1 / 56

TRANS ASIAN RAILWAY-MISSING LINKS

TRANS ASIAN RAILWAY-MISSING LINKS. WELCOME. TRANS ASIAN RAILWAY-MISSING LINKS. BACKGROUND

Patman
Download Presentation

TRANS ASIAN RAILWAY-MISSING LINKS

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. TRANS ASIAN RAILWAY-MISSING LINKS WELCOME

  2. TRANS ASIAN RAILWAY-MISSING LINKS BACKGROUND • The Trans-Asian-Railway (TAR) is a project of the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP) aiming to create an integrated freight railway network across Asia and Europe. • The project was initiated in the 1960s, with the objective of providing a continuous 14,000 km rail link between Singapore and Istanbul, Turkey, with possible further connections to Europe and Africa. Progress in developing the TAR was hindered by political and economic obstacles throughout the 1960s, 1970s and early 1980s, the end of cold war and normalisation of relations between some countries improved the prospectus of this project.

  3. TRANS ASIAN RAILWAY-MISSING LINKS BACKGROUND contd. • The ESCAP at its forty-eighth session in 1992, endorsed an integrated project on Asia Land Transport Infrastructure Development (ALTID), comprising the TAR and the AH (Asian Highway) as a priority project. • The commission, at its fifty-third session in 1997, reiterated its strong support for the ALTID project as a priority item in the regional action programme of the New Delhi Action Plan on Infrastructure Development in Asia and Pacific (1997-2006). • The commission at its fifty-fifth session has again reiterated its strong support for the priority status of the integrated ALTID project stressing its practical importance to the developing countries in Asia. • In November 2004 Regional Meeting for Drafting the Intergovernmental Agreement on the TAR organised by UNESCAP in Bangkok, a step forward in implementing the New Delhi Action Programme.

  4. TRANS ASIAN RAILWAY-MISSING LINKS ROUTE IDENTIFICATION OF TAR • The route network were identified by the participating countries in accordance with the criteria set out in the document E/ESCAP/864 “Selected Issues in The Fields of Activity of the Commission and its Regional Institutions as well as Reports of Regional Intergovernmental Bodies: New developments in Land Transport in Asia”. Accordingly, the nominated links had to satisfy one or more of the following criteria: • Capital to capital link – for international traffic • Connections to main industrial and agricultural centers as well as growth zones – links of important origin and destination points • Connections to major sea and river port – integration of land and water transport • Connection to major inland container terminals and depots– integration of rail and road network

  5. TRANS ASIAN RAILWAY-MISSING LINKS ROUTE IDENTIFICATION OF TAR contd. • Using these criteria, two types of railway routes have been identified. These are: • Routes of international significance, which will facilitate uninterrupted transportation between: Southeast Asia and Europe; Southwestern China and Europe; Central Asia and Europe; and Central, South and Southeast Asia. • Routes of sub regional significance, which will facilitate country to country, or hinterland to port, transportation.

  6. TRANS ASIAN RAILWAY-MISSING LINKS • The TAR network was initially divided into four major components. They are: • The NORTHERN CORRIDOR linking Europe and the Pacific, via Germany, Poland, Belarus, Russia, Kazakhstan, Mongolia, China and the Koreas. • The SOUTHERN CORRIDOR from Europe to Southeast Asia, connecting Turkey, Iran, Pakistan, India, Bangladesh, Myanmar, and Thailand. • A sub regional network covering the ASEAN and Indo-China sub regions. • A NORTH-SOUTH CORRIDOR linking Northern Europe to the Persian Gulf.

  7. TRANS ASIAN RAILWAY-MISSING LINKS • This discussion is focused on Missing Link of the Trans Asian Railway in general and that of the BIMSTEC and Mekong Ganga Cooperation countries in Specific.Missing Link in this context could be in terms of: • Non –availability of railway track (Physical gap) • Non uniformity of track structure including break of gauge • Non –availability of common operation and maintenance procedures • Non –availability of common commercial and accounting procedures.

