Every country’s economic development depends to a certain extent on its commercial relations with other countries. In this context, transports play a very important role, since commercial exchanges cannot be carried out without ensuring an efficient transport between countries. We cannot talk about international railway transport without interoperability, which remains a significant problem since technically non-interoperable networks slow down railway traffic. At international level, the different types of gauges prevent the well-functioning of railway traffic.
Thus, the former soviet countries, as well as Finland, use the 1520mm gauge infrastructure, while EU countries, as well as Turkey, Iran and China, the standard 1435-mm gauge, the difference between the two gauge being a major hindrance the path of European railway integration. To ensure traffic continuity, the contact area of the 1520mm – 1435mm gauges generates several actions to be implemented. These actions consist in implementing automatic gauge-switch systems, facilitating the power supply at the contact area of the two gauges, harmonizing the legislation because the two areas have different legal systems and rapidly implementing bilateral conventions for railway transport regulation. Also, it is necessary to install data transmission information systems to ensure an efficient railway traffic. Last but not least, broad gauge infrastructure subsystems must be included in joint technical specifications for interoperability. For example, if conditions for the mutual recognition of authorizations between EU and third countries are not clarified, freight wagons dedicated to the 1520mm gauge, including those dedicated to operation in the joint freight transport system for exploitation of wagons, should be temporarily withdrawn from the scope of the technical specifications for interoperability. In this way, railway transport losses potential. Signalling and control & command systems also play an important part, since those in the 1520 Area have to be levelled up to those on the 1435 network.
As long as these measures are not implemented, railway traffic, and especially freight traffic, will suffer both significant time waste, mainly at border-crossings, and financial losses, which affect the entire railway transport chain by reducing freight volumes. Trade factors will also gradually give up railway services because delivery delays brings nothing good to the end beneficiary, the customer. Different gauges complicate traffic development and increase costs, hindering economic relationships and the joint development of countries.
“1520-1435” projects
But the network integration on the East-West axis depends on the allocated funds and the well-established policies. For example, the Rail Baltica project (connects Poland to Baltic States and improves connection between Central and East European countries) has created controversies on the gauge topic and has generated discussions on the project financing. The line continues to be built under the 1520mm gauge standards and Lithuania’s network (with a 1520mm gauge) will be connected to the European network.
It is expected that, once operated, the line will generate the growth of freight transport volumes and will vary the transport modes. But the gauge switching problem remains. To that end, specialists have suggested the construction of a parallel 1453-mm gauge line (in Estonia), but the European Commissioner for Transport, Siim Kallas, said that “this alternative cannot be implemented, but EU will financially support the 1435-mm gauge”.
The project of Košice-Bratislava-Vienna line faces the same problem: the two different types of gauges, as the line crosses Slovakia, Ukraine and Austria. But, since the beginning of the elaboration of the project implementation documents, the parties agreed that the line should have a 1520-mm gauge. “The line will help operators avoid the necessity of changing freight trains in railway stations where the 1520 mm area intersects the 1435mm railway network. This will help save costs in freight delivery, as well as end costs in freight transport.”, declared Vladimir Yakunin, RZD President.
The line project was completed by Roland Berger company which also elaborated a report sent to Breitspur Planungsgesellschaft, a joint venture of four equal partners – ÖBB, RZD, UZ and ŽSR, the national railways of Austria, Russia, Ukraine and Slovakia.
“Extension of the 1520 mm broad-gauge network from Košice in Eastern Slovakia to Vienna is technically and legally feasible. By creating a non-interrupted and efficient transport chain from Russia, China and other Asian countries to Central Europe it will offer a new dimension of time-competitive and environmentally sustainable rail transport in Eurasia”, the study said.
The cost of the new railway to be constructed parallel to an existing narrower gauge line is projected to be EUR 6.3 Billion. Another EUR 240 Million will be required for terminals and EUR 130 Million for rolling stock.
The new route could contribute to slice the time to ship high-value goods from Asia to Western Europe to as little as 15 days. Broad-gauge rail can handle heavier goods on each axle and heavier trainloads than narrower gauges, leading to cost savings and more efficient transport.
The study found the broad-gauge extension likely to attract 16 million tonnes of new freight traffic annually by 2050, with a potential upside to 24 million tonnes in a best case scenario. More than 30 countries in Western and Central Europe, Central Asia, Russia and the Far East could benefit economically from the extension.
Share on:
