The privatization of the fully state-owned company is, however, in the very early stages with an advisor still to be selected by the Ministry of Transport. Transport infrastructure: EERP mid-term review shows EU funding essential to kick-start investment in growth INTERNATIONAL: European Union funding for infrastructure projects has proved to be crucial for the launch or implementation of 90% of the projects covered by the European Economic Recovery Plan (EERP), according to a new report. The mid-term review of Trans-European Transport Network (TEN-T) investment into EERP concluded that the funding has been vital for attracting further investment from the private sector and public authorities. This review was carried out to assess the progress of individual EERP funded projects and to measure the extent to which the Plan is meeting its objective of contributing to boosting the European economy and speeding up transport construction in Member States. “The TEN-T has an essential role to play as a catalyst for further funding. Even if TEN-T only pledges to fund 10% of the project, it is already enough to attract the rest of the needed investment. These EUR 500 Million we are investing into the TEN-T network through the EERP will play a critical role in revitalising the European economy. Although work is ongoing, it is very encouraging to see that the large majority of projects are on schedule. This assessment also confirms the centralised management of TEN-T Чехия: Компания Ceske Drahy выбрала чешскую компанию Simac Technik для предоставления беспроводных интернет-услуг в поездах типа пендолино дальнего следования. Россия: СГ-Транс, государственная компания по железнодорожным перевозкам сжиженного газа, которая будет приватизирована, получила 10 предварительных предложений. В мире: Правительство Эстонии уполномочило Министерство Бизнеса разделить Эстонские железные дороги на две компании. Словакия: Чешский миллиардер Зденег Бакала заинтересован в закупке
funding, a direct follow-up to the midterm review conducted last year. I expect that this close monitoring will help the EU and the Member States to implement the available resources in the most optimal way. This is an important lesson for our discussion on CEF for the post 2014 period”, said Commission Vice-President Siim Kallas, responsible for transport. The EU launched EERP in response to the financial crisis of 2008, and as a part of this, EUR 500 Million of TEN-T funds were advanced to 2009. Mature projects were selected to allow a prompt start in 2009, and investment continued in 2010. The present mid-term review covered all the 36 construction projects co-financed (out of 99 eligible project proposals). The selected projects reflect TEN-T’s commitment to environmentally friendly modes, with 18 actions being rail, multimodal port and inland waterway projects Eight projects (representing 19.5% of the funding) address ITS, ATM and airports. The co-financing rate was only 10-20%, but sufficient to release national or private funds even in times of austerity. The review also revealed that two-thirds of the selected initiatives are being implemented on time (or with a slight delay of no more than six months). FESCO gets USD 100 Million for infrastructure investments INTERNATIONAL: EBRD will finance the infrastructure investment programme and will provide a USD 100 Million credit to Fesco for a 7-year period. The use of loan proceeds will include investments into the development and retrofitting of Vladivostok Commercial Sea Port (VCSP) in order to improve its operational efficiency and throughput, focusing on high value added and cleaner types of cargo, with the emphasis on containers.According to Yury Gilts, FESCO Vice-President and Chief Financial Officer, “The new facility will enable us to implement our plans to turn Vladivostok port into a modern, environmentally friendly port, with increasing freight volumes”. транспортного направления словацкой железнодорожной компании по перевозке грузов, ZSSK Cargo. В мире: Согласно последнему отчёту, средства, выделенные ЕС на проекты инфраструктуры оказались существенными для запуска или внедрения 90% проектов, включенных в Европейский экономический план восстановления (EERP). Россия: ЕБРР будет финансировать инвестиционную программу инфраструктуры, предоставляя компании Fesco кредит в размере 100 млн. долларов сроком на 7 лет.
10 news Construction of Baku-Tbilisi-Kars railway reaches final stage
Turkmens plan to build high-speed railways
INTERNATIONAL: The Baku-TbilisiKars railway construction project is in the final stage, Azerbaijani Prime Minister Artur Rasizade said after a meeting of the Georgian-Azerbaijan intergovernmental commission in Tbilisi. “Financial issues have been solved and the railway will be constructed at the end of 2012 or at least in early 2013,” Artur Rasizade said. At a meeting of Georgian President Mikheil Saakashvili and Azerbaijani Prime Minister Artur Rasizade, “particular attention” was paid to the construction of the Baku-Tbilisi-Kars railway. The parties also discussed a wide range of issues of political, economic and cultural cooperation. “The main topic of the meeting was economic, regional and strategic projects that Georgia and Azerbaijan jointly implement”, declared Georgia’s President.
Turkmenistan: President Gurbanguly Berdymukhamedov recently said Turkmenistan plans to build a high-speed railway between Turkmenbashi and Turkmenabat, the State News Agency of Turkmenistan said on January 4th. Turkmenistan also plans soon to build rail links between Atamyrat-Imamnazar and Gazachak-Shasenem-Dashoguz and a Turkmenabat-Farab railway bridge
Bulgaria focuses on railway projects BULGARIA: Prime Minister Boyko Borisov said the main infrastructure projects for 2020 focus on railway projects, instead of roads. “We will stop talking about highways and will transfer funds from them in railway transport by 2020,” Borisov declared. According to the government, the project provides for the reconstruction of one of the oldest railway lines in Bulgaria; once completed, passenger trains will be able to run at 160 km/h, and freight trains – at 120 km/h. As of December 22, 2011, Bulgaria’s National Company Industrial Infrastructure has seen completed 99% of the renovation of the Krumovo-Parvomay railway line and the Parvamay-Dimitrovgrad line. The rest of the Plovdiv-Svilengrad line – from Dimitrovgrad to Svilengrad – will be funded under EU Operational Program Transport, with a tender already having started. The final section – from Svilengrad to the Turkish border – is supposed to be completed by the summer of 2012.
Poland is already planning rail tenders for Q1 2012 POLAND: The national rail infrastructure manager, PKP PLK, has published a list with 55 calls for offers that they intend to launch in the first quarter of this year. Overall, 38 tenders will be for construction works and 17 for services (including the development of preliminary studies). PKP PLK estimates costs of EUR 740 Million for the development of construction works. www.railwaypro.com | January 2012
Uzbekistan raises transport tariff on Tajikistan-bound rail freight INTERNATIONAL: Uzbekistan raised transport tariff on rail freight bound for Tajikistan by 32 percent as of January 1, 2012, Asia-Plus reported. According to Rohi Ohani Tojikiston (Tajik Railways), the total increase in tariffs will amount approximately to $70 million annually. “We have asked our Uzbek colleagues to keep the transit fees for goods carried by train at the December 2010 level,” said representative of Tajik state railroad company. “However, we have not yet received a positive reply from them.” According to the source, Tajik railways does not yet plan to raise tariffs on rail freight traffic despite rise in the transit fees for goods carried by train across Uzbek territory. In the meantime, Tajikistan has increased tariffs for the transit of Uzbek freight by rail across Tajikistan’s Sughd province. According to Tajik State Railroad Company deputy head, Usmon Qalandarov, the railway linking Tajikistan’s southern Khatlon province with Uzbekistan’s southern Surkhandaryo province, which was cut in the fall, is still not functional, and more than 300 freight cars with goods bound for Tajikistan are stranded. He said Tajikistan offered to pay to repair a bridge on the Ghalaba-Amuzang section of the railway in Uzbekistan that was damaged
Туркменистан: Президент Туркмении, Гурбангулы Бердымухаьмедов, 4 января 2012 года заявил о том, что страна намеревается построить высокоскоростную линию между Туркменбаши и Туркменабатом. управления, включая станцию Алтыколь. В мире: Строительство линии БакуТбилиси-Карс находится на завершающем этапе. Об этом заявил премьер-министр Азербайджана, Артур Расизаде, после встречи с президентом Грузии, Михаилом Саакашвили. „Финансовые проблемы уже преодолены, а линия будет сдана до начала 2013 года.” Болгария: Премьер-министр Болгарии, Бойко Борисов, заявил о том, что основные проекты инфраструктуры на период до 2020 года сосредоточены на железных дорогах, а не на автомобильных дорогах.
spanning the Amu Darya River, Berdymukhamedov added. Another project, the North-South railway, will give European and Asian countries access to Central Asia and the Persian Gulf and will enable South and Southeast Asian countries to ship goods from the shores of the Indian Ocean to Northern and Eastern Europe, he said. Completion of those projects will provide a “mighty stimulus to further development of railway transport,” he said. However no proposed completion date or cost was cited.
by an explosion in mid-November, but Uzbekistan rejected the offer. Qalandarov said some 900 freight cars en route to Dushanbe have also been delayed.
Azerbaijan continues major repairs of railway to Georgia INTERNATIONAL: Azerbaijan Railways will complete major repairs over 528-518km of the Bilajari-Heybat railway section whilst also renewing the rail bed leading towards Baku-Boyuk Kesik by the end of January, CJSC said. In total, 11 km of the section will have been repaired by the end of the month. Major repairs along 317 km of the BakuBoyuk Kesik railway were carried out at a cost of 215 million euros issued as a loan from the Czech Exim Bank. Work started on June 10, 2011 over a 97-
В мире: Совет Министров иностранных дел государств-участников Организации Черноморского экономического сотрудничества (ЧЭС) в декабре подписали соглашение о продолжении совместных усилий, направленных на повышение эффективности и увеличение степени заметности мощностей и человеческих ресурсов в Черноморском регионе. Польша: Администратор польской железнодорожной инфраструктуры PKP PLK опубликовал список 55 запросов предложения, которые намеревается запустить в первом квартале этого года. В мире: Узбекистан увеличил тарифы на товарные перевозки через границу с Таджикистаном. Увеличение тарифов в размере 32% вступило в силу 1 января 2012 года.
news 11 km stretch of the Agstafa-Tatli section. So far, major repairs have been conducted on over 40 kilometres of railway, the report said.
Black Sea Economic Cooperation to strengthen relationship with the EU INTERNATIONAL: The Council of Ministers of Foreign Affairs of the Organization of the Black Sea Economic Cooperation (BSEC) held its 25th meeting in Moscow in December and highlighted the need to continue ongoing efforts to further increase the efficiency, effectiveness, visibility, institutional capacity and human resources and for this, it is necessary that the Organization should identify and implement more projects which can contribute in a concrete way to sus-
Varna Port registers record profit
World Bank Group continues strong partnership with Russia INTERNATIONAL: The World Bank’s Board of Executive Directors discussed a new Country Partnership Strategy for the Russian Federation for the period 2012 – 2016, a strategy that will support Russia in the economic development of the country. Thus, the strategy focuses on the support for increasing growth and diversification through better management of public finances, improved investment climate and innovation. Another direction is to expand human potential, deepening Russia’s global and regional role and improving governance and transparency. The International Finance Corporation (IFC) aims at promoting sustainable private-sector led growth in Russia to improve resource efficiency, develop essential infrastructure, increase financial intermediation and growth of medium-sized private sector banks to support the activity of SMEs.
В мире: Узбекистан увеличил тарифы на товарные перевозки через границу с Таджикистаном. Увеличение тарифов в размере 32% вступило в силу 1 января 2012 года. В мире: К концу января железные дороги Азербайджана завершат ремонтные работы на железнодорожной линии Билаяри - Хейбат (участок продолжительностью 11 км линии) и работы по восстановлению железнодорожной насыпи по отсеку Баку – Боюк Кесик. В мире: Руководство Всемирного банка обсуждает новую тему Стратегического партнёрства для России на период 2012-2016 гг., согласно которому Всемирный Банк будет оказывать поддержку России для экономического восстановления. В мире: На глобальном уровне объём грузов, перевезённых в сентябре, находился в состоянии застоя. Об этом было отмечено на Международном транспортном
BULGARIA: 2011 was a record year for the port of Varna with over nine million tonnes of processed cargo and over EUR 4 Million in net profit. The Director of the Port of Bulgaria’s Black Sea capital, Captain Daniel Papazov, said expectations for 2012 are that the processed cargo passed at the port will be at least 8 million tonnes. The port has already sealed 73 permanent contracts for 2011. The investment program provides for the purchase of two mobile cranes, as well as equipment for loading grain at the Varna – West port.
tainable development at the national and regional levels. Azerbaijani Deputy Foreign Minister Mahmoud Mammad-Guliyev said in his statement that BSEC covered one the world’s most dynamically developing regions, which have a large potential and Azerbaijan was interested in the extension of economic relations with other member countries within the BSEC framework. One of the most important sectors are those related to information and communication technology, as well as transports, for which currently, Azerbaijan is implementing significant projects.
FESCO gets USD 100 Million for infrastructure investments RUSSIA: EBRD will finance the infrastructure investment programme and will provide a USD 100 Million credit to Fesco for a 7-year period.The use of loan proceeds will include investments into the development and retrofitting of Vladivostok Commercial Sea Port (VCSP) in order to improve its operational efficiency and throughput, focusing on high value added and cleaner types of cargo, with the emphasis on containers.
Private company invests USD 4 Billion in railway project INTERNATIONAL: An Iranian private sector entity will invest up to USD 4 Billion in the Tehran-Mashhad express train project, the roads and urban development minister, Ali Nikzad, said, tehrantimes.com writes. Ali Nikzad added that the project would allow trains to raise speed to 200 kilometres per hour and that the signalling project would be implemented within two years.
форуме. В остальном объёмы грузов по автомобильным и железнодорожным маршрутам увеличиваются. В ЕС объем железнодорожных перевозок увеличился на 7% (но он ниже по сравнению с докризисным периодом). Болгария: Порт Варны зарегистрировал рекордную прибыль в размере свыше 9 миллионов тонн товарооборота стоимостью 2 миллиона евро. Директор порта Даниэль Папазов уточнил, что на 2012-й год ожидается товарооборот в объёме более 8 миллионов тонн. В мире: Частная компания намеревается инвестировать 4 миллиарда долларов в проект экспресс-линии Тегеран-Машхад. Об этом заявил министр Городского развития Ирана, Али Никзад. В мире: Объёмы товарообмена между Азербайджаном и Белоруссией выросли в пять раз в период с 2006 по 2010 год и достигли 150 миллионов долларов, но 2011-й год обозначил реальный прогресс для обоих государств, так как за последние семь месяцев товарообмен составил 890 миллионов долларов.
Trade turnover between Belarus and Azerbaijan to reach USD 1 Billion INTERNATIONAL: The trade turnover between Belarus and Azerbaijan has increased by five times during 2006-2010 and totaled USD 150 Million, but “2011 was a real breakthrough year in relations between Azerbaijan and Belarus. Trade between the countries in the last 7 months has increased by 7 times to USD 890 Million. We expect that this figure will reach USD 1 Billion in the near future”, said the Ambassador of Belarus in Azerbaijan, Nikolai Paskevich. According to him, engineering and energy cooperation play a leading role in trade and economic relations between Belarus and Azerbaijan. January 2012 | www.railwaypro.com
12 news Freight volumes stagnate globally International: The volumes of freight carried in September stagnated globally, said the International Transport Forum. Foreign trade on sea in EU 27 and the US stagnated, below the crisis level, to -4% and -5% respectively. As for land transport, the figures continued to improve compared to air and sea transport. Road and railway freight transport continues to improve. Therefore, railway transport in the EU increased by 7% (below the crisis level). In the US and Russia, freight volumes are 4% and 2% higher compared to the second half of 2008. Exports shipped by sea in the European Union and the United States of America to Asia, especially China, have improved since June 2011. In September, according to the ITF data, exports shipped by sea by the EU and the USA to Asia are increasing above the level prior to the crisis by 17% and 28% respectively. Also, the demands of the countries with developed economy were still small and imports by inland waterways in the USA and EU stayed below the crisis level.
EIB grants financing for rail project INTERNATIONAL: The European Investment Bank will allocate a EUR 32 Million grant to Croatian Railways for the rehabilitation of the VinkovciSerbian border line, part of Corridor X. The total cost of the project is EUR 65 Million and the line is important both for Croatia and the European Community. The double line is 33-km long and will permit the development of local and international transport operations. According to the Croatian authorities, the rail sector will be supported with national and European funds, the investment plan of the government being aimed at upgrading the existing lines and building new ones.
Georgian Railways to increase electric trains GEORGIA: The national railway company is going to increase the number of modern trains on five routes before 2013. These will be added to the Kutaisi, Batumi, Zugdidi, Poti, Ozurgeti (All West Georgia) routes, the firm’s CEO Irakli Ezugbaya said on January 9th, in order to summarise the work of his company. Mr Ezgubaya noted that there are three such trains at the moment on the Kutaisi and Batumi routes. It is possible that five new trains will be added in February. They will also travel to Zugdidi, Ozurgeti and Poti.
Latvia records EU’s fifth increase in industrial production LATVIA: Industrial production output in Latvia increased 5.1% in October 2011 from October 2010, which was the fifth steepest increase across the European Union. Estonia’s industrial production output increased 2.3%, and Lithuania’s 1.4%. Ireland recorded the fastest growth in industrial production of 12.2%, Slovakia registered 7.8%, Poland 7.1% and Sweden 6% growth. The largest decrease in industrial production output was registered in Greece – 12.4%, as well as Luxembourg – 11.3%, Finland – 6%, and Italy – 4.2%. Compared to this past September, industrial production output in the EU fell 0.2% in October, and 0.1% in the Euro area and compared
Armenia to start high level negotiations over the Association Agreement INTERNATIONAL: From 2012 Armenia
will start high level negotiations over the Association Agreement with the EU, Economy Minister Tigran Davtyan said at the discussion of comprehensive program on the development of Armenia’s state management bodies. “A number of legislative and structural reforms have been implemented while getting prepared for the agreement,” the minister said. The newly appointed head of the EU delegation to Armenia, Traian Hristea, highly assessed the progress registered in the Armenia-EU talks over the Association Agreement and in the process of integrated border.
www.railwaypro.com | January 2012
В мире: С 2012 года Армения приступит к переговорам по Договору об Ассоциации с ЕС. Об этом заявил министр Экономики страны, Тигран Давтян, в рамках встречи на тему развития органов управления в Армении. Эстония: Директор компании Eesti Raudtee, Кайдо Симмерманн, обратил внимание на сильные недостатки техникоэкономического обоснования проекта Rail Baltica. В мире: Совет правления Российских железных дорог утвердил инвестиционную
to October 2010, industrial production in the EU dropped by 1.3%. In October 2011 compared to September, energy production dropped by 0.9% in the Eurozone and by 0.6% in EU27. Estonia records drops in freight transport ESTONIA: The cargo transport volume at the Eesti Raudtee infrastructure was 2.48 million tonnes in November 2011, by 8.4% less than at the same time last year. November was the fourth month in a row to record a fall. In 11 months, 27.84 million tonnes of cargo was transported on Eesti Raudtee infrastructure, by 3.9% more than a year earlier. The transport of the main cargo group, oil, fell by 21% in November. In 11 months, oil and oil product transport formed 18.3 million tonnes, 1% less than at the same time last year. Georgia and Azerbaijan cooperate for boosting economy INTERNATIONAL: Azerbaijan’s Prime Minister Artur Rasizadeh said during a meeting last December with his Georgian counterpart, Nika Gilauri, that “together with Georgia, a series of significant projects for the regions will be implemented for increasing the economic activity between the two countries”. Gilauri said that the cooperation between the two countries is also well indicated by a 60 percent increase in goods turnover in recent years. Azerbaijan and Georgia closely cooperate in the economic sphere. The main export routes for Azerbaijani oil and gas running via Georgia through the Baku-Tbilisi-Ceyhan oil pipeline and Baku-Tbilisi-Erzerum gas pipeline. The two countries implement a joint project on opening of the Baku-Tbilisi-Kars railway, for which Azerbaijan has issued a USD 775 Million loan. Important energy projects are also underway in Georgia and Azerbaijan occupies the second position in the list of major trade partners of Georgia.
программу на 2012-2014 гг., в размере 35 млрд. долларов. Компания намеревается инвестировать общую сумму в размере 13,7 млрд. долларов в 2012 году, 10,9 млрд. долларов в 2013 году и 11,8 млрд. долларов в 2014 году. Грузия: До 2013 года Грузинские железные дороги увеличат количество современных поездов по пяти железнодорожным маршрутам. Они будут запущены по маршрутам Кутаиси, Батуми, Зугдиди, Поти, Озургети (все расположены в западной части Грузии).