  8. TRANS ASIAN RAILWAY-MISSING LINKS MEMBER COUNTRIES OF THE MEKONG GANGA COOPERATION AND BIMSTEC • Mekong Ganga Cooperation includes Cambodia,India, Lao PDR,Myanmar,Thailand and Vietnam. • The BIMSTEC (Bay of Bengal Initiative for Multi Sectoral Technical and Economic Cooperation including Bangladesh, India, Myanmar, Sri Lanka, Thailand, Nepal and Bhutan. • The portions of TAR located in the above countries fall in the Southern Corridor and the Indo-China and ASEAN Link.

  9. TAR-SOUTHERN CORRIDOR

  10. TRANS ASIAN RAILWAY-MISSING LINKS Route ProfileTAR-S1; Main international trunk route, Kunming (China) to Kapikule (Turkey)

  11. TRANS ASIAN RAILWAY-MISSING LINKS Route ProfileTAR-S2; East-west trunk route between Nam Tok (Thailand) and Mandlay (Myanmar) as part of intercontinental route Bangkok to Kapikule

  12. TRANS ASIAN RAILWAY-MISSING LINKS Rail Route Choices: Bangkok-Europe, Bangkok-Central Asia and Islamic Republic of Iran

  13. TRANS ASIAN RAILWAY-MISSING LINKS Rail Route Choices: Alternative routes from Kunming to (I) Europe, (ii) Central Asia, (iii) Islamic Republic of Iran

  14. TRANS ASIAN RAILWAY-MISSING LINKS Rail Route Choices: General Observations • In the case of Kunming and Bangkok-based shippers, the TAR southern corridor is unlikely to provide a competitive means of moving cargo consignments to Europe or to a majority of destinations in Central Asia, when there are other non-TAR route alternatives available which will provide shorter transit times and which do not suffer from a multiplicity of national frontiers and different track gauges. • Such a conclusion would tend to suggest that the TAR southern corridor might be advantaged to serve trade within that part of the corridor bounded on the west by the eastern part of Turkey and on the east by Bangladesh and northeastern India, with the possibility that trade between Kunming, Bangkok and Yangon to most locations in South Asia and the Islamic Republic of Iran could also be efficiently served by the TAR southern corridor. On the basis that much of the trade within this part of the corridor is sourced in the hinterland (i.e. at some considerable distance from seaports) and is destined for other hinterland operations, the TAR southern corridor is likely to have the strong advantage of providing direct connections between these trade focal points. Whether this provides a real competitive advantage over the alternative combined shipping/land transport services is an issue.

  15. MISSING LINKS IN RELATION TO EXISTING TAR NETWORK IN NORTHERN MYANMAR, BANGLADESH AND NORTHEASTERN INDIA

  16. MISSING LINKS BETWEEN THAILAND AND MYANMAR IN THE TAR SOUTHERN CORRIDOR

  17. MISSING LINKS BETWEEN CHINA AND MYANMARIN THE TAR SOUTHERN CORRIDOR

  18. MISSING LINKS BETWEEN INDIA AND MYANMARIN- THE TAR SOUTHERN CORRIDOR

  19. TRANS ASIAN RAILWAY-MISSING LINKS

  20. TRANS ASIAN RAILWAY-MISSING LINKS

  21. TRANS ASIAN RAILWAY-MISSING LINKS BREAK OF GUAGE • The portion of TAR, falling in the Southern corridor and the ASEAN region suffers most from the break of gauge problem. • The southern corridor of the TAR involves three gauges; meter (1000mm), standard (1435mm) and broad (1676mm). A continuous rail link on TAR-S1 could have up to five inter-gauge transfer points. • Most of the southeast Asian countries, particularly the MGC countries (Mayanmar, Bangkok, Thailand, Cambodia, Lao PDR) have meter gauge (1000mm).

  22. TRANS ASIAN RAILWAY-MISSING LINKS BREAK OF GUAGE The solutions for break of gauge include; • Gauge Unification: re-gauging (by repositioning one rail), new track or new formation, dual/composite gauging; • Gauge Bridging: bogie exchange, variable gauge wheel sets; and • Designing container handling facilities at both ends of the routes and at the and at the break of gauge points (as close as possible to the main trunk line), and well-equipped (availability of adequate handling equipment).

