ANNEX 7.1:
The updated Work Plan
ANNEX 7.2:
The updated Resource Schedule
ANNEX 7.3:
Statistical analyses and estimation techniques used for economic, social and environmental context of TACIS / CART project
Central Asian Railways Telecommunications Progress Report Annex 7.3
ANNEX 7.3
7.3.1 STATISTICAL ANALYSES AND ESTIMATION TECHNIQUES USED FOR ECONOMIC, SOCIAL AND ENVIRONMENTAL CONTEXT OF TACIS / CART PROJECT
In section A.1.1 and elsewhere in this Report we have a correlation between the “SILK ROUTE REPUBLICS’ GDP RATES” and their “SHARE OF INTERNATIONAL TRADE”. In the analysis we used rates and shares instead of actual absolute values data. The technique used is quite common and, actually, beneficial for analysts and users alike. In many statistical analyses of socio-economic, economic and social phenomena we don’t always have all the data we need in absolute, real-life values. In fact, many absolute-value data are sometimes very hard to come by. Many are either missing or have a huge error in them. The errors are not the random ones, i.e. ones with zero-sum and such that every standard parametric statistical technique can massage without problems. We are talking here about errors due to shortcomings of the statistical reporting, collecting, evaluation and definition. The missing data and information just compound the analytical tasks.
Some, sometimes most of the, deficiencies of data-bases (i.e. erroneous or missing data) can be alleviated by several known techniques and procedures. Here, we shall list just some most useful ways of qualitative upgrading of the suspect data. For in-depth discussion see, for instance (M.Karasek, Socio-Economic Modelling and Forecasting in Developing Countries, The Book Guild Limited, Lewes, England, 1988, pp. 17-54), or (L.Moore, Forecasting the Yield…., A.M.Kelley, New York 1967). Our data-improvement technique should always start with “other information”. If we know the events that cause our unknown or suspect data and can assess the trend of these “causal (or explanatory) events”, there is a good chance we can assess also the trend of the unknown or suspect “effects”. Typical example concerns not very well reported data (that were probably deemed politically volatile) of Saudi Arabia GNP. However, it is well known that Saudi GNP is a function of “Oil Sales” and “Price per Barrel”, both of which are well reported in international publications. Hence, the problem of substantial improvement of GNP data was easily sold. Another technique of data- upgrading is the transformation of the absolute data into “growth rates”. There, the trends are much easier to spot and interpolation technique is therefore much easier to apply. Also in the time-series of “growth rates” (or “relative percentage differences”) the missing or suspect data can be easily upgraded by substituting with “instrumental variables” or “proxies”. An example of “proxy” is, for instance, as follows. Assume two adjacent countries and one of them wants to know the rate of change in number of tourist travelling by car from the other country. Problem may be that, because of visa-free entry, the number of tourists is not available. What is available, however, is the number of cars passing the border. Hence, we can use the “number of passenger cars per time-period” as proxy for “number of tourists per the same period” and build the growth trend on that. Granted, the assumption of uniform number of people per car is implicitly used but, in the large number cases, it tends to give reasonably precise growth trend, if not necessarily in precise absolute numbers.
Going back to the original problem of economic analysis in section 1.1. we have postulate a high significance of causality between the two functional elements, “INTERNATIONAL TRADE” and “GDP”, which we denote
(7.3.1) GDP = function (INT. TRADE)
In a statistical test for a significant positive correlation between the “GROWTH in real GDP” (ARRAY Y in TABLE 7.3.1) and the “SHARE OF TRADE WITH NON-TRANSITION COUNTRIES” (ARRAY X in TABLE 7.3.1) there was, indeed, found high significance at probability level P = 0.05.
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TABLE 7.3.1
SHARE X GROWTH Y 61 16 64.2 9.6 56.7 3.7 28.2 1.7 53.5 4.1 23.6 3.7 72.6 5 38.8 2.5 47.4 4.4 38.8 -5.2 47.3 1.9 56.9 5.1 58.5 5.1
Y = - 4.3 + 0. 17 X Y = 0. 14 X PEARSON CORRELATION COEFFICIENT = 0.54 Significant at 0.05 Probability Level
NOTE: The Pearson correlation coefficient is usually used for non-parametric statistics. These are the cases where the errors in variables are not randomly distributed, which perhaps involves over 80 percents of all data-series from all the spheres of technical, social, and economic life on this planet.
7.3.2 SOME OTHER ESTIMATION TECHNIQUES BASED ON SMALL SAMPLES
Assume that we have no technical data on an important railway line in any of the Central Asian republics. These technical data are absolutely essential for preparing studies on optimum regional compatibility of telecommunication and signalling equipment and protocols to speed-up of the regional and international railway transit system and substantially increase its capacity well into the 21st century. Assume also that we have a small sample of the required data for the investigated railway. A sample that covers, perhaps, 10 percents of the length of the line we want to map. Let us denote the whole railway line or network, we want to map in so far the technical equipment, procedures etc. …… RL and the known content of the information from the sample (of the line)……SL.
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Consider possibilities:
(1) If the sample SL is in all major operational, technical, technological and procedural criteria identical to RL then the problem is simple. Correcting for the number of main stations and other important crossings and loops, we consider the sample SL to be a typical sub-interval of the whole network RL. Then we can use a simple multiplier to estimate the whole RL. The principle here is the same as in a standard survey technique.
(2) Sample SL is not a typical sub-interval. It contains, however, all the segments (of various technical, technologic and operational specifications) the investigated line (or network) RL consists of. Then, we have to use a multidimensional qualitative multiplier that would capture individual segments of the investigated net. The final estimated picture emerges by setting together all the pieces of the mosaic. This technique is not as straightforward and simple as the first one. With the help of railway transportation experts it should lead to reasonably precise estimate all the same. Example: Assume that each station on the line for which we don’t have any other technical information is known. Assume also that the standard equipment of every station of certain size and importance is known. Then pairing the similarly sized stations and summing them up gives us the first iteration of the estimates and a piece of the mosaic.
Two theorems on fitting averages of the parts of the whole picture into the average of the whole picture (no matter if the “whole” consists of mosaic like pieces or their multiplication) is listed below. It should make the relationship between SL (an average of the part in the first case and an average multiplier in the second case) and RL (and average of the “whole” no matter how built) clearer.
THEOREM 7.3.1:
E (x1 + x2 +……xn) = E (x1) + E (x2) +…….E (xn) or
E (a1x1 + a2x2 + …..anxn) = a1E (x1) + a2E (x2)……. anE (xn)
THEOREM 7.3.2:
E (x1x2. ……..xn) = E(x1) E(x2)………E(xn) (xi …..independent)
Bibliography: Rektorys, K., Survey of Applicable Mathematics, 1969 ILIFFE BOOKS Ltd. London,pp. 1036-1037
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ANNEX 7.4:
Decision making methodology for the TACIS / CART project
Central Asian Railways Telecommunications Progress Report Annex 7.4
ANNEX 7.4 – DECISION-MAKING METHODOLOGY FOR THE CART / TACIS PROJECT
7.4.1 FORMULAS, THEOREMS & AXIOMS USED IN ECONOMIC & TECHNICAL ANALYSES
DEFINITION 7.4.1: Let us graphically express two real numbers a, b, (i.e. positive, negative, rational, and irrational and also zero) as the points on the X-axis (see EXHIBIT 7.4.1)
b a ______|_____|__|___|_____|_____|_____|____|_|______-3 -2 -1 0 1 2 3
EXHIBIT 7.4.1
Then we say that a > b (or b < a) when and only when the point a lies on the right-hand side (RHS) of the point b.
DEFINITION 7.4.2: Let a and b be two arbitrary real numbers (on the X-axis). Then a > b ( or b < a) when and only when the number {a - b} is a positive number. With any two real numbers, a and b, the two operations + and . each associate unique real numbers, denoted by a + b and a . b, respectively, in such a way that, if a, b, c, etc. are real numbers, the following axioms hold:
AXIOM 7.4.1 (of Archimedes): Between any two real numbers, there is a rational number
AXIOM 7.4.2: If a and b are the arbitrary real numbers, only one of the following relations holds: a = b , a > b , b > a
THEOREM 7.4.1: If a > b and b > c , then a > c. Proof: to be found in [1: Chapter II, par.2]
THEOREM 7.4.2: If a > b and c > 0 (i.e. c lies on the RHS of zero on X-axis), then a . c > b . c Proof: in [1: Chapter II, par. 4]
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THEOREM 7.4.3: If a > b > 0 and c > d > 0 , then a . c > b . d Proof: in [1: Chapter II, par. 6, (2.3) - (2.8)]
THEOREM 7.4.4: If a > b > 0 and c > d > 0 , then a / d > b / c. For a = b = 1, we have 1 / d 1 / c Proof: in [1: Chapter II, par. 7]
THEOREM 7.4.5: Arithmetic mean of the arbitrary non-negative numbers a1, a2, ...... an is not smaller than their geometric mean, i.e. n ______(a1 + a2 + ..... + an) / n ≥ |/ a1 . a2 ...... an
Proof: in [1: Chapter IV, par. 2,(4.20) - (4.29)]
COROLLARY: Even though the equality in THEOREM 7.4.5 comes about for a1 = a2 ...... = an only, we can generally approximate RHS of THEOREM 7.4.5 by its LHS.
7.4.2 SCHEME OF CALIBRATING-THE-FACTOR-SCALES - EXAMPLE
ASSESSING THE GIVEN FACTOR'S UNIVERSAL SCORE FUNCTION: Universal Score Function (USF) helps to convert different dimensions (scales) of data needed for our decision-problem into one dimensionless scale. We can assess these data on different intervals, not necessarily just equidistant. Shackle [1967;p.66] describes the aim of any reasonable decision-making method as: "....Rather than minimize our losses, is it not more reasonable to fix for them some maximum tolerable numerical size, to avoid any action-scheme which would bring losses larger than this within the range of possible or 'too- possible' outcomes, and subject to this constraint to choose that action0scheme which brings within the range of possible or 'sufficiently possible' outcomes, as high a positive success as we can find..." Translating the above quotation into plain language, the paragraph in effect introduces the following scheme of assessing a factor's USF: (1) Obtain as much information as you can about the factor's dimension-scale so that your concept of "worth" --- where "worth" is defined e.g. by Miller [1970;p.12]:"...The general concept of 'worth' is defined as conscious perception held by individual relating to his underlying feeling of preference, aversion and indifference. This includes not only direct awareness of the feelings themselves, but also the entire range of cognitive elements supporting such feelings. Conscious rationalizations, justifications, and explanations would all be included within the broad meaning of 'worth' ...." ----- could be fully represented.
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(2) Set the lower and upper limits (or extremes) of the range of the worth of that particular factor upon the linear continuum that models (or represents) the appropriate dimension-scale. These extremes (limits) can be easily interpreted as the borderline-to-maximum of EXCELLENCE for the verbal scoring in EXHIBIT 7.4.2 and the borderline of WORTHLESSNESS. Graphical interpretation is shown in EXHIBIT 7.4.2.
WORTHLESS EXCELLENT ______|______|______|___ factor's dimension scale
EXHIBIT 7.4.2
(3) Try to establish such points on the observed dimension-scale that lie on the border of two neighbouring levels of the verbal interpretation (i.e. “poor” – “”fair”, “fair” – “good”) in EXHIBIT 7.4.3. In another word, whenever there is a breaking point -- that we shall call a node -- on the linear continuum which (in our fixed world of priorities and values) would divide two successive verbal qualities of the table in EXHIBIT 7.4.3; such as EXCELLENT vs. GOOD, GOOD vs. FAIR, etc., mark this tentative spot on the dimension scale. The process of allocating of these nodes is then called : calibrating-the-factor-scale and some graphical examples of calibrated scales are shown in EXHIBIT 7.4.3 with the cases of equidistant calibrating (in example (a)) and two uneven calibrated scales (in examples (b) and (c)).
(a) WORTHLESS BAD POOR FAIR GOOD EXCELLENT _____|______|______|______|______|______|______
(b) WORTHLESS BAD POOR FAIR GOOD E X C E L L E N T
______|_____|______|______|______|______|______
(c) WORTHLESS BAD POOR FAIR GOOD EXCELLENT
______|______|______|______|______|______|______
EXHIBIT 7.4.3
(4) Place all real data on this particular factor (pertinent to all considered alternatives) upon the calibrated scale and, finally, use the conversion table, presented later in the text (or any other similar and/or better one) to obtain the factor's USF for each alternative.
7.4.3 EXAMPLE OF RANKING A FACTOR
Suppose we have a classical rank-relative (ordinal) factor, say, "interest-in-the-job". It is so vague and, at the same time, so complex that there is seemingly no chance at all of making a decent dimension- scale out of it.
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On the other hand, there has to be a scale of sorts in order to establish the two limits introduced in EXHIBIT 7.4.2 (i.e. WORTHLESS, EXCELLENT). The best bet would be to invoke some sort of preference scheme combined with the basics of lexicographical ordering discussed e.g. in [ 2: pp.51- 67]. Suppose now, that the qualities (or preferences, etc.) we are seeking in the job so that it becomes "interesting" for us, rank as follows: responsibility and appropriate reward (RR) decent sort of bosses (B) management training and promotions (MP) friendly office atmosphere (A) business trips and conventions (T) favourable working hours (W).
Now, when all of these qualities or preferences are fully present and developed (which we shall denote by +), then the upper limit, i.e. the maximum or the EXCELLENCE point on the interest-in-the-job scale, is thus established. Their void, on the other hand (which we shall denote by -), constitutes the lower extreme, i.e. the WORTHLESS point, on the scale. Thus we can set the limits of the factor " interest-in-the-job" on its dimension scale in the way seen in EXHIBIT 7.4.4.
WORTHLESS EXCELLENT ______|______|______
RR - RR + B - B + MP - MP + W - W + A - A + T - T +
EXHIBIT 7.4.4
Now, to calibrate this scale, i.e. to establish with reasonable relevancy the four 'in-between-the extremes' nodes, we have to rank the above qualities (or preferences) first. Then we shall use the lexicographical ordering scheme to arrive at some reasonable nodes. Let us assume that a possible ranking of decreasing sequence of these qualities (preferences) might be
(7.4.1) MP > RR > W > A > B > T.
Then, we claim if the element T in sequence (7.4.1) disappears --- meaning that instead of what we denoted as T+ in the column in EXHIBIT 7.4.4 will become T- now --- it still should not constitute any serious qualitative change in our world of values and preferences. It is because T, standing for "business trips and conventions", does not have any serious bearing on the change of our inclination (or aversion) towards any job. In other words, the void of the element T can hardly land a node in there. Different situation will arise for another element B --- next to T when we go from the lowest priority up, where B might be reasonably well defined by a fair, approachable and intelligent boss -- joins disappearing act with T. Then both these casualties together might induce us to put down a node between EXCELLENT and GOOD on the "interest-in-job" scale. Thus, we have the first node established and the dimension scale looks like the one in EXHIBIT 7.4.5:
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WORTHLESS EXCELLENT ______|______|______|______
MP - MP + MP + RR - RR + RR + W - W + W + A - A + A + B - B + B + T - T + T +
EXHIBIT 7.4.5
Then, another benchmark could be, perhaps, obtained by dropping the element "friendly office atmosphere" A. This element, after all, accounts for a surrounding in which one is forced to depend at least half of one's adult life. It is quite possible that a lot of people would rank this particular element much higher, i.e. to the left of the sequence (7.4.1), than we did. Whatever system of preferences we assume, dropping of element A from the system contributing to overall palatability (not to say enjoyment) of a certain job should mark another node as it is shown in EXHIBIT 7.4.6.
WORTHLESS GOOD EXCELLENT _|______|______|______|______
MP - MP + MP + MP + RR - RR + RR + RR + W - W + W + W + A - A - A + A + B - B - B - B - T - T - T - T -
EXHIBIT 7.4.6
Finally, the last two nodes to be allocated upon the dimension-scale could be obtained by eliminating successively the next higher priority elements, as seen in EXHIBIT 7.4.7
WORTHLESS BAD POOR FAIR GOOD EXCELLENT __|______|______|______|______|______|______
MP - MP + MP + MP + MP + MP + RR - RR - RR + RR + RR + RR + W - W - W - W + W + W + A - A - A - A - A + A + B - B - B - B - B - B + T - T - T - T - T - T +
EXHIBIT 7.4.7
SCORE INTERPRETATION ______1.0 EXCELLENT 0.8 GOOD 0.6 FAIR 0.4 POOR 0.2 BAD 0.0 WORTHLESS ______Conversion Table for the phenomenon “WORTH”
EXHIBIT 7.4.8
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To transform or converse the level of importance we use another conversion table; see lit. [ 5: pp.117 – 182 ]. We present it in the next EXHIBIT 7.4.9:
WEIGHTS w j LEVEL OF IMPORTANCE ______1.0 EXTREMELY IMPORTANT 0.9 HIGHLY IMPORTANT 0.8 VERY IMPORTANT 0.7 IMPORTANT 0.6 FAIRLY IMPORTANT 0.5 PROBABLY IMPORTANT 0.4 OF SOME IMPORTANCE 0.3 OF LITTLE IMPORTANCE 0.2 OF VERY LITTLE IMPORTANCE 0.1 UNIMPORTANT 0.0 NO IMPORTANCE WHATSOEVER ______
Conversion Table for the Factor “Importance”
EXHIBIT 7.4.9
7.4.4 EXAMPLE OF DECISION-MAKING ON CART/TACIS PROJECT ALTERNATIVES
Factor-Tree, Weight-Tree and Factor Utility Assessment
We shall start with the objective. The objective, simply put, is to improve and speed-up the transit railway traffic through the five republic along the TRACECA CORRIDOR and in the individual Central Asian republics. That means to chose alternative that will assure unified, reliable and easily maintainable telecommunication and signalling system throughout the Region and such that will provide problem-free functioning at greatly increased capacity requirements well into the 21st century. And all of that for a reasonable cost (see [ 6 ]). Among the, vastly simplified, INPUT FACTORS we have the usual ones : F 1 "total cost of the project" , and F 2 "quality factors denoting accrued cost of repairs". OUTPUT FACTORS are: F 3 "convenience to individual users (railways)" and F 4 “ utility to the Central Asia railway transit system” (i.e. uniform technology and protocols; smoothing the frequent border-crossing on some lines, etc.), while other typical output factors, such as "impact on ecology", or "solution to the design year" do not apply here because: (a) design year is implicitly contained in F 22 factor “longevity” and (b) the real criterion of successful traffic solution is in its utility to the system (i. e. solving “bottlenecks” in F 4), in improving the “PAX utility or well-being“ (i.e. reservation system, useful time-table which is adhered to, etc.) is important per se but also as a factor contributing to increase the rail transport share (on account of the road transportation).
The original factor-tree with the ensuing weight-tree -- with importance-weights assessed according to the conversion tables in EXHIBITS 7.4.8 and 7.4.9 --- of the problem is presented in EXHIBIT 7.4.10.
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A w1 = 0.9 w2 = 0.6 w3 = 1.0 w4 = 0.7 (variable from 0.2 to 1.0 )
F1 F2 F3 F4 Central Asia Region’s transit system utility total cost quality use to the individual factor railways (accrued cost) w33 = 1.0 w11 = 0.8 w12 = 0.9 w31 = 0.8 w32 = 1.0 F11 F12 F31 F32 total construction total additional PAX & strategic freight F 33 cost costs utility utility employment changes w21 = 1.0 w22 = 0.6 w311 = 0.6 w312 = 0.6 F22 F311 F312 F21 longevity passenger strategic (state security) reliability utility utility
EXHIBIT 7.4.10
NOTE: We have already performed some sub-branching of the pivot factors F1, F2, and F3. Notice that we have omitted "operating cost" (under the assumption that its importance among the alternatives would be implicitly mapped by “reliability” and “longevity”). We have added, instead, factor F12 "total additional cost" which will come handy when “cost of keeping of old equipment” or “know-how training” (eventually “cost of errors done by uneducated workers”) comes up.
Our next task would be to calibrate the significant factors' scales. Factor F11 ..."total construction cost" can be calibrated on the scale of comparable technical development elsewhere of which we take mean value of lower ranges as upper limit of "excellent" range, which equals,say, USD 15 mill., and say that USD 35 mill would be worthless (because no bank or other investor would lend such money to such project).
NOTE: It is important to understand that the real importance of calibration of the cost factors is not in the exact monetary terms. It is rather in the relation of these financial outlays vis-à-vis the accrued costs. It means the question is: How much (if anything) we can save (or lose) in the long run while adhering to each particular alternative ?
The calibrated equidistant scale for this factor :
worthless bad poor fair good excellent |______|______|______|______|______| USD 35 mill + 31 27 23 19 15 mill and less
Calibration of Equidistant Scale
EXHIBIT 7.4.11
The next step is to use the calibrated factor-scale for the appropriate assessment of utilities (or USFs): f11(I), f11(II), and f11 (III). This is seen in EXHIBIT 7.4.12.
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______ALTERNATIVE F 11 INTERPRETATION f 11 (score) ______
A I USD 30-35mill BAD 0.2
A I I USD 25- 28mill POOR 0.4
A I I I USD 15 mill & less EXCELLENT 1.0 ______
Assessment of Utilities for an Equidistant Scale
EXHIBIT 7.4.12
Factor F12 ... "total additional cost" is accrued not only when the demand will have unexpectedly risen in the future but also when the complex equipment is badly operated and costly errors occur. Also when the old equipment fails and has to be fast fixed (or bottlenecks appear) time and time again. It usually means cannibalizing some other (nearby, currently unused) equipment etc. The forecast is done for the next “ five year period “ (or any other defined interval).
Since the additional cost usually affects more of the "original" development than it was needed in the first place (not to mention inflationary tendencies that makes comparative development costlier in the future) we would use uneven calibrated scale (see the "calibrating methodology" in EXHIBITS 7.4.1 – 7.4.2) featuring "percentage of the original cost of F11" (to be added to costs of F11 of A 1) in EXHIBIT 7.4.13.
worthless bad poor fair good excellent |______|______|______|______|____| 75% 50% 37% 25% 15% 10% and less of F 11 costs (of A 1)
Uneven Calibrated Scale for “Total Additional Cost Factor”
EXHIBIT 7.4.13
The final conversion table pertaining to the USFs : f12 (I), f12 (II), and f12 (III) is seen in EXHIBIT 7.4.14:
______ALTERNATIVE F12 INTERPRETATION f12 ______
A I USD 2 - 3 mill excellent 1.0 A II USD 5 - 6 mill fair 0.6 A III USD 7 - 9 mill poor 0.4 ______
Conversion Table to EXHIBIT A 2.12 (Total Additional Cost Factor)
EXHIBIT 7.4.14
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NOTE: There is an implicit assumption in this conversion table regarding the reason why the additional cost of alternative II (and III) should be larger than the additional cost in alternative I. The assumption says that the cost of frequent fast repairs or cost of system’s failures should exceed the reasonable priced “fibber optics” alternative (inclusive of extra capacity).
The next significant factor F21..."reliability & sturdiness" is fairly straightforward. Obviously, the criterion there is the level of repairs and maintenance which leaves the equipment inoperable as percents of a certain long-future interval. One, quite reasonably calibrated, factor-scale is shown in EXHIBIT 7.4.15 and employs a 10-year interval:
worthless bad poor fair good excellent |______|______|______|______|______| ______30%+ 15% 8% 2% 0.5% 0.01% and less of the serving time (first 10 years)
Calibration of "Reliability & Sturdiness Factor "
EXHIBIT 7.4.15
which yields the following conversion table, seen in EXHIBIT 7.4.16:
______ALTERNATIVE F 21 INTERPRETATION f 21 ______
A I 0.002% EXCELLENT 1.0 A II 5 – 7% FAIR to POOR 0.3 A III avg. 20% BAD to WORTHLESS 0.1 ______
Conversion Table of "Reliability & Sturdiness Factor "
EXHIBIT 7.4.16
The last INPUT factor is F22 ..." time to completion" is the only one factor fairly straightforward. The criterion there is the shortest time interval starting when the first worker commences his task (it could be planner, engineer making the first draft of the plan) and ending when the equipment (project) is finished and comes into full serviceability. The calibration scale is seen in EXHIBIT 7.4.17.
worthless bad poor fair good excellent |______|______|______|______|______| 4 years+ 3 years 2 years 1 year 6 months 1 month and less
Calibration Scale for "Time to Completion Factor"
EXHIBIT 7.4.17
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From EXHIBIT 7.4.17 we can present a possible conversion tables in EXHIBITS 7.4.18:
______ALTERNATIVE F 22 INTERPRETATION f 22 ______
A I 2 years POOR 0.4 A II 6 months GOOD 0.8 A III 1 month (less) EXCELLENT 1.0 ______
Conversion Table for “ Time to Completion Factor”
EXHIBIT 7.4.18
Next come the OUTPUT factors. These are utilities to either Uzbekistan’s railways signalling & telecommunication equipment users (factors F 311, F 312, F 32 ) or to the whole system of Central Asian railways (factor F 4).
Suppose we, for the sake of simplicity, assign such equidistant scale to this factor that denotes % of either current or potential PAX content with the schedules (timetable) and prices that would be possible to uphold under each alternative’s conditions. Calibration scale is in EXHIBIT 7.4.19:
worthless bad poor fair good excellent |______|______|______|______|______| less than 20% 35% 45% 65% 85% 95% +
Calibration Scale for "Passenger Utility Factor"
EXHIBIT 7.4.19
From the calibration of factor scale in EXHIBIT 7.4.19 the appropriate conversion table follows in EXHIBIT 7.4.20:
______ALTERNATIVE F 311 INTERPRETATION f 311 ______
A I 90% GOOD to EXCELLENT 0.9 A II 75% FAIR to GOOD 0.7 A III 35% BAD 0.2 ______Conversion Table for “PAX Utility Factor “
EXHIBIT 7.4.20
Let us for the moment consider factor F 312 (“Strategic (State) Utility “) to be void and null assuming that no extra capacity is generated by ALTERNATIVE I. (Otherwise the calibrating would go along the extra revenue (as a % of new equipment costs) the fibber optic telecommunication gear would bring if leased to individual country’s Telecom or, perhaps, government) and concentrate on factor F 32 (“Utility to Individual Railway Freight”).
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Factor F 32 (“Freight Utility Factor”) could be calibrated as percentage of goods that could be transported by an individual railways in scheduled times (eventually all of it). This is a special and very crucial factor since the only way railway transportation can beat any other surface mode and make profit (see China, Mexico, Canada, etc.) is when the forwarders can rely on the strict time-table. The calibration of factor scale goes on in EXHIBIT 7.4.21:
worthless bad poor fair good excellent |______|______|______|______|______| less than 60 % 70% 80% 90% 95% 100%
Calibration Scale for "Railway Freight Utility Factor"
EXHIBIT 7.4.21
The appropriate conversion table is then seen in EXHIBIT 7.4.22:
______ALTERNATIVE F 32 INTERPRETATION f 32 ______
A I 100% EXCELLENT 1.0 A II 90% FAIR 0.6 A III 70% BAD 0.2 ______
Conversion Table for “Railway Freight Utility Factor “
EXHIBIT 7.4.22
Then there is very important socio-economic factor that could be considered crucial for social policies of individual governments. It is the factor F 33 (“ quantitative & qualitative changes in the railways employment “). The proposed automation of both signalling and telecommunication services will cause some redundancies in the railways workforce. Because of the longer-term social effects and policies we have to analyze and calibrate this factor from the longer-term future as well. One has to remember that if the current equipment stops working altogether (which might be any time soon) there will be nothing left to run the trains safely or at all because trains cannot run without signalling. Not in the regional or even international context. On the other side, modern signalling and telecommunication equipment will allow the railways run more trains on the line adhering strictly to new timetables which will make it attractive to the passengers. This will bring more indigenous passengers for whom the stations’ services will have to be increased. More important, however, is the frequent, faster and safe rail transportation that can create a lot of tourism along the Silk Route , which is just waiting for such a chance. The international tourism will, apart from the new source of the state revenue, create many more jobs in railway services. Assume therefore, that 30% or more redundancies without new job creation is “worthless” and any extra jobs (over the current situation) created within , say, five year interval is “excellent”. Calibrating scale is represented in EXHIBIT 7.4.23:
worthless bad poor fair good excellent |______|______|______|______|______| ______- 30% - 15% - 10% - 5% - 2% < 0% (in first 5 years)
Calibrating Scale for Factor “ Employment Changes”
EXHIBIT 7.4 23
11 Central Asian Railways Telecommunications Progress Report Annex 7.4
The corresponding conversion table is seen in EXHIBIT 7.4.24:
______ALTERNATIVE F 33 INTERPRETATION f 33 ______
A I < 0% EXCELLENT 1.0 A II -5% FAIR 0.6 A III -30-50% WORTHLESS 0.0 ______
Conversion Table for “Employment Changes Factor “
EXHIBIT 7.4.24
The last OUTPUT factor, F 4 (“Silk Route Transit Utility Factor”) is probably the most important one in the whole analysis. It concerns the Central Asian railway (i.e. Silk Route) system effectiveness , efficiency and throughput and defines importance and role the signalling and telecommunication equipment project plays in this whole system. As we said at the beginning, one of the features of the Regional transit is frequent criss-crossing the border of the two adjacent republics. The time lost when changing crews and engines (to comply to different signalling protocols and other statutory differences).
Calibration of this factor’s utility could be tricky and should probably use “Delphi Method” (of pooling expertise) of assembled experts. For simplicity we present a formal equidistant utility calibration scale in EXHIBIT 7.4.25 whereby “utility” of F 4 is tied to “bottleneck” effect. In other words, how large percentage of potential Silk Route republics’ freight throughput (in some future period) never reaches its destination (in scheduled time; or not at all) because of the signalling & telecommunication equipment project. It is seen in EXHIBIT 7.4.25:
worthless bad poor fair good excellent |______|______|______|______|______| more than 20% 15% 10% 3% 1% 0%
Calibration Scale for "Silk Route Transit Utility Factor"
EXHIBIT 7.4.25
Conversion table for calibration scale in EXHIBIT 7.4.25 is seen in EXHIBIT 7.4.26:
______ALTERNATIVE F 4 INTERPRETATION f 4 ______
A I 0% EXCELLENT 1.0 A II 10% POOR 0.4 A III 18% BAD to WORTHLESS 0.1 ______
Conversion Table for “Silk Route Transit Utility Factor “
EXHIBIT 7.4.26
12 Central Asian Railways Telecommunications Progress Report Annex 7.4
Having disposed of the most pressing problem, i.e. the assessment of significant factors' USF scores, we can assume a somewhat more relaxed attitude and start the real analysis of the decision- making problem at hand by first calculating the significant weights (see e.g. (7.4.3)) and then the construction of analytic matrix to be seen in EXHIBIT 7.4.27:
______significant composite factors F 11 F 12 F 21 F 22 F 311 F 312 F 32 F33 F 4 utility ______significant weights 0.13 0.15 0.11 0.07 0.05 0.05 0.10 0.12 0.22 ______alternatives
A I 0.2 1.0 1.0 0.4 0.9 0 1.0 1.0 1.0 0 . 887 A II 0.4 0.6 0.3 0.8 0.7 0 0.6 0.6 0.4 0 . 452 A III 1.0 0.4 0.1 1.0 0.2 0 0.2 0.0 0.1 0 . 279 ______
ANALYTIC MATRIX
EXHBIT 7.4.27 where the alternatives’ results (composite utilities) are computed from the COMPOSITE UTILITY FORMULA (7.4.2). Note also that the sum of all the significant weights in analytic matrix in EXHIBIT 7.4.27 equals 1.
COMPOSITE UTILITY FORMULA
a(I) = w*11 . f11(I) + w*12 . f12(I) + w*21 . f21(I) + w*22 . f22(I) + +w*311 . f311(I) + w*312 . f312(I) +
(7.4.2)
+ w*32 . f32(I) + w*33(I) . f33 (I) + w*4 . f 4(I) ,
and where f 11(I), f 12(I), f 21(I), f 22(I) f 311(I), f 312(I), f 32(I), f33 (I), f 4(I) are USFs of significant factors in EXHIBIT 1 and where w*11, w*12, w*21, w*22, w*311, w*312, w*32, w*33 and w*4 are significant weights, computed from the following formulas (7.4.3):
w*1 = w1 / (w1 + w2 + w3 + w4)
w*2 = w2 / (w1 + w2 + w3 + w4)
w*3 = w3 / (w1 + w2 + w3 + w4)
w*4 = w4 / (w1 + w2 + w3 + w4)
w*11 = w*1 . [ w11 / (w11 + w12) ]
(7.4.3) w*12 = w*1 . [ w12 / (w11 + w12) ]
w*21 = w*2 . [ w21 / (w21 + w22) ]
w*22 = w*2 . [ w22 / (w21 + w22) ]
13 Central Asian Railways Telecommunications Progress Report Annex 7.4
w*31 = w*3 . [ w31 / (w31 + w32 + w33) ]
w*32 = w*3 . [ w32 / (w31 + w32 + w33) ]
w*33 = w*3 . [ w 32/ (w31 + w32 + w33) ]
w*311 = w*31 . [ w311 / (w311 + w312) ]
w*312 = w*31 . [ w312 / (w311 + w312) ]
BIBLIOGRAPHY:
[ 1 ] Beckenbach, E. and R.Bellman, An Introduction to Inequalities, Random House , New York 1961 [ 2 ] Karasek, M., The Anatomy of Decision, Vantage Press, New York 1985 [ 3 ] Karasek, M., Computer-Enhanced Planning and Operating of an Airport, IAP Media Production, Jeddah 1999 [ 4 ] Karasek, M., Socio-Economic Background to ITALFERR “Master-Plan” [ 5 ] White, D.R.J., “POED – A Method of Evaluating Systems Performance”, IEEE Transactions on Engng. Manag., December 1975 [ 6 ] ITALFERR, Inception Report (TACIS) 2002
14
ANNEX 7.5:
Institutional and regulatory set-up for TACIS / CART project
Central Asian Railways Telecommunications Progress Report Annex 7.5
ANNEX 7.5 – INSTITUTIONAL & REGULATORY SET–UP FOR TACIS/CART PROJECT
7.5.1 GENERAL SITUATION OF THE INSTITUTIONAL FRAMEWORK IN TELECOMUNICATION SERVICES IN THE REGION
7.5.1.1 General Situation of the Institutional Framework in the Central Asia Region
Key Principles of the Regional Road to Socio-Economic Reforms in the Region Note: The five-star “label” attached to each principle defines its highest legal, regulatory and institutional importance. We shall define and discuss the notation at the end of this section.
The First Principle is that economy should have priority over policy. ***** Economic reforms should not follow the political processes. In other words: the country's current policy focuses on the economic development. The Second Principle is that the state should be the chief reformer during the complicated transition period. ***** It should initiate the process of reform in the interest of the nation, identify priorities for economic progress, elaborate and consistently implement a policy of radical transformation in the financial, social, public, and political spheres. The Third Principle is that the entire process of renovation and progress must follow the law. ***** This is based on the conviction that tangible results of economic transformations can be expected only if they are founded on practically applicable laws. The Fourth Principle is that, along with economic reforms, it is necessary to provide the Republic's population with a system of social security. ***** This is crucial to prevent a social imbalance leading to social unrest. In other words, social stability creates favourable conditions for carrying out reforms. The Fifth Principle is that the establishment of a new system and the implementation of economic reforms should be introduced carefully and stage by stage. ***** Accordingly, this is the most important principle. It determines the logic, dynamism and the nature of the economic reforms, including the corresponding legal foundation, and market infrastructure. However, some of the problems in training or relocating redundant personnel may be traced to these (new) conditions. This is because the process, bound by individual phases, is time-consuming and not necessarily assessable.
We believe that through these five principles, the history of all legal, institutional and regulatory production of the Region’s legal sources and authorities, such as: the president, council of ministers, and others can be traced. We also believe – and the experience from many a developing or transitional country confirms it – that given a choice (among the highest “five-star” principles) any rational government of transitional developing country would pick the Fourth Principle (social security preventing a social imbalance that would lead to social unrest) to be the crucial one. An example of application of these principles: It is known that a study of systems in countries with free markets as well as countries in the process of establishing free markets, prompted Uzbekistan to work out its own system, using the structures of national micro-and macro-economic management which are most
1 Central Asian Railways Telecommunications Progress Report Annex 7.5 suitable to conditions in Uzbekistan. As a result of the structural changes, numerous administrative and managerial structures changed their functions or were replaced by new organs. The command administrative control and auditing systems and their executive agencies were abolished and new structures, according to the combined first and second principle, were established to introduce new market relations. So, instead of the 'State Committee on Logistics and Supplies', a monopolistic monster for distribution, and its successor 'Uzcontracttrade', a new market structure, namely the 'Republican Joint- Stock Association of Wholesale and Stock Exchange' was established. The aim was to create proper infrastructures for free and equitable participation of manufacturers, consumers and entrepreneurs in the commodity market and, as first principle decrees, to foster economic development. However, the pricing of main and necessary commodities, financial (social) subsidies is still the prerogative of the State. The Fourth Principle rules. Finally, we claim that any two contradictory laws or regulations concerning specific, lower level, subjects can be successfully negotiated and/or appealed when we adhere to the main (“five-star”) principles as a base of all institutional governance. Given the “best among equal” condition of Fourth Principle.
In this section we shall be using yet another notation, some of it already shown attached to the Principles:
***** denotes a general piece of (general) legislation enacted by the President or following directly from one of the “principles”;
**** denotes a general or particular piece of legislation enacted by the Presidential Decree either according to (or having a causal connection to) one of the “principles”;
*** denotes a general or particular piece of legislation enacted by the Cabinet of Ministers;
** denotes specific rules & regulation enacted by Ministerial or State Authority;
* denotes any other specific and detailed rules and regulation.
Similarly as in the above sequence of subjects from general (economy) ! to particular (telecommunication), we can assume that the following legislative sequence holds
***** ! **** ! *** ! ** ! * and that it denotes the axiom of legal inclusivity whereby any right-hand-side-of-the-arrow legal and institutional piece of legislation must not contradict principle(s) anchored in the directly preceding left- hand-side-of-the-arrow law or regulation. (Example: ****** “…entire process of renovation and progress must follow the law…” The Third Principle)
We shall henceforth call the above sequence and ensuing definition “The Axiom” and will be using the Axiom to test the feasibility of institutional and regulatory framework for the CART/TRACECA/TACIS
2 Central Asian Railways Telecommunications Progress Report Annex 7.5 project. In cases where institutional/legal barriers will clearly (or likely to) appear, the Axiom will yield strategies and/or scenarios for overcoming these obstacles. Feasible scenario must follow the logic of the law-and-regulation sequence: ***** ! **** ! *** ! ** ! *, where symbol ! denotes the fact that any law- and-regulation on the right-hand-side (RHS) of the arrow can only develop or expand the law and regulation (on the left-hand-side LHS) into legal (sectoral or regulatory) details. It cannot, however, reverse the principle contained in the LHS.
7.5.1.2 Effects on the Economic Environment of the Region
In the former Soviet Union Republics in the Central Asia there had been a vertical state (party) control over enterprises and their resources. It has been proven axiomatic that the lower the economic development of a country relative to the more advanced nations, the greater the tendency for the state to dominate the economy. This tendency still holds for all former CIS states no matter at what transitional phase they may be. It reflects on entrepreneurial and, thus, economic development in Central Asian republics. Entrepreneurial development in transitional economies, with the exception of the Central European countries and of course China, has been held back by a combination of factors such as resistance to change in the prevailing bureaucratic-administrative business culture, underdeveloped legal and financial infrastructure, considerable administrative discretion and corruption in different government offices, restrictive taxation, high interest rates, inflation, and lack of management expertise and skills. Recent changes in the environmental conditions of transforming countries have made entrepreneurial behaviour legitimate and thus promoted the founding of new ventures. While the transition from a planned economy to a market-based economy represents a major paradigm shift, the formal constraints embodied in the old political, legal, and administrative environment unfortunately still dominate the current environment for entrepreneurial development. The very essence of entrepreneurship under a market economy is the autonomy or freedom to conduct business. Entrepreneurs need to have discretion over resources for the purpose of introducing new ideas that are limited only by the ability to convince holders of capital that by investing in a venture they can expect a higher return than elsewhere. Central to this entrepreneurial process is wide dispersion of the ownership of capital by investors seeking to put it to the most profitable use. However, if the ownership of the society' s capital is centralized, the ensuing bureaucratization saps entrepreneurship of all of its vitality. The need to reform these bureaucratic controls and encourage private ownership and entrepreneurship in the new market economies requires fundamental changes in the institutional legal framework. Government regulations concerning private economic activity are changing at a dizzying pace. Legal agreements today may be illegal or heavily taxed tomorrow. It is nearly impossible to even discern today's laws, regulations, and taxes, for they are often contradictory. All of this uncertainty over ownership and what transactions are legal exacts a heavy toll on entrepreneurial development. We can, however, categorize, define and explain these “dizzying” sequences of laws, regulations in all the Central Asian countries on the time scale. Here we shall recognize three, fairly distinct, periods of their enactment:
• 1989 – 1993 - first batch of laws & regulations of new independent states; usually four-star**** or even five-star***** basic laws. All of them have proclaimed independence and, except for a lip service to (free-) market mechanism, left the top-heavy state industries in all branches of economy intact. The
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following critique can be upheld: “… Clearly, the nature of the reforms in former communist countries have not yet managed to address the fundamental conflict between the traditional administrative, bureaucratic structures and private ownership. The structural heritage of socialism is in many ways fundamentally incompatible with new market changes, which makes reform become a partial and lengthy process. For example, despite new forms of economic activities now allowed by state authorities, the post-communist governments still have countless administrative and ideological instruments to control not only the state, but also the private sector. In general, methods o f control have not really weakened since the communist period ….”
• 1994 – 1998 - the governments have come to conclusion that a partial privatization and a partial let-up on the central control, together with some “pro-investment” laws, are necessary. However, the World Bank and many international economics journals have still maintained, that:“…an adequate and efficient system of commercial laws has yet to be developed in transitional economies. The necessary legal framework of a market economy such as a well-defined property rights are still lacking in these economies. For example, the World Bank has reported four major problems of business law: (1) significant gaps in the development of contract law, secured transactions, and intellectual property law, (2) a number of new laws fall short of the requirements of a market economy, (3) laws are not mutually consistent, (4) the dichotomy between the law and its implementation where judicial and enforcement reforms have not yet been agreed on….”
• 1999 – present - the latest batch of laws and regulations trying to restructure the old, centrally managed enterprises. General idea is to establish independent “cost centres” based on functional principle in a state monopolistic enterprise and to move out some unprofitable (or minor) structural divisions to be privatized. These are usually individual ministries’ or big enterprises’ regulations; thus mostly one-star * or at the most two-star** ones. Therefore, non-privatized “cost centres” will not have, in most cases (or at the time being), complete financial and tariff setting independence. Everywhere in the region in railway transportation and/or telecommunication sectors the best that could be said is that the restructured enterprise is setting prices and tariffs according to the State regulator (or international body). The problem vis-à-vis property rights laws, however, continue. The following could be generally said with a fair degree of accuracy: “…Difficulties with property rights lead to high costs of conducting business. This creates a risk of property loss that is a substantial entry barrier for prospective entrepreneurs and potential outside investors in new ventures. The major stumbling blocks are uncertainty as to the actual owners of property and what transactions are legal. There are a wide variety of restrictions that render much private activity clearly illegal, and little hope of state enforcement of private contracts. Together, these obstacles make it difficult, if not impossible, to enter enforceable, legally binding business agreements…”
Assume that the “entrepreneurial development” is an indicator of success of a transitional country to market economy. We can summarize this section by claiming that: “….Entrepreneurial activity in general carries a high risk of failure, and existing transitionary government bureaucracies are not providing the necessary incentives for people to take such risks. Specifically, the transitionary governments are directly or indirectly responsible for: (1) the absence of a coherent strategy to benefit the entrepreneurial sector, (2) contradictory laws and regulations and numerous licensing requirements, (3) the repressive state of taxation, and (4) the prohibitive high-interest, short-term loans. ….” The great importance of the CART / TRACECA project lies in the fact that the railway transport and the telecommunication sectors significantly contribute to the Regional stability, security, economic development and strategic importance. Those are all issues coveted by the above mentioned five- or four- star principles.
4 Central Asian Railways Telecommunications Progress Report Annex 7.5
Example: The strategic importance has been recently acknowledged again by the United States military presence which, in turn, contributes greatly to the coveted stability.
7.5.2 REVIEW OF REGULATORY & INSTITUTIONAL FRAMEWORK OF THE RAILWAY, TELECOMMUNICATION & CONCESSION LAWS THE INDIVIDUAL REPUBLICS
7.5.2.1 Kyrgizstan
Railway Laws & Regulations (1992) Typical monopolist attitude is seen here. Notice the year of inception of this law; the earliest batch of laws directly subjugated to the new, independent Republic’s legislation. Typical examples: “….railway, and also the objects and other property of a railway transport ensuring transportation process ……are not subject of privatization ….. The privatization of other objects of a railway transport will be processed according to the legislation of the Republic of Kyrgyzstan ….” “…independence of the internal management of the railway administration where the technical process of transport is concerned…” “…the state executes regulation and control behind activity of a railway transport….. it develops (and maintain it) it financially, material-wise and technically (technologically) so that the railways satisfies all the main requirements the state needs …” “…does not exclude harmonious development of a private and state railway transport … regional development plan, transport construction, protection of environment, rational use of energy and safety. It takes into account the market economic costs connected with creation, service and operation of an infrastructure, equipment, and mobile structures …” “…regulation of economic activity of the railway, other enterprises and establishments of the railway transport …as the legal persons in relation to which the railway executes functions of management in the field of organization and maintenance of transportation processes, implements the State Public Authority in the field of the transport …” “…tariffs for the passengers, consignments, cargo, luggage and mail transportation on Kyrgyz railways are established on the basis of state budget and……determined by the Government …”
Discussion: As we have stressed above, Kyrgyzstan’s very early enacted railway transport legislation (together with the other institutional legal codes) does not do much for either privatization or market economy. Consider the fact that road transport presents very strong competition to railroads with well over 65% of passenger and freight traffic moving on the roads. Also, the Kyrgyzstan Railways subsidizes the passenger transport from freight revenues, which is not always the best strategy. Not in the long run, anyway. Railway transport administration needs greater autonomy along the functional principle to survive the intrastate and international competition. The present top heavy strongly centralized management should be split along the natural functions, such as: operations, commercial, engineering and finance. These independent or at the least autonomous “cost centres”, run on the business principle, should yield instant improvement.
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Telecommunication Laws and Regulations (1998) We see immediately that the telecommunication legal codes are of the relatively (to the railway laws & regulations) middle-of-the-road variety; at least on our time scale. This should make the sector more attuned to the market conditions. Some more important examples confirm this notion:
“…all possible (governmental) support of granting high-quality traditional and innovation services electrical and postal communication …” “…creation of favourable conditions for attraction of the foreign investments in electrical and postal communication sector; “…maintenance of reliability of granting of services electrical and postal communication and compatibility of electric communication networks with international electric communication networks…” “…fulfilment of problems in the field of state management, defence, safety, protection of law and order…….” “… in the international agreements……. the rules of the international agreement are applied …” “…legal and natural persons of Republic of Kyrgyzstan participating in implementation of the international projects in the field of communication, conclude the contracts with foreign legal and natural persons pursuant to the legislation of the Republic of Kyrgyzstan or international agreements …”. “…granting of services electrical and postal communication on the basis of a competitiveness, private business and commercial independence…” “…authorities in the field of electrical and postal communication … concern about: realization of state policy in communication branch; creation of necessary conditions for attraction of the investments; development and implementation of the programs on de-monopolization and privatization of communication branch…….” “…privatization of Kyrgyztelecom or any other operator of electric communication network of public use or electric communication service of public use, which possesses or which the state supervises………” “…foreign legal and natural persons receive licenses for activity in the field of communication, and also participate during privatization on the same conditions and in the same order, as well as legal and natural persons of the Republic of Kyrgyzstan, if other is not stipulated by the acts……” “…assistance of de-monopolization of activity in the field of communication, development of business and competitiveness; attraction of the investments in development of branch….”
Discussion: There are lots of heady key words in these legal acts, such as: “attraction of foreign investment”, “competitiveness principle”, “privatization of communication operator”, “de-monopolization” etc. It supports the more-market-compatible philosophy of late ‘90s. One important issue, however, should be remembered here. These regulations have to be subordinate to the highest (‘four-star’) laws of the country (which, in this instance, seem to be of the “old” variety). Thus one should not be surprised if different (and contradictory) rulings are passed in the course of any modernization project.
Concession Law and Regulations (1992) This is a ‘four-star’ legislation from the beginning of the drive for economic gains. Therefore, there is necessarily a mix of old and new attitudes all across the spectrum.
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Most telling examples: “…the equipment, raw material and the materials imported by the concessionaire for management of economic activity, are released of payment of the tax on import and customs duties ………” “…consumer goods imported for needs of administrative staff and labour collective of the concessionary enterprise, are taxed with the taxes and duties on the general basis………..” “…the government …. has the right partially or completely to release group of the goods……… of the taxation…” “…the concessionaire …can be: foreign states, foreign legal persons and citizens, and also joint (under the legislation of the Republic of Kyrgyzstan) enterprise….” “…production and the incomes received by the concessionaire as a result of operation of objects of the concessionary agreement, are its property……….” “…Republic of Kyrgyzstan has the right of priority to obtaining (purchase) of a share of production, if the conditions of such transfer (purchasing) satisfy the concessionaire and the achieved arrangement is fixed in the agreement….” “…property of the concessionaire can hold also – not included in a structure of objects of the concessionary agreement – material and other values received by it on the basis, stipulated in the acting legislation of the Republic of Kyrgyzstan or agreement…” “…inseparable improvements of objects of the concessionary agreement made at the expense of the concessionaire, are the property of the Republic of Kyrgyzstan. The concessionaire has the right on reimbursement of cost of improvements made with the consent of concessionary bodies…” “… profit which has stayed at the concessionaire after tax payment and other payments, acts at his full order. “…the concessionaire – pursuant to the present Law, Law " About foreign investments in the Republic of Kyrgyzstan " and agreement – independently determines directions of use of the profit, including its transfer abroad….” “…export by the concessionaire of the profit received as a result of realization of production on a home market of the Republic of Kyrgyzstan, is made pursuant to the Law "About foreign investments in the Republic of Kyrgyzstan"…” “…the taxation of the concessionary enterprise is made pursuant to the tax laws of the Republic of Kyrgyzstan with allowance for of privileges given the joint and foreign enterprises by the Law "About foreign investments in the Republic of Kyrgyzstan"…”
Discussion: The most important observation from the above scattered regulations is the great legal controversy involved in the first two regulations. On the one side there is declared import tax heaven on the equipment, raw material and materials imported for “ management of economic activity”. On the other side “…..consumer goods imported for needs of administrative staff and labour collective of the concessionary enterprise, are taxed …..”. The KEY WORDS are two: difference between “equipment …and materials for ‘management of economic activity’...” and “….consumer goods …..for needs of administrative staff…”. There might be a very large shade area open for various interpretations. Another interesting point is about reimbursing the cost of improvement of “objects of the concessionary agreement”. Last but not least is the formulation of “taxation of the concessionary enterprise according to (high “three to four-star”) Law … .with allowances for privileges given to the joint and foreign enterprises by the (lower) Law “On foreign investments”.
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Finally, it is interesting to compare the equipment import tax heaven in Kyrgyzstan with project “Modernization of railways” in Uzbekistan, where similar (vaguely defined) conditions constitute import tax heaven for entities connected with the project .
