the railway business magazine
Year VI ■ No. 4.10 (76) ■ 2011
We cannot accept that EU funds allocated to rail would be diverted to other modes of transport
Interview with Mr. Philippe Citroën, Director General of UNIFE
Railway PRO Freight & Logistics
Development of the single European railway area still questioned by institutions CIM/SMGS, freight transport interoperability on the Eurasian market
Журнал железнодорожный бизнес
Baku-Tbilisi-Kars line
vital section of the Eurasian network Линия Баку-Тбилиси-Карс - крайне важный участок Евразийской сети Линия Баку-Тбилиси-Карс небольшая по сравнению с крупными глобальными проектами, но является ключевым участком межконтинентального транспортного коридора. Она будет способствовать существенному росту конкуренции в сфере международного транспорта и увеличению пропускной способности в государствах региона. Линия будет способствовать созданию сети по сегменту железнодорожных грузовых перевозок между Европой и Азией.
editor’s note
E
uropean countries, and many other third countries, have separated from the railway infrastructure management and development activities from passenger and freight transport services. This paved the road of new railway industry players, favouring the rebirth of the public authorities’ appetite for the rail transport sector. Discussions are, however, led around the legal form which marks management separation of conventional companies. The leaders of these organisations, next to the representatives of the civil society and of the political class, oscillate between total separation and keeping or recreating holdings. This type of discussion, which reflects the typical conventionalism of the rail sector, is founded on a yet delicate problem. The correlation of investment programmes between the representatives of the “infrastructure” and those of the “operators” is starting to become a rather serious problem, starting from the method of calculating the return on investment. The systemic revolution that railway
transport worldwide is crossing poses serious problems if we are trying to divide tasks between players. We are still accustomed with infrastructure investments to be tightly correlated with a concrete transport activity carried out by the transport division of the same company. The investment budget is correlated between the needs of the infrastructure manager and those of the operator so that the system would function perfectly. The market structure begins to resemble with that of the other means of transport (referring here to this separation). This being said, the communication between players has to undergo a revolution similar to the institutional one. Harmonising the interests of the infrastructure manager with those of the operator has to stimulate the market growth (expressed in freight volumes and number of passengers, not in other technical elements). At the same time, the infrastructure manager has to define its position in trade relations (it is a services supplier and consequently it has to communicate with the operators
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and attract new players and not to protect the interests of one of the two). Operators have to communicate and harmonise some of their development plans to send a coherent message on all priority interest areas to the infrastructure investor. Asia-Europe transport projects and building a single railway area will seriously test this dialogue. Harmonising the technologies dedicated to operators with those dedicated to infrastructure managers will be the key towards increased freight volumes and prevent the risk of futile investments. The border area between networks and cultures (border of the 1435/1520 areas, maritime ports etc.) will be the area where this communication exercise will occur. In the end, the transport goods speed will be important and not the commercial/ railway technique.
Chicken and egg 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
Яйцо или курица Европейские государства, наряду со многими другими, не входящими в состав союза, отделили административную деятельность и деятельность по развитию железнодорожной инфраструктуры от транспорта пассажиров и грузов. Таким образом были созданы предпосылки для появления новых игроков в железнодорожной индустрии, тем самым возрождая аппетит властям к сектору транспорт на рельсах. Однако, обсуждения ведутся вокруг юридической формы, отмечающей административное отделение на уровне традиционных обществ. Лидеры этой организации, наряду с представителями гражданского общества и политического класса, маячат между формой полного отделения и сохранением или воссозданием некоторых холдингов. В основе этого типа разговоров, отражающих консерватизм, свойственный железнодорожной отрасли, всё-таки лежит деликатный вопрос. Корреляция инвестиционных программ между представителями “инфраструктуры” и представителями “операторов” начинает становиться острой проблемой с точки зрения расчёта возврата и эффективности инвестиции. Системная революция, происходящая
в железнодорожной системе на мировом уровне, создаёт большие проблемы тогда, когда мы пытаемся разделить сферы ответственности игроков. Мы всё ещё привыкли к тому, что инвестиции в инфраструктуру должны быть тесно связанными с какой-то конкретной транспортной деятельностью, проводимой транспортным подразделением того же предприятия. Бюджет, необходимый для инвестиции, определяется корреляцией между потребностями администратора инфраструктуры и потребностями оператора таким образом, чтобы система работала безупречно. Новая рыночная структура начинает походить на структуру остальных видов транспорта (я имею в виду разделение этих направлений). На этом фоне, общение между игроками должно пережить революцию, аналогичную институциональной революции. Гармонизация интересов администратора инфраструктуры и интересов операторов должна проводиться в пользу развития рынка (которое выражается ростом объемов товаров и количества пассажиров, а не всякими техническими элементами). В то же время, администратор инфраструктуры должен определить
своё место в коммерческих связях (он является поставщиком услуг, следовательно должен общаться с операторами, тем самым содействовать привлечению новых игроков, а не ради защиты тех или иных участников). Операторы должны общаться между собой и гармонизировать некоторые свои планы для того, чтобы направлять инвесторам последовательные сообщения по поводу всех приоритетных зон интересов. Транспортные проекты между Азией и Европой и создание единого железнодорожного пространства будут сильно испытывать на прочность эту формулу диалога. Гармонизация технологий для операторов с технологиями, предназначенными для администраторов инфраструктуры это ключ к росту объемов транспорта по железной дороге и к снижению уровня риска проведения бесполезных инвестиций. Пограничные участки между различными сетями и культурами (границы пространства 1435/1520, морские порты и пр.) будут являться зонами проведения этого упражнения общения. В конечном итоге важным будет являться движение товаров, а не движение коммерции/железнодорожной техники. October 2011 | www.railwaypro.com
2 cOntent
cOntent 3 Leaders
POLICIES & STRATEGIES
ПОЛИТИКА И СТРАТЕГИЯ
16 26
Baku-Tbilisi-Kars line, vital section of the Eurasian network Линия Баку-Тбилиси-Карс - крайне важный участок Евразийской сети
The railway line will also help develop an integrated railway freight transport network between Europe and Asia Линия Баку-Тбилиси-Карс небольшая по сравнению с крупными глобальными проектами, но является ключевым участком межконтинентального транспортного коридора.
POLICIES & STRATEGIES
32 Freight needs paperless
transport
48 Development of the
photo: club feroviar photo: wikimedia
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 Vlad Roşeanu vlad.roseanu@railwaypro.com Editors: Elena Ilie elena.ilie@railwaypro.com Pamela Luică pamela.luica@railwaypro.com Teodor Turcu teodor.turcu@ railwaypro.com 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
1
Chicken and egg
NEWS
5
Russian Railways and British Government sign partnership for modernisation of stations
5
Romanian 2020 Railway Platform was launched LEX
36 CIM/SMGS, freight transport interoperability on the Eurasian market
Interview with Mr. Philippe Citroën, Director General of the Union of the European Railway Industries (UNIFE)
Мы не можем допустить, чтобы средства, выделенные на железные дороги, были перенаправлены на другие виды транспорта “The European Commission with its recently published White Paper gave the rail sector a clear mandate to shape the future of transportation in Europe.”
31 The success of rolling motorways consists in higher costs for road transport 34 Role of freight transport in the logistics chain
PRODUCTS & TECHNOLOGIES
MARKET DEVELOPMENT
Editor’s note
We cannot accept that EU funds allocated to rail would be diverted to other modes of transport
Европейский железнодорожный транспорт имеет все необходимые ресурсы для того, чтобы успешно справиться с ними.Нужно лишь найти способ оказания более сильной поддержки железнодорожному транспорту.
single European railway area still questioned by institutions
the railway business magazine
ЛИДЕРЫ
35 Railway transport
imposes against maritime transport on long distances
Редакционная статья
1
Яйцо или курица
ЛЕКС
36 CIM/SMGS -
интероперабельность товарных перевозок на евразийской платформе
37 Новые пояснения насчет подсистемы управления- контроля и сигнализации на борту составов ПОЛИТИКА И СТРАТЕГИЯ
16 Линия Баку-ТбилисиКарс- крайне важный участок Евразийской сети 24 Увеличение объёмовтоваров требует развития транспортных мощностей 32 Для товаров нужен транспорт без бумаг
21 Грампет Груп крупнейшая в Румынии и в Юго-Восточной Европе частная железнодорожная группа 22 Вектрон производства РАЗВИТИЕ РЫНКА компании Сименс является локомотивом последнего 31 Успех подвижного автомагистралей состоит в том, поколения более высокие затраты для ПРОИЗВОДСТВО автомобильного транспорта И ТЕХНОЛОГИИ 34 Болгария ожидает 30 Новые технологии восстановления товарных строительства товарных перевозок в 2011 году вагонов 38 RMG кранов, решение 34 Роль грузовых перевозок для быстрой загрузки в логистической цепи поездов в интермодальных 41 Россия показывает свою терминалов важность на Евразийской 39 Увеличение объёмов платформе товаров обусловливает 42 Ретехнологизация необходимость производства для повышения локомотивов для увеличения конкурентоспособности объемо перевозок 48 Развитие единой европейской сети ставится под вопрос различными учреждениями
RAILWAY DAYS 2011
18 Одна железная
40 Единые перевозки
грузов по железной дороге? Это возможно
дорога, приспособленная к геотехнической специфике 43 Мы можем „научить” для каждого вида состава грузовики ездить по железной дороге 20 TRAXX Bombardier P160 44 вагонов с тележками AC локомотива
45 производители локомотивов постоянно адаптируются к запросам клиентов с помощью внедрения новых технологий ЛИДЕРЫ
26 Мы не можем допустить, чтобы средства, выделенные на железные дороги, были перенаправлены на другие виды транспорта ОХРАНА ОКРУЖАЮЩЕЙ СРЕДЫ
25 Системы для осуществления манёвров с вагонами обеспечивают надёжность и эффективность процесса 46 Перегрузка товаров становится эффективнее в результате автоматизации деятельности СТАТИСТИКА
47 Торговли, грузовых и статистика
39 Increasing freight volumes require new locomotive manufacturing technologies
40 Seamless transport of 41 Russia turns potential into goods by rail now possible
account in the Eurasian Platform
42 Retechnologisation for
increased competitiveness RAILWAY DAYS 2011
18 Tracks for all terrains and
trains
43 We can “teach” trucks to run on railways 44 Variable gauge systems, a smart solution for increasing the efficiency of cross-border rail traffic
20 Bombardier’s TRAXX P160 45 New shunting locomotive manufacturing solutions enable AC locomotive cost-efficiency 21 GRAMPET GROUP, 37 New clarifications on the competitive on the European RESEARCH & DEVELOPMENT on-board command & control rail market and signalling 25 Wagon shunting systems 22 An universal locomotive ensure reliability and efficiency POLICIES & STRATEGIES for rail transportation in Europe 46 Automated activities 16 Baku-Tbilisi-Kars line, vital PRODUCTS & TECHNOLOGIES is what makes transhipment section of the Eurasian network efficient 38 RMG cranes, a solution Statistics 24 Increasing freight volumes for faster loading of trains in require transport capacity intermodal terminals 47 Freight statistics development
www.railwaypro.com | October 2011
October 2011 | www.railwaypro.com
news 5
RUSSIA: RZD and British Government
have signed a Memorandum of Understanding for cooperation in the modernisation of railway stations and transport hubs. Railway stations in Saint-Petersburg, Tver and Rostov, as well as Yaroslavl-Main and Yaroslavl-Moscow, have been selected as pilot projects. Construction work is scheduled for completion in 2013-2015. Cooperation is aimed at developing and strengthening the ties between Russian Railways and British companies and supporting and encouraging joint partnership programmes.
Vladimir Yakunin said. The board of directors of Russian Railways, which owns a 51% stake in TransContainer, approved in April to tender a 25% stake, estimated at USD 347 Million. FESCO, Globaltrans and Global Ports indicated their interest in this asset.
photo: www.russianrail.com
Deutsche Bahn has new infrastructure projects
Priority areas for Russian-British cooperation include the joint preparation of construction documentation and the financing of railway station modernisation projects. Russia and Great Britain wish to attract foreign investments in the Russian rail sector. Thales wins new contracts in Poland POLAND: Thales announced it had won
8 contracts with the Polish infrastructure manager Polskie Linie Kolejowe (PKP PLK S.A) for the modernisation of the E30 rail corridor. Contracts are totalling EUR 87 Million and include the design, delivery, installation and operation of signalling systems. The project will be finalized by mid-2013. Alstom signs agreement with KTZ Kazakhstan: Alstom and Kamkor, the industrial subsidiary of the rail company Kazakhstan Temir Zholy (KTZ), signed an agreement protocol which stipulates the set up of a joint-venture to manufacture switch motors in Kazakhstan. The joint-venture will be equally managed by the two companies. Its set up will become effective after both parties will agree on the articles of incorporation.
Government postpones the selling of 25% of TransContainer RUSSIA: The Russian Government is considering postponing an auction for a 25% stake in container shipping company TransContainer until 2012 from 2011, state-owned Russian Railways President
ZSSK Cargo to be tendered in the spring of 2012 INTERNATIONAL: The Slovak Ministry of Transport will launch the tender for the sale of a majority stake in ZSSK Cargo in spring 2012, the Minister of Transport, Jan Figel, said. The name of the prospective investor will be known by summer 2012. The ministry will sell at least 66% of ZSSK Cargo. ZSSK Cargo has a basic capital of EUR 401.7 Million. photo: www.trcont.ru
Russian Railways and British Government sign partnership for modernisation of stations
International: Deutsche Bahn announced to set a fund worth EUR 130 Million for the modernisation of the railway infrastructure. The fund will be dedicated to a number of 49 small pilot-projects to be developed by 2015. Most of the projects analysed by DB out of the nearly 100 proposed projects concern regional passenger transport and freight transport.
EBRD finances the upgrade of Corridor VIII section Macedonia: Public Enterprise for Railway Infrastructure Macedonian RailwaysSkopje (‘PE MR Infrastructure-Skopje) intends using the proceeds of a loan from the European Bank for Reconstruction and Development to finance the rehabilitation of a 30.8 km section of Corridor VIII, section from Kumanovo to Beljakovce. The proposed project, which has a total estimated cost of Euro 54.3Million equivalent, will require the procurement
Россия: РЖД и правительств Великобритании подписали Меморандум понимания в сфере сотрудничества по проектам модернизации железнодорожных станций и транспортных узлов. Польша: Талес объявил о том, что подписал восемь контрактов с PKP PLK в сфере модернизации железнодорожного коридора E30. Казахстан: Альстом и Камкор подписали протокол соглашения о создании в Казахстане совместного предприятия в партнёрстве для выпуска двигателей, приспособленных для стрелочных переводов. Россия: Правительство России намеревается отложить до 2012 года закупку пакета 25% акций оператора.
of the following goods, works and services rehabilitation of about 30.8 km of Corridor VIII would take the form of replacement of concrete sleepers and the provision of new rails where applicable, and ballast as well and constructions of the overpasses and underpasses, constructions of the for railway stations with station facilities and also construction of bridge. Tendering for the above contracts is expected to begin in the 2nd quarter of 2012. Brunswick Rail bought Proftrans Russia: Rolling stock leasing company, Brunswick Rail, has announced the purchase of the rail operator Proftrans. Proftrans is specialized in the rail transport of metals and has a fleet of 1,647 open wagons. With this deal the company has not only expanded its fleet, but has also gained the ability to act as a rail operator on commercially attractive routes.
Словакия: Министерство транспорта Словакии объявит тендер на продажу мажоритарной доли в ZSSK Cargo весной следующего года. В мире: Компания Deutsche Bahn объявила об открытии фонда в размере 130 миллионов евро для модернизации железнодорожной инфраструктуры. Македония: Компания железных дорог Македонии собирается взять займ в ЕБРР на модернизацию отсека от Куманово в сторону Беляковце протяженностью 30,8 км. Данный участок входит в состав VIII панъевропейского транспортного коридора. Россия: Российская компания по лизингу подвижного состава Brunswick Rail объявила о закупке железнодорожного оператора Профтранс. October 2011 | www.railwaypro.com
6 news
news 7
BULGARIA: The first container block train has been received at the new intermodal transport terminal in Bulgaria’s capital Sofia and Bulgaria’s Transport Ministry is going to grant all support to the use of container block trains in the country, according to Deputy Minister of Transport, Kamen Kichev. “This type of transport service is the future of the freight transport segment. The Ministry of Transport and Communications is ready to support the operators,” said Kichev. The pilot unit train with 24 railway cars carrying 24 containers loaded in the Slovenian capital Ljubljana arrived in Sofia. Until now, container block trains had only passed through Bulgaria but had never been used on Bulgarian territory because of the lack of intermodal transport terminals with sufficient capacity. The arrival of the first container block train
New rail project in Siberia RUSSIA: Russian mining company Norilsk Nickel plans to invest RUB 7.4 Billion (EUR 176 Million) this year to build a railway line to two new mines in Siberia. The link will transport copper and molybdenum from the Bystrinskoe and Bugdainskoye deposits where the company plans to start production in 2015-2016.
Siemens to implement ETCS for SBB INTERNATIONAL: Siemens has secured
a contract from Swiss Federal Railways (SBB) to supply, install and maintain equipment for its European train control systems (ETCS) Level 1. The contract is worth EUR 125 Million. Siemens will convert around 9,000 train protection elements across the SBB network to ETCS using Trainguard 100. The company will also maintain SBB’s existing signalling system for a period of 25 years. Work will be undertaken in eight geographical phases between 2012 and 2017.
В мире: Компания Ansaldo STS объявила о том, что к ней поступили заказы из Дании, Индии и Италии на общую сумму 183 млн. евро. Россия: Горно-металлургическая компания “Норильский Никель” намеревается вложить 7,4 млрд. рублей в этом году в строительство железной дороги, которая будет соединять две новые шахты, расположенные в Сибири. В мире: Компания “Сименс” выиграла тендер на заключение договора со швейцарской компанией SBB на поставку, настройку и обслуживание системы ETCS уровня 1. В мире: Etihad Rail - компания, www.railwaypro.com | October 2011
CSR wins contract in UAE International: Etihad Rail, the developer and operator of the UAE’s railway network, said it has appointed China South Locomotive & Rolling Stock Corporation Limited (CSR) to supply 240 covered wagons to transport granulated sulphur in the Western Region of Abu Dhabi. The contract consists in the delivery of 240 covered wagons for the transport of granulated sulphur. No value for the contract was disclosed. This rolling stock award represents another key step forward in the plans to deliver the first stage of the network by the end of 2014.
Latvia reports growth in rail transport INTERNATIONAL: In the 2nd quarter
of 2011 the volume of freight carried by railways has increased in Latvia to 15.05 million tonnes, 25.4% more than in the same period of 2010. созданная в Объединённых Арабских Эмиратах для развития национальной железнодорожной сети - предоставила контракт на поставку подвижного состава компании China South Locomotive & Rolling Stock Corporation Limited. Болгария: Первый контейнерный поезд прибыл в на интермодальный терминал Софии Яна, а Министерство транспорта готово оказать поддержку для использования таких поездов в Болгарии. В мире: Bombardier может получить контракт на сумму около 138 миллионов евро на модернизацию поездов в
New hopes for China-KyrgyzstanUzbekistan line
The biggest share of the amount was that of import freight volumes, with 12.41 million tonnes. Domestic traffic had the highest share of 0.21 million tonnes. Overall, 29.89 million tonnes of freight were carried in the first half of the year. The number of passengers that travel by train in the second quarter of the year amounted to 5.28 million, 1.2% more compared to 2010. Overall, 9.76 million people chose rail transport in the first half of 2011. Bombardier might win new order in UK INTERNATIONAL: Bombardier might win
a new contract worth around GBP 120 Million (EUR 138 Million), according to the London press, after the Department for Transport in UK said it might upgrade trains on a line between Penzance in southwestern England and Aberdeen in Scotland. If the government-backed project goes ahead, Bombardier would likely win > Великобритании. Болгария: На период 20142020 гг. администратор болгарский железнодорожной инфраструктуры готовит проекты общей стоимостью 4 млрд. евро. В мире: Китай и Кыргызстан могут заключить договор на строительство линии Китай-Кыргызстан-Узбекистан. В мире: По причине увеличения спроса, компания Железных дорог Хорватии объявила о том, что может запустить контейнерные поезда в сторону Словакии и Чехии.
International: China and Kyrgyzstan could launch an agreement for building China-Kyrgyzstan-Uzbekistan line. Kyrgyzstan’s Prime Minister, Almazbek Atambayev, will travel to China to discuss the details of the project. The 268-km line will significantly cut travel time between China and Central Asia. The project is estimated at more than USD 2 Billion (EUR 1.5 Billion). According to a 2009 agreement, China National Machinery Import & Export Corp. will be responsible for building the project, the Chinese part will supply the equipments and the work force. Financing means have not been defined yet.
RegioJet competes Ceske Drahy starting with September
Ceske Drahy. In the future, RegioJet plans to increase the daily number of trains on the route to 18.
Czech Rep: RegioJet, the new railway operator of the travel services company Student Agency, launched its ticket sales on September. Traffic on the new RegioJet route between Prague and the Moravian-Silesian city of Havířov will be opened on September 26, with a total of three connections in each direction per day. The company will thus seriously compete the Czech Railways on this route, especially since tariffs will be almost half the price asked by
photo: www.regiojet.cz
INTERNATIONAL: Ansaldo STS was awarded orders totalling EUR 183 Million in Denmark, India and Italy. In Denmark, Ansaldo received an additional rolling stock order for the automated underground project Cityringen, estimated at EUR 122 Million. The construction of the units will be entrusted to AnsaldoBreda. In India, Ansaldo STS received a contract for the design, construction, installation and operation of a train control system for the underground in Calcutta. The contract is estimated at EUR 46 Million. In Italy, the consortium which includes Ansaldo STS won the tender for the extension of line B of Rome underground. Ansaldo will deal with the construction of the signalling and communications systems, worth EUR 15 Million.
> the contract because it built the existing trains on the line. Such an order could permit Bombardier not to severely cut jobs at its Derby plant, as previously announced.
at the Yana station in Sofia is the result of a joint project between the state-owned company BDZ Freight Services EOOD and a private firm, Ecologistics EOOD, for the creation of a new transport service – transportation from Ljubljana to Sofia by unit train with 40-feet containers. By the end of 2011, the Yana railway station will process about 400 containers delivered by unit trains from the Adriatic port of Koper, Slovenia, which means that each week one container block train will travel from Ljubljana to Sofia.
Gotthard Tunnel to be inaugurated earlier
April this year. Therefore, the Romanian Ministry of Transport and Infrastructure asks the Government to increase the subsidy granted to CFR Călători compared to the level approved in April from EUR 238 Million to EUR 320 Million. “After the amendment of the state budget for 2011, CFR Marfă would have benefited
INTERNATIONAL: Gotthard railway tunnel (Switzerland) could be opened in 2016, a year earlier than initially planned. The Switzerland Federal Transport Office, the AlpTransit Gotthard SA constructor and the railway company SBB announced that they were making efforts to launch regular services in the tunnel by the end of 2016. The project will reduce travel time between Switzerland and Italy and will increase the volume of carried freight. The tunnel will have a maximum capacity of 7 trains/h in each direction.
Croatia to launch freight transport services to Slovakia and the Czech Republic INTERNATIONAL: Croatian state-owned railway group HZ Holding said it plans running block trains to Slovakia and Czech Republic, in response to interest from potential customers. At the beginning of the month, the company dispatched block train with a gross weight of 1,239 tonnes from the Adriatic port of Rijeka to Budapest which arrived at its destination 2 days, HZ Holding said.