  23. TRANS ASIAN RAILWAY-MISSING LINKS REQUIREMENTS FOR DEVELOPMENT OF THE TAR Primary requirement of the TAR network is that it should in future permit rail conveyance of shipping containers of all types and sizes either currently used or likely to be used in international trade, at speeds which are competitive with those of alternative transport modes. The practical implications of this requirement are that: • The limiting dimensions of structures throughout this network should be sufficient to allow unrestricted passage of wagons conveying the highest and widest containers used in international trade i,e. the structure gauge adopted for the network should provide adequate clearance for such containers carried at normal speeds.

  24. TRANS ASIAN RAILWAY-MISSING LINKS REQUIREMENTS FOR DEVELOPMENT OF THE TARcontd. • The maximum allowable axle loads throughout the network should be sufficient to allow conveyance of such containers in trainloads of economic size and configuration. In practice , this would mean that axle loads would need to be sufficient for the conveyance on a single wagon of the equivalent of two (and in some cases three) twenty foot containers loaded up to or near their maximum payload or for the operation of locomotives of adequate power rating. • The maximum allowable line speeds throughout the network must be consistent with the realisation of commercial speeds which are competitive with those of the alternative transport modes (bearing in mind that maximum line speed is only one of the factors influencing commercial speed, other important ones being operational and border crossing stopping times, signalling system performance, infrastructure condition, and motive power and rolling stock condition and performance.

  25. TRANS ASIAN RAILWAY-MISSING LINKS Technical Requirements- Load and Structure Dimensions • High cube containers 40ft (l)x8ft (w)x9ft 6 inch (h) are most commenly used in the region. • Use of Super high cube containers 40ft (l)x8ft 6 inch (w)x9ft 6 inch (h) is increasing. • Design of future container wagons and the dimensions of structures should satisfy the requirements of super high cube containers loaded on conventional container wagons (typical height 1.1 m above the rail. • Allowance for vertical and lateral movement of wagons due to track irregularities or vehicle dynamics on curved track sections (typical clearance of 40 cm between the outside dimension of the laoded wagons and the inside dimension of structures to be allowed).

  26. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS Load and structure dimensions: conformity with requirements

  27. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS – AXLE LOAD The key determinant of axle load requirements for the TAR network is unlikely to be the maximum load bearing on track through the axles of a container wagon, but rather the maximum axle loading of locomotives used for freight haulage. • For broad gauge and standard gauge maximum axle load of locomotives (diesel) is approximately 19 tonnes. • The maximum axle load of meter gauge locomotives is not more than 15 tonnes. • The maximum axle load of container wagons: On B.G. (In India and Pakistan) 17.5 t On S.G. (Iran) 20.0 t On M.G. (Thailand) 15.0 t • However, certain railway (Malasiya and Thailand) in the region have started opting for heavier axle load (20 t) to gain the benefits of increased tonnage throughput and reduced operating cost per gross tonne km.

  28. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS – AXLE LOAD • There are compelling arguments in favour of adopting one axle load standard for those parts of the TAR network for which interchangeability of rolling stock, and possibly of locomotives, between railway systems is a practical option. This will generally apply to the standard and broad components of the network. It is evident that a 20 tonne axle load will satisfy the needs of international container traffic likely to use these components of the TAR network, in terms of accommodating the highest loads likely to bear on track through the axles of container wagons or of the high horse power locomotives needed to haul container trains of economic configuration. • While it may be argued that axle loadings of this magnitude might never be imposed on metre gauge track and structures, it has been assumed that the other benefits accruing to metre gauge operators will be sufficient to justify their adoption of a 20 tonne axle load in the longer term. However, from the perspective of meeting the heaviest axle loads likely to be imposed by locomotives and rolling stock, it would be sufficient if the metre gauge components of the TAR network could be designed in future to accommodate axle loadings of up to 15 tonnes.

  29. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS Axle Load: conformity with requirements

  30. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS Speed: standards and requirements • It is established in this study that commercial speeds for international freight trains operating in this TAR corridor should be at least 20 km per hour in order to provide transit times which are competitive with the principal alternative transport modes - in this case mainly shipping. • Typically, commercial speeds in the corridor represent about 50 per cent of the average running speeds, which in turn represent about 55-60 per cent of the maximum permissible speed. • Therefore, to ensure attainment of a target commercial speed of 20 km/hour, a maximum permissible speed for freight trains of at least 70 km/hour should apply throughout the TAR network.

