FACILITATION OF INTERNATIONAL RAILWAY TRANSPORT IN ASIA Vasile N. Olievschi Railway Specialist Astana – December 20-21, 2017 1
MAIN IDEAS ▪ Asian railways – great potential to become major international carrier ▪ Railways – from isolated national networks to interoperable connected network ▪ The comprehensive approach to railways interoperability ▪ Border crossing and levels of interoperability ▪ Common Parameters for Interoperability ▪ Considerations on the Way Forward 2
ASIAN RAILWAYS – GREAT POTENTIAL TO BECOME MAJOR INTERNATIONAL CARRIER 3
Length of Railway Lines Russian Middle East, [km] Federation, 5,253, 1% 85,266, 8% Africa , 50,959 , Asia, 232,675, 5% 23% Australia, 8,615, 1% America, Europe, 371,114, 37% 253,161, 25% MORE THAN 1 MILLION KM OF TRACK IN THE WHOLE WORLD 4
Volume of Freight Africa, 159, 2% [Billions ton-km] Europe, 558, Russian 6% Federation, 2,299, 24% Asia, 3,359, 35% America, 3,253, 33% 5
Volume of Passengers Russian Federation, 129, 4% [Billion pass-km] Africa, 63, 2% Europe, 471, 15% Asia, 2,379, 78% America, 22, 1% 6
Freight Railway Traffic Evolution 171% 154% 150% 132% 122% 100% Europe & Russia Africa America Asia WORLD Average 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 7
Passenger Rail Traffic Evolution 192% 187% 162% 105% 100% 95% 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Europe & Russia Africa America Asia WORLD Average 8
Traffic Density by Regions [traffic units/km] 24,659,976 Asia 12,671,401 World Average 8,822,739 America 6,923,854 Australia 4,360,270 Africa 4,066,325 Europe 1,900,057 Middle East 9
Railways Labor Productivity by Country [Traffic Units / Staff] 14,203,199 USA 6,220,375 South-Africa 3,232,831 Kazakhstan 2,946,334 Russian Federation 1,750,121 Japan 1,540,384 China (Pop. Rep. Of) 1,367,730 India 771,374 France 520,639 Germany 10
CONCLUSIONS ON STATISTICS ▪ Some of the most important railways in the world are in Asia ▪ Railways are a reliable component of the domestic transportation system in some Asian countries ▪ The long distances of transport specific for international markets and higher volumes to be moved with lower impact to the environment are the strong points in favor of railways ▪ In spite of these positive premises, the Asian railways are less successful on grabbing significant share of the international transport market 1 1
WHAT TO DO ? ▪ Becoming a competitive player in the international market is not easy for railways, and will certainly not be automatic ▪ To become an attractive option for shifting part of the existing volumes of traffic or for taking the new volumes of traffic generated by their countries, railways must provide quality transport services (price, speed, availability, punctuality, etc.) superior to those offered by the competition ▪ The study does not address all aspects of railway competitiveness; it tries to define the ways to make the Asian railways work better together for achieving higher interoperability 12
RAILWAYS – FROM ISOLATED NATIONAL NETWORKS TO INTEROPERABLE CONNECTED NETWORK 13
HISTORICAL RAILWAYS DEVELOPED INDEPENDENTLY OF EACH OTHER ▪ Railway companies have been created in a relatively short period of time in many countries, starting with the 19 th century ▪ Integrated and self-regulated entities in charge of the construction and maintenance of their infrastructure and with the provision of the transport services ▪ It generated in each country specific technical standards, operating rules, commercial contracts or institutional frameworks ▪ As the business of the railway companies was limited for many years to their domestic markets, they developed their assets and their company culture independently of each other ▪ Dominant position on the market 14
CHANGES IN MARKET CONDITIONS ▪ Extraordinary increase of the efficiency of other modes ▪ New economic development pattern required more and more trade between different countries or regions of the world ▪ Road, sea and air transport allow one operator to transport from origin to destination ▪ More sophisticated customers with requirements of transport beyond the national borders New market conditions put many of the world’s railways under a strong pressure to change
THE NEED TO CHANGE ▪ FROM self-regulated companies with rigid rules, developed as isolated national transport networks ▪ TO flexible companies , able to operate on open to competition market ▪ Railways had to find ways to interconnect their business to deliver flawless services from origin to destination, regardless of how many companies are involved
WORKING TOGETHER TO BETTER SERVE THE CUSTOMERS “ Interoperability means the ability of a rail system to allow the safe and uninterrupted movement of trains which accomplish the required levels of performance for these lines. This ability depends on all the regulatory, technical and operational conditions which must be met in order to satisfy the essential requirements ” The EU Directive 2008/57/EC
COOPERATION IS THE KEY FOR THE INTERNATIONAL COMPETITIVENESS OF RAILWAYS 18
INTEROPERABILITY FOR COMPETITIVENESS ▪ The competitiveness of the international railway transport is a matter of active participation of all railways along a route to address the following three major factors: ⎻ TIME : duration of transport from origin to destination, ⎻ SERVICE: the quality of services, single contact with customers, information on the position of the expedition and the guarantee of the time of arrival at the destination ⎻ TARIFF: the cost of transportation services from origin to destination The quality of operation of international traffic along a certain route is defined by the weakest link of the chain 19
It is not only about technical aspects !!! THE COMPREHENSIVE APPROACH TO RAILWAYS INTEROPERABILITY 20
COMPONENTS OF RAILWAY INTEROPERBILITY (1) Operational Interoperability Technical Interoperability Legal Interoperability ▪ LEGAL: unified contractual obligations vis-á-vis customers from origin to destination ▪ TECHNICAL: common technical parameters of railways infrastructure and rolling stock ▪ OPERATIONAL: harmonized operation practice over an entire international route 21
COMPONENTS OF RAILWAY INTEROPERBILITY (2) Operational Interoperability Technical Interoperability Legal Interoperability ▪ The three components are tightly interconnected: ⎻ First, the unified legal framework in the relationship with the customers is essential, regardless of the level of technical and operational interoperability ⎻ Second, achieving a certain technical interoperability through large investments is not justified if this is not capitalized in achieving appropriate operational interoperability ⎻ Third, operational interoperability is meaningless if does not target competitiveness of railways on the market 22
GOVERNMENTS MUST TAKE THE LEAD OF THE PROCESS ▪ Implementing harmonized legal framework for domestic rail transport and uniform legal framework for international rail transport ▪ Supporting the investments in railway infrastructure to enhance technical interoperability ▪ Streamlining border crossing procedures to facilitate international traffic 23
BORDER CROSSING AND LEVELS OF INTEROPERABILITY 24
THE BORDERS ARE THE FRACTURE POINTS OF TRANSPORT ▪ The ideal situation is when the train continue the trip from origin to destination over the borders on the corridor ▪ In real life this is in most cases not achievable and different levels of interoperability could be implemented along an international route depending on the local conditions ▪ Countries must work together to implement the highest possible level of interoperability, balancing targeted competitiveness with realistic costs 25
DEPENDING ON TECHNICAL INTEROPERABILITY • LEVEL A - Wagons of the train cannot cross the border . The train will be recomposed with new wagons after the transshipment of the freight. The new train will continue the trip on the entry railway in a new composition • LEVEL B - Wagons of the train can cross the border and continue the route. This requires compatibility between the two neighboring countries for a number of elements of the railway infrastructure and for the wagons • LEVEL C - Wagons and locomotive of the train can cross the border and continue the route. This is the highest level of technical interoperability and requires additional compatibilities between the two railways 26
DEPENDING ON OPERATIONAL INTEROPERABILITY • MODE 1 : the two neighboring border stations of the exit railway and the entry railway develop procedures separately, first in the exit border and then in the entry border • MODE 2 : the two neighboring countries agree to designate one single common border station, where the procedures of the authorities of both countries take place in parallel • MODE 3 : the two neighboring countries use a common procedures for border crossing without the train stopping; the border crossing activities are organized in major stations agreed upon by the two neighboring states, in parallel with the operational procedures for traffic management. 27
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