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

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