DOCSLIB.ORG

The Silk Railroad the EU-China Rail Connections: Background, Actors, Interests

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Silk Railroad the EU-China Rail Connections: Background, Actors, Interests 72 THE SILK RAILROAD THE EU-CHINA RAIL CONNEctIONS: BACKGROUND, ActORS, INTERESTS Jakub Jakóbowski, Konrad Popławski, Marcin Kaczmarski NUMBER 72 WARSAW FEBRUARY 2018 THE SILK RAILROAD THE EU-CHINA RAIL CONNEctIONS: BACKGROUND, ActORS, INTERESTS Jakub Jakóbowski, Konrad Popławski, Marcin Kaczmarski © Copyright by Ośrodek Studiów Wschodnich im. Marka Karpia / Centre for Eastern Studies CONTENT EDITOR Adam Eberhardt EDITOR Halina Kowalczyk CO-OPERATION Katarzyna Kazimierska, Anna Łabuszewska TRANSLATION Magdalena Klimowicz CO-OPERATION Nicholas Furnival GRAPHIC DESIGN PARA-BucH PHOTOGRAPH ON COVER Rick Wang, shutterstock.com DTP GroupMedia MAPS AND CHARTS Wojciech Mańkowski PUBLISHER Ośrodek Studiów Wschodnich im. Marka Karpia Centre for Eastern Studies ul. Koszykowa 6a, Warsaw, Poland Phone: + 48 /22/ 525 80 00 Fax: + 48 /22/ 525 80 40 osw.waw.pl ISBN 978-83-65827-19-7 Contents THESES /5 I. CHINA’S GOALS IN DEVELOPING RAIL TRANSPORT BetWeeN CHINA AND the EU /17 1. Chinese provinces as the driving force of cooperation /19 2. China’s central government as the new leader of creating connections with Europe /23 II. RAIL CONNectIONS BetWeeN CHINA AND the EU: the PReseNT shAPE AND the PROSPects /27 1. Main challenges to China-EU rail transport /29 2. Carriage organisation and handling – the need for international cooperation /31 III. The DEVELOPmeNT OF CHINA-EU RAIL TRANSPORT CORRIDORS /34 1. The trans-Siberian corridors (via Russia) /38 1.1. Utilisation to date /40 1.2. Hard infrastructure /41 1.3. Soft infrastructure /42 1.4. Stakeholders /43 1.5. The political context /45 2. The trans-Caspian corridors /48 2.1. Utilisation to date /50 2.2. Hard infrastructure /50 2.3. Soft infrastructure /51 2.4. Stakeholders /51 2.5. The political context /52 3. The southern corridors via Turkey /54 3.1. Utilisation so far /56 3.2. Hard infrastructure /56 3.3. Soft infrastructure /57 3.4. Stakeholders /57 3.5. The political context /58 4. A separate sea-land route – the Balkan corridors /60 4.1. Utilisation to date /62 4.2. Hard infrastructure /63 4.3. Soft infrastructure /64 4.4. Stakeholders /64 4.5. The political context /65 IV. The ecONOMIC POteNTIAL OF the CHINA-EU RAIL CONNectION /67 1. Trade exchange – the strengths and weaknesses of rail transport /68 2. Transport of goods by rail – an added value for EU member states /76 3. Location of logistics centres and distribution of added value within the EU /85 4. The trade balance /90 V. MODELS OF BusINess COOPERATION WIth CHINA BAseD ON RAIL CONNectIONS /93 1. Direct connections between factories operated by global companies /93 2. High value goods /96 3. Products with a short life cycle /97 4. Mail/e-commerce /98 5. The export of foodstuffs /100 THESES The role of rail transport in EU-China trade relations • EU-China rail transports have experienced a hundredfold increase since the beginning of the 2010s. From 2011, when the first regular connections were introduced, 6,637 freight trains were launched in both directions, in- cluding 3,673 in the record-breaking 2017 alone. The value of goods shipped by rail in 2016 can be estimated at US$ 22.9 billion, which constituted about 4% of overall EU-China trade. The estimated value of goods transported by train in 2020 may reach US$ 76.5 billion. More than two thirds of trains are run from China to Europe, reflecting the Chinese general trade surplus with the EU. • Most forecasts assume that rail transport can only cover several per cent of the total volume of goods transported from Asia to Europe and vice versa. In 2017 about 200,000 TEU (twenty-foot container equivalent) were shipped by train from China to Europe, while maritime container flow reached 10 million TEU. For example, rail is not a suitable means of transporting raw materials and unprocessed metals, as well as most industrial products. It is much more favourable to use rail to transport mainly high-value goods and capital-intensive goods. As a consequence, when it comes to the share of goods transported by train in the total transport of goods between China and the EU, the market share expressed in values exceeds the market share expressed in volumes. A rail connection may enable China to gain a com- petitive advantage in logistics over its Asian competitors. It is also an op- portunity for Europe to strengthen its position in China, in particular in the luxury goods and premium food market segments. • The biggest advantage of rail transport is the fact that it is a form of trans- porting goods in the middle of the scale between cheap and slow maritime transport and fast and expensive air freight. The time it takes to transport goods from one terminal to another by air is 5-9 days, by rail 15-19 days and by sea 37-50 days. Compared with maritime transport, rail transport is particularly attractive for places located far from sea ports. In many 02/2018 branches of commerce, the speed of market changes is so fast that compa- nies are ready to pay higher rates for transportation than what they usu- ally pay for sea freight just to gain some time. Rail transport may also prove attractive for goods that have so far been dispatched by air, provided that the slightly longer delivery time is acceptable. OSW STUDIES 5 • It is cost-effective to use rail transport for high value goods. The maritime transport of high value goods entails the need to freeze capital for several weeks and generates high costs for companies, in particular those which use external funding. Another example of rail freight is the transport of goods which need to be delivered quickly. Rail transport can also be used to dispatch goods such as electronic devices for which air transport always seemed too expensive but was the only available option. In the case of these goods a slightly longer delivery time (by several days) is acceptable. More- over, the more frequent use of rail transport will generate new trade flows to transport fresh food which needs to be delivered relatively quickly and the transport cost of which cannot be excessively high due to average-level profit margins. China’s role and motivation in developing the rail connections • The development of rail connections between China and Europe has be- come one of the key elements of the New Silk Road initiative announced by China’s President Xi Jinping in 2013. The development of transport cor- ridors is a component of Beijing’s long-term strategy that promotes trade with Central Asia and the EU and stimulates economic development in China’s inner provinces. It also aims to increase the role of Chinese compa- nies in EU-China trade as a whole along the entire value chain (forwarding, transport, logistics infrastructure) and to facilitate China’s economic ex- pansion in these countries. There are plans to build industrial parks along rail routes to attract Chinese investors. This is expected to translate into increased trade, more frequent interpersonal contacts and boosted tour- ism. Moreover, Beijing began to use rail connections with Europe as a dip- lomatic tool. • The local governments of Chinese provinces and cities have become key actors in the development of rail connections between China and the EU. There are both political and economic reasons behind the provinces’ in- volvement in building rail connections. By filling out the vision presented by Xi Jinping with genuine content and by manifesting active support for 02/2018 Beijing’s plans, local government officials are trying to win political sup- port from the central authorities. Rail connections with Europe are also treated as an important element of local economic development strate- gies. The provinces are playing a major role in supporting specific connec- tions through subsidies which were crucial for the market of rail connec- OSW STUDIES tions with Europe to develop to its present size. At the same time, specific 6 provinces compete with each other mainly for attracting trade flows from other parts of China. • Over the last 2-3 years, China’s central government has been actively in- volved in the process of organising transport under the project known as CR Express. Beijing’s main goal is to guarantee more balanced develop- ment of the transport market. The strategy for the development of rail connections with Europe in 2016-2020 assumes, for example, greater co- ordination in the process of organising transport, facilitation of the pro- cess of expanding China’s logistical infrastructure, as well as Beijing’s increased involvement in relationships with foreign partners along the Belt and Road. In the upcoming years, a consolidation of the connections should be expected alongside a reduction in the number of Chinese cit- ies able to service the connections with Europe. Moreover, the introduc- tion of a unified pricing policy and a reduction of subsidies are among the strategy’s key points. • In the operational aspect, the main institution responsible for the imple- mentation of the strategy adopted by Beijing is the Chinese national rail carrier China Railway. In its form, the Organisation Committee for CR Express, established in 2017, led by China Railway and composed of sev- en biggest local connection operators, resembles a cartel in that it aims to limit competition between transport companies controlled by local govern- ments. In Beijing’s view, this competition is harmful. Main stakeholders • The launch of a specific route requires a wide-ranging consensus among all the states located along this route. Within these states it requires joint action by a number of institutions and companies that are important for the process. Chinese intermodal operators, which coordinate the transport of goods across specific states, are involved in organising a specific train connection.
Load more

Recommended publications
  • Making Rail Accessible: Helping Older and Disabled Customers
    TfL Rail Making rail accessible: Helping older and disabled customers May 2016 MAYOR OF LONDON Contents Our commitment to you page 3 Commitments page 5 Assistance for passengers page 6 Alternative accessible transport page 9 Passenger information page 10 Fares and tickets page 12 At the station page 16 On the train page 17 Making connections page 19 Accessible onward transport page 20 Disruption to facilities and services page 21 Contact us page 23 Station accessibility information page 24 Contact information back page 2 Our commitment to you TfL Rail is managed by Transport for London (TfL) and operated by MTR Crossrail. We operate rail services between Liverpool Street and Shenfield. At TfL Rail, we are committed to providing you with a safe, reliable and friendly service. We want to make sure that you can use our services safely and in comfort. 3 Our commitment to you (continued) We recognise that our passengers may have different requirements when they travel with us and we are committed to making your journey as easy as possible. This applies not only to wheelchair users, but also: • Passengers with visual or auditory impairment or learning disabilities • Passengers whose mobility is impaired through arthritis or other temporary or long term conditions • Older people • Passengers accompanying disabled children in pushchairs • Disabled passengers requiring assistance with luggage We welcome your feedback on the service we provide and any suggestions you may have for improvements. Our contact details are shown on the back page of this
    [Show full text]
  • REVENUE Revenue Use from Transport Pricing Deliverable 3
    REVENUE Revenue Use from Transport Pricing Contract: GMA2-2001-52011 Funded by European Commission – DG TREN Fifth Framework Programme Competitive and Sustainable Growth Programme Key Action 2 – Sustainable Mobility and Intermodality Deliverable 3 Case Studies Specification Version 2.0 Date: 9th March 2005 Authors: S. Suter and U. Springer (ECOPLAN), A. de Palma and R. Lindsey (adpC), S. van der Loo (KULeuven), A. Ricci and P. Fagiani (ISIS), P. Moilanen (STRAFICA), M. van der Hoofd and M. Carmona (TIS), J. Baker (TTR) with contributions from partners Project co-ordinator: ISIS (Italy) Partners: ISIS (It), ADPC (Be), CERAS (Fr), DIW (De), ECOPLAN (Ch), INFRAS (Ch), ITS (UK), IWW (De), KULeuven (Be), LETS (Fr), NEA (Nl), PW (Pl), STRAFICA (Fi), TIS (Pt), TOI (No), TTR (UK) REVENUE D3 CASE STUDIES SPECIFICATION Revenue Use from Transport Pricing Deliverable 3: Case Studies Specification Date: 9th March 2005 Authors: S. Suter and U. Springer (ECOPLAN), A. de Palma and R. Lindsey (adpC), S. van der Loo (KULeuven), A. Ricci and P. Fagiani (ISIS), P. Moilanen (STRAFICA), M. van der Hoofd and M. Carmona (TIS), J. Baker (TTR) This document should be referenced as: S. Suter, U. Springer, A. de Palma, R. Lindsey, S. van der Loo, A. Ricci, P. Fagiani, P. Moilanen, M. van der Hoofd, M. Carmona and J. Baker, (2004), Case Studies Specification, REVENUE Project Deliverable 3. Funded by 5th Framework RTD Programme, ISIS, Rome, 9th March 2005 PROJECT INFORMATION Contract: GMA2-2001-52011 Website: http://www.revenue-eu.org/ Commissioned by: European Commission
    [Show full text]
  • Railway Car Building
    Ukraine Kyiv Area: 603 549 sq. km Population: 41 million Kremenchuk Capital: Kyiv Kremenchuk, Poltava region Population: 230 000 Distance from Kyiv: 350 km HISTORY 1869 - Establishing of railway “Kryukovsky wagons and steam locomotives maintenance workshop”; 1930 – Renaming to “Kryukovsky railway car building works”. Beginning of freight cars manufacturing 1969 - Arrangement of wheel sets production line for Export orders under international standards; Beginning of export deliveries of freight cars and its components; 1989 - Trade mark of the company was designed and approved; 1993 - Establishing of JSC “Kryukovsky railway car building works”. 2001 – First Ukrainian passenger coach mod. 61-779 was born; 2002 - Escalators development and beginning its manufacturing; 2003 – New generation pass. Coach mod. 61-788 for Ukrainian Railways; 2007 – Bogies for pass. coaches and metro cars mod. 68-7007, 68-7012, 68-797; 2009 – Metro cars mod. 81-7021, 81-7022; 2013 – First Ukrainian high-speed dual system EMU “TARPAN”. 2014 -2015 – Modernization of Kyiv metro cars mod. 81-7080, 81-7081; 2015 – Putting into operation of first Ukrainian DMU – DPKr-2 2018 - Joint project with GE – assembly 30 units of diesel locomotives; 2019 - Putting into operation of new DMU generation – DPKr-3 2020 - 2021- Freight cars for EU countries …. General facts and figures since 1930: around 525,000 freight cars since 2001: more than 700 passenger cars metro cars DMU & EMU high-speed intercity trains Total area of 1000 000 sq. meters / 6000 employees; Capacities (per year): - freight cars - up to 12,000 units; - passenger vehicles, including passenger coaches, metro cars, EMU, DMU - up to 300 units; - tunnel escalators with a rise height up to 65 m - 15 units; - Wheel sets and bogies for freight cars and passenger coaches, motor bogies; - metal structures up to 10,000 t; - general machine building products.
    [Show full text]
  • Surface Access Integrated Ticketing Report May 2018 1
    SURFACE ACCESS INTEGRATED TICKETING REPORT MAY 2018 1. Contents 1. Executive Summary 3 1.1. Introduction 3 1.2. Methodology 3 1.3. Current Practice 4 1.4. Appetite and Desire 5 1.5. Barriers 5 1.6. Conclusions 6 2. Introduction 7 3. Methodology 8 4. Current Practice 9 4.1. Current Practice within the Aviation Sector in the UK 11 4.2. Experience from Other Modes in the UK 15 4.3. International Comparisons 20 5. Appetite and Desire 25 5.1. Industry Appetite Findings 25 5.2. Passenger Appetite Findings 26 5.3. Passenger Appetite Summary 30 6. Barriers 31 6.1. Commercial 32 6.2. Technological 33 6.3. Regulatory 34 6.4. Awareness 35 6.5. Cultural/Behavioural 36 7. Conclusions 37 8. Appendix 1 – About the Authors 39 9. Appendix 2 – Bibliography 40 10. Appendix 3 – Distribution & Integration Methods 43 PAGE 2 1. Executive Summary 1.1. Introduction This report examines air-to-surface access integrated ticketing in support of one of the Department for Transport’s (DfT) six policy objectives in the proposed new avia- tion strategy – “Helping the aviation industry work for its customers”. Integrated Ticketing is defined as the incorporation of one ticket that includes sur- face access to/from an airport and the airplane ticket itself using one transaction. Integrated ticketing may consider surface access journeys both to the origin airport and from the destination airport. We recognise that some of the methods of inte- grated ticketing might not be truly integrated (such as selling rail or coach tickets on board the flight), but such examples were included in the report to reflect that these exist and that the customer experience in purchasing is relatively seamless.
    [Show full text]
  • Route Assessment for Multi-Combination Vehicles (MCV) and Performance Based Standards (PBS) Vehicles in Queensland
    Guideline Route Assessment for Multi-Combination Vehicles (MCV) and Performance Based Standards (PBS) Vehicles in Queensland June 2021 Copyright © The State of Queensland (Department of Transport and Main Roads) 2021. Licence This work is licensed by the State of Queensland (Department of Transport and Main Roads) under a Creative Commons Attribution (CC BY) 4.0 International licence. CC BY licence summary statement In essence, you are free to copy, communicate and adapt this work, as long as you attribute the work to the State of Queensland (Department of Transport and Main Roads). To view a copy of this licence, visit: https://creativecommons.org/licenses/by/4.0/ Translating and interpreting assistance The Queensland Government is committed to providing accessible services to Queenslanders from all cultural and linguistic backgrounds. If you have difficulty understanding this publication and need a translator, please call the Translating and Interpreting Service (TIS National) on 13 14 50 and ask them to telephone the Queensland Department of Transport and Main Roads on 13 74 68. Disclaimer While every care has been taken in preparing this publication, the State of Queensland accepts no responsibility for decisions or actions taken as a result of any data, information, statement or advice, expressed or implied, contained within. To the best of our knowledge, the content was correct at the time of publishing. Feedback Please send your feedback regarding this document to: [email protected] Guideline, Transport and Main Roads,
    [Show full text]
  • The New Silk Road “China – Europe Landbridge”
    THE NEW SILK ROAD “CHINA – EUROPE LANDBRIDGE” David Brice International Railway Consultant PAST PRESENT AND FUTURE Rail links have operated between China and Europe since 1916 There has been massive trade growth between China and Europe over the past 20 years The trade is dominated by shipping Only 2% of this trade is moved by land Ambition exists to triple rail traffic over the next 20 years The Present Routes • Trans Siberian route • Trans Kazakhstan route The Present Routes Trans Siberian Route • Completed in 1916 • Distance to Polish Border 9288 km • Countries transited to Europe: Mongolia / Russia / Belarus / Poland / Germany • Double track and electrified beyond Mongolia • Route currently full but Russians now spending $43bn to increase capacity Trans Kazakhstan Route • Completed in 1994 • Distance: 10 214 km to Hamburg • Countries transited to Europe: Kazakhstan / Russia / Belorus / Poland / Germany • Eastern Section: currently single track with diesel power: remainder double track and electrified Current Strategic Partners operating throughout services United Transport & Logistics Co (Russia/Kazakhstan/Belarus) Hewlett Packard DB Schenker DHL Global Forwarding UPS Political Aspects • Countries transited • Recent political changes • Current contingent risks China – Asia Rapid Build-Up of Rail Routes • Build-up of new rail routes between China and Asia • Druzba route: opened in 1994 • Zhetigen-Korgas route: opened in 2013 • Uzbek-Caspian route: planning in hand • Kashgar-Dushanbe-Afghan-Turkey: in perspective • Marmaray
    [Show full text]
  • Study on Border Crossing Practices in International Railway Transport
    STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • Hampton Court to Berrylands / Oct 2015
    Crossrail 2 factsheet: Services between Berrylands and Hampton Court New Crossrail 2 services are proposed to serve all stations between Berrylands and Hampton Court, with 4 trains per hour in each direction operating directly to, and across central London. What is Crossrail 2? Crossrail 2 in this area Crossrail 2 is a proposed new railway serving London and the wider South East that could be open by 2030. It would connect the existing National Rail networks in Surrey and Hertfordshire with trains running through a new tunnel from Wimbledon to Tottenham Hale and New Southgate. Crossrail 2 will connect directly with National Rail, London Underground, London Overground, Crossrail 1, High Speed 1 international and domestic and High Speed 2 services, meaning passengers will be one change away from over 800 destinations nationwide. Why do we need Crossrail 2? The South West Main Line is one of the busiest and most congested routes in the country. It already faces capacity constraints and demand for National Rail services into Waterloo is forecast to increase by at least 40% by 2043. This means the severe crowding on the network will nearly double, and would likely lead to passengers being unable to board trains at some stations. Crossrail 2 provides a solution. It would free up space on the railway helping to reduce congestion, and would enable us to run more local services to central London that bypass the most congested stations. Transport improvements already underway will help offset the pressure in the short term. But we need Crossrail 2 to cope with longer term growth.
