Railway PRO - January

Railway PROthe railway business magazine

Журнал железнодорожный бизнес

Year IX ■ No. 1.1 (103) ■ 2014 Good news for research and innovation in the railway industry

Kazakhstan plans to become a logistics hubbetween Asia and Europe

Horizon 2020: EUR 15 Billion for the first two years

UIP: “The freight wagon is a key indicator of rail productivity...”

Railway could win a share by building competitive

and reliable productsGEFCO: “Железнодорожный сектор может найти выгоду в транспортной квоте при создании конкурентоспособной и надёжной продукции” йнтервью с Кристоф де Корвье, Генеральным Директором GEFCO Румыния.

Freight & Logistics

Interview with Mr. Christophe De KORVER, General Manager GEFCO Romania

Europe is changing. Every day, increasing amounts of goods are flowing across more and more borders. Prepare yourself for the future – with a locomotive that’s a perfect match for your transport needs. From series-produced country packages and sustainable convertibility to needs-

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January 2014 | www.railwaypro.com

1editor’s note

We are all expecting the coming Winter Olympic Games, this time

hosted by the Caucasian resort Sochi. The event is more than a traditional sports competition for Russia, it is a chance to confirm itself once more as an important player in the global logistics market. A tradition resort in the Russian area through its maritime offer, Sochi has been radically modernized in the past years so as to host the most important winter sports events. The Russian railway has been one of the main engines of this effort and it will be opportune for it to show its strength during the Olympics. If everything goes as scheduled, Sochi 2014 will be a huge PR event for the Russian railways, in particular, and for the railway system, in general.

A positive, much-needed event if we want this transport system to continue its positive fight to reducing the impact of human activities on the environment. A study issued by the energy department of

the European Commission at the end of 2013 shows that the ambitious objectives of reducing the greenhouse gas emissions by 2050 could be missed. Next to other sectors where side slips are envisaged, the transport sector seems to follow the same path. Among the causes, there is also the inertia of shifting volumes to less polluting transport modes (for example, the railways), but also the high technological inertia of the railway transport sector. Speeding up electrification works is a solution for ensuring the independence of fossil energy sources. Stimulating research and innovation will significantly help identifying new solutions and technologies that would reduce pollution in both absolute values and in report with carried passenger and freight. Thus, a research programme, such as SHIFT2RAIL, becomes mandatory and the steps taken so far give us hope. Major demographic shifts and development of production and consumption areas bring another series of challenges to railway

transport. Adapting to a reality where population enters demographic decline and aging is not easy, but it should be shaped to maintain competitiveness to the other transport modes and economic feasibility. Also, in freight transport harmonized collaboration between multimodal centres or for the takeover of trains by opening pan-continental areas will ensure the transfer to railways and will reduce pollution.

And thus Sochi is a turning point because the security of freight and passengers is a key factor in the decision making process and the way in which the Russian Federation will prove its capacity to ensure security without violating the fundamental rights of people during Sochi 2014 will accelerate the development of Eurasian railway transport routes.

Can railways protect the environment?

Может ли железная дорога обеспечить защиту окружающей среды?

Мы в ожидании зимних Олимпийских Игр, которые в этот раз пройдут в Кавказском регионе Сочи. Для России, это событие является не только традиционным спортивным соревнованием, но и возможностью вновь проявится в качестве важного игрока на уровне глобального рынка логистики. Традиционный курортный регион российской территории с точки зрения возможностей в морском секторе, за последние годы Сочи был полностью модернизирован, для того чтобы организовывать наиболее важные зимние спортивные события. Российский железнодорожный сектор являлся одним из основных элементов необходимых для достижения результатов, имея возможность доказать свою роль во время Олимпийских Игр. Если всё пройдёт в соответствии с планом, Сочи 2014 будет грандиозным мероприятием с точки зрения связи с общественностью, в особенности для российского железнодорожного сектора, но и для общей железнодорожной системы.

Это должно быть позитивным событием, необходимым при перспективе продолжения важной роли железнодорожной системы, в борьбе в области снижения негативного воздействия деятельности человека на окружающею среду. Исследование

департамента по энергетике при Европейской Комиссии соответствующее концу 2013 года показывает, что смелые цели в области снижения парникового эффекта, достижение которых запланировано до 2050 года, подвергаются неудаче. Транспортный сектор, расположенный рядом с другими секторами в которых ожидаются несоответствия с планом, намечает подобные тенденции. Среди причин можно назвать и пассивное отношение в связи с передвижением грузооборота и пассажиропотока на транспорт, оказывающий менее негативное влияние на окружающею среду (например, железнодорожный), а также, явную пассивность в области технологии железнодорожного сектора. Ускорение работ электрификации является решением задачи независимости от энергии из ископаемых видов топлива. Толчок в области развития и исследования окажет значительное содействие в установлении новых решений и технологий, способствующих снижению загрязнения окружающей среды, на уровне общих параметров, но и в отношении с грузопотоком и пассажиропотоком. Программы исследования подобные SHIFT2RAIL должны непосредственно осуществляться, в то время как нынешние достижения приносят

нам волну оптимизма. Главные демографические изменения и развитие производственных и потребительных зон, предоставляют новую серию провокаций в области железнодорожного транспорта. Адаптация к реальности, соответственно которой население входит в демографическое ухудшение и в процесс старения, не является лёгкой задачей, но должна осуществляться для поддерживания конкурентоспособности железнодорожного транспорта в сравнении с другими видами транспорта и экономического состояния. Также, в области грузовых перевозок, гармоничное сотрудничество мультимодальных узлов или станций примыкания и расширение панконтинентальных участков, будет способствовать перемещению на железнодорожный транспорт и снизит загрязнение окружающей среды.

И так, Сочи это решающий момент, безопасность грузов и пассажиров являясь ключевым фактором принятия решений, Российская Федерация имея возможность продемонстрировать способность предоставить безопасность без нарушения прав человека на протяжении мероприятия Сочи 2014, факт который отразится в развитии евроазиатских железнодорожных трасс.

Issue published with the support ofRomanian Railway Industry Association & Club Feroviar – The Railway Business Club

Журнал издаётся при поддержке Асоциации Железнодорожной Промышленности и

Club Feroviar – ЖД Клуб Деловых Людей

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www.railwaypro.com | January 2014

Content2

UiP: “the freight wagon is a key indicator ofrail productivity...”Interview with Mr. Gilles Peterhans, Secretary General UIP (International Union of Wagon Keepers)

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UIP: “Грузовой вагон этоключевой показательпроизводительности”Интервью с Джиллес Петерханс,Генеральный Секретарь UIP

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railways have to become the backbone

of multimodal transport

International trade has exceeded the growth of global GDP and the development of trade across borders is supported by the optimisation of

transport and IT segment, cost reduction and transparency improvement.

Железнодорожный сектор должен быть основоймультимодального транспорта

РАЗВИТИЕ РЫНКА

Для эффективного и непрерывного транспорта, который способен удовлетворить требования и необходимости мобильности грузов, интероперабельность

это решение задач.

statistiCs


ISSN - 1841 - 4672

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Editors:Elena [email protected] Luică[email protected]

Department of translations: Alina Vuţulicu

Veronica Lupan

Contributors: Viorel Lucaci Marian Ciofalcă

Graphic design:Petru Mureşan

Layout and DTP:Petru Mureş[email protected]

Photo:Radu Drăgan

Advertising Enquiries:[email protected]. railwaypro.com/advertise

editor’s note

1 Can railways protect the environment?

There are transport policies in Europe aimed at boosting and developing railway freight transport, there are many statistical data on economic situations and estimates on transport demands, but we have to consider that rolling stock is the most important asset of railway transport in reaching economic performance and adjusting to logistics chain demands. Freight wagons are major elements in a modern transport system connecting railway transport and relatedlogistics services.Грузовые вагоны являются основой современной транспортной системы, предоставляя связь между железнодорожным транспортом и соответствующими логистическими услугами; для соответствия тенденциям рынка, сектор железнодорожного транспорта должен оптимизировать свою эффективность путём инновации проектирования и использования грузовых вагонов. Для получения подробностей в связи с ролью подвижного состава в железнодорожной системе, необходимостью предоставления финансирования для закупки новых подвижных средств, а также, в связи с нынешней ситуацией железнодорожного рынка...

Freight statistics50

MarKet deVeLoPMent

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PoLiCies & strateGies

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researCh & deVeLoPMent

TEN-T core network, a new stimulus for railway freight transport

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International trends will stimulate the liberalization ofRussian railway freight transport

40

Railway infrastructure financing – an aspect with vast implications in railwaytransport system operation

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Lex

ПОЛИТИКА И СТРАТЕГИЯ

Fourth Railway Package: member states can choose between holding and vertical separation

16

Horizon 2020: EUR 15 Billion for the first two years20

Good news for research and innovation in the railway industry

22

GEFCO: “Railway could win a share by building competitive and reliable products”

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UIP: “The freight wagon is a key indicator of rail productivity...”

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Freight Corridor no. 7, an essential connection between Central Europe and South-East Europe

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enGineer

Republic of MoldovaExternal funds for the Transport and Logistics Strategy 2022

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Railway tunnel under the Bearing Strait is a technical challenge

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E-rail freight, method of increasing the attractiveness of freight transport

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For the development of the Port of Bar, public-private partnerships is the most realistic situation

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Railways have to become the backbone of multimodal transport

24

G-Global: the project that brings authorities, organizations and companies face to face

43

Kazakhstan plans to become a logistics hub between Asia and Europe

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3Content

1 Может ли железная дорога обеспечить защиту окружающей среды?

СТАТИСТИКА

ЛЕКС

ПОЛИТИКА И СТРАТЕГИЯ

РЕдАКцИОннАЯ СТАТьЯ

Железнодорожного статистика50

ПОЛИТИКА И СТРАТЕГИЯ РАЗВИТИЕ РЫнКА ИССЛЕдОВАнИЯ И РАЗРАбОТКИ

ИнЖЕнЕР

4-ый ЖелезнодорожныйПакет: Государства-члены смогут выбратьхолдинговую структуруили вертикальное разделение

16 Центральная сетьTEN-T – новый толчокдля железнодорожныхгрузоперевозок

36

Международныетенденции приведут клиберализации секторажелезнодорожныхгрузоперевозок в России

40

GEFCO: “Железнодорожный сектор может найти выгоду в транспортной квоте при создании конкурентоспособной инадёжной продукции”

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UIP: “Грузовой вагон этоключевой показательпроизводительности”

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ЖелезнодорожныйКоридор грузоперевозкино. 7 является основнойсвязью между Центральной и Юго-Восточной Европой

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Республика МолдоваВнешние фонды дляпроектов СтратегииТранспорта и Логистики 2022

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Железнодорожныйтоннель под Беринговымпроливом является технологической провокацией

52

E-rail freight –возможность повыситьпривлекательность грузовых перевозок

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Государственно-частныепартнёрства: наиболеереалистический выбор дляразвития Порта Бар

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Железнодорожный сектор должен быть основоймультимодального транспорта

24

G-Global: проект, который ставит лицом к лицувласти, организации и компании

43

Казахстан намеренстать узловым центромлогистики между Азией иЕвропой

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Горизонт 2020: 15 млрд. евро на первые два года20

Хорошие новости вобласти исследованияи инновации в железнодорожнойпромышленности

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Финансирования железнодорожной инфраструктуры – аспект с широкими вовлечениями в сфере функционирования системы железнодорожного транспорта

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include drafting of documents in order to obtain the building permit and the executive design for the Pragersko station upgrade.The upgrade of the Pragersko railway station represents a continuation of the development of public railway infrastruc-ture in the northeastern part of Slovenia, the modernisation of PP6 and guarantee of a suitable connection to the planned elec-trified and upgraded Pragersko–Ormož–Hodoš railway line. Following the studies, completion of the works will enhance the traffic flow and capacity of this important hub on PP6 and will contribute to making rail transport faster and more attractive for

freight and passenger operators.The studies will be monitored by the Trans-European Transport Network Ex-ecutive Agency (TEN-T EA) and are set to be completed by August 2015.

rZd could participate in the railway projects in sudan

internationaL: Russia may rebuild Port Sudan – Khartoum railway. Respec-tive memorandum of understanding was signed by Russia and Sudan.In total Russia is considering 25 joint projects in the railway, energy, air com-munication industries. RZD has already expressed its interest in working with Sudan. aeroexpress to invest Usd 700 Million in development projects

rUssia: Aeroexpress plans to invest RUB 23 Billion (USD 700 Million) in develop-ment of projects, said a source of Prime agency, quoted by rzd-partner.com.According to the source, private sharehol-ders are going to find these funds, because

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Makedonski Zeleznici-transport buys freight wagons

FYr MaCedonia: Railway operator Makedonski Zeleznici-Transport has signed a contract with Slovakian company ZOS Trnava on the acquisition of 150 freight wagons. The contract amounts to EUR 13.2 Million.The new wagons will be delivered in 52 weeks. Makedonski Zeleznici-Transport currently has 950 freight wagons.

saudi arabia to tender the design of the railway network in 2014

internationaL: The Saudi Railway Or-ganization will issue tenders for the design of the Gulf Cooperation Council (GCC) train project in the Kingdom in February.Tenders will involve international compa-nies and the design should be finalized at the end of 2014 so that the project could be implemented as of 2015.Every individual GCC state would be responsible for the design and implemen-tation of their part of the project. The 2,200-km GCC railway project will link all member states, starting from Kuwait and ending in Oman, and cost USD 15.5 Billion.

spain: adiF is separated into two entities

internationaL: The Council of Minis-ters in Spain has approved the separation of the railway infrastructure manager ADIF into two companies. One of them, called Adif Alta Velocidad, will manage the high-speed network and will take over all its debts. The other company will manage the conventional network.ADIF will implement the separation at the beginning of this year.

studies for slovenian rail station upgrade at Pragersko awarded eU funds

sLoVenia: The European Union will co-finance with EUR 2.1 Million from the TEN-T Programme a series of dedicated studies aimed at eliminating a key regional bottleneck and improving rail traffic, thus contributing to the realisation of the “Railway axis Lyon-Trieste-Divača/Koper-Divača-Ljubljana-Budapest-Ukrainian border” (TEN-T Priority Project 6).The studies, selected for funding under the 2012 TEN-T Multi-Annual Programme,

eiB supports upgrade of Polish railways with eUr 186m loan

PoLand: The European Investment Bank (EIB) is lending EUR 186 Mil-lion to PKP Intercity for the renewal and expansion of its existing fleet by 2015. The Bank has now supported rail investments in Poland for 23 years, promoting the improvement of both infrastructure and rolling stock.PKP Intercity will boost its investment programme which consists in particu-lar of acquisition of 20 Electrical Mul-tiple Unit trains (EMU), modernisa-tion of 218 passenger, purchase of 25 passenger coaches, acquisition of 10 diesel mainline locomotives and mod-ernisation of 20 diesel shunting loco-motives .The new and modernised rolling stock

will run at faster speeds and thereby reduce journey times. It will also en-sure higher levels of passenger safety and comfort as well as easier access, particularly for people with reduced mobility.“The cooperation with the European Investment Bank enables PKP Inter-city to implement a broad investment plan, thanks to which by the end of 2015 the company will replace or mod-ernise 70% of its rolling stock. The loan agreement signed is closing the process of financing investments car-ried out in the EU’s 2007-2013 finan-cial framework. We are pleased that for the European institutions we are a credible and reliable partner”, said Paweł Hordyński, Member of the Man-agement Board and Chief Financial Of-ficer of PKP Intercity.

news

Польша: ЕИБ предоставит компании PKP Intercity кредит в 168 млн. евро для обновления и дополнения парка подвижного состава до 2015 года.

БЮР Македония: Железнодорожный оператор Makedonski Zeleznici-Transport заключил контракт по закупки 150 грузовых вагонов.

В МиРе: В феврале 2014, Железнодорожная Организация Саудовской Аравии пустит в ход тендер по проектированию Саудовской железнодорожной сети.

В МиРе: Совет Министров Испании принял решение разделения оператора железнодорожной инфраструктуры ADIF на два

общества. В МиРе: Возможно, РЖД

восстановит железнодорожную линию, связывающею Порт Судан со столицей Хартум; с этой целью, Россия и Судан заключили меморандум о взаимопонимании.

В МиРе: Были завершены предварительные работы для анализа технико-экономического обоснования для осуществления железнодорожного участка из Афганистана – часть коридора Туркменистан-Афганистан-Таджикистан.

ТуРция: Турция будет производить высокоскоростные поезда, которые будут пущены в эксплуатацию в 2018 году

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pass the Bosporus as the Strait can only ac-commodate ships with container carrying capacities of up to 6,500 TEUs. AsyaPort is located on the Sea of Marmara side of the Bosporus, and will be able to handle mega-vessels with capacities up to 18,000 TEUs. This will not only reduce transportation costs, it will also increase efficiency. Kyrgyzstan conditions accession to the Customs Union

KYrGYZstan: Kyrgyzstan President Almazbek Atambayev has said his country will not join the Customs Union of Belarus, Kazakhstan, and Russia based on a roadmap that was prepared without Kyrgyzstan’s involvement.Atambayev told journalists that Kyrgyzstan plans to join the Moscow-led Customs Union but will demand that any asso-ciation agreement take into account its national interests.The statement follows a decision by Ukraine in November to suspend a planned association deal with the Euro-pean Union in favour of closer ties with Russia and the Customs Union.“Ukraine can choose, and we have little choice, but we will only choose the path that is good for us,” Atambayev said.The Kyrgyz Government has put forth its conditions for inclusion in the road-map: creation of a mechanism to support countries that join the Customs Union but are less economically developed, creation

collaboration for 2014-2020 that I believe it would be much better than before. Our collaboration has been a good practice example in the entire border region with Bulgaria”, declared Vasile Mustăţea, Giur-giu CC President after signing Giurgiu-Ruse cooperation agreement.He believes that the important projects for which the Romanian and Bulgarian sides have to work together to attract European funds are infrastructure projects, followed by culture, tourism, social and sanitary projects.In turn, Bulgarian partners said they were very happy to continue collaboration with Giurgiu authorities. “I am very eager to get to Giurgiu today because signing the coop-eration agreement between Giurgiu Coun-ty and Ruse District is in fact an extension of everything we have done before and I agree that we have to go further using the experience so far because there is no other Euroregion on the Romanian-Bulgarian border to have reached the results that we have in Giurgiu-Ruse Euroregion”, declared Ruse Prefect Ventsislav Iliev Kalchev.

eBrd grants credit to terminal in asya Port

tUrKeY: The EBRD is providing a USD 92 Million loan for Turkey’s first tranship-ment container terminal Asya Port.The Bank’s financing will be used to design, build, operate and maintain a new container terminal in the town of Barbaros, Tekirdag province, some 130 km west of Istanbul. The International Finance Cor-poration (IFC) and Turkiye Is Bankasi will contribute with parallel loans, of USD 69 Million and USD 106.6 Million, respec-tively.Equipped to handle 1.9 million TEUs – twenty-foot equivalent unit, the stan-dard industry measure for containers – AsyaPort is set to become a major tran-shipment hub for cargo bound for Black Sea ports. At present, large vessels cannot

RZD has no opportunities to make such investment. That’s why RZD is ready to sell a 25% stake from its shares in the company to other shareholders.RZD has a 50% stake in Aeroexpress now, Delta-Trans-Invest (a part of Transgroup AS) has a 25%, businessmen Andrey Bokarev and Iskander Makhmudov have 7.5% stake and 17.5% stake respectively.According to the source of the agency, RZD plans to keep the rest 25% stake in Aeroexpress. According to the representa-tive of Aeroexpress, this sum comprises of funds for the purchase of rolling stock, construction of a terminal in the Domod-edovo airport, reconstruction of a depot, etc. RUB 20 Billion will be spent on rolling stock, RUB 2 Billion – on the terminal in Domodedovo, approximately RUB 2 Bil-lion – on the reconstruction of the Ilyich depot.

FPC wants to buy 295 wagons in 2014

rUssia: Federal Passenger Company (FPC) plans to buy 295 passenger wagons of different types in 2014. Investment in the rolling stock will be approximately RUB 21.4 Billion (USD 6.5 Billion).The company’s press-service said that RUB 5.2 Billion (USD 158 Million) will be allo-cated to purchase 127 units of rolling stock to replace coaches in 8 premium service trains. Of that, RUB 1.5 Billion (USD 45.6 Million) will be spent on renewal of 40 couchette railcars. Giurgiu and ruse agree to cooperate in 2014-2020

internationaL: Romanian and Bulga-rian authorities in Giurgiu-Ruse Eurore-gion want an improved cooperation in 2014-2020 to access European funds, was the conclusion of Ruse Prefect Ventsis-lav Iliev Kalchev and of Giurgiu County Council President Vasile Mustăţea, after signing a cooperation agreement between Giurgiu County (Romania) and Ruse District (Bulgaria).“The reunion is a very special moment because together with our partners from Bulgaria, we set the foundation of new

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Россия: «Аэроэкспресс» намерена вложить 23 млрд. рублей в проекты развития.