14 news EIB allocates funds to Prague Underground Czech Rep.: The European Investment Bank (EIB) is lending CZK 8.5 Billion (EUR 350 Million) for the extension of the Prague Underground Line A in the north-west of the Czech capital. The EIB loan will finance a 6.1 km doubletrack extension, including the construction of four new stations. The project is one of the important infrastructure projects in Prague and will help improve the traffic in the capital, will increase transport safety, comfort and capacity. The extension of the line will deliver several access points to the surface transport network, parks and mobi-
Alstom, Vinci and Keolis win contract in Nottingham INTERNATIONAL: Nottingham City Council has awarded EUR 680 Million contract to the Tramlink Nottingham consortium to construct and operate two new tram lines, expanding the existing network by 17.5 km. The consortium includes Alstom, VINCI Investments, Keolis, Wellglade, Meridiam and OFI Infravia. The contract is estimated at EUR 680 Million. The agreement also stipulates the delivery of 22 Citadis units, as well as the takeover of operations on Line 1 of Nottingham Express Transit (NET), to be operated in 2004. Alstom’s part in the contract amount to around EUR 350 Million, EUR 120 Million of which for maintenance. The project will extend the network by 17.5 km and will be finalized in 2014.
Metrorex signed two major contracts for development of Line 5 and 6 ROMANIA: Metrorex signed the
consultancy contract for the design and supervision of the works included in the project of Line 6 to Otopeni Airport. Following an international tender, the contract has been assigned to the consortium including Padeco Japan, Oriental Consultants Japan and Metroul S.A. (Romania), with the subcontractors Seneca Group International and Systra France. The contract is estimated at EUR 66.6 Million financed through a JICA credit and from the state budget. “We are initiating one of the most important infrastructure projects in Romania, the underground Line 6, that will link Bucharest to Henri Coandă Airport. The consultant will deliver services for the development of the line and in a first phase, they will review several technical criteria for part of the line, for traffic efficiency. The new line will have an important role in the transport sector, as it will create a connection between the two
www.railwaypro.com | January 2012
lity facilities. As a result, the line will contribute to increasing the life quality in Prague and will also benefit several thousand commuters that carry out activities in the Czech capital.
transport modes: railway transport, which will have a connection from Gara de Nord and air transport. The project will be developed on several phases and the costs will amount to around EUR 1 Billion. The line should become functional 7 years after the initiation of works”, declared the General Manager of Metrorex, Gheorghe Udrişte. The line will measure 14 km and will have 10-14 stations, the estimated cost of the project being EUR 800 Million, VAT excluded. According to Metrorex, the number of passengers will be 50,000 per hour and direction and the number of trains will be 10 (6-car each). The project will help ease traffic and revive the socio-economic activities and will stimulate the development of the suburbs in the north part of the capital. Due to its positive impact on the environment, the investment has been declared “Environment Project” by the Japan Bank for International Cooperation and JICA. “This project will contribute to the economic development of the area, the line crossing important regions in Bucharest which develop permanently. Also, it will promote the use of public transport both by underground and by train, because the line will connect Чехия: Европейский инвестиционный банк (ЕИБ) выделит пражскому метро 350 миллионов евро на работы по расширению Линии “А” на северо-западную часть города. В мире: Ноттингемский городской совет присвоил контракт консорциуму Tramlink Ноттингем на строительство и обслуживание двух трамвайных линий. Консорциум включает в себя Alstom, VINCI Investments, Keolis, Wellglade, Meridiam и OFI Infravia. Румыния: Компания “Метрорекс” подписала два контракта на проект строительства новых линий - Магистрали 5 и 6. Первый контракт предусматривает предоставление консалтинговых услуг по подготовке, проектированию и надзору работ по
the airport to the railway stations in Bucharest, important transport hubs, as in many other cities. The stimulation of public transport will contribute to increasing the socialization level and to reducing transport-generated emissions. After finalizing necessary documents, we would like to launch the project so that it will be finalized under the set deadline”, said Yuichiro Motomura, Chairman of Padeco. In addition, the European Investment Bank (EIB) and Metrorex have signed a new contract for the financing of works for the design, construction and exploitation of the second section of Line 5 (Universitate-Pantelimon), worth EUR 465 Million. “I am very pleased that EIB funds will contribute to the substantial improvement of the environment and of the life quality in the metropolitan area of Bucharest through the modernisation of the public transport network”, said the EIB Vice President, Wilhelm Molterer. For Universitate-Pantelimon section, Metrorex needs funds of EUR 900 Million, EUR 465 Million of which are coming from the EIB and the rest from the state budget. The construction of Drumul TabereiUniversitate section, part of Line 5, requires an investment of EUR 883 Million, of which the EIB has allocated a credit of EUR 395 Million, the rest of the amount being financed from the state budget. RATP invests in public transport INTERNATIONAL: RATP, the public transport company in Paris will invest EUR 1.851 Billion in 2012, 25% more than last year. Funds will be mainly dedicated to rolling stock purchase, opening new lines and upgrading transport systems. The projects include the extension of the underground lines 4 and 12, tram line T5 and the renovation of several stations.
проекту 6-й магистрали в сторону Аэропорта “Отопень”, а второй касается финансирования работ по второму участку Магистрали 5. В мире: RATP, компания общественного транспорта французской столицы в 2012 году будет инвестировать 1,851 млрд. евро, на 25% больше, чем в 2011 году. В мире: Сообщество городского участка Турс и Европейский инвестиционный банк подписали договор финансирования строительства первой трамвайной линии в Турсе. В мире: Arriva, филиал Deutsche Bahn, выиграла тендер на управление транспортом в стокгольмском регионе.
news 15 Tours Tramway financed by the EIB INTERNATIONAL: The Metropolitan Community of Tours and the European Investment Bank signed a financing agreement for the construction of the first tramway line in Tours. The value of the loan amounts to EUR 150 Million. The financing will be used for the construction of the line and the acquisition of 21 trams. The line will be 14.8 km long and will have 29 stations, connecting the city centre and the most densely populated districts. The traffic volume is estimated at 55 000 passengers a day.
Arriva wins contracts in Stockholm INTERNATIONAL: Arriva, subsidiary of Deutsche Bahn, won a tender for transport management in the city of Stockholm. The contract expands on 12 months, four of which represent an option, and stipulates the management of bus lines, commuter trains and trams. The contract will become effective in two phases: from August 2012, Arriva will exploit two tram lines, a train line and 52 bus lines and from January 2013, another train line and 51 bus lines. The contract is estimated at EUR 1.26 Billion for the first eight years. Traffic is expected to reach 100 million passengers per year.
Regulation on the organisation and operation of Bucharest Metropolitan Transport Authority was approved ROMANIA: The Romanian Government
has approved the Regulation on the organisation and operation of Bucharest Metropolitan Transport Authority (AMTB). The Government Decision was published in the Official Journal of Romania, Part I, no. 866 of December 8, 2011. AMTB was set up in September based on the Government Ordinance 21/2011. Thus, the Authority will be run by a Board of seven people whose chairman is the executive director, followed by three representatives of the Ministry of Transport, one representative of the Ministry of Administration and Internal Affairs, one representative of Bucharest General Council and one representative of Ilfov County Council. Bucharest Metropolitan Transport Authority ensures the policy on strategic planning, the monitoring and approval of the certification, organisation and control of public passenger transport services in Bucharest Metropolitan Area and Ilfov Болгария: Министр транспорта Болгарии, Ивайло Московский, заявил о том, что проект строительства линии метро для соединения софийского аэропорта в Царьградским шоссе получит европейское финансирование.
Sofia receives EU funds for Sofia subway line and central railway station BULGARIA: Bulgaria’s transport ministry said on Thursday the capital’s subway mainline from the east-bound Tsarigradsko Shose boulevard to the Sofia airport will get funding from the EU-funded operational programme Transport. EU funds will also be used for the rehabilitation of the city’s central railway station, the ministry said in a press release, quoting transport minister Ivailo Moskovski.
County for the transport by underground, bus, minibus, tram, trolley, regional trains and for inland waterway transport. Румыния: Для устойчивого развития города Бухареста необходимо внедрить проекты, направленные на устранение дорожных пробок, но ничего невозможно сделать без соответствующей координации, порядка и соблюдения законодательства.
January 2012 | www.railwaypro.com
16 Policies & Strategies
Middle East becomes aware of the importance of strategic position and fundamentally changes the transport system [ by Pamela Luică]
Middle East gets more and more attention from the players in the transport and logistics sector worldwide, which determines the allocation of investments in infrastructure projects in order to constantly increase business opportunities in this area. According to the analysts’ estimates for 2012, the transport and logistics market in this region amounts to USD 27 Billion.
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he geographical position and the optimal accessibility degree of the land and maritime freight transport place Middle East in the top of the regions regarding logistics, due to the significant increase of global trade which needs a performing transport system and efficient logistics structures. The region benefits from a strong increase of the freight volume between Europe and Asia, since Asia has become an important production area, determining the increase of maritime transport. Likewise, the Middle East offers opportunities regarding the set up of transport and logistics centres for Africa and the CIS states. Another factor contributing to the optimisation of Middle East transports is that shippers need vessels with a much bigger capacity and logistics concepts developed to fulfil the needs of the transport market in Eurasia. In 2010, five Arab ports were in the top 40 container ports of the world, compared to the seven European ports and three American ports. Since 2007, Dubai port is the biggest container port at west of China and one of the 10 ports of the world, surpassed only by the ports in the Asian region. Moreover, in the period 2000-2008, the freight volume which passed through the Suez Canal has doubled, reflecting quick increase of commerChapter 5
cial exchanges between the states of Asia and the ones of the Persian Gulf. In 2009, the traffic dramatically decreased because of the economic crisis, but in 2010-2011 it recorded growth again. The necessity of transport infrastructure investments has determined the elaboration of plans for the fundamental change in the transport system of ports and the accomplishment of ambitious plans regarding the railway infrastructure, creating new connections in the entire transport system. Recently, the states in the Gulf Cooperation Council (GCC) have informed that they intended to invest USD 79 Billion in railway projects for the period 2011-2020, shows a study elaborated by the investment bank Kuwait Financial Centre. Investments include the construction of a GCC railway network amounting to USD 30 Billion, a 1,970 km line being planned to be built between the member states and a railway bridge in Qatar. According to studies, the construction of the GCC network will start in 2012 and its execution will allow the connection with networks in Turkey, Syria and Jordan. Governments of states in the Middle East invest in the development of the transport and logistics sector and it is obvious that these opportunities will contribute to the development of the ports receiving the biggest freight volumes. Governments will
Projection of transport energy consumption by region and mode 200
EJ
150 Water
Rail Air
100 Freight trucks 50
Buses
2-3 wheelers LDVs
0 2000
2010
2020
2030
2040
2050
2000 2010
Figure 5.3: Projection of transport energy consumption by region and mode Source: WBCSD, 2004a. Source: WBCSD, 2004a.
2020
2030
2040
have to orientate the need of infrastructure
investments order to create optimal in con nections between ports and railways with great producers and consumers markets.
Main Middle Eastern Sea Ports, Compared to Largest US and European Ports: 2002-2010
Source: WBCSD, 2004a.
Ближний Восток осознаёт важность стратегической позиции и фундаментально меняет транспортную систему
Ближний Восток с каждым днём всё
больше привлекает к себе внимание игроков транспортного и логистического
Transport and its infrastructure
сектора в глобальном масштабе, и это обусловливает выделение инвестиционных средств для вложения в проекты инфраструктуры и для Africa постоянного расширения возможностей Latin America бизнеса в этом регионе. По оценкам Middle East аналитиков, на 2012 год рынок India транспорта и логистики в данной части Other Asia мира достигнет 27 миллиардов долларов. China Географическое расположение и Eastern Europe EECCA оптимальная доступность наземного OECD Pacific и морского транспорта грузов OECD Europe обеспечивают Ближнему Востоку лидерскую позицию в сфере логистики, OECD N. America благодаря существенному росту глобальных объёмов торговли, Bunker fuel обусловливающей наличие высоких 2050 показателей транспорта и эффективных логистических структур.
www.railwaypro.com | January 2012
Sustainable Development, ‘Mobility 2030’, also developed a
will see growth rates above 3% per year. Similarly, the Middle
Policies & Strategies
17
Marmaray project sets Turkey’s leading role in the Eurasian platform [ by Elena Ilie]
Over the past four decades, Turkey has known an outstanding economic growth, its economy currently holding the 16th position in the world and the 6th in Europe. Turkey also holds the 73rd position in World Bank’s Doing Business classification being considered a country with medium potential for business facilities.
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he strategic geographical position allows Turkey to expand its economic activities in Europe with the European Union, but also in Central Asia and the Caucasus. At the same time, Turkey is an important trade centre. The projects on the construction of high speed lines and the Marmaray project have convinced countries from both continents to prefer Turkey in freight and passenger transport between Europe and Asia, which will tilt the balance in favor of railway transport and will surely bring significant progress to the country’s economy. One of the most important connection hubs in the Eurasian platform, Turkey doesn’t provide a railway connection between the two continents, but things are about to change once the Marmaray project will be finalized (with the inauguration scheduled for 2013), which will become the second important submarine railway tunnel in Europe. The Government in Ankara declared that EUR 11.65 Billion will be invested in the railways by 2020. As regards the railway reform, things seem to be on the right track which is good news for both Turkey, as a country desiring to access the European Union and which will have to align to most of the norms already implemented by the Member States, but also for potential
investors who want to enter the railway market in Turkey. Once these norms are complementary, they can ease both TCDD’s activity as project manager but also the work of European railway suppliers who have expressed their intention to collaborate in the projects launched by Turkey in high speed transport. TCDD’s reorganisation involves two aspects: the railway reform and the separation and concession of ports. The railway reform is based on the European model and is one of the conditions Turkey has accepted in its agreements with the EU. Projects for developing high speed lines to both Central Asia and Europe are under full development. The construction of Eskişehir-Istanbul high speed line, as part of the second phase of the high speed line construction connecting Ankara to Istanbul, is under development and will be inaugurated in 2013. Ankara – Konya high speed line has been operational since August 2011. Its finalization with a speed of 250 km/h establishes a new travel time of 1h15m between Ankara and Konya, while the travel time between Istanbul and Konya will also be reduced to 3h 30m. Works on Ankara-Sivas high speed line were initiated in 2009. This project will cut off the existing line by 141 km, from 602 km to 461 km. The travel time between Ankara and Sivas will be of 2h 51m. Moreover, studies are being elaborated
concerning the high speed lines from Ankara, Izmir (594 km), Bursa-Osmaneli (106 km), Istanbul-Edirne (230 km) and Ankara (Yerköy)-Kayseri (150 km) and Bursa – Bilecik (75 km, with construction works due to begin in 2012). Turkey has also announced plans to construct 1,500 km of high-speed railways by 2013 (some being close to finalization), as well as the construction of 4,000 km of high-speed railways until 2023.
Turkey Rail-Network
Проект Marmaray окончательно определяет ключевую роль Турции на евразийской платформе
Source: trainsofturkey.com
За последние четыре десятилетия Турция зарегистрировала значительный экономический рост. Теперь она занимает 16-е место в мире и шестое место в Европе с точки зрения экономического развития. Она занимает 73-е место в рейтинге Doing Business Всемирного Банка, и считается страной с умеренным потенциалом упрощения бизнеса. January 2012 | www.railwaypro.com
18 Policies & Strategies
Baikal-Amur Mainline will “specialize” in taking over cargo trains
[ by Elena Ilie ]
Baikal-Amur Mainline, next to the Transsiberian, is one of Russia’s key projects for developing railway traffic on the East-West route on the one hand and, on the other hand, an opportunity for the economic development of the country and of the regions it crosses.
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he modernisation of Baikal-Amur mainline is a significant advantage in defining Russia’s economic position in the Far East. In 2009, Russian Railways (RZD) organized a panel session dedicated to the mainline modernization projects. Vladimir Yakunin, the RZD President, said at that time that Baikal-Amur was entering a positive growth trend since data had showed that in 2008 the cargo volume on this line was of 64.4 billion tonnes, 50% more than 15 years ago (when the modernization projects of the line had been ceased), when the freight traffic amounted to 44.8 billion tonnes. Russian Railways estimates that by 2020 the cargo volume on Baikal-Amur Mainline will increase to 220 tonnes/km, which means 3.4 times more than the 2008 figures. The increase of container traffic volumes on the Transsiberian route will also change the role and specialisation of the Baikal-Amur Mainline. On the future, the line will become the main route from bulk transport, a transport category which used to use the Transsiberian. For the future transport volumes on the Baikal-Amur Mainline to be efficiently man-
aged, the authorities have to take a series of measures to improve the infrastructure, including the rehabilitation of secondary lines, arranging the parallel mainline, upgrading the automatic block systems, developing railway stations and finalizing reconstruction works on several bridges and tunnels. Discussions during the second Railway Congress held in Moscow on November 18 and 19 also focused on the modernisation of the Baikal-Amur Mainline, when Vladimir Yakunin also talked about plans to boost the efficiency of freight transport and logistics. “Baikal-Amur Mainline is an important project of Russian Railways which needs a lot of investments. Transport on this line, once completely modernised, will multiply compared to the present and will provide an efficient connection with Asian countries”, said Vadim Morozov, Prime Vice President of RZD. Under the “Railway Transport Development Plan – 2020”, almost RUB 400 Billion is needed until 2015 for infrastructure modernisation on the Baikal-Amur Mainline. An independent long-run federal programme is necessary only for the development of Baikal-Amur Mainline until 2020 or the de-
velopment of an alternative programme incorporated in the current federal programme for railway transport development. Under the railway sector development strategy in Russia by 2030, the Baikal-Amur Mainline is expected to grow its cargo volume by two or even three time based on the industrial production growth, the finalization of the railway to Yakutsk Province, the evolution of mineral resources and the extension of the Vanino – Sovetskaya Gavan transport hub. On the long run, the 2030 Strategy estimates that the Baikal-Amur Mainline will also specialize in the transport of heavy cargo trains, apart from bulk transport, while the Transsiberian will be used for container and passenger trains.
Маршрут Байкал - Амур будет “специализироваться” на приёме товарных составов Железнодорожная линия Байкал - Амур, наряду с Транссибирской магистралью, представляет собой с одной стороны один из ключевых проектов России в плане развития железнодорожного транспорта по маршруту восток - запад, а с другой стороны - возможность экономического развития страны и пересекаемых регионов. www.railwaypro.com | January 2012
Policies & Strategies
19
Saudi Arabia meets transport needs The country plans to invest over USD 20Bn in infrastructure
[ by Pamela Luică ]
Saudi Arabia Railway Organisation has developed the Master Plan on Railway development 2040 which estimates the transport demand for the next 30 years, meets mobility needs and helps the private sector develop.
A
s all the other countries in the region, Saudi Arabia focuses on the development of railway transport, especially on the freight division, to meet the market demand. For 2011-2020, investment plans for railway projects are estimated at over USD 20 Billion, shows a study elaborated by the investment bank Kuwait Financial Centre, according to which the countries memebers of the Gulf Cooperation Council (GCC) plan to invest USD 79 Billion in railway projects. One of the important projects for freight transport is the North-South Railway, the biggest rail project consisting in the construction of 2,400 km of line (including the construction of 107 bridges, stations, administrative facilities, depots) and is part of the railway extension projects (3,900 km). The line has a strategic importance for the freight exports to the Gulf region as it will cross the areas where mining projects will be executed for the bauxite and phosphate industry in the north of the country. The project is estimated at USD 3.5 Billion and is financed through the Public Investment Fund and the Ministry of Finances. When functional, the line is expected to carry over 4 million tonnes every year. Another important line dedicated to
freight transport is the Landbridge project which will radically transform the existing railway network. The USD 10 Billion investment will trigger the growth of railway freight transport in large quantities and on long distances at competitive prices and will provide the safety for an efficient transport. The line will link the port cities of Jeddah, Dammam and Jubai and will cross the capital Riyadh, also serving its dry port. The project consists in the construction of a 950-km line between Riyadh and Jeddah, the construction of a 115 km line between Dammam and Jubail, tender papers for this line being already drafted. “This project is aimed to provide container transport on the local and neighbouring market, being especially dedicated to freight traffic”, declared the Chairman of the Railway Organisation Abdul Aziz Al Hokail. Until the moment, the project has been suspended because of the financial downturn, but the Saudi Government has approved the project financing to be made from the Public Investment State Fund. It is estimated that the number of containers handled by 2015 will exceed 700,000, 100% more, which means that there will be 16 daily journeys. According to the estimates of the Railway Organisation, a volume
of over 8 million tonnes will be shipped at national and regional level every year. The project will have a major impact on the transport potential permitting the access of the freight volumes imported from Asian countries through the port of King Abdul Aziz in Dammam, from Europe and North America through the Jeddah Islamic port, thus boosting freight traffic.