    [Show full text]
  • Activity Report
    The Voice of European Railways ACTIVITY REPORT 2019 There is a deep sense of pride among the rail information but also train driving, rolling stock, community as we see the technology we operate infrastructure assets and traffic management will all every day being the most effective answer to the be heavily impacted. The entire rail system will be challenges global mobility is facing at present. radically transformed, the way we do business, the way we accompany our passengers and the way Beyond policymakers’ inner circles, an ever wider we take care of the goods we transport every step cohort of citizens is vocally requesting that efficient of the way throughout their journeys. A seamless mobility solutions be provided at reasonable prices cooperation with other modes of transport will be Foreword while respecting the highest standards in terms of one of the many positive spill-overs of this revolution. safety and sustainability. Commuters need to be able to travel quickly between regional peripheries and Safety, sustainability, quality: three words that urban hubs. Long-distance travellers must be allowed describe what we have to offer to EU policymakers, CRISTER to hop between city centres. Goods should reach and for which we ask their support. Three words transcontinental destinations on the most safe and that are a somewhat brief description of the solution FRITZSON secure means of transport available on the market. that is at hand, and yet still needs to be treated fairly, CER Chair respected, promoted. As a result, every day more customers – both individual travellers and logistics operators - start to Now write down this date (we certainly did): by actively choose rail over other modes of transport.
    [Show full text]
  • TOLL TMS WEST Transporting Dangerous Goods
    TOLL TMS WEST Transporting Dangerous Goods TMS West Tom Freeman – Regional Manager (TransSafe Presentation August 2017) 1 The Supply Chain ° The importance of feeding the mines sites with explosive products is critical to WA’s viability ° The dangerous goods which we transport are governed by the Dangerous Goods Act and its regulations – applied by Department of Mines Industry Regulation and Safety (DMIRS) ° TMS is responsible for moving 80% of the Ammonium Nitrate by road (ex CSBP) to supply the mining industry of WA TMS West Tom Freeman – Regional Manager (TransSafe Presentation August 2017) 2 Operating Fleet and Personnel TGL Mining West currently operates 94 vehicles in regional WA, ranging from quad road trains to single trailer movements transporting various forms of Ammonium Nitrate and Cyanide. These vehicles pick-up and deliver based on customer requirements and forecasts. TGL Mining West has the ability to deliver ANsol, Emulsion, Cyanide, Bagged and Bulk Ammonium Nitrate. Fleet Personnel ° 11 x AB Triple Belly Dumper Sets ° 108 x Drivers ° 4 x Quad Belly Dumper Sets ° 19 x Operational/Admin Staff ° 26 x AB Triple End Tipper Sets ° 34 x TGOS Equipment Staff ° 7 x Pocket Road Train ANsol Tanker Sets ° 3 x Pocket Road Train ANE Tanker Sets ° 2 x Quad Road Train ANE Tanker Sets ° 10 x Triple Road Train ANE Tanker Sets ° 2 x AB Triple Road Train ANE Tanker Sets ° 4 x Quad Road Train Flat Top Sets ° 6 x Pocket Road Train Flat Top Set ° 7 x Block Trucks (incl 2 at Tom Price) ° 13 x Sub Contractor Vehicles ° 5 x Pocket Road Train Skel