слоВения: ЕС предоставит совместное финансирование 2.1 млн. евро для исследований с целью устранения транспортного затора и оптимизации железнодорожного движения вдоль оси Лион – Триест - Дивака\ Копер - Дивака – Любляна – Будапешт – граница Венгрии.

БелаРусь: Андрей Болтрик, Президент Экономического Комитета провинции Гродно (Беларусь), объявил, что существуют планы строительства трёх центров

транспорта и логистики.Россия: Федеральная

Пассажирская Компания намерена приобрести 295 пассажирских вагонов в 2014 году.

В МиРе: На протяжении периода 2014-2020, власти Румынии и Болгарии намерены оптимизировать сотрудничества в области использования европейских фондов в Евро - регионе Джурджу – Русе.

РуМыния: Существует проект модернизации портов Дуная, который воспользуется европейскими фондами стоимостью 750 млн. евро.

ТуРция: Европейский

Банк Реконструкции и Развития предоставит кредит 92 млн. долларов для строительства первого терминала пересадки контейнеров с порта Асия-порт, Турция.

кыРгызсТан: Президент Кыргызстана, Алмазбек Атамбаев, объявил, что государство не войдёт в Таможенный Союз пока система Союза будет действовать без вовлечения Кыргызстана.

В МиРе: Цель нового плана компании SNCB в области транспорта, который вступает в силу в этом году, состоит в оптимизации услуг и пунктуальности.

tCdd manufactures high-speed trains

tUrKeY: Turkey will produce high-speed trains which will be put into service by 2018, the country’s transport minister Binali Yildirim said.The trains will be produced at three fac-tories of the State Railways, the minister said.

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Ukrzaliznytsia puts to scrap 7% of freight wagons

UKraine: In 2013, Ukraine put to scrap 8.956 freight wagons because of 100% depreciation. Ukrzaliznytsia’s fleet of cargo wagons has reduced by 7.1% to 116,000 wagons. In 2012, Ukrzaliznytsia put to scrap 5,500 wagons, especially open wagons. At present, over 50% of the freight wagons owned by Ukrzaliznytsia have exceeded their life expectancy. india: 4 qualified bids for eastern freight corridor contract

internationaL: Four bids have been qualified for phase I of the contract on the installation of electric, signalling and telecommunications systems for the eastern freight-dedicated corridor in India. The shortlisted companies are Inabensa-Ansaldo-EME-BCEPL, KEC-Elecnor-Kyosan, the Siemens-led consortium and the consortium led by Alstom. The tender refers to the Bhaupur-Khurja section of the eastern corridor of 343 km. The project of the eastern corridor is partially financed by the World Bank with a credit of USD 2.7 Billion, of which an instalment of USD 975 Million was already allocated in 2011.

Keolis interested in the american railway market

internationaL: Keolis operator, 70% owned by SNCF, wants to expand opera-tion on the commuter train market in the United States, as part of its development priority axis.Estimated at around USD 4 Billion, this

of labour-intensive production facilities in Kyrgyzstan, creation of free economic zones for businesses in Kyrgyzstan and Kyrgyzstan’s joining the agreements regu-lating labour migration.

snCB develops new transport plan

internationaL: The new transport plan of SNCB, effective since 2014, will better answer to demand and improve punctua-lity, according to the project presented by the new CEO of the company, Jozef Cornu. The new plan, valid for 3 years, will replace the old transport plan in 1998 which is currently overwhelmed by the increasing number of passengers, among others.Punctuality will be increased by extending the travel time, by considering the delays caused by infrastructure works and by providing attention to ensure links. The train speed will be reduced by less than 1% and the average duration of journeys will increase by 3.3%. France finances new railway projects

internationaL: In the section “vehicles for the future” of the investment pro-gramme launched in 2011, the French state retained five railway transport projects. They will receive financial support of EUR 32.4 Million, the total cost of projects amounting to EUR 90.9 Million.The content of two projects has not been revealed. The other three include virtual computer-based prototypes (Cervifer project), braking systems for high-speed trains (GLGV project) and the intermodal-ity for railway freight transport (ECOPMS project).

eBrd to credit the modernisation of the hZ infrastruktura infrastructure

Croatia: Ministry of Transport an-nounced that HZ Infrastruktura, the Croatian railway infrastructure manager, and EBRD would sign a loan agreement. The EUR 40 Million loan will be used to finance the modernisation of railways. The company will use the special credit to buy equipment for line maintenance, for the installation of an information system for power management and for the partial financing of the layoffs programme.

is the market which has the highest short and medium-term potential for the French operator.Five tenders are scheduled in 2015-2018, in Austin, San Diego, Miami, Los Angeles and Stockton. Together with its contracts in Boston (awarded in February 2014) and Montréal (Canada), these contracts could ensure an annual total income of around USD 550 Million. VtG-Kuehne & nagel merger was approved

internationaL: The authorities in Germany and Austria have cleared the proposed merger between rail logistics firms VTG and Kuehne & Nagel in a deal that will launch a new rail operator on January 1.The new company, to be named VTG Rail Logistics, will combine VTG’s current operations in the EU, Russia and North America with Kuehne & Nagel’s rail logis-tics operations focused in the EU and Asia.The deal, however, will not include Kuehne & Nagel’s intermodal rail logistics business.VTG Rail Logistics will expand industrial, agricultural and petrochemical services across these regions. France-spain direct high-speed line was inaugurated

internationaL: The direct high-speed line connecting France and Spain was inaugurated on 15 December. As of now, passengers will no longer be forced to change trains at border. However, the line is not yet completed and trains continue to run on the conventional railway between

В МиРе: В рамках отдела “транспортные средства будущего” – инвестиционной программы пущенной в ход в 2011 году, государство Франции сохранило пять железнодорожных проектов.

укРаина : Украина исключила из парка 2013 8.956 грузовых вагонов на основании обесценивания в 100%..

В МиРе: Для первой фазы работ по установлению систем для восточного коридора грузоперевозки Индии квалифицировались четыре предложения.

В МиРе: Оператор Keolis, который 70% принадлежит компании SNCF, намерен расширить свою операционную деятельность на рынке пригородного транспортного сообщения в СШA.

В МиРе: Власти Германии и Австрии согласовали объединение компаний железнодорожной логистики VTG и Kuehne & Nagel.

В МиРе: Прямая высокоскоростная линия, предоставляющая связь между Францией и Испанией была официально открыта 15 декабря

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Belarus builds three transport and logistics centres

BeLarUs: Andrei Boltrik, Chairman of the Economy Committee of the Grodno Oblast Executive Committee, said there are plans to build three transport and logistics centres. The oblast administration has approved the proposal to sign an investment contract with the enterprise Beltamozhservis, which in-tends to build a logistics centre near the ser-vice area of the border checkpoint Kamenny Log at the Belarusian-Lithuanian border. A land plot of 10ha has been allocated for building the facility. The investment project is worth about EUR 41.5 Billion and is sche-duled for implementation in 2014-2015. This

year the Grodno Oblast administration has also signed investment contracts on build-ing two more logistics centres. The company Vlate Logistik intends to build them near the border checkpoints Bruzgi and Berestovitsa at the Belarusian-Polish border.

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Montpellier and Perpignan. The project, launched in 2008, was completed a year and a half later than estimated. For the beginning, French and Spanish operators, SNCF and RENFE, will run five pairs of trains every day. The offer will be increased gradually, especially during tourism peak times. SNCF said it estimates that around 1 million passengers will travel on this line in 2014.

Container transport reports good outcome on transit routes

UKraine: In the first ten months of 2013, Ukrainian Railways carried over 65,000 containers. The largest volume of contain-ers (13,356) has been carried on the transit route Slovakia-Russia.At the same time, other 7,414 containers were carried on the route Nikopol-IIy-ichevsk; 6,492 on the route Romania-Rus-sia; 6,182 on the route Kiev-Lisky-Dorneşti (Romania); 5,725 on the route China-Ukraine-Hungary and 4,465 on the route Odessa-Kiev-Lisky. Lithuania and Belarus provide new roLa transport service

internationaL: Lithuanian and Belarus Railways have launched a new railway semi-trailer service, called Nemunas. Tests for the new service, connecting Kaunas/Vilnius and Minsk, were carried out on 18-24 November. Nemunas trains will carry 30 semi-trailers and a passenger wagon.The Nemunas Service could be extended to include Klapeida in its route over the next year. russian authorities analyse option for private locomotive operation

rUssia: Three options are considered to allow the operation of private-owned lo-comotives in the Russian railway network, was stated during a reunion led by Prime Minister Arkady Dvorkovich. The three analysed options are: the operator is as-

signed the local carrier status and operates at a certain route; the operator transports the goods with own locomotive at a certain route but does not enjoy the operator sta-tus; lease of private locomotives by RZD. The last two options are already exercised.Last autumn, President Vladimir Putin asked the government to analyse the fea-sibility of allowing private locomotives to operate in RZD’s network. eUr 350 Million for ten-t projects

intenationaL: EC launched calls for proposals worth EUR 350 Million to finance the infrastructure (TEN-T) in all EU member states and for all transport modes: railway, air, naval, maritime and road. This year’s multi-annual calls, the last ones to be held under the 2007-2013 budget, focus on five fields, with EUR 280 Million of total indicative budget available: for 30 Priority Projects (except for MoS) the budget is EUR 50 Million, for MoS the budget is EUR 80 Million, for ERTMS, EUR 70 Million, air traffic management-EUR 30 Million, and for ITS (Intelligent Transport Systems), EUR 50 Million. The deadline for submitting proposals is 11 March 2014.

eiB credits PKP Cargo

PoLand: The European Investment Bank has granted a credit of EUR 47 Million for PKP Cargo S.A. in order to upgrade the roll-ing stock of the Polish operator. PKP Cargo will use the funds to buy and modernise locomotives and wagons. The acquisition of new rolling stock is included in the com-pany’s investment programme for the next three years. azerbaijan and turkey to complete design of Kars-nakhchivan line

internationaL: Azerbaijan and Turkey have started work on the design of the railway, which will connect Kars with Nakhchivan, Turkish Minister of Trans-port Binali Yildirim said. “The Kars- Susuz -Diludzhu- Nakhchivan railway project will take shape during the next meetings with the Azerbaijani side. This project will become more important after commis-sioning the Baku -Tbilisi-Kars railway”, Yildirim added. “There were some delays with the project implementation connected with technical issues. In particular, there were problems with control issues on the Turkish-Georgian border. It will partially pass through the railway tunnel. All these is-sues were resolved. Of course, the problems with political and financial support for the project are out of the question”. The length of Kars-Susuz-Diludzhu-Nakhchivan will amount to 223.6 kilometres, according to the preliminary data. railway company renews rolling stock fleet

aZerBaiJan: Azerbaijan Railways plans to purchase 50 new rail cars, the company’s head Arif Asgarov declared. He said that the company also intends to purchase 12 new passenger cars. “The rail car supplier will be determined after a tender, and this may hap-pen in 2014,” Asgarov said. Asgarov previ-ously said that the company is also consider-ing the purchase of 300 new tank wagons.

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ХоРВаТия: Министерство Транспорта Хорватии объявило заключение договора по предоставлению кредита между Инфраструктурной компанией HZ Infrastruktura и ЕБРР.

укРаина: На протяжении первых десяти месяцев года, Украинские железные дороги перевезли более 65.000 контейнеров.

В МиРе: Железные дороги Литвы и Белоруссии пустили в ход новую услугу железнодорожного транспорта для полуприцепов, под названием Nemunas.

Россия: Учитываются три варианта для того, чтобы пустить в движение по российской железнодорожной сети локомотивы, принадлежащие частным компаниям.

В МиРе: Европейская Комиссия выпустила запросы для проектов по предложениям, стоимостью 350 млн. евро для финансирования инфраструктуры TEN-T в области всех видов транспорта.

Польша: ЕИБ предоставил кредит 47 млн. евро компании PKP Cargo с целью модернизации подвижного состава.

В МиРе: Азербайджан и Турция начали проектирование железнодорожной линии, предоставляющей связь между городами Карс и Нахичевань.

азеРБайджан: Железные дороги Азербайджана намерены закупить 50 новых вагонов, объявил директор компании, Ариф Аскеров.

Funds of eUr 750 Million for the modernisation of the bridges across the danube

roMania: According to the declaration of the Romanian Minister of Transport, Ramona Mănescu, there is a project for the modernisation of the bridges across the Danube that benefit from European funds worth EUR 750 Million.“There are many important projects, but one of them, that I can hopefully com-plete, is that of the Danube-Main-Rhine corridor and the integrated project which helps us not only make the Danube navi-gable and with very high economic po-tential, but also modernise all the Danube ports, upgrade them to multimodal, inter-modal and logistics centres”, declared the

Minister of Transport.“This project is to be completed using the Connecting Europe Facility, we have EUR 750 Million for this project, it is an inte-grated project, because we cannot talk only about navigable routes, we also talk about rebuilding the ports and the logis-tics centres that will be in the ports”, said the minister.

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eiB supports the rehabilitation of railway infrastructure in hungary

internationaL: The European Investment Bank (EIB) is lending EUR 250 Million to finance the implementation of Hungary’s railway infrastructure rehabilitation and upgrading investment programme for the period 2013-2016. The objective is to improve the safety, capacity and performance of the existing conventional railway infrastructure with positive impacts on commuters and long-distance travellers as well as on freight traffic. The EIB loan will help the Hungarian railways to become more competitive and attractive in comparison will less environmentally friendly modes of transport such as by road. The project comprises various schemes located across the whole country, particularly involving the improvement of tracks, signalling, telecommunications and bridges, as well as the modernisation of stations and passenger buildings, including increasing their accessibility for people with reduced mobility.

russia not decided on funding of armenian railway section

internationaL: The Russian railways have not yet decided on the funding of the construction of the Vanadzor-Fioletovo railway section in Armenia. “South Caucasus Railway” Closed Joint-Stock Company General Director Victor Rebets told the aforesaid to Armenian News-NEWS.am. In Rebets’s words, although the technical and economic bases for the project are ready, no decision was made along the lines of Russian President Vladimir Putin’s recent visit to Armenia.

a railway network could link Baghdad and amman

internationaL: In a summit between the two countries, ministers of Iraq and Jordan discussed the potential of improved infrastructure, including road and railways, linking the two countries in the near future. The summit on the 25th December also discussed political and strategic concerns shared between them.Prime Ministers Abdullah Ensour ( Jordan) and Nouri al Maliki (Iraq) said that the two countries have identical visions of a new railway network linking Iraq and Jordan, expressing hope that the network

would further link Saudi Arabia and Syria when complete. This would join Iraq and Jordan with the new GCC Railway Network which will be operational by 2017. Ensour said that if the network was to benefit one country only, there would be no point in constructing it. When complete, the project would link Baghdad with Amman and Aqaba. This would enable Jordanian agricultural products to be sold in Iraq, as well as gaining a new route for cargo between the Mediterranean and the Gulf.

half of all europeans are satisfied with their railways

internationaL: According to a Eurobarometer survey published on December 16, 58% of Europeans are satisfied with rail services in their country. However, comparatively few Europeans take the train. In some countries, the number of users who consider it overly complicated to buy tickets is worryingly high. And some 19% of Europeans do not use the train because of accessibility issues. Persons with reduced mobility complained in particular about bad accessibility of train carriages and platforms and a lack of information on accessibility when they are planning their journey. The results of the survey confirm that more needs to be done to make railway a customer-friendly mode

of transport.The overall level of satisfaction with the ease of buying tickets has not improved since 2011 (78% satisfaction) with however big improvements in Austria and Greece (14 and 10 percentage points increase respectively), but worrying increases in dissatisfaction in Italy, Denmark and Slovenia (all more than 10 percentage points). Satisfaction with the provision of information during train journeys, in particular in the event of delays has remained insufficient (less than 50% satisfaction). The highest rates of satisfaction are found in the UK (70%), Finland and Ireland (68% and 62%). Highest rates of dissatisfaction are found in France (47%) and Germany (42%). The 4th railway package contains proposals that will enable common information and integrated ticketing systems.

Pakistan - turkey railway MoU signed

internationaL: A Memorandum of Understanding to build a railway between Islamabad, Tehran and Istanbul was signed on the 25th December at bilateral talks between Pakistan and Turkey during Prime Minister Recep Erdogan’s visit to Islamabad. The 6500km railway will consist of 1900km through Pakistan, 2570km through Iran and 2036km

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softronic Craiova developed first electric unit

roMania: Softronic Craiova has deve-loped the first electric unit in Romania with low-floor and asynchronous traction, with two maximum speed variants, of 160 km/h and of 200 km/h. The construction of the electric unit called Hyperion has requested an investment of over EUR 5 Million for which GarantiBank has granted a financing of EUR 4.3 Million to Softronic Craiova. The vehicle is capable to accommodate 180 passengers on seats. At present, the train

is completed and performs speed tests and will be put to sale as of February.

РуМыния: GarantiBank предоставила финансирование 4.3 млн. евро, румынской компании, производящей локомотивы - Softronic Craiova, для строительства электропоезда. Электропоезд, назван Hyperion, имеет два строительных варианта максимальной скорости: 160 км\ч, или 200 км\ч.

ВенгРия: Европейский Инвестиционный Банк предоставляет Венгрии кредит 250 млн. евро для восстановления железнодорожной инфраструктуры.

В МиРе: В рамках двустороннего саммита, премьер-министры Ирака и Иордании провели дискуссии на тему перспектив развития железнодорожной инфраструктуры.

В МиРе: В рамках двусторонней встречи между представителями

Пакистана и Турции был подписан Меморандум о Взаимопонимании в связи со строительством железнодорожной связи между Исламабадом, Тегераном и Стамбулом.

В МиРе: РЖД пока не приняли решение в связи с финансированием строительства железнодорожной линии Ванадзор – Фиолетово, в Армении.

казаХсТан: В 2014 году в Казахстане будут пущены в эксплуатацию пять высокоскоростных линий, среди которых линия Астана – Защита, Алма-Ата – Защита, и международная трасса Алма-Ата – Ташкент.

В МиРе: Соответственно соцопросу Европейского уровня, который был опубликован Европейской Комиссией, 58% европейцев довольствуются услугами железнодорожного транспорта в их стране.

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USD 282 Billion. Compared with the same period of 2012, the volume of foreign trade has decreased by 1% or USD 7.5 Billion. The exports of goods have decreased by 2.4% or USD 11.9 Billion and imports have increased by 1.6% or USD 4.4 Billion.

eiB supports upgrade of Polish railways with eUr 186m loan

internationaL: The European Investment Bank (EIB) is lending PLN 800 Million (EUR 186 Million) to Polish railway operator PKP Intercity for the renewal and expansion of its existing fleet by 2015. The Bank has now supported rail investments in Poland for 23 years, promoting the improvement of both infrastructure and rolling stock. Thanks to this EIB loan, PKP Intercity will boost its investment programme which consists in particular of acquisition of 20 Electrical Multiple Unit trains (EMU), modernisation of 218 passenger, purchase of 25 passenger coaches, acquisition of 10 diesel mainline locomotives and modernisation of 20 diesel shunting locomotives. The new and modernised rolling stock will run at faster speeds and thereby reduce journey times. It will also ensure higher levels of passenger safety and comfort as well as easier access, particularly for people with reduced mobility. “The cooperation with the European Investment Bank enables PKP Intercity to implement a broad investment plan, thanks to which by the end of 2015 the company will replace or modernise 70% of its rolling stock. The loan agreement signed today is closing the process of financing investments carried out in the EU’s 2007-2013 financial framework. We are pleased that for the European institutions we are a credible and reliable partner”, said Paweł Hordyński, Member of the Management Board and Chief Financial Officer of PKP Intercity.

Uzbekistan to invest Usd 586 mln in railway projects

UZBeKistan: The national rail company, Uzbekistan Railways, plans to invest USD 568.6 Million in 2014, resources directed

up the implementation of the Corridor, ultimately contributing to making rail a more attractive mode of transport for freight across Europe. The studies will be monitored by the Trans-European Transport Network Executive Agency (TEN-T EA) and are set to be completed by the end of December 2015.

Passenger coaches to be built in Ganja city

aZerBaiJan: A factory for the production of modern passenger coaches is planned to be built on a base of wagon depot in Ganja city. Azerbaijani transport minister Ziya Mammadov informed on it in the inauguration ceremony of Ganja railway station’s administrative building. According to him, negotiations regarding the issue is currently being held with the Swiss “Stadler” company. “Project is on the stage of document preparation now. It is envisaged to realize the project after several months” - he said.