Ministry of Transport and Infrastructure approved the ratified budgets of rail companies for 2011 ROMANIA: Romanian Ministry of
Transport and Infrastructure (MTI) has submitted to the approval of the Romanian Government a draft law on the approval of the revised income and costs budget for 2011 of CFR SA, CFR Călători and CFR Marfă. The income and costs budget for 2011 was revised after the company observed the limits of the amount received from the state budget as interests from the foreign loans contracted by credit ordinators, programmes with reimbursable financing, ISPA programmes, ISPA non-eligible costs, non-reimbursable foreign financing projects, Cohesion Funds programmes, other post-accession facilities and instruments, costs related to the reimbursable national Development Fund financing programme”, shows the substantiation of the draft law. Thus, the Transport Ministry wants to ratify CFR SA’s budget for the current year so that the company’s losses would be smaller than the initially estimated ones, of around EUR 82 Million compared to EUR 175 Million as estimated in the draft budget adopted in
photo: Club Feroviar
BDZ Freight and Ecologistics launch the container train service
photo: www.ecologistics.bg
Ansaldo wins new contracts totalling EUR 183 Million
from an equity increase by the end of September, which would have stopped the amount of losses and arrears by December 31, 2011. As this activity was not finalized, currently the company is in the impossibility to reduce its arrears and implicitly its additional costs with accessories. Consequently, by December 31, 2011, the level of arrears is expected to grow”, shows the recitals included in the draft law proposed by the Romanian Ministry of Transport and Infrastructure (MTI) on the approval of the income and costs budget of CFR Marfă for 2011. Therefore, CFR Marfă’s losses will increase to around EUR 45 Million compared to EUR 15.5 Million as stipulated in the draft budget launched at the beginning of the year. Румыния: Министерство транспорта и инфраструктуры (MTI) направило Правительству Румынии на рассмотрение проект нормативного документа об утверждении корректировки бюджета доходов и расходов железнодорожных компаний на 2011 год. Азербайджан: RegioJet, новый железнодорожный оператор туристической компании Student Agency, с сентября запустил продажу билетов. В мире: Железнодорожный туннель
RZD to run a ‘demonstration’ train to North Korea RUSSIA: RZD has said they are planning to run a ‘demonstration’ train between Hasan in Russia and Rajin in North Korea. The project aims to reconstruct an existing section of the railway, the Port of Rajin cargo terminal, and the subsequent use of this infrastructure for transit, with access to the Trans-Siberian Railway. The shortest path between the European Union and Southeast Asia (a region which produces up to 70% of the world’s GDP) is through Russia. In the course of the reconstruction project in 2011, Russian Railways will install 56 track switches and more than 64 km of main and secondary rail routes. To date, 36 track switches have been installed by contractors, who have repaired 14.6 km of secondary tracks and 6 km of the main line.
в массиве Готтард (Швейцария) может быть сдан в эксплуатацию в 2016 году, за год то того, как было запланировано раньше. Венгрия: Венгерский оператор транспорта пассажиров MAV-START намеревается закупить 88 поездов до конца 2015 года. В мире: Российские железные дороги планируют запустить пробный поезд по маршруту Хасан (Россия) и Раджин (Северная Корея). October 2011 | www.railwaypro.com
8 news EC doesn’t agree with the transfer of EU railway funds to roads POLAND: In a press declaration for the
Polish agency Polska Agencja Prasowa (PAP), Siim Kallas, the European commissioner for transport said that the European Commission doesn’t agree with the transfer of EU funds from railway transport to road transport previously proposed by the Polish Government. “As regards the transport policy, we are against such a change. I have exchanged letters with the Polish Government but it is hard to believe that this is the right decision”, declared Commissioner Kallas for the PAP agency.
Ukrzaliznytsia will develop electronic document circulation with CIS countries INTERNATIONAL: The Ukrainian state-
owned company will develop electronic document circulation in the external cargo connection. The initiative of Ukrzaliznytsia was supported by the nearest neighbours: Russia and Belarus. Starting with next year, all transfer documents between Ukrainian and Russian railway administrations will be made out in an electronic type. The pilot test will be made on the KharkovBelgorod route, first of all for empty cars, and then for loaded. EUR 4 Billion investment in rail infrastructure BULGARIA: Bulgaria’s National Railway Infrastructure Company is preparing investment projects totalling EUR 4 Billion between 2014 and 2020, writes the online daily limun.hr. The bulk of the funding for these projects will come from the EU’s Operational Programme Transport, the company’s deputy director Hristo Alexiev said.
Turkmenistan to commission railway to Kazakhstan soon INTERNATIONAL: A section of NorthSouth railway, connecting Turkmenistan and Kazakhstan will be put into operation, an official Turkmen source said. Turkmen President Gurbanguly Berdimuhammadov stressed “international significance of the project on construction of the NorthSouth transnational railway, which is designed to be a reliable transport corridor between the countries of the Eurasian continent.” “Commissioning of this railway section will contribute to the further development of economic cooperation and strengthening of age-old good-neighborly relations between two countries,”Berdimuhammadov said. The question is about laying transport corridor with total length of 686 www.railwaypro.com | October 2011
The Commissioner underlined that he was not making an official statement and that his declarations cannot be considered a position of the European Commission on the matter, but that they should be interpreted as an expression of rejection of the amendments proposed by the Government in Warsaw. We wish to recall that at the beginning of August, the Railway Associations in Poland, backed by the European Rail Freight Association (ERFA) and Rail Transport Forum sent a letter of intent to the Polish Government to transfer the European funds dedicated to railway transport to roads, which would cause the interruption of the rail infrastructure modernisation process.
kilometers, which passes through three states, including: 146 km - through Kazakhstan, 470 km -Turkmenistan, and 70 km - Iran. First production resulting from Alstom-TMH partnership: EP20 locomotive INTERNATIONAL: Alstom Transport and Transmashholding (TMH) have unveiled the first joint production resulting from the strategic partnership established in Russia between the two companies: an electric locomotive for EP20 passenger trains. The locomotive’s development by a newly created joint venture – the “TRtrans” engineering centre – took just seven months. This first production will be followed in a few months by another electric locomotive: the 2ES5 locomotive designed for freight transport. Since their alliance in 2008, the two partners have received orders for a total of 700 locomotives for Russian Railways (RZD) and Kazakhstan Railways (KTZ) totalling EUR3.5 Billion. The EP20 locomotive is presented at Expo 1520, held on 6-9 September in Moscow. This new-generation locomotive, ordered by Russian Railways in view of the 2014 Olympic Games in Sochi, was inspired by the latest Alstom locomotive – the Prima II –, and by Russian models designed and manufactured by TMH. Yet the EP20 is not a simple adaptation of existing В мире: Украинская государственная компания Укрзалізниця будет разрабатывать систему эксклюзивного использования электронной документации для перевозок грузов на экспорт. Болгария: На период 20142020 гг. администратор болгарский железнодорожной инфраструктуры готовит проекты общей стоимостью 4 млрд. евро. В мире: Будет сдан в эксплуатацию железнодорожный участок, принадлежащий Транспортному коридору Север-Юг. Он будет соединять Туркменистан и Казахстан. Польша: Сийм Каллас, Комиссар по транспорту, уточнил, что ранее предложенный Правительством Польши
models. It was designed specifically for the CIS market and features the very latest in technology. The EP20 is the first triple-bogie passenger locomotive (BoBoBo) capable of operating at speeds of up to 200 km/h on both voltage systems in use in Russia. Its asynchronous motor is rated at 7200 kW, making the EP20 one of the world’s most powerful passenger train locomotives. Georgia and Azerbaijan to create Eurasian transport corridor INTERNATIONAL: Georgia and Azerbaijan railway companies will create a Eurasian transport corridor on the Caspian Sea-Black Sea transport axis. It is estimated that this route will be the shortest to link Central Asia to Europe. Georgian Railways announced the implementation of a strategic project (“Rapid Railway”) that will supply complete modernisation of the railway network in the central area and the construction of new lines through Rikoti. Also, Azerbaijan Railways have launched a program for the modernisation and rehabilitation of infrastructure, part of the development program. The rolling stock will be rehabilitated and renewed by 50 new electric locomotives and 4,000 cars.
MAV-START wants to buy 88 trains HUNGARY: Hungarian passenger
operator MAV-START plans to buy 88 trains by the end of 2015. The contract is estimated at HUF 200 Billion (EUR 720 Million). The company will try to get European funds to finance the project within the modernisation programme initiated in 2010. The tender would be launched by the end of the year. перенос средств ЕС, предназначенных для железнодорожного транспорта, к автодорожному сектору не является решением, с которым Европейская комиссия может согласиться. В мире: Альстом Транспорт и Трансмашхолдинг запустили первый совместный продукт, полученный в результате стратегического партнерства, созданного двумя компании в России: электрический локомотив для пассажирских поездов EP20. В мире: Железнодорожные компании Грузии и Азербайджана создадут евразийский транспортный коридор по оси Каспийское море - Черное море.
10 news
news 11
Zhetygen-Korgas railway will be finished by the end of 2011
Russian Railways working to produce ‘express container trains’
INTERNATIONAL: The deputy Minister of Industry and New Technologies of Kazakhstan Asset Issekeshev has found out that the construction of the Zhetygen-Korgas railway project will be finished by the end of this year, Caspionet reported. This information about the construction of the ZhetygenKorgas railway line was given to him at a meeting with the Khorgos International Centre of Frontier Cooperation. Both projects are the part of the accelerated industrial and innovative development programme. The Zhetygen-Korgas railroad will both increase travel between Kazakhstan and China and become a transportation corridor between Europe and Asia.
RUSSIA: Two subsidiaries of Russian Railways, RZD Logistics and TransContainer, are working on a joint project to produce express container trains. They are currently being tested on the route between Yekaterinburg and St. Petersburg. The first container train, 01213, left Yekaterinburg at 16:20 GMT on 9 September, and arrived in St. Petersburg at 12:20 am on 12 September. The train covered 2,300 km in 68 hours. The operation of such trains is an ‘important step in the introduction of cutting-edge transportation and logistics services’. According to Russian Railways president Vladimir Yakunin, the company’s primary objective in this field is to increase the competitiveness of rail transportation in container traffic. Accord-
taken over by three new dependent companies: Infrastructure, Passenger Transport and Cargo Transport. The holding will also include four existing subsidiaries. Slovenske zeleznice have already been organised as a holding between 2003 and 2007. MAV completes bond sale HUNGARY: State-owned rail company
The length of the railway is 293 kilometres. The road will have 14 new operation points, including the Altykol station. The construction of the railway station, the administrative building and the hotel will be finished together with the railroad. The map of Kazakhstan will see another residential area. The village, which still does not have a name is designed for the staff of the railroad. Slovenske Zeleznice becomes holding SLOVENIA: Since the beginning of September, Slovenian Railways has become holding again. The new organisation scheme of the company will have a final form on January 1, 2012. Slovenske zeleznice will remain the parent company, while the main activities of the holding will be
www.railwaypro.com | October 2011
MAV Zrt. has successfully concluded a bond issue worth HUF 35 Billion (EUR 127 Million). Credit Agricole Corporate and Investment Bank’s (ACA.FR) Hungarian branch bought 29% of the issue, Hungary’s Takarekbank purchased 63% and Hungarian Granit Bank the remaining 8%. The Hungarian state is legally required to provide guarantee of payment once the three-year bonds mature. MAV said that the funds В мире: Строительство железной дороги Жетыген-Коргас будет завершено до конца 2011 года. Она будет способствовать усилению транспортных связей между Казахстаном и Китаем, и одновременно будет выступать транспортным коридором между Европой и Азией. У железной дороги будет 14 точек управления, включая станцию Алтыколь. Словения: С начала сентября Железные дороги Словении образовали новый холдинг. Новая схема организации компании будет завершена к 1 января 2012 года. Холдинг включает в себя три компании - по Инфраструктуре, по Пассажирскому транспорту и по Товарным перевозкам. Венгрия: Венгерская компания MAV успешно завершила выпуск облигаций стоимостью 35 миллиардов форинтов (127 млн. евро). Срок “созревания” облигаций составляет три года. Средства будут использоваться для финансирования текущих операций. В мире: Швейцарская железнодорожная компания SBB намеревается снизить затраты на 550
ing to RZD Logistics director general Pavel Sokolov, fast container trains connecting Yekaterinburg with St. Petersburg would offer a convenient and reliable shipping service to Urals-based exporters.
Ukrzaliznytsia could raise loans from Russian banks
First train to travel on Baku-TbilisiKars line at the end of 2012
UKRAINE: The state railway company could raise loans from Russian banks to buy locomotives. The rolling stock could be purchased from local manufacturer Luhanskteplovoz and Georgia’s Elmavalmshenebeli. Among the participants in the talks are Sberbank of Russia, Vnesheconombank and VTB Bank. Credits could amount to UAH 28.67 Billion (EUR 2.6 Billion). The talks are being held on four lots, each of which foresees a separate agreement.
INTERNATIONAL: The first test train on the new railway Baku-Tbilisi-Kars is planned to be launched at the end of 2012, Deputy Transport Minister Musa Panahov announced, saying that works on the project were carried out. He reminded that the construction of the Baku-Tbilisi-Kars in the territory of Azerbaijan and Turkey has been completed. Azerbaijan allocated
World Bank refuses loan for BDZ
from the issue will be used to finance everyday operations. It added that due to its improving credit ratings on the back of a cooperation agreement with the Hungarian state, it will be looking to issue more bonds in the future as a source for funding. SBB to cut costs INTERNATIONAL: Swiss railway company
SBB wants to cut costs by CHF 550 Million (EUR 640 Million) by 2017. These cost-saving measures, next to the increasing tariffs will serve to financing rolling stock acquisition, as well as higher infrastructure access fees. Under the cost-saving programme, efficiency will be improved, but jobs will be cut as well. The company’s CEO, Andreas Meyer, refused to say how many jobs will be cut. миллионов франков (640 миллионов евро) до 2017 года. Эти меры по снижению затрат, вместе с повышением тарифов, будут способствовать финансированию приобретения нового подвижного состава и уплаты налогов на использование более крупномасштабной инфраструктуры. Россия: РЖД Логистика и ТрансКонтейнер - филиалы компании “Российские железные дороги” - наладили сотрудничество по совместному проекту внедрения товарных поездов экспресс, предназначенных для контейнерных перевозок. В настоящее время запущены пробные поезда по маршруту Екатеринбург - Санкт Петербург. Украина: Укрзалізниця может взять кредиты в российских банках на приобретение локомотивов. Подвижной состав будет закупаться у отечественного производителя Лугансктепловоз и у грузинской компании Эльмавалмшенебели. Среди российских банков, с которыми Укрзалізниця ведет переговоры Сбербанк, Внешэкономбанк, ВТБ.
INTERNATIONAL: The World Bank has refused for the time being to grant a restructuring loan for the Bulgarian State Railways BDZ, according to BDZ CEO Yordan Nedev. Nedev explained that BDZ needs to demonstrate much better management in order to hope they can get the long-discussed loan. The long-awaited credit would amount to BGN 460 Million (EUR 237 Million).
Ukrzaliznytsia does not correlate investments with needs UKRAINE: National railway company Ukrzaliznytsia estimates annual necessary investments at around UAH 20 Billion (EUR 1.8 Billion), said a councillor of the General Manager, Yuriy Fediushyn.
В мире: Всемирный банк пока отказал в предоставлении кредита, необходимого для реструктуризации болгарский компании БДЖ. Об этом заявил исполнительный президент БДЖ, Иордан Недев. Украина: Украинская компания Укрзалізниця оценивает необходимые ежегодные инвестиции в размере около 20 миллиардов гривен (1,8 млрд. евро). Об этом заявил советник генерального директора, Юрий Федюшин. В мире: Новый рост налога на использование инфраструктуры, предложенный администратором французской железнодорожной инфраструктуры RFF может ставить под угрозу доходы SNCF. Самый существенный рост предлагается
UAH 12-15 Billion (EUR 1.1 – 1.4 Billion) of the amount will be allocated to rolling stock and another UAH 8 Billion (EUR 0.7 Billion) to rail lines, communications networks and energy. However, for now, the company cannot invest more than UAH 6-7 Billion per year in development, he said. Track access charge increase worries SNCF INTERNATIONAL: The new track access charge increase proposed by the French rail infrastructure manager, RFF, could significantly endanger SNCF’s incomes. The most significant growth is that for high-speed trains, where RFF would want to increase the track access charge by 7.4%. The increase will thus be less significant than in the last two years, 11% in 2010 and 11.7% in 2011, but since high-speed transport is the pillar of SNCF’s profitability, the track access charge increase in this segment worries the French operator. The proposals initiated by RFF concern 2013 and will be submitted to negotiations with SNCF, the French regions and the railway regulatory authority, ARAF.
USD 200 Million to Georgia for realization of Marabda-Karsakhi project. Georgia has also received another USD 575 Million from Azerbaijan. These resources will give an opportunity to Georgia to build the 29-km new railway and pit-stop on the borders with Turkey and to reconstruct the old railway. The project is estimated at more than USD 600 Million. Annual transportation capacity of Baku-Tbilisi-Kars railway will be 17 million tones. Its construction is expected to be finished by the end of next year.
over half of Russia’s rail container transport market, said revenue in the period was also up 38.8 percent at RUB 13.8 Billion. “The Russian container transportation market retains the potential for further growth ... driven by economic growth and consumer demand,” the group said in a statement. The health of rail companies is often used as a barometer for the economy as a whole as they transport the metals and resources that are its lifeblood. London-listed shares in Transcontainer were down 4.7 percent by 1223 GMT on a bleak day for global stock markets, although at USD10 they remain above their initial public offering (IPO) price of USD 8 each. The company was floated by state-owned monopoly Russian Railways in 2010 as part of a long term fund-raising plan.
TransContainer says H1 profit up seven fold
Estonian government decides to support “Rail Baltica”
RUSSIA: Rail firm TransContainer said profit increased seven-fold in the first half of the year to RUB 1.4 Billion (USD 44.5 Million), while forecasting medium-to-long term growth. The company, which controls
ESTONIA: The Estonian economy minister Juhan Parts has announced at the government’s press conference on Thursday that the Estonian state supports building “Rail Baltica” and hopes now that Latvia, Lithuania and Brussels will make their decisions too. Parts hopes that the construction of the European high-speed railway on the route Tallinn-Pärnu-Riga, and further on to Poland would start in the next EU budgetary period that begins in 2014. According to Parts, the plan is that Estonian Railways subsidiary EVR Infra will create a joint venture with Latvian and Lithuanian colleagues during the autumn which will start working on developing “Rail Baltica”. Parts stressed that the Estonian government has issued a very clear message of the wish to progress with the railway construction and he hopes that Latvia and Lithuania will decide the same and their decision will come this autumn. At the government meeting, the economy minister introduced today the final report of the feasibility study of Rail Baltic’s 1,435 mm rail width or European width railway line.
для высокоскоростных поездов - RFF хочет увеличить для них налоги на использование инфраструктуры на 7,4%. В мире: По линии БакуТбилиси-Карс первый поезд будет запущен в конце 2012 года. Об этом заявил государственный секретарь Министерства транспорта Грузии, Муса Панахов. Он уточнил, что в настоящее время продолжаются работы по строительству линии. Россия: Железнодорожная компания Трансконтейнер сказал прибыль выросла в семь раз в первой половине года до 1,4 млрд. рублей В мире: Эстонское правительство решит поддержать “Rail Baltica”. надеется, что строительство европейской высокоскоростной железной дороги по маршруту Таллинн-Пярну-Рига
October 2011 | www.railwaypro.com
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International: Club Feroviar Business Club, along with the main railway organisations, Alianţa Pro Calea Ferată (Romanian Pro Rail Alliance), Romanian Railway Industry Association – AIF, Romanian Railway Carriers Association – ATFER and the Employers Organisation for Rolling Stock Repairs – OPREMAR, launched the Romanian 2020 Railway Platform on September 15. “It is a private initiative consisting in a work group for the development of a strategy aimed at reviving the rail transport and industry in Romania. In fact, it is a support coming from the private environment for the state sector. The strategy we want to propose to the Romanian Ministry of Transport and Infrastructure will include all branches of the railway sector (infrastructure, passenger and freight transport), the liberalisation of the rail public transport (tramway and underground transport). The recently launched platform aims at developing research and development bodies in the field of passenger operations that would seek to adapt technologies to the Romanian network and to develop technological partnerships for new rolling stock systems, with positive effects in the railway industry”, declared Ştefan Roşeanu, Senior Partner Club Feroviar.
China and Kazakhstan open the free trade area INTERNATIONAL: In October, ChinaKazakhstan Horgas International Border Cooperation Centre is to open allowing the free movement of goods from China and Kazakhstan within the centre area. The centre’s construction began in 2007 with an investment of USD 138 Million. The 5.28-square kilometre facility is jointly operated by the Chinese and Kazakhstan governments. The facility provides sites for trade negotiation, warehouse and transport. Georgia receives EUR 500 Million financing for Baku-Tbilisi-Kars INTERNATIONAL: After the Azerbaijan
Government analysed the financing of Baku-Tbilisi-Kars project, Georgia will receive USD 575 Million to carry on works at the project. The credit agreement was signed between the Azeri Transport Ministry and the Georgian company Kartsakhi-Marabda. In Georgia the project will involve the construction of a new 29-kilometre stretch of railway and the reconstruction of an old 183-kilometre section. BakuTbilisi-Kars links Turkey, Georgia and Azerbaijan and has an estimated capacity of 6.5 million tonnes of freight. The total cost of the project is USD
www.railwaypro.com | October 2011
Therefore, in the coming two weeks, the first components of the work groups will be developed for the seven identified directions as follows: railway infrastructure, passenger transport, freight transport, railway sector liberalisation, tramway, underground transport, urban and suburban rail transport, research, development, innovation and the preservation of the railway patrimony. The objectives that the work group, set up under the aegis of the Romanian 2020 Railway Platform, will develop in the announced strategy include the development of a network with high commercial speeds, identifying the real potential of secondary rail lines and not permitting to be abandoned, transforming and building multimodal passenger and freight stations, optimising the rhythm of works on Corridor IV with the main objective of finalising the northern branch and upgrading priority sectors on the southern branch, as well as carrying on maintenance and repair works on corridor IX for ensuring the North-East-South link. The construction of the line Râmnicu Vâlcea – Vâlcele for attracting freight traffic on Valea Oltului, which could result in the decongestion of traffic on Corridor IV and reducing transport costs in Romania, as well as setting up the work group for the high-speed network and taking the first steps towards initiating construction works, these are the main objectives that
target the recovery of the railways. Other objectives include stabilizing the number of passengers carried by 2014 and ensuring an ascending trend, the increase in the passengers’ number by a minimum 3.5% per year starting with 2015, separating the market in short-distance and long-distance services and creating a metropolitan network, as well as integrating railway transport in metropolitan transport offers and developing suburban services.
1-1.2 Billion and the maximum capacity of the line is 17 million tonnes. The line could be finalized in 2013.
collaboration in cargo and passenger transportation. The priority in cargo transportation was given to transportation of component parts of Europe’s leading manufacturers to and from Kaluga using the existing routes and container shipping using high-speed trains. As for passenger transportation, Belarus Railways will maintain its focus on enhancing customer service. Therefore, Belarus suggested considering joint operation of BrestBerlin-Brest passenger service using the rolling stock of Deutsche Bahn.
DB and Belarus initiate railway collaboration INTERNATIONAL: Belarus Railways
and Deutsche Bahn have decided to join efforts. The cooperation prospects and terms were discussed at a recent meeting between head of Belarus Railways Anatoly Sivak and CEO of the German national railway Deutsche Bahn Ruediger Grube. The parties discussed
Румыния: Клуб Феровиар и основные железнодорожные организации - Альянс Про Каля Фератэ, Ассоциация железнодорожной индустрии (AIF), Ассоциация железнодорожных транспортировщиков (ATFER) и Патронажная организация по ремонту подвижного состава (OPREMAR) - 15 сентября запустили Платформу Румыния Феровиарэ 2020. В мире: В октябре откроется Международный центр таможенного сотрудничества Китай-Казахстан, и это будет способствовать свободному передвижению товаров между двумя государствами. В мире: Грузия получает
photo: Club Feroviar
Romanian 2020 Railway Platform was launched
500 миллионов евро для финансирования Баку-Тбилиси-Kars. The кредитное соглашение было подписано между азербайджанским Министерством транспорта и грузинская компания КарцахиМарабда В мире: После того, как азербайджанское правительство провело анализ финансирования проекта Баку-Тбилиси-Карс, и Грузия получит 575 миллионов долларов для продолжения работ по данному проекту. Соглашение о кредитовании было подписано Министерством транспорта Азербайджана и грузинской компанией KartsakhiMarabda.
14 news
news 15
INTERNATIONAL: French constructions company Vinci, in collaboration with billionaire Arkadi Rotenberg has offered its services for the extension of Moscow Metro and construction of parking lots in the centre of the Russian capital, informs “Vedomosti”. The 2 proposals are analysed by Moscow municipality. Currently, the capacity of Russian constructors is not enough to cover all the projects envisaged by Moscow municipality, a situation which increases the chances of Vinci to participate in the development programmes, declared the municipality’s representatives. The authorities are planning to inaugurate 14 underground stations
RATB implements projects for public transport development Romania: In 2010-2011, Bucharest
photo: Club Feroviar
Surface Transport Operator (RATB) managed to implement a series of projects for the development and modernisation of urban transport in Bucharest. In line with RATB’s strategy, a development priority is the mass production of trams at the Repair Plant. For this specific purpose, a joint-venture agreement was signed with Astra Vagoane Călători on the development of a 100% low floor high-capacity IMPERIO tram (prototype and mass production of at least 300 vehicles). Relevant for basic activities are also the activities carried out for varying passenger transport services, such as the establishment of ecumenical tourism
routes, the launch of night routes and of Bucharest’ city tour within the project called “Bucharest City Tour”, plus the partnerships signed to promote the operator’s image, but also to create facilities for public transport users with BCR and BRD (dual card). At the same time, RATB participated in the development of several research projects financed with European funds and plans to participate, as partner, in the development of four projects co-financed through the Financing Programme LIFE+2011 of the European Environment Fund and of a project cofinanced through the European social fund through SOPHRD. Moreover, RATB has extended its general www.railwaypro.com | October 2011
and place in service 75 km of underground network in 2 years. For this project, the municipality plans to allocate RUB 343 Billion (EUR 8.3 Billion) in the 2012-2014 budget.
photo: wikimedia
Vinci wants to participate in the extension of Moscow Metro
traffic management system including that of public transport called UTC – PT (Urban Transport Control - Public Transport Management). Europe needs to double public transport market share from 15% to 30% INTERNATIONAL: During a whole week, starting from 16 to 22 September, about 2.000 European towns and cities are taking part in the 10th edition of European Mobility Week, ‘Alternative Mobility’. The transport sector is the largest energyconsuming sector in Europe, with a yearly consumption of 140 million tonnes of oil equivalent and GHG emissions of 470 million tonnes of CO2 equivalent for urban transport alone. The increasing volume of travel by private cars is one of the major challenges to be tackled in order to reduce energy consumption and increase energy efficiency in our society and economy. In light of this, alternative mobility can help make urban life healthier. Supported by the International Association of Public Transport (UITP), В мире: Французская строительная компания Vinci совместно с миллиардером Аркадием Ротенбергом предлагают свои услуги для расширения московского метрополитена и строительства автостоянки в центре российской столицы. Румыния: В период 2010-2011 гг. Автономному транспортному управлению г. Бухареста (RATB) удалось внедрить ряд проектов по развитию и модернизации городского транспорта в Бухаресте. В мире: В период 16-22 сентября 2.000 европейских городов приняли участие в десятом выпуске Недели мобильности “Альтернативная мобильность”. Румыния: Construcciones y Auxiliar de Ferrocarriles (CAF) выиграла тендер на на поставку
the 2011 campaign is in line with UITP’s PTx2 strategy, which aims at doubling the market share of public transport worldwide by 2025. Concretely, in Europe, achieving PTx2 would mean doubling the market share of public transport from 15 to 30%, which would result in tripling the number of daily trips made by public transport. This would result in a reduction of urban transport GHG emissions in Europe from 470 to 380 million tons of CO2 equivalent in the year 2025, thus achieving EU targets of decreasing CO2 emissions by 20% by 2020.
> EUR 117 Million and CAF, with EUR 20 Million less (EUR 97 Million). According to Metrorex, the winner will have to deliver the vehicles in 38 months since the contract assignment and the company will pay for the products in 45 days.
Warsaw Metro will use the loan of PLN 322.6 Million (EUR 80.6 Million) to finance part of its programme to purchase 35 metro trains consisting of 210 individual wagons. The existing metro line requires 15 new trains and the new line 20 new trains. Once the second line is finished, the annual number of passengers using the underground system is expected to rise from 117 million to 179 million in 2014. “The project is an important step towards implementing Warsaw’s sustainable urban transport strategy, which aims to shift people away from using motorised transport (private cars and buses) to zero-emission public transport”, declared Jerzy Lejk, President of the Board of Warsaw Metro.
Kiev underground, upgraded with Japanese aid
“One of the provisions of the contract signed with CAF is that we could add another 8 trains to the order. The first of the 16 trains will be supplied at the end of next year”, said Gheorghe Udrişte, General Director Metrorex.
BKV to increase tariffs in 2011
and HUF 17.5 Billion (EUR 64 Million) in funding from the government in 2010. In the company’s 2011 business plan, BKV projects a slight increase in ticket revenues, and expects to receive grants of a combined HUF 29 Billion (EUR 107 Million) grant from the government and the city council in addition to the consumer price subsidies and normative support.
London subway needs improvements INTERNATIONAL: London subway must be improved before the 2012 Olympic Games, said London Assembly, the authority which surveys the activities of the British capital’s mayor. From August 2010 and January 2011, the London subway has suffered “the longest non-interrupted period of reduced reliability”, since the modernisation initiated in 2003, according to the report. The main cause of delays was the poor operation of signalling, trains and lines. According to the assembly, despite recent modernisation works, it will take at least five years until “major improvements” in terms of capacity and travel time will be visible.
Warsaw Metro to buy new rolling stock with EBRD financing POLAND: EBRD supports the modernisation of the Polish public transport infrastructure with a new loan to co-finance the acquisition of new, energy efficient rolling stock by Warsaw Metro. The loan will be allocated on a period of 13 years.
HUNGARY: The debts of Budapest public
transport company BKV will amount to HUF 72.4 Billion (EUR 266 Million) by the end of this year, the company said in its 2010 consolidated financial report. BKV closed 2010 with operating revenues of HUF 135 Billion (EUR 496 Million), and a net profit of HUF 610 Million (EUR 2.24 Million). Ticket revenues were 4% less than planned and price subsidies fell 3.4%, and both the number of passengers and the number of tickets and passes sold declined. But BKV received HUF 5 Billion (EUR 18 Million) in funding from the city council
UKRAINE: Ukraine Kriukov Car Building Works (KCBW, Kremenchuk, Poltava region) jointly with Japanese companies will start the modernization of railcars for Kyiv Metropoliten in 2012. Three Japanese companies, including Mitsubishi and Itochu, will take part in the project. Those railcars that work on direct current will be re-equipped with alternating current engines. Due to this the energy saving will be about 30%. The project includes the modernisation of around 200 cars.
Украина: КВСЗ, украинский производитель вагонов в Крюкове (Полтавский регион) в 2012 году приступит к модернизации поездов киевского метро.
CAF to deliver the 16 underground trains for Metrorex ROMANIA: Construcciones y Auxiliar de
Ferrocarriles (CAF) has won the tender for the delivery of the 16 trains to serve the underground transport in Bucharest. The contract for the acquisition of the 16 underground trains is estimated at RON 448 Million (EUR 104 Million), VAT excluded. Two companies have participated in the tender: Bombardier Transportation, with an offer worth >
16 поездов метро для подземного транспорта в городе Бухаресте. В мире: Лондонское собрание считает, что лондонское метро необходимо улучшить до Олимпийских игр 2012 года. Польша: Европейский банк реконструкции и развития поддерживает модернизацию инфраструктуры общественного транспорта в Польше, обеспечивая финансирование приобретения нового подвижного состава для варшавского метро, наряду с другими учреждениями. Венгрия: В финансовом отчёте за 2010 год отмечается, что задолженность до конца года, накопленная у компании по общественному транспорту венгерской столицы, BKV, составляет 72,4 млрд. форинтов October 2011 | www.railwaypro.com
16 Policies & Strategies
MARKET Policies DEVELOPMENT & Strategies 17
Baku-Tbilisi-Kars line, vital section of the Eurasian network Baku-Tbilisi-Kars line is a small line compared to the great global projects, but it is a key segment for the transcontinental transport corridor that will significantly increase the international transport competitiveness and transit capacity of countries in the region. The railway line will also help develop an integrated railway freight transport network between Europe and Asia. [ by Pamela Luică]
T
he construction of Baku-Tbilisi- will be launched by the end of 2012. “Line Kars railway is supported by the sections in Turkey are already finalized and presidents of Azerbaijan, Georgia works are going on according to plans”, said and Turkey. In 2005, the representatives of Musa Panahov. the three countries signed the project deFor developing the project in Georgia, velopment agreement. Construction works Azerbaijan has initially granted a USD were launched at the end of 2007 and initial 200 Million loan for the carrying out the estimates on traffic launch were made for Marabda-Karsakhi section and in 2011, 2010. Technical problems and the conflict Georgia received another credit from the between Georgia and Russia in 2008 caused Azerbaijani Government (through the delays in the project and the line is currently Azerbaijan National Oil Fund - SOFAZ) expected to become operational in 2012. worth USD 575 Million. The financing is The Baku-Tbilisi-Kars line project in- dedicated to the construction of the 29-km cludes the construction of 29 km of line line, the construction of a stop point at the in Georgia and 76 km of line in Turkey. Turkish border and to the reconstruction of For increasing freight transport capacity the existing line. to 15 million tonnes per year, the project “Georgia initiates works under plans and includes the reconstruction of the 160-km more than 50% of works are finalized which long Akhalkalaki-Marabda-Tbilisi line (in can be considered a success. The Georgian Georgia). For Azerbaijan, the line develop- party has to build 29 km of line and a tunment implies the reconstruction of a railway nel of 4.5 km”, said the Georgian Minister of segment for which a USD 215 Million grant Infrastructure and Regional Development, was allocated. Ramaz Nikolaishvili, at a conference which Because of the different types of gauges in debated the line project development. Georgia, the former soviet and European The line has a major importance for countries, the Akhalkalaki station will be Azerbaijan as “currently, if we consider the built. railway and motorway lines built within the According to the Secretary of State from Bosporus project, the Baku-Tbilisi-Kars will a theChart Georgian Ministry of of world Transport Musa2010-11 allow Azerbaijan to have a direct route to 6: Volume trade, Panahov, first train to travel on this line Europe”, declared in June 2011 Ziya MamIndices,the Q1-2010=100 Volume of world trade 2010-2011
a Figures for 2011 are projections Source: WTO Secretariat Source: WTO Secretariat
madov, the Azerbaijani Minister of Transport. After the finalization of the project, a volume of freight of 6.5 million tonnes could be shipped on rails, while the number of passengers will reach 1 million. Long-term estimates show that by 2030 the line should carry 17 million tonnes of freight per year. Moreover, in July 2011, during a reunion of the Turkish Prime Minister Tayyip Erdogan with the Azerbaijani President Ilham Aliyev, the former said that “the BakuTbilisi-Kars project has a major importance especially for the region and the line should be extended. In a first phase, a link to Central Asia should be built. This objective, as well as the implementation of such a project, strengthens the economic relationships of the involved countries”, concluded Turkey’s Prime Minister.
PRESS/628
Линия Баку-Тбилиси-Карс Page 13 of 27 - крайне важный участок Евразийской сети Линия Баку-Тбилиси-Карс небольшая по сравнению с крупными глобальными проектами, но является ключевым участком межконтинентального транспортного коридора. Она будет способствовать существенному росту конкуренции в сфере международного транспорта и увеличению пропускной способности в государствах региона. Линия будет способствовать созданию сети по сегменту железнодорожных грузовых перевозок между Европой и Азией. Проект линии Баку-Тбилиси-Карс включает в себя строительство 29 километров линии в Грузии и 76 километров в Турции. Для увеличения ежегодной пропускной способности товарных перевозок до 15 млн. тонн, проект предусматривает реконструкцию линии АхалкалакиМарабда-Тбилиси протяженностью 160 километров.
www.railwaypro.com | October 2011
The 14.5% rise in exports in 2010 was quite close to the WTO’s most recent projection of 13.5%
Azerbaijan sets key point for north-south and east-west transports: the new Baku-Alyat port [ by Pamela Luică ]
The Azerbaijani authorities’ investments in transport speak from themselves about the importance shown to this sector which helps the economy grow, both nationally but also regionally and internationally. Thus, on the short term (2010-2015), the Government plans to grant an additional USD 13 Billion to the construction of the rail and road infrastructure, including ports. Also, to facilitate transport on the east-west and north-south axes, USD 3.8 Billion are to be invested jointly with international Baku International organizations.
Terminals
Sea Port
A
s the freight volume doubled in 2000-2009, from 80 million tonnes Trade at Baku Port by Terminals (2000) to 190 million tonnes in 2009-2010 (9 months) Combined 2009, 47.4 million tonnes of which were shipped on TRACECA Corridor, the 12000 Azerbaijani port of Baku grows in impor10,131 tance for international traffic. With a capac10000 ity of over 25 million tonnes of freight, the International Port of Baku (Azerbaijan) - Baku 8000 International Sea Port- is a key point in the transit of trade goods from Europe to Asia. 6000 For boosting activity and increasing 5,171 freight volumes, the Ministry of Transport 4,060 in Azerbaijan plans to move the port to an4000 51% other location by 2014, 65 km away from 40% Baku, in Alyat. The new location is at the 2000 900 junction of two major transport corridors: 9% East-West and North-South, an area where 0 the Azerbaijani railway and road networks Cargo Terminal Ferry Terminal Oil Terminal TOTAL intertwine. “Azerbaijan has a favourable location in Trade Turnover 2009-2010 transport structures being a real hub in the in 1,000 tons Black Sea and Caspian Sea region and also an important Eurasian link. The new port of Taleh Ziyadov 7Ͳ8 December, 2010 Baku is a complex project to be implementAs for the freight volumes, in the first Turkmenbashy ed in three stages”, declared Ziya Mamma- phase the volume estimated to be shipped dov, Minister of Transport. through the port by 2014 is 10 million Азербайджан представляет The new International Port of Alyat will tonnes of goods and 40,000 TEUs, in the be built in three phases on a total surface of second phase the volumes will amount to собой существенную International Sea Port more than 400 hectares, 100 of which willBaku 17 million tonnes and 150,000 TEUs, while точку для перевозок по be dedicated to the international logisticsTerminals in the third and last phase to 21-25 million направлению север-юг и centre. In the first phase, the construction tonnes and 1 million TEUs. восток-запад project cost is USD 726 Million. DevelopThe new port will help improve container Новый порт Баку - Альят Cargo Terminal ment works were initiated at the end of transportMain on the TRACECA Corridor and 2010. will also contribute to the of • Handles up to 2 million tonsdevelopment of general Trade turnover at the Cargo Terminal the transport mode and logistics servandnew dry cargo Trade turnover at the Cargo Terminal В период 2000 - 2009 гг., в контексте 2009 & 2010 ices for increasing the attractiveness • Has 6 berths of total length g of 866 m of the 2009 & 2010 удвоения объемов перевозимых товаров TRACECA routeis aand reduce travel time • 1 of the 6 berths Ro/Ro quay with от 80 млн. тонн (2000) до 190 млн. quayside and costs.depth of 7 meters 610 Total 290 тонн в 2009 году, азербайджанский • The Berths are equipped with: attractiveness of the port will help deпорт Баку становится всё важнее для 7 • 16 portal cranes with lifting capacity of 1.5-10 Local velop the 3 tonsbusiness sector, which in turn will международных перевозок. boost• the opportunities of the transport 100 rolltrayiers and portal haulers of SI-SU 76 Transit 23 Своей пропускной способностью type hub in the Caspian region. By facilitating 2010 41 более 25 миллионов тонн грузов, • Can handle 3 vessels up to 150 wagons Export 2009 24 intermodality and the development of conand 100 trucks simultaneously Международный порт Баку 487 tainer in the Caspian the Import 240 • Totaltransport area of warehouses: 24,000region, m2 (Азербайджан) - Baku International Sea port will develop logistics centres in (open) andhelp 10,000 m2 (sheltered) Port- это существенная транзитная точка 0 200 400 600 800 Central Asia, as well as terminals in Iran and для грузов, перевозимых между Европой Source: Baku Sea Port Russia, thus triggering the development of in 1,000 tons и Азией. Source: Baku International Sea Port, Taleh Ziyadov the entire European transport sector. Imports: 80 % of imports are by from Iran, 15 % from Aktau & Turkmenbashy, and 5 % from Europe Taleh Ziyadov
7Ͳ8 December, 2010 Turkmenbashy
October 2011 | www.railwaypro.com
18 RAILWAY DAYS 2011
Tracks for all terrains and trains [ by Pamela Luică ]
In the fiscal year 2010-2011, Alstom Transport won contracts for delivery of locomotives in Russia, Kazakhstan, regional trains in France and Sweden, very high-speed trains in Morocco, underground trains in Canada, Santo Domingo, Panama, India and Brazil and trams for France and Tunis. The most important rolling stock maintenance contracts were signed in the US, while in Europe and China, Alstom Transport signed contracts for the implementation of signalling systems. Being a sustainable transport promoter, Alstom Transport develops and delivers the most complete range of railway systems, equipments and services. As for railway infrastructure, the company delivers complete solutions for ensuring the life expectancy of products.
U
rban authorities, infrastructure managers and transport operators activate in different contexts, but share the same concerns about infrastructure: they need safe railways and can rely on the improvement of performance and costs throughout the entire life expectancy while meeting the customers’ needs. In infrastructure construction and modernisation, the decision makers are analysing solutions to identify the best solution that meets the cost-quality ratio. Alstom delivers expertise in infrastructure throughout every step including design, engineering, construction, commissioning and maintenance and offers a complete range of lifecycle solutions for track, electrification and electromechanical equipment in stations and in depot. With a length of over 2000 km of already built or under construction railway lines, Alstom delivers solutions for railways, underground and tram lines. For new tram lines, Alstom delivers the Appitrack technology which enables the company to accelerate track work and minimise worksites to reduce disruption to city life. Appitrack is an innovative process developed by Alstom for laying tracks on concrete. It
www.railwaypro.com | October 2011
represent more than 20% of Alstom’s activity. Therefore, every maintenance programme is designed using innovative technologies that answer local needs.
can be used for light rail projects with all types of surfacing. The process involves two machines: a slipform machines which constructs the trackslab, and behind it an insertion machine which automatically positions and inserts railseats, holding down bolts in fresh concrete. By 2010, Alstom had laid over 100 km of track using the Appitrack technology. For electrification, the company delivers full services for new and existing lines: design, installation and maintenance of catenary and power supply systems. Alstom has installed 10,000 km of catenary worldwide. When we talk about infrastructure, we talk about rail transport system maintenance. Maintenance, logistics and services
RHS LED Main Signal For Romanian Railways
200000 hours MTBF, full existing plants compatibility.
The future is here. Одна железная дорога, приспособленная к геотехнической специфике для каждого вида состава Городские власти, администраторы инфраструктуры и транспортные операторы работают в разных обстоятельствах, но у них общие заботы в плане инфраструктуры: им нужны безопасные линии для осуществления транспорта, их волнует оптимизация показателей и затрат на весь период эксплуатации при одновременном выполнении потребностей клиентов. В проектах строительства и модернизации инфраструктуры лица, принимающие решения, оценивают возможности с целью выявления лучшего варианта соотношения цена-качество. В этой связи, “Альстом” предоставляет услуги по экспертизе в плане железнодорожной инфраструктуры, дизайна, инженерии и строительства до сдачи в эксплуатацию и обслуживания, тем самым предлагая полную гамму услуг по всей продолжительности жизни линий, оборудования для электрификации и электромеханического оборудования на станциях и депо.
Railway (R)evolution www.ecmre.com
MAV 20 RAILWAY DAYS 2011
Project details
MAV TRAKCIO Ltd., located in Budapest/ Hungary, is a traction service subsidiary of state-owned rail transportation provider MAV Group in Hungary. They ordered in 2010 February 25 locomotives (with option up to 50 locos) capable of performing firstly passenger service between Hungary, Austria and Germany, and in 2011extended by further countries Romania and Serbia, as well as new signalling of ETCS L1/L2. These 25 locomotives are based on TRAXX P160 AC2, well known in Germany as BR146.2. This type was selected due to its fully suspended drive system capable for 160 km/h and less dynamic impact on the track, and from the track to the bogies. By this feature this is an ideal universal type AC locomotive for Central-South/Eastern Europe, making possible a direct link e.g. from the Black Sea to Hamburg harbours. Extensions to further countries (CZ; SK; HR; CH) are planned, too.