Саудовская Аравия отвечает потребностям транспорта: она может инвестировать более 20 миллиардов долларов в инфраструктуру Железнодорожная организация Саудовской Аравии составила Мастер План Железнодорожного развития 2040, который оценивает спрос на транспорт на ближайшие 30 лет и отвечает требованиям мобильности и развития частного сектора.Как и все остальные государства региона, Саудовская Аравия сосредоточивается на развитии железнодорожного транспорта, особенно в части грузовых перевозок, для того, чтобы отвечать требованиям рынка. January 2012 | www.railwaypro.com
20
MARKET DEVELOPMENT
Arab countries turn their attention to railways [ by Elena Ilie ]
The representatives of Arab governments, the World Bank and the Islamic Development Bank have reached an agreement to set up a facility to raise USD 1 Billion (EUR 700 Million) for financing joint Arab infrastructure projects.
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he Arab Financing Facility for Infrastructure (AFFI) will be set up by the World Bank’s International Bank for Reconstruction and Development as well as its private-sector arm, the International Finance Corp., and the Jeddah-based Islamic Development Bank. The Fund will specifically target projects with a regional dimension, linking countries with each other and with the wider world to build pathways of economic integration. The AFFI will mostly focus on boosting public-private partnerships and regional connections in electricity, rail, road and maritime networks. Covering a vast territory of 13.3 million square kilometres and a population of almost 270 million people, the Arab world is not very performing in terms of railway transport infrastructure, mainly because of its geographic specificity. At the moment, there are only 11 countries in the Arab world that benefit from rail connections: Syria, Iraq, Lebanon, Jordan, Saudi Arabia, Sudan, Egypt, Tunisia, Algeria, Morocco and Mauritania. These railways amount to approximately 25,000 km. Most of the Arab railways are standard gauge and the others have four different gauges: 1,000 mm in Tunisia, Algeria and Iraq, 1,050 mm in Syria, Jordan and Lebanon and 1,067 mm in Sudan. Operating
speed is also very different, from 60 km/h in Sudan to 250 km/h in Iraq. However, the Arab countries are now modernizing their lines to the standard gauge, a report elaborated by the Arab Union of Railways informs.
In the past, road transportation has grown rapidly in Arab countries due to development of the road network as well as stagnation of the railway sector. However, Arab governments have been motivated to upgrade and extend their existing networks by the importance that advanced countries attach to railways and by rail’s merits in economic development. The Arab countries are also aiming to integrate their economies and have realized the importance of unified transportation, especially railways, in international trade.
Starting with 2000, modernization and construction of new railways in some Arab countries have produced positive economic results and social progress in the region. A study conducted by the Arab union of railways has proposed the development of nine new main axes as follows: 1,700 km connect Syria with Iraq and Mediterranean Sea with the Arab Gulf, 1,860 km connect Iraq and Oman via Kuwait and Saudi Arabia, 2,560 km connect Saudi Arabia and Jordan, 1,700 km connecting Syria and Saudi Arabia via Jordan, 4,000 km connect Oman and Saudi Arabia via Yemen, 2,300 km connect Egypt and Sudan, 6,200 km connect Egypt and Mauritania via Libya, Tunisia, Algeria and Morocco, 3,000 km connect Algeria and Mauritania and 1.500 km connect Somalia and Djibouti and on to Yemen via Red Sea by ferry.
Арабские страны направляют своё внимание в сторону железных дорог Представители правительств арабских стран, Всемирный Банк и Исламский банк развития достигли соглашения по поводу создания финансовой возможности для сбора средств в размере 1 миллиарда долларов (700 миллионов евро) для финансирования совместных проектов инфраструктуры в арабских странах. www.railwaypro.com | January 2012
MARKET DEVELOPMENT
21
Significant part of the freight volume between Asia and Europe will be shifted to railways
[ by Pamela Luică ]
The transport system on the Europe-Asia axis has to be competitive and operators need to improve their travel times and quality of services to meet the customers’ demands. Since more and more companies direct their goods to railway transport, demands will continue to shift freight to railways and to develop the logistics market. Robert Gerendas, Member of the Board of Far East Land Bridge, talks about the challenges imposed by railway transport between Europe and Asia, as well as about the importance of partnerships for the delivery of an efficient transport. Railway Pro: For a competitive transport on the Europe-Asia route, what are the big challenges that a rail operator has to face?
Railway Pro: From the point of view of a rail operator, how do you see the trade between Europe and Asia in the next period?
Robert Gerendas: In order to meet the requirements of the high value cargo on this route, we must shorten the leading time as much as possible. For this purpose, we have a lot of negotiations with six border stations, mainly with the customs authorities and we succeeded through hard work to reach between 1020 hours max. stops on the borders. Our company signed an agreement with TransContainer, Russia, for the transit to the CIS countries and also they bought 10% shares in our company. With Rail Cargo Austria, with Raaberbahn (Gysev), Hungary, Intrans in Slovakia and Trade Trans in Poland we have separate transit agreements.The transfer from a standard gauge to a wide gauge is done two times. Once on the Chinese-Russian border and the 2nd time on CIS countries-European border.To move one 40’ container from a standard gauge to a wide gauge it takes 5-10 minutes, this means the whole train will need around 3 hours. During this period of time, the customs officials are checking documents and so we reached a short stopping time at the borders.
Robert Gerendas: Due to a shorter leading time (around half the time of that of shipping lines) we expect large quantity of cargo to be moved from airfreight and shipping lines to the railway.
Source: Robert Gerendas
Railway Pro: Currently, more and more companies choose to transport their goods on railways and for this logistics plays an important part. In which way could logistics performance be developed across the Eurasian Region? Robert Gerendas: More and more forwarding companies are developing new railway depots which are taking care of shipments from Asia to Europe and from Europe to Asia. We expect, due to requirements of big multinational companies, that they are going to force their forwarder to move more cargo to railway. Also the big supply chain companies show interest to make distribution centers in Central Europe, in order to save double handling through shipments through shipping lines and from there to
Central European final destinations. Railway Pro: Traditionally, trade between Europe and China is based on sea transportation. How can railways attract more volumes of goods? Robert Gerendas: In order to attract more volume on the Trans-SiberianRoute it is essential to shorten the leading times as much as possible. The Russian Railways and the Chinese Railways are doing a lot of investments to speed up trains on their routes and we are expecting in the next 2-3 years the transit through Russia to be 7 days. All these investments will bring us the reduction of the leading time from 21-22 days today to 15-17 days.
Большая часть объёмов товарных перевозок по маршруту между Азией и Европой перейдёт к использованию железнодорожного транспорта Транспортная система по оси ЕвропаАзия должна быть конкурентоспособной, а для того, чтобы соответствовать требованиям, операторы должны также оптимизировать качество услуг, предлагаемых в ходе осуществления перевозок. В контексте, когда всё большее количество компаний направляет свои грузы в сторону железнодорожного транспорта, спрос будет способствовать переходу объёмов грузов к использованию железнодорожного транспорта и вместе с тем к увеличению объёмов и развитию рынка логистики. О вызовах, с которыми сталкиваются железнодорожные перевозки по маршруту между Европой и Азией, и о важности сотрудничества в целях осуществления эффективных перевозок, рассказал нам своё видение Роберт Герендас, член Совета правления Far East Land Bridge. January 2012 | www.railwaypro.com
22 Policies & Strategies
Oil, gas and a recent…railway project [ by Elena Ilie ]
Kuwait has a small, relatively open economy, dominated by the oil industry and governmental sectors. The public sector plays an important role in Kuwait’s economy, governmental costs representing the economic engine, but also the main employer of the work force (20% of the total). Confirmed crude oil reserves amount to around 98 billion barrels, which represents 8% of world reserves.
T
hese reserves are completed by another 5 billion barrels coming from the Neutral Zone which is jointly exploited with Saudi Arabia. Exploitable crude oil reserves amount to around 98 billion barrels. The oil sector has a 50% contribution to the GDB and generates 95% of export incomes and 85% of governmental incomes. Kuwait has signed bilateral agreements with EU member states on avoiding the double taxation (France, Poland, Austria, Italy, Germany and Great Britain), on the mutual promotion and protection of investments (France, Belgium, Poland, Finland, Austria, Netherlands, the Czech Republic, Germany, Denmark, Lithuania, Slovenia, Malta and Sweden) and on economic and technical cooperation (France, Belgium, Poland, Greece, Finland, Austria, the Netherlands, Czech Republic, Cyprus, Italy, Denmark). In 2009, European exports in Kuwait’s market amounted to EUR 5.029 Billion, while imports to EUR 4.783 Billion, the balance of trade being relatively balanced.
Structurally, EU’s exports to Kuwait consist of means of transport – 52.7%, equipments – 27.1%, chemicals – 8.7%, agricultural products – 5.7%. EU’s imports from Kuwait consist of oil (95%), chemicals (2.5%), vehicles and other means of transport (1%). Oil continues to remain the strategic source of economic development in Kuwait. In 2009, the oil sector represented 52% of the country’s GDP and 95% of exports. Oil production in 2009 amounted to an average of 2.613 million barrels per day of which 2.356 million barrels were exported, under the commitments assumed within OPEC. The growth strategy of the oil industry indicates a capacity growth of up to 3.5 million barrels per day in 2010 and 4 million barrels per day in 2020. The Gulf Cooperation Council (GCC) countries are planning to spend USD 79 Billion between 2011 and 2020 in railway projects, including metros, trams, and stations, according to a new study by Kuwaitbased investment bank, Kuwait Financial
Centre. Among the GCC countries, Qatar will be investing USD 28.7 Billion, Saudi Arabia USD 20.2 Billion, the UAE USD 11.8 Billion, Kuwait USD 10 Billion (the country has no railway network) and Oman USD 2.5 Billion. The investment includes USD 30 Billion on the pan-GCC rail network which will be shared among the member countries, includes one rail line spanning 1,970 km connecting all GCC countries and Qatar with a bridge. Construction on the GCC rail network will begin in 2012 following the engineering studies, and its development will permit its connection to the railway networks of Turkey, Syria and Jordan. The second line will measure 1.984 km and will link Saudi Arabia, Kuwait, the UAE and Oman.
Нефть, газ... а теперь и новый железнодорожный проект У Кувейта небольшая и относительно открытая экономика, в которой преобладает нефтяная промышленность и правительственный сектор. Государственный сектор играет важную роль в экономике Кувейта. Правительственные затраты представляют собой движущую силу и основной работодатель (20% от всего количества рабочих мест). www.railwaypro.com | January 2012
24 Policies & Strategies
EU Budget 2012: commitment appropriations for Trans-European Networks to increase by 8%
[ by Pamela Luică ]
At the beginning of December, the European Parliament adopted the final version and priority segments for the EU budget 2012. The budget for 2012 amounts to EUR 129.1 Billion, a 1.86% increase in payment appropriations and EUR 147.2 Billion, a 3.8% increase in commitment appropriations, the payment increase being limited as the member states have agreed upon.
“
It is obvious that the budget is an austerity one, since several states face great problems caused by the current financial downturn. The projects financed by EU must be rushed and for this purpose the Commission must pay greater amounts to beneficiaries than at the beginning of the financial period”, declared EU Commissioner for budget and financial programming Janusz Lewandowski. The highest 45.9% budget rate will be allocated to sustainable growth, for two segments: the competitiveness, receiving 14.7% (in commitment appropriations) and the cohesion - 52.7% (in commitment appropriations). Therefore, for competitiveness, EU will allocate EUR 12.98 Billion, and for cohesion EUR 50.98 Billion (according to the revised financial framework 2007-2013). Likewise, 40.8% of the budget will be allocated to natural resource conservation and management,
1.4% to citizenship, freedom, security and justice, 6.4% to EU as global player and 5.6% to administration. EU prioritizes the allocation of financing for cohesion the European level, not only for the financial framework 2014-2020, but starting with 2012, for the implementation of ambitious objectives on the entire European territory. Funds are granted for programmes pursing to develop the local workforce competencies, to encourage the entrepreneurship, to improve infrastructure and environment protection. Likewise, after 2013, the cohesion policy will become the most important factor for the implementation of the Europe 2020 strategy, for the Cohesion Fund being therefore proposed a EUR 376 Billion budget for the period 2014-2020, EUR 162.6 Billion of which for convergence regions, EUR 38.9 Billion for transition regions, EUR 53.1 Billion for competi-
Commitments
tiveness, EUR 11.7 Billion for territorial cooperation and EUR 68.7 Billion for the Cohesion Fund. As regards the promotion of sustainable transport networks, the transport policy will contribute to the accomplishment of the priority objective of sustainable growth and competitiveness, the creation of the performing Trans-European Network being essential for the freight and citizen mobility. Until 2013, Trans-European Networks will focus on 30 priority projects, a special attention being paid to the financing of cross-border sections and of projects directed to bottleneck removal. Compared to 2011, commitment appropriations dedicated to these objectives (1.33 Billion) have increased by 8%. In 2012, the other priorities within the transport network aim at implementing ERTMS, intelligent transport systems (ITS), as well as an instrument for guaranteeing loans in the field of TEN.
Бюджет ЕС на 2012 год: размеры обязательственных кредитов на трансъевропейские сети увеличится на 8%
Payments
Source: EC
www.railwaypro.com | January 2012
В начале декабря, Европейский парламент принял окончательную версию и приоритетные сегменты для бюджета ЕС на 2012 год. Объём бюджета на 2012 год составляет 129,1 млрд. евро, на 1,86% больше по статье платежей, и 147,2 млрд. евро, на 3,8 больше по статье обязательств, а государства-члены ЕС договорились о том, что увеличение платежей будет ограничено. По сравнению с 2011 годом, обязательственные кредиты на объекты, относящиеся к трансъевропейским сетям (1,33 млрд.) увеличатся на 8%. В 2012 году остальные приоритетные направления транспортной сети касаются внедрения системы ERTMS, умных транспортных систем (STI), а также гарантийного инструмента для займов в сфере TEN.
26 leaders
The construction and development of a rail transport system between Europe and Asia have to face a series of challenges to which transport operators have to have a positive attitude to supply an environmentally friendly and efficient transport. For this purpose, companies have to make their strategies target an increase quality, by developing services and infrastructure in a way that would make the business environment competitive and, at the same time, attractive. Programmes on transport modernisation and infrastructure investments, it is mandatory that European transports would keep on developing and investing to preserve their competitive position. www.railwaypro.com | January 2012
leaders
27
Rail link between Europe and Asia is a big challenge By 2030, the EU plans to shift 30% of the road transport in Europe on distances of over 300 km to railway and inland waterways transport and by 2050 over 50% of road transport, which means not only new opportunities for railway operators, but also new challenges. Under the circumstances, DB Schenker Rail focuses rather on identifying the best solutions to deliver attractive railway services to customers and less on the market share. As for the Polish transport market, DB Schenker Rail Polska plans to invest, together with the authorities, over EUR 20 Million in terminals, in the construction of new container terminals, especially since the volume of goods from Asia to the Adriatic Sea is increasing. Mr. Hans-Georg Werner, Member of the Board of DB Schenker Rail responsible with the Eastern Region and CEO of DB Schenker Rail Polska talks in this interview about the challenges launched by the delivery of an efficient railway transport in the transport market between the two continents.
Railway Pro: One of the topics on the European Union’s agenda is the establishment of the Single Transport Area. What are the challenges and the opportunities that this objective poses to traditional freight carriers? Hans-Georg Werner: Until 2030 the EU wants no less than 30 per cent of road freight for distances above 300 km to be carried out by rail or inland waterway transport, and over 50 per cent until 2050. At the same time until 2050 the transport sector would like to reduce total carbon dioxide emissions by 60%. These are guidelines which not only create a great opportunity for freight rail carriers but also challenges. First of all, the current safety regulations imposed on rail carriers are disproportionate to the other modes of transport. This leads to the increase of the costs and the decrease of competitiveness on the market. The next challenge is progressive liberalization on the market. In Europe, in different countries, this process is more or less advanced. Unfortunately, in some countries we are dealing with discriminatory behaviour. For example, in Poland, some key parts of the rail network are managed by the Railway Undertaking, not by a legal entity established for this purpose. It is understandable that granting access to these network elements for other market players, on equal basis, is not in the interest of the carrier. Also the technical aspects are significant. Various railway systems and technical regulations cause additional difficulties at the borders, and this is also produces additional costs. However, despite so many challenges, the direction which has been chosen is right. This is an opportunity to strengthen com-
petitive position of rail freight market in relation to other modes of transport. Railway Pro: Is reinforcing some of the rail transport activities an obstacle in the development of a liberalised transport sector or is it an opportunity to create new commercial solutions to compete with the other transport modes?
“
[ by Pamela Luică ]
We are interested in finding the best solutions for our customers, not in market share
Hans-Georg Werner: The initiatives which are taken strengthen competitive position of railway sector by using new commercial solutions, but they also contribute to providing equal opportunities between the various modes of transport. Currently road transport has the most favorable operating conditions. Freedom of movement when crossing a borders, uniform technical and legal regulations, or as it was until recently in Poland, no fees for access to infrastructure are just some of the examples showing the differences. To achieve the goal of transferring 50% of road freight transport to rail and reduction of carbon dioxide emissions in the transport sector by 60 per cent until 2050, we should primarily eliminate these differences to create the same competitive conditions for all.
Hans-Georg Werner
Railway Pro: DB Schenker’s expansion to new European as well as non-European countries makes you, on the one hand an incumbent operator and on the other hand a new entrant. How do you see the relationship between the two categories of players on the German as well as on the other transport markets?
Railway Pro: In the past years, Poland has built itself a good image with respect to ensuring the railway routes between the Extreme Orient/Central Asia and Central and Western Europe. To what extent can such a position be consolidated/attacked by building projects such as Rail Baltica, the railway connection of Constanta Seaport, development of rail and port capaci- >
Hans-Georg Werner: Currently, this
dual perception is our challenge. In past time the rail was a national domain, now rail begins to extend beyond the borders. This is caused by the necessity to follow the customers who run their businesses in more than one country. We are interested in finding the best solutions for our customers, not in market share. Now as DB Schenker Rail we are a European company with the footprint on the German market – we think globally and act locally. Of course, the rail market is still seen through the national prism, but the inevitability of changes which were initiated by the EU in the previous decade changes this perspective. This is a long term process and it can’t be done within two or three years.
January 2012 | www.railwaypro.com
28 leaders are planned by EU and Member States should improve the situation. New lines, I mean high-speed railways, will take over more and more passenger traffic and previously used tracks will be more accessible for freight traffic, which should improve punctuality. When it comes to speed, this is a problem mainly concerning CIS countries, where the condition of infrastructure prevents from developing optimal speed. Railway Pro: DB Schenker Rail Polska, in cooperation with the authorities, will invest more than EUR 20 Million in the terminals of the Baltic Sea ports. What is the role of Baltic States in building transport routes between Europe and Asia?
> ties in the north of the Adriatic Sea?
Hans-Georg Werner: Poland as the largest rail market in this part of Europe is an important part of a pan- European network of DB Schenker Rail. As a “gateway to the East” makes it possible to implement cross-border connections in the west-east corridor. All European infrastructure projects linking Poland with the East or ports in the Adriatic Sea are welcome, but insufficient. Currently, Poland has one of the highest access rates to infrastructure in Europe, the average commercial speed of freight trains is about 20 km/h. In addition, as I mentioned in the beginning, every day we are facing discrimination on the tracks. Małaszewicze terminal is a very good example, where the key tracks belong to the carrier and not to a legal entity established for this purpose. Such a situation is incompatible with Polish and European law where rail network has to be managed by the infrastructure manager, not by a carrier. So in the future to consolidate its image as “the gateway to the East,” firstly Poland should improve its railway infrastructure, not only on major routes, and remove existing access barriers. Railway Pro: Building rail commercial offers between Europe and Asia has to face a series of challenges (different gauges, difficult climate, countries with different customs procedures, completely different requirements regarding the length and tonnage of trains etc.) What are the solutions identified by the authorities and by rail infrastructure managers to increase the attractiveness of these routes? Hans-Georg Werner: Yes it is true; rail link between Europe and Asia is a big challenge. To be successful, you have to focus on different areas like fees, customs www.railwaypro.com | January 2012
clearance, legal regulations or quality. Fees must be competitive with other modes of transport as well as predictable and stable in the long-term. All customs clearance procedures should be simplified and harmonized with the timetable. Transport regulations must be harmonized and simplified, however, this can only be achieved with political support. The improvement of quality is also an important aspect. Therefore the development of modern terminals which will allow offering a wider range of services is very important. The implementation of these elements will create a favourable transport offer, which meets customers’ requirements. Railway Pro: A constant challenge that rail freight transport has to face is the discriminatory treatment compared to rail passenger transport. What do you think would be the solution for increasing the speed and punctuality of freight transport? Hans-Georg Werner: In the near future all infrastructure investments which
Hans-Georg Werner: DB Schenker Rail Polska, in cooperation with the authorities, will invest more than EUR 20 Million in the terminals of Szczecin and Świnoujście Ports. The investment in DB PS is mainly in the construction of the new container terminal in Szczecin. It is a joint project of DB PS and the Port of Szczecin and Świnoujście Authority, for which we are trying to get financial support from the European Union. There is a growing number of vessels with capacity of 10,000 TEU and higher coming from Asia into the Baltic Sea. Such vessels can be handled by larger ports in the Baltic Sea area. This will stimulate competition between various transport modes and trigger a discussion on developing connections with hinterland and ways of distributing cargo, especially containers. A decision to choose rail cargo transportation between Europe and Asia will be followed by tough negotiations on prices and quality of service. There are some opportunities in promoting this kind of transport, especially considering transport time, the type of cargo and environmental issues. We have to realize that the Baltic States will grow with their GPD in the future and for sure the trade with China will have an important role.