Customs Union trade reduces

internationaL: According to the operative data, the volume of foreign trade of members of the Customs Union and the Common Economic Space with third countries in January-October 2013 amounted to USD 762 Billion, including export – USD 479.4 Billion and import –

through Turkey. It will further enhance the so-called Iron Silk Road linking Europe with the Middle East and to the Far East by rail. It is hoped that as well as cargo, there will be passenger services along this route. Initially the railway will enhance the two countries’ relations through container trade along the new corridor. Through the railway the prime ministers expressed the hope that there would be wider regional co-operation due to increased trade. Turkey’s Prime Minister Erdogan said of the deal, “We want to enhance cooperation with Pakistan in areas of aviation‚ railways and maritime.” Turkey will invest in Pakistan’s road and rail infrastructure as well. The agreements come as part of the Economic Co-operation Organisation (ECO) which first mooted the idea of the railway network in 2008. 10 states in the region form this group, including Afghanistan, Azerbaijan and Tajikistan which will all benefit from such economic investment in the long term.

eU supporting future rail Freight Corridor 1 through co-financed project

internationaL: The European Union will co-finance with EUR 1.61 Million from the TEN-T Programme a series of actions to promote the concept of Rail Freight Corridors, which are important sections of pan-European rail infrastructure identified by EU Regulation 913/2010. In particular, the project will promote the implementation of the Rotterdam-Genoa Corridor 1. The initiative consists of studies to cover the development of the corridor information system. The studies also look at how to improve the quality of operations. Establishing an integrated corridor management system will also be one of the actions for this initiative. Once completed, the studies will speed-

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Kazakhstan to launch 5 railway lines in 2014

KaZaKhstan: Five high-speed rail-way lines will be launched this year in Kazakhstan, Minister of Transport and Communications Askar Zhumagaliyev said at a press conference in the Central Communications Service. “Last year we launched three high-speed trains. Next we will open 5 more high-speed lines “Astana-Zashchita”, “Almaty-Zashchita” international route “Almaty-Tashkent”, etc,” he said. “In the future, the number of routes will increase. Every year we plan to open 4-5 routes,” the minister added.

азеРБайджан: Власти города Ганджа намерены модернизировать вагонное депо, которое будет использовано для производства пассажирских вагонов.

Россия: Согласно менеджменту РЖД, частичная приватизация компании не осуществится ранее 2018 года, говорится в документах Газпромбанка.

В МиРе: Европейская Комиссия одобрила принятие фондов из государственного бюджета компанией PKP Intercity, стоимостью 93 млн. евро, с целью приобретения пассажирских поездов дальнего расстояния.

В МиРе: Евросоюз предоставит софинансирование 1.61 млн. евро, в рамках Программы TEN-T, для осуществления ряда действий, цель которых состоит в поддержке стратегии Международных Железнодорожных Коридоров Грузоперевозки.

В МиРе: На протяжении периода январь-октябрь 2013, стоимость товарооборота в рамках Таможенного Союза, в который входят Россия, Беларусь и Казахстан, достигла 762 млрд. долларов, из которых экспорт составил 479.4 млрд. долларов, а импорт 282 млрд. долларов.

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will be 10 million tonnes of cargo and 50,000 large volume containers per year. At subsequent stages, the capacity can increase to 25 million tonnes of dry cargo and one million tons of containers”, said Mammadov.

rZd privatization is hardly possible until 2018

rUssia: According to RZD managers, the partial privatization of the company is not possible earlier than 2018, say documents of Gazprombank summing up the results of the “Investor’s Day”. Earlier, the RF Federal Agency for State Property Control (Rosimuschestvo) was going to sell a 5% stake in RZD before the end of 2014, and another 20% before the end of 2016. “In the words of the managers, partial privatization of RZD is possible not earlier than 2018,” say documents of Gazprombank. It is noted that the term of the privatization is not defined, because of the decision about the increase in the company’s authorized capital in 2014-2017, the necessary realization of the “roadmap” approved by the Government, and the lack of approved long-term tariff and network contract.

to the modernisation and development of industry. Compared with 2013, next year’s investments will be 1.7 times higher. Uzbekistan Temir Yollari is planning to invest USD 319.5 Million of own resources in industry development. The company will also attract a loan from the Fund for Reconstruction and Development of Uzbekistan (FRDU) at the size of USD 173.7 Million and foreign loans for USD 75.4 Million. Next year, the company will continue its work of construction of new electrified railway Angren-Pap with the length of 122.7 km. Within the project with the cost of USD 1.7 Billion, it is planned to utilize USD 120 Million in 2014. Uzbekistan Railways will also continue the electrification of the Maraqand-Qarshi and Qarshi-Termez railways with total length of 465 km. Apart from infrastructure projects, freight and passengers wagons will also be refurbished.

dB tenders contract to install the etCs

internationaL: Deutsche Bahn’s long-distance passenger division, DB Fernverkehr, has issued a call for tenders to fit European Train Control System (ETCS) to its ICE1 fleet of high-speed trains. According to the contract, 80 401-class trains will be equipped, with an option to equip another 38 trains. The trains will have to be approved for operation in time for the start of the December 2017 timetable. ICE1 trains are used both for national, as well as cross-border transportation, providing connections with Austria and Switzerland.

First pilot train launched via Baku-tbilisi-Kars by the end of 2014

internationaL: The first pilot train will run via the Baku-Tbilisi-Kars railway at the end of 2014, Azerbaijani Transport Minister Ziya Mammadov declared. “Realization of the project continues dynamically. After the commissioning of the Marmaray project, the Baku-Tbilisi-Kars will provide direct transport between Europe and Asia,” Mammadov said. Mammadov said the construction of the new international sea trade port is underway in Alat town of Azerbaijan. A large logistic centre will be built in the territory of the sea trade port. Upon completion of the first phase, transportation capability of the facility

wto countries sign agreement to eliminate trade barriers

internationaL: Member States of World Trade Organisation (WTO) signed an agreement to reduce world trade obstacles by simplifying customs procedures, limiting agriculture subsidies and encouraging trade with less developed economies. “For the first time in our history the WTO has truly delivered,” said WTO Director-General Roberto Azevêdo. The trade facilitation decision includes delivering assistance to developing countries in order to upgrade and rehabilitate infrastructures and train staff. The agreement will boost world economy by USD 400 Billion to USD 1 Trillion by reducing trade costs by 10-15%, increase commercial flows and collect revenues, create a stable business environment and attract foreign investments. The document adopted in Bali (WTO Bali Ministerial Conference was held from 3 to 6 December 2013) is not final, although the substance will not change. It will be checked and corrected to ensure the language is legally correct, aiming for the General Council to adopt it by July 2014.

Makedonski Zeleznici – transport seeks consultant for upgrade of locomotives

FYroM MaCedonia: Macedonian railway operator Makedonski Zeleznici - Transport is seeking a consultant to a project for the rehabilitation of old electric locomotives and implementation of energy efficiency measures, the European Bank for Reconstruction and Development (EBRD) said. The contract will be financed from the proceeds of a EUR 50 Million EBRD loan, of which EUR 7 Million is aimed for the rehabilitation of part of existing old electric locomotives and EUR 2.2 Million for the implementation of energy efficiency measures in the complex of Skopje, the EBRD said in a statement. Interested firms are invited to submit expressions of interest by March 18. The assignment is expected to start in May and last about three years.

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eC approves state funds for PKP intercity

PoLand: The European Commission has approved that PKP Intercity should receive state budget funds worth EUR 93 Million for the acquisition of long-distance passenger trains. EC concluded that financing the acquisi-

tion from the state budget is not against EU standards. Polish authorities plan to co-finance the acquisition of high-speed trains as part of a program financed from the Cohesion Fund. The Polish state will grant direct subsidies of EUR 93 Million for this project repre-senting around 22% of the total cost of the acquisition.

В МиРе: Итальянские компании заинтересованы участием в строительстве проекта высокоскоростной линии длинной 330 км, связывающей Куала-Лумпур с Сингапуром.

узБекисТан: В 2014 году, Узбекские Железные Дороги намерены вложить 568.6 млн. долларов в модернизацию и развитие железнодорожной промышленности.

геРМания: Отдел Пассажирские перевозки дальнего следования компании Deutsche Bahn, DB Fernverkehr, предпринял тендер по установке системы ETCS в высокоскоростных поездах ICE1.

В МиРе: Первый испытательный поезд по линии Баку – Тбилиси – Карс будет запущен в конце 2014 года, согласно министру Транспорта Азербайджана, Зия Мамедов.

В МиРе: Государства-члены Всемирной Торговой Организации заключили договор, цель которого состоит в устранении ограничений в области мировой торговли.

В МиРе: Железнодорожный оператор Республики Македония Makedonski Zeleznici Transport намерен связаться с консультантом по развитию стратегии разделения бизнеса, объявил ЕБРР.

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Germany: Mulheim city buys 10 trams

internationaL: Mulheim Transport Authority (western Germany) has concluded a contract with Bombardier Transportation on the delivery of 10 Flexity Classic trams at a cost of EUR 27 Million.“With this tram we have achieved a high level of standardization which will result in short servicing and maintenance periods. The tram’s operating efficiency over the entire lifecycle is of utmost importance for us and our transport activities”, declared Klaus-Peter Wandelenus, Managing Director, MVG.The trams are 30-m long, have a capacity of 172 passengers and are equipped with the Mitrac propulsion system.

rdiF wants to finance the acquisition of metro trains in Moscow

rUssia: The Russian Direct Investment Fund (RDIF) plans to help finance the

dublin receives european financing for underground line

internationaL: The European Union will co-finance with over EUR 1.4 Million from the TEN-T Programme a study to lay the groundwork to renew the train signalling systems within the Greater Dublin Area. The project will contribute to the realisation of the “Railway/road axis Ireland/United Kingdom/continental Europe” (TEN-T Priority Project 26).The project will support the realisation of a study to design a new signalling system between Connolly Station to Sandymount Station.The DART Underground rail line, which would run from Docklands to Inchicore, would complete the trebling of the Greater Dublin area’s rail service capacity from 33 million passenger journeys annually now to 100 million passenger journeys upon completion.

india: new metro projects

internationaL: The Indian Government said new metro rail projects were under consideration in several cities and they were waiting for details from the state authorities for the projects. Among the cities where new metro projects could be developed, there are Ahmedabad, Lucknow, Pune, Chandigarh, Punchkula and Mohali. For now, the Minister of Urban Development has not received any proposal for new metro rail projects in West Bengal. The ministry has decided to give priority to cities having population of more than 2 million, adding that the availability of funds are considered before the project is sanctioned.

purchase of wagons for the Moscow metro, also with contributions from foreign investors.The Moscow Government intends to tender three lots for the purchase and servicing of 2,500 to 3,500 metro wagons to be delivered between 2015 and 2020, Dmitriyev said.Foreign investments in Russian infrastructure projects will reach around USD 10 Billion, Dmitriyev said without specifying projects.

France: Clermont-Ferrand inaugurates the extension of the tram network

internationaL: The extension of line A of the tram in Clermont-Ferrand was inaugurated at the middle of December. The extension is 1.7km long and connects Champratel and Vergnes district. The project amounted to EUR 29.6 Million, plus other EUR 6.2 Million for the acquisition of two additional trams that would be used to increase the frequency of units to 5-8 minutes.

Local rail transport, headliner at the romanian railway Galas

roMania: On December, Club Feroviar and the Romanian Railway Industry Association (AIF) organised the Railway Galas 2013, to award the railway excellence awards. Of the 6 awards of this year’s edition, 4 were granted to rail public transport companies.The railway excellence award for development of local rail transport was awarded to Iaşi Municipality for important investments in the modernization of tram lines, for the modernization of tramways and for having supported the activities for the establishment of Iaşi Metropolitan Area.The railway excellence award for heritage preservation was awarded to Arad Public Transport Company for its effort of preserving the heritage of the electrified railway Arad-Podgoria. “The line operates on a length of 60 km and was built to ensure the connection between the city and the wine-growing area in its east. This is the first electrified railway on Romania’s current territory”, declared Petre Cuvineanu, Technical Director of

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the Commission supports towns and cities in a new “urban mobility package” adopted

internationaL: The European Commis-sion is stepping up its support to towns and cities in a new “urban mobility package” adopted on December 17. The Commission will reinforce the exchange of best prac-tice, provide targeted financial support and invest in research and development. In ad-dition, it is encouraging the development of “sustainable urban mobility plans” to stimulate a shift towards cleaner and more sustainable transport in urban areas.A new Eurobarometer survey published also on December 17 shows that European citizens are concerned by the negative im-pacts of urban mobility and many of them are pessimistic about the prospects for improving mobility in their cities. A large majority consider congestion (76%), air quality (81%) and accidents (73%) to be se-rious problems. Less than a quarter believe that the situation will improve in the future (24%) and most believe it will stay the same (35%) or get worse (37%).Vice-President Siim Kallas, EU commis-sioner for mobility and transport, said: “Ad-

dressing the problems of urban mobility is one of the great challenges in transport today. With coordinated action we can be more successful. Local authorities are the key decision makers. They are best placed to take important local decisions, but they should benefit from support at national and EU level.”The Commission will set up in 2014 a Euro-pean platform for sustainable urban mo-bility plans. This platform will help cities, planning experts and stakeholders to plan for easier and greener urban mobility.The Civitas 2020 initiative in the framework of Horizon 2020 will allow cities, compa-nies, academia and other partners to de-velop and test novel approaches for urban mobility.

В МиРе: Путём принятия “пакета мер городской мобильности”, Европейская Комиссия усиливает свои поддерживающие деятельности для городских администраций.

В МиРе: В середине декабря был официально открыт продолжительный участок линии А, принадлежащей трамвайной сети города Клермон-Ферран.

В МиРе: Евросоюз предоставит софинансирование 1.4 млн. евро для исследования необходимого для

возобновления системы сигнализации подземной линии в Большом Регионе города Дублин.

В МиРе: Правительство Индии объявило, что рассматривает новые проекты метро во многих городах и ждёт данные от государственных органов в связи с этими проектами

В МиРе: Транспортные власти города Мюльхайм (запад Германии) заключили договор по доставки 10 трамваев Flexity Classic с компанией Bombardier Transportation.

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CTP Arad.The railway excellence award for industrial activity was awarded to Swietelsky for its success in reconstructing the tram infrastructure and conventional railways. One of the latest projects successfully completed is the reconstruction of the tram line in Cluj Napoca where the company participated in consortium with other local and international constructors.The railway excellence award for business of the year was awarded to Oradea Transport Local for successfully identifying alternative financing sources in order to support the rolling stock maintenance activity and building a modern mechatronics laboratory.The railway excellence award for preserving tradition was awarded to the

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athens Metro expands

GreeCe: The western extension of line 3 of Athens Metro was inaugurated at the middle of December. The 1.4km long ex-tension connects Egaleo to Aghia Marina.The EUR 250 Million project has been fi-nanced by the Greek Government and by the European Investment Bank. It is esti-mated that the extension will increase by 30,000 the number of passengers who use metro line 3 every day.Currently, another extension of 7.6 km be-

tween Aghia Marina and Dimotiko Thea-tro is in construction.

Россия: Российский Фонд Прямых Инвестиций планирует поддерживать приобретение вагонов для Московского метро.

гРеция: В середине декабря состоялось официальное открытие западного продолжительного участка 3-ей линии метро в Афинах.

РуМыния: 5 декабря Club Fero-

viar и Ассоциация Железнодорожной промышленности Румынии (AIF) организовали Галлу Железнодорожной отрасли 2013, предоставляя награды совершенства в железнодорожной отрасли. В этом году, из 6 наград, 4 были присуждены компаниям, оперирующим в области рельсового общественного транспорта.

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Association for the preservation of narrow gauge lines in Romania for the past years’ effort of reconstructing and re-launching activity on various narrow-gauge railways in Romania. “This year, we carried 5,000 people in Moldoviţa. It is an activity I do with pleasure and passion, but over the past four years I’ve struggle to continue this project. This is the first time in four

years I feel our activity is acknowledged”, declared Georg Hocevar, the president of the association.The railway excellence award for lifetime achievement was awarded to Mr. Ion Stafie for its activity dedicated to railways and introducing the best principles and technologies in the construction and maintenance of railway infrastructure.

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railway network remains fragmented along national lines and largely dominated by in-tegrated rail companies that operate both the network and the trains running on it. This can make it difficult for new operators to enter the market.

As discussed and debated on during the past year – Railway Pro published informa-tion about these debates – the six legislative

Fourth railway Package: member states can choose between holding and vertical separation

The main objective of the Fourth Railway Package consists in improving the quality and efficiency of railway transport services by removing the still-existing barriers, thus encouraging the performance of the railway sector and consequently, competitiveness and economic growth. These barriers can be grouped into four categories, technical, administrative, institutional and legislative barriers.

the four above-mentioned obstacles are approached through the initia-tives included in the legislative pro-

posals of the Fourth Railway Package. Thus, the legislative proposals refer to the actual method of institutional organisation of the railway market, to the approach of legisla-tive barriers regarding the access to the do-mestic passenger transport market, as well as to the initiatives that refer to the role of the European Railway Agency (ERA), in-teroperability and safety.

The current situation proves to be difficult for the railway sector and for the competi-tiveness of the railways as transport mode. Authorisation and certification procedures are expensive and time-consuming. The entire process of authorisation of vehicles in Europe can last more than two years and can thus block assets worth EUR 1.2 Billion which wait to be authorised and cannot be put in service. Authorisation and certifica-tion procedures have to be simplified as fast as possible and the European Railway Agency (ERA) has to gradually become a one-stop shop for authorisation and certi-fication. In order to meet this objective, an evolution plan has to exist for the increase

of ERA’s competences and clear responsi-bilities for a single certificate for safety and authorisation of vehicles.

The three basic pillars of the Fourth Rail-way Package clearly stipulate the establish-ment of consequent authorisation proce-dures for interoperability and railway safety (known as the Technical Pillar), the libe-ralisation of the domestic passenger market and the establishment of better structures and authorities for infrastructure manag-ers.

The lack of standardisation, the existence of a highly specialized rolling stock fleet, the resulted investment costs, as well as the costs of entering and leaving the railway transport market, are major problems for the single transport market. Authorisation procedures are long and difficult and safety certification fees are expensive.

On 17 December, the Transport Commit-tee of the European Parliament approved the package of legislative measures aimed to increase the attractiveness of railway trans-port by stimulating competitiveness and setting up joint plans for the certification of railway products. However, the European

Source: www.europarl.europa.eu

[ by Elena Ilie ]

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measures which compose the Fourth Rail-way Package aim to unravel once and for all the ravelled threads of the European railway system, focusing mainly on a greater sepa-ration between the railway management activity and the railway transport activity. Moreover, all operators will have access to the national railway infrastructure. These proposals are currently debated by the Eu-ropean Parliament. Both the Parliament and the European Union Member States will have to approve these new rules so that they could become effective. The vote of the TRAN Committee assigns the negotiation team of the European Parliament to initiate negotiations with the European Council and member states.

The results of the TRAN Committee’s vote are good for the European railway sector because the vote gives green light to improving national railway services by opening public service obligations to com-petition. Operators are thus granted fair access to railway infrastructure and safety certificates will be harmonised so as to improve interoperability and buy new and performing rolling stock.

The new approved regulations guarantee that these public service obligations pro-vide the best quality-price report by re-ducing their duration and by guaranteeing that they would not be assigned directly and without justification. The rules thus approved at the middle of December will facilitate fair access to the market for new entrants. Also, the much-expected vote simplifies new rolling stock safety certifica-tion procedures and gradually transfers cer-tification responsibilities to the European Railway Agency. A transition period of five years was established for the transfer of cer-tification responsibilities to the Agency.

Clear conditions for the direct attribution of public service contracts

Member states may continue to award public service contracts for rail passenger transport directly on certain conditions, but the awarding authority would be re-quired to justify how direct award can meet efficiency criteria such as punctual-ity of services, cost-efficiency, frequency of train operations, and customer satisfac-tion.

If these requirements are not met, the regulatory body could oblige the com-petent authority to award the contract through competitive tendering. A dead-line of 2022 would be set to allow com-petent authorities to phase in competi-

tive tendering. Also, to ensure that new entrants and smaller operators are able to fulfil public service contracts, a minimum number of public service contracts to be awarded in a member state should be set, based on national market volume of rail passenger transport under public service contracts.

Rail service provision would be subject to open access, but for routes covered by public service contracts, access may be limited, if a regulatory body decides, based on an economic analysis, that this would adversely affect the viability of the public service. In cases where member states opt for competitive tendering for public serv-ice contracts, member states could block open access for operators.

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Consolidated tasks for era and cutting red tape

To cut red tape and costs related to vehi-cle authorizations, after a four-year transi-tion period the European Railway Agency would be responsible for authorizing vehi-cles to be placed on the market. A clear dis-tribution of tasks between the agency and national authorities during the transition period would be established. The Agency could delegate specific tasks and responsi-bilities to national safety authorities on the basis of contractual agreements, but would have to take the final decision in all authori-sation procedures.

To reduce the safety certification burden for rail companies, the European Railway Agency would be responsible for issuing a single safety certificate to all railway op-

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erators with the exception for “isolated net-works” (Baltic States) after a four-year tran-sition period. During this period it would gradually take over from national safety au-thorities the responsibility for issuing safety certificates. A division of responsibilities and tasks for European Railway Agency and national safety authorities would also be put in place.