7.5.2.2 Kazakhstan Railway Laws and Regulations (2001, 2002) Program of restructuring of the railway transport for 2001 – 2005 has brought some welcome changes, albeit not very profound ones. On the 15th of March, 2002, RSE “Kazakhstan Temir Zholy” has been reorganized into CJSC “National Company Kazakhstan Temir Zholy” (NC KTZ). According to the government decision all the assets of the abolished enterprise will be handed over to the new “CJSC”. In particular the order directs the establishment of CJSC “NC KTZ” with 100% of state shares, by amalgamation of RSE KTZ and its 12 branch enterprises. The Government’s decree defines the company’s main activity to be possession and utilization of main line railroad networks, and performing the duties of network operator and carrier. The restructuring program planned to move out some unprofitable structural divisions, in particular, passenger transportation and social infrastructure objects. Also, the program plans to privatize railway vehicles and minor ways (dead ends). Main line railroads are not to be privatized. Sample of the legislation: “… A carrier shall establish prices on its services, including a tariff (travel payment) in accordance with the legislation of the Republic of Kazakhstan. …” “… International treaties of the Republic of Kazakhstan shall establish the rules for the application of tariffs (travel payments) in international communication….” “…main-line railway network shall be an item of the railway transport of public use in the entire territory of the Republic of Kazakhstan, it shall be in the ownership of the state and shall not be subject to privatization…” “…The National Railway Company shall own and use the main-line railway network and perform the functions of the operator and the carrier of the main-line railway network……will carry out a centralized management and organization of the transportation process; enter into contracts with carriers in accordance with the rules for the use of the main-line railway network….” “… If no or only limited competition exists for the provision of services under a PSO, the Regulator will define the maximum level for prices the operator is allowed to charge customers. This level typically allows the operator to cover legitimate costs and a reasonable profit. If the price level does not allow the operator to cover its costs, and it can not be raised for social or other considerations, it is traditional practice that the State would reimburse the difference, so as to allow the operator to deliver the service….”
Discussion: The KTZ is the important server in the national economic picture. It transports bulk freight (petroleum products, coal, minerals, iron ore, cotton) which accounts for 85 % of its income from the ports on Caspian Sea towards the rest of the Silk Route states and further down to Asia proper and China. No wonder that, even from strategic reasons, the government is wary of privatizing the main line. It is too early to see whether the price- and tariff-setting autonomy will have any substantial effect on competition with other carriers and thus on increased efficiency, modernization etc. In so far the competition goes, if no competitor is willing to offer this service, the Regulator (Ministry of Transport) can transfer this obligation onto the public operator. This might give rise to very substantial human resources challenges in
8 Central Asian Railways Telecommunications Progress Report Annex 7.5 the year ahead. The State wishes the railway to become efficient, which implies staff cuts; yet the State does not want to increase unemployment. The task of re-training and redeployment of excess staff will be difficult and costly. The state should subsidize the railway in the task and not allow the full financial burden to fall on KTZ. So, we have similar situation as in Uzbekistan.
Telecommunication Laws & Regulations (1999) Not nearly as “revolutionary“ as the Kyrgyzstan’s telecommunication strategy. The only lip service to market economy is “financing for development of the network may be carried out at the expense…(attracting) of direct domestic and foreign investments …”. Some of the laws:
“….The direction of improvement of integrated networks of a telecommunications …is given; the applicability of networks of a telecommunications of common use, specialised and departmental networks is determined. …” “…Development of communication networks shall be carried out in accordance with the programme for development of the sector of industry to be approved by the Government of the Republic of Kazakhstan. Financing of measures directed towards development of communication networks may be carried out at the expense of the Republic's budget, loans of banks, owned funds, as well as at the expense of attraction of direct domestic and foreign investments of physical persons and legal entities in accordance with the procedure as established by the legislation …” “…about users of communication network….the concept of quality of services in telecommunications is hereby installed ……the methods of protection of the rights of the users of services ….are determined….” “…determines International Co-operation. When international treaty, which is ratified by the Republic of Kazakhstan, establishes other rules than those stipulated by this Law, the rules of international treaty should apply. International co-operation in the sphere of communication shall be carried out on the basis of international treaties….”
Discussion: Despite its relatively ”new” provenience the Kazakhstan’s telecommunication law package is surprisingly conservative. Most of the time the regulations are mapping international network. It probably follows from the republic’s long exposure to the western telecommunications (chasing the oil). In this place, it is necessary to mention new policy for granting permission of foreigners to access the State Secrets [Decree by the Prime Minister from 15, February, 2002, No. 222]. Obviously trying to stem the outflow of oil-related data and information, its 5-year-non-disclosure clause may hurt other international businesses.
Procurement Laws and Regulations (1997, 1998) This is a four-star legislation signed by the president and as such follows the norms of the corresponding international laws. An important passages (for the CART / TACIS) projects are concerned with organization of procurement process. Procurement uses: “competition (closed, open), purchase from one source, choice of suppliers … requesting the price offers.”
“…the organizer of competition independently selects (apart from the closed competition) the following methods of realization of procurement:
9 Central Asian Railways Telecommunications Progress Report Annex 7.5
(a) closed competition is conducted in cases, when:….. “…1) Goods, operation and the services because of it high degree or high specialized character are available only at the limited number of the potential suppliers and such potential suppliers are beforehand known;… .…2) Time and costs required for consideration and valuation of a plenty of the competitive applications, will be incommensurable with cost of the purchased goods, operations and services …….” (b) open competition:……the open competition is a main method of realization of procurement, except for cases, for which the present Law stipulates a different way of realization of purchases. Declaration about realization of open competition and the messages on the totals of realization of open competition are published in mass media. The declaration about realization of open competition should be published not later than one month till a day of the termination of reception of the application forms for participation in this competition ….” (c) ”… selection of the supplier with use of the request of the price offers ….” (d) “… purchase from one source at the subjects of natural monopolies….” (e) “… purchase of similar kind of the goods, operations and services on the sum less two- thousand- fold size of a month settlement parameter established by the legislation of the Republic of Kazakhstan for the first quarter of an appropriate fiscal year, during of choice of the closed kind of competition and purchases from one source at the suppliers who are not relating the subjects of natural monopolies…….”
“.…For participation during procurement the potential supplier should satisfy to following qualifying requirements: 1) To have professional knowledge, experience, reputation, and also to have necessary financial, material and labour recourses for discharge of the obligation according to the procurement agreement; 2) To have civil legal capacity for the conclusion of the procurement agreement; 3) To be solvent, not to be subject to liquidation, the arrest should not be imposed on it property, it finance-economic activity should not be paused in established by the legislation of The Republic of Kazakhstan the order; 4) To execute the obligations on tax payment and other mandatory payments in the budget on a moment of application on participation in competition and on a moment of the conclusion of the procurement agreement….”.
“…The competition with use of two-stage procedures represents a collection of the following stages: • The request at the potential suppliers of the offers concerning technical, qualitative or other characteristics of the goods, operations, services without the indication of the price of the competitive application, realization of the analysis of the represented offers and, if necessary, realization of negotiations with the potential suppliers; • Entering by the potential suppliers, who offers are, recognized appropriate specific technical, qualitative or other characteristics of the goods, operations, services, competitive applications with the indication of the price….”
10 Central Asian Railways Telecommunications Progress Report Annex 7.5
7.5.2.3 Turkmenistan
Railway Laws and Regulations (1994, 1998) Here we have the, already, typical situation again. Of the total freight traffic carried on, both, road and railways TDY’s (Turkmenistan Railways) share is usually around 80 % of all tkm. Thus, as we discussed in the case of Kazakhstan, there is not much inclination towards privatization of the railways. Not even the “dead ends”. Some examples of the laws: “…stable and safe operation of a railway transport with the purpose of… full satisfaction of necessities of economy and population in rail transportation …. including in interaction with other types of transport, for obtaining of high level of service and profitability, optimum delivery times and maintenance of safety of the consignments…” “…management of the railway within the limits of the competence executes cooperation to railway transport authorities of other states, represents interests of Turkmenistan in the interstate relations on a railway transport and provides international legal protection in this area….” “…the state railway of Turkmenistan is an independent industrial-economic complex executing state management of the railway transport of Turkmenistan …. approves when due hereunder rules, statements and other normative documents on carriages of the consignments, passengers, luggage and mail, technical operation and repair of means of transport, safety of traffic, ecological security and protection of work….” “…state railway is the legal person, has independent balance, settlement, currency and other accounts in establishments of banks……promotes the enterprises of a railway transport by operations to developing foreign trade activities……establishing direct industrial, scientific and technical links with the foreign enterprises and firms….”
Discussion: Again, nothing revolutionary (the year of enactment is 1994). Similarly as in Kazakhstan, Turkmenistan’s railways raison d’etre is to connect Europe via Silk Route with the South East and East. Therefore its main preoccupation is the international issues.
Telecommunications Laws & Regulations (1996) As the year of enactment (1996) suggests, Turkmenistan’s telecommunications laws and regulations are everything but reform-oriented. They mostly address the extreme cases. Some examples: “…technical means and telecommunications networks in Turkmenistan, and enterprises ensuring their activity and development are in the state ownership … they can also can be in the property of legal and natural persons, including foreign…” “…the activity of any communication enterprises implements on the basis of the licenses. The license is not required in cases, if a telecommunication network: has inter-productive or technological significance; is used for granting communication services only for needs of a defence, safety, protection of border and law and order; if telecommunication equipment is established on the vehicle, vessel, airplane or other type of transport…” “…if the international agreements of Turkmenistan establish other rules, than contained in the present LAW, the rules of the international agreements are applied…”
11 Central Asian Railways Telecommunications Progress Report Annex 7.5
Discussion: There is nothing much to say about the telecommunication laws & regulations in Turkmenistan. Wording of majority of regulations suggests very similar approach towards the sector’s legal endowments as the legal statutes of Uzbekistan provide.
Concession Law There are no surprising market-oriented passages in the legislation on concessionaires in Turkmenistan. Centralized decision-making on individual concessions is the overriding theme. Neither are there hints about possible import tax heavens for equipment or materials needed for management of technological projects. Examples of some standard articles follow: “…The concession grants on the competitive basis. Conditions and the order of realization of competitions is determined by a Cabinet of Ministers of Turkmenistan. In transfer of objects to concession the publicity is provided. ….” “…concessionary projects and the programs, feasibility and their financial studies are subject to a mandatory state expert appraisal, including in a part of observance of ecological and sanitary-hygienic requests. The participants of the concessionary agreement have the right at own discretion to conduct examination in additional volume….” “…If the international agreement made by Turkmenistan, establishes other rules, than what are contained in the present Law, the rules of the international agreement are applied…” “…concessionaire - the prime contractor for fulfilment of activities under the concessionary agreement has the right to attract the subcontractors. The agreements with the subcontractors should not contradict conditions of the concessionary agreement….” “…concessionaire has the right to import for maintenance of the workers and production the tools, equipment, overalls and foodstuffs without the right of sale or use outside concession….”
Discussion: There are no signs that concessionaires are able to exercise import tax heaven on equipment and materials needed for the technical (or any other) projects. Last excerpt about “right to import…tools, equipment …” most probably means heavy taxed import. Generally, this is what a reputable professional journal thinks of the situation in the Central Asian republics: “…….many businesses concerned about customs procedures, the absence of laws or arbitrary legal manoeuvring……might limit their investments in the country, or not do business there at all, unless some legal protection (and recourse) becomes available……”
7.5.2.4 Uzbekistan
Railway Laws & Regulations (1994, 1999, 2000) The priority of economy in the transitional society of Uzbekistan is anchored in the first (highest) principle: ***** “…. the country’s current policy focuses on the economic development ….” The creation of State joint-stock railway company “Uzbekiston Temir Yullari” (GAJK “UTY“) by Presidential Decree in 1994 is the logic continuation of the first principle: **** “…the maintenance of stable and safe activity of a railway transport with the purpose of satisfaction of the want of a national economy and population of the Republic of Uzbekistan in transportation by railway…”
12 Central Asian Railways Telecommunications Progress Report Annex 7.5
Discussion: As it was mentioned in Economic “Background” working paper, the Tashkent-Bukhara sector represents an essential junction of international freight traffic in the Silk Route region. International freight is, on the other hand, essential for improving the economy and the well-being of the population. The same sector might be developed, just with the help of better signalling & telecommunication, into a popular international tourist attraction. “Sightseeing” trains (that are much more comfortable to tourists than busses) along the Silk Route should develop into important source of foreign currency an thus into significant help to the economy.
Further institutional & definitional strengthening came via the Law of the Republic of Uzbekistan “About a Railway Transport“ (15.04.1999): *** “……regulating functions concerning, mainly, questions of safety and tariffs (left to the state according to the Fourth Principle), and the responsibility on management of commercial activity is transferred to the State joint-stock railway company "Uzbekiston TemirYullari"…….”; but much more important legal document is the Charter of Railways of the Republic of Uzbekistan (Cabinet of Ministers; No.240, 22.06.2000): *** “…The company is the State Public Authority and conducts uniform technical policy in developing and perfecting of the network of railways of the republic, irrespectively of their institutional characteristics…..”; “…supply stable and safe operation of the railway transport with the purpose of satisfaction of a national economy and population consumption and in transportation by the railway transport, including in interaction with other types of transport at a high level services, granting to the consumers of a broad spectrum of manufacturing, insurance, trade, tourist and other services at supply of optimal delivery times both safety of health and life of the passengers, and also transported cargo…”; “…taking into consideration of structural reorganization of economics of the Republic of Uzbekistan….”; “…Conduction of unified technological and investment policies on a railway transport, elaboration and introduction of new engineering and know-how, of integrated development of the railway transport…”; “…of the company priority directions of scientific and technical progress on railway transport, arrangement of implementation of research and design works on creation and usage principally new means, know-hows and materials, realization of financing of these operations….”; “…development of international transport links, involvement on behalf of the Government of the Republic of Uzbekistan in international entities of the railway transport…”; “…Supply of training, retraining and improvement of professional skill of personnel mass occupation and specialists in educational institutions and on production, and also their probation….”
Discussion: Specific tasks in the fields of safety, timeliness, broad spectrum (tourism !!) & quality of services, introduction new engineering and know-how, scientific & technical progress and training are given to UTY. The CART project (on the sector Tashkent-Bukhara) could solve and fulfil all of them; notice the “tourist service” which supports the above discussion.
Another step on the way of introducing market elements into the state monopoly (to invoke Third and Fifth Principles) was the Presidential Decree (from 2. 3. 2001) “About Measures on De-monopolization and Stockholdering of Railway Transport”: ****
13 Central Asian Railways Telecommunications Progress Report Annex 7.5
”….deepening de-monopolization and stockholdering processes of plants and entities of branch, supplying on this basis of transport communications development, rolling stock modernization, increasing of quality and level of railway service of the population, branches and spheres of economics of republic…”; “…Accelerated privatization and privatization of social infrastructure objects, freight and passengers service, maintenance-constructing, trade… and intrusion of market principles and mechanisms in a management system and economic relations between transportation participants process…”; “…Intensification of a role of a railway transport, progressing of railway transport communications on supply effective and stable activity of a national economy….” “…Supply stable and effective work of railway transport, transportation safety, improvement of the quality rendered transportation services…”; “…To construct Independent State inspection of the Republic of Uzbekistan on of rail transportation safety supervision (Uzgoszheldornadzor) on the basis of the Major auditor authority on train traffic safety, having exempted it from composition of GAJK "Uzbekiston Temir Yullary"……To establish, that Uzgoszheldornadzor in the activity is reported to the Cabinet of Ministers of the Republic of Uzbekistan….”
Discussion: Step-by-step process of reforms is, again, applied. Privatization could open the door to “selling” of telecommunication over-capacity to other legal entities in the country and, eventually, internationally. Accent on safety (which is, in fact, a Fourth Principle item) is a recurring theme and as such should be selling item for CART communication technology.
Yet another important legal piece from the CART’s point of view is, apart from the Charter (above), The Order of the Cabinet of Ministers (N 136, from 20.03.2001) about measures on realization of the project “Modernization of Railways“: *** “…The board of directors of the Asian Development Bank (ADB) has approved Granting to Government of the Republic of Uzbekistan of the loan for realization of the project ” Modernization of railways " in the sum of 70 million US dollars ……and Board of Fund of international development Organization of Petroleum Exporting Countries(OPEC fund) in support of financing of the project " Modernization of railways " has approved granting of the loan to government of Republic of Uzbekistan in the amount of 5 million US dollars. ….”. “…. To take into account, that pursuant to the Loan agreement and Customs code of Republic of Uzbekistan GAJK “Uzbekiston Temir Yullari” is released from customs duties (except customs fees for registration) on the goods and services acquired by the expense of facilities of indicated project ….”
Discussion: Apart from the various donors’ interest in (strategically necessary) modernization of railways, the most important regulation concerns the “heaven” from customs duties on materials, services and other Hi-Tech goods for the CART project. If true and upheld for concessionaires of the project, the position of CART/TACIS Project consultants should be of one great relief. The consultant – concessionaires – other sub-contractor stand in the “eyes” of this law in Uzbekistan should be, however,made absolutely clear.
Telecommunications & Signalling Laws & Regulations (1992,1999,2000, 2001) The “Law on Telecommunications”, enacted 1999, implicitly establishes the general legal framework for the telecommunications sector of the Republic of Uzbekistan (replacing a previous “Law on
14 Central Asian Railways Telecommunications Progress Report Annex 7.5 telecommunications” of 1992). Later (in October 2000), The Cabinet of Ministers has since issued decrees under the law and a separate entity Uzbektelecom was formed as the owner of the majority of the existing national telecommunications infrastructure. As Uzbekistan seeks WTO membership further liberalization of international relations with privatisation and the liberalisation of operations is expected: *** “…the former Ministry of Communications, evolves into the Uzbek Agency of Posts and Telecommunications (UPTA). It is destined to become the sector’s regulator….‘’ ‘’…. supervises over the communication facility, subordinated to it, coordinates activity of a communication facility belonging to the enterprises, establishments, organizations and citizens, executes state technical supervision of a communication facility and quality check of services presented by the enterprises, establishments and organizations of communication irrespective of ownership form and of institutional structure….” “…. The instruction on the signalling system on the railway of the Republic of Uzbekistan determines technical requirements of signalling system to ensure safe operation and safety of train traffics users (passengers and freight)…” “…Development, reconstruction of other communication facility implement their holders at the expense of own means and other sources which have been not forbidden to the legislation of Republic of Uzbekistan….” “…In cable-laying of telecommunication lines on territory of the ground areas, through bridges, tunnels, street, constructions, collectors, forbidden areas, woods, installation condition are coordinated with the landowners, landusers and holders of the above listed objects…..” “…describes international cooperation in the field of communication. It says that Republic of Uzbekistan establishes legal, technological and financial relations with interstate and international organizations acting in sphere of communication, pursuant to the international contract and agreements….”
Discussion: With new telecom & signalling equipment the maintenance requirements will go down. Thus, a number of manual jobs will not be needed (due to automation). Redundancy appears. As an example we present a preliminary assessment of the staff requirements (service staff only) for a copper cable and a fibre optics cable (technology) between Tashkent and Bukhara. It show staff requirement drop from 40 to 25. Hence a net decline of some 15 positions or 37% in the service staff alone, if the fibre optics cable project is realized. Taking into account the expected reduction in O+M costs (a 36% cost reduction after 5 years and an 80% cost reduction after 10 years, including training and redundancy costs in the Project Case), it is expected that the required staff reduction will be more than shown above. That obviously clashes with The Fourth Principle (of social security). Since The Fourth Principle ***** is a ”five-star”, basic, principle of Uzbek institutional thinking, it has a precedent. A strategy must be found to re-employ the redundancies (and better still, to create a lot more jobs) in the sector.
In so far the management of operational activity, maintenance, and repair of all devices and structures of the signalling and communication system of the railway there is the Decree of a Cabinet of Ministers of the Republic of Uzbekistan (dated in March 3, 2001, No 108) "About perfection of organization of GAJK UTY with respect to management”. ***
Discussion: The management structure is the best illustration yet of importance of The Fourth (social security) Principle*****. This is also a clear warning against rationalization & efficiency effects of CART (or any other hi-tech) project without having a clear plan or suggestion of job-creation strategy for “GAJT UTY”. It should be a strategy of fast training and/or retraining of UTY-indigenous and UTY-exogenous
15 Central Asian Railways Telecommunications Progress Report Annex 7.5 personnel. We stress the word FAST because this seems to be the main problem; as The Fifth Principle***** clearly claims.
Finally, the Charter of the State legal entity "Centre of signalling and telecommunication system" is formed by the order of the Chairman of the Company, dated on 23.04.2001, № 83-Н. It is a registered as the state unitary enterprise on the basis of property located in a state ownership and its activity is based on the right of operative management: * or ** “… Realization of uniform technical and economic policy at the enterprises and organizations GAJK " Uzbekiston Temir Yullari " on operation both development of means of automatics and telecommunication and automated workplaces, introduction of achievement of scientific and technical progress, advanced technology and experience …”; “… Development and implementation of measures on modernization and repair of automatic devices, telecommunication, introduction of technical measures directed on increase of quality of operational activity and efficiency use of automatic means, signalling and telecommunication, own base and service and technical buildings located on balance…”; “…Development of measures on safety strengthening of trains traffic and organization of the control behind their fulfilment by branches "of Centre of the signalling and telecommunication system" …..”; “…Introduction of measures on mechanization and automation of productions, consideration of the inventions, technical improvements and rationalization offers and their introduction, maintenance of improvement of professional skill and training of personnel …; “…Development and realization of the … perspective …. of modernization, reconstruction both overhaul and capital construction of objects of automatics and telecommunication within the limits of means allocated with the company on these purposes…” “…Development of foreign economic relations, organization of joint ventures both productions on output and rendering of services with the enterprises both organizations of other departments and foreign firms under the solution of Board GAJK UTY….”
Question of redundancy is a serious obstacle here. Employers are required to pay up to three month’s of salary to a former employee if he or she finds no employment, but are liberated of any obligation thereafter. The Labour Exchange helps laid off staff find new employment during and after this period. It is funded by employers at 2% of wages. One wonders whether, under the prevalent importance of the principle of social security, it is enough. To mitigate the adverse social impact of staff reductions, the Policy Support Component of the ADB- funded Uzbekistan Railway Modernization Project includes the establishment of an outplacement program under the form of a Small Business Fund (SBF) and of business training courses, in order to assist redundant employees in setting up business ventures. According to the Final Report of the Railway Modernization Project, “…this program is expected to have a positive economic and social impact in the project area..”. However, previous experience with developing countries generally and Uzbekistan particularly tells of different priorities: “……When the Peace Corps began its efforts in Uzbekistan in 1992, it assigned volunteers to what were essentially business consulting jobs. But in recent years, it has placed all of them in teaching positions. They are recruited to teach not only English but business and civics as well……”. Also: “…… The U.S. Agency for International Development, too, is promoting its … policy and its economic and civic institutional-building goals in Uzbekistan through education instead of consulting on election, tax, or trade policy reform ……”
16 Central Asian Railways Telecommunications Progress Report Annex 7.5
Another important question concerns the UTY revenues. It is tied to both First Principle (on the priority for economic growth) ***** and Fourth Principle (on social security) *****. Under the “Law on Enterprises” ***, the general freedom to set prices is recognized. However, UTY is still considered to have a monopoly in the transport sector and thus does not have this freedom. Instead, a committee reporting to the Cabinet of Ministers regulates tariffs, which committee may instruct UTY to keep its tariffs, as they are not withstanding increases in cost. In this event, UTY is entitled to compensate from the Government in respect of losses which are incurred. It is, however, highly questionable whether the State would keep such “cavalier” attitude vis-à-vis the loss of jobs through redundancy created by modernization and efficiency. This is therefore the main problem to be solved when CART or any other Hi-Tech railway (and not only railway) project is realized and/or extended.
Discussion: A favourite notion is that should UTY develop its telecommunications division into a new independent public telecommunications operator, new employment opportunities will be created. This is a crucial condition according to The Fourth Principle (of social security)*****. This will work only insofar there are enough indigenous customers for its services or if the redundancy facing workforce is fast retrained to either technical or service competency. However, Uzbekistan has been until very recently a monopoly market for telecommunications services. This fact, as well as other past or transitional structural and technical inadequacies, is reflected in current tariff rates. They are high relative to international standards. Essential for this project is that there are no regulatory barriers preventing UTY from selling spare telecommunications capacity to third parties. Licensing fees appear modest, and for state owned entities they are at present zero. Availability of telecommunications services is an issue here. At 65 lines per thousand people, Uzbekistan has one of the lowest telephone densities of the CIS-countries; about three times as low as in Russia. The average household penetration is 29%, but large differences exist between rural and urban penetration. While in urban areas 54% of households have a telephone line, this is the case for only 9% of households in rural areas. Moreover, the number of rural telephone lines has decreased by some 10% between 1994 and 1997, probably due to payment difficulties. If the current opening up of the market place continues, then rates are bound to fall into closer alignment with international levels. Most certainly, this project could introduce some real competition into the sector. However, given these promising but difficult to define perspectives, a very cautious approach to projections for the potential revenues to be derived from third-party usage of this project’s investments should be adopted. Redundancies in railway sector in China (between 1998 and present) have been solved via “asset management responsibility system”. It stopped layoffs because massive retraining of personnel vastly improved services. Improved services, in turn, attracted much more customers (PAX & freight). It is as if the “Centre” consisting of signalling & telecommunication branches in: Tashkent, Khavast, Kokand, Samarkand, Bukhara, Karshi Urgench, Kungrad and Termez have been given responsibility for running its own business, including revenue and expenditure. Thus turning them into de facto legal entities as is the SCT-406 (specialized construction)Branch of UTY.
For the CART and other projects based on the import of materials and/or other Hi-Tech products the following regulation of the “Concessionaires and Their Rights” is of importance: ** “….A concessionaire has the right: (a) to use according to the legislation of the Republic of Uzbekistan the allocated land area, water resources, energy carriers, engineering communications, to construct buildings on the used territory, structure, access roads, highways, telegraphic and telephone communication lines….(b) independently make modifications in structure of property, conduct reconstruction, expansion,
17 Central Asian Railways Telecommunications Progress Report Annex 7.5 technical requirement, increasing its cost… (c) to import property and necessary materials for own industrial needs and for personal needs of the workers… (d) to export property and products made by them…….. (e) to appeal in the judicial order against wrongful actions of state bodies of the Republic of Uzbekistan and their officials…..”; A concessionaire is obliged: “……(a) to observe conditions of a concessionary agreement…… (b) to carry out economic activity in strict conformity with the legislation of the Republic of Uzbekistan. Also concessionary agreement in bi-monthly term up to a day of the termination of action of a concessionary agreement or its cancellation to return to concessionary bodies property and objects, transferred to him according to an agreement, also to dispose own property…… (c) keep up the record-keeping and reporting in the order, established by the legislation of the Republic of Uzbekistan…… The profit, staying at the concessionaire after tax payment and other payments, is in his complete possession.