  31. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS Speed: conformity of participating railway systems Existing speeds for freight traffic in the TAR network in: • China : 80 kmph (mps) • India : >70 kmph (mps), commercial speed <20 kmph • Islamic Republic of Iran : commercial speed >25 kmph • Myanmar: 32 kmph (mps), commercial speed 12-14 kmph • Pakistan: 55 kmph (mps) • Sri Lanka: 50 kmph (mps) • Thailand: 70 kmph (mps) • Turkey: 65 kmph (MPS)

  32. TRANS ASIAN RAILWAY-MISSING LINKS TECHNICAL REQUIREMENTS Speed: Summary • Maximum freight train speeds of less than 70 km per hour apply throughout a majority of existing links comprising the main transcontinental route TAR-S, implying that this route cannot yet offer a commercial speed, end to end, of at least 20 km per hour. • A combination of inadequate track and rolling stock standards and condition explains this sub-optimal performance. • Considerable investment in track and rolling stock rehabilitation/ improvement is likely to be required in order to bring speeds up to required levels.

  33. TRANS ASIAN RAILWAY-MISSING LINKS OPERATIONAL REQUIREMENTS Since the attraction of container traffic to the TAR network depends in large measure on rail being able to deliver a cost effective and reliable service as compared with its competitors in the corridor, it is essential that any operational impediments to realization of these goals be removed. In this context five factors are important: • Compatibility in terms of the type and design of rolling stock employed by neighboring railway systems in international traffic :would ensure rolling stock inter-operability when no break-of-gauge is involved. • Compatibility of train assembly and load scheduling practices between neighboring railway systems will be essential in order to avoid the necessity of having to readjust train loads at borders.

  34. TRANS ASIAN RAILWAY-MISSING LINKS OPERATIONAL REQUIREMENTS Contd. • The presence of adequate route capacity on existing links in the TAR corridor will be essential if the corridor is to meet its objective of providing a cost effective and competitive means for the international transportation of containers; and • Breaks-of-gauge while not posing a problem currently, are likely to become a problem in the future when lines of differing track gauge are connected within the territory of one country, Bangladesh, and at two borders, China/Myanmar and Islamic Republic of Iran/Pakistan. Possible re-gauging of the existing metre gauge network in northeastern India would create two additional breaks-of-gauge at borders - between India and Myanmar and between Bangladesh and India(northeast). Provision of modern, high speed container transshipment equipment at all break-of-gauge points will be essential to minimize delays.

  35. TRANS ASIAN RAILWAY-MISSING LINKS COMMERCIAL REQUIREMENTS There is no guarantee that the mere availability of a through railway route to Europe will automatically encourage freight shippers based in Kunming or elsewhere throughout the TAR southern corridor to use this route. In making decisions about route and mode choices, shippers will always be guided by their perceptions of the relative cost, standard and reliability of services offered by alternative modes and operators. For container shippers, the following service attributes are considered to be important in arriving at decisions about mode and route choice: (i) Overall costs paid by shippers inclusive of transportation, handling and repositioning costs of containers taking into account the shipping logistics; (ii) Transit time, representing the time interval between dispatch of a consignment from a shipper=s premises and its arrival at the consignee=s premises;

  36. TRANS ASIAN RAILWAY-MISSING LINKS COMMERCIAL REQUIREMENTS Contd. (iii)Consignment security, or the extent to which consignments will be secure from damage or pilferage enroute, since this could affect an operators insurance cover and hence the overall transportation cost; (iv) Reliability of service - specifically the extent to which an operator or mode can consistently meet promised delivery times for the shippers consignments; (v) Comprehensiveness of service provided by operators, in terms of the extent to which a single operator will arrange and accept responsibility for all components of the transportation/handling chain between ultimate origin and destination; and (vi) Availability of real time information on the location of a freight consignment or container at any point in its journey between origin and ultimate destination.