Железнодорожные пути сообщения между Европой и Азией представляют собой крупным вызовом Строительство и внедрение транспортной системы по оси Европа-Азия должны выдержать ряд вызовов, на которые транспортным операторам следует ответить положительно для того, чтобы обеспечить для клиентов экологичный и эффективный транспорт. Для этого компании следует направить свои стратеги на повышение качественных показателей, с помощью развития услуг и инфраструктуры таким способом, чтобы для деловой среды они стали привлекательными и конкурентоспособными. На европейском уровне, до 2030 года ЕС намеревается перенести 30% с автотранспорта на расстояния более 300 км к железнодорожному и водному транспорту, а до 2050 года перенести более 50%, а это создаст для железнодорожных операторов не только дополнительные возможности, но и определённые вызовы. В таком контексте, DB Schenker Rail сосредоточивается на выявлении лучших способов предоставления привлекательных услуг для своих клиентов, и это не обязательно в пределах доли рынка. О вызовах, которые предполагает эффективный железнодорожный транспорт на железнодорожном рынке двух континентов рассказал нам Ганс-Георг Вернер, член Совета правления DB Schenker Rail, ответственный по Восточному региону, исполнительный директор DB Schenker Rail Polska.
30 Policies & Strategies
EU seeks to consolidate relationships with Arab countries [ by Elena Ilie ]
Eliminating bottlenecks for a free trade within the EU has significantly helped improve the life quality of European citizens and emphasized the role played by the EU in the world. Member States have not only completely opened trade between them, but have also introduced single customs fees for the goods imported from outside the Union.
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Jul-08
Jun-11
Sep-11
he establishment of the single exter- democracy and economic liberalisation, Joint Strategy for this region, the approach of nal charge has also meant that the which can only enhance its relationships European also includes the adoption of joint Union was taking part as entity to in- with the EU and with the BRIC countries, positions with regard to the Arab countries ternational negotiations, international trade two of which, Brazil and China being already and a cooperation agreement with Yemen, thus becoming one of the main instruments very interested in developing trade relation- regular consultations between the EU and of European integration. ships with the Arab countries. the Gulf Cooperation Council, as well as still Along the time, the European Union has The Arab world is not only a close neigh- to be finalized negotiations for an economic sought to maintain amiable relationships bour of Europe, but also a part of the current cooperation with Iran. with other economic blocs and organisa- European society, through the Arab commuThe relationship with the CCG is an ecotions that could have influenced in one way nities in the EU Member States. nomic dialogue aimed, first of all, at setting or another the international trade of the The relationships of the European Union a cooperation in the area of oil exports in Union. Moreover, the EU is currently de- with the countries in the Persian Gulf have OPEC, and at the same time CCG, member veloping a new trade Bahrain, character and do not subscribe to states. Inland transport bystrategy rail andwith road continuedbilateral to recover at varying speeds. Rail freightOman, in the Qatar, EU is picking up and areEuro-Mediterranean now 7% below pre-crisis levels,Apart ► Significant Kuwait, Saudi Arabia andvolumes the the Partnership. By setting a bilateral dialogue, the EU targap in EU measured seasonally adjusted In the United States andimposed United Arab in Emirates, member of thetonne-kilometers. Gulf from the Barcelona Process, which gets more stable international markets and road freight Russia rail freight volumes are now 4% and 2% below Q2/08. Road freight in Cooperation Council (CCG). the idea of a necessity to sign cooperation fees for oil, a more attractive investment the EU continues to recover slowly with a significant gap from Q2/08 (Fig. 6-8). The Arab world is slowly heading towards agreements with most countries in the south climate, a more transparent market, a better Figure 1. External trade, percentage change peak and eastfrom of the pre-crisis Mediterranean Sea,ofasJun-08 well as a market analysis and more a more precise for(Tonnes, monthly trend, seasonally adjusted) cast, but also an international technological External trade with Asia, percentage change from pre-crisis peak Jun-08 cooperation. (Tonnes, monthly trend, seasonally adjusted) The Gulf region generates 70% of world’s EU27 external trade by sea, EU 27 external trade by sea, total imports and exports (tonnes) oil reserves. Saudi Arabia has 25% (around (tonnes) Exports 262 billion barrels) of world oil reserves, Imports Iraq 10% (112.5 billion barrels), the Caspian Basian and Central Asia 7% and the Russian Federation a 5% (60 billion barrels). As regards natural gas, the Russian Federation ranks first with over 47,000 billion cube meters, followed by Iran with 24,000 billion, Qatar with 17,000 billion and Saudi Arabia USA external trade by sea, USA external trade by sea, total imports and exports (tonnes) and the United Arab Emirates with 6,000 bil(tonnes) Exports lion each. Imports These are the main reasons why the Middle East regions and the Persian Gulf have a major importance for the European Union. 10%
-4% -4%
Sep-11
Jul-08
-9%
15%
Sep-11
Jul-08
Jun-11
-17%
8%
-4% -5%
Jul-08 14%
Jun-11
EU 27 external trade by air, total (tonnes) Jul-08
-14%
Sep-11
-19%
Европейский союз нацелен на укрепление отношений с арабским миром
EU27 external trade by air, imports and exports (tonnes)
Sep-11
-16%
Exports
Imports 9%
8%
-20%
USA external trade by air, imports and exports (tonnes)
Sep-11
Jun-11
USA external trade by air, total (tonnes) Jul-08
Sep-11
Jul-08
4%
Exports Imports 8%
2% 1%
www.railwaypro.com | January 2012
Sep-11
Source: International Transport Forum
Jul-08
-8% -20%
На протяжении времени Европейский союз был нацелен на сохранение дружеских отношений с другими экономическими блоками и организациями, которые так или иначе могут влиять на международную торговлю Союза. К тому же, ЕС развивает новую торговую стратегию в отношении таких государств, как Бахнейн, Кувейт, Оман, Катар, Саудовская Аравия и Объединённые Арабские Эмираты - члены Совета Сотрудничества арабских государств Персидского залива (CCG).
ASSET MANAGEMENT
31
Spare parts management increases the life expectancy of rolling stock [ by Elena Ilie ]
After an accurate technical study, the upgrading of necessary equipments will imply not only the saving of labour and associated costs during maintenance process, for example the improvement of Life Cycle Cost but also the achievement of the technical level of reliability of recent equipments.
I
n Western Europe, most cargo transport operators prefer new vehicles instead of refurbished ones. This is the conclusion of a market overview of the past 10 to 15 years. Private railway operators from the West began their activity 15 years ago based on older, upgraded vehicles, but currently almost all successful operators in Western Europe use new vehicles because it is the only way to face the competition of state-owned operators. Therefore, most state-owned railway companies in Eastern Europe have modernised their vehicle fleets in the past 20 years. “The availability of spare parts and a good service support is important for the proper operation and maintenance of the locomotives through their long life. Obviously some obsolescence of parts may creep in, that is why we feel that in the expected life of railway vehicles of 30 years plus, that upgrades and modernisations are also looked into. This would allow the ING OR LE S ON AB SP VAIL A
operators to benefit as much as possible from technological advances that bring benefits in operations”, declared Krikor Aghajanian, Manager European Sales, GE Transportation. “In order to have a good maintenance plan, not only in terms of availability and reliability but also in economic terms, it is very important to keep the fleet of locomotives as upgraded as possible. Having new or updated equipments and components will make possible the utilisation of the most recent maintenance technical solutions and will have a direct impact in the efficiency of the maintenance procedures, apart of the obvious improvement of the locomotive technical performance”, believes Aitor Llorente, International Division – Area Manager, CAF, Spain.Experts in the area believe that the decision to choose between locomotive refurbishment and acquisition of new vehicles has to be first of all made by identifying the objectives that need to be achieved through modernisa-
tion, such as reducing operation and maintenance costs, increasing capacity and performance, intensifying reliability and availability and environmental protection and safety aspects.
Управление запасными частями увеличивает срок эксплуатации подвижного состава
После проведения соответствующего технического исследования, модернизация оборудования будет включать в себя не только экономию рабочей силы и средств в ходе технического обслуживания, но и оптимизацию затрат на обеспечение соответствующего жизненного цикла оборудования. При этом, модернизация будет направлена на достижение соответствующего уровня технической надёжности оборудования.
The UIC World ERTMS Conference of the year 2012 will take place in Stockholm, on the 2426 April. The Conference follows the two very successful UIC events in Malaga 2009 and in Berne 2007. In 2012 the Conference supports and advances the momentum of ERTMS towards its objectives. dŚĞ ZdD^ ZĞŐŝŽŶĂů ĂƉƉůŝĐĂƟŽŶ ŽŶ ƚŚĞ dZ &/<s Z< d ůŝŶĞ ŽƌůćŶŐĞͲDĂůƵŶŐ͕ ƚŽ ǁŚŝĐŚ Ă technical visit is organized on 24 April will show the capability of the ERTMS concept to realize ŽƉƟŵƵŵ ƐŽůƵƟŽŶƐ ĞǀĞŶ ĨŽƌ ƌĞĚƵĐĞĚ ŝŶĨƌĂƐƚƌƵĐƚƵƌĞ ĐŽƐƚ͕ ŽŶ ůŽǁ ƚƌĂĸĐ ĂŶĚ ƌĞŐŝŽŶĂů ůŝŶĞƐ͘ Platinum sponsor
By assembling the most knowledgeable professionals in the business to speak on a variety of key topics, the UIC ERTMS Conference of the year 2012 provides the unique assembly to take stock of progress and to publicly present the agenda for the future of ERTMS / ETCS. The 2012 Conference theme is “ERTMS Global dimensions”. It underlines the non contested fact that ERTMS is nowadays widely spread all over the World and becomes a Global ĐŽŶĐĞƉƚ͘ dŚĞƌĞ ŝƐ Ă ĐŽŶƟŶƵĞĚ ĚĞŵĂŶĚ ŽĨ ŵĂŬŝŶŐ Ă ƚĞĐŚŶŽůŽŐŝĐĂů ůĞĂƉ ĨŽƌǁĂƌĚ ŝŶ Ă ƌĞͲŽƌŐĂŶŝnjĞĚ ƌĂŝůǁĂLJ ĞŶǀŝƌŽŶŵĞŶƚ whereby both Infrastructure Managers and dƌĂŝŶ KƉĞƌĂƟŶŐ ŽŵƉĂŶŝĞƐ ;ZĂŝůǁĂLJ hŶĚĞƌƚĂŬŝŶŐƐͿ ĐĂŶ ƚĂŬĞ ĂĚǀĂŶƚĂŐĞ ŽĨ ƚŚĞ ďĞŶĞĮƚƐ ŽĨ ĂĚŽƉƟŶŐ ƚŚĞ ZdD^ ƐLJƐƚĞŵ ŝŶ ƚŚĞ ŽƉƟŵƵŵ ǁĂLJ͘ During the 2012 World ERTMS Conference the railways and supply industry come together to demonstrate the latest achievements of the ERTMS and ƉƌŽǀĞ ƚŚĞŝƌ ĐŽŵŵŝƚŵĞŶƚ ĨŽƌ ĨƵƌƚŚĞƌ ĚĞǀĞůŽƉŵĞŶƚ ĂŶĚ ĞǀŽůƵƟŽŶ͘ dŚĞ ƚĞĐŚŶŝĐĂů ĞdžŚŝďŝƟŽŶ ǁŝůů ĐŽŶǀŝŶĐŝŶŐůLJ ƐŚŽǁ ƚŚĞ ƐƵƉƉůLJ ƉŽƚĞŶƟĂů ĂŶĚ ƚŚĞ ĂƉƉůŝĐĂƟŽŶ of the leading technologies within the ERTMS concept. dZ &/<s Z< d ŝŶ ^ǁĞĚĞŶ ŚĂƐ ŐƌĂĐŝŽƵƐůLJ ĞŶĂďůĞĚ ƚŽ ŚŽƐƚ ƚŚĞ ĐŽŶĨĞƌĞŶĐĞ ĂŶĚ ĂůƐŽ ƚŽ ƉƌĞƐĞŶƚ ĂŶĚ ĚĞŵŽŶƐƚƌĂƚĞ ƚŚĞ ZdD^ ƌĞŐŝŽŶĂů ĂƉƉůŝĐĂƟŽŶ ďĂƐĞĚ ŽŶ ƚŚĞ h/ ƌĂŝůǁĂLJƐ͛ ƐƉĞĐŝĮĐĂƟŽŶ͘ / ƚĂŬĞ ƚŚŝƐ ŽƉƉŽƌƚƵŶŝƚLJ ƚŽ ƚŚĂŶŬ ŽƵƌ ŚŽƐƚ͕ dZ &/<s Z< d ĨŽƌ ĨĂĐŝůŝƚĂƟŶŐ ƚŚĞ ůŽĐĂƟŽŶ ŽĨ ƚŚŝƐ ŝŵƉŽƌƚĂŶƚ ŽŶĨĞƌĞŶĐĞ ŝŶ ^ƚŽĐŬŚŽůŵ ĂŶĚ ƚŚĂŶŬ ĂůƐŽ ƚŚĞ KƌŐĂŶŝnjĂƟŽŶ ŽŵŵŝƩĞĞ ĨŽƌ ƉƌĞƉĂƌŝŶŐ ƚŚĞ ƐƟŵƵůĂƟŶŐ ƉƌŽŐƌĂŵŵĞ ŽĨ ƚŚĞ ŽŶĨĞƌĞŶĐĞ͘ All aboard for Stockholm 2012, Jean-Pierre Loubinoux, 'ĞŶĞƌĂů ŝƌĞĐƚŽƌ͕ /ŶƚĞƌŶĂƟŽŶĂů hŶŝŽŶ ŽĨ ZĂŝůǁĂLJƐ ;h/ Ϳ
email: ertms2012@congrex.com website: www.ertms-conference2012.com
32 Products & Technologies
Leasing optimises competitiveness by implementing monitoring solutions [ by Pamela Luică ]
The daily management of operations and of the rolling stock fleet needs logistics knowledge and performing systems in order to provide a service using monitoring real-time technologies that improve the activity efficiency and planning.
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ince EU wants to accomplish a single railway market by opening national markets, and this determines the increase of the transport efficiency, the diversification and the increase of services attractiveness, it is extremely important that private parties invest in the railway sector thus contributing to the increase of services quality and the existence of independent and private operators is also necessary to guarantee the transport competitiveness. Although the liberalisation process still faces problems, the market liberalisation becomes more and more favourable to rolling stock leasing companies trying to optimise their services and to positively answer to the challenges imposed by the operator requirements. Under the circumstances, the efficient management of the rolling stock fleet requires the application of some performing technological systems providing real-time information on vehicle tracking and planning in order to obtain data as consolidated and dynamic as possible in order to provide the cus-
tomer with efficient and flexible services. As long as the Internet is a viable source for data exchange and optimisation, in all fields and in this segment too, it will represent one of the efficient solutions for the increase of services attractiveness related to the car fleet monitoring and management. The solutions are designed to be flexible, quick and secure for the information delivery, from data on the leasing and sub-leasing, to technical issues and vehicle positioning. When a company rents its rolling stock, its management is vital and until the optimisation of the entire rolling stock fleet is achieved, it is necessary to have technical support for the cars, the inclusion of technical information in specific tracking systems for the vehicle conditions, the creation of a plan in accordance with the customers’ demands, the elaboration of a preventive maintenance programme and consultative support for the operations planned according to the leasing activities. The benefits for companies consist of invest-
ment return, less management time even if the rolling stock fleet is extending, the exact estimation of the arrival/departure times, the improvement of services provided to customers and the optimisation of internal resources. Likewise, the implementation of management systems will allow the leasing company to solve the vehicle flaws offering information regarding the car and train number and position. The advantages brought to the companies contribute to the reduction of costs, the optimisation of logistics activities, the management of updated information and implicitly the increase of car availability, increasing the loyalty of existing customers and meeting the demands of new customers. By using performing systems, the management of the rolling stock is optimised, thus determining an increase of the competitiveness degree at the level of the services suppliers, the provision of stable services for companies, the relations with customers being consolidated.
Лизинг оптимизирует конкурентоспособность с помощью внедрения систем мониторинга Ежедневное управление операциями и парком подвижного состава связано с наличием знаний по логистике и качественных систем предоставления услуг, основанных на технологиях осуществления мониторинга в режиме реального времени и на постоянном повышении эффективности и соответствующем планировании деятельности. Решения основаны на гибкости, им свойственна быстрота и надёжность предоставления информации, от данных по лизингу и подлизингу и до передачи сведений о технических проблемах и о расположении транспортных средств. Когда компания сдаёт свой подвижной состав в аренду, управление этим подвижным составом является существенным, а до оптимизации всего парка подвижного состава необходимо оказание технической поддержки для вагонов, включение технических сведений в специфические системы отслеживания состояния транспортных средств. www.railwaypro.com | January 2012
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Policies & Strategies
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100
Montenegro wants to consolidate its position in the freight transport market 50 0
2001
2002
2003 2004 2005 Passenger (million pass-km)
2006 2007 2008 Freight (million ton-km)
2009
Source: UIC.
350. Rail traffic intensity vis-à-vis the EU average has halved over 2005-2009. In 2005, rail
Although a small state, Montenegro is becoming aware of the railway transport importance, the network traffic intensity stood at 28 percent of the EU average, before declining sharply to 16 percent in considerably changing in the period 2007-2010, with(Figure the separation companies (infrastructure 2008 and 14 percentand in 2009 155). In 2009,ofrail traffic density stood at 454—148 traffic and operator) Montenegro fulfilled a major of the EUoflegislation theearlier. field. Traffic In September units per km requirement of network—which is half its value fiveinyears intensity is being pulled activities down by passenger Freight intensity, at 454, 148and traffic units per rail 2010, the Ministry of Transport began for the transport. preparation of traffic the new Railway Law the route-kmsecurity in 2009, corresponding was equal to 35 percent of European the EU average—double the value network for overall rail change of the Law on railway transport to the one. The railway traffic intensity vis-à-vis the EU average. With the privatization of Montecargo it is can be has approximately 248 km, 168 km of which are electrified; the main 167 km-line provides connection expected that more aggressive marketing and a more focused profit strategy could raise freight between the Port of Bar and the city of intensity Podgorica border with Serbia creating an “X”), traffic overand the the medium-term, although poor(this rail line passenger transport remains an while the 83 km line links Niksic and Podgorica, outstanding issue. to the border with Albania.
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Figure 155: Montenegro - Rail Traffic Intensity
[ by Pamela Luică]
Figure 156: Montenegro – Traffic Units per Staff Staff Levels Traffic Unitsand per Staff and Staff Levels
Montenegro - Rail Traffic Intensity he freight traffic has witnessed sig1,300,000 35% 180,000 2,000 nificant increases in the past years, 160,000 1,950 1,200,000 the main traffic source being accom30% 140,000 1,900 1,100,000 plished through the Port of Bar, considered 120,000 1,850 1,000,000 a key gate to South-Eastern Europe. KAP 25% 100,000 1,800 900,000 aluminium plant (near the city of Podgori80,000 1,750 800,000 20% ca), Niksic bauxite mines and Zeljezara steel 60,000 1,700 700,000 40,000 1,650 plant are the main national industries based 600,000 15% 20,000 1,600 on a regular railway transport and the most 500,000 0 1,550 important clients for Montecargo Railways. 400,000 10% 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 Furthermore, the freight transit from and Traffic units/staff Staff Montenegro % of EU average to Albania has significantly increased. NeSource: UIC. Source: UIC. Source: UIC vertheless, in 2009, the global crisis and its impact on the metals markets affected the as a partnership consolidation potential, transport facilitation”, declared Andrija Labor productivity, as measured by the Radusinovic, number of traffic per employees manufacturing companies, which led to 351. determined the operator Container TermiCEO ofunits Container Terminal the railCargo sector Bar in Montenegro, has remained largely flat Bar. over 2005-2009. Labor a decline by 44% in traffic and 52% in the working nal andinGeneral to build a new and General Cargo from 132,154 units per freight volume (from 1.5 million tonnes in productivity container fell terminal, project traffic amounting to employee in 2005 to 120, 239 traffic units per in 2009 (Figure “I 156). has risen 2008, to 844 thousand in 2009). The reco- employee over EUR 10 Million. do This not believe in from 31 percent to 38 percent of the EU average. Черногория very of the international markets and impli- plans elaborated only to say we have railway citly of the metals market have had a posi- projects. Although we are a small country,198 намеревается укрепить tive impact on the transport demand, lead- it is important for us to have very good railсвою позицию на рынке ing to the launch of the privatisation process way connections and partnerships, and to of the container and freight operator in the this end we want to initiate collaborations грузовых перевозок Port of Bar and Montecargo’s privatisation, with neighbouring states such as Hungary, contributing to the consolidation of the lo- Serbia, Romania, for the purpose of reaНесмотря на малые размеры государства, gistics chain and the role increase of the port lising an efficient railway connection. We Черногория начинает осознавать of Bar as a multimodal distribution centre. must execute projects, not only talk about значимость железнодорожного транспорта. Under the circumstances, Montenegro them. Next year we will initiate the project Транспортная сеть существенно wishes to consolidate its freight railway for the execution of a new port contributtransport by launching infrastructure ing to the attraction of freight traffic and to изменилась за период с 2007 по 2010 Railway Reform South East Europe and Turkey: Track? Annexes год, а вместе с отделением компаний projects, theindecisive factor in ensuring an On the theRight creation of connections with the neighefficient and reliable transport, and the de- bouring ones. Likewise, we want to make (по инфраструктуре и операторам), velopment of the logistics concept based a new container terminal and to equip our Черногория выполнила одно из основных on modern international as well with 2001-2009 equipments necessary for Figure standards, 154: Railway Traffic interminal Montenegro, требований законодательства ЕС в данной Railway Traffic in Montenegro, 2001-2009 250
200 150 100
50 0 2001
2002
2003 2004 2005 Passenger (million pass-km)
2006 2007 2008 Freight (million ton-km)
2009
Source: UIC Source: UIC.
350. Rail traffic intensity vis-à-vis the EU average has halved over 2005-2009. In 2005, rail traffic intensity stood at 28 percent of the EU average, before declining sharply to 16 percent in
сфере. В сентябре 2010 года Министерство транспорта приступило к подготовке нового закона о железных дорогах и к внесению поправок в Закон о безопасности железнодорожного транспорта, для его приведения в соответствие с европейским законодательством. Железнодорожная сеть насчитывает около 248 километров, из которых 168 километров электрифицированы. Она обеспечивает связь между Портом Бард и городом Подгорика и границей с Сербией (пересекая эту линию и образуя „X”), а линия продолжительностью 83 км соединяет Никсик с городом Подгорика и идёт в сторону границы с Албанией.
January 2012 | www.railwaypro.com
34 LEX
For 2014, EC prepares the legislation on technology transfer agreements [ by Pamela Luică ]
The European Commission has launched a public debate on the review of the rules for assessing license agreements for technology transfer under the EU regulation on competition, the data accession deadline being February 2012.
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Licensing and Pass-Through Licensing and No Pass-Through he current regime consists of Protection for Customer Protection for Customer a transfer of technology block exemption regulation (TTBER) that creates a safe environment for the agreements and guidelines on the implementation of TTBER. The Transfer of technology block exemption regulation, in force since 2004, will expire in April 2014, and for this, the EC has elaborated a proposal for the evaluation of technology transfer agreements after the expiration of the present legislation. technology transfer we onlyThe want to point out agreements a numberre-of angles from which competition law fer to the granting of technology licenses to pass-through seem permits worth the investigating before weCommission can really decide how where the licensor licensee Source: European to exploit the licensed technology for attention issue actually warrants. Figure Licensing Pass-Through Protection for Customer thethis production of goods or services. TheFigureproblems couldProtection resultforfrom the5:referand of No technology block exemption regula6: Licensing andthat Pass-Through Customer agreements improve economic efficiency strictions included in technology transfer tion creates a safety environment for most needs access tolicense the IP ofagreements. the licensor to produce a goodthe thatway is itself and favour competition, as they can reduce agreements depends onThe thelicensee market power Therefore, inan input into ofthe product of its customer. As anintellectual example, we property may think ofrights the licensee as selling a Pass-through rights areof fairly strange creatures from point view of IP rights and there which the doubling of research and development undertakings and,theconsequently, on the owners seems to be ato lot of confusion as to their both among IP the lawyers and – will activities, better stimulate undertakings extent currently to which thestatus, respective undertaktheir rights the parties microchip that customer then license uses in building its ownto electronic devicewho – say a 3G – in industries wherewith such competition clauses are becoming more activate in the market is essential to creatdevelop innovating activities, especially encourage ings(like are electronics) confronted from scrimination mobile phone. In this example, the licensee has obtained access to some of the licensor’s IP widespread. Unfortunately, our understanding is that the validity of pass-through clauses ing a balance between stimulating innovainnovation, facilitate the spread of techcompanies owning technologies. Also, the relating to anifaspect the design or programming of its chip. Crucially, the licensor claims has not in beenthe challenged in IP Courts.agreements The reason for this seems clear: there is of a passnologies and generate competition licensing can have a negative tion and maintaining a fair competition through clause, then neither the licensee nor its customer has any reason toboth complain. that its IP applies to thecondition product of the and to the product of its customer. In market ofa the product.where These agreements effect over competitiveness: for examinlicensee the domestic market. ow considers situation B1 gets a license with a pass-through clause to be challenged from a pure IP perspective. the absence pass-through, a licensing agreement between licensor and licensor would permit companies to integrate Hence and the tovalidity use of existing ple, clauses whenis unlikely two competitors use aof license What has been challenged is the need for such explicit clauses. Customers being sued by does not include suchagreement a clause. assume that, se between A and B2technologies complementary across Euto We sharefurther the market when allegedly not or protect the customer against claims for royalties from the upstream licensor. the licensor because they bought a product (the “chip”) from a supplier who had a license rope. an important license holder excludes rival The figure below represents from the IP holder but a license that did not contain an explicit pass-through clause have a situation where the agreement between licensor and licensee e of such The a clause, it isthat thethe industry’s that Ctechnologies. is also liable pay На 2014 год: probability effects of belief effi- market To to setdoctrine up a royalties fair baargued that no such clause was needed under the traditional the first-sale clause. In this case, the very fact that the customer purchases does include a ofpass-through ciency increase and competition promolance between competition protection and exhaustion of IP rights . We understand that, in the UK at least, the few such decisions that Европейская комиссия figure. property protection, paid bytion each party areover indicated as ri in theintellectual from a licensee benefits from such a clause means that the licensor can no longer would prevail anti-competition the who transвыпускает законы, exist have gone against the upstream licensor. 52
enforce a separate claim for royalties against the licensee’s customer.
Discrimination Inclusion of Pass-Through The in doctrine of exhaustion lies at the core of theClauses pass-through issue. In a nutshell, this
doctrine says that if firm A licenses its technology to firm B to make ball bearings and firm B
52
See Layne-Farrar et al. (2010) for an economic analysis of first sale exhaustion of rights.
72
Source: European Commission
www.railwaypro.com | January 2012
регулирующие трансфер технологий
Figure 7: Discrimination in Inclusion of Pass-Through Clauses
Европейская комиссия запустила публичные консультации по пересмотру норм оценки лицензионных соглашений, касающихся трансфера технологий в соответствии с законом ЕС о конкуренции. Период консультаций будет длиться до февраля 2012 года. Нынешний режим основывается на регламенте исключения по категориям трансфера технологий (TTBER), который создаёт крепкую основу для соглашений и 71 пояснений по поводу применения TTBER. Регламент исключения по категориям трансфера технологий, вступивший в силу в 2004 году, действителен до апреля 2014 года, и в этой связи Европейская комиссия выдвинула предложение по поводу оценки соглашений о трансфере технологий по истечении срока нынешнего законодательства.
Policies & Strategies
35
TRACECA countries expect foreign investors to develop projects
[ by Elena Ilie ]
The objectives of TRACECA Programme are mainly consisting of the necessary levers for developing the corridor as alternative to the northern Transsiberian route, connecting TRACECA to TEN-T networks and supporting the economic independence of CIS countries and of the countries members of the Base Agreement on International Transport for the Development of Europe-Caucasus-Asia Corridor.
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t the end of November 2011, Bucharest hosted the ninth reunion of the Intergovernmental Commission of Europe-Caucasus-Asia Transport Corridor, which also marked the shift of TRACECA’s annual presidency to the Romanian Ministry of Transport and Infrastructure. The representatives of TRACECA Corridor member states, present at the reunion in Bucharest, talked about some of the most important railway transport projects included in their national strategies. For Armenia, the TRACECA Corridor is important for its potential connection to the European network. An important project is the North-South Corridor, linking Armenia to Iran, as foreign investors have expressed a high interest in this project. The national railway transport operator is interested in building a 40 km railway with works due to begin in 2012. Moreover, another railway will be built connecting Yerevan to the airport. The representative of Azerbaijan, Akif Mustafaev, has underlined the importance of ensuring EU financing for the development of TRACECA. At the same time, Mustafaev has talked about Azerbaijan’s plan of purchasing wagons, locomotives, of improving the railway network for which USD 2.5 Billion are necessary, 40% from the World Bank and 60% from the state
budget. Georgia’s representative has stressed the importance of political reforms so that the transport sector will become the driving force in the country’s economic development. Iran’s delegate, Shahriar Afandizadeh, has talked about the plans of his country to build railway connections with Afghanistan and Turkmenistan. An agreement for building a new railway line, measuring 900 km and linking Turkey to the Persian Gulf, via Iran, is also in force. The connection with Afghanistan includes the construction of a 140-km long railway line, the first 106-km long segment of which is Iranian. Construction works will be initiated starting with 2012. The delegate of the Republic of Kazakhstan, Azat Bekturov, has talked about the plans of the Kazakh Government for transport development until 2015. Funds of USD 19 Billions are allocated to the rehabilitation of infrastructure and infrastructure works. The country plans the construction of 1,500 km of new rail lines. “We plan to finalize the new railway aimed at increasing the transit volume to China, reducing the distance between the two countries by 500 km. We are hoping to also complete the line to Turkmenistan, which means reducing the current transport distance by 600 km. By 2020, Kazakhstan plans to build
another 1,200 km of railways and electrify over 1,000 km of railway lines”, said Bekturov. Moreover, the extension of Aktau Port will permit a 30% increase in the volumes of carried freight. Kyrgyzstan has announced the elaboration of a railway rehabilitation strategy by 2014, while Tajikistan plans to develop the TRACECA Corridor by 2014 and create a new logistics centre. Uzbekistan is also paying special attention to transport corridors, TRACECA becoming one of the country’s economic development programmes. In 2010-2011, the country reconstructed the railway Samarkand – Tashkent and is currently rebuilding the railway Samarkand – Bukhara. In August 2011, the authorities put in service a 75-km long (Hairatan – Mazar-e-Sharif) built by Uzbek Railways in Afghanistan.
Страны ТРАСЕКА ждут иностранных инвесторов для внедрения проектов Цели программы ТРАСЕКА предполагают в основном создание рычагов воздействия, необходимых для развития транспортного коридора в качестве альтернативы северной Транссибирской магистрали, подключение ТРАСЕКА к сетям TEN-T, а также поддержку экономической независимости государств СНГ и государств-участников Основного многостороннего соглашения о международном транспорте по развитию коридора Европа-Кавказ-Азия. January 2012 | www.railwaypro.com
36 LEX
Implementation of interoperability projects is mandatory for all EU Member States [ by Pamela Luică ]
The development of the rail freight sector has constantly headed the attention of decision makers towards implementing rail transport interoperability projects for a constant borderless traffic and optimised cargo volumes. The number of cross-border links in the EU has to increase as investments are gradually coordinated towards the development of the ERTMS corridors.
U
nder the ERTMS implementation strategy, over 25,000 km of line on pan-European corridors and specific railways will have to be equipped with the ERTMS by 2020. This system meets the demands of interoperable traffic and permits the development of a balanced railway system all across the European area, managing to reduce the technical barriers in international transport. “We have to get ready to launch ERTMS projects, especially since the EU focuses on the TEN-T programmes for 2014-2020. We don’t know the exact cost of the projects, but the political class has to be prepared for financing them. The European corridors prevail for the implementation of interoperability projects and nationally, it will be mandatory for every member state to initiate these projects. For Germany, the financial aspect of the ERTMS implementation is a great
challenge, as the budgets are limited. However, we want to modernise the railway system by equipping the railways with the European Rail Traffic Management System. It is much more important to invest in equipping the cars and the infrastructure once, then to develop continuous modernisation projects with costs of billions of Euros”, declared Michael Harting, Director General Land Transport at the German Ministry of Transport. Projects for increasing the interoperability in Europe will help increase the freight flow and competitiveness. “Interoperability is a must for developing railway traffic, for solving bottleneck problems, for signalling and harmonisation in all EU member states. For boosting rail traffic by 35%, it is necessary to invest in railway corridors”, said Karel Vinck, Coordinator for ERTMS, assigned by the European Commission.
ERTMS Deployment in 2020 ERTMS Deployment in 2020 ERTMS required by European Deployment Plan
Kiruna
Corridors A, B, C, D, E and F
Nonetheless, interoperability will not only trigger investments, but also costs for infrastructure. Operators are also confronted with challenges because they have to insist on technology solutions in order to deliver quality and efficient transport services. “Funds should not be directed only to projects for the interoperability of corridors. Companies also need investments and money, as they will have high costs for signalling, so the railway sector needs massive investments in the development of the freight transport capacity”, declared Alexander Hedderich, Manager of DB Schenker Rail, during a seminar dedicated to rail freight transport.
Внедрение проектов интероперабельности неизбежно для каждого государства Европейского союза
REYKJAVÍK
Additional voluntary national deployment Trans-European railway network
Luleå
Freight area Non-EU deployment Umeå
0
125
250
km Sundsvall
Tampere
HELSINKI
Turku OSLO STOCKHOLM
TALLINN MOSKVA
Edinburgh
RIGA
Göteborg Frederikshavn
Aalborg Glasgow
Randers Aarhus Esbjerg
DUBLIN
Manchester Liverpool
Leeds
Cardiff
Hamburg Norwich
Bremen Amsterdam Hannover
Brest
Lyon
Dax Burgos
Novara
Zamora
Leira
LISBOA
Bergamo Vicenza Treviso
La Spezia
Brasov Ploieşti
PRISTINA
Firenze
PODGORICA
ROMA
Napoli
Thessaloníkí Taranto
Lárisa
Palma de Mallorca
Chalkida ATHINA
Cartography DG TREN 05/2009
Sevilla
Palermo
© EuroGeographics 2001 for the administrative boundaries
Source: EuroGeographics & DG TREN 2009
www.railwaypro.com | January 2012
ANKARA
Istanbul
TIRANË
Bari Potenza
Cagliari
Algeciras
Dimitrovgrad Svilengrad Ormenio
SKOPJE
Córdoba
Málaga
Plovdiv
Bourgas
Foggia
Battipaglia Valencia
Ruse Varna
SOFIA
Marseille
Caserta
Albacete
Craiova
SARAJEVO
Ciudad Real
Badajoz
Sines
Constanţa
BUCUREŞTI
Drobeta-Turnu Severin
Figueras
Tarragona
Cuenca
Oradea
Timisoara BEOGRAD
ZAGREB
Trieste
CHISINAU Nyíregyháza
Arad
Stara Zagora
Toledo
Evora
KYJIV
Koper
Barcelona
MADRID Cáceres
Setúbal
Avignon
Béziers Perpignan
Huesca Zaragoza Lérida
Valladolid
WARSZAWA
Poznań
BERLIN
Milano Venezia Verona Padova Alessandria Piacenza Parma Bologna Genova
Nîmes Montpellier
Hendaye Irún Pamplona
Palencia
Porto Aveiro
Lübeck
Torino
Bordeaux
Vitoria
Szczecin
Arnhem Frankfurt DEN HAAG an der Oder Magdeburg Rotterdam Duisburg Zeebrugge Wrocław Antwerpen Halle Dover Görlitz Düsseldorf Leipzig Calais Kassel BRUXELLES Dresden Dunkerque Köln Katowice Erfurt Gliwice BRUSSEL Lille Lovosice Aachen Mons Koblenz Liège le Havre Charleroi Ostrava Frankfurt Kraków PRAHA Amiens am Main LUXEMBOURG Přerov Plzeň Brno Mannheim Reims Bettembourg Žilina Nürnberg Bettembourg České Budĕjovice Saarbrücken Metz PARIS Karlsruhe Miskolc Stuttgart Nancy BRATISLAVA Linz WIEN Augsburg Strasbourg München Győr BUDAPEST Ulm Freiburg Mulhouse Szolnok Salzburg Kufstein Tours Leoben Graz Dijon Székesfehérvár BERN Innsbruck Szombathely Klagenfurt Maribor Nagykanizsa Bolzano Villach Szeged Pragersko LJUBLJANA Domodossola Trento
Plymouth
Orense
MINSK
Gdansk Tczew
Rostock
LONDON
Bristol
Vigo
VILNIUS Gdynia
Rødby
Neumünster
Birmingham Swansea
Kiel
Kaunas
Malmö
Kolding
Flensburg
Crewe
Cork
Santiago de Compostela
KǾBENHAVN Taulov
Belfast
Cartagena
VALLETTA
Gioia Tauro
Patra
Korinthos Piraeus
LEFKOSIA
Развитие железнодорожного сектора грузовых перевозок постоянно привлекает внимание лиц, принимающих решение по поводу внедрения проектов, касающихся интероперабельности железнодорожного транспорта. Интероперабельность обеспечивает осуществление бесперебойных перевозок с пересечением границ, способствуя оптимизации объёмов перевозок. На уровне ЕС, сообщения, предполагающие пересечение границ, должны расширяться, поскольку инвестиции постепенно координируются в плане внедрения систем ERTMS. Согласно стратегии внедрения ERTMS, до 2020 года более 25.000 километров железнодорожной линии панъевропейских транспортных коридоров должны быть оснащены системой ERTMS.
37
January 2012 | www.railwaypro.com
38 Policies & Strategies
Single wagon load or block train? The client will choose single wagon load transportation when he wants to dispatch one or several wagons at the time but does not have enough quantity to fill a full train, as in the case of block trains. The success of a single wagon load is the sorting and distribution of freight, the loading being carried out in switch yards and depots. Block trains are less complex than Single Wagon Load traffic because the train does not need to be stopped for shunting procedures. From the point of view of logistics, single wagon load transport can be compared to the hub & spoke system (all goods are brought in one place for sorting and distribution to other directions). [ by Elena Ilie ]
photo: Club Feroviar
I
n Western Europe, operators have joined their efforts to support single wagon load transport, when in February 2010, several railway freight transport operators signed a new alliance in Zurich to improve single wagon load transport. The founding members of the Xrail alliance are CD Cargo, CFL Cargo, DB Schenker Rail, Green Cargo, Rail Cargo Austria, SBB Cargo and SNCB Logistics. With an annual traffic volume of around 100 billion tonne/km, single wagon load transport covers half the entire freight transport market in Europe. With an annual traffic volume of around 100 billion tonne/km, single wagon load transport covers half the entire freight transport market in Europe. This type of transport is an important link in the economic chain of many European countries dominated by fragmented and less developed industry and agriculture. However, single wagon load transport does not seem to be profitable yet. The economic crisis has generated a growth of this type of transport, but has not revived it to profitability. Currently, the share of international single wagon load transport is much smaller than that in national transport. The EU has decided to support this type of transport and works to elaborating a strategy aimed at simplifying the customs control in member states and to level up the bureaucratic and technical procedures in single load transport. To operate at maximum efficiency, trains need to carry as much freight as possible, within the technical capability of the track
and traction. Generally, the longer the trains the better. There are two main types of wagon to carry non-bulk goods, intermodal and wagon load. They differ in the means of loading and unloading; intermodal needs lifting equipment such as cranes, whereas wagons are loaded and unloaded often with fork lift trucks, and from platforms level with the floor of the wagon. Containers are transported between terminal and origin and destination by truck, whereas historically wagons were shunted into smaller trains for haulage to the ulti-
mate destination by rail. This often involved a main line locomotive being used to haul just one or two wagons many km, making it often uneconomic. “One solution of course is to store material in wagons at the shunting yards until there is enough to justify a train, but that reduces the output of the wagon”, believes Lord Tony Berkeley, President of Rail Freight Group (RFG). However, the greatest difference between block trains and single wagon load is that block train transport is now open to competition in many member states, and the efficiencies of the private sector operators has contributed to the growth in intermodal traffic across Europe, only held back by operating, safety or access restrictions imposed to protect the monopolistic instincts of the incumbent operators.