Discussion: Paragraph (c) in the concessionaires “rights” together with rescinding of customs duty on goods & services for modernization (see The Order “Modernization of Railways”***) looks to be giving the same customs duty relief to concessionaires. Important question is whether the excessive taxes would not repel, badly needed, concessionaires. Since both “Modernisation of Railways-Order” and duty-free importing of necessary equipment and materials seems to be assured by high-level,”three-star”, legislature there should not be any legal barriers on the way of utilising the REVERSE (INTERNET) AUCTION. This type of auction appeared to be working particularly well in High- Tech auctions (at least in the North America) where there are severe time constraints built into the project.
7.5.2.5 Tajikistan
Only the following table, showing the main statutory documents of Tajik railways is available from Tajikistan:
THE LIST OF BASIC DOCUMENTS & REGULATING WORK OF THE TAJIK RAILWAY
№ The name of the document Date and number of the statement 1 The law of the Republic of Tajikistan «About transport » №32 от 29.11.2000 2 The labour Code of the Republic of Tajikistan № 417 от 15.05.97 3 About measures on increase of traffic safety on the Tajik 1-Н 04.01.1999г. railway
18
ANNEX 7.6:
Templates for assessment of useability and compatibility of telecommunication and signalling equipment
Central Asian Railways Telecommunications Progress Report Annex 7.6
ANNEX 7.6 – TEMPLATES FOR ASSESSMENT OF USEABILITY & COMPATIBILITY OF REGIONAL RAILWAYS’ TELECOMMUNICATION & SIGNALLING EQUIPMENT AND PROCEDURES
The following templates in TABLES 7.6.1, 7.6.2, and 7.6.3 will be used for a specific telecommunication and signaling equipment – we call it equipment A; as opposed to another equipment: B, C, …….., Z – most important to the regional railways’ smoother and totally compatible operations, increased speed and reliability of the railways’ time-tables. The results, when numerically assessed via the methodology discussed in section A.1.2 of the Progress Report and in ANNEX 7.4, should give us a clear picture and help us to decide of what important equipment (from the point of the Project’s goals) needs to be replaced (now or in the immediate future) such that it conforms to the criteria of universal (preferably all-European) compatibility and reliability. On the other side, the costs of replacement (or completely new technology) could be brought into the picture by attaching the monetary terms to: the heavy maintenance, general repairs, hand-manufacturing of spare parts, systems’ downs and ensuing time delays and extra manpower needed to bring it up, etc.
Similar role play TABLES 7.6.4 and 7.6.5 in so far the necessity, compatibility between the adjoining states, and speed of border-crossing procedures AA, BB, ….., ZZ among the individual States of Central Asia. The importance of this information clearly follows from the map in Figure1.2.2 in section A.1.2 of the Progress Report. The assessment, similarly to the equipment “factor” will go in two different dimensions. In TABLE 7.6.4 we assess the procedure’s compatibility among the regional railways and, also, with regard to the border-adjoining countries, such as: Russia, China, Iran, etc.. In the second table (TABLE 7.6.5) for the procedure AA, we assess its importance for the border- crossing (firstly, among the republics of the Region and, secondly, vis-à-vis international transit).
The result of this assessment should lead to Master Plan suggestion of further and specific co- operation among the Central Asian republics’ railways with the goal of make the regional transit as speedy as possible.
EQUIPMENT A:
HOW OLD IS THE EQUIPMENT (ON THE AVERAGE IN THE REGION) ?
DESCRIPTION DEFINITION VERBAL ASSESSMENT ______Between 1 – 7 years old (needs virtually no maintenance) EXCELLENT
Between 7 - 15 years old (needs only scheduled maintenance) GOOD
Between 15 - 25 years old (needs some extra non-scheduled maintenance) FAIR
Between 25 – 30 years old (needs continuous non-scheduled maintenance) POOR
30 years or more years old (needs frequent overhaul & general repair; spare parts) BAD manually WORTHLESS ______
TABLE 7.6.1: Conversion Table for the Utility of a Certain Equipment
1 Central Asian Railways Telecommunications Progress Report Annex 7.6
COMPATIBILITY OF THE EQUIPMENT WITH: 1) THE SAME OR SIMILAR ONE IN THE REGION 2) THE SAME OR SIMILAR ONE IN RUSSIA 3) THE SAME OR SIMILAR ONE IN WESTERN EUROPE 4) THE SAME OR SIMILAR ONE IN CHINA
DESCRIPTION VERBAL ASSESSMENT ______
Compatible with 1); Compatible with 2); Compatible with 3); Compatible with 4) EXCELLENT
Compatible with 1); Compatible with 2); Partially compatible with 3); Partially compatible with 4) GOOD
Compatible with 1); Compatible with 2); Partially compatible with 3); incompatible with 4) FAIR OR Compatible with 1); Partially compatible with 2); Compatible with 3); incompatible with 4) FAIR
Compatible with 1); Compatible with 2); incompatible with 3); incompatible with 4) POOR OR Compatible with 1); partially compatible with 2); incompatible with 3); incompatible with 4) POOR
Partially compatible with 1); incompatible with 2); incompatible with 3); incompatible with 4) BAD
Incompatible with 1); incompatible with 2); incompatible with 3); incompatible with 4 WORTHLESS ______
TABLE 7.6.2: Conversion Table for the Equipment General Compatibility
IMPORTANCE OF THE EQUIPMENT FOR THE RAILWAYS’ REGIONAL SYSTEM ______
EXTREMELY IMPORTANT HIGHLY IMPORTANT VERY IMPORTANT IMPORTANT FAIRLY IMPORTANT PROBABLY IMPORTANT OF SOME IMPORTANCE OF LITTLE IMPORTANCE OF VERY LITTLE IMPORTANCE UNIMPORTANT NO IMPORTANCE WHATSOEVER ______
TABLE 7.6.3: Table for the Equipment “Importance“
2 Central Asian Railways Telecommunications Progress Report Annex 7.6
PROCEDURE AA
COMPATIBILITY OF THE BORDER-CROSSING PROCEDURE WITH: 1) REGIONAL STATES INTERNATIONAL NEIGHBOURS: 2) RUSSIA 3) CHINA 4) ALL
DESCRIPTION VERBAL ASSESSMENT ______
Compatible with 1); Compatible with 2); Compatible with 3); Compatible with 4) EXCELLENT
Compatible with 1); Compatible with 2); Partially compatible with 3); Partially compatible with 4) GOOD
Compatible with 1); Compatible with 2); Partially compatible with 3); incompatible FAIR OR Compatible with 1); Partially compatible with 2); Compatible with 3); incompatible with 4) FAIR OR Compatible with 1); Compatible with 2); incompatible with 3); incompatible with 4) FAIR OR Compatible with 1); partially compatible with 2); incompatible with 3); incompatible with 4) FAIR
Partially compatible with 1); incompatible with 2); incompatible with 3); incompatible with 4) BAD
Incompatible with 1); incompatible with 2); incompatible with 3); incompatible with 4) WORTHLESS ______
TABLE 7.6.4: Conversion Table for the Compatibility of Border-Crossing Procedure
IMPORTANCE OF THE PROCEDURE FOR THE RAILWAYS’ REGIONAL SYSTEM ______
EXTREMELY IMPORTANT HIGHLY IMPORTANT VERY IMPORTANT IMPORTANT FAIRLY IMPORTANT PROBABLY IMPORTANT OF SOME IMPORTANCE OF LITTLE IMPORTANCE OF VERY LITTLE IMPORTANCE UNIMPORTANT NO IMPORTANCE WHATSOEVER ______
TABLE 7.6.5: Table for the Border-Crossing Procedure Importance
3
ANNEX 7.7.B:
Survey of existing telecommunication and signalling systems in each country
Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Annex 7.7.B - Survey of existing telecommunication and signalling systems in each country
7.7.B.1 Survey of existing telecommunication systems
7.7.B.1.1 Kyrgyzstan
General information Table 7.7.B.1 contains general information about the railway network. The lines, with the relative levels of importance, are schematically represented in Fig. 7.7.B.2.
Switching Telephone exchanges are located in the following stations (see figure 7.7.B.3) Kaindy, Karabalta, Belovodskaya, Shopokovo, Sokuluk, Bishkek-I, Bishkek-II, Alamedin, Tokmak, Bystrovka, Balyktchi IVC (IT centre), Vagonnoe depot (wagon depot), Lokomotivnoe depo (locomotive depot), Djalal-Abad, Karasu, Osh. The number of user that can be connected to each individual exchange are: Bishkek I 1200 Bihkek Ii 100 Balyktchi 100 Bystrovka 50 Tokmak 50 Alamedin 100 Sokuluk 100 Shopokovo 50 Belovodskaya 50 Karabalta 100 Kaindy 50 IVC (IT centre) 100 Vagonnoedepo 50 Lokovnoe depo 50 Djalal-Abad 100 Karasu 100 Osh 50
The exchanges are rotary (ATS) and crossbar type, the oldest having been in service since the early ‘70’s. Their capacity is now saturated.
Transmission media The layout of the cables and overhead lines is illustrated in Figure 7.7.B.4 while Fig. 7.7.B.5 shows the transmission capacity of the network The cables used are 7x4x1.2+5x2x0.9+1x0.9 (7 quads, wire diameter 1.2 mm, 5 pairs and 1 wire of 0.9 mm in diameter) MKBASh (paper insulation, aluminium armouring and PVC outer sheath) and TZB. The pairs of wires also carry signalling information.
1 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
The cable over the main section between Lugovaya and Bishkek was laid in the first half of the ‘80’s and is actually in fairly good condition. In general, cables and equipment are subject to a great deal of stress, due to sharp variations in temperature and water infiltration at junctions. Repair works lead to variations in the electrical capacity of the cable with consequent worsening of transmission quality. The alternation between sections served by buried cable and others served by overhead lines also causes signal reflection and problems with transmission quality. The transmission systems used are normally in HF with frequency modulation. The amplification points are located in the following stations: Munjke, Tchaldovar, Kaindy, Belovodskaya and Shonokovo. Channels are further amplified at the origin and end stations. The need for radio connections is due to the deterioration of transmission quality due to the loss of cable insulation and saturation of the existing channels. The system uses a frequency range from 140 to 161.5 MHz, with directional aerials mounted on 30 metre high posts. Previously mentioned Fig. 7.7.B.5 also shows the channels that the railways have been obliged to lease to the public network to make up for insufficient transmission capacity in the domestic network.
7.7.B.1.2 Uzbekistan
General information Table 7.7.B.6 contains general information about the railway network The lines, with the relative levels of importance, are schematically represented in Fig. 7.7.B.7 and Fig. 7.7.B.8.
Switching Exchanges are located at the following stations: Karakalpakiya, Zhaslyk, Kungrad, Hotjelli, Nukus, Urgentch, Tinchlik; Navoi, Ziyavvudin, Katta-Kurgan, Marakand, Ulugbek, Samarkand; Zarafshan, Bogamoe, Dijzak; Khavast, Bekabad, Khavast-Khamza, Gulistan, Syrdarya, Mechnat, Pakhta, Uzbekistan; Tukumatchi, Tashkent, Sergeli, Akhangaran, Khodjikent; Kyzyl-Tepo, Bukhara, Bukhara II, Karaulbazar, Karshi, Karakul, Khodjadavlet; Termez, Galaba, Denau; (see figure 7.7.B.9)
Namangan, Pap (Khalkabad), Kokand 1, Altyarik, Margelan; Akhunbabaeva, Akhtachi, Andjan 1, Andjan 2, (see Fig. 7.7.B.10)
The numbers of users connectable per individual station are: Tashkent 3000 (Digital Definity 1000 –Ericsson MD-110 1350) Tashkent tovarnaya 700 TashIIT 800 Kuybishev Gor 400 Tashgiprotrans 200 Bolgarskie ogorodi 200
2 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Zavod TRZ 600 KGB 57 SMP-820 50 Subway division 50 Shumilova 300 Khodjikent 100 Kizil-Tukmachi 1000 Sergeli 400 Akhangaran 100 Uzbekistan 400 Pakhta 50 Mekhnat 50 Sirdarya 125 Gulistan 200 Khavast - Khamza 172 Khavast 1700 Djizak 202 Bogarnoe 100 Zaravshan 100 Samarkand 400 1000 Ulugbek 200 Marakand 100 Katta-Kurgan 150 Ziyavuddin 100 Navoi 400 Kizil-Tepo 50 Bukhara 2000 Bukhara II 100 100 Komarova 350 Tch-6 400 Karakul 50 Khodjidavlet 50 Karaul - Bazar 100 Karshi 1000 Kashkadarya 100 Djayran 4 Termez 1500 Digital Denau 50 Kitab 100 Galaba 50 Tinchlik 348 Nukus 50 Hotjelli 2000 Kungrad 300 400 Zhaslyk 400 Karakalpakia 400 Urgench 400 350 Bekabad 65 Кокаnd 3000 Alti - Arik 100 Margilan 400 Akhunbabaevo 2000 Akhtachi 18 Andijan I 500 Pap 100 Namangan 100 Andijan II 88
3 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Exchanges are rotary (ATS) and crossbar type, the oldest of which in service since 1965. The exchanges at Bekabad, Andijan and Kokand are the most recent, the others have now reached saturation. In addition to these there are the exchanges at Termez and the two at Tashkent that are digital and built by Ericsson and Siemens
Transmission media The cable and overhead line layout is illustrated in Fig. 7.7.B.11 and 7.7.B.12 while Fig. 7.7.B.13 and 7.7.B.14 show network transmission capacity. Cables are 7x4x1.2+5x2x0.9+1x0.9 (7 quads, wire diameter 1.05 mm, 5 pairs and 1 wire of 0.7 mm in diameter) MKUMK (hanging) or MKPAB (paper insulation, aluminium armouring and PVC outer sheath). The pairs also carry signalling information. In general, cables and equipment are subject to a great deal of stress, due to sharp variations in temperature and water infiltration at junctions. Repair works lead to variations in the electrical capacity of the cable with consequent worsening of transmission quality. A certain number of sections are equipped with overhead lines between Mekhmat (Noviy Tchinaz) and Djizak (via Djetisai) for 120 km, and between Samarkand and Bukhara (via Navoi) for 247 km. The alternation between sections served by buried cable and others served by overhead lines also causes signal reflection and problems with transmission quality. The transmission systems used are normally in HF with frequency modulation (FDM). The amplification points are located in stations with an average distance of 35Km. Channels are further amplified in the origin and end stations. Fig. 7.7.B.13 and Fig. 7.7.B.14 also show the channels that the railways have been obliged to lease to make up for the inadequacy of the transmission network deriving from their own systems and the fact that certain sections are not interconnected within national territory.
7.7.B.1.3 Tajikistan
General information Table 7.7.B.15 contains general information about the railway network The lines, with the relative levels of importance, are schematically represented in Fig 7.7.B.16.
Switching Telephone exchanges are present in the following stations: Dushanbe-1, Dushanbe-2, Shartuz, Kolkhozabad (see Fig. 7.7.B.17) The numbers of users connectable per individual station are: Dushanbe-1 1200 Dushanbe-2 200 Shartauz 104 Kolhozabad 104 The years of activation of the exchanges are as follows:
4 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Dushanbe-1 2002 Dushanbe-2 1981 Shartauz 1979 Kolhozabad 1980
The exchanges, all rotary or crossbar type, have all reached saturation except for the recently installed one at Dushanbe-1.
Transmission media The cable and overhead line layout is illustrated in Fig. 7.7.B.18, while Fig. 7.7.B.19 shows the network transmission capacity. Cables are 7x4x1.2+5x2x0.7+1x0.7 (7 quads, wire diameter 1.2 mm, 5 pairs and 1 wire of 0.7 mm in diameter) MKPAB (paper insulation, aluminium armouring and PVC outer sheath), MKSSTShP and 4x4x1.2+pairs MKSAShP. The pairs of wires also carry signalling information. In general, cables and equipment are subject to a great deal of stress, due to sharp variations in temperature and water infiltration at junctions. Repair works lead to variations in the electrical capacity of the cable with consequent worsening of transmission quality. The alternation between sections served by buried cable and others served by overhead lines also causes signal reflection and problems with transmission quality. The transmission systems used are normally in HF with frequency modulation (FDM). Figure 7.7.B.19 also indicates the channels that the railways have been induced to rent to the public network.
7.7.B.1.4 Turkmenistan
General information Table 7.7.B.20 contains general information about the railway network. The lines, with the relative levels of importance, are schematically represented in Fig. 7.7.B.21.
Switching Telephone exchanges are located in the following stations: Darganata, Seidi, Turkmenabat (Tchardjou), Zertger, Utchadji, Bayram-Ali, Mary; Serkhetabad (Kushka) Turkmenbashi (Tedjen), Dushak, Kakha, Annay, Ashkhabad, Buzmein, Serdar (Kyzilarvat), Bereket, Krasnovodsk. (see Fig. 7.7.B.22)
The numbers of users connectable per individual station are: Darganata 400 Seidi 100 Turkmenabad (Tchardjou) 100 Turkmenabat Station 2000 Zerger- 50 Bairamali 100 Uchadji 100
5 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Bayram-Ali 100 Mary Station 1000 Serkhetabad (Kushka) 100 Turkmenbashi (Tedjen), 50 Turkmenbashi Station 500 Dushak 100 Kakha, 50 Annay, 50 Ashgabad Station 1500 Byzmein 100 Bakhard 100 Serdar 100
The exchanges rotary (ATS) and crossbar type, the oldest of which in service since 1970. In general terms they have now reached saturation.
Transmission media The cable and overhead line layout is illustrated in Fig. 7.7.B.23 while Fig. 7.7.B.24 shows the network transmission capacity. Cables are 7x4x1.2+5x2x0.7+1x0.7 (7 quads, wire diameter 1.2 mm, 5 pairs and 1 wire of 0.7 mm in diameter) MKPAB (paper insulation, aluminium armouring and PVC outer sheath), MKSSTShP and 4x4x1.2+pairs MKSAShP. The pairs of wires also carry signalling information. In general, cables and equipment are subject to a great deal of stress, due to sharp variations in temperature and water infiltration at junctions. Repair works lead to variations in the electrical capacity of the cable with consequent worsening of transmission quality. The alternation between sections served by buried cable and others served by overhead lines (that cover more than half the network) also causes signal reflection and problems with transmission quality The transmission systems used are normally in HF with frequency modulation (FDM). Station amplifiers are positioned at intervals of approximately 35 Km (for aerial lines, this distance is doubled). Channels are further amplified at emitting stations and at the endpoints Fig. 7.7.B.24 shows the channels that the railways have been induced to lease to the public network to make up for the insufficient transmission capacity of the domestic network.
7.7.B.1.5 Kazakhstan
General information Table 7.7.B.25 gives general information about the railway network. The lines, with the relative levels of importance, are schematically represented in Fig. 7.7.B.26.; 7.7.B.27; 7.7.B.28 Kazakhstan railway diagram.
Switching The telephone exchanges known at the time of drafting this document are located at the following stations Merke 50
Line: Almati – Moscow
6 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Region: Shimkentskoe Tatty 200 year 1986 Shimkent 2000 year 1994 Tulkubas 400 year 1983 Kazi-Kurt 200 year 1985
Region: Kizilordinskoe Turkestan 700 year 1986 Shieli 300 year 1994 Kizil-Orda Digital (DRX-4) 1600 year 1983
Region: Djambulskoe Djambul 2000 year 1987 Lugovaya 400 year 1988 Karatau 200 year 1983 Janatas 400 year 1993
These exchanges are rotary (ATS) and crossbar type, the oldest having been in service since 1983, except for the one at Kizil-Orda that is digital, installed in 1993.
Transmission media The type of cable used for telecommunications is the same as that used in the other countries surveyed. Cables are 7x4x1.2+5x2x0.7+1x0.7 (7 quads, wire diameter 1.2 mm, 5 pairs and 1 wire of 0.7 mm diameter) MKPAB (paper insulation, aluminium armouring and PVC outer sheath, (MKSSTShP and 4x4x1.2+pairs MKSAShP). In general, cables and equipment are subject to a great deal of stress, due to sharp variations in temperature and water infiltration at junctions. Repair works lead to variations in the electrical capacity of the cable with consequent worsening of transmission quality. The transmission systems used are normally in HF with frequency modulation (FDM). A 300 Km section of monomodal type 16 optic fibre cable was installed in 2001 in the Kizilordinskoe, Shimkentskoe region, and the Arys – Shieli section equipped with a PCM SDH transmission system capable of 155 Mbit/s.
7.7.B.1.6 Information Technology
Kyrgyzstan The system is based on a LAN that connects around 120 PCs with 1200 Bd modem, with a data processing centre installed at Bishkek (see figure 7.7.B.29). This is interconnected with the mainframe installed at Almaty. The border stations connected are for: Kazakhstan: Lougavaya Uzbekistan: Karasu – Kizil-Kyrgard, Tashkumyr-Khanabad (Uzbeck territory)
The stations connected in line are: Merke, Kaindy, Karabalta, Belovodskaya, Shopokovo, Alamedin, Kant, Ivanovka, Tokmak, Bystrovka, Balyktchi, Djalal-Abad, Osh.
7 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
The terminals can access the IT system through Bishkek then via Kazakhstan toward the Moscow centre, as well as the ASSOUP FREIGHT management System and the EXPRESS-2 management System for international passenger traffic.
Uzbekistan The Uzb possesses the region’s largest IT system, see Fig. 7.7.B.30. The control centre is at Tashkent and is connected via modem with those installed in Kazakhstan and in Turkmenistan. The border stations connected are for: Turkmenistan: Farab (on Turkmen territory) Kazakhstan: Tchengeldi (on Kazakhstan territory) Tajikistan: Bekabad, Saryasia, Amuzan, Kanibadam (on Tajik territory) Kyrgyzstan: Karasu, Karasu – Kizil-Kyrgard, Tashkumyr-(on Kyrgyzstan territory) Khanabad The stations connected in line are: Khondiadable, Navoi, Buchara, Marakand, Djizak, Karshi, Talimarjan, Termez, Sariasiya, Khavast, Gulistan, Yagier, Tchinaz, Bekaban, Angren, Uzbekistau, Yangiyut, Bozsy, Kizil, Sergeli, Utchkurgan, Namrgan, Kokand 1-2, Altyrik, Margelan. The terminals can access the IT system through Tashkent and subsequently via Kazakhstan toward the Moscow centre, as well as the ASSOUP FREIGHT management System and the EXPRESS-2 management System for international passenger traffic.
Tajikistan The IT system consists of a small centre situated in Dushanbe, connected with the border stations and with the Tashkent centre (UZB) (see Fig. 7.7.B.31). The border stations, connected via 1200 Bd modem, are: Kanibadam, Bekabad, (UZB territory), Saryasia (UZB territory), Amuzan (UZB territory). The terminals can access the IT system through Tashkent and subsequently via Kazakhstan toward the Moscow centre, the ASSOUP FREIGHT management System and the EXPRESS-2 management System for international passenger traffic.
Turkmenistan The control centres are at Chardzhev and Ashgabad. (see Fig. 7.7.B.32). Both centres are equipped with IBM hardware. The border stations connected via 1200 Bd modem are for: Iran : Seraks Uzbekistan : Farap
The stations connected in line are: Krasnovodsk-I, Nebit-Dag, Tazandjik, Buzmenij, Annay, Dushak, Turkmenbashi, Tedjen, Mary, Utchadji, Zertcher, Amyrdere, Talimardjan, Kelif, Darganata, Gazatchak, Dashkhavuz, Takhiatash. The terminals can access the IT system through the Chardzhev centre, then via Tashkent toward the Moscow centre, the ASSOUP FREIGHT management System and the EXPRESS-2 management System for international passenger traffic.
Kazakhstan (to be completed)
8 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
7.7.B.2 Survey of existing operation and signalling systems
Tajikistan
The railway network has an overall extension of around 480 km and serves to connect the country to the larger Uzbeki network, which operates international traffic services (see Fig 7.7.B.16, Tajikistan Railway diagram). All stations on the most northern Bekabad-Kanibadab line (112 km of which 65 double track) are equipped with relay interlocking systems, with an average distance between station of 12.5 km. The line is equipped with automatic interlock and the largest station is at Kafurov (Leninabad). The Pakhtabad-YangiBazar line (155 km long, all single track) is equipped with semiautomatic interlock. The average distance between the stations, all of which equipped with relay systems, is 17.2 km. The main station is Dushambé 2, in the capital city. Lastly, the most southern line, Amuzang-Javan/Kulyab, is not equipped with automatic interlock, but only with an electric staff interlock system. The overall length of the line is 213 km, plus the branch for Kulyab of 135 km, and the average distance between stations is around 27 km. Figure 7.7.B.33 shows the above-described lines and the respective types of interlock system in use. The operational procedures observed for the network are the same as those used prior to the country’s independence, when this railway formed part of the Soviet Railway system. There are no CTC systems operating and the signalling system is the result of two distinct investment plans, the first dating back to the ‘sixties and ‘seventies, the second to the ‘eighties. The latter mainly consisted of upgrading the lines and main stations to the current standards of the time. The table below shows the types, frequency and average age of station plant.
number % Age Tajikistan Interlocking Systems (years)
Push-button panel 22 65 20/30 Mechanical Key Dependence 7 21 Other types 5 14 Total 34 100
The general features of the signalling plant on this network are represented in the form of a table in Fig. 7.7.B.34/A/B/C/D, which also highlights: The extension of automatic and semiautomatic interlocking systems and the other types of system; The extension of the lines controlled by CTC and the ones without control; The number of stations, subdivided into those with relay interlocking, those with levers and keys (MKD) and those without any form of safety systems. As regards electrification, the only line that has been (partially) electrified is the Bekabad-Kanibadam line (Fig. 7.7.B.35)
9 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Kyrgyzstan
The network has an extension of 427 km structured as illustrated in figure 7.7.B.2. In terms of signalling, the main line connecting the country’s capital to the border with Kaskhstan is equipped with automatic and semiautomatic interlock, and all stations have relay systems, while 50% of the Bishkek-Baliktchi section (168 Km) has manually operated systems. The border-Bishkek section of this line is managed by CTC from the central control centre in Almaty, (Fig. 7.7.B.36) Figure 7.7.B.37 shows the extension of the lines and the interlocking systems currently in use. Even over the longest section for Kok-Jangak, 50% of station plant is manually operated. The operational procedures observed for the network are the same as those used prior to the country’s independence, when this railway formed part of the Soviet Railway system. The signalling system is the result of two distinct investment plans, the first dating back to the ‘sixties and ‘seventies, the second to the ‘eighties. The latter mainly consisted of upgrading the lines and main stations to the current standards of the time. The table below shows the types, frequency and average age of station plant.
number % Age Kyrgyzstan Interlocking Systems (years)
Push-button panel 21 67 20/30 Mechanical Key Dependence 7 23 15/35 Other types 3 10 Total 31 100
The table in figure 7.7.B.38/A/B/C/D highlights the following general features of the lines in analytical form: The extension of automatic and semiautomatic interlocking systems and the other types of system; The extension of the lines controlled by CTC and the ones without control; The number of stations, subdivided into those with relay interlocking, those with levers and keys (MKD) and those without any form of safety systems.