Project manager: Technical project manager:
Gabor Zambo Marco Hundt
Customer: Admission authority:
MAV TRAKCIO Ltd. EBA, BMVIT, NKH, AFER, Serbian Directorate -Kassel 25 + optional 25 June 11 to Feb. 12
Bombardier’s TRAXX P160 AC locomotive
B
ombardier’s TRAXX P160 AC locomotive is part of the TRAXX class of locomotives and was designed for passenger transport at speeds of up to 160 km/h. It can be adapted for speeds of 200 km/h by changing only the gear ratio. The replacement of bogies is not necessary. The major structure difference compared to the TRAXX F140 AC variant, exhibited during the 2010 edition of the “Railway Days”, consists in suspending the mechanical drive system. While, at the TRAXX F140 AC locomotive, the traction motor and the gear partially lean on the axle (“nose” suspension) and partially on the edge of the bogie, at the TRAXX P160 AC locomotive, the traction motor and the gear are entirely suspended on a hollow shaft which “covers” the wheelset. The advantage of using this alternative manufacturing method consists in reducing the non-suspended load which accentuates the dynamic impact, especially at high speeds. The self-supporting locomotive body meets the current international crash standards. The “crash” concept was elaborated and developed for the TRAXX class of locomotives, based on the new European prEN 15227:2007 norms, “Crashworthiness Requirements for Railway Vehicle Bodies”. The concept integrated in the body structure guarantees the three-stage reduction of power with a defined progress of distortion: in stage one, distortion can be absorbed with the help of high-capacity buffers “ST-Crash Puffer G1”, an energy of up to 30 ... 40 kJ per element, in stage II with the help of external distortion elements up to 1.5 MJ can be absorbed at both vehicle ends and in stage III,
Partner companies: Location of final assembly: Number of locomotives: Construction of the units:
Clearance gauge: Track gauge: Min. curve radius: Temperature range: Overhead line voltage:
G
Regenerative braking: Train supply voltage:
Max service speed: Traction power at wheels: Starting tractive effort: Braking effort:
2 2 per cab UIC 18‘900 mm 2‘978 mm 3‘845 mm Bo’Bo‘ 10‘400 mm 21,25 t 85 t 2‘600 mm Flexifloat 1‘250 mm / 1‘170 mm 1: 5.227 MITRAC DR3600 N Wheel disc brakes Sinter
Traction converter, type:
Mechanical data & Bogies Number of driver's cabs: Doors Couplings: Length over couplings: Width: Height over roof: Wheelset arrangement: Distance between bogie centres: Axle load: Locomotive weight : Bogie wheel-base: Type of bogie: Wheel diameter (new / worn): Transmission / gear ratio: Traction motor & gear: Friction brake equipment: Brake pad material:
160 km/h 5.6 MW 300 kN 150 kN (Germany) 240 kN (Austria, Hungary)
Electrical data and systems
Air supply Compressed air supply: Main air reservoirs:
DC-Link Circuit configuration: Converter cooling: Motors connected in parallel: Pantographs: Auxiliary converter, type: Auxiliary supply voltage:
2 x IGBT, UM242/232/121-28/08-1 2.8kV 4 x 4QC, 2 x inverter water / glycol 2x2 2, 1950 mm, carbon 2, IGBT, air cooled, 3AC 460 V, 60Hz & variable
Battery type / voltage / capacity:
Pb / 110 V / 150 Ah
Communication systems: Train protection systems:
CAN, MVB, ZMS, WTB I60R, EVM120, Ebicab 2000 in upgrade (w/h ETCS, L1/L2 PZB, LZB) Hörmann MESA 23 DAVIS185
Train radio system: Diagnostic system:
Specials 2400 l/min 780 l
Customer Requirement: Rear view equipment:
Hand wash device Video camera
up to 3 MJ can be absorbed from the area de- equipments and is driven by three-phase fined by the internal structure in the front end asynchronous AC electric traction motors. of the driver’s cabin and of the underframe. The vector control is used to regulate engines The layout of the machine room corresponds as there are supplied with variable voltage and to the concept of modern three phase locomo- frequency from electronic converters develtives with cabins on both ends, a central aisle oped according to the IGBT method. The with symmetrical arrangement of converters, automated train protection systems include: cooling towers, traction motor blowers in or- PZB – (punctual train control), a system der to achieve an ideal centre of gravity. The also usedTRAXX on the CFRP160 network, LZB (linear AC2 for cabins are ergonomic and equipped with air- train control), used in Germany and Austria, MAV conditioning and pressure protection systems. EVM 120 in Hungary. The locomotive is also Bogies convey the tractive effort in the body equipped with the ETCS L1/L2 system. through a “low” traction rod, thus helping reinformation Project details duce theGeneral climbingproject of the locomotive. The axle MAV TRAKCIO Ltd., located in Budapest/ Hungary, is a traction Project manager: Gabor Zambo guiding service system provides a radial adjustment subsidiary of state-owned rail transportation provider Technical project manager: Marco Hundt MAV Group in Hungary. They ordered in 2010 February 25 in curveslocomotives which (with helps reduce ofof both option up to 50 the locos)wear capable performing Customer: MAV TRAKCIO Ltd. firstly passenger service between Hungary, Austria and Admission authority: EBA, BMVIT, NKH, AFER, the wheelsets rails inbycurves. TheRomania loGermany, and and in the 2011extended further countries Serbian Directorate and Serbia, as well as new signalling of ETCS L1/L2. Partner companies: -comotive is equipped with latest generation These 25 locomotives are based on TRAXX P160 AC2, well Location of final assembly: Kassel known in Germany as BR146.2. This type was selected due to its fully suspended drive system capable for 160 km/h and less dynamic impact on the track, and from the track to the bogies. By this feature this is an ideal universal type AC locomotive for Central-South/Eastern Europe, making possible a direct link e.g. from the Black Sea to Hamburg harbours. Extensions to further countries (CZ; SK; HR; CH) are planned, too.
Clearance gauge: Track gauge: Min. curve radius: Temperature range: Overhead line voltage: Regenerative braking: Train supply voltage:
Number of driver's cabs: Doors Couplings: Length over couplings: Width: Height over roof: Wheelset arrangement: Distance between bogie centres: Axle load: Locomotive weight : Bogie wheel-base: Type of bogie: Wheel diameter (new / worn): Transmission / gear ratio: Traction motor & gear: Friction brake equipment: Brake pad material:
Number of locomotives: Construction of the units:
General project information
Electrical data and systems 2 2 per cab UIC 18‘900 mm 2‘978 mm 3‘845 mm Bo’Bo‘ 10‘400 mm 21,25 t 85 t 2‘600 mm Flexifloat 1‘250 mm / 1‘170 mm 1: 5.227 MITRAC DR3600 N Wheel disc brakes Sinter
Air supply 2400 l/min 780 l
Traction converter, type: Infrastructure & General Clearance gauge: DC-Link Track gauge: Circuit configuration: Min. curve radius: Converter cooling: Temperature range: Motors connected in parallel: Overhead line voltage: Pantographs: Auxiliary converter, type: Regenerative braking: Auxiliary supply voltage: Train supply voltage:
Project details Project manager: Technical project manager:
Gabor Zambo Marco Hundt
Customer: Admission authority:
MAV TRAKCIO Ltd. EBA, BMVIT, NKH, AFER, Serbian Directorate -Kassel 25 + optional 25 June 11 to Feb. 12
Partner companies: Location of final assembly: Number of locomotives: Construction of the units:
Technical Data
2 x IGBT, UM242/232/121-28/08-1 UIC 505-1 2.8kV 1’435 mm 4 x 4QC, 2 x inverter 100 m water / glycol -30 ... + 40°C 2x2 2 15 kV (16 / Hz)/ 2, 1950 mm,3 carbon 25 kV (50Hz) 2, IGBT, air cooled, Allowed, 5.6 MW 3AC 460 V, 60Hz & variable 1‘000 V / 162/3 Hz, 1‘500 V / 50 Hz Pb / 110 V / 150 Ah
TRAXX Bombardier P160 AC локомотива
TRAXX Bombardier P160 AC локомотива Battery type / voltage / capacity: является частью TRAXX класса Mechanical data & Bogies Communication systems: CAN, MVB, ZMS, WTB локомотивов и был предназначен для Number of driver's cabs: 2 Train protection systems: I60R, EVM120, Ebicab Doors 2 per cab 2000 in upgrade (w/hдо перевозки пассажиров со скоростью Couplings: UIC ETCS, L1/L2 PZB, LZB) Length over couplings: 18‘900 mm 160 ч. Train км radio/system: Hörmann MESA 23 Width: 2‘978 mm Diagnostic system: DAVIS185 Height overэргономичны roof: 3‘845 mm Каюты и оснащены Wheelset Bo’Bo‘ Specialsarrangement: кондиционерами и системами защиты Distance between bogie centres: 10‘400 mm Customer Requirement: Hand wash device Axle load: 21,25 t Rear view equipment: Video camera давление. Locomotive weight : 85 t Bogie wheel-base: Type of bogie: Wheel diameter (new / worn): Transmission / gear ratio: Traction motor & gear: Friction brake equipment: Brake pad material:
TRAXX P160 AC2 for MAV
25 + optional 25 June 11 to Feb. 12
MAV TRAKCIO Ltd., located in Budapest/ Hungary, is a traction service subsidiary of state-owned rail transportation provider MAV Group in Hungary. They ordered in 2010 February 25 locomotives (with option up to 50 locos) capable of performing firstly passenger service between Hungary, Austria and Technical Data Germany, and in 2011extended by further countries Romania and Serbia, as well as new signalling of ETCS L1/L2. Performance These 25 locomotives are based on TRAXX P160 AC2, well UIC 505-1 Max service speed: 160 km/h known in Germany as BR146.2. This type was selected due to 1’435 mm Traction power at wheels: 5.6 MW its fully suspended drive system capable for 160 km/h and less 100 m Starting tractive effort: 300 kN dynamic impact on the track, and from the track to the bogies. -30 ... + 40°C Braking effort: 150 kN (Germany) By this feature this is an ideal universal type AC locomotive for 2 15 kV (16 /3 Hz)/ 240 kN (Austria, Hungary) Central-South/Eastern Europe, making possible a direct link e.g. 25 kV (50Hz) from the Black Sea to Hamburg harbours. Extensions to further Allowed, 5.6 MW countries (CZ; SK; HR; CH) are planned, too. 1‘000 V / 162/3 Hz, 1‘500 V / 50 Hz
Mechanical data & Bogies
Compressed air supply: Main air reservoirs:
rampet Group is the largest private rail group in Romania and in South-Eastern Europe. Set up in 1999, Grampet Group includes several companies with activities in all railway sectors, from the transport of goods, rolling stock manufacturing and repairs to logistics management. Grampet develops complex programmes for the development and modernisation of member-companies and is responsible for the strategic control of all its divisions. In the past years, the group has extended its activity and currently it provides services in Romania, Bulgaria, Hungary, Germany, Serbia, Montenegro, Ukraine and the Republic of Moldova. Grampet owns the biggest private railway operator in Romania, Grup Feroviar Român. In Bulgaria the group operates through Bulgarian Railway Company and Train Hungary, thus succeeding in delivering integrated transport and logistics services to its customers. The group also includes the plants for manufacturing, repair and modernisation of freight wagons or coaches Remar Paşcani, Reva Simeria and Grampet Debrecen Vagonyar kft, in Hungary. Transbordare Vagoane Marfă is another important company which delivers freight wagons transshipment services on different gauges in all railway stations of the European Union’s border with Ukraine and the
Performance UIC 505-1 1’435 mm 100 m -30 ... + 40°C 15 kV (162/3 Hz)/ 25 kV (50Hz) Allowed, 5.6 MW 1‘000 V / 162/3 Hz, 1‘500 V / 50 Hz
2‘600 mm Flexifloat 1‘250 mm / 1‘170 mm 1: 5.227 MITRAC DR3600 N Wheel disc brakes Sinter
21
GRAMPET GROUP, competitive on the European rail market
Technical Data Infrastructure & General
Infrastructure & General
www.railwaypro.com | October 2011
RAILWAY DAYS 2011
General project information
Performance Max service speed: Traction power at wheels: Starting tractive effort: Braking effort:
160 km/h 5.6 MW 300 kN 150 kN (Germany) 240 kN (Austria, Hungary)
Electrical data and systems Traction converter, type: DC-Link Circuit configuration: Converter cooling: Motors connected in parallel: Pantographs: Auxiliary converter, type: Auxiliary supply voltage:
2 x IGBT, UM242/232/121-28/08-1 2.8kV 4 x 4QC, 2 x inverter water / glycol 2x2 2, 1950 mm, carbon 2, IGBT, air cooled, 3AC 460 V, 60Hz & variable
Battery type / voltage / capacity:
Pb / 110 V / 150 Ah
Communication systems: Train protection systems:
CAN, MVB, ZMS, WTB I60R, EVM120, Ebicab 2000 in upgrade (w/h ETCS, L1/L2 PZB, LZB) Hörmann MESA 23
Train radio system:
Republic of Moldova. Grampet also owns Rolling Stock Company, a company dealing with the lease of coaches and locomotives, but also Trans Expedition Feroviar which manufactures and sells spare parts for wagons. The shipping companies in Serbia, Montenegro, Germany, Ukraine and the Republic of Moldova turn into account the potential, scope and experience of the group’s railway transport and logistics operators. In the next period, Grampet Group will expand its activity in the Austrian, Czech, Slovakian and Greek markets. At the same time, two new shipping companies are to be established in Kazakhstan and China. In this way, Grampet will be able to provide railway transport and logistics services to its customers through its member companies on the routes linking the North, Adriatic and Black seas. The integration of these services is a strong advantage of the group with a decisive impact on making the activity efficient and providing its customers with complete solutions which help them save time and money. Grup Feroviar Român, Grampet Group’s most important project, is the biggest private rail transport operator in Romania which has managed to expand its activity beyond the country’s borders, thus becoming one of the most important regional players in the area.
GFR provides national and international railway services and related services tailored to the needs of its customers: railway freight transport, wagon shunting services on industrial platforms, periodical repairs and current maintenance of rail lines, freight wagon and locomotive leasing, railway logistics services. GFR imposed on the rail transport market by delivering the best services at competitive prices. Established in 2001, as shunting operator, GFR became railway transport operator. In 2007, the company was already providing transport services in all railway stations in Romania. Two years later, the company becomes the first private operator in Romania to collaborate with Ukrainian Railways and in 2010, it starts delivering freight transport in the Republic of Moldova. At the end of 2010, GFR took an important step when taking over the rail transport activity of Rompetrol Group and buying the entire rolling stock fleet of Rompetrol Logistics. Last year, Grup Feroviar Român’s market share was of 27% and the company targets a 33% share in the rail transport market for 2011. At the same time, GFR is national leader in the transport of oil products. In 2010, the company carried over 9.2 million net tonne/km and has reached a turnover of over EUR 121 Million. This year, GFR has achieved the performance of carrying over 1 million net tonnes per month. Currently, the company manages a fleet of 325 locomotives and over 13,500 wagons. Among GFR’s most important customers there are Rompetrol, OMV Petrom, Lukoil, Conpet, Holcim, Lafarge, Arcelor Mittal, Dacia-Renault and Butan Gas.
Грампет Груп - крупнейшая в Румынии и в ЮгоВосточной Европе частная железнодорожная группа За последние годы группа расширила свою деятельность, а в настоящее время она осуществляет свою деятельность в Румынии, Болгарии, Венгрии, Германии, Сербии, Черногории, на Украине и в Республике Молдова. Грампет владеет крупнейшим в Румынии железнодорожным оператором - Груп Феровиар Ромын , а в Болгарии и Венгрии осуществляет свою деятельность через Bulgarian Railway Company и Train Hungary. На ближайший период Грампет Груп планирует расширить свою деятельность на рынках Австрии, Чехии, Словакии и Греции. October 2011 | www.railwaypro.com
22 RAILWAY DAYS 2011
An universal locomotive for rail transportation in Europe Vectron, a new locomotive generation that has been developed for the widest possible range of traction tasks. These locomotives can be used for both national and cross-border passenger and freight traffic and are built for a maximum speed of either 160 km/h or 200 km/h. The various performance classes and voltage systems – with either alternating current (AC), direct current (DC) or multi-system type – enable the locomotive to be configured easily to individual requirements.
C
ountry-specific automatic control systems can simply be exchanged or added. Another special feature is the front end that is designed as an internal deformation zone. This can be readily disconnected from the rest of body, thus ensuring easy replacement in the event of an accident. The components in the machine compartment are arranged to make the best possible use of space. The completely modular concept is also suitable for operators who require only small numbers of vehicles. Siemens offers a number of Vectron versions for a range of transportation tasks. The Vectron not only covers the high performance class up to 6400 kW but also provides solutions in the medium performance class up to 5200 kW for regional passenger traffic and lighter freight trains. A diesel-electric version is planned for the medium term. The locomotive body is designed to withstand stresses with a maximum static tensile force of 1,500 kN and a maximum static compressive force of 2,000 kN.
The Vectron’s train protection concept is exceptionally versatile. The locomotive is preconfigured for operation in almost all European countries. There are three fixed rack positions in the machine compartment for the train protection cabinets. The cabinets themselves have a modular design for easy conversion and retrofitting. The underfloor area and the bogie have also been prepared for the mounting of antennas and speed encoders. The concept of predefined installation locations has also proven itself for the driver’s desk because subsequent retrofitting does not require any makeshift structures. The Vectron has major advantages when it comes to safety. Firstly, it has a defined deformation zone in the front end, which can be disconnected from the body. Secondly, the straight, central aisle provides a quick escape route. Rail transportation in Europe is changing at an ever faster rate. The logistics are becoming more and more complex; goods
have to be moved more quickly and over greater distances. The cross-border traffic in Central Europe and on the Southeast Corridor is already heavy and will continue to increase. Modern locomotives have to be capable of serving these main routes and future growth regions, which means they have to be interoperable and pre-equipped to operate there.
Вектрон производства компании Сименс является локомотивом последнего поколения приспособленным для широкой гаммы тяги. Локомотивы Вектрон можно использовать и в национальном, и в международном плане для транспорта грузов и пассажиров. Они спроектированы для скорости 160 километров в час, соответственно на 200 километров в час. Железнодорожный транспорт в Европе переживает постоянные изменения. Логистика становится более комплексной, а грузы необходимо транспортировать быстрее и на более далёкие расстояния. Движение с пересечением границ в Центральной Европе и по ЮгоВосточному транспортному коридору уже осуществляется в интенсивном режиме, и интенсивность продолжает увеличиваться, поэтому современные локомотивы должны быть в состоянии справляться по этим маршрутам. www.railwaypro.com | October 2011
24 Policies & Strategies
CEE Big Box Logistics May 2011
• Economic fundamentals stronger; future prospects remain uncertain External demand has remained the key driver of economic growth in CEE. A strong link with German manufacturers has kept industrial output in Central and Eastern Europe (CEE) above the level in the Eurozone. Due to the strong basis achieved in 2010, export [ by Pamela Luică] growth th is i likely lik l to t slow l somewhat h t in i the th second d half h lf (H2) off 2011. 2011 The Th revival i l off domestic d ti demand remains subject to consumer confidence which is strongly linked to unemployment. A strong upturn in employment is not expected in 2011 outside of Eastern Europe. As a consequence consumer demand is likely to grow at a moderate level during CEE Industrial Investment Turnover Industrial Demand in CEE Capitals and Regional Cities consequence ofmost thefreight slowdown supply lobally, volumes show a GDP growth 2011 in markets in thein region. in South Eastern Europe (SEE) has also slight growth, the recovery in 10, annual net absorption in inCEE exceeded Ukraine Slovakia Russia recently turned positive most countries. Romania Poland Multi-country Europe and the US being trig- net completions by a third. Besides strong Hungary Czech Republic Croatia gered by exports to Asia, while trade with picking up in larger markets; focus shifts from capital to regional cities • Development Bulgaria Logistics Turnover Share n Russian uss a ccities, es, C CE a and d Bucharest uc a es registered eg s e ed 600 25% China and the ASEAN countries show After the logistics net development market almost came to a halt during the economic utive quarters of positive absorption. slight signs of slowdown. UE27 exportsThe downturn, the market has recently seen development activity picking up again. The year 500 orption is at a considerably level than to China increase in the lower second quarter 20% 2011 is likely to see an increase in project deliveries, mainly based on development activity the year, shows theinSeptember risis, a offactor reflected the low report level of in Poland and Russia. Most other markets, however, are expected to see another year-onInternational Transport Forum. activityof inthe many of the major markets. For 400 15% But in Central and Eastern Europe, exyear (y-o-y) drop in deliveries. Increased productivity at manufacturers and their link with markets this cautiousness is remarkable in 300 ternal demand remained the key factor of regional CEE markets has caused development activity to move from capital cities towards ow levels of vacancy some cities economic growth,reached the stronginconnection 10% regional cities. This is especially the case in the Czech Republic and Poland but also to ed on today’s pipelines U/C, vacancy rates with German manufacturers maintaining 200 some extent in Hungary andacross Slovakia. industrial production. In CEE, the reco- theIn most markets developers can only develop based d; to fall further during 2011 5% on a built-to-suit built to suitdemand (BTS) agreement or when 100 a significant pre-lease pre lease is signed. signed vering domestic will slightly grow in 2011 in most markets, while in •South-Eastern Vacancy continues trend; arising 0opportunities not always anticipated Europedownward the GDP growth 0% r is visible in most countries. Average vacancy in CEE declined further to 16% at the end of Q1 2011. Considerable 2006 H1 2006 H2 2007 H1 2007 H2 2008 H1 2008 H2 2009 H1 2009 H2 2010 H1 2010 H2 *2011 Q1 o Although theexist logistics marketthe stagnated * Q1 2011 volume is influenced by Europolis portfolio acquisition by CA Immo. differences around region. The Bratislava region in particular and regional Source: CB Source: Richard Ellis, CEE Big Box (2011) CB Richard Ellis Logistics (May 2011) recession, it now shows a constant rental during levels for logistics properties in CEE markets such as Brno have seen vacancy dropping below 3% and 5% respectively. development, due to the activity in Rus- towhich should be coordinated by aligning underfinanced, CEE Weighted Average Prime Logistics Yields and therefore inefficient. ined mostly unchanged compared ; Especially forThe Bratislava the development market is notplans. yet anticipating this low level of theYieldcost of infrastructure sia and Poland. increasing productivlong-term strategic In Europe, CE Logistics Yield Premium CE Office 2010, and vary byrents sub-region to a start greattrending upwards there. s Logistics Yield SEE Logistics Yield supply may selectively Most other larger markets ity and and the manufacturers’ connection To answer the need ofCE increasing freight development is estimated at over EUR EE LLogistics i i Yi Yield ld h capital he itwith l city it markets kmarkets t considerable i CE in nett effective ff 20 15% the has triggered ati capacities, “links to port facilities, stationsindicating 1,500 Billion are still CEE facing vacancy (10-15% (10 and higher) clearly why by 2030, the finalization emainedmore stable andactivity range €2.50-4.50 intense notfrom only in capitals, atand shunting low areaslevel should be expanded development has generally remained a relatively in most markets. of the TEN-T network at EUR 550 Bils but alsoHighest in regionalrents cities, especially from forin collaboration with state companies lion, EUR 250 Billion of which should per month. are asked 15 n Czech Poland, Hungary andcompressed private terminal owners, asisthey invested in removing most frequent •the Prime bottoming; prime yields have and investment on thebe rise pace close to rents theRepublic, city centres. With vacancy and Slovakia. “The economic growth in are most interested in benefiting from a bottlenecks. Prime rents have changed little across the region over the last six months. In Central Russian cities are becoming more expensive CEE countries is the result of increasing balanced railway capacity and should be Europe (CE) higher take-up levels combined with low levels of completion have helped ctive rents up to €5.50-7.50 per sqtrend m perable to 10 transport demands and the positive provide the most accurate demand rental levels in bottoming. On the other hand in regional cities the pipeline under al increases are partially offset by the of the economy in Poland, the Czech Re- FX-estimates. If private port operators plan construction (U/C) is increasing pressure on rents. Rental increases were registered in public D versus EUR.and Slovakia. The logistics sector new investments and expect new freight Увеличение объёмов 5 isMoscow visibly influenced in aofpositive volumes, should be capable a high g way”, level of absorption pthen railways achieved in 2010. Prime yyields have on the back товаров требует развития Wireland, spokesman to limited face these demands”, declaredtheUldis compressed further, however, to aofwith more extent than during first halfтранспортных of 2010. мощностей rkets in declared CE are Elmar generally less expensive Schenker & CO AG. Augulis, in an interview for our August Besides the acquired logistics assets in the Europolis portfolio, a large portfolio sale in 0 n of some Czech cities where low levels of Therefore, the increasing freight trans- magazine issue. As freight volumes are Czech Republic alsofor triggered the investment volume this year. After remains a year-on-year (y-o-y) ushing up prices. Except Bucharest mostincreasing, port segment requires the development the greatest challenge На глобальном уровне объёмы increase of 40% in investment turnover in the CEE industrial segment in 2010, year-toof terminals and increasing have not seen significant leasingcapacities activity inthe allocation of massive infrastructure товаров растут, и экономическое both nationally and regionally. Railway investments aimed at increasing transdate volume in 2011 amounts to around €550 million and is already surpassing the 2010 в европейском регионе восстановление ers. As a result rents have remained under Source: CB Richard Ellis (May 2011) и в США обусловлено экспортом в and infrastructure development port capacity, as freight transport services levelport by 30%. more hypothetical. страны Азии, в то время, как торговля с projects demand massive investments cannot beCEE delivered if the infrastructure is Logistics Prime Yields and Prime Rental Changes
G
0
Total Leasing g Activity (thousand sq m)
Kyiv
15.00%
Moscow
13.50%
Prague
8.25%
2007 2008 2008 2008 2008 2009 2009 2009 2009 2010 2010 2010 a general increased levelQ2 ofQ3 interest for Q4 Q1 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Sofia stment in CEE, the CEE industrial investment * Total for Czech Republic, Hungary, Poland, Romania and Slovakia. Source: Oxford Economics, CB Richard Ellis (May 2011) Source: CB Richard Ellis, CEE Big Box Logistics (2011) shown continuous growth since the bottom St Petersburg e was www.railwaypro.com reached in |early 2009 Industrial 2009. October 2011 Zagreb estment in 2010 reached €420 million and
2010 Q4
2011 Q1
11.30%
15.00% 9.50%
80%
Q1 2011
Q4 2010
Q3 2010
Q2 2010
Q1 2010
Q4 2009
Q3 2009
Q2 2009
Q1 2009
Q4 2008
Q3 2008
Q2 2008
Q1 2008
Q4 2007
Q3 2007
Q2 2007
Q1 2007
Q4 2006
Q3 2006
Q2 2006
Q1 2006
Q4 2005
Q3 2005
Q2 2005
Q1 2005
Prime yield (%)
Million EUR
Industrial turnover as a % of total CEE propperty investment
NT MARKET
200
Китаем и странами АСЕАН регистрирует замедленный темп в экономическом росте. экспорта Change in Объём Change in товаров из в Китай увеличился во prime стран yield ЕС-27prime rent втором квартале этого года. Однако, y-o-y (bps) y-o-y (%) в регионе Центральной и Восточной -100Европы внешний 0% спрос остаётся ключевым фактором экономического связь с немецкими 0 роста, и тесная13% производителями поддерживает производство. Таким -25 промышленное -1% образом, рост объёмов товарных -50 перевозок обусловливает 0% развитие терминалов и мощностей на -100национальном 0% и региональном уровне. Проекты развития железнодорожной и -50 портовой инфраструктуры 20% нуждаются в интенсивных 0% инвестициях, которые -50 необходимо координировать -70 путём выравнивания -11% долгосрочных стратегических планов. Industrial production (Q4 4 2007=100%)
CEE Industrial OutputDemand and Total Logistics Leasing Activity* Cities ast two quarters the prime yield gap between Industrial in CEE Capitals and Regional other CE capitals closed slightly on the back Prime yield Total Leasing Activity Industrial production, (Q4 2007=100%) Market (%) 110% ompression in 800 Budapest and Prague. The hted average prime yield for CE stands at Belgrade 12.00% represents a 10600bps compression compared 100% Bratislava 8.75% 0. The same indicator for CEE stands at ting a 20 bps compression compared to the Bucharest 10.25% 400 2010. The industrial prime yield in CEE has Budapest 9.00% 90% ound 150 bps above prime office yields.