Отдельные вагоны или единый груз? Что должно преобладать? Клиент выберет в пользу транспорта отдельными вагонами, когда он намеревается направлять один или несколько вагонов одновременно, однако груза не достаточно для заполнения всего состава, как в случае перевозок с единым грузом. Source: www.railfreightportal.com
www.railwaypro.com | January 2012
CleanER-D to revive diesel traction
TRANSRUSSIA [ by Elena Ilie ]
17th INTERNATIONAL EXHIBITION & CONFERENCE FOR TRANSPORT & LOGISTICS
T
he European railway network is the densest in the world and features the highest percentage of electrification, nearly 50%. Approximately 80% of the total transport volume is hauled on the electrified part of the network. Nevertheless, diesel traction plays an important role in providing rail services (especially in cargo transport) and serves as the backbone of railway operation in countries with little electrification, such as the UK, the Baltic states of Estonia, Latvia and Lithuania, as well as Ireland and Greece. Diesel locomotives have key importance for freight transportation and the liberalisation of the freight market. The total emissions resulted from diesel traction is currently very low compared to that in the whole transport sector, less than 2.5%. With the coming in force of the European Directive setting emission level limits, the CleanER-D (Clean European Rail-Diesel) project was launched by UIC jointly with UNIFE to find technical solutions to the challenges faced in complying with this new regulation framework. Keeping this in mind, the project will analyse, for four years, hybrid technologies and their contribution to the reduction of energy consumption and CO2 emissions. In order to reach the goal of ‘greening’ diesel vehicles, the consortium’s 26 partners from across Europe are putting forth a strong, collaborative effort. The project’s main goal is to demonstrate the feasibility and reliability in service of railway rolling stock powered with diesel engines which are compliant with the requirements of stage IIIB of the NRMM Directive, more specifically the migration from stage IIIA o stage IIIB. To ensure the success of the project target, three operational subprojects have been established, two of which focus on re-powering existing diesel vehicles – a railcar and a locomotive – through a low-emission engine.For two years, CleanER-D has aimed to reduce the emission levels below the limits set by the EU legislation, as well as the evaluation of the best innovating solutions and hybrid systems for the contribution to reducing CO2 emissions. Moreover, the recent conclusions presented at the reunion in October 2011 showed that the project has proved that the rolling stock driven by diesel engines compliant to the requirements defined in the European Directive on Non-Road Motor Machines was flexible and safe in use.The scientific part investigates innovative solutions, including hybrid applications, which focuses on the further NRMM implementation phases and emission limits beyond IIIB. The potential technologies will be studied and analysed with regards to sustainable solution and the cost/benefits will be evaluated for the entire project.
24 – 27 APRIL 2012 EXPOCENTRE • MOSCOW www.transrussia.ru/eng
CleanER-D намеревается восстановить дизельную тягу Наряду со вступлением в силу Директивы о вредных выбросах, МСЖД в партнёрстве с UNIFE запустили проект CleanER-D (Clean European Rail-Diesel). Цель проекта заключается в поиске технического решения для того, чтобы справляться с вызовами нового законодательства.
General Sponsor
ITE Group Plc Julia Wocka-Gowda Tel +44 207 596 5188 transport@ite-exhibitions.com
Supported by
40 ENVIRONMENT
Are the NRMM rules a threat for the diesel market? [ by Elena Ilie ]
Directive 97/68/EC provided that emission limits applicable to type-approval of the majority of compression ignition engines under Stage III A were to be replaced by the more stringent limits under Stage III B. Those limits have been in force from 1 January 2010 as regards the type-approval for those engines and from 1 January 2011 with regard to the placing on the market of those engines. Directive 68/97 is currently to be revised by the European Commission.
I
n order to guarantee that the review will observe the air quality rules and considering the experience and the available scientific and technological observations, the Commission will have to consider establishing a new emission stage – Stage V – that should be based, subject to technical feasibility, on the requirements of Euro VI standards for heavy-duty vehicles. An impact study will have to establish a method providing for the periodic testing of non-road mobile machinery and vehicles, in particular to establish whether their emissions performance complies with the values given at registration During the debates on the review of the NRMM Directive, the European Commission will have to study the possibility of authorising, under certain conditions, replacement engines that do not comply with Stage III A requirements for railcars and locomotives, as well as the possibi-
lity of harmonising the specific emission standards for rail with relevant standards at international level so as to ensure the availability of affordable engines that comply with the emission limits set. The transition to Stage III B involves a step change in technology requiring significant implementation costs for redesigning the engines and for developing advanced technical solutions. However, the current global financial and economic crisis or any conjunctural economic fluctuations should not lead to a lowering of environmental standards. This revision of the NRMM Directive should therefore be considered to be exceptional. “The rules applicable to the flexibility scheme should be adapted to extend the application of that scheme to engines for use in the propulsion of locomotives for a strictly limited period of time”, shows the draft revision of the NRMM Directive. The same directive provides for an
Percentage of the electrified railway networks in Eastern Europe
exemption for replacement engines, which does not apply to railcars and locomotives. However, considering weight and dimensional constraints, it is necessary to provide for a limited exemption also for replacement engines in railcars and locomotives, the draft amendment specifies. Many of the current problems of the profile industry on the implementation of stage III B of Directive NRMM (on the certification after the type of the diesel engines) are caused by the fact that the timeframe between stage IIIA and IIIB was of only three years for this niche market. In fact, the auxiliary railway requirements, such as the TSIs of Directive 57/2008 on the railway interoperability, stipulate a stability period of seven years for specifications applied to rolling stock. The TSIs should serve as benchmark for the future reviews of Directive NRMM when it comes for implementation deadlines.
Являются ли нормы NRMM угрозой для дизельного рынка? Директива 68/97 предусматривала, что пределы выбросов, применяемые в случае типового освидетельствования большинства двигателей сгорания путем сжатия на этапе III A будут заменены на более жёсткие пределы этапа III B. Соответствующие пределы были введены в действие начиная с 1 января 2010 года для типового освидетельствования соответствующих двигателей, и с 1 января 2011 года с точки зрения вступления этих двигателей на рынок. В настоящее время пересмотр Директивы 68/97 находится на стадии подготовки Европейской комиссией.
www.railwaypro.com | January 2012
Policies & Strategies
41
Cargo trains could pay less for infrastructure access [ by Elena Ilie ]
The development of the railway sector, since the adoption of the First Railway Package, has failed to meet the expectations concerning the recovery of the sector. For example, from 1996 to 2008, the modal share of railway freight transport has decreased by 2%, reaching 10.6%, while the modal share of roads in the transport of goods had dropped from 42.1% to 45.9%.
T
his situation is even more worrying as it accentuates a constant total increase of 2.3% of road transport every year. The railway sector could not turn into account an environment that was generally favourable. While trucks and airplanes are crossing the borders easily, crossborder railway services are confronted with several technical, legal and political obstacles. The directives, making the first railway package have not prevented the presence of a significant variation of structure, track access charging levels and form and duration of capacity allocation procedures, reason enough to make 2011 a year of the different debates on provisions. At the middle of November, the European Parliament adopted the proposals for the recast of the First Railway Package and, in turn, the European Council has given favourable vote on the recast and establishment of a single European railway area on December 13. The recast of this first railway package should contribute to the development of a European railway area. Rapporteur Debora Serracchiani, the initiator of the concerned project, supports this objective for which the European Parliament has already given favourable vote during the debates on previous railway packages. The current reform should exceed the limits of the nationally
defined railway interests. In conformity with the latest amendments, when a member state applies the charging on the effects caused by road freight transport noise based on the Union’s legislation, the track access charges in the respective member state has to be amended to consider the cost of the effects of the noise caused by train operation. The respective amendments of the track access charges permit the return of investments made for equipping the railway vehicles with the most economically viable technology of the moment that will allow braking at a lower noise level. Member states make sure that the introduction of different charges will not have negative consequences on the financial balance of the infrastructure manager. Another amendment included in the draft directive stipulates that the different demands submitted by railway undertakings for obtaining infrastructure access can be rejected only if there are solid alternatives that permit the operation of the respective service of freight or passenger transport on the same route under financially acceptable conditions. When a railway operator is denied the access to infrastructure services, the infrastructure manager is expected to prove the existence of a financially and technically viable alternative to which
the applicant can call to without increasing costs. It is also mandatory that the infrastructure manager will explain its decision in written. The temporary reduction in the track access charges for ETCS-equipped trains should represent a real stimulus for using this technology. Consequently, in the new text adopted the level of discounts has increased, thus for 2015, 2016 and 2017, the discount for cargo trains could be of up to 20%, a 15% discount could be applied for 2018 and a 10% discount for 2019. The level of the discount would thus drop gradually as the number of ETCS-equipped trains will grow. An 8% discount is expected for 2020 and a 4% discount for 2022, while in 2023 and 2024, the expected discount is 3%.
Товарные поезда, оснащённые системой ETCS, будут платить более низкие тарифы для доступа к инфраструктуре Директивы, составляющие первый железнодорожный пакет, не помешали наличию существенного разнообразия структуры и уровня тарифов на использование железнодорожной инфраструктуры, формальностей и продолжительности процедур установления пропускной способности, поэтому на протяжении всего 2011-го года проводились различные обсуждения на тему пересмотра Первого железнодорожного пакета. January 2012 | www.railwaypro.com
42 MARKET DEVELOPMENT
Interoperability is not just a technical problem, but the foundation of competitive transport
[ by Pamela Luică ]
The market of rail transport services is confronted with challenges that need to be solved for the development of the single railway area. This includes, among others, the elimination of technical, administrative and legal obstacles which prevent the well development of activities and the penetration of railway markets. To gain competitiveness in the European market, MÁV-TRAKCIÓ has developed its strategy which concerns the optimisation of rolling stock by equipping the locomotives with the ETCS, purchasing new traction vehicles and developing projects in partnership with other companies. But this is not it. The company wants that traffic harmonisation will be achieved by simplifying administrative processes, accelerating the implementation of the TSIs and cooperating with neighbouring countries. In the following interview, Ferenc Márton, Deputy General Manager of MÁV-TRAKCIÓ Zrt, explains how interoperability is not just a technical problem, but also a vital element for a competitive railway transport. Railway Pro: MÁV-TRAKCIÓ has initiated the tender for equipping the locomotives with the ETCS. How do you see the accession of the company to the European railway transport market? Ferenc Márton: We will equip a number of 35 locomotives, 10 of which are Taurus and 25 Traxx. Our company has a total fleet of 900 vehicles. For this project, 30% of the funds came from the European Union and 70% from own funds. Since, under the EU legislation, all locomotives have to be equipped with the ETCS by 2020, we are in full process of transformation and preparation of the locomotives for the entire European market. The interoperability of locomotives is not just a technical problem, but the foundation of competitive rail transport. We have contracts with all private operators in Hungary, for part of them we ensure the locomotives, while for others, traction services. We also cooperate with foreign entities, using each other’s locomotives and when the operators run activities in Hungary, MÁV-TRAKCIÓ takes over the activity. Our most important partnerships are those with OBB and RCA. Therefore, we can say that we are well-set in the European market and that we will not stop here, as the times are favourable for grants in new projects. That is why, our development strategy includes the acquisition of new interoperable locomotives, preparation of processes for the homologation of sustainable locomotives and so on. Railway Pro: The European Directive on railway interoperability promotes the development of transport, ensures new business opportunities and improves competitiveness. But you have declared that this legislation would not solve problems. What is then your proposal? Ferenc Márton: 15 years ago, locomotives travelled based on reciprocity and there were no interoperability problems. Companies got along and experts made technical evaluations for traffic approval. Currently, infrastructure managers are sewww.railwaypro.com | January 2012
parated from operators. If technical and legal problems are easy, why must we complicate them? The implementation of European legislation on the harmonisation and standardisation of the entire railway system takes years and the railway market cannot wait that much. The period dedicated to equipping the locomotives so as to meet the new standards cannot be wasted and railway transport companies should adopt pragmatic solutions, while locomotive manufacturers should take advantage of this intermediary period until the deadline. Primordial requirements are the technical specification for interoperability, regulations and directions are obviously going towards transport development, but we think these are prepared rather for Western Europe countries. Currently, we are upgrading the locomotives and we will purchase new ones, but the rolling stock fleet can be renewed gradually and the TSIs will become mandatory starting with 2017. Meanwhile, there will be no problems with new locomotives, but what will happen with the existing ones? The TSIs have special requirements, but also several open points. Therefore, neighbouring countries can cooperate to eliminate these open points and to establish mutual acceptance conditions. In this matter, the authorities play the most important role as they have to facilitate these processes and to set very clear principles to rely on. Under the interoperability Directive, if a locomotive is licensed in a EU state, there should be trails, tests and documentation, but if a company wishes to authorize the same locomotive in a different country, the process should not be repeated, and only the infrastructure matching tests should be carried out. Therefore, it is necessary only to review technical and administrative regulations in conformity with the harmonisation of the EU law, to reduce the licensing process and assess the possibilities of the concept “one vehicle, more keepers”. Railway Pro: What is MÁV-TRAKCIÓ’s strategy for renewing the fleet of vehicles for meeting the transport demand?
Ferenc Márton: To deliver efficient services for improving the quality of our activity on a real competitive market, we will equip the existing locomotives with compatible elements for ensuring interoperability, we also plan to purchase new interoperable locomotives and we will get ready for carrying out the licensing of locomotives and their certification in order to put them in service. Development strategies have to be viable and in conformity with the market to maintain our dominant position, especially in the national market, and for this, it is necessary to introduce progressive solutions. Currently, our fleet of vehicles, covers the market requirements and the transport volumes will grow. But for making activities efficient, we need a proper infrastructure, that will contribute to increasing capacities. Currently, EU countries are modernising the railway infrastructure, especially transport corridors. For us, as well as for other operators, this means high quality services.
Интероперабельность не только технический вопрос, но и основа конкурентоспособного транспорта Рынок услуг железнодорожного транспорта сталкивается с рядом вызовов, которые необходимо разрешить с целью внедрения единого железнодорожного пространства. Это предполагает, помимо других критериев, преодоление препятствий технического, административного и юридического характера, так как они мешают нормальному развитию деятельности и вступлению на железнодорожные рынки. Для того, чтобы быть конкурентоспособной на железнодорожном рынке, компания MÁV-TRAKCIÓ внедрила стратегию, направленную на оптимизацию подвижного состава с помощью оснащения локомотивов системой ETCS, приобретения новых локомотивов и внедрения проектов совместно с другими компаниями.
Products & Technologies
43
Information technology, a method to boost freight transport competitiveness [ by Elena Ilie ]
E
ver since 2008, almost 20 railway freight operators have decided to implement the technical specifications so as to be able to use the internet to send transport documents. A team including delegates of the UIC, CER and CIT has monitored the programme while RAILDATA has focused on creating the respective technical specifications, including the structure of the messages to be sent and their flow. Thus could be resumed in a few words the e-rail freight, the automatic procedure of elaborating the transport documents without the usual pile of papers. Information technology instruments should be broadly implemented within the primary transport network of the European Union to simplify administrative procedures, to localise and track goods, improve timetables and the traffic flow (e-Freight). These instruments should be encouraged by demanding their implementation within the TEN-T infrastructure and by progressively integrating modal systems. “The e-Freight system for customer assistance has been developed especially
photo: www.panoramio.com
Railway transport is sometimes considered a non-attractive means of transport, especially for freight transport. However, as examples in some member states prove it, this means of transport can provide quality services. The challenge consists in ensuring a structural change to allow railway transport to efficiently compete and take over a significant share of the medium and long distance transport of goods.
for Rail Cargo Hungaria and its partners. The aim of the IT programme consists in ensuring the exchange of electronic data and revealing these data within the technological processes of the freight transport activity”, declared the representatives of Rail Cargo Hungaria. The new technologies developed for vehicles and traffic management will be essential to reducing the emissions generated by transportation, both within the EU and internationally. The race for sustainable mobility is worldwide. Delayed actions and the timid introduction of new technologies might condemn the EU transport industry to an irreversible decline. The EU transport sector is confronted with an every day more fierce competition from the international transport markets facing rapid development. The International Rail Transport Committee (CIT) believes that adopting the information technology is a method for rail undertakings to stay competitive. The faster they can answer to the customers’ demands, the better, this being the ultimate criterion in determining the customer’s choice of supplier.
Информационные технологии метод повышения конкурентоспособности товарных перевозок Железнодорожный транспорт иногда считается непривлекательным, особенно с точки зрения товарных перевозок. Несмотря на это, как показывают примеры тех или иных государств-участников, данный вид транспорта может предоставлять качественные услуги. Вызов заключается в обеспечении структурного изменения для того, чтобы позволять железнодорожному транспорту эффективно выдерживать конкуренцию и принимать на себя гораздо более существенную долю товарных перевозок на средние и дальние расстояния. January 2012 | www.railwaypro.com
44 Products & Technologies
Ports need modern technology solutions to gain the market [ by Pamela Luică ]
Port operations and capacity boost are a real challenge for operators and for developing the transport market. The improvement of the railway infrastructure is a key criterion and investment grants are necessary for every port that wants to impose in the market. Felix Kasiske, Partner HPC Hamburg Port Consulting GmbH, explains in an interview the importance of increasing capacity by developing the infrastructure and by implementing modern technological solutions. Railway Pro: What are the methods for improving railway capacity in ports? Felix Kasiske: There are several key aspects for boosting capacity in ports and these aspects determine its optimisation: terminals, traffic congestion, port railway networks, the connection of the port to its hinterland. Investments in the port infrastructure are necessary for easing traffic in the Port of Hamburg and Line “Y” has to be extended. There are many talks on infrastructure, its condition and the necessary investments for ensuring the traffic flow and currently, these talks are turning into facts. These talks and implicitly the implementation of important projects are applicable to every port. A performing infrastructure and the development of facilities for making transport efficient help increase the capacity of ports. Railway Pro: What do you think about the need for modern technology in increasing freight volumes?
because there are many such activities and time has to be planned extremely well, from design to execution. Freight beneficiaries are also important as they need a flexible transport that would meet their needs. For increasing freight volumes, one should also pay attention to their safety: the safety of freight transport and the work process have to be improved. It should also be possible to automatically plan trains which will create jobs and further on their sequence that would further lead to an improved positioning of trains. Moreover, operations carried out with the help of semi-automatic cranes will reduce the loading/unloading times and increase the freight volume. Another criterion is the monitoring system. For example, video cameras and GPS control equipments help increase safety by monitoring the loadingunloading process and where necessary, these technological solutions intervene to optimise the activity.
location costs have reached the level prior to the crisis. However, overall, transports recovered in 2011 and we expect growth. The Czech Republic and Poland are important for the Port of Hamburg from the CEE countries due to the consolidation of the transport position in these two states where the authorities are relying everyday more on railway transport. Railway Pro: What are the challenges faced by the operators who develop railway activities in ports? Felix Kasiske: First of all, the location is important for railway transport as it all depends very much on the freight transport process and railway access. To that end, ports should identify new models for re-analyzing and positioning the infrastructure so that it would represent one of the key factors in boosting port capacity. Moreover, timetables should be optimised to meet demands, which is also important for hinterland activity.
Railway Pro: How important is the Port of Hamburg for countries in Central and Eastern Europe? Can you estimate the impact of the economic downturn in reducing freight volumes in this region?