    [Show full text]
  • The Silk Railroad. the EU-China Rail Connections
    72 THE SILK RAILROAD THE EU-CHINA RAIL CONNEctIONS: BACKGROUND, ActORS, INTERESTS Jakub Jakóbowski, Konrad Popławski, Marcin Kaczmarski NUMBER 72 WARSAW FEBRUARY 2018 THE SILK RAILROAD THE EU-CHINA RAIL CONNEctIONS: BACKGROUND, ActORS, INTERESTS Jakub Jakóbowski, Konrad Popławski, Marcin Kaczmarski © Copyright by Ośrodek Studiów Wschodnich im. Marka Karpia / Centre for Eastern Studies CONTENT EDITOR Mateusz Gniazdowski EDITOR Halina Kowalczyk CO-OPERATION Katarzyna Kazimierska, Anna Łabuszewska TRANSLATION Magdalena Klimowicz CO-OPERATION Nicholas Furnival GRAPHIC DESIGN PARA-BUCH PHOTOGRAPH ON COVER Rick Wang, shutterstock.com DTP GroupMedia MAPS AND CHARTS Wojciech Mańkowski PUBLISHER Ośrodek Studiów Wschodnich im. Marka Karpia Centre for Eastern Studies ul. Koszykowa 6a, Warsaw, Poland Phone: + 48 /22/ 525 80 00 Fax: + 48 /22/ 525 80 40 osw.waw.pl ISBN 978-83-65827-19-7 Contents THESES /5 I. CHINA’S GOALS IN DEVELOPING RAIL TRANSPORT BetWeeN CHINA AND the EU /17 1. Chinese provinces as the driving force of cooperation /19 2. China’s central government as the new leader of creating connections with Europe /23 II. RAIL CONNectIONS BetWeeN CHINA AND the EU: the PReseNT shAPE AND the PROSPects /27 1. Main challenges to China-EU rail transport /29 2. Carriage organisation and handling – the need for international cooperation /31 III. The DEVELOPmeNT OF CHINA-EU RAIL TRANSPORT CORRIDORS /34 1. The trans-Siberian corridors (via Russia) /38 1.1. Utilisation to date /40 1.2. Hard infrastructure /41 1.3. Soft infrastructure /42 1.4. Stakeholders /43 1.5. The political context /45 2. The trans-Caspian corridors /48 2.1. Utilisation to date /50 2.2.
    [Show full text]
  • Sustainability— What Matters?
    sustainability — what matters? published by Governance & Accountability Institute, Inc. 845 Third Avenue, Suite 644 New York, New York 10022 646.430.8230 [email protected] www.ga-institute.com sustainability — what matters? 2014 | published by Governance & Accountability Institute, Inc. 845 Third Avenue, Suite 644 New York, New York 10022 646.430.8230 [email protected] www.ga-institute.com authors and architects Hank Boerner — Chairman, Chief Strategist and Co-Founder Governance & Accountability Institute, Inc. Louis D. Coppola — Executive Vice President and Co-Founder Governance & Accountability Institute, Inc. primary researchers Laura Ana Jardieanu Santiago Viteri Table of sustainability — what matters? Contents OVERVIEW page 1 Most Material | Least Material In Reporters' Views 2 Background | Sustainability Reporting Trends 3 Materiality 4 Timing 5 Methodology 6 • Scoring 6 • Sectors 7 • Sector Scoring 8 • Sector Difference Scores 8 • Additional Categories and Aspect Ranks 9 And Now The Results | Top 10 / Bottom 10 9 SECTORS Agriculture 10 Automotive 15 Aviation 20 Chemicals 25 Commercial Services 30 Computers 35 Conglomerates 40 Construction 45 Construction Materials 50 Consumer Durables 55 Energy 60 Energy Utilities 65 Equipment 70 Financial Services 75 Food and Beverage 80 Forest and Paper 85 Healthcare Products 90 Healthcare Services 95 Household and Personal Products 100 Logistics 105 Media 110 Metals Products 115 Mining 120 Public Agency 125 Sustainability – What Matters? | Governance & Accountability Institute, Inc.
    [Show full text]