Turkmenistan The country’s railway network has an extension of 2,517 km of which just 33 km with double track, and is illustrated in figure 7.7.B.21. The various types of interlocking systems in use are indicated in figure 7.7.B.39. The sections with automatic interlock are in the order of 2500 metres and are realised with 50 Hz track circuits. Over 80% of stations are equipped with electric points. The CTC central control centre is located in Ashgabat and has the jurisdiction indicated in figure 7.7.B.40. The entire network, with the exception of the sections: Zerger – Atamurad (203 km) and Mary – Serkhetabad (315 km), is managed by CTC. The approximately 250 existing automatic level crossings are equipped, according to importance, either with barriers or with flashing light signals toward the road.
10 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
This railway also suffers from the unavailability of replacement parts for the oldest systems, like for example the Neva that is around 30 years old. As regards the reliability of station plant, their age has to be considered (on average over 25 years), which makes maintenance even more difficult (scarce replacement parts, insufficient equipment and instruments)
number % Age Turkmenistan Interlocking Systems (years)
Push-button panel 140 98 20/30 Mechanical Key Dependence 3 -- 35 Other types - 2 - Total 143 100
The functions and dimensions of the stations are given in the following tables.
Line section Turkmenbashi I – Farap. Large stations: Turkmenbashi I, Bereket, Bami, Ashgabat, Dushak, Mary, and Turkmenabat Function Main 1 2 3 4 5 Without stations Categ. Categ. Categ. Categ. Categ. Categ. (No) (No) (No) (No) (No) (No) (No) Marshalling 6 1 2 1 1 - 1 Yard (shunting) 1 1 - - - - - Freight 10 4 2 3 - - 1 Intermediate 40 - 1 5 6 28 - Siding 29 - - - - 29 - Total: 86 6 5 9 7 57 2
Line section Tedjen - Sarakhs. Large stations: S. Turkmenbashi,Gulanly, Sarakhs. (without Tedjen, Geksury, Rzd. 72, 73) Function Main 1 2 3 4 5 Without stations Categ. Categ. Categ. Categ. Categ. Categ. (No) (No) (No) (No) (No) (No) (No) Marshalling 1 1 - - - - - Yard (shunting) ------Freight ------Intermediate 3 - - 1 2 - - Siding ------Total: 4 1 - 1 2 - -
Line section Mary - Serkhetabad. Large stations: Mayskaja, Tagtabazar, Serkhetabad. (without Mary)
11 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Function Main 1 2 3 4 5 Without stations Categ. Categ. Categ. Categ. Categ. Categ. (No) (No) (No) (No) (No) (No) (No) Marshalling ------Yard (shunting) ------Freight 1 - 1 - - - - Intermediate 12 - 1 2 2 7 - Siding ------Total: 13 - 2 2 2 7 -
The general features of the signalling plant on this network are represented in the form of a table in Fig7.7.B.41 / A / B / C / D / E / F / G / H / I, which also highlights: The extension of automatic and semiautomatic interlocking systems and the other types of system; The extension of the lines controlled by CTC and the ones without control; The number of stations, subdivided into those with relay interlocking, those with levers and keys (MKD) and those without any form of safety systems.
Kazakhstan The network is schematically represented in figures 7.7.B.26; 7.7.B.27; 7.7.B.28 which highlight the lines at the various hierarchical levels proposed. In terms of operations, the use of central traffic control is widespread on the network, as can be seen in figures 7.7.B.42; 7.7.B.43; 7.7.B.44 showing the extension of the lines under CTC and the location of the Control Centre. At present, Kazakhstan railways has 53 operative sections of line managed by dispatcher, which are equipped with various types of CTC. The introduction of computer-based CTC has begun: there is a control centre at Semipalatinsk, managing three systems, equipped with “Dialogue – trans” system and at Djambyl station there is a CTC section managed by the “Neman” system. In each CTC section Station Controllers normally man the large stations and terminal stations of the section. The lines and stations are generally equipped with light signals, electric points and automatic or semiautomatic interlock systems based on track circuits of length around 2500 metres (see figures 7.7.B.45; 7.7.B.46). Each CTC section is located in different rooms of the same building. Here, the operator plots train graphs by hand and manages the traffic over sections in the order of 300 km, with daily traffic over the busiest lines in to order of 65 pairs of trains per day over the double track sections, and 10-15 pairs over single track. For communications over the controlled area, the operator has a half-duplex selective telephone system over dedicated lines Lines with coded automatic interlock also have on-board signal repeaters with automatic braking in case of signal jumping. On the other hand, there are no ATC systems for automatic braking in case the maximum speed limit is exceeded. Over 95% of station plant (over 700 elements) are push-button type, that is to say, relays with buttons, and were realised in the ‘seventies, with the consequent actual maintenance problems and costs. The remaining station plant is Mechanical Key Dependence (MKD) type, also an average of 25/30 years old.
12 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
Local passenger traffic (commuter) is significant only over the Astana and Almaty hubs (six pairs of trains per day). The other cities with commuter traffic, but of a lesser entity, are: Semipalatisk Djambil Lenger Kandagatch Aktjubiusk Therefore, not even considering this type of transport no traffic problems can be identified over the busiest lines.
Uzbekistan The network is schematically represented in figures 7.7.B.7 and 7.7.B.8, which also highlight the various hierarchical levels proposed. The lines are generally equipped with light signals, electric points and interlock systems based on 50 or 25 Hz track circuits.. From an operational point of view, the CTC whose centre, for all the lines, is at Tashkent, has the jurisdiction illustrated in figures 7.7.B.47 and 7.7.B.48. Three different types of CTC are currently in service: Neva: the oldest, totally with relay technology; Lutch: dating back to the ‘eighties, still with relay technology but with greater control potential (around 50% more than the Neva system); Dialogue, the most recent computerised system.
The Dialogue system has been in service since 1994 but only over a single section (Kungrad-Beyneu), and manages 22 stations for 408 km of line, but only handles 3-4 pairs of trains per day. From the Control Centre it is possible to command itineraries by clicking on the extremes with a mouse. Lines are displayed on monitors which also repeat the position of signals, interlock section occupation and the number of trains in circulation. The indications of the control panels of the individual stations can be called up on monitor for any individual manoeuvres. Local Controllers man the most important stations, whereas the others are manned, but by lower level operators acting under the management of the Central Controller in case of need. The presence of these guardian operators is justified by environmental difficulties and the station access problems and times, stations often being situated in desert areas. The function of Train Describer is present, whereas the Train Graph function is carried out , at present, manually. There is no operator guide program, but this is not necessary given the modest traffic volume in circulation. The technicians maintaining the more dated systems judge them to be safe and still maintainable, and obtain replacement parts from other systems destined for replacement by more modern systems.Spare parts however are purchased in the Soviet Union, where similar systems are still used. The various types of interlock in use over the network are given in figures 7.7.B.49 and 7.7.B.50. On the lines with automatic interlock there is automatic braking in the event of signal jumping. On the other hand there are no ATC systems for automatic braking in the event speed limits are exceeded. The table below shows the type, frequency and average age of the station plant, which is somewhat high:
13 Central Asian Railways Telecommunications Progress Report Annex 7.7.B
number % Age Uzbekistan Interlocking Systems (years)
Push-button panel 231 92 20/30 Mechanical Key Dependence 20 8 15/35 Other types - Total 251 100
There are a total of 251 stations, subdivided as follows: Passengers (2) : Tashkent passengers; Tashkent – South (Main stations) Marshalling (4): Chukursay; Kokand; Bukhara – I; Khavast Big freight stations:( 8): Djizak; Uzbekistan, Samarkand; Karshi; Termez; Kungrad; Khodjeily; Urgench Freight (80) Intermediate (157) (of which 43 sidings) The age of more than 50% of the interlock systems is over 25 years, with the consequent maintenance problems and costs, as well as spare parts procurement. The current maintenance and monitoring system presents a variety of problems (heterogeneity of plant, scarcity of equipment, etc.) with low sector productivity as a result. The general features of the signalling plant are represented in graphic form in the tables in Fig. 7.7.B.51/A/B/C/D/E/F/G/H/I/L/M. Which also highlight: The extension of automatic and semiautomatic interlocking systems and the other types of system; The extension of the lines controlled by CTC and the ones without control; The number of stations, subdivided into those with relay interlocking, those with levers and keys (MKD) and those without any form of safety systems.
14
Table 7.7.B.1 General information on the Kyrgyzstan railway network
Kyrgyzstan ( KRG )
Country surface 198,500 Kmq Population 4,500,000 Railways employees (1996) 5200 Track Lines length 424 Km Main track 424 km Single Siding 81 km Bridges 148 Tunnels Nil Max speed line 100/80 Kmph Electrified lines track Nil Train Max train load 3600 t Max axle load 23 t Signal system CTC 1-Neva type Relays-1984 Automatic block (track circuits) Lugavaya-Bishkek 154 km
Half automatic block Other lines 247 km
Interlockings 21 Major stations Level crossing 19/34 barriers/automatic signalling other Lines length/country surface 0.002 Km/Kmq
Kazakhstan Kyrgyzstan
(Almaty)
148
141
№ № Balyktchi (Issik-Kulj) Balyktchi
Karabalta Djil-Aryk Kayamat-Kurkol R Merke Munjke Kaindy Belovodskaya Pishbek Bishkek 1 Bishkek 2 Kant Ivanovka Tokmak P 222km Bystrovka Tchaldovar R Shokovo Alamedin 77km Lugovaya 39km 53km 23km 39km 21km 39km 31km
)
3627 3666 3704 3719 3740 3757 3778 3800 3840 3872 3897 3900 3948 3913 Tashkent ( Tajikistan
Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay r
23 km Tashkumi
k Namangan Bagish Djalal-Abad
14 km 15 km
Pap (Khalkabad) Khanabad Kok-Yanga
Sultanabad Tentaksay 136
№ Kokand 2 Andijan 2 Kanibadam Kokand 3 Rapkan Savay Kashgar Osh R Kokand 1 Andijan 1 (Havast) Karasu
Shakhrikhan 12 km 10 km
Altyarik
Margelan Fergana 2 Kuvasay R 38km
Akhunbabaeva 6 km Kyzylkiya Fergana 1
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Fig. 7.7.B.2 Kyrgyzstan Railway Diagram
Kyrgyzstan Kazakhstan
r
(Almaty) k k y okovo 141 148 p t № №
Belovodskaya Merke Tchaldova Kaind Karabalta R Sho Sokuluk Bishkek II Alamedin Kan Ivanovka Tokma P 222km Bystrovka Djil-Ary R Kayamat-Kurkol Balyktchi (Issik-Kulj) Bishkek I
Lugovaya
39km 53km 23km 39km 21km 39km 31km 77km
(Tashkent)
Kyrgyzstan
y
Tajikistan Uzbekistan r
Utchkurgan Shamaldisa Tashkumi
k
Namangan
Djalal-Abad Bagish Kok-Yanga
Pap (Khalkabad) Khanabad
r
Sultanabad Tentaksay 136 № Kokand 2 Andijan 2 Kashga Karasu Osh R Rapkan Kokand 3 Kanibadam Savay Kokand 1 Andijan 1
(Havast) Shakhrikhan
Altyarik Margelan R 38km Fergana 2 Kuvasay Kyzylkiya Akhunbabaeva Fergana 1
LEGEND Telecom Switches
Fig. 7.7.B.3 Kyrgyzstan telecom switches position
Kazakhstan Kyrgyzstan
(Almaty) 141 148 № № Merke 3627 Munjke 3666 Tchaldovar 3704 Kaindy Karabalta 3719 R Belovodskaya 3740 Shokovo 3757 Pishbek Bishkek 1 3778 Bishkek 2 Alamedin Kant 3800 Ivanovka Tokmak 3840 P 222km Bystrovka 3872 Djil-Aryk 3897 R 3900 Kayamat-Kurkol 3913 Balyktchi (Issik-Kulj) 3948
Lugovaya 39km 53km 23km 39km 21km 39km 31km 77km
(Tashkent)
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir
Namangan Djalal-Abad Bagish
Kok-Yangak Pap (Khalkabad) Khanabad
Sultanabad Tentaksay 136
№ Kokand 2 Andijan 2 Kanibadam R Rapkan Kokand 3 Savay Kashgar Kokand 1 Andijan 1 Osh Karasu (Havast) Shakhrikhan
Altyarik
Margelan Fergana 2 Fergana Kuvasay R 38km Kyzylkiya Akhunbabaeva
Fergana 1
Cable Aerial Radio Link
Fig. 7.7.B.4 Kyrgyzstan Cabling Diagram
Kazakhstan Kyrgyzstan
(Almaty) 141 148 № № Merke 3627 Munjke 3666 Tchaldovar 3704 Kaindy Karabalta 3719 R Belovodskaya 3740 Shokovo 3757 Pishbek Bishkek 1 3778 Bishkek 2 Alamedin Kant 3800 Ivanovka Tokmak 3840 P 222km Bystrovka 3872 Djil-Aryk 3897 R 3900 Kayamat-Kurkol 3913 Balyktchi (Issik-Kulj) 3948
Lugovaya 39km 53km 23km 39km 21km 39km 31km 77km
4 15 12 4 4 12 12 (Tashkent) 12 12 2 3 12 12 12
Djalal-Abad 12
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir 2
Namangan Djalal-Abad Bagish 12 Kok-Yang 2 ak Pap (Khalkabad) 12 Khanabad Bishkek Sultanabad Tentaksay 136
№ Kokand 2 Andijan 2 Kanibadam R Rapkan Kokand 3 Savay Kashgar Kokand 1 Andijan 1 Osh Karasu (Havast) Shakhrikhan 12 3
1 Altyarik
Margelan Fergana 2 Kuvasay R 38km Kyzylkiya Akhunbabaeva
Fergana 1
n Number of Channels
Number of Channels n (Public Telecom leased)
Fig. 7.7.B.5 Kyrgyzstan Transmission capacity
Table 7.7.B.6 General informations on the Uzbekistan railway network
Uzbekistan ( UTI )
Country surface 448,9 Thousand Kmq Population 24,900,000 (01.01.2002) Railways employees 78000 Track Lines length 4142.5 km Single track 3655.7 km Double track 486.8 km Triple track 1.2 km Main track 3245.6 km Auxiliary main track 896.9 km Siding 466.7 km Total track 6995.0 km Electrified lines track 618.7 km at 25 kV AC
Train Maximum axle load 23 t Max speed line 100/80 Kmph Max train load 5400/4500t
Signal system CTC N°1 (8 CTC from 11 sections supervised by dispatchers from 3 type: Unified Traffic Control Centre in Tashkent) Neva relay tech Lutch relay tech Dialog computerised Interlocking 2 type: (40% 35 years aged) Push bottom panel; MKD
Traffic Passengers x Km (millions) 95:2397
96:2029 97: 2186 98: 2189 99:1900 00:2150 01:2160 Tons x Km (billions) 96:17139 97:16498 98:15671 99:13790 00:15400 01:15700 other Lines length/country surface 0.009 Km/Kmq
Railways employees/ Lines length (96 ) 17,627
Caspian sea Beyneu
Oste
420 km Kazakhstan Almaty
Naimankul Tchardara 19 km Tchengeldi
Nukus R449 196 km Djetisai Misken
Tashauz 224 km
Utchkuduk 35 km 55 km Keles 18 km 63 km 138 Utchkulatch Uzbekistan Khodjikent Kizilkuduk km Tashkent Muruntau 53 km 70 km 69 km 65 km Mechnat Tukumatchi 48 km Gazatchak
Gulistan 110 km 226 km 33 km Angren Navoi Marakand Samarkand Djizak Khavast
138 km 17 km 113 km 90 km 40 km Bekabad
92 km 404 km
Buchara II
R 42 Kafurov Kumkurgan Kitab
157 km Sariasia Karshi Guzar 74 km
Dushanbe Buchara Proletarobad 48 km 74 km R 43
73 km Khodjaikan
Turkmenistan 62 km Tajikistan 90 km 161
№ 36 km Tchardjoy R Termez Amuzang Talimardjan Kurgan-Tiube
76 km 42 km
Amudarinskaya (Amudeta) Turkmenistan Farab / Khodjadavlet
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Fig. 7.7.B.7 Uzbekistan Railway Diagram 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay 42 km
Tashkumir
Namangan Bagish 49 km Djalal-Abad 45 km Khanabad Kok-Yangak
Pap (Khalkabad) 14 km
44 km
Sultanabad
136 18 km
Tentaksay
№ Kokand 2 Andijan 2
Kanibadam R Rapkan Kokand 3 2 km Savay Kashgar Kokand 1 Andijan 1 Osh
42 km Karasu (Havast)
25 km Shakhrikhan 17 km 2 km 51 km 15 km
63 km Altyarik
Margelan Fergana 2 Kuvasay R 38km 3 km 13 km 17 km 19 km Kyzylkiya Akhunbabaeva
Fergana 1
8 km
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Fig. 7.7.B.8 Uzbekistan Railway Diagram 2.2
Caspian sea Beyneu
Karakalpakiya Kazakhstan Zhaslyk
Kungrad Almaty Hotjelli Tchardara Nukus
Zarpchi Naymankul Tchengeldi
Djetisai Misken Khodjikent Sh avat Utchkuduk Keles Urgentch Pakhta Utchkulatch
Kizilkuduk Muruntau Bozsy Tchina z Ya ngiyul Uzbekistan Tukumatchi Tashkent
Karakata Tashkura Mech na t 70,6 Km Syrdarya Akhangaran Gulistan
Tinchlik Sergeli Khavast-Khamza Angren Ziyavuddin Katta-Kurgan Marakand Ulug bek Samarkand Zarafshan B oga rn oe Djizak Khavast Navoi 138,4 Km 129,7 Km 89,5 Km 70,6 Km Bekabad
Kyzyl-Tepo 92,3 Km
Kafurov Bukhara II Karshi Bukhara Karaulbazar Kitab Kumkurgan Denau Dushanbe Guzar
Djayran K hod ja ika n
Turkmenistan Tajikistan R ‡‚16 1 Tchardjou Galaba Khodjadavlet Karakul Termez Amuzang Sariasia Kurgan -Tiube
Talimardjan
Amudarinskaya (Amudeta)
Turkmenistan
Telecom switches
Fig. 7.7.B.9 Uzbekistan telecom switches position Part 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir
Namangan Djalal-Abad Bagish
Kok-Yangak Pap (Khalkabad) Khanabad
Sultanabad Tentaksay
R ‡‚136 Kokand 2 Andijan 2 Kanibadam Rapkan 3 Kokand Savay Kashgar
Kokand 1 Andijan 1 Osh (Havast) Karasu Shakhrikhan
Altyarik Akhtachi
Margelan Fergana 2 Kuvasay R 38km Kyzylkiya Akhunbabaeva Fergana 1
Telecom switches
Fig. 7.7.B.10 Uzbekistan telecom switches position Part 2.2
Karakalpakya
Kazakhstan Almaty Naimankul Tchardara
Tchengeldi Nukus Urgentch Djetisai
Misken Khodjikent R. 43 Keles
Utchkuduk Tashkent Utchkulatch Tchinaz Yangiyul Uzbekistan Bozsy
Kizilkuduk Muruntau Mechnat Gulistan Sergeli
Yangier Tukumatchi Angren
Navoi Marakand Samarkand Djizak Khavast
Bekabad
Kafurov Kitab
Buchara Karshi Kumkurgan Sariasia Dushanbe Guzar Turkmenistan
Khodjaikan Tajikistan 161 №
Tchardjoy KhodjdavletFarab / R Termez Amuzang Talimardjan Kurgan-Tiube
Amudarinskaya (Amudeta) Turkmenistan
Cable Aerial
Fig. 7.7.B.11 Uzbekistan Cabling Diagram 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir
Namangan Djalal-Abad Bagish
Kok-Yangak Pap (Khalkabad) Khanabad
Sultanabad 136 Tentaksay
№ Kokand 2 Andijan 2 Kanibadam R Rapkan Kokand 3 Savay Kashgar Kokand 1 Andijan 1 Osh Karasu (Havast) Shakhrikhan
Altyarik
Margelan Fergana 2 Kuvasay R 38km Kyzylkiya Akhunbabaeva
Fergana 1
Cable Aerial
Fig. 7.7.B.12 Uzbekistan Cabling Diagram 2.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir
12 Namangan Djalal-Abad Bagish
Kok-Yangak Pap (Khalkabad) Khanabad
12 Sultanabad Tentaksay 136
№ Kokand 2 Andijan 2 Kanibadam R Rapkan Kokand 3 Savay Kashgar Kokand 1 Andijan 1 Osh Karasu (Havast) 12 Shakhrikhan
Altyarik
Margelan Fergana 2 Kuvasay R 38km Kyzylkiya Akhunbabaeva
Fergana 1
n Number of Channels
Number of Channels n (Public Telecom leased)
Fig. 7.7.B.13 Uzbekistan transmission capacity 1.2
Kazakhstan Almaty
Tchardara
Tchengeldi
Djetisai Khodjikent 60 Utchkuduk Keles
Tashkent Kizilkuduk Utchkulatch Tchinaz Yangiyul Uzbekistan Bozsy Muruntau Mechnat 60 12 Gulistan Sergeli 60 Yangier Tukumatchi Samarkand Angren Navoi Marakand 60 Djizak Khavast
Bekabad 12 60
Kafurov Kitab
Buchara Karshi Kumkurgan Sariasia Dushanbe Guzar 60 Turkmenistan
Khodjaikan Tajikistan 161
60 № Tchardjoy Farab / Khodjadablet R Termez Amuzang Talimardjan Kurgan-Tiube
Amudarinskaya (Amudeta) Turkmenistan
n Number of Channels Number of Channels n (Public Telecom leased)
Fig. 7.7.B.14 Uzbekistan transmission capacity 2.2
Table 7.7.B.15 General information on the Tajikistan railway network
Tajikistan (TZD)
Country surface 143,100 Kmq Population 5,700,000 Railways employees 2800 Track Total lines length 686,5 km Main track 642 km Passing track 44 km Total track 686,5 km Double track 62.3 km Max speed line 100/80 Kmph Electrified lines track 0 km Train Max axle load 2 4 t Signal System CTC dispatch controller nil Stations with interlocking or MKD 29 Others 5 Automatic or semiautomatic block 386 km Coded tracks-Section length 2,5Km usually Medium distance between stations 20.19 km Cab signal-automatic breaking 195.5 km Level crossing of various type 2/25 (barriers/automatic signalling) other Lines length/country surface 0.0048 Km/Kmq Railways employees/ Lines length 4.08
Uzbekistan
Uzbekistan
(Bekabad) Nay Kanibadam Kafurov Leninabad
8 km 12 km 34 km
58 km
39 km
Isfara
Shurab
(Saryasia) Pakhtabad Regar Tcheptura Khanaka Dushanbe 2 Dushanbe Rokhatu Yangi-Bazar
8 km 7 km 9 km 9 km 21 km 14 km 14 km 10 km
(Amuzan) Khoshady Shartuz Kabadyan Kolkhozabad Kurgan-Tjube Yavan Turkmenistan (Termez)
34 km 54 km 40 km 18 km 32 km 35 km 135 km
Kulyab
Legend :
Traceca Primary Secondary Other countries New lines
Double track Single track
State border
Fig. 7.7.B.16 Tajikistan Railway Diagram
Uzbekistan
(Bekabad) Kafurov Kanibadam Nay
Shurab
Pakhtabad Regar Khanaka Dushanbe 2 Dushanbe (Saryasia) Tcheptura Rokhatu Yangi-Bazar
Ayvadji Shartuz Kabadyan Yavan (Amuzan Khoshady Kolkhozabad Kurgan-Tjube
(Termez) Turkmenistan
Kulyab
LEGEND
Telecom switches
Fig. 7.7.B.17 Tajikistan telecom switches position
Uzbekistan
Uzbekistan Leninabad (Bekabad) Nay Kanibadam
Gafurov
Shurab (Saryasia) Pakhtabad Regar Tcheptura Khanaka Dushanbe 2 Dushanbe Rokhatu Yangi-Bazar (Amuzan) Ayvadji Khoshady Shartuz Kabadyan Kolkhozabad Kurgan-Tjube Yavan Turkmenistan (Termez)
Kulyab
Cable Aerial Public Telekom Leased
Fig. 7.7.B.18 Tajikistan Cabling Diagram
Uzbekistan
Uzbekistan
24 (Bekabad) Nay Kafurov Kanibadam
2x60 1
(Tashkent) 4
1 Shurab (Saryasia) Pakhtabad Regar Tcheptura Khanaka Dushanbe 2 Dushanbe Rokhatu Yangi-Bazar
2x12 1
2x12 (Tashkent) 3 (Amuzan) Ayvadji Khoshady Shartuz Kabadyan Kolkhozabad Kurgan-Tjube Yavan Turkmenistan (Termez) 3 3
Kulyab
n Number of Channels Number of Channels n (Public Telecom leased) Number of Channels n (Belonging to another country)
Fig. 7.7.B.19 Tajikistan trasmission capacity
Table 7.7.B.20 General informations on the Turkmenistan railway network
Turkmenistan (TRK)
Country surface 488,100 Population 4'600’000 Railways employees 19,600 Track Total lines length 2517 km Main track 2517 km Total track 2517 km Double track 33 km Max speed line 100 Kmph Electrified lines track 0 km Train Max axle load 23 t Signal System CTC (two type both relay: Neva- 518 km Luch ) uncontrolled lines - Main lines length with automatic 1855 km block systems Main lines length with 315 km semiautomatic block systems Lines without semi or automatic 203 km block system Medium distance between stations 17,6 km Station tracks medium length 850 Cab signal-automatic breaking 1855.4 Centralised dispatching: All the Mary – Serkhetabad (315km) sections of the network except : Zerger-Atamurad (203km) Level crossing of various type 20 % with barrier- Others with flashing lights
( automatic n°250) other Lines length/country surface 0.0051 Railways employees/ Lines length 7.79 (96)
Uzbekistan
Khodjeili
Djumurtay R 449km Urgench Pitniak Farab Talimardjan Takhiatash
Neftezavodsk
Turkmenabad 52 km Dashkhavuz ?? km 10 km
Zerger Darganata
Zarptc Amydarinskaya 89 km (R 161 km) Kelif Tcharshany Gazatchak110 km Mukry Gabakly Keneurgench
123 km Dostlyk
250 km
Utchadji 60 km Turkmenbashi 53 km Krasnovodsk Zachmet Uzbekistan 33 km Caspian 29 km Sea Djanga Bayram-Ali Turkmenistan 28 km 119 km 61 km Mary Yoloten
Nebit-Dag
127 km 68 km 61 km
Tarakal Kaka Bakharden Dushak Anev Ashkhabad Kyzilarvat Bezmein 122 km 118 km Artyk 23 km Tedjen Sandy-Gatchi 85 km 42 km Kazandjik 34 km 46 km 34 km 78 km 22 km 10 km Ata Sarakhc Gulanli Dashkepri 26 km Takhtabazar
Iran 50 km Kushka Kalimor
(Afganistan) Turgundi
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Fig. 7.7.B.21 Turkmenistan Railway Diagram
Uzbekistan
Khodjeili
R 449km Urgench Djumurtay Pitniak Farap Talimardjan
Turkmenabat Gazatchak (Tchardjou)
Neft Takhiatash Dashkhavuz
Zarpchi Zertger Amydere
Mukry Tcharshany Kelif (R 161 km)
Keneurgench
Dostlyk Gabakly
Darganata Seidi Utchadji
Krasnovodsk Zachmet Uzbekistan Caspian Turkmenistan Sea Djanga Bayram-Ali
Mary Yoloten
Balkanabat (Nebit-Dag)
Karabata
Bereket
Kakha Serdar Serdar (Kyzilarvat) Tarakal Bakherden Ashkhabad Buzmein Dushak Annay Yartyk Turkmenbashi Tazandjik Sandy-Gatchi (Tedjen) Ata Sarakhc Gulanli Dashkepri Takhtabazar
Iran Serkhetabad (Kushka)
Kalimor
(Afganistan) Turgundi
LEGEND
Telecom switches
Fig. 7.7.B.22 Turkmenistan telecom switches position
Uzbekistan
Khodjeili Djumurtay
R 449km Urgench Farab Talimardjan Pitniak
Tchardjoy
Neft
Zertchar Takhiatash Dashkhavuz Amydere
Zarptchi Darganata
(R 161 km) Mukry Tcharshany Kelif
Gazatchak Gabakly Keneurgench Dustlik
Utchadji Turkmenbashi
Krasnovodsk Zachmet Uzbekistan Caspian Bayram-Ali Sea Djanga Turkmenistan
Mary Yoloten
Nebit-Dag
Tarakal Kizilarvat Bezmein Ashgabad Annay Bakherden Kazandjik Kakha Dushak Turkmenbashi Sandy-Katchi Tedjen
Ata
Jartyk Serakhs Gulanli Dashkepri Takhtabazar
Iran Kushka Kalimor
(Afganistan) Turgundi
Cable Aerial Public Telekom Leased
Project / Building line
Fig. 7.7.B.23 Turkmenistan Cabling Diagram
Uzbekistan Djumurtay R 449km Urgench Pitniak Farab Talimardjan
Tchardjoy Neft Takhiatash Dashkhavuz Zertcher Darganata Zarpich Amydere Mukry Tcharshany Kelif (R 161 km) Gazatchak 3 Gabakly Keneurgench Dostlyk 60
Utchadji Turkmenbashi Krasnovodsk Zachmet Uzbekistan Caspian Turkmenistan Sea Djanga Bayram-Ali
12 Mary Yoloten
Nebit-Dag 3 12
Tarakal
12 Tazandjik Kyzilarbat Bakherden Buzmenij Ashkhabad Annay Yartyk Kakha Dushak Turkmenbashi Sandy-Gatchi Tedjen 12 12 60 Ata Sarakhc Gulanli Dashkepri Takhtabazar
Iran Kushka Kalimor
(Afganistan) Turgundi
n Number of Channels Number of Channels n (Public Telecom leased)
Project / Building line
Fig. 7.7.B.24 Turkmenistan Transmission capacity
Table 7.7.B.25 General information on the Kazakhstan railway network
Kazakhstan ( KSH )
Country surface 2,717,000 Kmq Population 16,700,000 Railways employees (1996) More than 100 000 Track Lines length 13,917 Km Electrified Lines > 3 700 km (27%) Double Track 37% Max speed line 100/80 Kmph Train Max train gross load 60000 t Max axle load 23 t Max train length I050/850 m Traffic Passengers x Km 95 13 159 million 96 14 188 million 97 12 801 million 98 10 669 million 99 8 859 million 2000 10 215 million Tons x Km 95 124 496 million 96 112 689 million 97 106 425 million 98 99 877 million 99 91 700 million 2000 124 983 million Other Lines length/country surface 0.005 Km/Kmq Railways employees/ Lines length (96) 7.02 N/Km Passengers x Km+ Tons x Km/ Railways 1,268 employees (1996)
Russia
Russia a Mamljutka Mamljutka Kurgan Petropavlosvsk Jusheno
i Russia a k l k m
Gorjkovskaya u m m m m m 182 km m Zashit R. Kazakhstansky 187 k 40 k 25 k 138 k 101 k Selektsionnaj Kustana 125 k Kzil-T Granitchnaya Tcherla Teregu Karasu 223 k Kulunda Locot Zolotaja Sopka Leninogrorsk Novoishimskaja Koktchetav 70 km 82 km 164 km 43 km Ajsary K. Borovoe Tuz Kala a Maraldy Zyrjanovsk Salamat Tahtabrod 121 km 128 km Jelezorudnaja Akkul 96 km 56 km 50 km 106 km Aksu Pavlodar
Aksu Esil Konetchnaj Kartaly Tobol Atbasar Astana 124 km Ekibastuz 28 km Ufa Semipalatisk m m 109 km Ermen k k tau Erma 148 k 228 k Ushkutny Russia Sputni a Arstausor 90 km j 218 km 217 k 38 km 217 km Anar Djetyrg Krasnooktjabsky k rudnik Arkalyk Djarma Orsk 123 km R. 223 R. Urals Umitay R. Iletsk 344.7 Kos-Arat km
Krasnoznamenskaya Krasnoznamenskaya Solonitchki Karagayly m m m m 7 km Orr
88 k Temirtau Karaganda 205 k 100 k
131 k 30.6 km Jaysan 103 km Kizilkai Shubarkol 52 km 35.6 a Karabas km t
Niko-Tau m m m m 104 km Donskoe 121 km 92 km Djanibek Ajaguz 47 k 68 k 48 k 91 k
Djomar Djana-Ark Djaryk m n u Sajhin Inder Aktjubinsk r 78 km 23 km 64 km Agadyr Atas 130 km 164 k 162 km 90 km 140 km
Kzil-Dja Djarem
Djezkazga 137 km R. 2 u h m m Karajal z m m Atyra m Kigas 138 k 169 k Sagi Kandagatch k 185 k 204 k 132 k Saja m k Balhash m m Makat m Mointy 95 km China 14 k m 85 k 297 k 124 k 273 km Aktogay Drujba
k Kulsary n 304 k
Shubarkudu Tchlkar 125 km 143 km u 206 km 166 km Akta Mangishla Beyneu Saksaulskaja
Azerbaja Sary-Shagan Matay m 180 km 71 km 41 km Kazalinsk 110 km 403 k 142 km Eralievo R. Oste 144 km Taldy- Jusaly Djanatas Ush-Tobe Korga Tchiganak 108 km 147 km 27 km Koksu Tekely Kzil-Orda Bugunj Akta 86 67 km m 128 km
(1) m m 83 km Uzen Tchlili Karatau 76 k 12 k 56 k Uzbekistan 157 km t 58 km Kurmaegozy Sholpan Sary-Ozek Turkestan s Assa Kijakhty 191 km 109 km 32 km Lugovaja Arys Tchimken Tulkuba r r u
m m m m m m m 77 km Djambyl Almaty Ch Ota 89 k 71 k 84 k 73 km 73 km Tchengeldy 29 km 132 k 117 k Karabalta 115 k 156 k 51 km Tchokpa Sary-Agatch Lenger
(1) Kyrgyzstan Uzbekistan
Legend :
Traceca Primary Other countries New lines Secondary
Double track
Single track
State border
Fig. 7.7.B.26 Kazakhstan Railway Diagram
Russia
Jusheno Russia Kurgan Mamljutka Petropavlosvsk
k Russia Gorjkovskaya u 182 km 149 km Teregui Kustanai Karasuk R. Kazakhstansky Zashita Selektsionnaja Selektsionnaja Kzil-T Tcherla Granitchnaya Granitchnaya 25 km 25 km 138 km 101 km 125 km 125 km 40 km 40 km 223 km 223 km 187 km 187 km Kulunda Locot Leninogrorsk Zolotaja Sopka Novoishimskaja Koktchetav 70 km 43 km 82 km 164 km K. Borovoe Ajsary 121 km Maraldy 128 km Zyrjanovsk Jelezorudnaja Akkul 96 km 56 km 50 km 106 km Pavlodar Ekibastuz Ekibastuz Kartaly Aksu Tobol Esil Atbasar Astana 124 km 28 km Konetchnaja Ufa Semipalatisk m 109 km m m 140 k a Russia 148 k 228 k 90 km 218 km 217 km Djetyrg Anar Arkalyk Djarma Orsk 123 km Karagayly Temirtau Karaganda 103 km Shubarkol 52 km Karabas 121 km 92 km Aiaguz Djomart Djomart Atasu 47 km 47 km 68 km 48 km 47 km 47 km 68 km 48 km 91 km 91 km 91 km
Djezkazgan Djaryk a r 78 km 23 km 64 km 164 km 164 km 140 km Kzil-Dja
Djana-Ark Karajal
Kandagatch Mointy Aktogay China Drujba
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
Fig. 7.7.B.27 North Kazakhstan Railway Diagram
Tobol Aksu Kartaly Ufa
k R. 223 R. Urals R. Umitay Umitay R. Orsk Iletsk Kos-Arat m m m m 7 km 88 k 205 k 100 k 131 k Jaysan Porodnaya 121 km 104 km Niko-Tau m m m Djanibek Aiaguz Zhazkazgan Zhazkazgan 164 k 139 k 68 k Djaryk Sajhin Inder Aktjubinsk r 64 km
z Agadyr 130 km 23 km 162 km 90 km k 140 km Sagi
ZhaKzyl Karazhal m m u h R. 2 Zhazkazgan
Zhayrem 137 km Saja m m m 138 k 169 k Atyra
Kigas
Makat 132 k 204 k 185 k Kandagatch k m m m m 95 km Mointy 85 k m 14 k Aktogay 297 k 124 k 273 km Drujba
k Kulsary n 304 k Shubarkudu Tchlkar China
125 km Balhash 143 km u 206 km 166 km Akta Mangishla Beyneu Saksaulskaja
Azerbaja Sary-Shagan Matay m 180 km 71 km 41 km Kazalinsk 110 km 403 k R. Oste 144 km 142 km Jusaly Djanatas Ush-Tobe Tchiganak 108 km 147 km 27 km Koksu Tekely Bugunj m Kzil-Orda 86 km 67 km
128 km 76 k
(1) m m 83 km Uzen Tchlili Karatau t 12 k 58 km 56 k Uzbekistan 157 km s Sary-Ozek Turkestan Assa Kijakhty 191 km 109 km 32 km Tchimken Tulkuba Lugovaja Arys m m m m m m m r r 77 km Djambyl u Almaty Ch Ota 89 k 71 k 84 k 73 km 73 km 132 k 117 k 115 k Tchengeldy 29 km Karabalta 156 k
Tchokpa 51 km Sary-Agatch Lenger
Kyrgyzstan (1)
Uzbekistan
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
Fig. 7.7.B.28 South Kazakhstan Railway Diagram
Fig 7.7.B.29 Kyrgyzstan Computer System
Mainframe
Moscow
Mainframe
Other Stations
Border Almaty Stations
modem
modem modem
Bishkek modem
modem Other Stations Relay
Local terminals modem
modem
LAN
Fig 7.7.B.30 Uzbekistan Computer System
Moscow
Kazakhstan
Local terminals
Border Stations
modem Mainframe Tashkent modem modem modem Other Stations
modem
modem
Mainframe modem
Chardzhev
Fig 7.7.B.31 Tajikistan Computer System
Moscow
Tashkent
Kazakhstan
Mainframe
Kanibadam (Uzbekistan border)
Local Dushanbe modem terminals
Bekabad (Uzbekistan)
Relay modem
Saryasia (Uzbekistan
LAN modem
Amuzan (Uzbekistan)
modem
Fig 7.7.B.32 Turkmenistan Computer System
Moscow
Tashkent
Kazakhstan
Mainframe
Farap (Uzbekistan border) Local terminals Chardzhev
modem modem
Other Station Mainframe
modem
Local Ashgabad terminals modem
modem Other Station Mainframe
Seraks Planned (Iran Border) modem Link
modem
Uzbekistan
Uzbekistan
Kafurov Leninabad (Bekabad) Kanibadam Nay
8 km 12 km 34 km 58 km 39 km
Isfara
? km
Shurab
Dushanbe 2 Dushanbe Tcheptura (Saryasia) Pakhtabad Rokhatu Khanaka Regar Yangi-Bazar
8 km 7 km 9 km 9 km 21 km 14 km 14 km 10 km
Kurgan-Tjube (Amuzan) Kolkhozabad Khoshady Kabadyan Shartuz
Yavan
(Termez) Turkmenistan 34 km 54 km 40 km 18 km 32 km 35 km
135 km
Kulyab
Legend :
Traceca Primary Secondary Other countries New lines
Double track Single track
State border
Automatic block
Semi automatic block Another block system
Fig. 7.7.B.33 Tajikistan Block Types
With With Automatic Other type Controled by Without No of Stations with # Line Section Semiautom. Lenth Block Block CTC control Stations Interlocking Block 1 Bekabad - Kanibadam 195,5 39 0 0 234,5 234,5 11 9 2 Saryasia - Yangi-Bazar 0 97 0 0 97 97 10 5 3 Amuzang - Javan - Kuljab 0 54,5 300,5 0 355 355 13 8 TOTAL: 195,5 190,5 300,5 0,0 686,5 686,5 34 22
Fig. 7.7.B.34/A Tajikistan line data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track S Secondary Network I Double Track Insections
Controled Type of № Station Track Distance Total Block System Interlocking Cab sign. by CTC Line Bekabad - Kanibadam 195,5 1 Nay D 12 Auto Rel Yes No T 2 Proletarsk D 13 Auto Rel Yes No T 3 Gafurov D 21 Auto Rel Yes No T 4 Kairakum D 19 Auto Rel Yes No T 5 Karakchikum S 11 Auto Rel Yes No T 6 Makhram S 10 Auto Rel Yes No T 7 Madaniyat S 10 Auto Rel Yes No T 8 Kanibadam S 8 Auto Rel Yes No T 9 R. 145 S 8 Auto Rel Yes No T Kanibadam - Isfara 39 10 Kurgantcha S 4 Semiauto MKD No No S 11 Isfara S 35 Semiauto MKD No No S
Total Lenth 234,5 With Automatic Block 195,5 With Semiautom. Block 39 Other type Block 0 Controled by CTC 0 Without control 234,5 No of Stations 11 Stations with Interlocking 9 Stations with MKD 2 Stations without Interlocking 0
Fig. 7.7.B.34/B Tajikistan line data Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Saryasia - Dushanbe 70 Pakhtaabad 9 Semiaut 1 S o Rel No No T Regar 9 Semiaut 2 S o MKD No No T Tcheptura 10 Semiaut 3 S o MKD No No T Khanaka 21 Semiaut 4 S o Rel No No T Aini 10 Semiaut 5 S o MKD No No T Dushanbe II 4 Semiaut 6 S o Rel No No T Dushanbe I 7 Semiaut 7 S o Rel No No T Dushanbe - Yangi-Bazar 22 Rokhaty 8 Semiaut 8 S o Rel No No P Yangi-Bazar 14 Semiaut 9 S o MKD No No P Regar - Seshanbe 5 Seshanbe 5 Semiaut 10 S o MKD No No S
Total Lenth 97 With Automatic Block 0 With Semiautom. Block 97 Other type Block 0 Controled by CTC 0 Without control 97 No of Stations 10 Stations with Interlocking 5 Stations with MKD 5 Stations without Interlocking 0
Fig. 7.7.B.34/C Tajikistan line data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
163, Amuzang - Kurgan-Tube 1 1 Khoshady S 40,4 Other Rel No No T 2 Shaartuz S 18,6 Other Rel No No T 3 R. Kabodijon S 32,9 Other Rel No No T 4 R. Garavuty S 16,7 Other Rel No No T Kolkhozabad 18,6 Semiaut 5 S o Rel No No T Kurgan-Tube 35,9 Semiaut 6 S o Rel No No T Kurgan-Tube - Javan 55,2 7 Vakhsh S 19,8 Other Rel No No P 8 Javan S 35,4 Other Rel No No P 136, Kurgan-Tube - Kulyab 7 9 Sangtuda S 25,8 Other No No No T 10 Dangara S 27,2 Other No No No T 11 Guliston S 48,1 Other No No No T 12 Vosye S 10,1 Other No No No T 13 Kulyab S 25,5 Other No No No T
Total Lenth 355 With Automatic Block 0 With Semiautom. Block 54,5 Other type Block 300,5 Controled by CTC 0 Without control 355 No of Stations 13 Stations with Interlocking 8 Stations with MKD 0 Stations without Interlocking 5
Fig. 7.7.B.34/D Tajikistan line data
Uzbekistan
Stoped
Uzbekistan
Kafurov Leninabad (Bekabad) Kanibadam Nay
8 km 12 km 34 km 58 km 39 km
Isfara
? km
Shurab
Dushanbe 2 Dushanbe Tcheptura (Saryasia) Pakhtabad Rokhatu Khanaka Regar Yangi-Bazar
8 km 7 km 9 km 9 km 21 km 14 km 14 km 10 km
Kurgan-Tjube (Amuzan) Kolkhozabad Khoshady Kabadyan Shartuz
Yavan
(Termez) Turkmenistan 34 km 54 km 40 km 18 km 32 km 35 km
135 km
Kulyab Legend :
Traceca New lines Primary Secondary Other countries
Double track
Single track
State border Electrified lines Electrification of lines in progress
Fig. 7.7.B.35 Tajikistan Electrified Lines
Kazakhstan Kyrgyzstan Almaty
r k (Almaty) k k
y 148 141 t № №
R Kayamat-Kurkol Djil-Ary Balyktchi (Issik-Kulj) Balyktchi Bishkek 1 Bishkek 2 Alamedin Tchaldova P 222km Tokma Belovodskaya Merke Shokovo Pishbe Karabalta R Ivanovka Kan Munjke Kaind Bystrovka
39km 53km 23km 39km 21km 39km 31km 77km Lugovaya
3627 3666 3704 3719 3740 3757 3778 3800 3840 3872 3897 3900 3913 3948
(Tashkent)
Tajikistan
Uzbekistan Kyrgyzstan r
Utchkurgan Shamaldisay
Tashkumi
23 km
k Namangan Bagish Djalal-Abad y 14 km 15 km Kok-Yanga Pap (Khalkabad) Khanabad
r
y Sultanabad Tentaksa
136
№ Kokand 2 Andijan 2 Kanibadam Rapkan Kokand 3 Kashga Sava R Osh Kokand 1 Andijan 1 (Havast) Karasu Shakhrikhan 12 km 10 km
y Altyarik
Fergana 2 R 38km Margelan Kuvasa
Akhunbabaeva 6 km Kyzylkiya Fergana 1
Legend : Traceca Primary Secondary Other countries New lines
Double track
Single track State border
CTC lines CTC central place
Fig. 7.7.B.36 Kyrgyzstan CTC lines
Kazakhstan Kyrgyzstan
r k (Almaty) k k
y 148 141 t № №
R Kayamat-Kurkol Djil-Ary Balyktchi (Issik-Kulj) Balyktchi Bishkek 1 Bishkek 2 Alamedin Tchaldova P 222km Tokma Belovodskaya Merke Shokovo Pishbe Karabalta R Ivanovka Kan Munjke Kaind Bystrovka
39km 53km 23km 39km 21km 39km 31km 77km Lugovaya
3627 3666 3704 3719 3740 3757 3778 3800 3840 3872 3897 3900 3913 3948
(Tashkent)
Tajikistan
Uzbekistan Kyrgyzstan r
Utchkurgan Shamaldisay
Tashkumi
23 km
k Namangan Bagish Djalal-Abad y 14 km 15 km Kok-Yanga Pap (Khalkabad) Khanabad
r
y Sultanabad Tentaksa
136
№ Kokand 2 Andijan 2 Kanibadam Rapkan Kokand 3 Kashga Sava R Osh Kokand 1 Andijan 1 (Havast) Karasu Shakhrikhan 12 km 10 km
y Altyarik
Fergana 2 R 38km Margelan Kuvasa
Akhunbabaeva 6 km Kyzylkiya Fergana 1
Legend : Traceca Primary Secondary Other countries New lines
Double track
Single track
State border Automatic block
Semi automatic block Another block system
Fig. 7.7.B.37 Kyrgyzstan Block types
With With Stations Stations Stations Other type Controled Without No of # Line Section Automatic Semiautom. Lenth with with without Block by CTC control Stations Block Block Interlocking MKD Interlocking 1 Lugovaja - Pishpek 154 0 0 154 0 154 12 12 0 0 2 Pishpek - Rybatch'e 0 168 0 0 168 168 10 5 5 0 3 Osh Region 0 79 0 0 79 79 9 4 2 3 TOTAL: 154,0 247,0 0,0 154,0 247,0 401,0 31 21 7 3
Fig. 7.7.B.38/A Kyrgyzstan line data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track S Secondary Network I Double Track Insections
Controled Type of № Station Track Distance Total Block System Interlocking Cab sign. by CTC Line
Lugovaja - Pishpek 154 1 Rzd. 3639 S Auto Rel Yes Yes T 2 Munjke S Auto Rel Yes Yes T 3 Merke S 19 Auto Rel Yes Yes T 4 Tchaldovar S 21 Auto Rel Yes Yes T 5 Kaindy S 17 Auto Rel Yes Yes T 6 Karabalta S 15 Auto Rel Yes Yes T 7 Rzd. 141 S 13 Auto Rel Yes Yes T 8 Belovodskaja S 10 Auto Rel Yes Yes T 9 Shopokovo S 15 Auto Rel Yes Yes T 10 Rzd. 3766 S 11 Auto Rel Yes Yes T 11 Pishpek S Auto Rel Yes Yes T 12 Bishkek S Auto Rel Yes Yes T
Total Lenth 154 With Automatic Block 154 With Semiautom. Block 0 Other type Block 0 Controled by CTC 154 Without control 0 No of Stations 12 Stations with Interlocking 12 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.38/B Kyrgyzstan line data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Pishpek - Rybatch'e 168 Alamedin 5 Semiaut 1 o MKD No No T Kant 16 Semiaut 2 o MKD No No T Ivanovka 18 Semiaut 3 o Rel No No T Tokmak 21 Semiaut 4 o MKD No No T Post 3848 8 Semiaut 5 o MKD No No T Bystrovka 23 Semiaut 6 o Rel No No T Djil-Aryk 14 Semiaut 7 o Rel No No T Rzd. 148 15 Semiaut 8 o Rel No No T Kajamat-Kurkol 37 Semiaut 9 o Rel No No T Balyktchi (Rybatch'e) 11 Semiaut 10 o MKD No No T
Total Lenth 168 With Automatic Block 0 With Semiautom. Block 168 Other type Block 0 Controled by CTC 0 Without control 168 No of Stations 10 Stations with Interlocking 5 Stations with MKD 5 Stations without Interlocking 0
Fig. 7.7.B.38/C Kyrgyzstan line data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Rzd. 38 - Kizil-Kija 6 Rzd. 38 Semiaut 1 S o Rel No No S Kizil-Kija 6 Semiaut 2 S o Rel No No S Shomoldisay - Tashkumir 23 Tashkumir 23 Semiaut 3 o Rel No No S Osh - Djalalabad 50 Osh Semiaut 4 S o MKD No No T Kashgarkishlak 10 Semiaut 5 S o No No No T Karasu 12 Semiaut 6 S o Rel No No T Djalal-Abad Semiaut 7 S o MKD No No T Bagish 14 Semiaut 8 S o No No No T 9 Kok-Jangak S 15 Semiaut No No No T o
Total Lenth 79 With Automatic Block 0 With Semiautom. Block 79 Other type Block 0 Controled by CTC 0 Without control 79 No of Stations 9 Stations with Interlocking 4 Stations with MKD 2 Stations without Interlocking 3
Fig. 7.7.B.38/D Kyrgyzstan line data
Uzbekistan
Khodjeili
Djumurtay R 449km Urgench
Pitniak Farab Talimardjan Takhiatash
Neftezavodsk Turkmenabad
52 km Dashkhavuz ?? km 10 km Zertchar
Darganata Zarptchi Amydarinskaya (R 161 km) 89 km Kelif Tcharshany 110 km Mukry Gazatchak Gabakly
Keneurgench
123 km Dostlyk
250 km
Utchadji 60 km Turkmenbashi 53 km Uzbekistan Krasnovodsk Zachmet 33 km 29 km Djanga Bayram-Ali
Turkmenistan 28 km 119 km 61 km Yoloten
Nebit-Dag
127 km 68 km 61 km
Tarakal
Anev Artyk Kaka Dushak Ashkhabad Kyzilarvat Bakharden 122 km 118 km Bezmein 23 km Tedjen Sandy-Gatchi 85 km 34 km 42 km 46 km
Kazandjik 34 km 78 km 22 km 10 km Ata
Sarakhc Gulanli Dashkepri 26 km Takhtabazar
Iran 50 km Kushka Kalimor
(Afganistan) Turgundi Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Automatic block
Semi automatic block
Another block
Fig. 7.7.B.39 Turkmenistan Block types
Uzbekistan
Khodjeili
Djumurtay R 449km Urgench
Pitniak Farab Talimardjan Takhiatash
Neftezavodsk Turkmenabad Neftezavodsk 52 km Dashkhavuz ?? km 10 km Zertchar
Darganata Zarptchi (R 161 km) Amydarinskaya 89 km Kelif Tcharshany 110 km Mukry Gazatchak Gabakly Keneurgench
123 km Dostlyk
250 km
Utchadji 60 km Turkmenbashi 53 km Uzbekistan Krasnovodsk Zachmet 33 km 29 km Djanga Bayram-Ali
Turkmenistan 28 km 119 km 61 km Mary Yoloten
Nebit-Dag
127 km 68 km 61 km
Tarakal
Anev Artyk Dushak Kyzilarvat Ashkhabad Bakharden 118 km Bezmein 122 km Kaka 23 km Tedjen Sandy-Gatchi 85 km 42 km Kazandjik 34 km 46 km 34 km 78 km 22 km 10 km Ata
Sarakhc Gulanli Dashkepri 26 km Takhtabazar
Iran 50 km Kushka Kalimor
(Afganistan) Turgundi
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border CTC lines
CTC central place
Fig. 7.7.B.40 Turkmenistan CTC lines
With With Stations Stations Stations Other type Controlled Without No of # Line Section Automatic Semiautom. Length with with without Block by CTC control Stations Block Block Interlocking MKD Interlocking 1 Turkmenbashi - Bami 388,7 0 0 388,7 0 388,7 27 27 0 0 2 Bami - Ashgabat 164,6 0 0 164,6 0 164,6 12 12 0 0 3 Ashgabat - Dushak 171,2 0 0 171,2 0 171,2 13 13 0 0 4 Dushak - Takhiatash 827,2 0 0 827,2 0 827,2 56 56 0 0 5 Talimardjan - Rzd. 161 183,7 0 0 183,7 0 183,7 14 14 0 0 S. Turkmenbashi - 6 Sarakhs 120 0 0 120 0 120 3 3 0 0 7 Mary - Serkhetabad 0 315,6 0 0 315,6 315,6 13 13 0 0 8 Zerger - Amudarinskaja 0 0 250 0 250 250 5 0 0 5 TOTAL: 1 855,4 315,6 250,0 1 855,4 565,6 2 421,0 143 138 0 5 Mail of June,2002 143 140 3 0
Fig. 7.7.B.41/A Turkmenistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
388, Turkmenbashi - Bami 7 1 Turkmenbashi I 5229 Rel Yes T Giusha 5219, 2 3 S 9,7 Auto Rel Yes Yes T Jangydja 5195, 3 7 S 23,6 Auto Rel Yes Yes T 4 Garatengir 5180 S 15,7 Auto Rel Yes Yes T 5 Rzd. 129 5166 S 14 Auto Rel Yes Yes T 6 Belek 5148 S 18 Auto Rel Yes Yes T Rzd. 126 5131, 7 2 S 16,8 Auto Rel Yes Yes T Rzd.124 5106, 8 4 S 24,8 Auto Rel Yes Yes T Djebel 5096, 9 3 S 10,1 Auto Rel Yes Yes T 10 Rzd.123 5087 S 9,3 Auto Rel Yes Yes T Balkanabat 5077, 11 1 S 9,9 Auto Rel Yes Yes T Baleyshem 5064, 12 3 S 12,8 Auto Rel Yes Yes T Rzd. 121 5055, 13 3 S 9 Auto Rel Yes Yes T 14 Aidin 5033 S 22,3 Auto Rel Yes Yes T Pereval 5016, 15 5 S 16,5 Auto Rel Yes Yes T Akhtchakuyma 5000, 16 4 S 16,1 Auto Rel Yes Yes T Shaumjan 4984, 17 7 S 15,7 Auto Rel Yes Yes T Bereket 4961, 18 3 S 23,4 Auto Rel Yes Yes T Uzinsuv 4950, 19 5 S 10,8 Auto Rel Yes Yes T Rzd. 112 4933, 20 2 S 17,3 Auto Rel Yes Yes T Iskander 4926, 21 4 S 6,8 Auto Rel Yes Yes T Djakhangir 4907, 22 5 S 18,9 Auto Rel Yes Yes T Serdar 4894, 23 4 S 13,1 Auto Rel Yes Yes T Rzd. 108 4880, 24 4 S 14 Auto Rel Yes Yes T Gotch 4866, 25 1 S 14,3 Auto Rel Yes Yes T 26 Rzd. 105 4849 S 17,1 Auto Rel Yes Yes T Bamy 4840, 27 3 S 8,7 Auto Rel Yes Yes T
Total Lenth 388,7 With Automatic Block 388,7 With Semiautom. Block 0 Other type Block 0 Controled by CTC 388,7 Without control 0 No of Stations 27 Stations with Interlocking 27 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/B Turkmenistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
164, Bami - Ashgabat 4840,3 6 1 Rzd. 103 4822 S 18,3 Auto Rel Yes Yes T 2 Artchman 4807,8 S 14,2 Auto Rel Yes Yes T 3 Rzd. 100 4787,6 S 20,2 Auto Rel Yes Yes T 4 Bakharden 4776,2 S 11,4 Auto Rel Yes Yes T 5 Rzd. 97 4756,9 S 19,3 Auto Rel Yes Yes T 6 Kelete 4747,2 S 9,7 Auto Rel Yes Yes T 7 Rzd. 96 4738,2 S 9 Auto Rel Yes Yes T 8 Geoptepe 4726,3 S 11,9 Auto Rel Yes Yes T 9 Rzd. 93 4708,5 S 17,8 Auto Rel Yes Yes T 10 Bezmein 4697,8 S 10,7 Auto Rel Yes Yes T 11 Kiptchak 4685,4 S 12,4 Auto Rel Yes Yes T 12 Ashgabat 4675,7 S 9,7 Auto Rel Yes Yes T
Total Lenth 164,6 With Automatic Block 164,6 With Semiautom. Block 0 Other type Block 0 Controled by CTC 164,6 Without control 0 No of Stations 12 Stations with Interlocking 12 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/C Turkmenistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
171, Ashgabat - Dushak 4675,7 2 1 Anev 4665,7 S 10 Auto Rel Yes Yes T 2 Rzd.87 4649,7 S 16 Auto Rel Yes Yes T 3 Gjavere 4641 S 8,7 Auto Rel Yes Yes T 4 Jashlyk 4626,3 S 14,7 Auto Rel Yes Yes T 5 Aksuv 4615,7 S 10,6 Auto Rel Yes Yes T 6 Babadurmaz 4600,4 S 15,3 Auto Rel Yes Yes T 7 Artyk 4581,1 S 19,3 Auto Rel Yes Yes T 8 Govshut 4563,3 S 17,8 Auto Rel Yes Yes T 9 Kaka 4546,6 S 16,7 Auto Rel Yes Yes T 10 Rzd.80 4537,9 S 8,7 Auto Rel Yes Yes T 11 Garmansagat 4527,7 S 10,2 Auto Rel Yes Yes T 12 Rzd. 79 4517,6 S 10,1 Auto Rel Yes Yes T 13 Dushak 4504,5 S 13,1 Auto Rel Yes Yes T
Total Lenth 171,2 With Automatic Block 171,2 With Semiautom. Block 0 Other type Block 0 Controled by CTC 171,2 Without control 0 No of Stations 13 Stations with Interlocking 13 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/D Turkmenistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
423, Dushak - Turkmenabat I 4504,5 5 1 Rzd. 76 4495,2 S 9,3 Auto Rel Yes Yes T 2 Takyr 4484,2 S 11 Auto Rel Yes Yes T 3 Rzd. 74 4466,8 S 17,4 Auto Rel Yes Yes T 4 Tedjen 4458,4 S 8,4 Auto Rel Yes Yes T 5 Rzd.73 4447,2 S 11,2 Auto Rel Yes Yes T 6 Geoksuiri 4435,4 S 11,8 Auto Rel Yes Yes T 7 Rzd.72 4426,1 S 9,3 Auto Rel Yes Yes T 8 Parakhat 4408,8 S 17,3 Auto Rel Yes Yes T 9 Rzd.69 4390,7 S 18,1 Auto Rel Yes Yes T 10 Gertguily 4381,7 S 9 Auto Rel Yes Yes T 11 Garybata 4357,3 S 24,4 Auto Rel Yes Yes T 12 Rzd. 66 4340,5 S 16,8 Auto Rel Yes Yes T 13 Mary 4331,8 S 8,7 Auto Rel Yes Yes T 14 Poltoratsk 4323,3 S 8,5 Auto Rel Yes Yes T 15 Rzd. 64 4314,5 S 8,8 Auto Rel Yes Yes T 16 Bairamaly 4303,8 S 10,7 Auto Rel Yes Yes T 17 Gurbangala 4284,7 S 19,1 Auto Rel Yes Yes T 18 Zakhmet 4275,1 S 9,6 Auto Rel Yes Yes T 19 Rzd. 61 4256,9 S 18,2 Auto Rel Yes Yes T 20 Ravnina 4242,7 S 14,2 Auto Rel Yes Yes T 21 Rzd. 59 4233,5 S 9,2 Auto Rel Yes Yes T 22 Utchadji 4222,5 S 11 Auto Rel Yes Yes T 23 Rzd. 57 4208,5 S 14 Auto Rel Yes Yes T 24 Peski 4192,5 S 16 Auto Rel Yes Yes T 25 Rzd. 54 4178,5 S 14 Auto Rel Yes Yes T 26 Repetek 4160,4 S 18,1 Auto Rel Yes Yes T 27 Rzd. 51 4148,9 S 11,5 Auto Rel Yes Yes T 28 Garavulguly 4135,8 S 13,1 Auto Rel Yes Yes T 29 Rzd. 50 4123,8 S 12 Auto Rel Yes Yes T 30 Balkhana 4111,9 S 11,9 Auto Rel Yes Yes T 31 Zerger 4099,1 S 12,8 Auto Rel Yes Yes T 32 Turkmenabat I 4089,1 S 10 Auto Rel Yes Yes T 33 Farap 4081 S 8,1 Auto Rel Yes Yes T 403, Turkmenabat I - Takhiatash 0 7 34 Turkmenabat II 4,3 S 4,3 Auto Rel Yes Yes T 35 Boynyuzyn 28,4 S 24,1 Auto Rel Yes Yes T 36 Djanev 43 S 14,6 Auto Rel Yes Yes T 37 Ene-Kulievo 57,9 S 14,9 Auto Rel Yes Yes T 38 Seidi 69,9 S 12 Auto Rel Yes Yes T 39 Rzd. 170 88,8 S 18,9 Auto Rel Yes Yes T 40 Rzd. 107 107 S 18,2 Auto Rel Yes Yes T 41 Gabakly 123 S 16 Auto Rel Yes Yes T 42 Rzd. 172 136,8 S 13,8 Auto Rel Yes Yes T 43 Khalkabat 160,6 S 23,8 Auto Rel Yes Yes T 44 Kjukjurtli 183,9 S 23,3 Auto Rel Yes Yes T 45 Darganata 212,1 S 28,2 Auto Rel Yes Yes T 46 Rzd. 174 235,2 S 23,1 Auto Rel Yes Yes T 47 Rzd. 250 250 S 14,8 Auto Rel Yes Yes T 48 Rzd. 175 263,4 S 13,4 Auto Rel Yes Yes T 49 Leban 271 S 7,6 Auto Rel Yes Yes T 50 Sazakin 290 S 19 Auto Rel Yes Yes T 51 Gazodjak 321,8 S 31,8 Auto Rel Yes Yes T 52 Rzd. 176 325,9 S Auto Rel Yes Yes T 53 Dashkhovuz 438,4 S Auto Rel Yes Yes T 54 Zaritchi 489,9 S 51,5 Auto Rel Yes Yes T 55 Lavak 507 S 17,1 Auto Rel Yes Yes T 56 Takhiatash 520,3 S 13,3 Auto Rel Yes Yes T
Total Lenth 827,2 With Automatic Block 827,2 With Semiautom. Block 0 Other type Block 0 Controled by CTC 827,2 Without control 0 No of Stations 56 Stations with Interlocking 56 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/E Turkmenistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
183, Talimardjan - Rzd. 161 7 1 Talimardjan 4190,9 Rel Yes Yes T 2 Rzd. 155 4206,3 S 15,4 Auto Rel Yes Yes T 3 Rzd. 156 4223,3 S 17 Auto Rel Yes Yes T 4 Amyderja 4243 S 19,7 Auto Rel Yes Yes T 5 Kerkitche 4247,3 S 4,3 Auto Rel Yes Yes T 6 Azatlyk 4260,6 S 13,3 Auto Rel Yes Yes T 7 Borgutchy 4269,8 S 9,2 Auto Rel Yes Yes T 8 Dashrabat 4288,9 S 19,1 Auto Rel Yes Yes T 9 Mukry 4305,1 S 16,2 Auto Rel Yes Yes T 10 Rzd. 158 4321,2 S 16,1 Auto Rel Yes Yes T 11 Koitendag 4333,3 S 12,1 Auto Rel Yes Yes T 12 Rzd. 160 4348 S 14,7 Auto Rel Yes Yes T 13 Kelif 4365 S 17 Auto Rel Yes Yes T 14 Rzd. 161 4374,6 S 9,6 Auto Rel Yes Yes T
Total Lenth 183,7 With Automatic Block 183,7 With Semiautom. Block 0 Other type Block 0 Controled by CTC 183,7 Without control 0 No of Stations 14 Stations with Interlocking 14 Stations with MKD 0 Stations without 0 Interlocking
Fig. 7.7.B.41/F Turkmenistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
S. Turkmenbashi - Sarakhs 120 1 Gulanli S Auto Rel Yes Yes P 2 Ata S Auto Rel Yes Yes P 3 Sarakhs S Auto Rel Yes Yes P
Total Lenth 120 With Automatic Block 120 With Semiautom. Block 0 Other type Block 0 Controled by CTC 120 Without control 0 No of Stations 3 Stations with Interlocking 3 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/G Turkmenistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
315, Mary - Serkhetabad 6 Mayskaja 12 12 Semiaut 1 S o Rel No No T Semenik 20,9 8,9 Semiaut 2 S o Rel No No T Talkhatanbaba 40 19,1 Semiaut 3 S o Rel No No T Eloten 61,5 21,5 Semiaut 4 S o Rel No No T Ymababa 129,4 67,9 Semiaut 5 S o Rel No No T Sandykgatchi 152,8 23,4 Semiaut 6 S o Rel No No T Saryjazy 165,8 13 Semiaut 7 S o Rel No No T Dashkepri 186,7 20,9 Semiaut 8 S o Rel No No T Tagtabazar 212,9 26,2 Semiaut 9 S o Rel No No T Galaimor 263,2 50,3 Semiaut 10 S o Rel No No T Tchemenibit 291,2 28 Semiaut 11 S o Rel No No T Rzd. 199 301,9 10,7 Semiaut 12 S o Rel No No T Serkhetabad 315,6 13,7 Semiaut 13 S o Rel No No T
Total Lenth 315,6 With Automatic Block 0 With Semiautom. Block 315,6 Other type Block 0 Controled by CTC 0 Without control 315,6 No of Stations 13 Stations with Interlocking 13 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.41/H Turkmenistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Km Track Distance Total Interlocking Cab sign. System by CTC Line
Zerger - Amudarinskaja 250 1 Sayat 42,8 S 42,8 No No No No T 2 Garabekawul 82,2 S 39,4 No No No No T 3 Palvart 128 S 45,8 No No No No T 4 Khalatch 164 S 36 No No No No T 5 Atamurad 203 S 39 No No No No T Amyderja 250 S 47 No No T
Total Lenth 250 With Automatic Block 0 With Semiautom. Block 0 Other type Block 250 Controled by CTC 0 Without control 250 No of Stations 5 Stations with Interlocking 0 Stations with MKD 0 Stations without Interlocking 5
Fig. 7.7.B.41/I Turkmenistan lines data
Russia
Russia a Kurgan Mamljutka Petropavlosvsk Jusheno
i Russia a k k l m
Gorjkovskaya u m m m m m 182 km m Zashit R. Kazakhstansky 187 k 40 k Kustana 25 k 138 k 101 k Selektsionnaj 125 k Kzil-T Tcherla Karasu Granitchnaya Granitchnaya Teregu 223 k Kulunda Locot Zolotaja Sopka Leninogrorsk Novoishimskaja Koktchetav 70 km 82 km 164 km 43 km Ajsary K. Borovoe Tuz Kala a Maraldy Zyrjanovsk Salamat Tahtabrod 121 km 128 km Jelezorudnaja Akkul 96 km 56 km 50 km 106 km Aksu Pavlodar
Aksu Esil Konetchnaj Kartaly Tobol Atbasar Astana 124 km Ekibastuz 28 km Ufa Semipalatisk m m 109 km Ermen k k tau Erma 148 k 228 k Ushkutny Russia Sputni a Arstausor 90 km j 218 km 38 km 217 km Anar Djetyrg Krasnooktjabsky k rudnik Arkalyk Djarma Orsk 123 km R. 223 R. Urals R. Umitay Umitay R. Iletsk 344.7 Kos-Arat
Krasnoznamenskaya Krasnoznamenskaya Solonitchki Karagayly m m m m 7 km Orr
88 k Temirtau Karaganda 205 k 100 k 131 k Jaysan 30.6 km 103 km Kizilkain Shubarkol 52 km 35.6 a Karabas t
Niko-Tau m m m m 104 km Donskoe 121 km 92 km Djanibek Ajaguz 47 k 68 k 48 k 91 k
Djomar Djana-Ark Djaryk m n u Sajhin Inder Aktjubinsk r 78 km 23 km 64 km Agadyr Atas 130 km 164 k 162 km 90 km 140 km
Kzil-Dja Djarem
Djezkazga 137 km R. 2 u h m m Karajal z m m Atyra m Kigas 138 k 169 k Sagi Kandagatch k 185 k 204 k 132 k Saja k m m m Balhash Makat m Mointy 95 km China 14 k m 85 k 297 k 124 k 273 km Aktogay Drujba
k Kulsary n 304 k
Shubarkudu Tchlkar 125 km 143 km u 206 km 166 km Akta Mangishla Beyneu Saksaulskaja
Azerbaja Sary-Shagan Matay m 180 km 71 km 41 km Kazalinsk 110 km 403 k 142 km Eralievo R. Oste 144 km Taldy- Jusaly Djanatas Ush-Tobe Korga Tchiganak 108 km 147 km 27 km Koksu Tekely Kzil-Orda Bugunj Akta 86 67 km m 128 km
(1) m m 83 km Uzen Tchlili Karatau 76 k t 12 k Uzbekistan 157 km 58 km Kurmaegozy 56 k Sholpan Sary-Ozek
s Turkestan Assa Kijakhty 191 km 109 km 32 km Tchimken Lugovaja Arys Tulkuba r r u
m m m m m m m 77 km Djambyl Almaty Ch Ota 89 k 71 k 84 k 73 km 73 km Tchengeldy 29 km 132 k 117 k Karabalta 115 k 156 k 51 km Tchokpa Sary-Agatch Lenger
Kyrgyzstan (1)
Uzbekistan Legend : Traceca Primary Secondary Other countries New lines
Double track
Single track
CTC lines
CTC central place
(1) - Double track in sections
Fig. 7.7.B.42 Kazakhstan CTC lines
Russia
Russia a Mamljutka Mamljutka Kurgan Petropavlosvsk Jusheno
i Russia a k l k m
Gorjkovskaya u m m m m m 182 km m Zashit R. Kazakhstansky 187 k 40 k Kustana 25 k 138 k 101 k Selektsionnaj 125 k Kzil-T Granitchnaya Tcherla Teregu Karasu 223 k Kulunda Locot Zolotaja Sopka Leninogrorsk Novoishimskaja Koktchetav 70 km 82 km 164 km 43 km Ajsary K. Borovoe Tuz Kala a Maraldy Zyrjanovsk Salamat Tahtabrod 121 km 128 km Jelezorudnaja Akkul 96 km 56 km 50 km 106 km Aksu Pavlodar
Aksu Esil Konetchnaj Kartaly Tobol Atbasar Astana 124 km Ekibastuz 28 km Ufa Semipalatisk m m 109 km Ermentau k k Erma 148 k 228 k Ushkutnyj Russia Sputni a Arstausor 90 km 218 km 217 km Anar Djetyrg Krasnooktjabsky rudnik Arkalyk Djarma Orsk 123 km Krasnoznamenskaya Solonitchki Karagayly Temirtau Karaganda 103 km Shubarkol 52 km a Karabas t 121 km m m m m 92 km Ajaguz 47 k 68 k 48 k 91 k Djomar Djana-Ark Djaryk m n u r 78 km 23 km 64 km Agadyr Atas 164 k 140 km
Kzil-Dja Djarem
Djezkazga 137 km Karajal Kandagatch Mointy China Aktogay Drujba
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
CTC lines
CTC central place (1) - Double track in sections
Fig. 7.7.B.43 Kazakhstan CTC northern lines
Aksu Kartaly Tobol Ufa
m 109 km
148 k a Arstausor 217 km
Djetyrg Krasnooktjabsky k rudnik Orsk R. 223 R. Urals R. Umitay Umitay R. Iletsk Kos-Arat m m m m 7 km 88 k 205 k 100 k 131 k Jaysan Shubarkol
a t
104 km Niko-Tau Donskoe 121 km m m m m Djanibe k Ajaguz 47 k 68 k 48 k 91 k Djomar Djana-Ark Djaryk m n Sajhin Inder Aktjubinsk r u 78 km 23 km 64 km Agadyr Atas 130 km 164 k 162 km 90 km 140 km
Kzil-Dja Djarem
Djezkazga 137 km R. 2 u h m m Karajal z m m Atyra m Kigas 138 k 169 k Sagi Kandagatch k 185 k 204 k 132 k Saja m m m k Balhash Makat m Mointy 95 km China 14 k m 85 k 297 k 124 k 273 km Aktogay Drujba
k Kulsary n
304 k
Shubarkudu Tchlkar 125 km 143 km u 206 km 166 km Akta Mangishla Beyneu Saksaulskaja
Azerbaja Sary-Shagan Matay m 180 km 71 km 41 km Kazalinsk 110 km 403 k 144 km 142 km Eralievo R. Oste Taldy-Korgan Jusaly Djanatas Ush-Tobe Tchiganak 108 km 147 km 27 km Koksu Tekely Kzil-Orda Bugunj Aktautas 86 km 67 km m 128 km
(1) m m 83 km Uzen Tchlili Karatau 76 k t 12 k 56 k Uzbekistan 157 km 58 km Kurmaegozy Sholpan Sary-Ozek Turkestan s Assa Kijakhty 191 km 109 km 32 km