Financial transparency for railway infrastructure access

Member states may choose between an integrated structure with a single holding company for the rail operator and infra-structure manager or a separation of infra-structure managers and operators, in order to avoid conflicts of interest and ensure fair access to infrastructure for all operators.

The draft text sets out conditions to be met, including strict requirements for financial transparency and separation in the case of integrated structures. If these conditions are not met, the Commission may start in-fringement proceedings and other member states may restrict access to their markets for the railway operator considered to be in breach of the rules.

The Community of European Railway and Infrastructure Companies (CER), one of the strongest voices that militate for fair railway transport, believes that some aspects of the vote held at the European Parliament Transport and Tourism (TRAN) Commit-tee clearly represent improvements to the European Commission’s proposal, while others put in serious danger the efficiency of the railway business in Europe.

CER is especially disappointed by the vote results with respect to the new separa-tion requirements.

“There is strong evidence that no model guarantees market opening per se. CER will therefore continue to plead for more flexible arrangements in the choice of governance models aligned with the powers of regulatory bodies. Similarly, the adopted provisions for network of infrastructure managers and integrated ticketing are too rigid and therefore we look forward to a further constructive dialogue with all rel-evant parties to find the right compromise”, believes the railway organisation.

“I do wish to express my appreciation to the MEPs for their work. However I have to state that this vote is a mixed bag for Eu-rope’s railways: while a good job has been done on a number of issues, I consider that the proposal of the European Commission on the issue of governance has not been suf-ficiently amended.

Governance models have to respect vari-ous conditions across the EU Member States: the right of choice is a precondition for a necessary search for greater economic efficiency and better use of public money for Europe’s railway networks. These con-siderations were sadly mostly absent from the recent discussions”, CER Executive Di-rector Libor Lochman emphasised.

At the same time the vote of the TRAN Committee has also been appreciated by the European Rail Industry Association (UNIFE), an association which, as the name suggests it, has many times pleaded for the development of the European rail-way industry and for its competitiveness in report to that of foreign markets.

The Technical Pillar is of great importance for the entire rail sector as it will reform the way authorisation is done in Europe. It will lead to quicker, more efficient and less cost-ly authorisation procedures, providing rail-way operators and European citizens with new vehicles in a quicker and more predict-able manner.Ph

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4-ый Железнодорожный Пакет: Государства-члены смогут выбрать холдинговую структуру или вертикальное разделение

Соответственно решению в связи с I4-ым Железнодорожным Пакетом, государства-члены смогут выбрать интегрированную структуру, с единой компанией в виде холдинга – соответствующей железнодорожному оператору и оператору железнодорожной инфраструктуры, или вертикальное разделение названных двух юридических лиц, для избегания столкновения интересов и для предоставления равноправного доступа к железнодорожной инфраструктуре всем операторам.

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Moving towards an internal market for rail equipment, the Technical Pillar represents a cornerstone of the Single European Rail-way Area. It will help create a strong home market which the European rail industry needs to maintain its world leadership.

UNIFE hopes that the European institu-tions start trialogue discussions and adopt the Technical Pillar during this mandate of the Parliament so the European rail sector can benefit from the Technical Pillar as soon as possible. “The rail sector urgently needs

the Technical Pillar. It will enhance the competitiveness of rail as a transport mode and that of the European rail industry vis-à-vis its global competitors”, stated Philippe Citroën, Director General of UNIFE.

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e C has announced that financing for the first two years of the pro-gramme will be worth EUR 15

Billion, an amount dedicated to European economic stimulation based on knowledge and which approaches aspects that impact on the citizens’ life. Financing includes 12 areas focusing on the actions in 2014-2015, including sectors such as customized medi-cal assistance, digital security and intelli-gent urban projects.

“It is time for action. Financing within Horizon 2020 is essential for the future of research and innovation in Europe and it will trigger growth, jobs and improve life quality. We have created the Horizon 2020 Programme to obtain results and we have eliminated bureaucratic barriers to facili-tate participation in the programme. There-

Horizon 2020: eUr 15 Billion for the first two years

Almost a year after the adoption of the “Horizon 2020” Programme by the European Parliament (November), the European Commission has for the first time submitted project demands within the research and innovation programme for which a budget of EUR 80 Billion has been set for the next multiannual programming period. In 2014-2015, the programme budget has been established at EUR 15 Billion.

fore, I call on the researchers, the universi-ties, the undertakings, including SMEs, as well as other entities to subscribe to the programme”, declared MáireGeoghegan-Quinn, the European Commissioner for Research, Innovation and Science.

The majority of 2014 budget demands are opened to the submission of projects and other demands will be launched dur-ing the year. Only demands of the 2014 budget amount to a total of EUR 7.8 Bil-lion, the financing being especially orient-ed to the three fundamental pillars of the Horizon 2020 Programme. EUR 3 Billion is available for the excellent science pillar, EUR 1.8 Billion for the industrial leader-ship position (including areas such as IT, nanotechnologies, advanced manufactur-ing systems, robotics, biotechnologies

and space), and a fund of EUR 2.8 Billion is dedicated to societal challenges for the projects of the seven societal challenges within the Horizon 2020 Programme.

Within Horizon 2020, there will be sepa-rate demands published for specific part-nerships with industrial sector and with member states. In 2014, the total budget allocated to research, including administra-tive elements and costs, will be of EUR 9.3 Billion and will increase to up to EUR 9.9 Billion in 2015. The final amount for 2015 is subject to the decision regarding the an-nual budget for 2015. Those who will sub-mit projects for funds will benefit from a simpler structure of the programme and financing, a sole set of rules and a reduc-tion of the task related to financial controls and audits.

Source: DG Research and Innovation

[ by Pamela Luică ]

Investment in R&D is part of the solution to exit from the economic crises

investment in r&d is part of the solution to exit from the economic crises

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for collaboration actions. In order to acce-lerate project implementation, DG MOVE will develop policies and will invests the funds of Horizon 2020 to generate syner-gies with other national, international and regional programme, including the Con-necting Europe Facility.

The initiation of Horizon 2020 Pro-gramme (in transport) means the launch of CIVITAS 2020: innovation for energy efficiency and competitiveness in urban mobility and transport.

Research and innovation actions will im-prove mobility in urban areas. Also, new mobility concepts will be developed and tested, as well as transport organisation, logistics and planning that will help reduce air and noise pollution, as well as energy efficiency. Public transport and non-moto-rised transport, as well as energy-efficient transport alternatives have to be widely developed to become real alternatives to motorised individual vehicles.

Горизонт 2020: 15 млрд. евро на первые два года

Почти месяц спустя принятия программы “Горизонт 2020” Европейским Парламентом (ноябрь), Европейская Комиссия впервые представила заявки для проектов в рамках программы исследования и инновации, для которых на протяжении следующей многолетней программы финансового развития был установлен бюджет 80 млрд. евро. На период 2014-2015, в рамках данной программы был установлен бюджет 15 млрд. евро.

Source: The design and societal impact of Horizon 2020, European Commission, DG Research and Innovation

Public transport is encouraged

“Intelligent cities and communities”, one of the 12 Horizon 2020 areas, financing research will be aimed at identifying solu-tions with high potential in sectors such as energy efficient, delivery of digital services and information for citizens or intelligent mobility services. The 2014 budget for this sector will be of EUR 92 Million.

Another area, “Mobility for growth”, will have a budget of EUR 375 Million for 2014. Transportation is responsible for 63% of oil consumption and 29% of total carbon dioxide emissions and congestion reduces the attractiveness of cities for both citizens and the business environment and has total costs of EUR 80 Billion per year in the EU.

Research and innovation for equipment elements and vehicle systems will increase the share of environmentally friendly trans-port, thus reducing fossil fuel consumption and improving air quality. The main objec-tives of Horizon 2020 in transport include the implementation of innovating systems regarding management and information systems, advanced travel services, efficient logistics, as well as construction and main-tenance of technologies. For example, the

Work Programme 2014 – Funding for calls and financial instruments

Excellent Science Pillar:~ € 3 billion – total calls: 18Industrial Leadership Pillar:~ € 1.8 billion – total calls: 15 (+Financial instru-

ments-for 2 calls)Societal Challenges Pillar:~ € 2.8 billion – total calls: 24 of which• Secure,cleanandefficientenergy–4calls:€600million• Smart,greenandintegratedtransport–3calls:€540million• Climateaction,environment,resourceefficiencyandrawmaterials–

3calls: € 300 millionSource: europa.eu

first demands will finance projects aimed at developing new technologies for vehi-cles with low emissions, reducing conges-tion and improving intelligent mobility.

With investments worth EUR 6.3 Billion in Horizon 2020 (for the timeframe 2014-2020), the programme “Intelligent, eco-friendly and integrated transport” is the largest investment project in the transport research and innovation area. The objec-tive is to transform the European transport system into a competitive and efficient sys-tem.

Through this investment programme, DG MOVE estimates that results will help reach the objective of reducing transport emissions by 60% by 2050. Within the European Commission, DG MOVE is one of the general directorates that implement the Horizon 2020 programme and will dedicate financing worth EUR 1.9 Billion in the programming period 2014-2020.

Reflecting the need of strategic implica-tion in these investments, this amount will be dedicated to transport infrastructures, urban mobility (CIVITAS 2020), intel-ligent logistics systems and applications and will cover research in developing and integrating technologies, as well as demon-strative and innovating activates especially

P R O B L E M D E F I N I T I O N18

and renew rather than discard; labourers will need to be retrained and citizens will need social protection

these aspects will be needed as well.1 2 4

society in diverse ways, and if nothing is done, the negative impacts will continue to grow.

issues: they require and expect high-quality healthcare and solutions to fatal and debilitating illnesses; they

market share of Europe in terms of EPO/PCT patents compared with the market share of Asia (expressed as a logarithm), and the Y-axis shows the market share of Europe compared with the market share of North America (expressed as a logarithm); (ii) the broad technology domains are shown in bold.4. Data for the broad technology domains were taken from a study by the Research Division INCENTIM (MSI, Faculty of Business & Economics, KU Leuven), and Università Commerciale Luigi Bocconi, KITeS; data for enabling technologies taken from the ‘European Competitiveness in

Cremers, Christoph Grimpe, Christian Rammer (ZEW, Mannheim), Felix Brandes, Fernando Diaz-Lopez, Rosalinde Klein Woolthuis, Michael Mayer,

European Commission, Directorate-General for Enterprise and Industry; all other data from the OECD Patent Database.

hope that science and innovation can tackle problems such as climate change, clean energy, clean trans-port, an ageing population; and they look to Europe’s research and innovation system to come up with new sources of jobs and higher standards of living.

Europe’s Enterprises require a strong science and innovation system if they are to compete, expand and move into the emerging markets of the future. The problem of poor knowledge triangle coordination

exploiting, basic research and in tapping into a pool of trained researchers. European companies, and nota-

they need for innovation.

EU Universities and public research centres must perform in an ever more global environment by raising the quality of their research and attract-ing the best scientists worldwide. But competition for funding is still very nationally based, as are the research projects themselves and — when scale is a factor for success — they face lim-its as to what they can achieve in terms of break-throughs. They have mixed success in forging links

Figure 1: Europe’s technological performance compared with North America and Asia (3)

Source: Directorate-General for Research and Innovation.Data: 4).

europe’s technological performance compared with north america and asia

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t he project will involve virtually all of Europe’s rail industry suppli-ers, including innovative small and

medium enterprises, to accelerate the de-velopment of new technologies and bring them to the market. It will also involve rail operators and infrastructure managers in order to ensure that research activities are aligned to market needs. To date, rail equip-ment manufacturers Alstom, Ansaldo STS, Bombardier, Siemens, Thales and CAF, as well as infrastructure managers Trafikverket and Network Rail, have already confirmed that they will each make a contribution of at least EUR 30 Million to the SHIFT2RAIL initiative which brings the project a total of EUR 270 Million apart from the financing of the European Commission.

Launched by the European Rail Industry Association, the “SHIFT2RAIL” initiative is an ambitious public-private partner-

Good news for research and innovation in the railway industry

The European Commission adopted the “SHIFT2RAIL” initiative, a new public-private partnership that gives green light to an investment of just under EUR 1 Billion in research and innovation to get more passengers and freight onto European railways. Although rail is among the most efficient and climate-friendly forms of transport, currently it only carries only about 10% of European cargo and 6% of passengers each year. Investments in research and innovation will definitely increase railway transport share as related to the other transport modes.

ship which will manage a 7-year work pro-gramme of targeted research and innova-tion to support the development of better rail services in Europe. It will develop and accelerate the bringing to market of techno-logical breakthroughs.

With “SHIFT2RAIL”, the European Com-mission is more than tripling its financing for rail research and innovation to EUR 450 Million (2014-2020) compared to EUR 155 Million for the previous period. This will be matched by EUR 470 Million from the rail industry. The net gains of this long term collaborative approach will give a very substantial boost to innovation in the rail industry, compared to previous co-funding of individual projects.

The SHIFT2RAIL initiative aims to de-liver: a reduction, by up to 50%, in the life-cycle cost of railway transport (for example costs of building, operating, maintaining and renewing infrastructure and rolling

stock), an overall increase in capacity of up to 100% and an overall increase in reliabi-lity of up to 50% in the different rail market segments.

The research and innovation will focus on five key areas.

First of all, in order to improve the quality of services, it will focus on developing a new generation of high capacity trains which are cost-efficient and reliable. Secondly, to in-crease capacity and get more trains running on the same lines – it will develop better intelligent traffic management and control systems. The third research area will seek to provide reliable, high quality, infrastruc-ture, including reducing track noise, cutting costs and developing intelligent mainte-nance. Also, to provide integrated ticketing and journey planners – it will develop inno-vative IT solutions and services. To allow rail to compete effectively in more markets, the fifth research area will develop better logistics and inter-modal freight solutions, so rail can connect better with other forms of transport.

“If we want to get more passengers and freight on Europe’s railways, then rail needs to provide better services and offer an at-tractive choice to more customers. For that to happen, rail needs to innovate. This public private partnership is a major break-through”, believes Siim Kallas, the Europe-an Commission Vice President Siim Kallas responsible for Transport.

In turn, the Commissioner for Research Máire Geoghegan-Quinn said that “this investment will allow for a major industrial effort, combining public and private fund-ing from throughout the whole rail sector, to develop strategic technologies and solu-tions that will help to strengthen the com-petitiveness of European businesses and retain Europe’s leadership in the global rail market.”

[ by Elena Ilie ]

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Making Funds Available for Rail Transport TEN-T and Connecting Europe Facility (CEF)

UNIFE Actions Ensure that the maximum

amount of these funds are available for rail

Advocating the completion of the TEN-T rail corridors across Europe, such as the Pan-European Corridor IV and IX which cross through Romania

Making Funds Available for Rail Transport TEN-T and Connecting Europe Facility (CEF)

UNIFE Observations The European Commission

makes funds available for transport (CEF Budget €23,2 Billion across 2014-2020)

Major investments in the core and comprehensive network are still needed (an estimated €250 Billion for core network, €550 for the comprehensive network) by 2020

Source: UNIFE

23


“SHIFT2RAIL will bring together on a large scale for the first time in our history, industry, railway undertakings, urban op-erators, infrastructure managers, SMEs and research centres/academia from all over the European Union to solve our col-lective transport challenges”, said Philippe Citroën at the approval of the Technologi-cal Initiative.

Хорошие новости в области исследования и инновации в железнодорожной промышленности

Инициатива SHIFT2RAIL будет способствовать общему развитию железнодорожной системы, удовлетворит потребности пользователей в области транспортных услуг, а также, повысит уровень конкурентоспособности европейской промышленности, путём использования инновационной технологии. Технологическая Инициатива SHIFT2RAIL, пущена в ход Ассоциацией Европейской Железнодорожной Промышленности (UNIFE), является масштабным партнёрством между общественным и частным сектором, управляющим специфической программой исследования и инновации, со сроком действия 7 лет.

The studies elaborated in the past years have shown that Research & Innovation in the rail sector is currently carried out in a fragmented manner and therefore, coor-dination is necessary to create the Single European Railway Area, not only in infra-structure management or freight and pas-senger transport operation, but also in the railway industry which delivers equipment and rolling stock.

UNIFE has launched the Rail Joint Tech-nology Initiative SHIFT2RAIL within the Horizon 2020 Programme, the first such initiative in the railway industry in order to increase research and innovation for more competitiveness in the European railway sector.

The Rail Joint Technology Initiative SHIFT2RAIL refers to the whole Europe-an railway sector, especially to wide range innovation and competitiveness and to the consolidation of the European industry in order to face international competition.

SHIFT2RAIL will develop and imple-ment a new way of addressing the challeng-es for innovation in railway technology. Two key objectives have been identified by the initiative, the first one is increas-ing capacity so as to enable rail to absorb a greater share of traffic growth and the sec-ond is to attract business and improve the efficiency of the rail transportation mode as a whole.

The initiative will contribute to an in-crease in the overall efficiency of the rail transport system, satisfy transport user’s needs, and at the same time help foster the competitiveness of the European manufac-

turing industry, through the implementa-tion of technological innovation.

“After more than 10 years of already close Research & Development coopera-tion within EU projects, the European rail supply industry in concert with a growing number of operators and infrastructure managers are now pushing for a real step change in rail Research and Development. As well as coping with growing demand, this initiative would result in increased user satisfaction with Europe’s railways, whilst at the same time reducing their cost and augmenting the competitiveness of the European rail supply industry.

The latest developments on SHIFT²RAIL include the extension of the SHIFT²RAIL promoters’ circle, the finalisation of the technical preparatory work by the signato-ries as well as the growing interest and sup-port for the initiative throughout Europe and within the European Institutions”, declared Philippe Citroën, Director Gen-eral of the Association of European Rail Industry (UNIFE) in the July 2013 issue of Railway PRO.

SHIFT²RAIL will not only maintain and possibly improve the competitiveness of EU industry against growing competition from Asia. The initiative, supported by railway product suppliers, transport opera-tors and railway institutions will overcome some of the present deficiencies of the EU rail market, namely: fragmentation of pro-duction, low collaboration and partnership among the rail industry, different operating procedures among railway undertakings, low standardization, and low efficiency.

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Modal split EU Freight Transport, % of tkm

08/10/2013 1

Air and sea: only domestic and intra EU 27Source: EU transport in Figures, 2012, p. 36

Железнодорожный сектор должен быть основой мультимодального транспорта

Для эффективного и непрерывного транспорта, который способен удовлетворить требования и необходимости мобильности грузов, интероперабельность это решение задач. Необходимо иметь в виду непрерывное развитие портов и железнодорожных связей внутренних районов, которое позволит повысить объём перевозок в Широком Черноморском Регионе. Также, необходимо предоставить реальную интероперабельность между континентами и различными видами транспорта. Для долгосрочного развития, железнодорожный сектор должен стать главным представителем мультимодального транспорта, который должен постоянно развиваться, остальные виды транспорта, планируя свою деятельность в соответствии с железнодорожным сектором.

“The evolution of the eastern market is characterised by an intense indus-trial activity in Russia and in west-

ern China, the increase of domestic con-sumption which made the emergence of new markets in Russia, China and Central Asia possible, foreign direct investments have increased their share especially in the Wider Black Sea Area (WBSA) and the ex-ploitation of natural resources is in constant growth. In this context, these elements are the main factors for railway development”, declared Ivan Petrov, Chairman - CLECAT Rail Transport Institute / Vice President - The Bulgarian National Forwarders Asso-ciation (NSBS), during the Railway Days – Railway Investment Summit in Wider Black Sea Area.

The freight volume between Europe and Asia carried by sea amounts to 15 mil-lion TEUs and estimates show an increase which proves the high potential of multi-modal transport development. “There are at least two premises believed to be impor-tant for the development of the business environment in this segment: the existence and development of traffic flows between Europe and the Moscow Region, but also on the corridors from Russia to Central Asia – China and Kazakhstan. Competi-tiveness has also a say: railway transport is the most competitive because, for custom-ers, time, price and safety are key elements when selecting a long-distance transport mode: there is significant interest in the Eurasian railway market, but we also need products that would ensure multimodal

railways have to become the backbone of multimodal transport

International trade has exceeded the growth of global GDP and the development of trade across borders is sup-ported by the optimisation of transport and IT segment, cost reduction and transparency improvement. For Europe, developing markets are moving to the east and south, thus also increasing the distances of freight transport.

traffic and partners to get involved”, ex-plained Petrov.

Compared to maritime transport, railway transport delivers the most efficient travel time solution – the transit time between the two continents is 3 weeks, compared to 4-6 weeks by sea, but also the best fre-quency and transport reliability solutions. However, railway transport means higher costs. “Railway transport has 20-30% higher costs than maritime transport, but freight transit time is by 30 days faster than maritime transport. Railway transport competitiveness can be significantly im-proved if the costs of maritime transport increase, thus inevitably eliminating the gap between the two modes and also a mas-sive additional capacity of maritime freight volumes will be confronted with new chal-lenges imposed by direct competitiveness”, explained Petrov.