Felix Kasiske: There are several technologies for the cargo which cannot be Challenges for Intermodal Operations handled and if a port doesn’t benefit from new technological solutions, it stands no Felix Kasiske: Freight volume decreased chance to impose in the market. One can- in 2009-2010 because of the financial Maritime Industry notChanges plan the activitiesin in athe port manually downturn, but container transport and reMarket Growth and Vessel Size Development Market Growth and Vessel Size Development
Global Container Transport Growth
Vessel Size Growth, Fleet Segmentation (% of total TEU capacity)
?
Evolution of Containerships 1985-2011
Source: Alphaliner
HPC Hamburg Port Consulting ©© HPC Hamburg Port Consulting GmbH
GmbH
www.railwaypro.com | January 2012
Order Book Segmentation (% of TEU order capacity)
Source: Drewry
3
Порты нуждаются в современных технологических решениях для того, чтобы завоевать рынок Портовые операции и оптимизация пропускной способности портов представляют собой настоящим вызовом для операторов и для роста объёмов транспортного рынка. Улучшение железнодорожной инфраструктуры является определяющим критерием в этой связи, а выделение инвестиционных средств необходимо каждому порту, который хочет завоевать определённую позицию на рынке. Феликс Касиске, Партнёр HPC Hamburg Port Consulting GmbH, пояснил нам важность увеличения пропускной способности с помощью развития инфраструктуры и внедрения современных технологических решений.
MARKET DEVELOPMENT
45
Bucharest has a new intermodal freight terminal [ by Elena Ilie ]
Most finite products are shipped in containers, this type of transport representing the main means which facilitates intermodality therefore it is estimated that in the 21st century, intermodal transport, next to the technological improvements of the transhipment systems, becomes the “backbone” of international trade, being considered the most efficient means of managing the “door to door” international transport activity.
alternative”, declared Martin Harris, the Ambassador of Great Britain in Romania, present at the inauguration. Ambroziu Duma, the representative of Constanţa Maritime Seaport Administration, who also attended the event, has stressed “the importance of domestic transport solutions in the development of freight traffic through Constanţa Seaport”, also highlighting “the large volumes of freight still carried on roads to Romania through North European ports with unnecessary high costs for both consumers and the environment”.
photo: Club Feroviar
metres of platform and 2.5 km of railways plus an adjacent warehouse of 6,500 square metres connected to the railways right in the centre of the terminal. The platform provides a capacity of 1,200 TEUs, a figure which is expected to double by the fourth quarter of 2012 with the finalization of the second investment phase which includes another 150 m of access to the railway network and the extension of container warehouses. Specialists expect a cut of 16.6 million tonnes of CO2 per year as a result of less road traffic from and in the area of Bucharest with the construction of the terminal. Apart from the regular transport carried out by Tibbett Logistcs between Bucharest and Constanţa, the terminal is open to all end customers and operators and will operate trains to and from countries from the EU, Turkey and Western Romania. For the beginning of 2012, the terminal also expects the arrival of the first trains for the transport of automotive vehicles. “When I first came to Romania in 2010, one of my first journeys was to Constanţa, one of the biggest ports in Europe. I found it strange that many Romanian companies preferred to get their supplies from Rotterdam, 2 thousand kilometres away on roads. A year later, things change. The improvement of the railway infrastructure and the new intermodal terminal in Bucharest make Constanţa an every day more attractive
photo: Club Feroviar
R
omania, as border of the European Union, and due to the location of Constanţa Seaport, terminus point of the pan-European Corridor IV, has to take advantage of the boost in container cargo transport by developing logistics and intermodal terminals. Such an intermodal road-rail terminal was launched at the beginning of December 2011 by Tibbett Logistics, with investments estimated at EUR 6.4 Million. The new terminal, located in the west of Bucharest, is the second terminal of Tibbett Logistics in the Romanian capital, the first terminal being inaugurated in 2008 in the south of the city. The company also owns 32 wagons for intermodal traffic. “The location of the terminal is very important and we believe that this is the best position of a terminal in the south of the country providing traffic both nationally and internationally. The successful development of any intermodal terminal is generated not only by its facilities, but also by its location. Freight trains can now move from Constanţa Seaport to the door of the big retailers and manufacturers in Bucharest. We are just a few kilometres away from all the main industrial and logistics parks in the city”, declared David Goldsborough, CEO of Tibbett Logistics. The first phase of the second intermodal terminal of Tibbett Logistics in Bucharest begins operations with 12,000 square
Бухарест имеет новый интермодальный грузовой терминал Большинство единиц готовой продукции перевозится в контейнерах, и они являются основным средством, способствующим развитию интермодальности, поэтому ожидается, что в 21-м веке интермодальный транспорт, наряду с технологическим развитием используемых систем переправки, станет стержнем международной торговли, так как он считается наиболее эффективным способом управления международной транспортной деятельностью „от ворот до ворот”. January 2012 | www.railwaypro.com
46 MARKET DEVELOPMENT
All seaports must be connected to rail freight networks [ by Elena Ilie ]
Smart, sustainable and fully interconnected transport networks are a necessary condition for the completion of the European single market. Moreover, investments in key infrastructures with strong EU added value can boost Europe’s competitiveness in a difficult economic context, marked by slow growth and tight public budgets.
I
n October 2011, the European Commission has adopted a financing plan for investments worth EUR 50 Billion aimed at improving transport, energy and digital networks in Europe. The Connecting Europe Facility will finance projects that will eliminate the missing links in the transport networks. Transport systems in Europe have traditionally developed along national lines. The Commission proposed to create corridors to cover the most important cross-border projects. It has estimated that by 2020, EUR 500 Billion will be needed to realise a real European network, including EUR 250 Billion for removing bottlenecks and completing missing links in the core network. In the transport sector, a Europe-wide ‘core network’ has been identified using a pan-European planning methodology. This core network with corridors, carrying freight and passenger traffic with high efficiency and low emissions, makes extensive use of existing infrastructure. By completing missing links and alleviating bottlenecks and with the use of more efficient services in multimodal combinations, it will handle the bulk of transport flows in the single market. The cost of EU
infrastructure development to match the demand for transport has been estimated at over EUR 1.5 Trillion for 2010-2030 for the entire transport networks of the EU Member States. Optimising the performance of multimodal logistics chains, including by making greater use of more energy-efficient modes is absolutely necessary. Therefore, the new White Paper of Transport sets the following relevant targets for TEN-T policy: 30% of road freight over 300 km should shift to other modes by 2030, and more than 50% by 2050; the length of the existing high-speed rail network should triple by 2030 and by 2050 the majority of mediumdistance passenger transport should go by rail; by 2050, all core network airports should be connected to the rail network; all seaports to the rail freight and, where possible, to the inland waterway system. Under the Connecting Europe Facility, in force starting with January 2014, with regard to grants for rail and inland waterways works, the amount of Union financial aid shall not exceed 20% of the eligible cost and the funding rate may be increased to 30% for actions addressing bottlenecks. At the same time, the funding rate may be
increased to 40% for actions concerning cross-border sections. The Connecting Europe Facility makes available for transport infrastructure EUR 31.7 Billion for the next financial period, 2012–2020. 80% of this money will be used to support core network priority projects, projects along the 10 implementing corridors on the core network.
Все морские порты должны быть подключены к железнодорожным сетям товарных перевозок Надёжные и полностью соединённые между собой транспортные сети являются необходимым условием для осуществления единого европейского рынка и единого товарного пространства. К тому же, вложения в существенные элементы инфраструктуры, прибавляющие ценность услугам в ЕС, могут стимулировать конкурентоспособность Европы в сложном экономическом контексте, находящемся под знаком медленного роста и жёсткого бюджета. www.railwaypro.com | January 2012
Products & Technologies
47
Industry repositions railway competition by delivering eco-friendly locomotives Vectron DE [ by Pamela Luică ]
© Siemens AG 2011
As emission cutting priority worldwide, the industry requires new demands. In the activity Prietenoasa cu policies mediularesia flexibila area of railway transport, although locomotives are environmentally friendly, locomotive manufacturers are confronted with challenges to answer to both customers’ demands and regulations in force and deliver a clean and eco-friendly transport.
T
he criteria regarding the delivery environmentally friendly transport are every day stricter and this reflects in the designing of vehicles, railway transport making no exception. The railway industry is driven by these standards in the development of new technologies designed to attract operators and also meeting the conditions imposed by legislation. The future requirements of the European railway transport imply changing the structure of customers regarding the freight volumes, increasing the transfer of freight on long distances as the EU wants to shift the transport on distances longer than 300 km on railways, amendments of demands based on legislation and standards, all these factors triggering changes in the portfolio of railway products and services. Consequently, operators need performing and efficient vehicles on long-run costs. Therefore, the locomotive manufacturers are confronted with challenges in meeting these demands and in delivering high traction locomotive that will operate on the entire railway networks, being designed to meet the emission cutting and low-consumption standards. Page of24an
Locomotive technologies are generated Octombrie by the need to deliver 2011 a freight transport that will support light axle loads with an efficient traction system and, at the same time, cutting fuel consumption and greenhouse gas emissions. “Locomotives have to have a pure traction in different performance classes for a broad range of traffic requirements. The attractiveness is delivered by cost efficiency, performance, interoperability and investment dumping. For example, Vectron locomotive provides an investment protection level also by the assembly of elements in the machine room”, declared Gabriel Stanciu, Rolling Stock Division Manager, Siemens Romania. For locomotives to be energy efficient, locomotive manufacturers need to develop braking systems that help recover energy and cooling systems that use biodegradable transformers. As regards emissions, the locomotives “have to be designed under the TSI noise limits, the braking system has to release less noise in the atmosphere due to the disk brake and the used materials have to be environmentally friendly and light to meet environment standards”, added Stanciu.
© Siemens AG 2011 I&C, RL Division
Промышленность перепозиционирует конкуренцию на железной дороге с помощью поставки экологических локомотивов В условиях, когда на мировом уровне отслеживается значительное сокращение выбросов, это требует внедрения новых требований в промышленной сфере. Что касается железнодорожного транспорта, хотя он и экологичен, компании по производству локомотивов сталкиваются с различными вызовами для того, чтобы одновременно отвечать требованиям клиентов и требованиям действующего законодательства о сохранении экологической чистоты транспорта.Критерии предоставления экологически чистого транспорта становятся всё более жёсткими с проектированием транспортных средств, даже если речь идёт о железнодорожном транспорте.В силу этих стандартов, железнодорожная индустрия вынуждена разрабатывать новые технологии для того, чтобы оставаться привлекательной, одновременно отвечая требованиям законодательства. January 2012 | www.railwaypro.com
Brussels, 29 November 2011
48 Policies & Strategies
Continued recovery in rail freight across Europe, and a positive growth in passenger traffic in Eastern Europe
European freight transport keeps stabilizing
Data collected by the Community of European Railway and Infrastructure Companies (CER) on the performance of the rail passenger and freight sectors shows a continued recovery of rail freight in all regions across Europe, but a mixed picture for rail passenger transport. Compared to the same period in the previous year, Western Europe saw a decline in passenger-kilometres in 2Q2011 due to strong growth in 2Q2010 resulting from increased rail traffic due to the ash cloud crisis. In contrast, the rail passenger sector in Eastern Europe saw positive growth in 2Q2011, albeit a very moderate one, for the first time since 2008. [ by Elena Ilie ] Continued recovery for rail freight operators in Europe
Currently, when climate change is a central element in all economic decisions and choices, railway transport The results of 2Q2011 show a continued trend in the recovery of rail freight traffic in Europe. The has become a viable alternative for any type of freight transport, either bulk or dangerous goods. If we compare performance of rail freight increased by 4.1% in 2Q2011 compared to the same period in the previous road transport with railways, we will that 90% ofindustrial the national transport emissions comes year.see At the same time, production in EU27 grew by almost 4% 1. from road transport while the railways are responsible for just 0.6% of the emissions resulted from the use of diesel fuels. Compared to have the same period into the previousCO2 year, emissions tonne-kilometres in Western Europe showed a From 1990 to 2005, the European railways managed reduce by 21% and, according moderate of 1.4% instates 2Q2011. Forhave the first 2011, tonne-kilometres almost 3% to the new White Paper on Transport, theincrease EU member will to half cut ofemissions by 80-95%grew by by 2050 compared to the same period in 2010. In Central and Eastern Europe, the recovery was more compared to 1990. pronounced. In 2Q2011, freight operators were able to increase tonne-kilometres by 10.6% compared to the same period in the previous year. For first half of 2011, tonne-kilometres increased by 11.5% compared to the same period in 2010.
W
Quaterly Freight Development Rail Freight - comparission positiveRail growth, tonne-kilometres in 2Q2011 remain below the pre-crises levelofof2Q2011 2Q2008 ith all the positive results in theDespite this level to pre-crisis level first half of 2011, Europe stillby 15.4% in Western Europe and by 11% in Eastern Europe. needs feasible strategies aimed to help railway freight transport recover. The available results for the second quarter of 2011 show a continuous trend in the recovery of rail freight traffic in Europe. Thus, the performance of rail freight increased by 4.1% in the second quarter of Figure 6.to National and international road freight in the EU 2011 compared the same period in the trend, seasonally adjusted) previous year. At (Million the same tonne-km, time, industrial production in290000 EU27 grew by almost 4% (according to the Industry Production InGraph 1: Quarterly Rail Freight Development Graph 2: Rail freight - comparison of 2Q2011 level to SOURCE : ITF 270000 dex, published by Eurostat in November (million tonne-kilometres) pre-crisis level (million tonne-kilometres) 2011 and quoted in a report conducted by 250000 National and international rail and the Community of European Railway andIndustry tonne-kilometres by 10.6% to Production Index, Eurostat Novembercompared 2011 road freight, percentage change from Infrastructure Companies - CER). the same period in the previous year. For 230000 pre-crisis peak Q2/08 Moreover, compared to the same period first half of 2011, tonne-kilometres inFigure 6. National and international rail and road freight, (Tonne-km, quarterly trend, seasonally in the previous year, the volume of goods creased by 11.5% compared to the same percentage change from pre-crisis peak Q2/08 210000 (Tonne-km, quarterly trend, seasonally adjusted) adjusted) in tonne-kilometres in Western Europe period in 2010. showed a moderate Despite this positive growth, CER’s re190000 increase of 1.4% in the second quarter of 2011. For the first half of port informs, the volume of freight in 2011, tonne-kilometres grew by almost 3% tonne-kilometres for the second quarter 170000 compared to the same period in 2010. of 2011 remain below the pre-crises level On the other hand, in Central and Eas- of the second quarter of 2008 by 15.4% in ternData Europe, thefreight recovery was pro- Bulgaria, WesternCzech Europe and by 11% in Eastern EuNote: on road in the EU more area include Republic, Denmark, Estonia, Finland, France, Hungary, Lithuania, Poland, Slovakia, Spain. These cover around nounced. In Germany, the second quarterLatvia, of 2011, rope. 65% of totaloperators road freight in the EU. to increase freight were able 1
Q4/10
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-6.9
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Figure 7. National andinternational international rail freight National and rail freight in the EUin the EU (Million tonne-km, trend,seasonally seasonally adjusted) (Million tonne-km, trend, adjusted)
Q3/08
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-2.4
-17.7
Q2/11
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Q1/09
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Russia rail freight
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SOURCE : ITF
Note: Data on road freight in the EU area include Czech Republic, Denmark, Estonia, Finland, France, Germany, Hungary, Latvia, Lithuania, Poland, Romania, Slovakia, Spain, Sweden. These cover around 65% of total road freight in the EU. Data on rail freight in the EU area exclude Austria, Belgium, Greece, Luxembourg and Netherlands. Data coverage around 95% of total rail freight in the EU.
Figure 7. National and international road freight in the EU (Million tonne-km, trend, seasonally adjusted)
90000
В Европе перевозки товаров продолжают стабилизироваться
310000
290000
80000
270000
250000
70000
Данные, доступные по второй половине 2011 года, показали непрерывную тенденцию восстановления железнодорожных грузовых перевозок. Таким образом мы узнаём, что показатели перевозок товаров выросли на 4,1% во второй половине 2011 года по сравнению с аналогичным периодом 2010 года.
230000
210000
60000
Note: Data on rail freight in the EU area exclude Austria, Belgium, Greece, Luxembourg and the Netherlands. Data coverage around 95% of total rail freight in the EU.
Note: See note in Figure 6 for data coverage.
SOURCE : CER
www.railwaypro.com | January 2012 Figure 8. National and international rail freight in the United States and Russian Federation
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MARKET DEVELOPMENT
49
CEE countries should promote the increased use of intermodal loading units
[ by Pamela Luică ]
The development of the logistics segment influences the future of railway transport and, for this, operators should have proper vehicles and benefit from a favourable legislative framework. Also, the set up of a competitive environment that will trigger the development of combined transport is also influenced by the management skills of company managers in the case of operators and infrastructure managers. Under the circumstances, if combined transport reached an annual growth of 5-5.5% again, then the modal share of railway transport would meet the specifications of the White Paper on Transport. To fully understand the implications of this problem, we have invited Mr. Ákos Érsek, Research Officer of the International Union of Combined Road-Rail Transport Companies (UIRR), to provide us with further details on the matter.
Ákos Érsek: Rail freight must be restructured to better reflect the realities of the 21st Century European economy, where traditional bulk cargo (coal, iron ore, oil) for rail freight is much less, and which is rather dominated by “truckloads” of consignments that need to find their ways in a fast and reliable manner to their destinations. Consequently Combined Transport should be developed through: encouraging the use of intermodal loading units (swap-bodies, containers, craneable semi-trailers), and the establishment of transshipment terminals. State subsidy programs should be considered for both in order to accelerate the shift in mindset. Railway undertakings should acquire CT flat- or pocket-wagons, and CT operators be established to organise this kind of traffic. Railway Pro: What are the main issues to have a real competitive rail freight transport in CEE? Ákos Érsek: Competence of management at the helm of incumbent railway operators and infrastructure managers must be elevated to a much higher level from today. Politics must stay away from the daily affairs of running these companies, while enabling/ demanding increased transparency of all aspects of operations. The corridor governance and management bodies, foreseen by the EU’s Green Corridor Regulation, should be set up and efficiently organised so as to facilitate efficient cross-border services (this should be aided by the multi-year collaboration established through the G4 group). Cross acceptance of each other’s rolling stock should be made easier and the flow of traffic smoother. Joint development (and in-
terconnection) of IT systems should also be facilitated to this end.
Performance and outlook of Combined Transport Combined Transport Traffic Development 1989 - 2010 ... - 2020 3.500.000
Railway Pro: How can be fully optimise rail’s potential and achieve a high-quality, reliable and dynamic rail sector? Ákos Érsek: A comprehensive network vision must exist at the level of transport system planners within the governments. Complete corridors should be addressed not only within national borders, but in harmony with neighbouring countries to focus the scarce development resources into a series of projects that will yield a tangible result. Resolving the issues I mentioned in my response to question 2 above also need to be addressed. Railway Pro: Combined Transport is the future for a real growth of rail transport? Is CT the most dynamically segment in transport? Ákos Érsek: During the 12 years that preceded the crisis the average annual growth of Combined Transport was between 6-7%. This made it the most dynamically expanding productions scheme of rail freight making up 28% of all rail freight tonne-kilometres realized in the EU in 2010. If growth of CT traffic can return to the range of 5-5,5% annually then the rail freight modal share growth targets defined in the EC’s 2011 Transport White paper can be met. Railway Pro: What can you tell us about the potential of road-rail in CEE countries? How can be improved in this region? Ákos Érsek: Governments should promote the increased use of intermodal loading units, which are the prerequisites of Combined Transport. Rail infrastructure managers (and governments) should consider the establishment of transshipment terminals at many of the extensive, yet underutilized rail facilities – in case they are favourably located and have good road connections as well. The establishment of Combined Transport
Total traf f ic Cross-border 3.000.000
2.500.000
UIRR consignments
Railway Pro: The development of logistics solutions will influence the future of rail transport. In this matter, what do Central and Eastern Europe (CEE) countries need for having a real competitiveness in rail freight transport?
2.000.000
1.500.000
1.000.000
500.000
0
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20% - 30% - 80% of European CO2 emissions must be saved by 2020-2030-2050: can not be done
SOURCE : UIRR without major intervention in transport as it is the largest emitting sector.
operators should be encouraged to help logistics service providers and shippers/cargo owners to consider the CT option before (many times blindly) choosing unimodal road transport.