©2011, CB Richard Ellis, Inc.
-100
0%
0
-3%
Wagon shunting systems ensure reliability and efficiency
On track for tomorrow.
DB International: Expertise in logistical infrastructures. Throughout the world.
[ by Pamela Luică ]
An operator’s success derives from the organization and shunting of the shipped freight volumes. Railway operators develop their activity in ports, terminals or stations which collect and deliver freight requiring a serious organization and implementation of the logistics process. Shunting operations should be dealt with in time, with increased reliability and safety and using few but efficient resources.
S
hunting systems are specially designed to move wagons on loading and unloading stations. The shunting systems are designed using the latest technology and in compliance with the specific customers’ requirements. Only one press of the button puts the train in motion, or stops it. The wagons can be shunted in both directions and with great precision. The installation can be controlled from the loading location and the control system can entirely be integrated into the loading or unloading process. The shunting system is directed from a station which consists in a gearing-down device motor and a power motor, as well as a braking system. Two cable pre-stretching devices, one of which electrically adjustable, provide the pre-tensioning of the steel cable, absorb the changing cable tensions and the sustaining cable stretching and protect the drive unit from impact forces. All different components are protected by plate covers. The electric installation is placed in a lockable control cabinet, which can be located inside our outside. The shunting section is secured by limit switches. The coupling system connects the wagon shunting system and there are several methods to do that depending on weight. If placing the wagons requires greater precision and the freight volume is of 500-1,200 tonnes, the lateral pickup trolley is recommended. This wagon runs on a profile guidance beside the track. With the adjustable draw bar the shunting system can simply and manually be coupled to the wagon. The guidance can be installed into the so-called paved-in track. With this system the pickup trolley can pass the wagons and switches, and also the wagons can pass the system with shunting speeds of 0.4m/s for shunting lengths of 500 m. For a maximum load of 4,000 tonnes, a buffer truck is coupled to the central towing hook of the wagon. With this application the buffer truck can be coupled up and off automatically. The buffer truck moves on the same track as the wagons. With this system the buffer truck cannot pass the wagons, but it can pass the switches. This system can also be equipped with a so-called Lateral Exit Mechanism (LEM). By means of the LEM, the buffer truck leaves the track cross-wise, which means that also here a ‘continuing track’ is created. The speed is 0.4m/s (with load) and 0.8 m/s (without load) for shunting lengths of 500 m.Wagon shunting systems are developed using modern technologies and are reliable and efficient. Many shunting systems are equipped with double voltage traction equipments and automated re-tensioning that contributes to an uninterrupted operation. These shunting systems require little maintenance, are energy and cost saving, efficient and safe.
Системы для осуществления манёвров с вагонами обеспечивают надёжность и эффективность процесса Успех оператора определяется организацией и маневрированием перевозимых грузов. Железнодорожные операторы, работающие в портах, на терминалах или на станциях приёма и распределения перевозимых грузов нуждаются в широкомасштабной организации и применении логистического процесса.
Christian Bedeschinski, Pablo Castagnola
Increasing freight volumes require transport capacity development
OVERVIEW
From concept to realisation – all services through one provider How do you solve your transport problems with intelligent, environmentally-friendly and costeffective solutions? How do you achieve frictionless integration of your diverse transport operators? How can you prepare your infrastructure for the challenges of the future? We have the answers, thanks to our know-how and experience gained from projects completed throughout the world. DB International offers the services of the DB Group to its clients worldwide through one provider.
www.db-international.de
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26 leaders
27
We cannot accept that EU funds allocated to rail would be diverted to other modes of transport Interview with Mr. Philippe Citroën, the new Director General of the Union of the European Railway Industries (UNIFE)
Railway PRO: Dear Mr. Citroen, you are just starting your mandate as head of UNIFE. What is UNIFE’s objective during your mandate and what new projects did you have in mind when you become the Union’s Director General?
European transport is at a crossroads. Old challenges remain current, while new ones emerge. Several efforts are required to finalize the domestic transport market still confronted with significant bottlenecks and other hindrances. The objective of the new White Paper on Transport approved by the European Commission in March 2011 for the transport sector by 2030 is to reduce greenhouse gas emissions by almost 20% compared to the 2008 level. The European railway industry has the necessary resources and can face these challenges. We only have to find the means to support railway transport even more. Many European companies are worldwide leaders in infrastructure, logistics, traffic management systems and production of transport equipments – but considering the fact that other worldwide regions launch major and ambitious 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 | October 2011
Philippe Citroën: The European Commission with its recently published White Paper gave the rail sector a clear mandate to shape the future of transportation in Europe. The goals set therein are ambitious: the majority of medium-distance passenger transport and 50% of freight transport in Europe are to be operated via rail by 2050 – there is a lot of work ahead of us to live up to these challenges. The European rail industry will have to stay ahead of the curve when it comes technical innovation, and keep producing cutting-edge rail vehicles that attract European travelers to take the train. The UNIFE Presiding Board is setting the political strategy accordingly. UNIFE, as in the past, will play a major role in facilitating rail research and development at EU-level; but there are also serious political challenges ahead of us. For example, we urgently have to come to a Europewide solution for rail vehicle authorisation, and to facilitate interoperability with the help of the European Railway Agency (ERA); unlike other transport industries, rail industry and customers still lose a lot of time and money when getting any given rail vehicle authorised across European borders. Another milestone for completing the Single European Rail Area as envisioned by EU Transport Commissioner Kallas would be to relieve the rail investment blockage in Central and Eastern Europe. UNIFE has taken several initiatives, in collaboration with the European Commission, to facilitate a recovery of rail transport in countries such as Romania and Bulgaria, and will continue to do so. Looking beyond Europe, the global rail market is rapidly advancing with markets
emerging in regions such as China, the Middle East, North and Latin America, North Africa or Australia. We have a global market share of more than 50% and are facilitating the build-up of modern rail systems in those regions. UNIFE has to help creating the legal framework in Europe under which our members can continue to play a leading role in global competition. Railway PRO: In July, many European railway industry players signed the Declaration of Intent on launching the Joint Technological Initiative, similar to the CLEANSKY initiative launched by the air industry. What will be the role of the railway initiative? Philippe Citroën: The Rail Joint Technological Initiative –called SHIFT²RAIL – is a sector-wide initiative to develop European rail innovation and competitiveness on a large scale and thereby strengthen the European industry in global competition. The CEOs of the largest rail suppliers in Europe committed to this hitherto unprecedented initiative to step up common rail research and develop the rail systems of the future. In particular, the focus will be on improving capacity to absorb a bigger share of traffic, increasing efficiency and sustainability, and developing the most customer-friendly, safe vehicles. We are currently discussing the content of the program with the Commission – which will take the final decision, ERRAC and all other stakeholders across the sector. Railway PRO: To what extent do you consider achievable the objectives of the White Paper on Transport on reducing polluting emissions by 60% until 2050, given the fact that the EU member states don’t seem to be aware of the importance of railway transport in meeting these goals?
“
[ by Elena Ilie ]
The European Commission with its recently published White Paper gave the rail sector a clear mandate to shape the future of transportation in Europe.
Philippe Citroën
Philippe Citroën: The fact that the European transport sector accounts for about 27% of GHG emissions in Europe, with about three quarters coming from road transport, I am sure has been fully appreciated by all governments across the European continent. The difference is in the means by which individual governments can answer the vast challenge of emission reduction. We believe that the modal shift targets in the White Paper are particularly important to achieve the emission reductions necessary. Shifting for example 50% of freight traffic over 300 km from road is an important objective. Creating an environment in which rail freight can flourish is therefore a much better solution all over Europe. The question is not whether or not the emission reduction targets are achievable or not – because we simply have to achieve them. In addition to facing the effect of climate change, we face the challenges of urbanisation, urban pollution, congestion, and energy scarcity. We believe that rail transport is the answer to all those challenges and this believe is shared by all governments across Europe. > October 2011 | www.railwaypro.com
28 leaders > Railway PRO: How does the railway industry answer the Union’s challenges launched in the White Paper?
Philippe Citroën: The European rail industry will answer by producing the most cutting-edge, sustainable, comfortable, safe, interoperable, efficient, and economically viable rail vehicles for the European market. We understand the message of the Commission: innovation, competitiveness, job creation as laid down in the Europe 2020 growth strategy. Railway PRO: Although in the past decade the railway industry developed competitive products, even superior to those created in other industries, the customers of freight or passenger carriers don’t seem to be attracted by railway transport (recent data show drops in the number of passengers in the past two years). What do you think would be the cause, the economic recession or the weak political support granted to railways? Philippe Citroën: Large-scale investments such as rail undertakings will always rely on political support. The study that we produced in 2010, the UNIFE World Rail Market Study, suggests that rail transport enjoys a high level of political support all over the world. We have evidence that the rail market in Europe will continue to grow in the next 10 years – despite all economic difficulties. Railway PRO: Speaking about the political factor, what are the areas that the political class should insist on in order to ensure a balanced development of this means of transport? Philippe Citroën: Installing a proper rail system takes some time and substantial investment. Politicians know the long-term benefits of rail transport, which are environmental sustainability, safety, cleaner urban centres, and last but not least, economic development. Railway PRO: Some pessimistic voices in the industry area say that the technological evolution is confronted with a slowdown in the development rhythm. Do you believe this vision is also shared by the railway industry sector? Philippe Citroën: The complexity, quality and technological advancement of a rail system always depends on the market conditions under which it is put in place – in recent years we have witnessed the emergence of new markets in which rather ‘basic’ rail systems are installed. It led to the rise of a number of new rail supply companies outside Europe, that are now in a position to www.railwaypro.com | October 2011
challenge the champion of the global market, the European rail industry, more and more. For UNIFE members this means that they have to stay ahead of the curve in rail research and development, and there is strong evidence that they are doing so. Railway PRO: What do you think about the necessity of high-speed railways seeing as the majority of East and Central European countries are actually confronted with an under-financing situation in the railway transport which, in the end, will also affect the volume of orders addressed to the profile industry? Philippe Citroën: We are very happy that countries like Poland are leading the way in implementing important rail projects by launching a high speed rail project amongst many other significant developments. Yet, rail under-investment in Central and Eastern Europe is one of UNIFE’s political priorities for the coming years. Statistics show a very low level of absorption of funds for rail in Central and Eastern Europe. We cannot accept that EU funds allocated to rail would be diverted to other modes of transport. On the other hand there is evidence that the arguments for rail I outlined above – sustainability, freedom from pollution and congestion, economic development – are increasingly being heard in the transport ministries in Central and Eastern Europe. I am not saying it will be easy, but still we are confident that in the long run, decisionmakers in Bulgaria, Romania, and other East European countries will increase investment in rail transport. We furthermore think that best use needs to be made of European funds. The European Union provides substantial amounts of money in particular for the Central and Eastern European member states that could use the money to radically overhaul their rail systems whilst receiving sufficient funding. It is a unique opportunity but at the moment it is not seized – as surprising as this might seem. Funds are available but not invested. UNIFE supports the idea of setting up dedicated rail investment agencies in those countries where absorption is a problem. Such an agency should be relatively small, efficient and competent. Railway PRO: One of the European Union’s directions is to set-up a single European railway area. What are the hindrances from the industry point of view for meeting this objective? Philippe Citroën: One of the biggest challenges for realising this vision is of course the technical harmonisation of rail systems in Europe in order to create interoperability. UNIFE has strongly
supported initiatives that can facilitate this, such as making interoperable signalling (ERTMS) mandatory on European rail corridors (TEN-T). There is still a lot of work to be done; especially when it comes to rail vehicle authorisation across European borders, where we are working closely with the European Railway Agency. Railway PRO: Is the adaptation of the ETCS system to European networks enough to develop this single European railway area? Philippe Citroën: It is an essential element for achieving it – but ERTMS has benefits even beyond making the different European systems interoperable. It makes rail traffic more efficient, as it allows for more trains to be operated on a given track with higher speed. It also represents another leap in safety, as infallible safety systems are installed that override the human factor. Railway PRO: What are the strong and weak points of the European railway industry in international competition? Philippe Citroën: The strong point of the European rail industry is that we are at the forefront of innovation, competitiveness and produce the most energy efficient, reliable and best performing vehicles.
Мы не можем допустить, чтобы средства, выделенные на железные дороги, были перенаправлены на другие виды транспорта Европейский транспорт находится на перепутье. Старые вызовы остаются актуальными, появляются новые. Европейский железнодорожный транспорт имеет все необходимые ресурсы для того, чтобы успешно справиться с ними. Нужно лишь найти способ оказания более сильной поддержки железнодорожному транспорту. Крупные европейские компании являются мировыми лидерами с точки зрения инфраструктуры, логистики, системы управления движением и производством транспортного оборудования. Но с учетом того, что в других регионах мира запускаются огромные и смелые программы модернизации транспорта и инвестиций в инфраструктуру, для поддержания конкурентоспособности особо важно, чтобы европейский транспорт продолжал развиваться и инвестировать в развитие.
30 Products & Technologies
MARKET DEVELOPMENT
external diseconomies of road transport
The success of rolling motorways consists in environmental pollution higher costs for road transport infrastructure costs
Increasing transport volumes require new technologies for manufacturing cargo wagons
45 operational weeks are usually planned for an entire year of regular service, in order to compensate for seasonal interruptions in the summer and winter holidays when transport demand is lower. Transport demand (maximum required capacity) is of roughly 30 shipments
[ by Pamela Luică ] cost due to accidence maintenance costs As part of the international freight transport, a rolling motorway is the most convenient service when it health costs to long-distance road transport. comes to reduce costs and travel time, as an alternative
for every 25 tonnes. Figures of 750 tonnes net-weight and around 600 m train length [ by Teodor Turcu ] correspond to total train weight and length. The tonnage per wagon required to transport this
quantity of freight in keeping with typicalwithin round trip schedules can be calculated. An average The Agenda 2015 for combined transport in Europe, published UIC’s DIOMIS project (Developing annual tonnage carried by a wagon can thus be deducted: 3,150 tonnes.of Considering Infrastructure and Operating Models for Intermodal Shift), includes among others an analysis the typesthat gure (equivalent to and 100%train capacity utilisation over entire year) is unlikely of efficient wagons for optimal use this of the infrastructure parameters. Theanagenda prioritizes theto be doubling of freight volumes in combined transport andduring warns the we necessity of investing in thetonnes design achieved in all services an about entire year, reduced this amount to 2,600 per and manufacture of new wagons. wagon per year, which amounts to around 82% (see Figure 7).
A
Figure 7
Category (a) (b)
(c)
(d)
Type of wagon 60-feet 4-axle
TEU/
# of
Wagon
TEU
Share [%]
28.000
3
84.000
50,3
80-/90-feet 6-axle
5.300
4
21.200
13,2
104-feet 6-axle
3.300
4
13.200
8,2
4-axle pocket
1.500
2
3.000
1,9
6-axle double pocket
1.700
4
6.800
4,2
2-axle
7.800
2
15.600
9,7
other 4-axle
6.500
2
13.000
8,1
low-oor
1.900
2
3.800
2,4
56.000
Ø 2,9
160.600
100,0
Total Source: UIC
# of Wagon
Source: KombiConsult research and estimates
www.railwaypro.com | October 2011
I
Average annual tonnage carried by by a CT wagon Average annual tonnage carried a CT wagon
ccording to the UIC study, over Service Day - Day (10 departures/week) the next 10 years, an important A-B A-C A-D number of wagons with a life exTotal wagon need by service 66 132 198 pectancy of 30 years due to highly performing operation standards will have to be Weeks / year 45 45 45 replaced. This means that around 18,500 Departures per week 10 10 10 wagons will have to be replaced between Shipments per Departure 100% 30 30 30 2012 and 2018. After 2018, around 3-4% of Tonnes / Shipment 25 25 25 the current fleet of wagons will have to be Tonnes per year 337.500 337.500 337.500 replaced every year. While the first combined transport serTonnes per wagon * year 5.114 2.557 1.705 vices were delivered using standard flat wagEstimated share of service 30% 50% 20% ons, the increasing demand has led to the 3.150 100% development of wagons especially designed for this type of transport. Nowadays, a large 2.050 65% Ø Tonnes per wagon * year variety of types of wagons was developed to depending on train utilisation fit the increasing types of loading units in 2.600 Ø what concerns length and weight. Source: KombiConsult research and estimates Source: UIC Due to the increasing number of semitrailers in loading units, the demand of ready for production in 2012. The wagon is mum load of 60 tonnes. The average annual tonnage per wagon is around 2,600 tonnes. Calibration with 2007 data pocket wagons is constantly increasing. designed for the transport of high-profile According to the same UIC study, the conrms gure. According KombiConsult research (see of DIOMIS 2007 transport Report onin These wagons provide a better use of the units withthisa platform loweredtoby 23 cm future volume combined Combined Transport) around 172.2 million tonnes have been transported on CT services. train length. compared with that of a normal flat wagon. Europe has already been included in the ATo signi them are in serviceSilent nowadays. In addition, a small number of thatcant end,number Hupacofmeets the still demand and energy-efficient, this is a double Agenda 2015 for combined transport in EuBy dividing that number by the total number of CT wagons and a relevant proportion of low aoorrecently wagons designed transport high cubewagon containers and swap bodies on rail lines with lower with pocket pocket wagon with container module. The rope. Estimates show that the 126 million standard wagons also used for CT services, the result is an average of 2,628 tonnes per whose waslast, presented in Lugano new bogie the 4-axle averagewagons, wagon tonnes 2005 volume will more than double loadingprototype proles. At there are a certain number of 45-increases und 52-foot wagon for 2007. by 30% compared with the by 2015 to 269 million. If performance reand whose main features are versatility loading capacity mostly rebuilt from other at wagons as well. and flexibility. This type of wagon is de- Mega II version, thus reaching 85%; the av- mains to 2,600 tonnes per year, 55,000 new rived from the Mega II wagon and it will be erage wagon load is 51 tonnes with a maxi- wagons will be necessary. Considering the Table 1 Total number of normal gauge wagons used exclusively for unaccompanied need to replace 11,000 wagons by 2015, a Total number of normal gauge wagons used for unaccompanied CT services, by wagon types in service in exclusively 2007 total number of 66,000 new wagons will be CT services, by wagon types in service in 2007 needed, 20,000 of which are already orders and options.
In total there are 56,000 wagons specically designed for CT in Europe, excluding wagons
Новые технологии строительства товарных вагонов В результате анализа перспектив до 2015 года, касающихся смешанного транспорта и рынка вагонов для осуществления перевозок контейнеров и грузовиков, выявлено, что нынешнего количества вагонов не хватает в условиях теперешнего спроса на перевозки. В этой связи следует отметить одного из производителей - Hupac - недавно представившего в Лугане прототип многокарманного вагона.