On the long term, the trends of maritime and railway transport prices will also be al-most the same due to high energy costs and additional costs. Also, trends will focus on reducing the railway transport transit time due to infrastructure, technological deve-lopment and consolidation of cooperation

between market players and institutions. For an efficient and seamless transport

that would provide solutions to freight mobility demands and requirements, “in-teroperability is the answer to all prob-lems. Thus, it is necessary to continue de-veloping ports and railway connections in hinterland allowing transport volumes in WBSA to grow. Also, all European corri-dors providing connection from Europe to Asia and Middle East have to be upgraded. However, a real interoperability between continents and transport modes is also necessary. Multimodality has to place rail-way transport in the core of activities to encourage sustainable development and to focus its activity on the other transport modes, besides railway transport”, added Petrov.

Modal split eU Freight transport, % of tkm

Source: Ivan Petrov, Chairman, CLECAT Rail Institute

Railway Solution Deep Sea VesselTransit time: 3 weeks Transit time: 4 6 weeksHigh frequency of shipments Slow/super slow steamingFewer containers per shipment Unstable ratesHigh level of flexibilityTerminals at the border stations


MarKet deVeLoPMent

SPIACTBRAŞOV

www.railforce.ro

Rail passenger transport Rail freight transport

Shunting services

Contact:2 Oltului St.

500283 - BrasovRomania

Tel: +40 268 310 697Fax: +40 268 310 859

26


e-rail freight – возможность повысить привлекательность грузовых перевозок

В общем, железнодорожные операторы уделяют слишком мало внимания потребностям и перспективам с точки зрения их клиентуры, в то время как эти потребности становятся всё более строгими, направлены в основном на надёжность и цены транспортировки, объём допустимой нагрузки, обработку данных, время транспортировки и подвижность.

e-rail freight, method of increasing the attractiveness of freight transport

In general, railway operators are little oriented to the needs and growing expectations of their customers that mainly refer to reliability and price levels, available capacities, information management, transport time and flexibility. Consequently, railway freight transport is currently confronted with various difficulties which partially explain its incapacity of increasing the market share.

the quality of services is still the weak point of rail freight transport and its customers require a higher

commitment and transparency in the area. The European Commission believes that the services supplied along the European railway network oriented to freight trans-port have to have an optimal level of quality that, once improved, should have a positive effect for the railway freight transport sec-tor. The quality of freight-dedicated cor-ridors could become a benchmark for this sector in Europe.

One of the methods for increasing the at-tractiveness on freight transport by railway is to reduce the volume of necessary “paper”

documents and to increase electronic sup-port. The manual system for information provision generates errors, slows down the ticket booking process and increases costs. Last year, DG MOVE published a question-naire aimed at assessing the progress on the e-Freight project. Through this project, the European Commission plans to improve Europe’s economic competitiveness pay-ing special attention to the transport sector. The details of the analysis launched by DG MOVE are not yet public, but a complete report will most probably be launched soon.

The e-Freight integrated programme (Eu-ropean e-Freight Integrated capabilities for co-modal transport Project – EFIP) began

in 2010 and ends in 2014. 30 partners of 14 EU member states, plus Norway, are in-volved in a platform-programme aimed at proving and validating the capabilities and innovations brought by the computeriza-tion of elements related to the bureaucracy of freight transport. The computerisation of freight transport can only add value to the process from economic grounds. The elec-tronic applications for simplifying railway freight transport procedures, e-freight, are considered key initiatives in the establish-ment of the Single European Railway Area in the White Paper on Transport of 2011.

The computerization of railway freight transport is an ambitious and complex process of the European Union. Despite its acknowledged advantages, especially for the heavy and large capacity cargo, railway transport is burdened by reasons related to both technical and legal aspects. We are talking about those barriers that need to be overcome in order to create an interoper-able network across Europe, but also on the corridors that link Europe to Asia.

[ by Elena Ilie ]

MarKet deVeLoPMent

Source: epp.eurostat.ec.europa.eu

rail transport of goods by country in 2012 - billion/tkm

ELECTROPUTERE VFU SA member of GRAMPET GROUP

Calea Bucureşti, 80, C9, etaj 3, Craiova 200440, RomâniaTel.: +40740900549

Tel./fax: +40251/439053E-mail: o�[email protected]

Tradition and Innovation

ISO 9001:2008, ISO 14001:2004, OHSAS 18001:2007Autorizatie de Furnizor Feroviar AFER seria AF nr. 5708

28



GeFCo: “Railway could win a share by building competitive and reliable products”

the eastern market has a huge potential for the development of business in the multimodal transport segment with

the possibility to develop flows between Eu-rope and the Moscow Region, as well as on the corridors from Russia to Central Asia-China, Kazakhstan, the competitiveness of railway transport being ensured by prices and transit time. These aspects have made the interest in the Eurasian railway market grow, as well as the need for partners and products ensuring multimodality.Regarding GEFCO’s solutions for extend-ing and developing the transport activity, a policy of strategic corridors is considered for the company (France-Russia, France-Spain, France-Slovakia, Germany-Turkey, the Bal-tic region and Central Asia), the supply of regular services for limited volumes and the development of industrial companies from Central Europe and Asia Minor. Apart from activity development plans, there are challenges which require the appropriate approach that makes transport services com-petitive and efficient.

Mr. Christophe De KORVER, General Ma-nager GEFCO Romania, has told us more in the interview below about competitiveness in the railway and logistics transport seg-ment, the business development potential in the multimodal transport segment, on the two continents, and about the challenges the company is facing for providing attractive services.

railwayPro: What does it mean for GE-FCO the takeover of the majority package of shares of the logistics division by RZD?

Christophe de Korver: Now GEFCO has a very strong partner to support the group in its development. The main assets beneficial for GEFCO are the access to a network covering Eurasia in its entirety and important growth opportunities in Russia and the region surrounding Russia.

railwayPro: How has GEFCO’s activ-ity been influenced almost a year since the signing of the shareholding contract on the takeover of its logistics division?

Christophe de Korver: RZD Russian Railways took over at the end of 2012 a package of 75% of the shares of GEFCO Group. It is still too soon to discuss on the influence on the business – a transaction of such proportions needs time for accu-rate planning of a long-term strategy. What

we can say for sure is that there is a strong focus of GEFCO on development in the Russia zone.

railwayPro: What do you think the new opportunities for the transport and logistics sectors are in Europe and Russia?

Christophe de Korver: We have been experiencing in the last period of time a shift from huge volumes made for Western Europe to alternative destinations of ex-port, such as Russia zone, the Middle East and South Africa, where consumption is growing. Regarding the Russia area, there is more and more activity from Europe towards the region of Moscow and devel-oping flows on corridors from Russia to Central Asia.

railwayPro: GEFCO can now easily expand its activity in Eurasia. What is the company’s development strategy and what countries in the region do you target for future extension of transport services?

Christophe de Korver: GEFCO cur-rently operates in 18 countries on the Eur-asian continent, with over 1,900 emplo-yees based everywhere from Dubai to Riga and global growth of 17% in 2012 for this dynamic and promising region. GEFCO is also actively involved in joint ventures with Latvian organisation


The takeover of GEFCO’s shares by Russian Railways (RZD) is a development opportunity for the company’s activity in the Eurasian area. This is due to the fact that RZD holds a top position in the transport market, ensuring a traffic flow of 1.3 Billion tonnes of freight per year and 1.3 Billion passengers per year. At the end of last year, the French group PSA Peugeot Citroën and RZD signed the contract on the sale of 75% in the capital of GEFCO’s logistics division for EUR 800 Million. The transaction allows the two companies to improve the attractiveness of freight transit flows on the Europe-Asia axis and to supply competitive transport services. For GEFCO, the transaction will consolidate its position in the international market by developing new future directions.

Main rail routes from Europe to Asia

1

Source: Christophe de KorVer - GeFCo romania - New opportunities for rail freight transport & logistics -presentation at Railway Days 2013

29



EMMA (Eurasia MultiModal Alliance), which operates rail distribution flows be-tween Europe and Asia, and Algai, a Mos-cow-based automotive logistics specialist.

By joining RZD Group, GEFCO has at its disposal a rail network which greatly increases its opportunities for develop-ment not only within the countries in the Community of Independent States (CIS) but also in Asia. Our development in ac-tivities to and from Russia, Ukraine and Kazakhstan is our current priority in this region.

railwayPro: What are the challenges you are facing?

Christophe de Korver: One of the main challenges is related to customs re-strictions, especially for rail freight and multimodal operations. Also, there is the challenge of unbalanced flows, which can create problems for returns of our means (wagons or trucks).

railwayPro: How would you describe the competitiveness of the railway and logistics transport segment in Europe? What about Asia? What are the main characteristics which make the difference between the two continents?

Christophe de Korver: In Europe, rail-way transport remains competitive on corridors (hub and spokes model) and on long distances. Otherwise, it is harder to be competitive versus road. To make a comparison between the 2 continents, there is a good railway network on both continents, however in Asia, the road in-frastructure is worst. Moreover, Europe is industrialized almost everywhere, Asia has huge empty territories, which means less roads, less logistics infrastructures.

railwayPro: The largest share of freight volumes on the Europe-Asia axis is shipped by sea. How could railways attract a higher freight volume considering the advantages and disadvantages of the two transport modes? Should the two modes

of transport compete against each other or should they complete one another?

Christophe de Korver: Railway could win a share by building competitive (from price and transit-time points of view) and reliable (from regularity, quality, backup solutions points of view) products. Rail has to overcome other difficulties such as security of the goods or weather. Today trans-Eurasian products are just at the be-ginning.

Train and sea-shipping should complete each other because they are competitive on two different types of traffics:

• Ships from ports to ports (for example Hong-Kong to Rotterdam)

• Trains on inland transportation (for example inner China to Central Europe)

Moreover, ships have a transport capa-city against which trains cannot compete. But for some types of goods trains seem to have a competitive advantage (fash-ion, white goods, new technology) due to a shorter transit-time. We can notice cooperation between the two modes of transportation in Europe where the train is used to reached the hinterlands of the ports (Hamburg, Antwerp, Rotterdam).

railwayPro: During the Railway Days 2013 Summit, you said the Eastern mar-ket has a huge potential for development of multimodal transport activities and it is possible to expand flows between Europe and the Moscow Region, as well as on the corridors from Russia to Central Europe-China, Kazakhstan. How do you ensure the competitiveness of railway transport on these routes?

Christophe de Korver: In order to en-sure a competitiveness, we have to use op-timally the infrastructures and equipment and, of course, optimize our network. You have to start with a leading customer that will guaranty a minimum volume of ac-tivity and competitiveness will improve through sales development and propos-ing products to a demanding market. The market research is indeed compulsory to reach these successes.

railwayPro: From your point of view, how can you attract a higher freight flow to railways, so as to make sure that railway transport is the backbone of the system, while the other transport modes become complementary?

Christophe de Korver: By being com-petitive, by offering a reliable solution. Price is today the most important criteria for the customers. The ecological factor is to be taken into consideration, as well, but we have to focus on what the customer needs. Moreover, today, not all goods can be transported by train or it is not com-petitive for some types of goods.

The price shall be the initiator of a new product and then the reliability shall en-able our railway and multimodal solutions to perpetuate.

A policy of strategic corridors• Regular frequencies even for limited

volumes•Preferentialrates• A relay for the development of indus-

trial companies in Central Europe and Minor Asia

railwayPro: What are GEFCO’s solu-tions for the extension and development of its transport activity in Europe? What are the most competitive regions in Eu-rope that meet the best features for rail-way development?

Christophe de Korver: At the moment, GEFCO offers the best network at the best price. Furthermore, we continue our development and growth in Eastern Eu-rope (the Balkans in particular) and the development of the links between Europe and the rest of the world (Middle-East, Central Asia).

The most competitive region in Europe that meets the best features for railway development is Eastern and Central Eu-rope, as there is the infrastructure and the know-how, adding to that the tendency of Europe to look toward East for growth.

railwayPro: How do you see the Ro-manian transport market and what is GEFCO’s strategy for development of ser-vices in Romania? What about Eastern and Central Europe?

Christophe de Korver: Romania re-mains an attractive destination for logistics and transportation due to its privileged positioning and the balance between ex-pertise and costs, but still with limitations – and these limitations are mainly regard-ing infrastructure – lack of highways, lack on investments in rail infrastructure or in the infrastructure of Constanta port. For the near future, as we do not see a boost in domestic consumption level, we still focus on international transport. We research intensively new optimizing solutions for Russia zone and Asia.

GEFCO: “Железнодорожный сектор может найти выгоду в транспортной квоте при создании конкурентоспособной и надёжной продукции”

Приобретение акций компании GE-FCO предоставляет РЖД возможность развития деятельности на евразийской территории. Восточный рынок владеет высоким потенциалом развития бизнеса в области мультимодального транспорта, предоставляя возможность развития транспортного потока между Европой и Московской Областью и вдоль коридоров, связывающих Россию с Центральной Азией и Китаем, Казахстаном. При этом конкурентоспособность железнодорожного транспорта основывается на ценах и на графиках движения. Для более подробных информаций, мы получили возможность провести интервью с Генеральным Директором GEFCO Румыния, господином Кристоф де Корвье.

A policy of strategic corridors

1

Regular frequencies even for limitedvolumes

Preferential rates

A relay for the development of industrialcompanies in Central Europe andMinorAsia

Strategic corridors

France <> Russia

France <> Spain

France <> Slovakia

Germany <> Turkey

Baltics <> Central Asia

Source: Christophe de KorVer - GeFCo romania

30



UiP: “The freight wagon is a key indicator of rail productivity...”

in this context, the factors that influence procurement strategies are the appropri-ate economic profitability and availability

of financing sources, the additional needs of customers, the improvement of the compa-nies’ productivity, rolling stock renewal, re-placement needs and the efficiency acquired through management systems and opera-tional systems. Mr. Gilles Peterhans, Secretary General UIP, explains in the current interview the role of rolling stock in the transport system, the need for investments in the procurement of new units and the current situation of the European railway freight transport.

railwayPro: Railway transport plays an important role in the EU initiatives on cre-ating a single market. What do you think about the position and role of intermodal transport in the whole system?

Gilles Peterhans: The term “intermodal” has been used in many applications that include passenger transportation and the containerization of freight. In the context of creating a single market in Europe, a more descriptive term would be “multi-modal”. Although combined traffic is fre-quently the first thing to come to mind when intermodal transport is discussed, it is important to note that many other

commodities are transported as intermo-dal shipments. If intermodal transport is measured as all multiple-mode single-bill shipments rather than the historical “con-tainerized rail freight”, the tremendous sig-nificance of intermodal movements in the logistics and supply chain structure will be more apparent. For example, many bulk like grain, or semi-bulk commodities such as fertilizers and building products move intermodally. Unfortunately, the traditio-nal movements for small packages to less than-truckload (LTL) and truckload (TL) shipments are not spending enough time on rail! Compared to the other modes, railway transport faces significant chal-lenges in being a part of intermodal net-works , particularly when it comes to the number and location of rail terminals, rail yards, marshalling yards, shunting yards, type of lines, capacity of lines. As a result it competes intensively with trucking by offering customers timely, flexible, and long-haul transportation services. But to answer to your question, there is no doubt that intermodality plays an important role in moving freight to and from Europe’s ports and for long distance “intercity” freight transportation. For UIP, it’s time for shippers and rail stakeholders to deve-lop common solutions that do not depend only on government’s involvement. This will require the establishment of deeper and more collaborative relationships than has been the norm. Otherwise, twenty years from now we will still be discussing the need for the governments and Europe to develop a comprehensive intermodal freight plan. The way forward is a difficult path but as the old adage says: “You can eat an elephant one bite at a time.”

railwayPro: On the long-term, the EU wants to increase the share of freight volumes carried by rail to 80%, “longer trains

and 22.5-tonne axle loads”, being the pre-ferred solution. How will this measure im-pact on the freight transport market? How does UIP answer to this proposal?

Gilles Peterhans: To realise the “vi-sion” of moving trucks off the highways onto the railways, longer trains and in-creased axle loads are only part of the solution. The introduction of a uniform loading gauge profile, P400 or UIC GC, throughout the whole network would also allow enhancing infrastructure ca-pacity. Furthermore, the implementation of Regulation 913/2010 on the Freight Corridors is also an important measure aiming at increasing rail freight’s market share. It will provide the conditions of use for the network which allow freight trains to run reliably and seamlessly across borders. Rail freight transportation is a system service involving a multitude of players. To increase the market share of rail freight, the whole European Rail sector will need to ensure coordinated efforts towards improving the attractive-ness and performance of rail services and focus on enhancing efficiency, reliability and productivity. Furthermore, the ques-tion remains if we have appropriate fund-ing for this step change all over Europe. Heavier, faster, and longer trains will also create the need for innovative types of track structures and innovative freight wagons. At UIP, with a view towards in-creasing infrastructure capacity, we see a target system allowing for an even greater payload-tare weight ratio by increasing the maximum axle weight from 22.5 to 25 tons. In the US, the increase of the axle load from 22.5 tons to more than 30 tons yielded in annual net benefits exceeding $600mio in 2010. These benefits were spread among wagon keepers, customers, suppliers, and railway undertakings. Wagon keepers benefit from being able


>

There are transport policies in Europe aimed at boosting and developing railway freight transport, there are many statistical data on economic situations and estimates on transport demands, but we have to consider that rolling stock is the most important asset of railway transport in reaching economic performance and adjusting to logistics chain demands.

Freight wagons are major elements in a modern transport system connecting railway transport and related logistics services. In order to adapt to market trends, railway transport has to improve efficiency by innovating design and the use of freight wagons. According to statistics, the share of freight rolling stock procurement will drop and acquisitions will be focused on replacing obsolete wagons. Also, railway companies (former state-owned) are gradually reducing their rolling stock fleet and the market share of the companies that lease cargo wagons (independent owners) records rapid growth.

Phot

o: C

lub

Fero

viar

31


to purchase capacity at a lower cost per ton. Railway undertakings save energy because they move less gross tonnage, and operate fewer trains with fewer loco-motives and fewer wagon kilometersi.

railwayPro: It is obvious that we can-not talk about railway freight transport without also talking about rolling stock, the most important resource of railway transport. What is the role of wagons in providing economic performance in de-livering railway services?

Gilles Peterhans: The freight wagon, as a core element of modern rail freight transportation, is a key indicator of rail productivity. It represents the link be-tween rail transport and related logistics services. To adapt to the market trends in logistics like the demand for product individualisation, or added services, or the so called “goods structure effect” (from heavy bulk commodities, to more lightweight, high-value goods in smaller consignment volumes), rail transporta-tion must improve its efficiency among other things by innovating the design and the use of rail freight wagons. Mercer consultants estimated in 1998 that bet-ter utilisation of rolling stock could alone lead to an increase in the wagon load by 30%, a reduction of maintenance costs per wagon by 40%, and an increase in staff productivity by 15%. However, the cru-cial factor for the future role of wagons is the noise issue. A modern wagon fleet may improve rail transport performance in environmental terms, but the extent to which freight wagons will play a role in providing better economic performance for rail, will also depend on the way the noise issue is resolved at European level.

railwayPro: What can you tell us about the current situation of the freight rolling stock fleet in Europe?

Gilles Peterhans: There are various and more or less publicly accessible sources of information on the European wagon

fleet (Eurostat, UIC, National Vehicle Registers), but even if the exact number of wagons currently operated in Europe is not known, the market trends are well acknowledged.

The last available studiesii show that:• Procurement rates are expected to be

low in the coming 5 years• New procurements will serve mainly

to replace old wagons• Former state railways are still in a fleet

downsizing process• The market share of independent

freight wagon lessors/keepers is risingIf we compare the rail freight vo-

lume and the evolution of the number of wagons in Europe, we can state that the wagon productivity (i.e. utilisation) has increased by approx. 30% in the last 10 years! In other words, this means that while transport volumes have been sta-ble, the freight wagon fleet in Europe has been reduced by 30%.

railwayPro: According to the statis-tics that you presented during the Rail-way Days Summit, in the coming years, the rolling stock procurement will fall and future acquisitions will be aimed at replacing old wagons. What caused this situation and what solutions would you propose to recover this market segment?

Gilles Peterhans: To assess the develop-ment of the European wagon fleet, many factors need consideration: rail freight volumes, wagon productivity, wagon purchase costs, life cycle costs, etc... In-dependent wagon keepers are highly inte-rested in value for money. Besides the ac-quisitions aiming at replacing old wagons, procurement of new wagons only makes sense if an adequate economic return can be demonstrated. Railway undertakings, on the other side, are interested in wagons as strategic assets to perform transporta-tion and logistics services. They benefit from the advantages of a higher produc-tivity and lower operational costs. In 2011 UIP assessed the economic impact

of new rules and regulations with regards to wagon related issues. The results show that in the past years wagon keepers have been confronted with a high additional cost burden which adds to a significant increase of Railway Undertakings’ pro-duction costs linked for example to the implementation of ERTMS. All of this explains why procurement is falling and future acquisitions aim only at replacing old wagons. For the market to recover, we need targeted activities towards increas-ing rail efficiency, rail competitiveness and rail attractiveness. To this end, we need also further support from the Euro-pean Institutions in order to define and implement a harmonized and consistent regulatory framework across Europe.

railwayPro: For the freight car mar-ket, including the industry, is it a good thing that the former state railways are re-ducing their rolling stock fleet, while the market share of the companies that lease freight cars increases rapidly. Is there a reciprocity report in this situation or the increasing car leasing segment is a conse-quence of the reduction of the fleet per-taining to former state railways?

Gilles Peterhans: Taking into account what I mentioned earlier, I wouldn’t say that “it’s a good thing per-se” but it’s a lo-gical evolution that follows the rail freight market opening to competition. Surviv-ing liberalisation often leads to improved efficiency but also to outsourcing as com-panies have to focus on core competen-cies. The reduction of the fleet pertain-ing to former state railways is probably an effect of the liberalisation of railways in Europe. However, with higher wagon productivity and more or less constant rail freight volumes, the increased freight wagon market share of independent wag-on keepers is mainly the consequence of the overall reduction of the European wagon fleet from approx. 900’000 in 2000 to around 600’000 in 2013iii . But liberali-sation also brings new-comers who need freight wagons. Both effects would allow for the freight wagon lessor businesses to grow further but only if rail freight vo-lumes would grow as well! In this sense, independent wagon keepers have gained market shares but at the expense of profi-tability. I wouldn’t say that we have an up-beat freight wagon market in Europe, but despite the impact of the European crisis, we are still in a stable, promising environ-ment overall.

railwayPro: What are the factors which influence the car procurement strategies and how should they work for each company-operator so that the result would be the development of the fleet and of the activity?

Gilles Peterhans: I would list five key factors which influence procurement strategies:

>

European wagon fleet: based on GCU and keepers’head office

25‘463

11‘113

3‘355

39‘548

37‘484

158‘658

25

19‘332

89‘7146‘215

12‘832

35‘130

3‘936

2‘820 4‘183

1‘428

3‘816

985

79‘384

13‘608

9‘077

3‘350

25‘142

471

Total: 587‘069 wagonseuropean wagon fleet: based on GCU and keepers’ head office

Source: : Gilles Peterhans - “Liberalisation of the railway markets. A challenge to finance railway systems” presentation Railway Days 2013


32


• Adequate economic returns and avai-lability of financing sources

• Fleet renewal rate and replacement needs (incl. policy driven)

• Additional or new customers’ needs• Improvement in the wagon produc-

tivity• Efficiency gains through more elabo-

rated wagon management systems or operational systems

Taking into account the correlation of the factors and more general issues like rail freight volumes, specific market deve-lopments, I think that you would have to develop a complex sensitivity matrix to al-low for an assessment of possible business developments.

railwayPro: Funds are, of course, nec-essary in the procurement processes and financing sources are known by those who want to implement such programmes. But in your opinion, how could private invest-ments be attracted considering risks and return?

Gilles Peterhans: Appropriate returns are key incentives to private investments. In assets financing, rolling stocks invest-ments are characterised by long disburse-ment and loan repayment periods (15 – 20 years), relative constant returns with recurring revenue streams, more value than corporate and pledge of assets. Very often the political support for “more” rail is also seen as comparative advantage but the attractiveness for private investments suffers from low margins, low returns, and decreasing volumes.

In general, private investments will only be attracted to projects with revenue streams that are isolated from risks over which investors or banks have little con-trol. Therefore we need to consider the following actions:

• Independent and strong regulatory authorities are essential to attract large

scale private investments.• Government’s sovereign regulatory

functions must be separated from those of management and operation of railways.

• Policy makers must provide a stable regulatory framework and avoid over-regulation.

• Stakeholders have to focus on fields with competitive advantage and to im-prove productivity and service quality (in particular reliability, price and customer orientation).

railwayPro: What does the Fourth Railway Package mean for the railway system and for the wagon keepers? What are the expectations about the implemen-tation of this legislative package and how does UIP see the takeover of certification of railway undertakings and authorisa-tion of vehicles by the European Railway Agency (ERA)?

Gilles Peterhans: For UIP, reaching a sound agreement on the 4th Railway Package is the fundamental milestone for the establishment of the Single European Railway Area (SERA). As a representative body of wagon keepers, we expect from the 4th Railway Package and especially from the Technical Pillar, more Inter-operability, “interoperable” Safety and a stronger role for ERA. We see it as a boost to market access by providing a kind of Schengen agreement for rail vehicles, a boost to innovation by reducing time and costs for the authorization of putting vehi-cles into service, but most of all as a boost towards enhanced efficiency with a clear framework on roles and responsibilities, ensuring a closer cooperation between all stakeholders as well as a clear framework to limit and reduce the number of national technical and “protective” rules.

railwayPro: In what context does li-beralisation become a challenge for rail-

way financing? How would you explain this situation and how does liberalisation influence the financing of companies?

Gilles Peterhans: It will take time before a real European Single European Railway Area (SERA) becomes reality. In theory, liberalisation and the creation of SERA are opportunities but in practice, they re-main big challenges: some 15 to 20 years will have to pass before the benefits of competition become fully visible, but the costs of replacing/renewing rolling stock before being amortised and reaching the end of its lifecycle will be borne now and mostly by the sector! Even the less critical minds agree that some years will pass until the achievements of competition and sin-gle market become really visible. On the medium term, reduced costs for authori-sation can reflect some of the benefits but some stakeholders, like the wagon keep-ers, face high costs, especially relating to the noise issue and low benefits.

As such liberalisation and structural changes are not enough to foster perform-ance, efficiency and ensure more private investments, we need also:

• Regulatory stability• Sufficient investment in Rail infra-

structure• More common standards managed by

the European Railway Agency to reduce technical and administrative barriers

• Strong regulators with strong co-ordination between them to ensure that key principles are implemented fairly and consistently

• Fair market conditions between trans-port modes and fair intramodal competi-tion between freight and passenger (i.e. track access charges which reflect the pri-ority and the quality of paths).

i Introduction of Heavy Axle Loads by the North American Rail Industry, Journal of the Transportation Research Forum, Vol. 52, No.2 (Summer2013), pp.103-125

ii SCI Verkehr: Freight Wagons - Global Market Trends 2013 or Boston Consulting Group: World Rail Market Study 2012iii European Railway Agency: Impact assessment report on the revision of the wagon TSI

Source: : era ecoev Unit: nsa questionnaireSource: ERA EcoEv Unit: NSA questionnaire

UiP: “Грузовой вагон это ключевой показатель производительности”

Грузовые вагоны являются основой современной транспортной системы, предоставляя связь между железнодорожным транспортом и соответствующими логистическими услугами; для соответствия тенденциям рынка, сектор железнодорожного транспорта должен оптимизировать свою эффективность путём инновации проектирования и использования грузовых вагонов. Для получения подробностей в связи с ролью подвижного состава в железнодорожной системе, необходимостью предоставления финансирования для закупки новых подвижных средств, а также, в связи с нынешней ситуацией железнодорожного рынка грузоперевозки на европейском уровне, мы провели интервью с господином Джиллес Петерханс, Генеральный Секретарь UIP.


For further details please contact us:Tel.: +40(21) 224 43 85 / Fax: +40(21) 224 43 86 / E-mail: [email protected]

www.conferinte.clubferoviar.ro

Conferences 2014

Media Partners:


Organisers:

Club Feroviar Conference - 9th edition Concepts and technologies for a sustainable transport. A greener railway passenger and freight transport

Club Feroviar Conference - 9th edition Railway infrastructure development in the programming period 2014-2020

Railway Business Plus

Club Feroviar Conferences represent a unique business & networking platform aiming to analyse the growth opportunities in the Romanian railway sector. Join this series of conferences and interact with top industry executives, policy makers, influencers and regulators aiming to deliver in-depth views on the local market evolution, latest market trends and a sound perspective on the international railway background.

4th International Technical Colloquium on Railway Infrastructure

19 & 20 February 2014, Sibiu

9 & 10 April 2014, Alba Iulia

4th International Technical Colloquium on Rolling Stock

Innovative Railways. Competitive Business.

34



Freight Corridor no. 7, an essential connection between Central europe and south-east europe

[ by Elena Ilie ]

eration of RFC-7. Its establishment is one of the steps that lead to the set up of the Single European Railway Area and I hope we will have high railway traffic on this cor-ridor”, pointed out Jean Nicolaos, Strategy Manager & International Affairs Manager - CFR SA.

“In the first phase, the one stop shop will operate as representative model for the next two years. The applicants, those who want to run on RFC-7, will be able to receive an answer in maximum five days. Accord-ing to the provisions of the Regulation, at least 75% of cargo trains have to be punc-tual at departure. In the future, we consider extending this corridor to the east to Patras (Greece) and to the north to Germany”, de-clared the representative of the RFC-7 one stop shop manager.

“I hope that this cooperation between in-frastructure managers and railway freight transport operators will become a daily practice. Also, I hope that this cooperation would provide improved services and that information exchange between partners would improve and we would have a bet-ter capacity on lines. Moreover, I think that Turkey is a very interesting market and that the development of rail transport connec-tion to this region should be considered and analysed”, said Gyulla Farkasz, repre-sentative of Rail Cargo Hungary.

Freight Corridor no. 7 will run through the Prague-Vienna/Bratis-lava-Budapest-Bucharest-Constanta

and – Vidin-Sofia-Thessaloniki-Athens axis. 7 European countries, namely the Czech Republic, Slovakia, Austria, Hun-gary, Romania, Bulgaria and Greece with their 8 railway Infrastructure Managers and a Capacity Allocation Body (one stop shop) established the corridor in order to build an essential connection between Central Europe and South-East Europe and form a link to Asia through the Black Sea and Aegean Sea ports offering a good, reli-able service based on harmonised technical and procedural conditions.

As first measure for the corridor opening, the Corridor one stop shop manager de-signated the first pre-arranged path for Prvá Slovenská Zelezničná railway undertaking between Prague and Curtici. In order to fulfil the requirements and expectations de-scribed in the regulation, the participating railway companies of RFC-7 – led by MÁV

Zrt. – implemented a number of measures to be able to run the corridor by the speci-fied deadline. With this first act the corridor started its real operation. The opening ce-remony of the RFC-7 Corridor gathered a large number of significant representatives who played an important role in the estab-lishment and realisation of the Corridor: representatives of the Ministry of National Development of Hungary, representatives of respective Ministries of the partners, rep-resentative from the National Regulatory Body, members of the Management Board and Executive Board of RFC-7, Czech Re-public, (SZDC), Slovakia, (ZSR), Austria, (ÖBB-Infrastruktur), Hungary, (GYSEV, MÁV Zrt., VPE Kft.), Romania, (CFR), Bulgaria, (NRIC), Greece, (OSE); and rep-resentatives from significant European rail freight undertakings and terminals of the relevant regions attended the event.

“Efforts have been made to implement the provisions of Regulation 913/2010 and to prepare the documents necessary to the op-

The Railway Freight Corridor no. 7 (RFC - 7) became operational in November thus observing the provisions set by Regulation 913/2010, issued by the European Parliament and the Council. The European Union has designated nine international rail freight corridors, the so called “RFC”-corridors in the EU rail network.

Source: www.unife.org

Железнодорожный Коридор грузоперевозки но. 7 является основной связью между центральной и Юго-Восточной Европой

В ноябре месяце Железнодорожный Коридор грузоперевозки но. 7 был введён в эксплуатацию в соответствии с положениями Регламента 913/2010, издан Европейским Парламентом и Советом. Железнодорожный Коридор грузоперевозки но. 7 пройдёт по маршруту Прага – Вена \Братислава – Будапешт – Бухарест – Констанца и Видин – София – Салоники – Афины.

18 - 20 February 2014

Karlsruhe Trade Fair Center Germany

This year‘s highlight:

SECUR.IT.Y

Organisers

36


центральная сеть ten-t – новый толчок для железнодорожных грузоперевозок

В рамках Евросоюза, грузоперевозки осуществляются в основном грузовиками (47.3%), морскими суднами (37.8%), поездами (где процент перевозок снизился, в данный момент, достигая 10 %) и суднами, которые используют внутренние водные пути (3.7%). Грузовики лидируют в секторе внутренних грузоперевозок Евросоюза в пропорции 76.1% квоты тонн \километр, и около 94% с точки зрения выбросов углерода в атмосферу.

one of the great challenges for transport is to reduce the environ-mental impact of freight transport

in the EU without sacrificing its efficiency. The key to efficient transport is the con-solidation of large volumes for transfer over long distances, in between the so-called first and last miles. A combination of inland waterway transport and railway transport is a cost-efficient solution for long-distance transport. In the Wider Black Sea Area (WBSA), some of the most functional ex-amples are those of the transport markets in countries such as Russia, Kazakhstan, Tur-key or China.

While encouraging the use of the most ef-ficient solution in all distances, it is above some 300 km that a significant re-balancing should take place, with 30% of road freight shifting to multimodal solutions by 2030, and more than 50% by 2050.

A first step has been taken by defining the international freight transport cor-ridors included in the core network set in the new TEN-T Guidelines. These cor-ridors dedicated to freight transport have to be optimised from the point of view of

energy consumption and emissions and have to attract railway operators through their reliability, lack of congestion and low levels of maintenance and exploitation costs. The new corridors (of which only 1, 2 and 7 are functional) connect the large urban centres and ports and integrate both regular services by sea, on railway freight transport lines and inland waterways, but also road transport assisted by traffic ma-nagement equipment, alternative fuel ca-pacity and multimodal nodes. By setting a one-stop shop, the administrative task related to multimodal freight transport has consequently been significantly reduced.

“In my opinion, in 2050, the railways will be predominantly used for freight transport over distances longer than 300 km. These freight corridors, single ticket offices and increased cooperation stipulated under the new legislation will allow rail freight transport suppliers to attract additional customers towards this eco-friendly mode of transport”, said Siim Kallas, European Commissioner responsible for transport.

Removing barriers to market entry and modal integration would strengthen the

role of multinational and multimodal lo-gistic operators. Users would have a wider choice among transport services and their providers.

It is estimated that railway freight trans-port in the European Union could increase by another 360 billion tonne/kilometre by 2050, which would be an 87% increase compared to 2005. Significant investments will be necessary to extend the capacity of the railway network.

“The potential for the annual freight trans-port between Asia and Europe is about USD 75 Billion. Most of that is currently being transported by sea shipping. How can we attract this amount of freight towards the railways? Let’s take at least a part of this amount and move it to the rail. The Black Sea Region should play an important role in this transportation because that is the region that really connects Europe with the rest of Asia”, Libor Lochman, CER Execu-tive Director said while attending the Rail-way Days Summit in Bucharest.

“The poor reliability of international trains and the reduced transport speeds are only few of the problems affecting the inter-national freight traffic. Freight trains run on many international corridors at speeds of 18 km/h, while speed on internal routes is 25 km/h. This is due to the time lost with cross-border operations, but also to the lack of cooperation between transport opera-tors”, believes Martin Erlinger, joint Corri-dor Manager of RailNetEurope.

ten-t core network, a new stimulus for railway freight transport

Freight transport in the EU is mostly carried by trucks (47.3%), followed by seagoing ships (37.8%), rail (with a share of just 10% today) and inland waterways (3.7%). Trucks dominate inland EU freight transport with a 76.1% share of the tonne-kilometres and about 94% of the CO2 emissions.

Source: railneteurope

[ by Elena Ilie ]


38


sive promotional activities in order to attract new customers, by permanent increasing the quality of Port services, etc. All these previ-ously mentioned activities have to take into account real values of parameters which de-termine current Port capacity, including val-ues of current capacities of road and railway connections of the Port with its hinterland. In parallel, the Port has to take all necessary steps and to wait prepared a moment of fi-nalization of crucially important regional infrastructural projects such as rehabilitation and modernization of the railway Bar – Bel-grade, building the highway Bar – Belgrade, etc. Realization of these important projects will significantly contribute to the fulfilment of “external” preconditions for achieving re-gional importance of the Port of Bar.

railway Pro: What are the factors that confirm the existence of the development potential of Port of Bar that ensure the freight flows through the port, from and to Romania, including potential extensions to other countries?

deda djelovic: The group of these factors is very wide, but I am going to mention just a few of those. The starting point is that Port of Bar has significant capacity, determined by existing port superstructure, port infra-structure and port equipment, and available development area, reserved by the Detail Ur-ban Plan, which enables further increasing of the Port capacity. As well, there are regis-tered concrete interests of different subjects from Italy, Serbia, Romania, Hungary, etc. to establish cargo flows, via the Port of Bar, to and from mentioned countries, based on the important expected time savings, costs reductions, etc. The third important initial factor is expected economic growth in all of the mentioned countries and intensification of related export-import activities, etc.

For the development of the Port of Bar, public-private partnerships is the most realistic situation

regarding terminals, 4 terminals will be built among which one dedi-cated to liquid freight in Bigovica

(capacity of 250 thousand cubic meters), for dry bulk through the extension of operational surfaces by another 400 meters, the construction of facilities necessary for storage and the optimisation of freight han-dling technologies. A terminal for grains with a capacity of 30 thousand tonnes for which there is partial infrastructure and a container terminal will also be developed.

According to the Urban Plan, a surface of 350 hectares is dedicated to the develop-ment of the port. Mr. Deda Djelovic, Direc-tor of the Development Department, has provided more information on the strategic projects of the Port of Bar in the interview below.

The Port of Bar (Montenegro) has a high development potential, which, if properly approached, will help increase its importance in the region. In order to meet this objective, the authorities have elaborated a programme for the development of infrastructure and construction of facilities to answer to the traffic flow capacity, especially to and from the Black Sea. Projects include the modernisation of infrastructure and existing terminals and the construction of other transport connections that will ensure the increase of the transport capacity. Among them, the project on the reconstruction of the Bar-Belgrade line, the launch of activities concerning the integration of logistics into the transport system of Montenegro, the development of maritime connections with the Adriatic ports, as well as the construction of intermodal terminals in Bar, Podgorica and Bijelo Polje stations. At present, traffic safety works are carried out on the Bar - Belgrade line. The line has strategic importance for the transport in Montenegro as it provides connection between Vrbnica (north), Bar (south), the economic centres in Bijelo Polje, Mojkovac, Kolašin, Podgorica and Bar, with direct connection to Nikšić.

railway Pro: For freight transport in Montenegro, the Port of Bar is the main source which ensures international traffic, being the gateway to South-Eastern Europe. In this context, how could the Port of Bar use its development potential to become a transport hub in the region and provide a high freight flow?

deda djelovic: Having an excellent geographic position and different other strengths, the Port of Bar has huge potential to became a port of regional importance. The process of utilizing the mentioned potential is very complex, has several components and is under influence of various factors, but, it is obvious that, in the very initial stage, maxi-mal efforts have to be made in the field of in-creasing, as much as possible, the utilization rate of the existing Port capacities, by inten-


Source: dr deda djelovic, The Port of Bar, Director of the Development Department

the Port of Bar – a node of transport flows

Bucharest, October 9th, 2013

Railway Days 2013

THE PORT OF BARTHE PORT OF BAR –– A NODE OF TRANSPORT FLOWSA NODE OF TRANSPORT FLOWSTOWARDS/FROM ROMANIATOWARDS/FROM ROMANIA –– aann general overviewgeneral overview

Having in mindHaving in mindresults ofresults of appropriateappropriateconsiderations, aconsiderations, alogical possibility tological possibility toestablish differentestablish differentaxis via the Port ofaxis via the Port ofBar is identified:Bar is identified:potential axis 1potential axis 1 --Motorways of theMotorways of theSeaSea -- The Port of BarThe Port of Bar–– Belgrade (TENBelgrade (TEN--ttcorridors VII and X),corridors VII and X),with optimalwith optimalpossibilities forpossibilities forfurther extensionfurther extensiontowards Romania,towards Romania,etc.etc.

The Portof Bar

MarKet deVeLoPMent

39


Ports”. As per current plan, CTGC will be formally taken over by the new major share-holder at the beginning of the next Year. As you practically said, through the privatiza-tion process the State of Montenegro has sold its 62% stake.

railway Pro: If privatised, what will be the impact of the process over the port’s development, from the point of view of both infrastructure and attraction of freight through the port?

deda djelovic: Respecting the fact that the new major shareholder of the CTGC will be obliged to realize a investment plan in the beginning period of the concession period in order to modernize cargo han-dling technologies and having in mind its expected full engagement in attracting new customers, positive effects of privatization on the functioning of this Terminal opera-tor, as well as, positive effects on the whole port area can be expected.

railway Pro: How can the railway capa-city in ports be improved?

deda djelovic: All the Port of Bar cargo terminals (except the Passenger terminal) are in the optimal way connected with the railway Bar – Belgrade. Current capacity of the Port of Bar railway network is in line with the maximal Port capacity and is, unfortunately, underutilized. Connecting answer to this question with the answers to the pervious questions, I would like to re-peat the necessity of making joint efforts of all relevant actors of the Montenegrin trans-port system to increase the share of the rail-way transport. Here has to be underlined an important thing – even current condition (capacity) of the railway Bar – Belgrade en-ables significant increasing of cargo quanti-ties via the Port of Bar (it is not necessary to wait, from now, for the complete rehabilita-tion and modernization of the Railway Bar – Belgrade).

