How did UNESCAP implement the Trans-Asian Railway component of the ALTID project?

The implementation of the Trans-Asian Railway project followed three closely-linked phases, namely: a phase of network identification through four corridor studies (1994-2001), a phase of network operationalization through the implementation of demonstration runs of container block-trains (1997-2005) and a phase of network formalization through the negotiation and finalization of the Inter-governmental Agreement on the Trans-Asian Railway Network (2001-2006).

What were the milestone studies in identifying the Trans-Asian Railway network?

In 1995, a first study placed on the Trans-Asian Railway map 32,500 km of lines in China, Kazakhstan, Mongolia, the Russian Federation and the Korean Peninsula. A year later, another study added 22,600 km of lines in Cambodia, Indonesia, Lao PDR, Malaysia, Myanmar, Singapore, Thailand and Viet Nam. Then, in 1999, the network gained another 22,600 km in Bangladesh, India, Islamic Republic of Iran, Nepal, Pakistan, Sri Lanka and Turkey. Finally, in 2001, the current network expanded into the Caucasus region and Central Asia with another 13,200 km of lines in Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan.

How did the idea to operate the network come into being?

The enthusiasm shared in the conduct of the initial phase fuelled a desire to demonstrate the capabilities of railways to operate international freight corridors and define services matching trade patterns. The growth in the movement of containers within Asia as well as between Asia and its main trading partners provided an ideal potential into which to tap. As a result, between November 2003 and July 2004, a number of railways planned and operated the four following demonstration runs of container block-trains: (i) from the port of Tianjin (China) to Ulaanbaatar (Mongolia), (ii) from the port of Lianyungang (China) to Almaty (Kazakhstan), (iii) from Brest (Belarus) to Ulaanbaatar (Mongolia), and (iv) from the port of Nakhodka (Russian Federation) to Malacewicze (Poland).

What immediate result came out of these runs?

First, the railways clearly established their credentials in organizing fast, safe and reliable movements of time-sensitive cargo over long distances. Second, success was largely due to greater cooperation among railways, a better knowledge by railway managers of international trade patterns arising from globalization, as well as the deployment of new skills inside railway organizations to respond to the industry requirements for efficient transport and logistics services.

What experience have railways gained in the process?

In planning the runs, railway managers have had useful contacts with freight forwarders. These contacts have led to a better understanding of customer’s requirements, and provided valuable insight into service definition and the market environment relating to the international movement of containers. Already, the volumes of containers carried by rail along certain routes of the Trans-Asian Railway have reached higher levels and new international container block-train services have been launched. These services are gaining ever-increasing popularity with shippers.

How will the formalization of the Trans-Asian Railway network through an Intergovernmental Agreement add to this success?

Understandably, railway networks were primarily designed and operated to serve national priorities. While domestic transport development remains important, part of the transport strategy in many countries need to be re-oriented to give greater attention to international traffic. With this in mind, countries opted to define a framework within which they could discuss and plan the future expansion, upgrading and operation of the Trans-Asian Railway network. The Intergovernmental Agreement on the Trans-Asian Railway Network provides such a framework.

What specific purpose does the Agreement serve?

The Intergovernmental Agreement on the Trans-Asian Railway Network and the Intergovernmental Agreement on the Asian Highway Network that entered into force on 4 July 2005, are the major building blocks in the development of the international integrated intermodal transport system which the region needs in order to meet the growing challenges of globalization. The idea was first envisioned by the ministers at the Ministerial Conference on Infrastructure held in the Republic of Korea in November 2001.

At the Ministerial Conference on Transport (Busan, Republic of Korea, 6 to 11 November 2006), the ministers adopted the Busan Declaration on Transport Development in Asia and the Pacific in which they recognized that the full benefits of an international integrated intermodal transport system will not be realized unless the physical infrastructure issues, including road, rail, inland waterways, maritime transport, dry ports, airports, seaports and information and communication technology, as well as the non-physical issues, including multimodal transport operations, customs clearance, and banking and other commercial networks, are addressed comprehensively. By signing the two Agreements, the ministers laid down the initial stone in the construction process.

When will the Intergovernmental Agreement on the Trans-Asian Railway Network come into force?

The Intergovernmental Agreement on the Trans-Asian Railway Network was finalized by senior experts from member countries in Bangkok in November 2005. It was adopted by senior government officials at the 62nd session of the UNESCAP Commission (Jakarta, Indonesia, 6 to 12 April 2006) and signed on 10 November 2006 during the Ministerial Conference on Transport (Busan, Republic of Korea, 6 to 11 November 2006). As per its Article 5, the Agreement will enter into force 90 days after eight States have consented to be bound by it. It is hoped that this will happen during 2007 to coincide with the 60th anniversary of UNESCAP.

Is the Trans-Asian Railway also being developed to meet the mobility requirements of people?

Currently, there is only limited cross-border traffic of passengers along the routes of the Trans-Asian Railway network. Given the distances involved, and following an already emerging pattern in both domestic as well as international travels, it is likely that passengers travelling across the region in future will favour either road or air transport. However, a great number of historical sites are located along the routes of the Trans-Asian Railway and Division by rail offers promising business opportunities.

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