31
External diseconomies of road transport n Europe, the rolling motorway service costs EUR/1000 tkm road rail is considered the transport of the future accidents 5,44 1,46 because it implies the organisation of a “door-to-door” transport, it is environmentally 2,138 3,45 noise and infrastructure friendly (a 40 tonne truck emissions 7,85 3,8 has the impact of 90,000 – 100,000 automotive 0,79 0,5 adverse effect on climate vehicles) and it reduced deadlocks, especially infrastructure 2,45 2,9 at border crossings, which is one of its most im5,45 0,235 traffic jams portant advantages. total 24,12 12,35 Choosing the transport mode for carrying Source: fh fh bfi bfiVienna Vienna source: heavy vehicles is influenced by many factors: 12.02.2009 28 immediately after the arrival of the train. costs, time of departure, frequency, punctuality, The rolling motorway has a clear advantage ney risk of loss, flexibility, management organisa- when it can run when the road cannot: on fesThe rolling motorway service is energy-effition and costs, as well as by a series of social, tivities, at night and in weekends. Restrictions cient, reduces costs and travel times, as well as political and legislative factors. vary depending on country. Furthermore, the the activity of polluting means of transport and Why a rolling motorway service? First of all, railway journey of the trucks can be legally sustains eco-friendly transport. However, the this transport mode provides the right techni- recognized as resting time for their drivers rolling motorway service proved successful in cal and organisational choice for international which means they may resume their road jour- a limited number of cases so far. transport based on partnerships and cooperation, without technical or management-related preparation. Using the rolling motorway servthe magazine published with the support of for railway ice is easier for road transport companies: each research train and truck with official departure leave is shipped without any technical changes. Thus, they eliminate the necessity of many other transport leaves and road tolls which signifiScience&Technology cantly cuts costs. According to a study (“The choice between Official magazine for Club Feroviar Conferences & Technical Colloquia road transport and rolling motorway”) carried out based on the information provided by 33 drivers and 9 transport companies, costs, travel time and the day of the week are the three most important factors. Thus, taking into account Call for papers prices and regulations, the rolling motorway service carried out in weekdays has not a major potential of demand as there is more demand 2nd International Technical Colloquium in weekdays. A major demand for this type of on Railway Infrastructure service appears when road costs (fuel, tolls) in22nd - 23rd of February 2012 crease significantly. For example, a toll equivalent for the passing of a truck through the Alps inclines the balance in favour of the rolling motorway in Switzerland and Austria. In the case 2nd International Technical Colloquium of the rolling motorway service, the travel time on Passenger Rolling Stock is easier to estimate and known by user, but it 28th - 29th of March 2012 depends, however, on different aspects (speed, load, type of rails, locomotive), time departure factors and bottlenecks. According to the UIRR, the speed average is 45 km/h (2009) 2nd International Technical Colloquium with a 70% punctuality, while for road transon Freight Rolling Stock port, the travel time varies a lot depending on 25th - 26th of April 2012 traffic congestions, accidents etc. For example, for the Trieste Fernetti-Chop relation it is estimated that the rolling motorway would take 22 hours including loading and unloading, while, according to truck drivers, it takes on average 26 hours by road. www.conferinte.clubferoviar.ro www.railwaypro.com Restrictions play a crucial role in determining the relative advantages\disadvantages.
Railway PRO
15
October 2011 | www.railwaypro.com
32 Policies & Strategies
Freight needs paperless transport [ by Elena Ilie]
Making railway freight transport efficient for both the 1520 and the 1435 mm gauges is an ambitious and complex project. Despite its well-known advantages, especially for heavy and massive goods, railway transport is burdened by elements related both to technical and legislative aspects. These are the barriers that need to be removed in order to create an interoperable network throughout the entire Europe, but also on the corridors providing links to Asia.
T
he representatives of the European railway sector believe that it is necessary to take measures in order to increase the attractiveness of this type of transport in direct relationship with its beneficiaries by making sure freight trains are punctual and regular. Step by step, a railway network will be dedicated exclusively to goods transport, so that this mode of transport would be preferred by traders. As part of the DIOMIS rail project, UIC held a conference in Vienna at the end of March 2010 and one of the conclusions of the UIC study, launched via DIOMIS, was that referring to the location of hinterland traffic as development segment in the near future. The study foresees a traffic shift from the North-South axis to the East-West axis and anticipates an average growth rate of 8% if a few important conditions are met. On this matter, the industry representatives have expressed their opinions about the conditions necessary to keep ensuring the modal shift to railways through concrete business situations. Infrastructure investments and modernizations so that it would allow the access of longer and
heavier trains, coordinating the development of railway terminals, the availability of equipments (cars and units), cross-border interoperability, non-discriminatory access to terminals, efficient services, as well as the track access charges were mentioned as priorities to make sure growth forecasts will occur. One of the most efficient methods to simplify and harmonise cross-border traffic is the TAF TSIs, developed to facilitate the international information exchange regarding cross-border rail freight services. One of the methods for increasing the attractiveness of rail freight transport is reducing the volume of necessary documents. Sector organisations and profile associations, as well as railway state or private operators cooperate in facilitating these procedures especially in international transport. One of the objectives of the International Rail Transport Committee (CIT) is the interoperability of shipping regime that hosts the operations of freight transport companies, more precisely obtaining the legal interoperability of the CIM/SMGS consignment note. In May 2010, on the occasion of the re-
Rail transport of goods by country (2009)
Source: Eurostat
www.railwaypro.com | October 2011
union of the Management Committee, established through the International Convention on the Harmonisation of Frontier Controls of Goods (signed in Geneva in 1982), adopted a new annex to the Convention on simplifying border crossing procedures for the international railway freight transport. The specific annex aims at facilitating international trade by reducing, harmonising and coordinating the administrative procedures and formalities concerning border control of goods for the international railway freight transport. In fact, the Annex contains obligations aimed to reduce the delays of cargo trains at border crossings. They refer to introducing minimal requirements for border station (exchange), cooperation between countries in these border stations, moving control from borders to departure or arrival stations, reducing control time and the number of paper documents.
Для товаров нужен транспорт без бумаг Повышение эффективности железнодорожных грузовых перевозок по системе 1520 – 1435 мм - это смелый и сложный проект. Несмотря на все известные преимущества, особенно по сегменту тяжелых и объемных грузов, железнодорожный транспорт усложняется по причинам, относящимся к техническим и законодательным положениям. Речь идёт о тех сложностях, которые должны быть преодолены с помощью создания интероперабельной сети на уровне всей Европы, которая будт действовать и по коридорам, соединяющим её с Азией.
MARKET DEVELOPMENT
MARKET DEVELOPMENT
Role of freight transport in the logistics chain
photo: www.worldofrailways.net
Роль грузовых перевозок в логистической цепи
www.railwaypro.com | October 2011
В последнее время на уровне профильных ассоциаций и на уровне операторов железнодорожного транспорта можно наблюдать попытки оптимизации услуг, относящихся к железнодорожным грузовым перевозкам, для их полного приспособления к требованиям клиентов цепи поставок.
AGC (E-RAIL) NETWORK IN THE CAUCASUS AND CENTRAL ASIA
a certain means of transport or missing links from several means of transport, no matter how small they are, can prevent the development of a single intermodal transport chain. The main disadvantage of the rail freight transport is, apparently, the lack of flexibility. For a better integration of the provided services, but also for making the logistics chain efficient, railway freight transport operators call on the IT solutions. This is also the case of Rail Cargo Ungaria, as resulted from the declarations of its representatives. “With the help of the E-Freight Internet customer, Rail Cargo Hungaria assures comprehensive data service in case of special transport. The information services and the relating logistics systems are applied as information resources for own informatics- and process-register. The system provides possibility for special planning for railway transport beside public road transport, which saves additional costs and make the processes and the logistics more efficient. Connecting the system with water-bone transport could create the interoperability among the different modal sectors”. Another option for harmonising a railway freight transport system is the expansion of the single wagons rail transport service. It is a very flexible system which permits the customer to fully adapt to the goods shipping opportunities. In fact, the customer can choose how many wagons they want to ship. Since transport routes for this type of transport are previously established, the customer can add wagons to the train at any time. With an annual volume of shipped goods of 100 billion tonnes/km, single wagons transport counts for 50% of the European freight transport market.
Most governments, both in Europe and in the Central-Asian Platform, are now trying to encourage shippers and shipping companies to move more freight on rails, mainly due to its low polluting impact. However, one cannot but admit that the main disadvantage of this means of transport is the lack of flexibility, as well as the presence of physical and non-physical aspects have hindered the traffic of goods on railways in international transport. FIGURE 2.4
for example the FMCG sector provides a huge potential for integrating transport into the logistics chain”. Railway operators have to improve the speed within their offering process, extend their infrastructure with investments into rail sided terminal. Special focus has to be given to intermodal solutions as well. In particular formerly state-owned railway companies need to review their organisation structures in order to improve their productivity which should lead to an improved cost level and more competitive offers. For a series of highly dense corridors in Europe, a well-shaped interconnection of the different means of freight transport is not yet finalized; in theory, things go on well, but in practice, from the point of view of the national legislation, the principle of network interconnection needs a better integration. In crossborder transport, missing links that pertain to
[ by Elena Ilie ]
24
E
xperts from rail associations believe that it is necessary to focus on a modular design of cargo trains to satisfy new market needs, to develop perfect-length cargo trains, to develop and implement adequate shunting, transhipment and decanting techniques for freight terminals, and last but not least, it is necessary to consolidate interfaces with the other means of transport in the logistics chain. In terms of making efficient the relationship between railway freight transport operators and logistics service integrators, one of the largest companies in the world that activate in this sector, Kuehne + Nagel declared that “First of all railway operators have to understand that logistics providers are their partners with a high interest in including rail services into their portfolio. Logistics providers can be a helpful link to customers/industries which are not traditionally bonded to rail services;
Railway transport imposes against maritime transport on long distances
[ by Elena Ilie ]
Over the last period, we could not help but notice the rail associations and railway freight transport operators’ attempt to improve rail freight transport services to make them perfectly adjustable to the demands of the supply chain customers.
35
B
ecause of these reasons, railway transport has lost a lot of its freight market share against road transport. Railway transport is often prevented by transhipment costs, as the goods are transferred from one means of transport to another. However, methods such as containerization aim to reduce these costs. By creating routes that are dedicated to rail freight transport on the Eurasian platform, the players in the field intend to remove barriers, at least the administrative ones, by emphasizing the advantages of long-distance railway routes compared to maritime routes. New political strategies aim at a Eurasian platform every day more connected by rail freight transport. Therefore, either we are taking about the Trans-Siberian Network, the Trans-Asian Network, the North-South Corridor (Russia-Iran and then to India), the new (Iron) Silk Road or the recently launched freight routes from Germany to Russia and China, these are only few of the attempts to revive and at the same time strengthen the position of long-distance rail freight transport with the purpose of
photo: UNECE
34
emphasising its advantages compared to maritime transport from the point of view of a much more reduced travel time. Once finalized, the North-South Corridor will be another example to support long-distance rail routes as it will significantly reduce the time goods spend on the road from the present 45-60 days to up to 25-30 days. A good example to underline these advantages comes from Japan whose Ministry of Infrastructure, Transport and Tourism has financed a test goods transport from Hamada to Vladivostok on the sea and then from Vladivostok to Moscow on the railways. The result? The transport took 30 days compared to the 50 days of the exclusive sea transport from Hamada to the Russian western ports. Moreover, the above-mentioned ministry is now trying to encourage other companies to use the Trans-Siberian route against the sea route. It is expected that any new inland cargo movements across Asia will be diverted away from maritime shipping and the level of diverted traffic will depend on the net benefits to freight customers offered by the railways over sea carriers.
По маршрутам дальнего следования железнодорожный транспорт находится впереди морского транспорта Большинство правительств на европейском пространстве и на платформе Центральной Азии пытаются поощрять транспортёров и отправителей грузов использовать в большей степени железнодорожные перевозки, в основном по соображениям низкой степени загрязнения окружающей среды. Тем не менее, невозможно не учитывать тот факт, что основным недостатком этого вида транспорта является отсутствие гибкости, но и присутствие препятствий физического и другого характера, мешающих движению товаров по железной дороге с пересечением множества границ. October 2011 | www.railwaypro.com
36 LEX
LEX 37
CIM/SMGS, freight transport interoperability on the Eurasian market
New clarifications on the on-board command & control and signalling [ by Elena Ilie ]
[ by Elena Ilie ]
The progressive globalisation of the market for transport creates a new challenge for the railways. The challenge is to provide for movement of freight between Europe and Asia by land over distances of over 10 000 km. On the key route from Asia to Europe an increase in traffic of around 23% is forecast for 2011 whilst within Asia, a growth of 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.
This May the European Commission adopted a new technical specification for interoperability (TSI) on the subsystem “traffic exploitation and management” of the Trans-European conventional railway system. However, the Commission specifies that the specific TSI set in the annex doesn’t to impose theAsiause 7.3 The have Link Between Europe and via the Turkey of specific technologies or technical solutions, except for the cases when it is absolutely necessary for the interoperability of the Trans-European conventional railway system.
Situation and perspectives of the rail market TREN/R1/350-2008 lot 2 Final Report
Balkans and
This corridor case study focuses on the underdeveloped freight link between Turkey, Greece and Bulgaria. The link between Europe and Asia is implemented through the Pan-European Corridors, specifically Corridor IV (Greece/TurkeyBulgaria-Romania-Hungary-Austria-Germany) and Corridor X (Turkey-BulgariaSerbia-Croatia-Slovenia-Austria-Germany)
linking
the
countries
in
Central
Europe with Turkey, the Near East and Asia.
W
ithin the project to make the “With the project <<CIM/SMGS legal interoperability>> we are trying to do everyCIM and SMGS legally interthing in our range of influence to eliminate all obstacles. The first phase consisted in the operable, the CIT (Internadevelopment of a CIM/SMGS consignment note and I can say that this first phase was tional Rail Transport Committee) and a success”, declared in an interview for CIT Rail.org, Thomas Leimgruber, Secretary OSJD (Organisation for Cooperation of General of CIT. Railways) are accordingly working as fast as they can on the implementation of a comprehensive contractual framework tions in the Russian Federation (for ex- ridors and so covers more than half the to allow these new traffics to be moved ample 12,550 from the Czech Republic, CIM/SMGS traffic, three quarters of this simply in administrative terms but with 10,000 from Slovakia, some 6,000 from traffic consists of containers, at less than complete legal certainty. The CIT and France and 3,000 from each of Germany 5% single wagonload traffic plays a miOSJD are coordinating their work closely and Hungary). nor role. The use of the common CIM/ with the UNECE in Geneva. The CIM In the opposite direction, from the SMGS consignment note leads to a savconsignment note defines uniform rules Russian Federation, some 35,000 CIM/ ing of some forty minutes per wagon or for the international rail freight transport SMGS consignment notes were used. eight to ten hours in the total transit time contract, while the SMGS consignment This indicates balanced traffic flows. The of a train. Discontinuing the transcripnote defines the Convention for the in- greater part of this traffic likewise went tion of CIM and SMGS consignment ternational rail freight traffic. to the Czech Republic and Slovakia. A notes provides a saving of some EUR 40 A CIT release informs that at the most not insignificant number of CIM/SMGS per consignment. Further simplifications recent meeting of the coordinators (in consignment notes (some 10,000) were are expected from the establishment and Baku on 21 June 2011),E CRussian emphasising the consolidation of the customs union beO N O M IRailways C C O M M I S Smade I O N Fout O R to E U Slovenia, ROPE said that inN O 2010 ofE Koper. tween the Russian Federation, Belarus ECO M I C twice A N D SasO Cmany I A L CCIM/ O M M I S S importance I O N F O R A SofI Athe A Nport D TH PAC I F I C SMGS consignment notes were used CIT data show that the common CIM/ and Kazakhstan because the common as in 2009. In total 36,226 CIM/SMGS SMGS consignment note is used for more CIM/SMGS consignment note can serve consignment notes were used destinathanCROSSINGS fifty traffic flows over four TEN cor- as a customs transit document. FIGURE 4.4 PORTION OF TIME AND to COST AT THE BORDER BISHKEK – NOVOSIBIRSK) Portion of (ROAD timeROUTE and cost at the border crossings (road route Bishkek-Novosibirsk)
Rest of the trip 85.1 hours, 41%
BORDER Sharbakty (KAZ) Kulunda (RUS), 57.5 hours, 28%
Rest of the trip $ 828.3, 37%
BORDER Akzhol (KGZ) Kordai (KAZ), $ 1,028.83, 46%
BORDER Akzhol (KGZ) Kordai (KAZ), 65.5 hours 31%
TABLE 4.5
BORDER Sharbakty (KAZ) Kulunda (RUS), $ 399.03, 18%
Time and cost data (road route Bishkek-Novosibirsk)
TIME AND COST DATA (ROAD ROUTE BISHKEK – NOVOSIBIRSK)
Border crossings
Time (hours)
Time (% of total)
Cost (US$)
Cost (% of total)
Akzhol / Kordai
65.5
31
1,028.83
Sharbakhty / Kulunda
57.5
28
399.03
46 18
Rest of the trip
85.1
41
828.30
37
Total
208.1
100
2,256.16
100
Source: ECONOMIC COMMISSION FOR EUROPE
www.railwaypro.com | October 2011 The time spent at the Akzhol/Kordai and at the Sharbakhty/Kulunda border crossings differs by 8 hours only (65.5 and 57.5 hours respectively, of a total time of 208.1 hours). The costs lost at the two border
CIM/SMGS интероперабельность товарных перевозок на евразийской платформе Прогрессивная глобализация транспортного рынка обусловливает возникновение новых вызовов железным дорогам. Основной вызов заключается в обеспечении наземных грузовых перевозок между Европой и Азией а расстояния более 10.000 километров. По ключевым маршрутам из Азии в Европу прогнозируется рост объемов движения на 23% в 2011 году, в то время, как внутри Азии ожидается 7%-й рост объемов движения. Поэтому работа в регулярные промежутки с некоторыми составами, пересекающими платформу между Китаем и Европой, становится все более возможной - поэтому вопрос транспортных операторов не ставится “возможно ли это”, а “когда это осуществится”.
T
International container blocktrains are operated between Turkey and the
Germany, responsible Austria, Hungary for in the West and Turkmenistan, he technical interoperability speci- of infrastructure managers and railway Netherlands, authorities safety, providKazakhstan, Iran, Iraq and Syria in the East. fication established in the present companies on the exploitation of trains ing significant levels of local and regional “Bosporus Europe Express” international freight container train, which is decision is applied to the traffic on the Trans-European conventional rail- The interoperability. now operating on the route between Ljubljana and the Halkali Container exploitation and management subsystem way lines. The requirements regulate main TerminalMoreover, member states willofalso notify and in Istanbul, provides a good illustration the challenges of such an operation. The performance of this train depends on the defined at paragraph 2.4 of annex II of Di- aspects such as safety, reliability and avai- complexities international agreements between one or activities of relevant railway undertakings as well as infrastructure managers of rective 57/2008 (on the interoperability lability, environment protection and tech- the Slovenian, severalCroatian, member at least a third Serbian,states Bulgarian and and Turkish Railways. of the Community railway system) and nical compatibility. country or between railway undertakings According to its present schedule, the train covers a distance of 1,577 km in which refers to the on-board command & It is compulsory for member states to approximately or infrastructure in the member 60 hours. On its managers way it crosses five countries; it changes its times due to different power supply systems (3 kV DC, 25 control and signalling. The present deci- notify the European Commission about a locomotives stateseight and at least one railway undertaking kV/50 Hz) and the lack of electrification on parts of the route and closed sion applies to all member states starting series of types of agreements in the first six national orrailway infrastructure manager a third counsystems (only two states are EUin members) and it must stop at for the purpose of completing railway administrative and with January 1, 2012 and could be con- months after the new technical specifica- national try,borders providing significant levels of local and technical formalities, as well as for the purpose of carrying out the formalities by state authorities. The speed of the train varies according to the sulted in the UE’s Official Journal. tion for interoperability becomes effective, required regional interoperability. conditions of the infrastructure on the route. Figure 7.5 presents Therefore, the present technical specifi- on condition that it had not been already different travel times of different means of transport. cation for interoperability sets the essen- notified under Decision 920/2006 which Travel time of different means tial requirements for the specific subsys- refers to the TSIs on the “traffic exploitaof transport tem and for its interfaces related to other tion and management” subsystem of the subsystems. It also sets operational and Trans-European conventional and hightechnical specifications. speed railway system. and perspectives of the rail market TREN/R1/350-2008 lot 2 The new Situation TSI determines the constitutive Thus, national agreements between Final Report interoperability elements and the interfamember states and railway undertakces which are regulated by European spec- ings or railway managers permanently or ifications, including European standards, temporarily signed, necessary due to the necessary ensure thevolumes interoperability verybetween specific orthe local nature of the specific Figure 7.1topresents of goodsintraded North-West European the Trans-European conventional railway transport service, will be notified. The new Region (blue) and CIS countries (brown) across the Eastern Baltic area (pink) in Source: Business Advisory Council for Southeast Europe system. TSI also regulates the bilateral or multilathe period 2003-2006. The present TSI applies to the “traffic teral agreements between railway underexploitation and management” subsystem takings, infrastructure managers and the Figure 7.5
Travel time of different means of transport
Source: Business Advisory Council for Southeast Europe
Figure 7.1
Volumes of goods traded between the North-West European Region
Volumes of goods traded between the North-West European Region and and CIS countries across the Eastern Baltic area (2003-2006) CIS countries across the Eastern Baltic area (2003-2006)
97
R20090301.doc March 2010
Новые пояснения насчет подсистемы управленияконтроля и сигнализации на борту составов Недавно, в мае этого года, Европейская комиссия приняла новую техническую спецификацию совместимости (STI) для подсистемы „эксплуатация и управление движением” в трансъевропейской классической железнодорожной системе. Однако, Комиссия уточняет, что данная техническая спецификация, которая установлена в приложении, не должна требовать внедрения специфических технологий или решений, за исключением случаев, когда это строго необходимо для совместимости трансъевропейской классической железнодорожной системе. Source: NEA
Source: NEA
October 2011 | www.railwaypro.com
Of the major ports in the Eastern Baltic, St Petersburg has shown the largest
38 Products & Technologies
Products MARKET Policies & Technologies DEVELOPMENT & Strategies
RMG cranes, a solution for faster loading of trains in intermodal terminals
Increasing freight volumes require new locomotive manufacturing technologies [ by Pamela Luică ]
Container shunting times depend on shunting machines and terminal configuration. For reducing the 2005 / 2015 REPORT ON Ispeed NTERMODAL OLLING STOCK IN EUROPEtrolleys, the lifting and wagon loading/unloading times, elements such as the of R machines, spreader lowering speed of the spreader etc. are very important.
The increasing freight volumes to be carried worldwide know a rapid dynamics demanding cargo trains to ship more freight in an every day faster rhythm. To cope with demand, locomotives have to adapt to specific needs.
Source: KombiConsult research and estimates
Wagon prices are determined by a certain number of factors:
Koncranes patented system is time-saving efficient wagon loading/unloading activity, because allows the driver to move the the ALC system reduces the container lifting Wagon it type spreader on the horizontal plane without and lowering times, counteracting all unwant Quantity of wagons in a single order moving the trolley or gantry. ALC allows ed movements including those caused by Time frame for time delivery optimum cycle to be reached in all wind or other external forces”, declared Erkki Market price when -the contract signedis operating conditions whether yourissystem Salminen, Sales Manager Koncranes Port automated driver-operated. As forbya the morecustomer Cranes, Konecranes Finland Corporation. Amount oforcomponents supplied
World container As welltraffic as these decisive factors, further contractual conditions inuence the end price of a (Million TEUs)traffic World container complete, “ready to use” wagon, such as:
(Million TEUs)
Manufacturer and buyer responsibility vis-à-vis certiкранов, cation/licensing RMG решение
600
для быстрой загрузки “Ex works” or “on customer site” delivery в интермодальных Payment conditions “according to progress” orпоездов “only after delivery and acceptance”
500
терминалов
400
300
18 200
100
0 1970
1975
1980
1985
Source: Containerization International
Source: ITF
www.railwaypro.com | October 2011
1990
1995
2000
2005
2006
2007
2008
2009
Время загрузки и разгрузки контейнеров зависит от оборудования и от конфигурации терминала Контейнерные перегружатели на рельсах (Rail mounted Gantry Cranes - RMG) - это отличный выбор для интермодальных терминалов, так как они позволяют осуществлять более быстрое обслуживание поездов, тем самым сокращая операционные затраты. Они работают в режиме экономного потребления энергоресурсов и позволяют осуществлять возврат электроэнергии.