Государственно-частные партнёрства: наиболее реалистический выбор для развития Порта бар

Порт Бар (Черногория) имеет высокий потенциал развития, который, при соответствующих стратегиях, способен оказать позитивное содействие для расширения роли порта в регионе. Главные проекты относятся к модернизации линии Бар – Белград, строительству многочисленных узловых станций и лёгко доступных связей с портами Адриатического моря. Соответственно Городской Стратегии, площадь длинной 350 гектаров предоставлена для развития порта – интервью с господином Деда Джелович, Директор Департамента Развития в рамках Порта Бар.

MarKet deVeLoPMent

railway Pro: The infrastructure develop-ment strategy includes the modernisation of the Bar-Belgrade line and the construc-tion of new terminals. How are works on the Bar-Belgrade line progressing considering its strategic importance for the transport system in Montenegro?

deda djelovic: Currently, as per my in-formation, all activities are directed to the elimination of different “black points”, which are threats for the railway traffic safe-ty or have important negative influence on the allowed transport speed and other pa-rameters. Works on complete rehabilitation and modernization of the line Bar – Bel-grade have not started yet.

railway Pro: What can you tell us about the implementation of projects for the construction of terminals? What are the projects initiated or to be initiated in the near future?

deda djelovic: Under the Montenegrin transport system development strategy, development of three intermodal terminals at railway stations in Bar, Podgorica and Bijelo Polja is foreseen. For now, projects are not initiated, but, having in mind their significance for the general intensification of intermodal transport activities in Mon-tenegro, it is expected that in the very near future projects will be concretized.

railway Pro: What can you tell us about the amount of necessary investments and about financing sources? What can you tell us about the implication of the private sec-tor in these projects?

deda djelovic: It is one of the most im-portant questions, especially having in mind limited financing sources and other related limits determined by the economic crisis. Different financing options are opened, but, most probably, public-private partner-ship (established through the appropriate procedure conducted by the governmental bodies in charge) seems to be the most re-alistic variant.

railway Pro: After developing the projects in plan, what do you think their impact will be in the transport and logistics system of Montenegro and in the region?

deda djelovic: Results of different rel-evant analyses show that the share of the in-termodal transport in the overall transport activities in Montenegro is very low, so, the first expected positive effect of these projects development is correction of this negative situation (positive effects on increasing the share of intermodal transport in the overall transport activities in Montenegro).

railway Pro: What do you think the methods of railway transport integration into the whole transport and logistics sys-tem are? Do you think that railway transport could be the core of the transport system?

deda djelovic: At this moment, the major part of cargo quantities handled through the Port of Bar are transported by road. It is not the optimal situation from different aspects (technological, …), when transporting large quantities of dry bulk cargoes from/to the Port. It is an obvious necessity to improve model of cooperation between the Port and railway cargo operators in order to try to es-tablish a kind of “common approach to the market”.

railway Pro: What can you tell us about the privatisation process of container operators Container Terminal and General Cargo- CTGC? According to the latest in-formation available on the official website of the Privatization and Capital Projects Council, the state has launched the demand for expressions of interest in the sale of the 62% stake.

deda djelovic: The privatization process of the Container and General Cargo Ter-minal (CTGC) is in the very final phase. Privatization contract was signed recently and these days the Parliament of Montene-gro should confirm granting of the 30 years concession to the new Terminal major shareholder, a Turkish company “Global

40



tors believe liberalisation is the only solu-tion. Traction services should be libera-lized as part of the railway reform because the number of locomotives is every day smaller. Currently, there are 90 coaches to one locomotive, while the average length of a train is of 71 coaches. A 20% deficit is recorded and the system could no longer face this situation without liberalisation. It should be mentioned that the governmen-tal strategy on transport development in Russia stipulates the development of trans-port competition and the establishment of private carriers.

The launch of the joint transport operator of Russia, Belarus and Kazakhstan will have a positive effect in the Russian railway transport market and, although this process is made difficult by several factors, the existing operators and the international situation will stimulate the liberalization of the freight transport market.

the project of the new operator is launched after in November 2013, the three railway companies from

the participating countries signed the pro-gram of the operator’s activity. According to estimations, the project will significantly benefit the owners of the company and of regional countries. According to the busi-ness plan, the volume of freight carried by OTLK will exceed 4 million tonnes by 2020 and the turnover will reach USD 1.6 Billion.

“The establishment of the new joint oper-ator of Russia, Belarus and Kazakhstan will impact on the Russian railway system de-termining the market liberalisation. It will ensure freight transport from Russia, the country’s strategy including the growth of transport volumes”, declared Ivan Khodov, Deputy CEO, Far East Landbridge.

Apart from this project, with significant impact in the sector, international trends represent a key factor in changing the sys-tem. Thus, the crisis has affected railway transport in both Russia and the EU trig-gering the downfall of activity and freight volumes. “Europe has experienced a drop of 20% in volumes. Also, the companies affect-ed by crisis have fired part of the employees, but the positive side of the crisis consists in the implementation of restructuring pro-grammes. For Russia, railway transport is

international trends will stimulate the liberalization of russian railway freight transport


Международные тенденции приведут к либерализации сектора железнодорожных грузоперевозок в России

Пуск в эксплуатацию общего транспортного оператора, в состав которого входит Россия, Беларусь и Казахстан, окажет позитивное влияние в рамках железнодорожного рынка России и, несмотря на то, что данный процесс затруднён многими факторами, нынешние операторы и международная ситуация приведут к открытию рынка грузовых перевозок.

one of the most important economic sec-tors, but the development of RZD has been affected by the crisis. Thus, we insist more and more on market liberalisation. There is a national pressure insisting on RZD’s monopoly, but the economic situation and international trends on the repositioning of railway transport and activities, including the process for the privatisation of national companies in many countries, are reasons enough to determine the liberalisation of the Russian market”, explained Khodov.

In order to increase competition and per-formance, over the last two decades the EU has determined the liberalisation of the railway freight transport market and Rus-sia wants to open its market to competi-tion as well. “Even though RZD is trying to maintain monopoly in the market, private companies will continue to carry out their transport activities and to modernise ser-vices. The liberalisation process of railway freight transport in Russia will continue, irrespective of RZD’s opinion or will”, said Khodov.

The private operators (20) support the necessity of market liberalisation to deve-lop the segment and to improve the situa-tion of the rolling stock fleet which doesn’t look too good. Thus, in order to improve the situation of the whole market segment, including the vehicle fleet, private opera-

Market Watch 1/9/2014

2008 2009 2010 2011 2012 11m2012 11m2013*Overall Russian freight rail turnover (billion tonnes-km) 2,113.2 1,865.3 2,010.6 2,126.6 2,222.0 2,030.3 1,992.5

Change, % year-on-year -11.7% 7.8% 5.8% 4.5% -1.9%

2008 2009 2010 2011 2012 11m2012 11m2013*Overall Russian freight rail transportation volumes (million tonnes) 1,303.7 1,108.2 1,205.8 1,241.5 1,271.9 1170.5 1,133.7


Overall Russian freight rail transportation volumesby type of freight, January - November 2013*

Overall Russian freight rail transportation volumes (million tonnes) of 2008 2009 2010 2011 2012 11m2012 11m2013*Coal (incl. coke) 308.8 285.9 298.9 309.1 320.3 292.3 292.4

Change, % year-on-year -7.4% 4.5% 3.4% 3.6% 0.0%

Overall Russian freight rail transportation volumes (million tonnes) of 2008 2009 2010 2011 2012 11m2012 11m2013*Oil products and oil 232.1 228.0 252.7 250.0 258.2 235.1 227.4

Change, % year-on-year -1.8% 10.8% -1.1% 3.3% -3.3%

Overall Russian freight rail transportation volumes (million tonnes) of 2008 2009 2010 2011 2012 11m2012 11m2013*Metallurgical cargoes* 230.6 200.1 221.0 228.4 223.6 205.5 200.1

Change, % year-on-year -13.2% 10.4% 3.3% -2.1% -2.6%

Overall Russian freight rail transportation volumes (million tonnes) of 2008 2009 2010 2011 2012 11m2012 11m2013*Construction materials (incl. cement) 233.1 157.4 175.9 192.2 215.4 202.6 193.2


*Data for November 2013 according to RZD

*Including ferrous metals, scrap metal, nonferrous ore, iron and manganese ore

2,113.2

1,865.3

2,010.62,126.6

2,222.0

2,030.3 1,992.5

2008 2009 2010 2011 2012 11m2012 11m2013*

1,303.7

1,108.2

1,205.81,241.5

1,271.9

1170.51,133.7

2008 2009 2010 2011 2012 11m2012 11m2013*

230.6

200.1

221.0228.4

223.6

205.5200.1

2008 2009 2010 2011 2012 11m2012 11m2013*

232.1 228.0

252.7 250.0258.2

235.1227.4

2008 2009 2010 2011 2012 11m2012 11m2013*

308.8

285.9298.9

309.1320.3

292.3 292.4

2008 2009 2010 2011 2012 11m2012 11m2013*

233.1

157.4 175.9 192.2215.4 202.6 193.2

2008 2009 2010 2011 2012 11m2012 11m2013*

26%

20%18%

17%

19% Coal (incl. coke)

Oil products and oil

Metallurgical cargoes (incl. ferrous metals, scrap metal and ores)

Construction materials (incl. cement)

Other

Source: Rosstat (www.gks.ru)

Source: www.globaltrans.com

overall russian freight rail transportation volumes (million tonnes)

The competitive landscape in the Russian freight rail transportation market has changed significantly since commencement of the Reform in 2001. Private operators have been expanding their fleets through the acquisition ofnew railcars, increasing their share of all Russian railcars from 31% as at the end of 2005, to approximately 75% as at the end of 2011, according to Russian Railways.Source: www.globaltrans.com

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Lex

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Parcurile industriale

13 proiecte privind crearea parcurilor industriale

3 parcuri deja în construcție

Suport din partea autorităților publice

centrale și locale

Schimbarea destinației terenurilor agricole gratis

Transmiterea gratuită a activelor proprietate publică întreprinderii administratoare pentru crearea PI





centrale și locale







centrale și locale


Transmiterea gratuită a activelor proprietate publică întreprinderii administratoare pentru crearea PI Parcurile industriale




centrale și locale



Republic of Moldova external funds for the transport and Logistics strategy 2022

>


the implementation of the strategy’s programme of investments will de-termine the optimisation of acces-

sibility and capacity in order to increase freight volumes and the number of carried passengers. Estimated investments are worth EUR 2.4 Billion and programmes are to be implemented in three phases: short-term, by 2015, medium-term, by 2018 and long-term, by 2022.

The railway and road infrastructure in the Republic of Moldova benefits from external funds for modernisation and rehabilitation and investments will be carried out accord-ing to the Transport and Logistics Stra- tegy for 2022, a document approved by the Moldovan Government. The Minister of Transport and Road Infrastructure, Vasile Botnari, has discussed with the team of for-eign investors for Moldova on the develop-ment, in partnership, of several projects on

the rehabilitation of roads and modernisa-tion of railways in Moldova.

“We want to develop our country, to cre-ate jobs and therefore, we have to solve the infrastructure problem as soon as possible. Our objective is to launch infrastructure modernisation works as soon as possible”, declared Minister Vasile Botnari.

“The Transport and Logistics Strategy is an important document that will guide our transport investors in the next 10 years”, de-clared Chaim Poran, head of the joint inves-tors team for Moldova.

In order to improve transport and increase traffic, the Moldovan Minister of Transport and his Romanian counterpart, Ramona Mănescu, have agreed to stimulate bilateral cooperation to increase the absorption of European funds for transport infrastruc-ture. During a meeting of December 2013, the two ministers decided to set up the groups of experts for all transport modes to identify priority investment projects. Later on, they will be promoted to get financing from the European financial institutions. In his talks with the Romanian Minister of Transport, Vasile Botnari, has highlighted the need to advance strategic infrastructure projects whose development require the at-traction of European funds. As regards the modernisation of railways, including the

construction of the European-gauge seg-ment Ungheni-Chisinau, Minister Vasile Botnari has presented the short and medi-um-term projects. “We plan the develop-ment of a feasibility study for the construc-tion of the European-gauge segment and of a multifunctional logistics centre in Chisin-au. Based on this study, we will try to access European funds because it is an important investment”, said Botnari.

Республика МолдоваВнешние фонды для проектов Стратегии Транспорта и Логистики 2022

Стратегия Транспорта и Логистики 2022, согласована правительством Республики Молдовы, намерена предоставить инвестиции в транспортную инфраструктуру; в железнодорожном секторе инвестиции будут направлены на восстановление железнодорожной сети, модернизацию вагонного и локомотивного парка для роста потока грузовых и пассажирских перевозок.

The Transport and Logistics Strategy 2022 approved by the government of the Republic of Moldova focuses on investments in transport infrastructures with funds in the railway sector being directed to the rehabilitation of the railway network, the modernisation of the fleet of cars and locomotives and the increase of freight and passenger traffic flow.

Source: MiePo

industrial Parks

Moldovan trade partners

Source: MiePo


43


eliminate the barriers hindering trade and investments. Moreover, “China and Kaza-khstan should create an economical corri-dor of the New Silk Way”, said Xi Jinping. On the occasion, the Kazakh President said that “groups are working on reviving the new Silk Road and the main transport corridor on the Western Europe-Western China axis is to be launched, as Kazakhstan implements construction projects of road and railway infrastructure, as well as termi-nals and logistics centres”.

In order to develop these projects, in 2013 Kazakhstan central authorities adopted “the action plan for the implementation of the New Silk Way”.

Kazlogistics has identified methods for bringing together all transport modes in order to develop the transport and logistics system in Kazakhstan. Consequently, there are instruments of interaction between executive and legislative institutions, as well as organizations and companies.

Thus, the parties have agreed on construc-tive cooperation to implement and promote joint actions, including the strategic project G-Global: “New Silk Way”.

In the spring of 2014, the 8th edition of Astana Economic Forum will dedicate special sessions to setting measures for the integration of trans-Kazakhstan corridors within the global transport system.

G-Global: the project that brings authorities, organizations and companies face to face

the initiative of the Kazakh President Nursultan Nazarbayev of develop-ing the G-Global info-communica-

tion platform is considered to have strategic importance for the unification of initiatives within a single mega-project. G-Global is a platform which creates conditions dedicat-ed to the international community for open interactive discussions on the global eco-nomic situation. This project is focused on discussions and the elaboration of mecha-nisms to overcome the global financial cri-sis and aimed at extending participants to identify anti-crisis solutions. Therefore, the transport system plays a vital role in ensur-ing a continuous trade flow which needs to develop internationally.

G-Global is established as central resource for the online dialogue between govern-ments, authorities, experts and interested public. The initiative relies on 5 principles: evolution and the rejection of revolution-ary political changes, equity and consensus, global transparency, constructive multi-polarity.

As part of this global project, the revival of the New Silk Way is a practical instru-ment for the integrity of several countries

from Europe and Asia, where Kazakhstan is interested not only in developing the trans-port and logistics infrastructure, but also in important segments for creating new opportunities in the countries of the two continents regarding the efficiency of trade through the “New Silk Way”.

In fact, the “New Silk Way” is the project which creates a complex business environ-ment, an international transit hub and a transport and logistics “bridge” between Europe and Asia.

“Kazakhstan should revive its role of im-portant hub for transit in the Central Asia region, the so-called connection bridge between Europe and Asia. This means the establishment of a single system of the in-ternational hubs on the key transport cor-ridors of Kazakhstan. The outcome of the mega-project by 2020 is to intensify traffic volumes via Kazakhstan by doubling them and by an additional increase of at least 50 million tonnes”, declared the Kazakh Presi-dent during the 25th meeting of the Coun-cil of Foreign Investors.

Also, during an official visit in Kazakhstan (September 2013), the Chinese President Xi Jinping requested the involved parties to

G-Global: проект, который ставит лицом к лицу власти, организации и компании

«Новый Шелковый Путь» это мега-проект G-Global

- Европа и Азия воспользуются эффективными связями транспорта и логистики

- Имеются в виду строительные проекты транспортной инфраструктуры, терминалов и логистических центров

• “New Silk Way” is the G-Global mega-project• Europe and Asia will benefit from efficient transport and logistics connections • The project focuses on the construction of the transport infrastructure, terminals and logistics centres


iron silk road

Source: td-architects.eu

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Kazakhstan plans to become a logistics hub between asia and europe

Towards the end of last year, Kazakhstan approved an infrastructure development plan to be developed in the period 2014-2020. In fact, this is the first large-scale plan adopted by Kazakhstan and aimed at developing the transport infrastructure and its integration in the global transport system. The plan is partially developed with the help of World Bank being previously approved by all agencies and local and state associations in Kazakhstan.

[ by Elena Ilie ]

Phot

o: w

ikim

edia

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the project will increase transit two-fold and will integrate the Kazakh State into the international trans-

port system. The project is aimed to deve-lop the regional and national transport in-frastructure, declared the Kazakh Minister of Transport and Communications, Askar Zhumagaliyev, during the official presenta-tion of the project. Overall, the sum grant-ed to this investment programme will be of KZT 5,000 Billion, which is around EUR 24 Billion.

At the end of 2012, Kazakhstan was ranked 86th in World Bank’s Logistics Per-formance Index. However, planned com-

prehensive measures to improve the qual-ity of transportation, as well as the removal of physical and non-physical barriers, are expected to provide Kazakhstan the op-portunity to rise to the 40th place of the same Logistics Performance Index of the World Bank. The investment programme plans to develop all transport modes by 2020. Special attention will be paid to rail-way transport by building 8.202 kilometres of railways and upgrading all the 302 rail stations of the national railway network. Also, the programme includes a series of measures aimed at increasing the develop-ment of transport infrastructure.

Freight terminals operated by a single integrated structure

The changes expected in the railway trans-port sector are most probably focused on completing a logistics hub statute in the Eurasian Platform.

Thus, the Zhezkazgan – Beineu and Arka-lyk – Shubarkol lines are currently under construction. In addition, the line between the Zhetygen station and Kazybek station, which bypasses Almaty, will be built from 2015 to 2017 through a public-private part-nership.

Overall, it is expected that by 2020, 81%

MarKet deVeLoPMent

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International Commercial Port of Aktau, Azerbaijan State Caspian Shipping Com-pany and Kazakh companies KazMunaiGas, Kazmortransflot, KrosKaspianOil & Ga-zLogistiks, companies involved in the trans-port of freight and oil products to and from the Caspian Sea.

The participants also talked about traf-fic growth conditions in 2013-2014 and about the possibility of increasing container transport while considering that important projects have been launched, such as the construction of two dry terminals and of a container switchyard in the Kazakh port of Aktau, the construction of a port in Alat (Azerbaijan), the construction of the railway lines Zhezkazgan – Beineu (Kazakhstan) and Akhalkalaki – Kars (Georgia, Turkey).

Also, the signatory parts of the agreement said they will analyse the possibility of or-ganising a transport to and from Turkey, thus involving the basins of the Black Sea and of the Mediterranean Sea in the trans-port process.

Казахстан намерен стать узловым центром логистики между Азией и Европой

К концу прошлого года Казахстан принял план развития инфраструктуры на протяжении периода 2014 -2020. Это первый крупномасштабный план принят казахским государством с целью развития транспортной инфраструктуры и её интеграции в глобальную транспортную систему.

of state railways will be assessed as “good” and 19 percent – as “satisfactory”. In addi-tion, in light of the rolling stock fleet short-age, more than 650 locomotives, over 20,000 freight cars and 1,138 passenger coaches will be upgraded.

The transport development programme stipulates the improvement of maritime transport infrastructure at the same time with railway transport infrastructure. Thus, the project includes the extension of Aktau Port’s capacity by adding three terminals for bulk handling. Thus, the logistics capa-city of the port will increase from 16.8 mil-lion tonnes per year to 20.5 million tonnes per year.

“Kazakhstan, with its location at the cross-roads of several international transport cor-ridors, meets all prerequisites for becoming a major logistics hub connecting Europe and Asia,” Prime Minister Serik Akhmetov declared. Moreover, Akhmetov stressed that President Nursultan Nazarbayev pays special attention to the development of transit potential, the implementation of major infrastructure projects and the in-tegration of the region into international transport corridors.

