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Focus group discussion on national railways master plan, jakarta, 6 may 2010
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Focus group discussion on national railways master plan, jakarta, 6 may 2010

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Focus group discussion on national railways master plan, jakarta, 6 may 2010 Focus group discussion on national railways master plan, jakarta, 6 may 2010 Presentation Transcript

  • National Railway Master Plan Focus Group
    Developing Rail Freight Services on Java:
    What is Recommended for the Railway Master Plan?
    6 May 2010
  • Objectives of the National Railways Master Plan
    • Rapidly expand railway capacity to meet
    Indonesia’s growing passenger and freight transport
    needs.
    • Implement railway structural reforms, including
    increasing role of sub-national railway operations
    increasing separation of infrastructure and above rail operations.
    • To
    encourage public and private sector investment
    increase competition in the railway sector and increase transport efficiency.
  • Key Demand Drivers on Java
    Economic growth is driving rapid growth of transport demands for both passengers and freight
    High density of population strongly favors railway passenger services.
    But, the economic geography of Java
    short distances between markets and
    near proximity of lower-cost water transport for minerals & other bulky goods
    limits the normal role of railway freight services.
  • Key Driving Forces
    The economic geography– short distances between markets and near proximity of lower-cost water transport for minerals & other bulky goods– limits the normal role of railway freight services.
    => but expansion of transport capacity, especially in the highways sector, is constrained by difficulties in acquisition of rights of way.
    => Capacity constraints and congestion will increasingly impinge on economic growth, unless railway capacity and service quality can be enhanced.
  • Key Driving Forces
    The economic geography limits the normal role of railway freight services=> but expansion of capacity in the highways sector is constrained by acquisition of rights of way.
    High density of population strongly favors railway passenger services.
    => Technological modernization of railways to meet large increases in demand for passenger services also creates important economies of scopefor expanding capacity and improving railway freight services at very low cost
  • Regulatory Environment Is an Important Element of the Plan
    • Law 23/2007 requires that private freight operations have equal and fair access to the national railway infrastructure
    • This will require separation of infrastructure from direct control of PT KA and development of an access regime that provides fair access and access pricing for all operators
    • It also requires regulation governing licensing of private rail operators and chartering of new railway lines
  • Freight Traffic
    Freight Ton-kilometers
    20,000
    6,000
    Java
    Java
    Sumatra
    Sumatra
    17,500
    5,000
    15,000
    4,000
    12,500
    billions
    Million Tons
    10,000
    3,000
    7,500
    2,000
    5,000
    1,000
    2,500
    0
    0
    2000
    2001
    2002
    2003
    2004
    2005
    2006
    2007
    2008
    2009
    2000
    2001
    2002
    2003
    2004
    2005
    2006
    2007
    2008
    2009
    Development of Rail Freight Services Capabilities is an Important Part of the Railway Master Plan
    • Rail freight market shares have been declining for decades
    • Passenger services dominate railway traffic
    • Limited available capacity
    • Difficult relationships with PTKA
    • The existing infrastructure is unfriendly to freight transport
    • Low axle loads
    • Antique rolling stock
    • Inadequate services
    • The Railway Master Plan addresses each of these issues
  • Separation of Infrastructure Is a Significant Change
    • When fully implemented, one entity will be responsible for building, maintaining and operating existing national railways
    • Allows for private operators and regulated infrastructure pricing
    • Allows private ownership of railways
  • Regulatory Changes are Insufficient to Grow Freight Traffic – New Investment is Needed
    • Replacement cost for the existing freight wagon fleet is more than US$330 million
    • Replacement cost for the existing locomotive fleet is about US$850 million
    • Total rail equipment replacement costs are more than US$5 billion
    • Much of the existing fleet is obsolete and needs replacement in the next decade
  • The Current Infrastructure is Inadequate for Freight Services
    Axle loadings are limited to a maximum of 18 tons – providing a maximum of 50 tons of lading per wagon
    Many lines have lower axle loadings – 13 tons or less – providing a maximum net load of 30 tons or less per freight wagon
    These limitations also extend to the locomotive fleet – limiting the power of locomotives and the maximum sizes of trains
    The current infrastructure constrains the development of the Java rail freight market – trains don’t carry much more than trucks, sometimes less
  • Infrastructure Enhancement is a Major Recommendation for the Rail Master Plan
    Moving axle loads to 25 tons on the main lines – wagon carrying capacity to 77 tons
    Increasing physical clearances to 6.1 meters eventually
    Recommended Infrastructure Standards Include:
    R60 continuously welded rail
    Concrete sleepers at 1,660/kilometer
    300 mm hard rock ballast
    Electronic signaling
    Bridges sufficient for 25 tons/axle loading at track speed
  • Proposed Infrastructure Enhancements Will Transform Rail Operations
    • High-Speed passenger trains proposed on the north island coast line
    150-kph max speed services
    Hourly departures, half-hourly in peak periods
    • Higher-speed passenger services on the Bandung – Yogyakarta line – perhaps using tilt-trains
    Increased frequency
    Bi-level equipment for greater capacity
    • Capacity enhancements will allow more, larger, heavier, and faster freight services
  • Freight Success May Depend on Specialized Terminals
    Specialized terminals for warehousing and logistics services include
    Containers
    Oil and bulk liquids
    Steel, other industrial materials
    Coal terminals
    Manufacturing, automobiles
  • Specialized Terminals and Freight Rolling Stock Increasingly Private Sector Responsibility
    • High capital needs for infrastructure and passenger services
    • Means a larger role for private investment in railway facilities
    • New law allows and encourages private investment in rail sector
    Freight wagons
    Specialized terminals and terminal operations
    Rail operators using PT KA locos, drivers
    Warehousing and logistics services
    Rail operations role possible in the future
  • PT KA Will Also be Transformed
    • PT KA must implement accounting separation of railway services and infrastructure accounts
    • More rigorous accounting standards to identify infrastructure, passenger, and freight operating costs
    • PT KA likely to separate into at least two divisions
    Infrastructure Services Unit: Maintain and operate railway infrastructure, including day-to-day maintenance, dispatching, under contract with DGR
    Rail Operations Unit: To assemble and operate trains, operate stations and terminals, provide locomotives, drivers, and operations management infrastructure
    Rail Operations Unit may further separate into freight and passenger divisions
    • PT KA will no longer have monopoly on operations but will be able to provide operations services to private railways
  • Possible Rail Sector Structure in Indonesia
    Transport Policy
    Economic regulation Accident
    Investigation
    Technical Regulation
    & Standards, PSO,
    Access Charges
    Access terms (network
    statement, capacity
    allocation)