World Freight Traffic 2010 World Freight Traffic 2010
9 281
Tonne Ͳkm (billions)
2 791 2 011
3 462
139
327
© 2011 – UIC –International Union of Railways
Europe non CIS
Russia
USA and Canada
Source: UIC –International Union of Railways
Asia et Oceania
Africa
Total
Q3/10
Q1/10
Q3/09
Q1/09
Q3/08
Q1/08
Q3/07
Q1/07
Q3/06
Q1/06
Q3/05
Q1/05
Q3/04
Q1/04
Q3/03
Q1/03
Q3/02
700000
Увеличение объёмов товаров обусловливает необходимость производства локомотивов для увеличения объемов перевозок
United States Original
650000 600000
United States Trend
550000
United States Seasonally Adjusted
500000
Russia Original
450000
Russia Trend
400000
Russia Seasonally Adjusted
350000 300000
Q3/10
Additional Need
Source: KombiConsult research and estimates
Source: OECD Figure 12. National and international rail freight in the United States and Russian Federation (Million tonne-km)
Q1/10
2015
Q3/09
2014
Q1/09
Replacement Need
2013
Q3/08
2012
Q1/08
2011
Q3/07
Known Orders & Options
2010
Q1/07
2009
Note: Data on rail freight in the EU area exclude Austria, Greece, Luxembourg, Netherlands and Romania.
Q3/06
2008
40000
Q1/06
Current wagon
2007
50000
Q3/05
2006
Seasonally adjusted
60000
Q1/05
2005
For improving freight transport efficiency, RZD plans to buy 1,250 locomotives granting over EUR 2.5 Billion to the acquisition of rolling stock. Ukrainian Railways takes the example of the Russian operator and has already signed two agreements (with Transmashholding and Elmavalmshenebeli-Georgia) for the acquisition of 433 locomotives by 2016 at a cost of more than EUR 1.5 Billion. After tens of years with no rolling stock acquisition contract, Serbian Railways will buy performing locomotives to boost cargo transport volumes, as well as trains and underground trains. Thus, “in the coming years, we will buy 15 modern locomotives,
Trend
Q3/04
0
Operators follow the trend and purchase rolling stock
Original
70000
Q1/04
20.000
80000
Q3/03
40.000
90000
Q1/02
46.000
100000
Q1/03
60.000
56.000
(Million tonne-km)
110000
Q3/01
80.000
National and international rail freight in the EU
Figure 11. National and international rail freight in the EU (Million tonne-km)
Q1/01
100.000
Q3/02
103.000
for which we will pay EUR 65 Million. The locomotives will be operated on the European network”, declared the company’s executive director Milovan Markovic.
Q3/00
120.000
cated to freight transport. The prototype locomotive was launched in April 2012 and the delivery of the first locomotive being expected for 2012. The locomotive uses asynchronous traction and is energyefficient. “Using the new locomotives will significantly help increase the capacity of Russian trains and will help optimise energy efficiency, at the same time reducing maintenance costs”, shows a press release of RZD. Turkish manufacturer Tulmosaş and General Electric have jointly developed the PowerHaul locomotive, designed to generate more horse power and aimed at shipping an increased volume of freight.
Q1/02
ail freight transport is nowadays backed by legislation. As, freight transport on distances longer than 300 km is expected to fully shift to railways, rolling stock manufacturers have to use the technologies that enable an efficient and safe long-distance transport. Providing an efficient cargo transport with improved capacity depends on the rolling stock, its design and concept and last but not least on the technologies used to meet performance criteria. For shipping large volumes of freight, locomotives have to dispose of an improved traction capacity and vehicles have to adapt to market requirements. “Longer trains and more performing locomotives are the best solutions for making efficient every km a train covers and for increasing freight volumes. The rail industry needs investments in developing capacities and increasing the capacity of vehicles. The future of rail freight transport depends on increasing transport capacities which, in turn, demands massive investments”, declared Alexander Hedderich, CEO DB Schenker Rail. Nowadays, to meet the demands, railway companies launch pilot trains on longdistances and with optimised freight volumes, especially on the routes that link Europe to Asia, but this type of services cannot be carried out without performing vehicles. For this purpose, in the coming months, Transmashholding and Alstom will develop the 2ES5 locomotive dedi-
2005/2015, in number of wagons
Q3/01
R
CT wagon 2005/2015, development, CT wagon development, in number of wagons
Q1/01
R
Figure 9
Q3/00
[ by Teodor Turcu ]
ail Mounted Gantry Cranes - RMG – are an excellent choice for intermodal terminals as they enable faster train operation which lowers operational costs. RMGs are best suited for uses where getting the container on board a train quickly is more important than the lifting speed. These equipments enable a low energy consumption and advanced power regeneration. According to Kalmar, if the terminal has layout (long, narrow) and if container turn over grow over 100,000 TEU’s gantry cranes are more efficient than other types of equipments. “Of course, handling time per container depends on the layout of the terminal and the logistics chain. Rail mounted gantry cranes (RMG) are very expensive investments but very efficient in intermodal and port application for handling large volumes of goods (>1,000,000 TEU). RS and RTG have very efficient diesel engines but the RMGs have electric drive. Automation only goes for big terminals with more than 1,000,000 TEU’s per year. Big ports have to take measures in this direction to protect their leader position in the field”, declared Jurgen Wurzer, Managing Director, Kalmar HebeFahrzeuge Handelges. Koncranes’ RMG and RTG cranes are equipped with the Active Load Control system (ALC). The Active Load Control (ALC) is an integrated sway prevention and horizontal fine positioning system. “This
39
увеличение объёмов перевозок на глобальном уровне регистрирует динамичное развитие, а в таком контексте товарные составы должны перевозить большие объемы в гораздо более быстром темпе. Для выполнения этих требований, локомотивы должны быть способными соответствовать новым условиям спроса. В контексте, когда железнодорожные грузовые перевозки поощряются законодательством, и когда на расстояния более 300 километров желательно осуществлять товарные перевозки по железной дороге, транспортные средства должны быть оснащены технологиями, позволяющими обеспечивать эффективность и безопасность транспорта на далекие расстояния. October 2011 | www.railwaypro.com
Seamless transport of goods by rail now possible
Russia turns potential into account in the Eurasian Platform [ by Elena Ilie ]
[ by Elena Ilie ]
S
22%
Illustration of « sidings & last miles »
Source: UIC Railway Statistics 2005
S
ince its founding, eight years ago, RZD, the Russian rail company, has moved an astonishing 10.4 billion tonnes of cargo. The company has gradually seen its market share grow, standing at 42.4% of all rail freight shipped in the country so far. However, the year 2009 proved to be a resilience test for Russian Railways, as because of the decline in freight transport, earnings fell to a certain extent. By the end of the year, the group managed to substantially reduce the size of its operational spending, by 8.2% to around EUR 25 Billion”, explained Russian Railways Senior Vice President Vadim Mikhailov, referring to the severe recession which affected all logistics sectors. Russia has proved that it knows to take advantage of the strategic importance that transport has in the Eurasian platform. The group has been in talks with SNCF regarding both passenger and freight services, the parties announced readiness to cooperate in developing goods transport and terminals as part of the Europe – Asia transport corridor, and their intention
of improving standards, to attract larger freight volumes. One of the main goals set out in the Strategy for Developing Rail Transport in Russia up to 2030 is therefore deep integration into the Eurasian transport system. To reach this objective, RZD will seek to to increase the role of the Russian rail network on the global market for transport services, especially in Eurasia and to strengthen Russian Railways’ competitiveness compared to alternative forms of transport and foreign shipment companies. A regular container train service has been launched on the China – Europe – China route in 2010 in order to attract additional container freight. TransContainer, a partially privatised RZD subsidiary, is involved in this project as an operator, providing container transport services on the Russian, Ukrainian, and Belarusian rail networks. On the other hand, the Trans-Eurasia Logistics Company (a joint venture between Deutsche Bahn Mobility, Polzug and Kombiferker) is continuing its work organising container freight services on international routes. Since June 2010, the
TRANSPORT CORRIDOR EUROPE CAUCASUS ASIA (TRACECA)
Source : UIC Railway Statistics 2005
terms
ation
Source: ECONOMIC COMMISSION FOR EUROPE
amme 1
IM
amme 2
amme 3
Distribution centre
ives
Port / Customer
Junction point
Sidings operator
Sidings « first mile »
IM
Sidings « last mile » IM
Source: House of rail - UIP - ERFA
Animation in panorama view only
www.railwaypro.com | October 2011
Единые перевозки грузов по железной дороге? Это возможно Второстепенные линии, независимые инфраструктуры и терминалы пунктов назначения векторы развития важных направлений бизнеса для портов, экспедиторов, операторов железнодорожных грузовых перевозок, администраторов инфраструктуры, владельцев вагонов, и не в последнюю очередь для их клиентов.
Россия показывает свою важность на Евразийской платформе
photo: eng.rzd.ru
ms
ouverain 53 s 88.47 81.14 .org
joint venture has been working to provide regular container freight services between Duisburg (Germany) and Moscow. The shortest route between the European Union and Southeast Asia (a region which produces up to 70% of the world’s GDP) is through Russia. Therefore, Russian Railways said they were planning to run a demonstration train between Hasan in Russia and Rajin in North Korea in October this year. The project aims to reconstruct an existing section of the railway, the Port of Rajin cargo terminal, and the subsequent use of this infrastructure for transit, with access to the Trans-Siberian Railway.
TRANSPORT CORRIDOR EUROPE CAUCASUS ASIA (TRACECA)
Association (EIM), is first and last miles, increased flexibility, for example, at stamore precisely, the availability of and tions where a system change takes place, non-discriminatory access to last mile such as at terminals, ports or on construcinfrastructure is vital for the competitive- tion sites. ness of rail freight. In particular, single Moreover, the manufacturer announced wagonload traffic (which accounts for the development of a TRAXX DC loco40%-50% of EU rail freight) can hardly be motive with a Last Mile Diesel engine realised without direct access to sidings. is planned which enables the seamless Railway Statistics On the other hand, specialists from the transport of goods by rail. International Union of Railways (UIC) believe that the availability of private sidPercentage of the electrified Percentage the electrified railway networks in Easternrailway Europe ings has a direct impact on freightoftraffic networks in Eastern Europe volumes transported by rail. It is not news that the shunting activ14% ity for operations in last mile terminals is obstructed by the fact that these are not 11% 6% electrified which makes the change of locomotives necessary. Moreover, this de37% lays the delivery of freight and represents 59% a disadvantage of the railway operator against road operators, which can affect 31% 42% such a journey without stops. 42% Bombardier Transportation came with 34% 0% the perfect solution, the TRAXX AC 40% 36% locomotive. Known as “Last Mile Die72% 32% sel,” this innovation removes the need to 72% change locomotives in shunting areas of a 0%33% rail network. The new technology offers 3%
С момента создания, точнее восемь лет тому назад, Российские железные дороги (РЖД) перевозили ровным счётом 10,4 млрд. тонн грузов - можно сказать, удивительный объем. Доля российской компании на профильном рынке постепенно росла, а в 2010 году достигла 42,2% от общего объема грузов, перевозимых в стране. October 2011 | www.railwaypro.com
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
idings, independent infrastructures and last miles are important business vectors for ports, forwarders, rail freight operators, infrastructure managers, wagon keepers and last but not least, customers. Currently, infrastructure quality and capacity will more than ever determine the potential of growth in volumes and scope of rail freight. While the main corridors in the European Union are attracting the main attention, independent infrastructures, as well as infrastructure sidings and end points (last mile) tend to be forgotten. There are, of course, technical, commercial and economic reasons for some rail related services to be considered essential. For instance, without traction current, an operator cannot technically run an electric train, cannot provide services to customers and therefore cannot generate revenue. Consequently railway undertakings can operate in the market only if they have both access to and use of essential rail related services. Another example, say experts from the European Rail Infrastructure Managers
41
FIGURE 2.18
ns
MARKET DEVELOPMENT
52
tents
40 Products & Technologies
42
MARKET DEVELOPMENT
Products & Technologies
Retechnologisation for increased competitiveness
We can “teach” trucks to run on railways
43
[ by Elena Ilie ]
[ by Elena Ilie ]
Classic terminals in combined cargo for transshipment between train and heavy goods vehicles with crane bridges or reach stackers require high levels of investment in infrastructure. A great deal of space is needed for storing the heavy goods vehicles, containers and swap bodies. The loading and unloading of a complete combined cargo train often takes several hours. One problem of combined cargo is the transshipment of conventional lorry semi-trailers on railway wagons. However, the rolling motorway transport is the best solution for traffic decongestion.
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 modernisation, such as reduction of operation and maintenance costs, increase of capacity and performance, intensifying reliability and availability and environmental protection and safety aspects.
www.railwaypro.com | October 2011
lack of spares at workshop’s warehouse will prevent the use of the vehicle, until the arrival of the expected part, causing financial losses to the operator company, added Aitor Llorente.
Ретехнологизация для повышения конкурентоспособности Эксперты данной сферы считают, что решение выбрать в пользу восстановления старых или приобретения новых локомотивов необходимо принять прежде всего с учётом выявления задач, которых нужно достичь с помощью модернизации - таких, как снижение затрат на управление оборудованием и на его обслуживание, увеличение мощностей и показателей работы оборудования, повышение надёжности и готовности, но и улучшение критериев, обеспечивающих охрану окружающей среды.
photo: www.globalports.com
locomotives, most of them in Russia, Kazakhstan, Poland, Mongolia and Syria. “We had to stop modernising locomotives in the EU countries in December 2010. This was driven by the applicable emissions regulations, and GE doesn’t have a suitable engine that met the current EU3A emissions compliant engine that could be applied to the old locomotives. We believe an upgraded locomotive has to have a new life expectancy of 15-20 years and provide significant advantages, such as low fuel consumption and, if possible, an improved traction power and benefit from modern control with microprocessors for improved performance and reliability”, declared Krikor Aghajanian, Manager European Sales, GE Transportation. Providing the spare parts and their maintenance for a freight locomotive in operation is also a measure that operators have to take into account. “The main priority of maintenance depots is to assure rolling stock availability and reliability, and a bad spare parts logistics strategy will have an adverse effect. Management of spares tries to reduce stock volumes in order to reduce financial and logistics stocks, but never compromising availability, because the
load is ready to be moved. The CargoBeamer is an innovative approach with great potential. In particular the fast, automated transshipment and the temporal decoupling in the transshipment by heavy goods vehicle and by rail are the strengths of the system.
Мы можем „научить” грузовики ездить по железной дороге
photo: Der Spiegel
I
n Western Europe, most operators prefer new vehicles against refurbished ones. This is the conclusion of a market overview in the past 10-15 years. Western private rail operators began their activity 15 years ago relying on old, refurbished vehicles, but at the moment, almost all successful operators in Western Europe use new vehicles to be able to face the competition of state operators. “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 of the Spanish manufacturer CAF. On the other hand, GE Transportation believes strongly in the process of taking older diesel electric locomotives and “giving them a new lease on life”. GE Transportation upgraded more than 1,100
photo: SBB
O
perators who want to shift the transport of goods from road to railways have to look for the best technical solutions to permit a rapid and cheap transshipment. One of the best solutions seems to be the CargoBeamer, a system which involves specially designed pallets which can carry trucks. The pallets are fitted to rail freight cars but can slide sideways to allow trucks to drive on & off smoothly at intermodal terminals. Experts in the transport sector are excited about CargoBeamer, the new German transshipment technology designed to shift more truck freight to railways. The first such terminal was opened in Leipzig in Germany and trial between Leipzig and Lithuania were run in November 2010. The new technology is significantly different from other systems currently in use. Unlike the classic rolling motorway system, CargoBeamer doesn’t involve placing entire trucks onto special flatcars and no are cranes used to reload the cargo as in the combined transport system. Instead, the tractor pulls the trailer onto a special steel palette and deposits it there. Gripper arms installed in the ground then pull the palette, complete with the trailer, sideways onto a freight car. The side plate of the freight car is then closed and the
Классические терминалы для смешанных перевозок грузов, приспособленные для передачи грузов с поездов на грузовики и наоборот, оснащенные подъёмными кранами или автоштабелерами, требуют существенных инвестиций в инфраструктуру; необходимо больше пространства для хранения крупнотоннажных грузовиков, контейнеров или мобильных коробок. Также, загрузка и разгрузка грузового поезда может занимать даже несколько часов. Другая проблема - загрузка классических полуприцепов в поезда. Несмотря на всё это, транспорт Ro-La - оптимальное решение для устранения пробок на дорогах. October 2011 | www.railwaypro.com
With its five standard models, the New Fami they can & best choose what they 45 need most. Products Technologies the sole factors. Other considerations such a operation. In designing these new models, w identify locomotive mission profiles and ope
44 Products & Technologies
New shunting locomotive VBC manufacturing solutions enable cost-efficiency
Variable gauge systems, a smart solution for increasing the efficiency of cross-border rail traffic
[ by Teodor Turcu ]
[ by Teodor Turcu ]
The development of variable gauge bogies is presented as an alternative to transshipment and bogie changing methods. The cross-border freight transport with rolling stock equipped with variable gauge systems helps reduce logics cycles and transport costs.
in 1998 and 1999
Why not apply the Spanish model to elimitate th barriers the b i b between t the th 1435 1435mm and d 1520 1520mm Why not apply the Spanish model to elimitate вагонов с тележками netwoks? the barriers between the 1435mm and 1520mm netwoks? P rocess
Source: Talgo
www.railwaypro.com | October 2011
C h an ge facilities
C ap acity
Развитие вагонов с тележками, оснащенными переменной колеей, представлено в виде альтернативы переправам и методам замены колеи. Осуществление грузовых перевозок с пересечением границ с помощью составов с тележками, оснащенными переменной колеей, приводит к укорачиванию логистических циклов, и отсюда к сокращению транспортных затрат. У транспортных операторов есть преимущество, которое заключается в том, что они могут использовать тот же подвижной состав с момента отправления и до пункта назначения; таким образом будут исчезать пробки с пунктов пересечения границ между странами с разной шириной колеи и будет сокращаться общее время пребывания в пути.
T
o boost efficiency, any system for stopping the locomotive has to eliminate all obstacles and enable the locomotive crew to immediately start up the locomotive when necessary. To that end, Vossloh Locomotives equips its own locomotives with an automatic start-up system for diesel engines. This system stops the engine in long idle times and starts the preheater to maintain the ideal temperature of the engine and to keep it ready to start. “We are dealing with the development and installation of modules, such as the energy storage system and the automatic start-stop system which reduce the operation time of the diesel engine and expands the maintenance intervals for the new family of locomotives. We have installed adapted software on our locomotives in order to reduce load peaks (VED - Vossloh Eco Drive)”, declared Andreas Hopmann, Managing Director, Vossloh Locomotives GmbH. Mainly concerned about the development of a new family of reliable and efficient shunting locomotives, to be exploited at minimum costs, Vossloh Locomotives prioritizes the installation of new components aimed at reducing maintenance costs. Vossloh’s locomotives have a main-
tenance monitoring system with remote diagnosis (VSMS - Vossloh Rail Vehicle Management System). This provides continuous fault diagnosis for locomotives in the field and optimisation of the locomotive. “For the development of the DE fleet, the power electronics were developed in-house and the modular construction is in line with our maintenance philosophy: replacement of modules, which can then be overhauled”, said Andreas Hopmann. One of the companies that have aligned to the UIC standards on the modernisation of shunting locomotives is the Croatian company TZV Gredelj. For increasing the life expectancy of a vehicle and cost-efficiency, part of the company’s locomotives are equipped with the SAPAZ system (automatic diesel engine start and stop). “The implementation of this system will significantly reduce the number of in-use hours of the diesel engine, fuel-costs, engine oil consumption and maintenance costs. The purpose of the modernisation was to expand the life cycle of the locomotives ensuring an efficient and reliable operation, at low exploitation and maintenance costs.
Results – Ranking of the measures Ranking of the measures 4 500
4 192
2 995
3 000
2 000
1 560
1 406 1 333 929
1 000
586 85
0
2050
Source: TRT - Trasporti e Territorio Joint IEA- GHG- TransPoRD workshop 1 7 th – 1 8
th
June Paris 2010
VED Vossloh Locomotives
subject to technical modifications
Energy efficient driving Regenerative braking Aerodynamic efficiency Supercapacitive energy storage yb d sshunting u t g locomotives oco ot es Hybrid Light weight materials Friction control measure Innovative bogie
[Kt ] [Kton]
With the installation of new and modern equipments, the upgraded locomotives the level of new and modern locomotives in terms of technical, economic, environment protection and safety indicators with significantly lower financial investments”, declared Ivan Tolic, Chairman of VED the Board.
TRT Trasporti e Territorio
производители локомотивов постоянно адаптируются к запросам клиентов с помощью внедрения новых технологий Для оптимизации манёвров, производители локомотивов постоянно адаптируются к запросам клиентов с помощью внедрения новых технологий. Среди них системы хранения электроэнергии и автоматическая система пуска и остановки - они сокращают общее количество часов работы дизельного двигателя, тем самым продлевая межремонтный пробег локомотивов и сокращая затраты на топливо. October 2011 | www.railwaypro.com
photo: Vossloh
the vehicles at border points; thus, frontier bottlenecks disappear for countries with different types of gauges and the overall transport time is reduced. Eliminating the((continued) transshipment) operaExperience p tions at the border points of countries with different types of gauges increases the volumes shipped on rails between Eastern f) Europe Winter Wi t ttests t carried i mm d outt with ith Y Y-25 25 and Western (1520 gauge) bogies in Happaranda (borderasbetween Europe (1435 mm), well as between Sweden and Finland) in 1997, the Mediterranean Sea 1998 and and the Baltic Sea. 1999. 1999 Moreover, this definitively solves the ing)herent Tests carried out in Test Loop border points problems a railway Center of Sherbinka (Moscow) in 1996 between pan-European corridors and Eurcorridors. f) asian SNCF-DB-Renfe homologation tests
CO2 reduction
type of gauge while travelling and in only 3 seconds. “This rolling system developed by CAF can be applied to any type of passenger train, regardless of its origin and technology. Currently, the BRAVA system is under study for freight wagons”, declared Aitor Llorente, International Division Area Manager, CAF, Spain. Using this type of technologies in rolling stock manufacturing increases the real capacity to transport all types of materials by rail to the real capacity of the line and not to the capacity of the installations at border points and diminishes the cost of border installations for the expected growth in the flow of freight transport. “Today in freight traffic which involves bogie changing or transshipment of materials at border points with different track gauges, the capacity to transport goods is limited by the capacity of these changing stations and this usually created bottlenecks. With the use of the variable gauge system, this bottleneck disappears as well as the need to change bogies or do transshipment (always very time consuming) disappears”, said Mario Oriol. Transport operators benefit from the great opportunity of using the same vehicle from departure to arrival without changing
photo: Talgo
T
he different types of gauges in Europe pose problems to the international freight traffic requiring the transshipment of goods or changing the bogies of cars at frontiers which significantly increase the travel time. Some manufactures are counteracting these problems by building automatic variable gauge changing systems. A long-standing tradition manufacturer is Talgo which has a system developed since the end of the 1960s by which it allows passenger trains to run on tracks with different gauges, named “Talgo RD”. In 1995 Talgo developed an application of this system for the axles of freight wagons, mainly because of the great potential market between the European Union, countries of Eastern Europe and the CIS countries. “Currently, we are involved in improving the freight bogie design in order to lower the manufacturing costs and to make the product accessible to all markets”, declared Mario Oriol, Marketing Manager, Patentes Talgo, Spain. CAF (Construcciones y Auxiliar de Ferrocarriles) has developed its own variable gauge bogie system, called BRAVA, allowing railway vehicles to adapt to any
As fuel prices know a constant increase, the need to dispose of systems that reduce fuel consumption is essential. One of the simplest means of reducing the fuel consumption of rolling stock fleets is to stop the engine of locomotives when they are not in use.