Due to its full range of assets and skills, Kazakhstan Railways (KTZ) will become the main multimodal logistics operator be-hind the plan. The company will also ope-rate the Aktau Seaport, SEZ Khorgos – East Gates, the country’s airports and domestic terminal network.

According to Minister Zhumagaliyev, the integration of transport assets into a single structure will provide the necessary level of coordination and management for multi-

MarKet deVeLoPMent

modal integrated services. President of KTZ Askar Mamin talked

about the development of the transport and logistics system. According to him, to improve competitiveness and increase tran-sit capacity, the company is implementing a business strategy to promote its services and improve its quality and efficiency. At present, 14 freight train routes run between Asia and Europe.

Moreover, the key project of the Com-mon Economic Space is the creation of an integrated transport and logistics company. The railway administration of Kazakhstan, Russia and Belarus will provide integrated services based on the principles of the “sin-gle window”. This project will ensure inte-grated transport services.

In the shortest time possible, a feasibility study on the construction of transport and logistics centres in Kazakhstan will be com-pleted leading to a growth of national eco-nomy. Added value from improvement of transport and logistics system will amount to USD 15 Billion, expressed in a 1% growth of Kazakhstan’s GDP.

agreement to consolidate container transport

The heads of railway and maritime admi-nistrations and the representatives of busi-ness organisations in Kazakhstan, Azerbai-jan and Georgia adopted a joint action plan at the end of October last year on the organi-sation of freight transport in 2013-2014.

Kazakhstan Railways, Azerbaijan Rail-ways and Georgian Railways participated in the reunion held in Aktau together with the

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46


Figure 18. The recurrence of the underfinancing phenomenon for repairs on a track section by decreasing the superior and inferiorvaluesofrunningtrackquality

3.the influence of railway infrastructure stress on its quality

Considering the parameters presented in figure 18, we can note that:

Ci3<Ci2<Ci1 , Cf3<Cf2<Cf1 and Pr3=Pr2=Pr1.

The decrease of both quality limits due to underfinancing has negative effects on the essential requirements and especially on railway safety – as a result of the deteriora-tion of exploitation conditions.

In order to modernize a railway system, the investment process can be completed cumulatively by applying a consecutive cumulative strategy of specific parameters increases (maximum speeds and/or maxi-mum tonnage). By redrawing and build-ing energy efficient routes or developing modern structures (tunnels, viaducts and bridges) long-term beneficial effects re-lated to energy consumption, mobility and transport capacity are obtained. In most cases, the value of the savings due to these advantages pays off the initially invested funds, and then exceeds them. Such a phe-nomenon takes place only in conditions of intense and efficient exploitation of the infrastructure, without exceeding the pro-jected limits.

The development strategy of the railway infrastructure presented above is sche-matically presented in figures 19 and 20. Figure 19 corresponds to the decision of keeping a fixed value of the inferior quality level (Cf). After the first repair (Tr1), the superior level (Ci1) reaches the value Ci2 ,

railway infrastructure financing – an aspect with vast implications in railway transport system operation(part III)

[ by Viorel LUCACI – Expert, Romanian Railway Safety Authority – ASFRMarian CIOFALCĂ – Head of Service, Romanian Railway Safety Authority – ASFR ]

enGineer

the value (Ci2) being reached through the second repair. Thus, a cumulative increase of the value of infrastructure parameters (Ci3>Ci2>Ci1) takes place. The increase is directly proportional with the volume of additional investments. As an indirect ef-fect, increasingly higher values of the lifecy-cles (P1r3>P1r2>P1r1 are) registered.

The situation presented in this case is disadvantageous from the financial and economic point of view.. Despite the fact that the lifecycles are longer, the costs nec-essary for the modernization operations are correspondingly higher as the quality level resulted through repairs increases. In fact, the necessary investments increase from one stage to another. There are situ-ations in which the cumulated increase of the financial effort supported by the in-frastructure manager is not paid off by the positive effects of the increase of the quality level or lifecycles. In this case, the adequate measure is the consecutive increase of the inferior value of quality (Cf). The graphical presentation of such a strategy is shown in figure 20.

The financial effort necessary for a strat-egy similar to the one in figure 20 remains constant and the relations between the pre-sented parameters are:

Ci3>Ci2>Ci1 , Cf3>Cf2>Cf1 ,and Pr3=Pr2=Pr1. Through cumulated additional invest-

ments that increase the quality level of rail-way infrastructure, the possibility of occur-rence of speed or tonnage restrictions and limitations is considerably avoided. Thus,

the negative effects generated by speed re-strictions and limitations are eliminated.

A particular case that demands separate approaches is the rehabilitation of Bucha-rest- Constanta railway section (part of the Pan-European Corridor IV). These works have encountered financial and technical difficulties. Thus, delays in the completion of the works appeared.

Due to the lack of efficient strategies and tactics for a staged completion of works, taking into account the fact that works have been carried out under traffic during the en-tire period of the project, passenger trains on Bucharest - Constanta route have registered travel times of approximately 5 or 6 hours. The impact on passengers (especially dur-ing the summer periods) is hard to quantify. Most of the passengers have shifted to other transport systems or have chosen different seasonal destinations (more accessible).

One of the particularities of the transport demand is the fact that the “shift” of passen-gers and freight belonging to the client (for freight transportation) from a system to another can be asymmetrical and irrevers-ible. In particular situations, even after the completion of ample rehabilitation works, the transport system no longer recovers loss and the attractiveness registered during works. Moreover, things are complicating progressively when problems or functional deficiencies (railway infrastructure thefts or inappropriate maintenance) occur immedi-ately after the rehabilitation process. In case of intensive exploitation of the infrastruc-ture sections, the dynamics of transport demand can be partially irreversible, while

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the attractiveness is difficult to restore – this aspect depends on modal competition. The importance of the aspects mentioned above results from the fact that the railway main line 800 provides direct connection be-tween the capital and the Port of Constanta (the largest Black Sea port and the eight-eenth in Europe) together with the Port of Mangalia. For a more complex observation, this railway line connects all the states from Western Europe with the mentioned ports, and further with the freight transportation lines to and from Middle East, the Cau-casus and Central Asia. We refer to the so-called Wider Black Sea Area, whose stability and security also depend on the efficient operation of the freight transport network for basic products (oil, fuel and other raw materials). Moreover, direct connections between the capital and certain industrial and military facilities located in the area of the Black Sea coast (energy hubs located on the coast, freight terminals, Constanta and Mangalia shipyards, installations for the ex-traction and processing of petroleum/natu-ral gas from the coast’s northern area, the military facilities located in Babadag and Mihail Kogălniceanu, fuel and oil deposits, refineries, etc.) are provided. Measuring 310 km, Constanța – Bucharest – Ploiești railway provides an efficient connection (mostly in alignment and without gradi-ents) between the loading/unloading/stor-age facilities located on the Black Sea coast and the complex of oil refineries located in Ploieşti area.

1. strategy elements on railway infrastructure modernization

The technical condition of the railway lines represents an important factor for the functioning of the entire conventional rail-way system. As presented above, there are complex relations between the decisions concerning the financing level of certain categories of works and the medium and long-term social\economic effects.

For such a transport system, the revenue\

financing sources can be focused on various development directions. The adopted op-tions generate specific effects that depend on several factors.

Whether we refer to infrastructure opera-tion or management, the structure respon-sible with the strategy and planning within a railway system managing authority has the role to distribute funds as efficiently as possible.

Hereinafter, the financing algorithms for investments in the railway sector will be analyzed, classified in different types of management and decision structures.

1.1. holding railway management

The holding management is an efficient solution adopted in some highly developed states, with efficient policies and strategies in the railway sector. The main characteris-tic of these organisation structures is that both the infrastructure managers as well as the operators (passengers and freight) are carrying out their activity in a single centralized system of logistics\operation financing and coordination.

The available funds derived from different sources (specific to that state) are distrib-uted through the strategy and planning de-partment to the main investment sectors.

Observation: References are made only to the investment policies and vectors that aim to modernize the system or to increase the value of specific technical parameters. The funds necessary for the current technologi-cal processes and other additional activities are not subject to this analysis.

Such a system of funds distribution is pre-sented in figure 21.

The main financing sources shown in the left side of figure 21 are:

• State subsidies. Assigned through the policies and strategies of the transport au-thority or Government, according to the executive\administrative regulations of

that state. They represent amounts allocated from the state budget to the railway system, the value being calculated according to the technical-economic factors of the holding (train-km, passenger-train-km indicators, etc.). Generally, subsidies are strictly dedi-cated to the current maintenance of the sys-tem (infrastructure and rolling stock). There are situations when after the implementa-tion of certain development programmes, subsidies can be allocated including in the sector of investments. An efficient solution for preventing the introduction of restric-tions/limitations as a result of railway in-frastructure degradation is to assign part of the subsidies to modernization works;

• EU funds. This source of financing is practiced predominantly in the EU Member States. The railway system can access funds by participating in investment projects or including particular railway sections in the strategies for the development of pan-European transport corridors. For example the pan-European Corridor IV (the sec-tion on Romanian territory) Curtici - Arad – Brașov – Predeal – Ploiești – Bucharest – Constanța and Corridor IX: Giurgiu – Bucharest– Ploiești – Bacău – Pașcani – Iași section;

• Incomes. They result from the amounts obtained from the sale of tickets and the tariffs for freight transportation;

• Budgetary funds. They represent sourc-es allocated from the state budget, other than subsidies;

• Own funds and assets recovery. We refer to the incomes originating from the sale of assets and fixed\mobile overflow or unused assets. Another variant of effective recovery of assets is the rental or lease on determined periods;

• Rent. The amounts originating from rental payments for the use of various spa-ces of the buildings belonging to the patri-mony of the holding;

• Track access charge. Represents an in-come specific to the railway infrastructure manager, being a charge paid by railway transport operators;

• Loans. Represent actions that take place while financing ample projects with a nec-essary budget that exceeds the capacity of financing from other incomes at that time. Banks or various financing bodies (national or international) can be the creditors.

There are also other financing sources. The amounts are received cumulatively

through the economic-management sys-tem. Depending on the decisions made, the

Figure19..Theincreaseofthesuperiorqualitylevelandlifecyclesofarailwayinfrastructurebyadoptingconsecutivelycumulated additional investments

Figure 20. The increase of the superior and inferior values of running track qualityandtheconstantpreservationofrailwayinfrastructurelifecyclesby

adopting consecutively cumulated additional investments

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funds are distributed for investments in the three major areas of activity. We are refer-ring to infrastructure, rolling stock or other investments in associated domains.

In order to achieve an efficient correlation of the priorities for investments, special at-tention must be paid to the distribution of funds. The overfinancing of infrastruc-ture at the expense of rolling stock creates problems of technological progress in the field of vehicles, with medium-term nega-tive effects. An unfavourable situation for the railway transport system in general, oc-curs when an outworn or technologically inadequate rolling stock is used on ultra-modern railway lines. Such a scenario cre-ates the premises for a possibly inefficient (reduced) use of the infrastructure.

In other words, by directing the funds for investments to the opposite direction, railway infrastructure can be left without investment processes (its general quality decreasing in time), while the rolling stock reaches a high technological level. Due to multiple speed and\or tonnage restrictions and limitations, a technically advanced roll-ing stock operating on a low quality infra-structure would not be efficiently used. In such a situation, the operational regime is deficient in terms of energy.

A similar case is registered in the Ro-manian railway network. The decrease of financing and investments in railway infra-structure has led to the significant decrease of traffic speeds and the occurrence of dan-ger points that generate speed restrictions (approximately 650 in 2011, with a cumu-lated length of over 1.500 km). Meanwhile, modern locomotives and wagons were pro-vided to the transport operators. We refer to investments in modernization works or procurements of new vehicles (approx. 8000 kW power locomotives, wagons and locomotives with maximum speeds of 200 km/h). Unfortunately, as a result of reduced speeds allowed by the network, all these are inefficiently used. The maximum speeds on mainlines and secondary lines have de-creased significantly due to lack of funds and delays in current maintenance.

Returning to the theory of distribution of funds, we must mention that scientific research, advertising or lobbying activities (figure 22) represent an important invest-ment sector. The main railway infrastruc-ture managers pay special attention to the three areas mentioned above.

1.2 independent railway companies (undertakings)

Regarding independent railway under-takings or railway infrastructure managers, financing is similar to that of the holding companies. The differences are registered in the area of the financial distribution process. The options for allocating the funds depend on the specificity of the company’s activity.

For the railway transport operators, in-

Figure 21. The algorithm of distribution of funds dedicated to investments corresponding to a holding railway system

Figure 22. The algorithm of the distribution of funds dedicated to investments for a railway transport operator

Figure 23. The algorithm of the distribution of funds dedicated to investments for a railway infrastructure manager

vestments can be preferentially directed in the areas of traction, wagons, electric\die-sel trains, or efficiently distributed towards all the areas of activity (figure 22).

Railway infrastructure managers have the possibility of allocating the invest-ments in different constituent elements (lines, installations, structures etc.) or

completing a multidirectional optimal allocation based on technical-economic studies (figure 23).

The algorithms of the distribution of funds dedicated to investments for a rail-way transport operator, respectively a rail-way infrastructure manager are shown in figures 22 and 23.

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statistiCs

wagonload freight traffic - GlobalTonnes x 1000

Railway Undertaking Passenger TrafficWagonload freight traffic GlobalTonnes x 1000

Region Country Company Year 2012 Year 2013 M %

EU

BG BDZ CARGO 6250 9BG BRC 548 777 4 41.91CZ CD 55135 52736 9 4.35DE DB AG 300024 293704 9 2.1ES FGC 534 558 9 4.49ES RENFE 12925 14151 9 9.48FI VR 25814 26684 9 3.36HR HZ Cargo 7775 9HU GySEV/RÖEE 2529 3304 9 30.64LT LG 36669 35462 9 3.29LV LDZ 47257 41641 9 11.88PL PKP 93740 89968 9 4.02RO CFR Marfa 23359 19740 9 15.49SI SZ 9949 10168 8 2.19SK ZSSK CARGO 26764 26411 9 1.31

EFTA CH BLS Cargo 3160 3080 9 2.53

EUROPE

BA ZFBH 6192 6197 9 0.08BA ZRS 2622 6BY BC 117397 103288 9 12.01TR TCDD 18673 18551 9 0.65

WORLDCD SNCC 395 351 9 11.07GA SETRAG 3377 9

wagonload freight traffic - trafic internationnalTonne carried x 1000

Railway Undertaking Passenger TrafficWagonload freight traffic Trafic InternationnalTonne carried x 1000

Region Country Company Year 2012 Year 2013 M %

EU

BG BDZ CARGO 1281 9BG BRC 194 253 4 30.07CZ CD 9879 9238 9 6.48DE DB AG 79934 78034 9 2.37ES FGC 34 35 9 3.3ES RENFE 5377 5652 9 5.11FI VR 6856 6901 9 0.66FR SNCF 16156 15599 6 3.44HR HZ Cargo 1531 9HU GySEV/RÖEE 1321 363 9 72.52IE CIE 57 7LT LG 10657 9892 9 7.17LV LDZ 13158 11033 9 16.14PL PKP 24376 24414 9 0.15RO CFR Marfa 4468 4005 9 10.35SI SZ 2181 2230 8 2.25SK ZSSK CARGO 5194 4916 9 5.34

EFTA CH BLS CARGO 806 793 9 1.61

EUROPE


WORLDCD SNCC 146 147 9 0.5GA SETRAG 1913 9

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51 statistiCs

wagonload freight traffic - Global

Tonne - kilometres x 1 000 000

SOURCE: UiC

wagonload freight traffic - trafic internationnal

Tonne - kilometres x 1 000 000

Railway UndertakingWagonload freight traffic GlobalTonne kilometres x 1 000 000

Region Country Company Year 2012 Year 2013 M %BG BDZ CARGO 1913 9BG BRC 102 115 4 13.3CZ CD 34991 34277 9 2.04DE DB AG 65421 61716 9 5.66ES RENFE 2164 2527 9 16.77FI VR 8347 9811 9 17.53HR HZ Cargo 5313 9HU GySEV/RÖEE 1815 2246 9 23.72LT LG 26378 23971 9 9.12LV LDZ 46314 40797 9 11.91PL PKP 32397 29397 9 9.26RO CFR Marfa 2994 3413 9 13.99SI SZ 7789 8070 8 3.61SK ZSSK CARGO 23560 23138 9 1.79

EUROPE


WORLD CD SNCC 57 72 9 26.87

Railway UndertakingWagonload freight traffic Trafic InternationnalTonne kilometres x 1 000 000

Region Country Company Year 2012 Year 2013 M %BG BDZ CARGO 518 9BG BRC 27 26 4 4.76CZ CD 5958 5637 9 5.38DE DB AG 30705 28679 9 6.59ES RENFE 1173 1336 9 13.89FI VR 1783 2056 9 15.32HR HZ Cargo 852 9HU GYSEV/RÖEE 323 341 9 5.57LT LG 8155 7122 9 12.66LV LDZ 12908 10831 9 16.09PL PKP 9183 8421 9 8.29RO CFR Marfa 698 603 9 13.61SI SZ 1749 1811 8 3.55SK ZSSK CARGO 4676 4353 9 6.91

EUROPE

BA ZFBH 350 417 9 19.08BA ZRS 85 6 0.2375BY BC 26764 22445 9 16.13TR TCDD 205 136 3 33.65

WORLD CD SNCC 25 35 9 39.9

52


russian officials have backed the idea of building a rail tunnel linking Rus-sia and the US.

The tunnel could run under the Bering Strait for 105 km, twice the length of the UK-France Channel Tunnel. The tunnel itself has been estimated to cost USD 20 Billion and to take 10-15 years to build. But an additional 4,000 km of new track would be needed to link it to Russia’s rail network, plus another 2,000 km to connect to exist-ing services on the US side.

According to the declarations of Russian Railways President, Vladimir Yakunin, there is a project for the construction of a tunnel under the Bearing Strait to develop a railway link between Russia and North America. The decision for the initiation of

railway tunnel under the Bearing strait is a technical challenge

Now that the Marmaray Tunnel was inaugurated and various other major railway projects, such as Baku – Tbilisi – Kars or the North-South Corridor, have postponed their inauguration, while others, such as Rail Baltica, have not even been initiated, it seems interesting to focus on other broad interest projects. The potential connection between Russia and the US, through a railway tunnel under the Bering Strait, is extremely interesting for the railway sector thanks to highly technological challenges that the construction of such a project implies.

such a project could be made before 2017. The construction of the tunnel has been es-timated at over USD 100 Billion.

Compared to the interwar period, when the idea of building a tunnel under the Ber-ing Strait was mentioned for the first time, now we have the technology. Based on re-liable examples, such as the Tunnel Chan-nel and the recently inaugurated Marmaray railway tunnel, under the Bosporus Strait, why wouldn’t be possible to have a rail con-nection in the freezing north as well?

If completed, the tunnel would connect Russia’s Far East with Alaska, linking Russia and America for the first time ever.

Aside from the technological issue, costs have also been a serious obstacle so far. However, the continuous development of the Russian economy in the past years has once again brought to the attention of Kremlin the tunnel under the Bering Strait. Russian President Vladimir Putin has ex-pressed his support towards the project and has also promised to spend an annual USD 17 Billion on infrastructure modernisation and construction works.

The development of a line to Kamceatka and of a railway connection under the Ber-ing Strait to Alaska would be useful in the organisation of transport between North America and Asian countries via Rus-sia, suggested RZD President, Vladimir Yakunin. The schedule of such a project will depend on the “general condition of the economy” and on the transport policies of the US, Canada and Russia.

In 2013, the Russian side will make a sig-nificant step towards the Bering Strait by launching a 809-km railway line to Yakutsk, the capital of Sakha Republic (part of the Russian Federation), a region extremely rich in minerals and which exceeds the sur-face of Argentina.

Construction of the Berkakit-Tommot-Yakutsk section of the Amur-Yakutsk Main-line (AYAM) is nearing an end following the completion of the line’s eastern termi-nus station, Nizhny Bestyakh.

Optimistic forecasts predict that the route would pay for itself within ten years. The possible payoff for this project is great. With a rail connection between the two conti-nents, goods could be transported more efficiently than by air. Freight from China (also interested in the project) could ea-sily be routed by train rather than sea ship-ments and Russia could ship its gas and oil to North America much easier.

[ by Elena Ilie ]

Железнодорожный тоннель под беринговым проливом является технологической провокацией

Имея в виду, что тоннель Мармарай был официально открыт, в то время как ряд других крупных железнодорожных проектов как Баку - Тбилиси – Карс или Северо-Южный Коридор отсрочили официальное открытие, а другие, как например Rail Baltica ещё небыли разграничены, есть желание направить своё внимание к иным масштабным проектам. Возможность обеспечить связь между Россией и США через железнодорожный тоннель под Беринговым проливом вызывает интерес в железнодорожном секторе с точки зрения провокаций современной технологии, необходимой для строительства такого проекта.Source: blogs.voanews.com


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