  37. TRANS ASIAN RAILWAY-MISSING LINKS Assumed Technical Standards of new TAR Links

  38. TRANS ASIAN RAILWAY-MISSING LINKS Assumed Costs of Missing Link Construction

  39. TRANS ASIAN RAILWAY-MISSING LINKS Threshold Freight Tonnage

  40. TRANS ASIAN RAILWAY-MISSING LINKS Rail hauled international container traffic forecast-all TAR links in India

  41. TRANS ASIAN RAILWAY-MISSING LINKS Traffic forecasts in relation to threshold tonnage requirements

  42. TRANS ASIAN RAILWAY-MISSING LINKS Traffic forecasts in relation to threshold tonnage requirements Observations • The forecast data relate to the total tonnage carried across borders by all modes. These forecasts were derived by applying the growth factors. • The high order of construction cost influenced by the severity of the terrain through which most of these links would have to pass resulted in annual threshold tonnages of a high order of magnitude. • In no case would the threshold tonnage requirement be met by the forecast traffic on offer, even in the unlikely event that rail would secure 100 per cent of this traffic. However, it has to be noted that these forecasts do not allow for generated traffic demand, as described above. It is likely that the justification of all of the listed missing link construction projects would depend heavily on identification of an adequate level of generated traffic demand.

  43. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC • Most of the earlier discussions on gaps in realisation of the TAR were concentrated on the routes of international significance. However, as noted during our interactions with the member countries of BIMSTEC, a number of projects are being implemented/planned towards up gradation of the railway system, which will accelerate realisation of the TAR project. • Majority of these projects would upgrade the railway operation on the routes of sub-regional significance.

  44. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC Projects in Bangladesh Ongoing/Completed: • Supply of 10 MG locomotives including service contract for 7 years (2001) • Supply of 3 BG locomotives under Indian line of credit (2004) • Supply of Diesel Locomotive spares (2004-05) • Regional Rail Traffic Enhancement Study (ADB Technical Assistance-2004) Planned: • Procurement of 10 BG and 17 MG locomotives • Procurement of 318 BG and 135 MG Hopper • Feasibility study for conversion and doubling of railway track between Dhaka and Chittgaon • Feasibility study for a new ICD at Dhirasram • Consultancy services for rehabilitation of locos at central workshop, Parabtipur • Study for modernization of Carriage and Wagon workshop at Saidpur.

  45. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC Projects in Myanmar Ongoing/Completed: • Supply of 11 locomotives and 36 coaches (2006) • Feasibility Study of India-Myanmar (Jiribam-Mandalay) rail link, which part of the TAR alignment (2005) Planned: • RITES have conducted a technical study for improvement of railway services on Yangoon-Mandalay trunk line, which includes up gradation of track, workshop and S&T system. The study contemplates investment of USD 413.75 in three phases. • Proposal for Detailed Project Report of the Tamu-Kalay new rail link is under consideration by the Indian government.

  46. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC Projects in Sri Lanka Planned: • Sri Lanka Railway have submitted a proposal to the Govt. of Sri Lanka for up gradation of Colombo-Galle-Matara railway line (coastal line) under Indian Line of Credit. Estimated cost of the project is 187.5 million USD. • RITES have made assessments for rehabilitation of various portions of the Sri Lanka railways to pre-tsunami level. Six packages have been identified at the total cost of 154 million USD.

  47. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC Thailand • The State Railway of Thailand (SRT) is planning to acquire 2500 HP diesel electric locomotives from China. The SRT would supply locomotive to private operators on lease basis. • The private operators in Thailand are planning to acquire meter gauge container flat wagons and diesel electric locomotives from India for which preliminary discussions are going on.

  48. TRANS ASIAN RAILWAY-MISSING LINKS A STEP FORWARD TOWARDS BRIDGING THE GAPS IN REALISATION OF THE TAR PROJECT IN BIMSTEC Projects in Nepal Completed: • Construction of three ICDs, one each at the border towns of Biratnagar, Birgunj and Bhairhwa (2001). Out of these the ICD at Birgunj is rail based and has a connection with BG system of Indian railway through Raxaul and the subregional TAR network. • Feasibility Study of India-Myanmar (Jiribam-Mandalay) rail link, which part of the TAR alignment (2005) On-going: • Presently Preliminary Engineering cum Traffic Survey (PETS) for railway connection at five locations is underway. These are; • Nepalgunj road to Nepalgunj • Jogbani to Biratnagar • Jayanagar to Bijalpura and Bardibas • Jalpaiguri to Kakrbita • Nautanwa to Bhairwah

More Related