WORLD TRADE REPORT 2011
46
Automated activities is what makes transhipment efficient
B. The state of the world economy and UIC world rail statistics Freight transport growing across all regions of the trade in 2010 world. UIC members’ statistics for 2010 indicate an aver-
Entreprise Ferroviaire ndises par wagons complets Güterverkehr in Wagenladungen Wagon Bahnunternehmen Global Railway Undertaking Gesamtsumme Overall UIC world rail statistics Tonnes-kilomètres Tonnes transportées Beförderte Tonnen Tonnenkilometer Tonnes carried Tonne-kilometres registering x 1 000 x 1 000 000
1.
The rapid and adequate transhipment of railway units remains one of the greatest challenges for railway transport research. A cost-efficient solution is the key to sustainable competitiveness and intermodalidy. The automation of the transhipment process is the key factor that triggers the increase of transport volumes and reduction of operation times.
CZ DE EE ES ES
in world GDP, which increased the magnitude of the trade slump relative to GDP in 2009, and which had a similar positive effect during the recovery of 2010.
FI
The short-term outlook is clouded by a number of significant risks factors in addition to the catastrophes in Japan. These include rising prices for food and other primary products, and unrest in major oil exporting countries. Adverse developments in any of these areas could potentially set back the economic recovery and limit the expansion of trade in the coming year.
HU
The full impact of the Japanese disaster is particularly difficult to gauge since it is complicated by a simultaneous nuclear incident, which is hampering relief and rebuilding efforts. The limited amount of research on the economic consequences of natural disasters suggests, however, that the trade impact should be relatively small, especially in the in the medium-to-long term.
IT
ccording to several studies of the two types of subsystems: the lifting and The FastRCargo project focuses on auUIC-GTC, an advance of tran- loading unit and the freight shunting plat- tomated operations for loading/unloadshipment units of 1.7 million by form. ingPRESS/628 intermodal units, thus encouraging Page 9 of 27 performance of rail freight 2015 was observed. Under the circumTherefore, the developed components the increasing stances, terminals will not be able to de- include horizontal transhipment equip- transport operations. velop efficient shunting and high freight ments, the development of modular However, automotive products declined more during the crisis (51% compared to 30% for volumes activities using the existing tech-much equipments for very fast and automated nology. transhipment parallel serial. office and telecom), so that by the end of 2010 they wereeither only 5% above or their level at the Growth in volume of world merchandise To make this activity the in office Also, for efficient operations beginning of 2007, whereasefficient, world trade anddeveloping telecom equipment was up 37%. trade and GDP, (2000-2011) FastRCargo project wasrose launched for a Q1-2009 transhipment control system is needed Manufactures as a whole 46% between and Q4-2010. developing a new transhipment system to ensure safety and performance. withshare a significant on rail transport existing systems, the is dif-greater than its The of officeimpact and telecom equipment inCompared exports ofto developing economies innovations. This consists in exports the rapid ference consists the shunting share in developed economies (15% in 2008 for theinformer, 7% forsystem: the latter) while loading and unloading of intermodal these share are notofinstalled in the above exports part automotive products are responsible for a larger developed economy (11%, transport to units (trucks wagons), of thethat container, but country in the lower part, compared 4%), so it and is perhaps notthe surprising developed exports have lagged existingthose equipment permitting parallel the crisis. transhipment operation being carbehind of developing countries since the loading processes. The system provides ried out by two new components of the attractive services which did sup-not fluctuate system: a as group of four loading units and World tradetransport in textiles and clothing much as other products in 2009 (down port the methods andcategory help the shunting platform. The transhipment 14%) and new 2010railway (up 11%) but the other machinery matched the trend for total balance transport modes. The transhipprocess carried out on parallel manufactures almost perfectly. This is partly due toisits relatively large sharerailway in manufactures trade ment process madebut of also two interactive lines with an auxiliary line at least two (about 13% in is 2009) to the fact that it is mostly made up of of investment goods (industrial Source: WTO Secretariat subsystemspower designed based onequipment, advanced etc.), junctions to thesensitive main line. machinery, generating whichleading are highly to economic conditions automation techniques. meetincertification demands, specificof consumer Putting the trade recovery into perspective and closely linked to production. About 4% ofTo trade manufactures is composed The FastRCargo objec- household elements appliances). in designing the railways were durables other than technological automobiles (mostly tives include the development and test- developed, as well as operation staning of modular components and shunt- dards, a control centre and a sophisticating machines by integrating all parties in ed inter-node for the transport activity. Перегрузка товаров Chart 4: World exports of manufactured goods by product, 2007-10 Chart 1: Growth in volume of world merchandise trade and GDP, 2000-11
-15
2001
2002
2003
2004
2005
2006
2007
2008
2009
140 130 120 110 100 90 80
70 60
Iron and steel
Office and telecom equipment
Automotive products
Other machinery
Textiles and clothing
Manufactures
Q4-2010
Q3-2010
Q2-2010
Q1-2010
Q4-2009
Q3-2009
Q2-2009
Q1-2009
Q4-2008
Q3-2008
Q2-2008
Q1-2008
Q4-2007
Q3-2007
Q2-2007
50
2 3 3 3 3 3
2
3.8
2,404
2,520
2
PL
PKP
Growth was stronger in the first half of the year, but 27,465 33,713 3 22.7 7,239 8,835 weakened in the 2,134 second2,311 half 3as the sovereign debt CP CARGA 8.3 454 476 crisis affecting smaller euro area economies restrained CFR Marfa 6,925 8,118 3 17.2 1,175 1,438 economic growth,1,064 especially SERVTRANS 897in 3Europe. -15.7 276 198 415
313
3
-24.6
206
158
HR
3,534economies 4,202 3 collectively 18.9 749 Although developing avoided923 an 3 ZSSK Cargo 4.3 1,775 1,860 outright decline in9,072 2009,9,464 many individual economies TOTAL EU GDP contract, 222,372 240,923 saw their for example 8.3 South55,821 Africa,61,064 Chile, TOTAL EU + EFTA 222,372 240,923 8.3 55,821 Singapore and Chinese Taipei. However, all of 61,064 these ZFBH 1,905 2,234 3 17.3 188 246 economies returned to positive growth in 2010, and the ZRS 664 748 2 12.7 45 61 only large developing country 3that remained mired in BC 30,858 35,920 16.4 10,611 11,953 recession was the2,573 Bolivarian Republic of Venezuela. HZ 2,760 3 7.3 546 532
TR
TCDD
SZ
3,365
3,551
5.5
2
1,618
1,688
GDPEUROPE grew faster261,737 in developing cent) than TOTAL 286,136 Asia (8.8 9.3 per 68,829 75,545in
SNCF : Figures systematically corrected in December date:
06/07/11 World
North America
22 fiscal austerity in the second half of 2010, which held 4.8 Europe’s growth rate down to 1.9 per cent, the slowest World Freight Traffic 2010 22.4 9 281 of any region. The economies of Greece, Ireland and Tonne Ͳkm (billions) -28.2 Spain all contracted in 2010, as did Iceland’s, which -23.3 was 23.3 hit by a banking crisis in 2008.
3 3 3 3 3 3
4.8
3
2 791
3 462
The 2 011 below average GDP growth 9.4 major exception to the 139 growth in 9.4 Europe was Germany, whose 3.6 per cent 30.6 outpaced all euro area economies and all rate Europe non Russia USA and Asia et Africa Total 37.4 European UnionCIS members Canada exceptOceania for Sweden and 12.6 Poland. According to OECD National Accounts -2.6 Statistics, Germany’s net exports of goods contributed 4.3 1.49.8per cent to its 3.6 per cent GDP growth, or 40 per cent of the total increase. By comparison, domestic
3
327
© 2011 – UIC –International Union of Railways
2
3 3 2
Exports
2 079
2 765
Imports
2008
2009
2010
2008
2009
2010
2008
2009
2010
1.4
-2.4
3.6
2.2
-12.0
14.5
2.2
-12.8
13.5
0.1
-2.8
3.0
2.1
-14.8
-2.4
-16.762
15.7
415
139
9
0.0
-2.6
2.8
South and Central America a
5.1
-0.2
5.8
0.8
-7.9
6.2
Europe
0.5
-4.0
1.9
0.2
-14.1
10.8
0.0
-14.5
11.4
-0.9
-14.2
9.2
2.0
-5.2
10.1
16.4
-25.6
20.6
-4.2
6.5
14.6
-5.0
7.0
European Union (27)
Russia
15.0
Europe non 5.8 CIS
United States
-14.0
USA * and 15.4 Canada
Asia et -3.7 Oceania
Africa
-16.4
Total 14.8
13.2
-16.3
22.7
-0.6
-14.2
9.4
© 2011 – UIC –International Union of Railways * USA only 2009 data 2010 available in September 2011
0.5
-4.2
1.8
Commonwealth of Independent States (CIS)
5.5
-7.1
4.3
Africa
4.8
2.1
4.7
1.2
Middle East
5.3
0.8
3.8
3.5
-4.3
9.5
14.2
-7.8
7.5
Asia
2.8
-0.2
6.3
5.5
-11.2
23.1
4.7
-7.5
17.6
China
9.6
9.1
10.3
8.5
-10.5
28.4
3.8
2.9
22.1
Japan
-1.2
-6.3
3.9
2.2
-24.8
27.5
-1.0
-12.2
10.0
India
6.4
5.7
9.7
14.4
-6.8
19.9
17.3
-1.0
11.2
1.9
-0.8
7.7
4.9
-5.7
21.3
3.5
-11.4
18.0
Memo: Developed economies
0.2
-3.7
2.6
0.8
-15.1
12.9
-1.2
-14.4
10.7
Memo: Developing and CIS
5.7
2.1
7.0
4.2
-7.8
16.7
8.5
-10.2
17.9
Newly industrialized economies
(4) b
2/2
a Includes b Hong
the Caribbean. Kong, China; Republic of Korea; Singapore; and Chinese Taipei.
Source: WTO Secretariat.
Source: WTO Secretariat
www.railwaypro.com | October 2011 Due to insufficient data, we cannot say at this stage whether world trade became more or less
3
DB AG : Passenger and freight traffic: Holding's figures, including performance outside german GDP
Быстрая и адекватная перегрузка товаров в железнодорожном транспорте остаётся одним из крупнейших вызовов с точки зрения исследований на уровне железнодорожного транспорта. Эффективное решение с точки зрения затрат - это ключ к устойчивой конкурентоспособности и интермодальности. Таким образом, автоматизация процесса перегрузки товаров является решающим фактором роста объемов перевозок и сокращения времени операций. По результатам анализов, проведенных UIC-GTC, выявлен разрыв приспособлений для перегрузок в объеме 1,7 млн. до 2015 года, а в таком контексте терминалы не могут осуществлять эффективной перегрузки больших объемов товаров с использованием существующей технологии.
Source: WTO Secretariat estimates based on mirror data.
3
World Passenger Traffic 2010 PassengerͲkm (billions) (Annual percentage change) Table 1: GDP and merchandise trade by region, 2007-10 (Annual percentage change)
2010 2011 a
становится эффективнее в результате автоматизации деятельности
150
3
other developing regions last year, with China and India SOURCE: UIC PV Trafic marchandises comprenant les wagons de part M Nombre de mois pour 2010/2011 Güterverkehr einschließlich leere P-Wagen. Anzahl der Monate für 2010/2011 and merchandise tradeofby region, 2007-10 Freight traffic including empty GDP privately owned wagons Number months for 2010/2011
Although the growth of world exports in 2010 was the fastest on record in a data series going back to 1950, it might have been even faster if trade had quickly reverted to its pre-crisis trend. This did not happen. The rebound was strong enough for world exports to recover their peak level of 2008, but it was not strong enough to bring about a return to the previous growth path (Chart 2).
160
3
9,262
BY
a Figures for 2011 are projections. Source: WTO Secretariat.
Indices, 2007Q1=100 World exports of manufactured goods by product
World GDP at market exchange rates expanded 17,041 19,781 3 16.1 3,145 3,476 3.6 per cent in 2010, one year after 3.5 an unprecedented 1) DB AG 100,052 103,544 3 25,509 27,787 contraction of 2.4 per 8,611 cent 3that14.3 accompanied the EVR 7,533 1,610 1,745 economies 2 developed FGCfinancial crisis in 2009. 83 Output 113 of 36.5 5 7 rose 2.6 per 4,033 cent 4,353 in 3 2010 after falling RENFE 7.9 1,864 2,016 VR 3.7 per cent in 7,883 8,160 3the 3.5 2,139 2,127 2009, while rest of the world GySEV/RÖEE 1,306 economies 1,277 3 -2.2 the 174 170 (including developing and CIS) grew 3 FS 7.0 per cent, up from 10,6512.1 per 10,984 3.1 3,195 Table 3,007 cent in 2009 (see 1). 8,919
BA
GDP
2000
M
557
LDZ
BA
Merchandise exports
2011
LV
SK
Average GDP growth 1990-2008
505
3,765
SI
0
2010
14.6
CD
RO UNIFERTRANS
5
%
3,397
RO
Average export growth 1990-2008
3
10.2
RO
a
M
3
15
-10
2,772
13,049
Annual % change
-5
2011
2,420
11,843
PT
Developed economies recorded export growth of nearly 13% in 2010, compared to a 16.5% average increase in the rest of the world. China’s exports increased in 2010 by a massive 28% in volume terms.
2010
LG
LT
Higher prices for primary commodities and the extraordinary growth of trade in developing Asia helped boost the combined share of developing economies and the Commonwealth of Independent States (CIS) in world exports to 45% in 2010, its highest ever.
10
Economic growth
BG BDZ
PRESS/628 Page 2 of 27
A
age overall growth of 3.4%, measured in tonne-kilometres for the increases freight sector worldwide, economic strong of 10.3 per centconfirming and 9.7 per and trade recovery. % cent, respectively. South and Central America also saw With an 8% increase compared to 2009, Russia’s ex10.4 vigorous growth of dynamic 5.8 per cent, Brazil’s strong tremely freightdriven sectorbyrepresents almost a quar10.5 7.5 per cent upturn. However, Africa had ter of tonne-kilometres transportedthe in fastest the world. The 8.9 United States and Canada up 4% average rate of GDP growth of any notched region over thegrowth last whilst 8.4 representing over 25% of total tonnage transported, five years (4.7 per cent between 2005 and 2010). 48.5 whereas China, which represents 70% of the total ton8.2 nage in Asia (and Oceania), showed a slight sag at only Developed economies grew more slowly than -0.6 3%. Indian Railways saw its traffic increase by 9% foldeveloping economies, some performed better -2.5 lowed closely bybut Kazakh Railways with 8%. Europe (non than about anthe possibility of which -5.9 others. CIS) Concerns for its part showed increase of 7%, a trend 10.8 sovereign defaults in Greece, Ireland, Portugal and has continued through the early part of 2011. Growth 4.8 brought was at 1.5% in financial Africa. market instability and Spain renewed
2011
[ by Pamela Luică ]
Q1-2007
47
StatisticS
RESEARCH & DEVELOPMENT
22
[ by Pamela Luică ] October 2011 | www.railwaypro.com
48 POLICIES & STRATEGIES
Development of the single European railway area still questioned by institutions [ by Pamela Luică]
The development of a single European railway area is every day more debated topic on the European institutions which are drawing up measures trying to be actively involved in the matter. The White Paper on Transport, “Roadmap to a single European railway area – Towards a competitive and resource efficient transport system” remains the reference point for the development of a single transport system.
T
he Committee on Regional Dev- on the development of a single European elopment has recently analysed (on transport area”. The severe under-financing 19 September) the draft opinion on of railway infrastructure in the last decades Railway in South and Turkey: Right Track? one of the mainMain Report of the newReform White PaperEast onEurope Transport, whileOn thehas become concerns the draft project will be adopted by the the European transport policy. “Railway TRAN Committee on November 22, 2011 traffic is increasing, but the availability current report revisits railways of theofregion five yearscontinues later to assess the progress at11.firstThe reading. The project alsotheexpects the investments to drop”, shows madevote by in the2012. state rail incumbents in: (i) institutional operating and financial EP’s CER inreform; a press (ii) release. performance; and the (iii)Committee integration. During the course of EC thesehas fivewisely years,identified there was the initially a In September, on TransThe market periodand of economic by a periodthat of severe economicthe crisis. Theof port Tourism plenty, also setwhich the was mainfollowed ob- segments will dominate future current report delineates extent of any with integration, both within the region, and jectives related to the the draft report on progress the transports (railway passenger transport White Paper. medium distances long-distance within the broader railway market of the EU. It alsoonaspires to provide a new and benchmark for the Underlining the fact that aTransport single, integrat“butto to meet these obprospective Western Balkan Community freight Treaty. transport), This treaty aims help to accelerate ed efficientoftransport be jectives, railway sector should provide theand integration transport system systems“should and to harmonize rules the on safety, environmental protection the concern transportin policy”, quality services at 2005 competitive prices. and main services. The setof ofthe 10 countries the new report includes those in the Report, together MEP Mathieu Grosch proposes cutting by However, these services cannot be deliwith Bulgaria, Romania, and Turkey. Bulgaria and Romania joined the EU on January 1, 2007 20% road transport emissions and by 30% vered without a competitive infrastructure and have made considerable progress in regard to railway reform. Their inclusion provides naval and air transport emissions by 2020, which is mostly the result of historical uninteresting, and in some cases salutary, lessons for der-financing”, the other countries in theout region. as well as reducing rail energy consumppoints CER.Finally, the report also includes Turkey is not only an EU candidate country and therefore moving towards tion and noise by 20%. compliance withdevelopment the EU rail ofacquis, importantineconomic origin and However, the a singlebutEu-an increasingly 40% increase cargo volumes destination for the area region itself,many and for the broader markets of the EU. ropean transport poses problems since “the development of the European The European region will face problems 12. Apart from the differences inthroughout where they are with regardoftofreight EU accession, the ten countries transport system is unbalanced in terms and passenger transport included in the report vary considerably when it comes to their rail sectors. A first expected difference to the EU. The single market needs a modern, capacity, as cargo volumes are consists of size: Bulgaria, Romania, and Turkey have larger rail in networks with significant multimodal and (i) non-polluting pan-Europeincrease by 40% the period 2005-2030, an transport (ii) system. The of shows opportunities; Croatia anddevelopment Serbia have medium size networks; (iii) Albania, Bosnia and TRAN’sand report. Consequently, it is the single European transport Kosovo, system needs absolutely to apply solutions Herzegovina, FYR Macedonia, and Montenegro haveimperative small networks. An additional adequate andisfirm could be identified in therail co-modalidifference financial between resources the countries that comBulgaria which and Romania have large private freight mitments”, believes the Chair of inthethe rail ty sector concept. “Inthe myperformance opinion, bearing mind operators, which means thatVice developments reflect of bothinstate TRAN Committee, AdrianaInȚicău. capacity not and private rail undertakings. the other countries, the stateproblems, incumbents operators retain their should monopoly CER also shares the opinion of a notable compete but to complete each other in proover rail transport services. In the case of Bulgaria and Romania, traffic developments are gap in the transport system showing that viding an efficient co-modality”, believes the assessed with regard to total traffic volumes, but the focus on the functioning of the rail “the different level of infrastructure financ- European rapporteur Mathieu Grosch. Unundertakings is onquestioned the state railEU’s companies, not the private ing in the EU objective der theones. report, the co-modality should be Figure 4: Quality Rail Infrastructure(2009-2010) (2009-2010) Quality of RailofInfrastructure
95
Serbia
BH
109 93
Note: Ranking out of 116 countries. Source: World Economic Forum.
www.railwaypro.com | October 2011
20
Romania
Albania
70
FYR Macedonia
68
Montenegro
Turkey
Slovenia
54
63
Poland
49
Bulgaria
48
Croatia
43
Hungary
33
Estonia
Czech Republic
28
36
Latvia
22
Lithuania
21
Slovakia
81 62
2006 data
Units L ux e mburg I re la nd B e lgium Netherlands D e nm a r k G re e c e United Kingdom F r a nc e I ta ly S we de n S love nia G e r m a ny F inla nd H unga ry A us tria S lova k ia S pa in C z e c h R e public P ortuga l B ulga ria P ola nd L a tvia E s tonia L ithua nia R oma nia
State spending per transport units in € 0 , 53 € 0 , 29 € 0 , 18 € 0,13 € 0 , 12 € 0 , 11 € 0,09 € 0 , 08 € 0 , 07 € 0 , 04 € 0 , 04 € 0 , 04 € 0 , 03 € 0 , 03 € 0 , 02 € 0 , 02 € 0 , 02 € 0 , 01 € 0 , 01 € 0 , 01 € 0 , 00 € 0 , 00 € 0 , 00 € 0 , 00 € 0 , 00 €
State Spending per track.km (in €) 636. 511 € 258. 355 € 531. 729 € 412.306 € 285. 149 € 91. 758 € 208.227 € 191. 215 € 221. 016 € 104. 846 € 84. 815 € 124. 589 € 52. 888 € 70. 511 € 64. 513 € 32. 474 € 29. 961 € 16. 823 € 20. 482 € 8. 453 € 8. 266 € 9. 022 € 7. 581 € 853 € 147 €
Growth of traffic units (2006 vs 2005) (in %) based on p.km+t.km 11% 0% 5% 1% 1% 1% 5% 2% 2% 3% 4% 8% 11% 5% 8% 5% 1% 5% 1% 4% 6% -1 4% -2 % 3% -3 %
the key of the future transport policy. As for freight transport, the EC’s proposal according to which 30% of the road freight transport on distances of over 300 km/h should be shifted to other means of transport, such as railway or naval transport, by 2030, this percentage has to exceed 50% by 2050.
Развитие единой европейской сети ставится под вопрос различными учреждениями Комиссия по транспорту и туризму определила основные задачи проекта отчета по Белой книге, и европейский парламентарий Мэтью Грош подчеркнул, что единая, интегрированная и эффективная система транспорта должна быть основной темой транспортной политики, и предложил в качестве задач сокращение вредных выбросов в атмосферу на 20% со стороны дорожного транспорта и на 30% со стороны речного и воздушного транспорта. Однако, на европейском уровне осуществление единого транспортного рынка - это сильный вызов, поскольку в странах ЕС развитие транспортной системы не является равномерным. Тема различий в транспортной системе разделяется и организацией CER, которая отмечает, что неравномерное финансирование инфраструктуры в ЕС ставит под вопрос задачи ЕС по поводу развития единой европейской сети.
State Spending
(in million €) 394 603 3226 2687 937 275 6601 10 1 0 0 5126 1415 186 8001 467 560 637 223 563 270 74 61 310 31 12 3 3
Traffic Units
Track length
(in billion p.km+ t.km) 0, 7 2, 1 18, 2 20,0 8, 0 2, 5 70,2 119, 7 70, 6 31, 6 4, 2 186, 0 14, 7 19, 8 30, 3 12, 2 33, 7 22, 7 6, 3 7, 8 71, 7 17, 8 10, 7 13, 3 23, 9
(in km) 619 2334 6067 6517 3286 2997 31701 52820 2 3 1 9 2, 9 13496 2193 6 4 2 1 9, 1 8830 7942 9874 6867 18791 16049 3613 7216 37504 3436 1583 3519 20384
Market Share of New Entrants (in %) 0% 0% 3% 18% N o da ta 0% 5% N o da ta 12% 33% 0% 17% 0% 9% 10% N o da ta 5% 5% 0% 3% 17% 11% 31% 0% 27%