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National Railway Master Plan Focus Group<br />Developing Rail Freight Services on Java:<br />What is Recommended for the R...
 Objectives of the National Railways Master Plan<br /><ul><li>Rapidly expand railway capacity to meet   </li></ul>    Indo...
 Key Demand Drivers on Java<br />Economic growth is driving rapid growth of transport demands for both passengers and frei...
 Key Driving Forces<br />The economic geography– short distances between markets and near proximity of lower-cost water tr...
 Key Driving Forces<br />The economic geography limits the normal role of railway freight services=> but expansion of capa...
Regulatory Environment Is an Important Element of the Plan<br /><ul><li>Law 23/2007 requires that private freight operatio...
This will require separation of infrastructure from direct control of PT KA and development of an access regime that provi...
It also requires regulation governing licensing of private rail operators and chartering of new railway lines</li></li></u...
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</li></li></ul><li> Separation of Infrastructure Is a Significant Ch...
Allows for private operators and regulated infrastructure pricing
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Focus group discussion on national railways master plan, jakarta, 6 may 2010

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

  1. 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. 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. 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. 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. 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. 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. 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. 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. 9. Passenger services dominate railway traffic
  10. 10. Limited available capacity
  11. 11. Difficult relationships with PTKA
  12. 12. The existing infrastructure is unfriendly to freight transport
  13. 13. Low axle loads
  14. 14. Antique rolling stock
  15. 15. Inadequate services
  16. 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. 17. Allows for private operators and regulated infrastructure pricing
  18. 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. 19. Replacement cost for the existing locomotive fleet is about US$850 million
  20. 20. Total rail equipment replacement costs are more than US$5 billion
  21. 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. 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. 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. 24. Specialized Terminals and Freight Rolling Stock Increasingly Private Sector Responsibility<br /><ul><li>High capital needs for infrastructure and passenger services
  25. 25. Means a larger role for private investment in railway facilities
  26. 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. 27. PT KA Will Also be Transformed<br /><ul><li>PT KA must implement accounting separation of railway services and infrastructure accounts
  28. 28. More rigorous accounting standards to identify infrastructure, passenger, and freight operating costs
  29. 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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