50% of long-distance road-freight transport (distances over 300km) to be shifted to sustainable modes the European Commission’s Transport White Paper 2011
UIRR at The Wider Black Sea Area Railway Summit – Bucharest 5 October 2011
Государствам ECE следовало бы продвигать расширение использования интермодальных средств загрузки Развитие сегмента логистики влияет на будущее железнодорожного транспорта, а для этого операторы должны иметь адекватные транспортные средства, но и благоприятные законодательные рамки для их создания. С другой стороны, создание конкурентной среды, которая бы определяла развитие комбинированного транспорта, обусловлено управлением в случае операторов и администраторов инфраструктуры. В таком контексте, если комбинированный транспорт снова будет расти ежегодно на 5-5,5%, тогда доля рынка железнодорожных перевозок выполнила бы требования, которые содержатся в Белой книге транспорта. Для получения более подробных сведений мы побеседовали с Акосом Ерсеком, который является научным сотрудником в рамках Международного союза предприятий комбинированного автодорожно-железнодорожного транспорта (UIRR). January 2012 | www.railwaypro.com
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MARKET DEVELOPMENT
Ploieşti, a new transit point between Western Europe and Middle East [ by Teodor Turcu ]
T
he first phase of the project has attracted an investment of EUR 7 Million. The terminal has a surface of 19.5 square km, 1.13 km of railways and a total storage capacity of 1,028 TEUs. When finalized, the terminal will measure 10 ha and will have a storage capacity of 5,000 TEUs and a total length of 2,2 km of railways. Allianso Terminal is located at the junction of the most important roads and railways in Romania, creating a link between the eastern and the western regions of the country, including Black Sea ports. “We are persuaded that ALLIANSO TERMINAL will contribute to Romania’s economic and industrial development by supporting a traffic which protects the environment. Due to its strategic location, more logistics and industrial companies have expressed their interest to use the area
photo: Club Feroviar
On November 29, Alinso Group launched the ALLIANSO TERMINAL, in Ploieşti, an independent intermodal railway terminal with Rail Cargo Austria as rail operator.
of Ploieşti as main logistics hub for SouthEastern Europe”, declared Ivan Lokere, CEO Alinso Group. At the same time, the terminal delivers a strategic access to important corridors in Western Europe. “2011 was a very good year for intermodal transport, because last summer we obtained the first intermodal transport strategy in Romania. These terminals are created as extensions of Constanţa Seaport and they will be strong enough arguments for the development of the railway transport in Romania, which has both eco-friendly and financial advantages, with special focus on the latter”, declared Ştefan Roşeanu, Secretary General of the Romanian Railway Industry Association. Being one of the most important railway operators, Rail Cargo Austria has seized the advantages of consolidating a logistics hub in Ploiesti to connect it to South-Eastern
Europe and to facilitate traffic from Middle East, Turkey and Western Europe. “This is a very important initiative, with this terminal we want to develop a corridor to Ploieşti, both for intermodal as well as conventional transport, a corridor that we plan to expand further to Turkey. Through the provided services, we seek to attract road freight traffic to railways and to bring new railway transports in Romania”, declared Erik Regter, Board Member of Rail Cargo Austria. ALLIANSO TERMINAL will act as a hub for the cargoes delivered in standard TEU containers (both normal and controlled temperature) and for bulk cargoes. The facilities of the terminal include 24/7 security, video surveillance, customs point, freight container station, container repair station, fuelling station and parking lots for automotive vehicles and trucks.
photo: Club Feroviar
Плоешть, Румыния, интермодальный терминал
www.railwaypro.com | January 2012
Alinso Group 29 ноября 2011 года открыл в городе Плоешть, Румыния, интермодальный терминал, оператором которого является Rail Cargo Austria. Первый этап проекта привлёк инвестиции в размере 7 миллионов евро, в основном в технологию последнего поколения и в решения, которые охраняют окружающую среду. На первом этапе, проект занимает площадь в 19,5 км2, насчитывает 1,13 км железной дороги и имеет общую вместимость в размере 1028 TEU. Проект будет занимать общую площадь в 10 га и будет иметь вместимость в размере 5000 TEU и будет насчитывать 2.2 км железной дороги.
Policies & Strategies
51
For the next financial perspective 2014-2020, Slovenia will promote the development of the freight corridors units
[ by Pamela Luică]
Slovenia is one of the European countries which implements projects for the promotion of railway transport both nationally and internationally. The railway company will focus on the development of Corridor 11 RNE that links Germany, Austria, Croatia, Serbia and Bulgaria to Turkey. After the finalization of the freight transport corridors, Slovenia will be crossed by 3 corridors that will be put in service in 20132015. Boris Živec, Director of the Public Agency of the Republic of Slovenia for Railway, will detail in this short interview the implementation of projects and the development of the railway sector in Slovenia.
Railway Pro: What you can tell us about the rail competitiveness level in the Slovenian rail market? Boris Živec: Slovenian railway network consists of 1,228.60 km of tracks, of which single-track lines stretch on 897.7 km (73.10%) and double-track lines on 330.9 km (26.90%). In 2007 and 2008, there was only one railway undertaking, Slovenske železnice, d.o.o. Freight Transport, which used the Slovenian railway network 100%. In 2009, two railway undertakings started using tracks: Rail Cargo Austria AG with a market share of 4.68% and Adria Transport, d.o.o. with a 2,27% market share. In 2009, Slovenske železnice, d.o.o. - Freight Transport, had a market share of 93.05%. Last year’s market share of these three companies changed a bit as follows: 92.46% of Slovenske železnice, d.o.o. - Freight Transport, 6.74% of Rail Cargo Austria, AG and 0.79% of Adria Transport, d.o.o.. For a more accurate overview of the market share, you can analyse the statistical data on the market share of the companies in the tables below. Market Market share share
Market Market share share
100
100
93.05
92.46
Rail Cargo Austria AG
//
//
4.68
6.74
Adria Transport, d.o.o.*
//
//
2.27
0.79
FREIGHT TRANSPORT SLOVENSKE ŽELEZNICE, d.o.o.,
which the expected finalization is 2015, Koper Station with finalization term, 2013. Other projects that are implemented and due in 2012 are the track and switches renewal on Ljubljana – Dobova railway line, Zidani Most – Šentilj, Pragersko – Hodoš and Ljubljana – Jesenice railway line. Other important infrastructure projects supported by authorities are the electrification Pragersko – Hodoš railway line, with expected finalization in 2015, modernization of the signalling and telecommunication devices on Pragersko – Ormož – Hodoš (2012), construction of the second railway track between Divača – Koper stations, expected finalization in year 2018, implementation of ERTMS/ETCS system on Corridor D on the line Valencia – Lyon – Turin– Ljubljana – Budapest, due by 2015 and implementation of GSM-R system due by 2015. In the field of railway transport promotion, competent authorities of the Republic of Slovenia are working in several international organizations, such as ERA, RNE and CER through which they provide adequate support to all railway undertakings. Railway Pro: European countries are preparing for the next financial period 2014-2020. What are the priorities for the transport segment that Slovenia will jointly approach with the European Union?
* Applicant – transport service performed by Slovenske železnice – Freight Transport Boris Živec: PASSENGER TRANSPORT SLOVENSKE ŽELEZNICE, d.o.o.
Market Market share share
Market Market share share
100
100
100
100
Railway Pro: How do authorities support rail transport in Slovenia, regarding infrastructure projects and the promotion of rail transport? Boris Živec: In Slovenia there are several on-going infrastructure projects that contribute to the modernisation of the rail network. The most important are stations renewal, for example Ljubljana Station, for
In the future, Slovenia will promote the international competitiveness and liberalisation especially in the EU corridors which are also promoted by European Regulation 913/2010 concerning a European rail network for competitive freight. Additionally, we put a lot of effort in developing an additional corridor from Germany, Austria, Croatia, Serbia and Bulgaria to Turkey which is named RNE Corridor 11. After establishing the freight corridors Slovenia will be crossed by three freight corridors: Corridor no 5: Baltic – Mediterranean Corridor: Gdynia-Katowice-Ostrava/ Žilina-Bratislava/Vienna/KlagenfurtUdine-Venice/ Trieste/ /Bologna/Raven-
na/ Graz-Maribor-Ljubljana-Koper/Trieste (latest date of implementation by 2015), Corridor no. 6: Mediterranean Corridor: Almería-Valencia/Madrid-Zaragoza/Barcelona-Marseille-Lyon-Turin-Milan-VeronaPadua/Venice-Trieste/Koper- LjubljanaBudapest-Zahony (Hungarian-Ukrainian border) (latest date of implementation by 2013) and Corridor in the process of establishing: München-Salzburg-Villach-Ljubljana-Zagreb-Belgrade-Sofia-Istanbul. In the next financial perspective 20142020, Slovenia will promote the development of the freight corridors to eliminate bottlenecks and ensure competitive freight across Europe.
Для нового финансового периода 2014-2020 гг. Словения будет продвигать развитие транспортных кородиров для грузовых перевозок Словения является одним из тех европейских государств, которые внедряют проекты продвижения железнодорожного транспорта на национальном и международном уровне. Железнодорожная компания сосредоточивается вокруг развития транспортного коридора 11 RNE, соединяющего Германию, Австрию, Хорватию, Сербию и Болгарию, и идущего в сторону Турции. После завершения строительства коридоров, посвященных грузовым перевозкам. Словению будут пересекать 3 коридора, которые будут сданы в эксплуатацию в период 2013-2015 гг. Об осуществлении проектов и о развитии железнодорожного сектора в Словении расскажет нам Борис Живек, Директор Общественного Железнодорожного Агентства Словении. January 2012 | www.railwaypro.com
52 Products & Technologies
ETCS 2.3.0d can boost the capacity of infrastructure and the speed of freight trains
[ by Elena Ilie ]
In 2009, the Commission adopted the ERTMS European Deployment Plan, setting out Member States’ ERTMS deployment obligations for 2015 and 2020. The locomotives, multiple-units and other new no traction railway vehicles equipped with a driver’s cab and ordered after 1 January 2012 or put in service after 1 January 2015, have to be equipped with the ERTMS.
M
oreover, from 2011 to 2014, the first priority included in the TEN-T financing refers to the testing campaign for proving the interoperability between the ETCS 2.3.0d -equipped lines and on-board equipments from different suppliers. Within this priority area, the lines and trains which have been contracted to be equipped with the ETCS before the coming into force of the Commission’s Decision 2008/368/EC can receive TEN-T funds to be updated for ensuring their compatibility with the ETCS 2.3.0d. The most important railway association, CER, EIM, UNIFE and the ERTMS Users group delivered a joint set of recommendations. These recommendations have been resumed to three base concepts, harmonisation of operations and of vehicle certification procedures, standardisation of tender requirements, ETCS products and testing procedures, but also the coordination of implementation investments and between the ETCS and the existing national signalling systems. Operational harmonisation is one of the original priorities for ERTMS rail corridors, along with ETCS deployment and enhancement of infrastructure capacity. The impact of the economic downturn on public finances has necessitated a review of objectives in order to identify measures to make ERTMS corridors more efficient for
the lowest possible cost. A central element in the operation of international freight corridors is the ETCS. Track access charges can play an important role for encouraging infrastructure managers and railway operators to invest in ETCS-equipped trains, a measure which could significantly speed up the market development and the efficiency of freight corridors. Discussion with the rail sector and specifically with the industry show that authorisation is a major bottleneck for ERTMS deployment. Specific national requirements remain an issue and contribute to pushing up ERTMS equipment costs, both trackside and on-board. Here, it appears that there is a need to escape from a vicious circle comprising national-level safety requirements which slow down deployment of ERTMS equipment while increasing costs, tendering requirements, due to which railway companies often obtain (without necessarily being aware of it, equipment with only some of the functionalities specified in the SRS 2.3.0d document as necessary for ERTMS deployment, and subsequently potentially incompatible ERTMS equipment, particularly when it comes from different manufacturers and separate tendering procedures. ‘One-size-fits-all’ ERTMS on-board
equipment is thus vital, as without this interoperability is impossible. Full ERTMS interoperability is only possible at the lowest cost when implemented jointly in all countries through which a specific corridor runs. Better coordination between management committees will help to find solutions for European Train Control System implementation on cross-border lines and simplify cross-border operations. This concerns issues such as traction power change or switching control command and signalling systems.
ETCS может увеличить пропускную способность инфраструктуры и скорость товарных поездов Локомотивы, самодвигатели и другие новые железнодорожные транспортные средства, которые могут передвигаться без использования тяги, оснащённые точкой управления, заказываемые после 1 января 2012 года или сдаваемые в эксплуатацию после 1 января 2015 года, должны быть оснащены системой ERTMS.
www.railwaypro.com | January 2012
LEX
53
China adopts the CIM/SMGS provisions [ by Elena Ilie]
Within the project to make the CIM and SMGS consignment notes legally interoperable, the Committee for International Transport (CIT) and the Organisation for Railway Cooperation (OSJD) are accordingly working as fast as they can on the implementation of a comprehensive contractual framework to allow these new traffics to be moved simply in administrative terms but with complete legal certainty.
T
24
he debates included in the seminar that took place on November 30, 2011, in Basel (Switzerland) by CIT and OSJD have focused on evaluating the results already obtained in conformity with the objective of establishing the legal interoperability of CIM/SMGS. Another step is creating Special Conditions regarding the scope of CIM/SMGS. These are standard dispositions for assuming responsibility in case of freight loss or damage; they replace the current CIM and SMGS provisions, but they will be applicable only voluntarily. The progressive globalisation of the market for transport creates new challenges for the railways. The biggest challenge is to provide for movements of freight between Europe and Asia by land over distances of over 10,000 km. On the key routes from Asia to Europe an increase in traffic of around 23% is forecast for 2011 while within Asia growth of (only) 7% is anticipated. Operation of regular freight services by rail over the landbridge between China and Europe therefore moves closer and closer so the question is therefore no longer whether but when. Moreover, on September 8, 2011, China announced it adopted in its railway trans-
port system the provisions of the CIM/ SMGS consignment note. Therefore, the routes open to the CIM/SMGS consignment note are those to Kazakhstan, Mongolia and Russia. CIT informs that, at the most recent meeting of the coordinators (in Baku on 21 June 2011), Russian Railways said that in 2010 twice as many CIM/SMGS consignment notes were used as in 2009. In total 36,226 CIM/SMGS consignment notes were used to destinations in the Russian Federation (for example 12,550 from the Czech Republic, 10,000 from Slovakia, some 6,000 from France and 3,000 from both Germany and Hungary). In the opposite direction, from the Russian Federation, some 35,000 CIM/SMGS consignment notes were used, which, CIT specialists note, indicates balanced traffic flows. The greater part of this traffic likewise went to the Czech Republic and Slovakia. A not insignificant number of CIM/ SMGS consignment notes (some 10,000) were made out to Slovenia, emphasising the importance of the port of Koper. “<<CIM/SMGS legal interoperability>> project has established a goal of removing any barrier in our range of influence. The first stage has included the creation of a
CIM/SMGS consignment note and I can say that this first stage was a success”, said in an interview for CIT Rail.org, Thomas Leimgruber, Secretary General CIT. Data presented by CIT show that the common CIM/SMGS consignment note is used for more than fifty traffic flows over four TEN corridors, three quarters of this traffic consists of containers, at less than 5% single wagonload traffic plays a minor role. The use of the common CIM/ SMGS consignment note leads to a saving of some forty minutes per wagon or eight to ten hours in the total transit time of a train. Discontinuing the transcription of CIM and SMGS consignment notes provides a saving of some EUR 40 per consignment. Top 10 World Rail Systems in Freight Tonne-Kms
SOURCE : www.railfreightportal.com
AGC (E-RAIL) NETWORK IN THE CAUCASUS AND CENTRAL ASIA
ECONOMIC COMMISSION FOR EUROPE E C O N O M I C A N D S O C I A L C O M M I S S I O N F O R A S I A A N D T H E PAC I F I C
FIGURE 2.4
SOURCE : UNECE.ORG
Китай принял положения CIM/SMGS В рамках процесса установления юридической интероперабельности сопроводительных документов CIM и SMGS, Международный транспортный комитет и Организация сотрудничества железных дорог (ОСЖД) сотрудничают в целях ускорения внедрения законодательных рамок для облегчения грузовых перевозок с административной точки зрения, на основе полной юридической поддержки. January 2012 | www.railwaypro.com
54
StatisticS
The Main CT Flows
The Main CT Flows
Road-Rail CT = Effectively inserting electric rail into contemporary transport-chains
THANK YOU FOR YOUR ATTENTION
SOURCE: UIRR
RR at The Wider Black Sea Area Railway Summit – Bucharest 5 October 2011
5
Development of maritime container fleet (World)
UIRR at The Wider Black Sea Area Railway Summit – Bucharest 5 October 2011
Development of maritime container fleet (World)
•
Container fleet forecast
UIRR Tel: +32 2 548 7 headoffice.brussels@uirr www.uirr
40’ High cube containers becoming more and more important
•
Certain sources expect standard 40’ containers to be replaced by 40’ HC around 2020
60%
•
20’ containers slightly losing share
40%
•
45’ containers are losing share globally but the 45’ pallet-wide container type is regionally in Europe growing significantly (+98% since 2005, while global container fleet only grew by 37% in the same period)
100% 80%
20%
20'
40'
SOURCE: Container Census -Annual Report 2011
www.railwaypro.com | January 2012
40' HC
45' HC
2015
2014
2013
2012
2011
2010
2005
2000
0%
how? Freight mkt in Western Balkans
StatisticS
55
The Voice of European Railways
Source: CER and ITF
Comparative development of rail freight markets (in T/Km) in theofWestern Comparative development rail freightBalkans. markets (in T/Km) in the Western Balkans
October 2011
10
CER
[ by Pamela Luică ] January 2012 | www.railwaypro.com
56
OPINION
I
think that the impact of transport by train will increase, due to the fact that roads are getting too crowdie. Also the costs are less than by truck. The thing is, there will be still trucks needed to get the freights to the customer, by train you’ll only get to the nearest station. While the roads are constantly getting reshaped, for more traffic, we (railroad) stay, in my opinion, behind. We know that we want more, faster and bigger, but we forget the rail
network. The reasons are often: money (as always), the will to do, environment or simply too much paperwork. When a road has to get bigger, it gets bigger because they say it is necessary, when this happens to railroads, you get stuck in administrationswork (Permits, necessarity and so on). Although we could make trains going more silent, safer and “greener”, the problem is still that clients prefer road transport, because it is easier, forgetting that one train can replace easy 30
trucks en route(without causing a traffic jam !). But the sympathy for a way of transport like railroad is very low, due to results in the past. Gaining this back is not easy, but very challenging and although safety and technique beats them all, we still have a long way to go. Lucky for us, 20 years is a long way to go. But again, I think that in 20 years transport by rail will be a major mode
Rail Marginal or Major in 20 years ? Johan Smits
Safety Rail Manager CMI Services
Йохан Смит
Безопасность железнодорожных менеджер CMI Services
Будет ли железнодорожный транспорт играть решающую роль через 20 лет?
Д
умается, что влияние железнодорожного транспорта будет расти, особенно если учесть наличие всё более частых пробок на дорогах. К тому же, стоимость транспорта грузовиками повышается с каждым днём. Дело в том, что эти грузовики будут продолжать играть важную роль в осуществлении товарных перевозок для потребителей, поскольку поезда перевозят грузы до ближайших станций. В то время, как дороги постоянно приспосабливаются к всё более интенсивному движению, мы (железные дороги) отстаём. По крайней мере, это моё личное мнение. Мы знаем, что мы всё хотим сделать быстрее
www.railwaypro.com | January 2012
и больше, но мы забываем о железнодорожной сети. Чаще всего причиной тому служат деньги (как всегда), желание что-то сделать, окружение или просто множество документов, которые необходимо собирать. Когда речь идёт о расширении дорог, то они расширяются потому, что власти говорят, что это надо, но когда дело доходит до железных дорог, именно административные стороны ставят нам палки в колёса (разрешения, необходимые затраты и т.д.). Несмотря на то, что мы могли бы сделать поезда более бесшумными, более надёжными, более экологичными, пользователи всё ещё предпочитают дорожный транспорт, поскольку
он доступнее. При этом, они забывают о том, что состав может легко заменить целых 30 грузовиков (не создавая дорожных пробок). Однако железнодорожный транспорт привлекает немногих, особенно в силу результатов прошлого. Нелегко вернуть всё это время, но это для нас вызов. Несмотря на то, что это самый надёжный и высокоэффективный вид транспорта, железнодорожному транспорту ещё предстоит пройти длинный путь. Слава Богу, 20 лет может оказаться достаточно. Думаю, что через 20 лет железнодорожный транспорт будет играть первоочередную роль.