Tchimken Lugovaja Arys Tulkuba r r u 77 km m m Djambyl m m m m m Almaty Ch Ota 89 k 71 k 84 k 73 km 73 km Tchengeldy 29 km 132 k 117 k Karabalta 115 k 156 k 51 km Tchokpa Lenger Sary-Agatch Kyrgyzstan (1)
Uzbekistan
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
CTC lines CTC central place
(1) - Double track in sections
Fig. 7.7.B.44 Kazakhstan CTC southern lines
Russia
Russia a Mamljutka Mamljutka Kurgan Petropavlosvsk Jusheno
i Russia a k l k m
Gorjkovskaya u m m m m m 182 km m Zashit R. Kazakhstansky 187 k 40 k Kustana 25 k 138 k 101 k Selektsionnaj 125 k Kzil-T Granitchnaya Tcherla Teregu Karasu 223 k Kulunda Locot Leninogrorsk Zolotaja Sopka Novoishimskaja Koktchetav 70 km 82 km 164 km 43 km Ajsary K. Borovoe Tuz Kala a Maraldy Zyrjanovsk Salamat Tahtabrod 121 km 128 km Jelezorudnaja Akkul 96 km 56 km 50 km 106 km Aksu Pavlodar
Aksu Esil Konetchnaj Kartaly Tobol Atbasar Astana 124 km Ekibastuz 28 km Ufa Semipalatisk m m 109 km Ermentau k k Erma 148 k 228 k Ushkutnyj Russia Sputni a Arstausor 90 km 218 km 217 km Anar Djetyrg Krasnooktjabsky rudnik Arkalyk Djarma Orsk 123 km Krasnoznamenskaya Solonitchki Karagayly Temirtau Karaganda 103 km Shubarkol 52 km a Karabas t 121 km m m m m 92 km Ajaguz 47 k 68 k 48 k 91 k Djomar Djana-Ark Djaryk m n u r 78 km 23 km 64 km Agadyr Atas 164 k 140 km
Kzil-Dja Djarem
Djezkazga 137 km Karajal Kandagatch Mointy China Aktogay Drujba
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
Automatic block system
Semi automatic block system
Fig. 7.7.B.45 Kazakhstan block types northern lines
Aksu Kartaly Tobol Ufa 109 km m 148 k
a Arstausor 217 km
Djetyrg Krasnooktjabsky k rudnik Orsk R. 223 R. Urals Umitay R. Iletsk Kos-Arat m m m m 7 km 88 k 205 k 100 k 131 k Jaysan Shubarkol a
t
104 km Niko-Tau Donskoe 121 km m m m m Djanibek Ajaguz 47 k 68 k 48 k 91 k
Djomar Djana-Ark Djaryk m n u Sajhi n Inder Aktjubinsk r 78 km 23 km 64 km Agadyr Atas 130 km 164 k 162 km 90 km 140 km
Kzil-Dja Djarem
Djezkazga 137 km R. 2 u h m m Karajal z m m Atyra m Kigas 138 k 169 k Sagi Kandagatch k 185 k 204 k 132 k Saja k m m m Balhash Makat m Mointy China
14 k 95 km m 85 k 297 k 124 k 273 km Aktogay Drujba
k Kulsary n 304 k
Shubarkudu Tchlkar 125 km 143 km u 206 km 166 km Akta Mangishla Beyneu Saksaulskaja
Azerbaja Sary-Shagan Matay m 180 km 71 km 41 km Kazalinsk 110 km 403 k 144 km 142 km Eralievo R. Oste Taldy-Korgan Jusaly Djanatas Ush-Tobe Tchiganak 108 km 147 km 27 km Koksu Tekely Kzil-Orda Bugunj Aktautas 86 km 67 km m 128 km
(1) m m 83 km Uzen Tchlili Karatau 76 k t 12 k 58 km 56 k Uzbekistan 157 km Kurmaegozy Sholpan Sary-Ozek
s Turkestan Assa Kijakhty 191 km 109 km 32 km Tchimken Lugovaja Arys Tulkuba r r u
m m m m m m m 77 km Djambyl Almaty Ch Ota 89 k 71 k 84 k 73 km 73 km Tchengeldy 29 km 132 k 117 k Karabalta 115 k 156 k 51 km Tchokpa Sary-Agatch Lenger
Kyrgyzstan (1)
Uzbekistan
Legend :
Traceca Primary Secondary Other countries New lines
Double track
Single track
Automatic block system
Semi automatic block system
Fig. 7.7.B.46 Kazakhstan block types southern lines
Caspian sea Beyneu
Oste
420 km Kazakhstan Naimankul Almaty Takhiatash 19 km Tchardara
Nukus Tchengeldi
196 km R449 Djetisai 121 km 50 km Misken
Tashauz 224 km Utchkuduk Keles 33 km 55 km
18 km 63 km Utchkulatch
Khodjikent 138 km Kizilkuduk Uzbekistan Tashkent Muruntau 53 km 70 km Mechnat 70 km 65 km Gazatchak Tukumatchi 226 km Karakata 48 km Gulistan 110 km 33 km Angren Navoi Marakand Samarkand Djizak Khavast 138 km 113 km 90 km 40 km 17 km Bekabad
92 km 404 km Buchara II
R 42 Sariasia Kafurov Kitab 157 km Karshi Guzar Kumkurgan 74 km 12 km Dushanbe Buchara Proletarobad 48 km 74 km
R 43
Turkmenistan 73 km
Khodjaikan 161 90 km 62 km Tajikistan № Tchardjoy R 36 km Amuzang Termez Talimardjan Kurgan-Tiube 76 km 42 km
Amudarinskaya (Amudeta)
Turkmenistan Farab / Khodjadavlet
Legend: Traceca Primary Secondary Other countries New lines Double track
Single track
State border
CTC lines CTC central place
Fig. 7.7.B.47 Uzbekistan CTC lines 1
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay 42 km
Tashkumir
Djalal-Abad Namangan Bagish 49 km 45 km
Khanabad Kok-Yangak Pap (Khalkabad)
14 km
44 km 136 Sultanabad Tentaksay
№ 18 km
R Kanibadam Kokand 3 Kashgar Rapkan Kokand 2 Andijan 2 Savay 2 km
Kokand 1 Andijan 1 Osh
(Havast) 42 km Karasu 2 km 25 km 17 km Shakhrikhan 51 km
15 km
Altyarik 63 km
R 38km Fergana 2 Kuvasay Margilan 3 km 13 km 17 km 19 km Kyzylkiya Akhunbabaeva
Fergana 1
8 km
Legend:
Primary Secondary Traceca Other countries New lines Double track
Single track
State border
CTC lines
CTC central place
Fig. 7.7.B.48 Uzbekistan CTC lines 2
Caspian sea Beyneu
Oste
420 km Kazakhstan Naimankul Almaty 19 km Tchardara Nukus Tchengeldi
Karauzyak 196 km R449 Djetisai 121 km 50 km Misken
Tashauz 224 km Utchkuduk Keles 33 km 55 km
18 km 63 km Utchkulatch Khodjikent 138 km Uzbekistan Kizilkuduk Tashkent Muruntau 53 km 70 km Mechnat 70 km 65 km Gazatchak 48 km Tukumatchi 226 km Karakata Gulistan 110 km
33 km Angren
Navoi Marakand Samarkand Djizak Khavast
138 km 113 km 90 km 40 km 17 km Bekabad
92 km 404 km Buchara II
R 42 Sariasia Kafurov Kitab
Kumkurgan 157 km Karshi Guzar
12 km 74 km Dushanbe Buchara Proletarobad 48 km 74 km
R 43
Turkmenistan 73 km Khodjaikan 62 km 161 Tajikistan 90 km № Tchardjoy R 36 km Amuzang Termez Talimardjan Kurgan-Tiube 76 km 42 km
Amudarinskaya (Amudeta)
Turkmenistan Farab / Khodjadavlet
Legend
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Lines with Lines with Lines with automatic semi-automatic other block block system block system system
Fig. 7.7.B.49 Uzbekistan Block types 1
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay 42 km
Tashkumir
Djalal-Abad
Namangan Bagish
49 km 45 km
Khanabad Kok-Yangak Pap (Khalkabad)
14 km
44 km 136 Sultanabad Tentaksay
№ 18 km
R Kanibadam Kokand 3 Kashgar
Rapkan Kokand 2 Andijan 2
Savay 2 km
Kokand 1 Andijan 1 Osh
(Havast) 42 km Karasu 2 km 25 km 17 km Shakhrikhan 51 km
15 km Altyarik 63 km
R 38km Fergana 2 Kuvasay Margilan 3 km 13 km 17 km 19 km Kyzylkiya Akhunbabaeva
Fergana 1 8 km
Legend:
Traceca Primary Secondary Other countries New lines
Double track
Single track
State border
Lines with Lines with Lines with automatic semi-automatic other block b lock system block system system
Fig. 7.7.B.50 Uzbekistan Block types 2
With With Stations Stations Stations Other type Controled Without No of # Line Section Automatic Semiautom. Lenth with with without Block by CTC control Stations Block Block Interlocking MKD Interlocking 1 Tashkent Junction 297,4 0 0 297,4 0 297,4 33 33 0 0 Tashkent - 2 Khodjadavlet 689,7 0 42 149,7 582 731,7 66 64 0 2 3 Bukhara - Karshi 158,4 0 0 158,4 0 158,4 11 11 0 0 4 Marakand - Saryasia 467,5 121,7 35 62,6 561,6 624,2 37 36 0 1 5 Navoi - Nukus 0 444,3 332,2 0 776,5 776,5 30 13 12 5 6 Nukus - Beyneu 508,9 35,2 39,5 508,9 74,7 583,6 30 27 3 0 7 Misken - Shavat 129,8 0 23,6 129,8 23,6 153,4 10 10 0 0 8 Mekhnat - Djizak 122,1 0 70 122,1 70 192,1 8 7 0 1 9 Khavast - Andijan 154,4 165,9 28,2 0 348,5 348,5 31 22 7 2 10 Kokand - Andijan 0 185 27,5 0 212,5 212,5 15 10 3 2 TOTAL: 2 528,2 952,1 598,0 1 428,9 2 649,4 4 078,3 271 233 25 13
Fig. 7.7.B.51/A Uzbekistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Tashkent - Tchengeldy 78 1 Tchengeldy 2 Djilga D 16,7 Auto Rel Yes Yes T 3 Darbaza D 16,3 Auto Rel Yes Yes T 4 Sary-Agatch D 18,2 Auto Rel Yes Yes T 5 Keles D 8,9 Auto Rel Yes Yes T 6 Tchukursay D 5 Auto Rel Yes Yes T 7 Salar D 8,9 Auto Rel Yes Yes T 8 Tashkent-pass D 4 Auto Rel Yes Yes T Salar - Khodjikent 64,5 Salar 9 Jalangatch S 8,8 Auto Rel Yes Yes S 10 Kadyrja S 3,4 Auto Rel Yes Yes S 11 Akkavak S 9,5 Auto Rel Yes Yes S 12 Bozsu S 5,9 Auto Rel Yes Yes S 13 Tchirtchik S 4,1 Auto Rel Yes Yes S 14 Arantcha S 7,1 Auto Rel Yes Yes S 15 Barrage S 8,3 Auto Rel Yes Yes S 16 Gazalkent S 7,9 Auto Rel Yes Yes S 17 Khodjikent S 9,5 Auto Rel Yes Yes S 109, Tukumatchi - Angren 9 Tukumachi 18 Sergeli S 3 Auto Rel Yes Yes S 19 Jaloir S 3,2 Auto Rel Yes Yes S 20 Rzd.134 S 3,8 Auto Rel Yes Yes S 21 Kuchluk S 14,9 Auto Rel Yes Yes S 22 Rzd.135 S 5,8 Auto Rel Yes Yes S 23 Toy-Tepa S 5,8 Auto Rel Yes Yes S 24 Ozodlik S 15,2 Auto Rel Yes Yes S 25 Akhangaran S 12,5 Auto Rel Yes Yes S 26 Karatay S 12 Auto Rel Yes Yes S 27 Akcha S 11,4 Auto Rel Yes Yes S 28 Ablik S 11,3 Auto Rel Yes Yes S 29 Angren S 11 Auto Rel Yes Yes S Keles - Uzbekistan 30,1 Keles 30 Nazarbek D 13,6 Auto Rel Yes Yes T 31 Daliguzar D 15,6 Auto Rel Yes Yes T Uzbekistan D 0,9 Tukumatchi - Tashkent fr. - Salar 14,9 Tukumachi 32 Khamza S Auto Rel Yes Yes P 33 Tashkent fr. S Auto Rel Yes Yes P Salar S Yes Yes P
Total Lenth 297, 4 297, With Automatic Block 4 With Semiautom. Block 0 Other type Block 0 297, Controled by CTC 4 Without control 0 No of Stations 33 Stations with Interlocking 33 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.51/B Uzbekistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Tashkent - Mekhnat 68,6 Tashkent pass. 1 Yuzhniy D 4,5 Auto Rel Yes Yes T 2 Rakhimova D 3,9 Auto Rel Yes Yes T 3 Urta - Aul D 8,8 Auto Rel Yes Yes T 4 Uzbekistan D 4,1 Auto Rel Yes Yes T 5 Yangi - Yul D 6,5 Auto Rel Yes Yes T 6 Pakhta D 15 Auto Rel Yes Yes T 7 Almazar D 9,5 Auto Rel Yes Yes T 8 Chinaz D 9,3 Auto Rel Yes Yes T 9 Nov. Chinaz D 5 Auto Rel Yes Yes T 10 Mekhnat D 2 Auto Rel Yes Yes T Mekhnat - Khavast 81,1 11 Sirdarya D 9,6 Auto Rel Yes Yes P 12 Bakht D 15,1 Auto Rel Yes Yes P 13 Akaltin D 10,4 Auto Rel Yes Yes P 14 Gulistan D 12,6 Auto Rel Yes Yes P 15 Bayaut D 6,1 Auto Rel Yes Yes P 16 Yangier D 16,6 Auto Rel Yes Yes P 17 Khavast D 10,7 Auto Rel Yes Yes P Khavast - Djizak I 89,5 18 Rzd.3 S 11,7 Auto Rel Yes No T 19 Dashtabad S 18,4 Auto Rel Yes No T 20 Rzd.6 S 15,9 Auto Rel Yes No T 21 Zarbdar S 15,2 Auto Rel Yes No T 22 Rzd.9 S 11 Auto Rel Yes No T 23 Rzd.10 S 11 Auto Rel Yes No T 24 Djizak I S 6,3 Auto Rel Yes No T 129, Djizak I - Marakand 7 25 Rzd.13 D 11,7 Auto Rel Yes No T 26 Gallya-Aral D 13,4 Auto Rel Yes No T 27 Rzd.16 D 12,1 Auto Rel Yes No T 28 Bogarnaya D ??↓ Auto Rel Yes No T 29 Bulungur D 44,4 Auto Rel Yes No T 30 Jambay D 16,1 Auto Rel Yes No T 31 Zaravshan D 7,8 Auto Rel Yes No T 32 Samarkand D 7,6 Auto Rel Yes No T 33 Ulugbek D 8,2 Auto Rel Yes No T 34 Marakand D 8,4 Auto Rel Yes No T 138, Marakand - Navoi 4 35 Juma S 7,2 Auto Rel Yes No T 36 Rzd.24 S 18,2 Auto Rel Yes No T 37 Nurbulak S 10,6 Auto Rel Yes No T 38 B post 3795 S 20,4 Auto Rel Yes No T 39 Katta-Kurgan S 3 Auto Rel Yes No T 40 Rzd.28 S 11 Auto Rel Yes No T 41 Rzd.29 S 8,5 Auto Rel Yes No T 42 Zirabulak S 9,1 Auto Rel Yes No T 43 Rzd.30 S 9,4 Auto Rel Yes No T 44 Rzd.31 S 10 Auto Rel Yes No T 45 Ziyavuddin S 7,8 Auto Rel Yes No T 46 Rzd.33 S 12 Auto Rel Yes No T 47 Navoi S 11,2 Auto Rel Yes No T Navoi - Bukhara I 92,3 48 Binokor S ??↓ Auto Rel Yes No T 49 Rzd.36 S 17,9 Auto Rel Yes No T 50 Malik S 8,1 Auto Rel Yes No T 51 Rzd.38 S 12,7 Auto Rel Yes No T 52 Rzd.39 S 18,4 Auto Rel Yes No T 53 Kizil Tepe S 1,2 Auto Rel Yes No T 54 Kuyu-Mazar S 8,7 Auto Rel Yes No T 55 Rzd.40 S 7,6 Auto Rel Yes No T 56 Rzd.41 S 7,8 Auto Rel Yes No T 57 Rzd.42 S 5,4 Auto Rel Yes No T 58 Bukhara S 4,5 Auto Rel Yes No T Bukhara - Khodjadavlet 90,1 59 Rzd.43 S 5,6 Auto Rel Yes No T 60 Murgak S 23,8 Auto Rel Yes No T 61 Yakkatut S 14,1 Auto Rel Yes No T 62 Karakul S 26 Auto Rel Yes No T 63 Alat S 10,2 Auto Rel Yes No T 64 Khodjidavlet S 10,4 Auto Rel Yes No T Nurbulak - Nurabad 29,4 65 Nurabad S 29,4 No No No No S Bukhara I - Bukhara II 12,6 66 Bukhara II S 12,6 No No No No S
Total Lenth 731, 7 689, With Automatic Block 7 With Semiautom. Block 0 Other type Block 42 149, Controled by CTC 7 Without control 582 No of Stations 66 Stations with Interlocking 64 Stations with MKD 0 Stations without Interlocking 2
Fig. 7.7.B.51/C Uzbekistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line 144, Bukhara - Kashkadarja 5 1 Proletarabad S 3,2 Auto Rel Yes Yes T 2 Rzd.143 S 11,6 Auto Rel Yes Yes T 3 Rzd.144 S 11,4 Auto Rel Yes Yes T 4 Karakul Bazar S 11,5 Auto Rel Yes Yes T 5 Rzd.145 S 29,5 Auto Rel Yes Yes T 6 Rzd.146 S 14,7 Auto Rel Yes Yes T 7 Mubarek S 12,5 Auto Rel Yes Yes T 8 Serniy Zavod S 13,9 Auto Rel Yes Yes T 9 Rzd.148 S 15,5 Auto Rel Yes Yes T 10 Kassan S 14,2 Auto Rel Yes Yes T 11 Rzd.149 S 6,5 Auto Rel Yes Yes T R 42 - Proletarabad 4 R 42 S 4 Auto Rel Yes Yes T R 43 - Proletarabad 9,9 R 43 D 9,9 Auto Rel Yes Yes T
Total Lenth 158, 4 158, With Automatic Block 4 With Semiautom. Block 0 Other type Block 0 158, Controled by CTC 4 Without control 0 No of Stations 11 Stations with Interlocking 11 Stations with MKD 0 Stations without 0 Interlocking
Fig. 7.7.B.51/D Uzbekistan lines data
Type of Line Track T TRACECA Lines S Dingle Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line 139, Marakand - Karshi 6 1 Gumbaz S 1,1 Auto Rel Yes No T 2 Ulus S 36,1 Auto Rel Yes No T 3 Jan S 12,4 Auto Rel Yes No T 4 Ayritan S 16,1 Auto Rel Yes No T 5 Alatun S 21,7 Auto Rel Yes No T 6 Niguz S 21,2 Auto Rel Yes No T 7 Kashkadarya S 18,4 Auto Rel Yes No T 8 Karshi S 12,6 Auto Rel Yes No T Karshi - km 4189 62,6 9 R 151 S 11,3 Auto Rel Yes Yes T 10 Nishan S 12,7 Auto Rel Yes Yes T 11 Djeiran S 21,8 Auto Rel Yes Yes T 12 R 154 S 16,8 Auto Rel Yes Yes T km 4383 - Termez 76 13 Boldir S 25,2 Auto Rel Yes No T 14 Sherabad S 17,5 Auto Rel Yes No T 15 Naushakhar S 13,1 Auto Rel Yes No T 16 Uchkizil S 9,5 Auto Rel Yes No T 17 Termez S 10,7 Auto Rel Yes No T 147, Termez - Saryasia 2 18 Baktriya S 13,6 Auto Rel Yes No T 19 Jarkurgan S 18,2 Auto Rel Yes No T 20 Rzd.165 S 12,5 Auto Rel Yes No T 21 Surkhany S 15,5 Auto Rel Yes No T 22 Kumkurgan S 13,1 Auto Rel Yes No T 23 Elbayan S 16,6 Auto Rel Yes No T 24 Shurchi S 10,7 Auto Rel Yes No T 25 Hairabad S 20,3 Auto Rel Yes No T 26 Denau S 11,5 Auto Rel Yes No T 27 Saryasia S 15,2 Auto Rel Yes No T 121, Karshi - Kitab 7 Dasht 9 Semiaut 28 S o Rel No No S Shurtan 11,6 Semiaut 29 S o Rel No No S Guzar 27,5 Semiaut 30 S o Rel No No S Kamashi 27,4 Semiaut 31 S o Rel No No S Yanobag 26,4 Semiaut 32 S o Rel No No S Tashkhoz 7,8 Semiaut 33 S o Rel No No S Kitab 12 Semiaut 34 S o Rel No No S Termez - Amuzang 42,1 35 Galaba S 9,4 Auto Rel No No T 36 Amuzang S 32,7 Auto Rel No No T Boldir - Khojaikan 35 37 Khojaikan S 35 No No No No S
Total Lenth 624, 2 467, With Automatic Block 5 121, With Semiautom. Block 7 Other type Block 35 Controled by CTC 62,6 561, Without control 6 No of Stations 37 Stations with Interlocking 36 Stations with MKD 0 Stations without 1 Interlocking
Fig. 7.7.B.51/E Uzbekistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line 138, Navoi - Karakata 4 Tinchlik 6,7 Semiaut 1 S o Rel No No T Rzd.137 16,2 Semiaut 2 S o Rel No No T Kenemekh 16,8 Semiaut 3 S o Rel No No T Rzd.138 38 Semiaut 4 S o MKD No No T Rzd.139 34,2 Semiaut 5 S o MKD No No T Karakata 26,5 Semiaut 6 S o Rel No No T Karakata - Kizilkuduk 87,6 7 Rzd.140 S 27,3 Other MKD No No T 8 Rzd.141 S 29,2 Other MKD No No T 9 KizilKuduk S 31,1 Other MKD No No T KizilKuduk - Utchkuduk II 49,4 10 Rzd.142 S 30,9 Other MKD No No T 11 Uchkuduk II S 18,5 Other Rel No No T Uchkuduk II - Bazaubay 113 Maylisay ? Semiaut 12 S o Rel No No T Kurali ? Semiaut 13 S o Rel No No T Buzaubay ? Semiaut 14 S o Rel No No T Buzaubay - Misken 111 15 Sandyk S ? Semiaut Rel No No T o Dungulyuk ? Semiaut 16 S o Rel No No T Misken ? Semiaut 17 S o MKD No No T 117, Misken - Karauzyak 2 18 Turtkul S ? Other MKD No No T 19 Ellikkala S ? Other MKD No No T 20 Beruni S ? Other MKD No No T 21 Karauzyak S ? Other Rel No No T Karauzyak - Nukus 78,9 Koybakli ? Semiaut 22 S o Rel No No T Nazarkhan ? Semiaut 23 S o Rel No No T Tinchlik - Binokor 3 Binokor 3 Semiaut S o Rel No No P Karakata - Tashkura 13 24 Tashkura S 13 Other MKD No No S Uchkuduk I - Uchkuduk II 12 25 Uchkuduk I S 12 Other MKD No No S Kizil-Kuduk - Muruntau 53 26 Jangi Zarafshan S 21 Other No No No S 27 R 32 S 11 Other No No No S 28 R 42 S 10 Other No No No S 29 Muruntau S 53 Other No No No S 30 Kar'ernaja S ? Other No No No S
Total Lenth 776, 5 With Automatic Block 0 444, With Semiautom. Block 3 332, Other type Block 2 Controled by CTC 0 776, Without control 5 No of Stations 30 Stations with Interlocking 13 Stations with MKD 12 Stations without Interlocking 5
Fig. 7.7.B.51/F Uzbekistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Nukus - Naimankul 17,9 Nukus Semiaut 1 S o Rel No No T Takhiatash-dock 13,5 Semiaut 2 S o MKD No No T Naimankul 4,4 Semiaut 3 S o Rel No No T 101, Naimankul - Kungrad 9 4 Khodjeyli S 15,2 Auto Rel Yes Yes T 5 Khatep S 14,3 Auto Rel Yes Yes T 6 Shumanay S 15,5 Auto Rel Yes Yes T 7 Rzd.180 S 14,5 Auto Rel Yes Yes T 8 Altinkul S 15,3 Auto Rel Yes Yes T 9 Kungrad S 27,1 Auto Rel Yes Yes T 328, Kungrad - Karakalpakia 4 10 Raushan S 20 Auto Rel Yes Yes T 11 Kunkhodja S 25 Auto Rel Yes Yes T 12 Kirk-Kiz S 16,6 Auto Rel Yes Yes T 13 Barsa-Kelmez S 24,3 Auto Rel Yes Yes T 14 Ajiniyaz S 21,6 Auto Rel Yes Yes T 15 Abadan S 22,9 Auto Rel Yes Yes T 16 Kuanish S 21,7 Auto Rel Yes Yes T 17 Jaslik S 18,7 Auto Rel Yes Yes T 18 Ayapbergen S 25,3 Auto Rel Yes Yes T 19 Berdakh S 23,8 Auto Rel Yes Yes T 20 Bostan S 24,5 Auto Rel Yes Yes T 21 Aktobe S 21,8 Auto Rel Yes Yes T 22 Kiyiksay S 22,2 Auto Rel Yes Yes T 23 Karakalpakia S 18,2 Auto Rel Yes Yes T 24 Oasis S 21,8 Auto Rel Yes Yes T km 953+500 - Beyneu (Kazakh) 78,6 25 Ajigit S 40,4 Auto Rel Yes Yes T 26 Kizil-Asker S 18,7 Auto Rel Yes Yes T 27 Kokbekti S 19,5 Auto Rel Yes Yes T Nukus - Chimbay 56,8 Takhirkul 17,3 Semiaut 28 S o Rel No No S 29 Kumshunkul S 18 Other MKD No No S 30 Chimbay S 21,5 Other MKD No No S
Total Lenth 583, 6 508, With Automatic Block 9 With Semiautom. Block 35,2 Other type Block 39,5 508, Controled by CTC 9 Without control 74,7 No of Stations 30 Stations with Interlocking 27 Stations with MKD 3 Stations without Interlocking 0
Fig. 7.7.B.51/G Uzbekistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Misken - Gazatchak S 23,6 Other No No S 129, Gazatchak - R. 449 8 1 Pitnyak S 9 Auto Rel Yes Yes T 2 Rzd.343 S 14,8 Auto Rel Yes Yes T 3 Khazarasp S 11 Auto Rel Yes Yes T 4 Bogat S 15 Auto Rel Yes Yes T 5 Khanki S 14,9 Auto Rel Yes Yes T 6 Urgench S 15 Auto Rel Yes Yes T 7 Rzd.177 S 2,8 Auto Rel Yes Yes T 8 Rzd.420 S 18,3 Auto Rel Yes Yes T 9 Shavat S 14 Auto Rel Yes Yes T 10 Rzd.449 S 15 Auto Rel Yes Yes T
Total Lenth 153, 4 129, With Automatic Block 8 With Semiautom. Block 0 Other type Block 23,6 129, Controled by CTC 8 Without control 23,6 No of Stations 10 Stations with Interlocking 10 Stations with MKD 0 Stations without Interlocking 0
Fig. 7.7.B.51/H Uzbekistan lines data
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line 122, Mekhnat - km 3446+845 1 1 Pakhtaaral D 8,5 Auto Rel Yes Yes T 2 Djetisay D 18 Auto Rel Yes Yes T 3 Irjarskaya D 15,9 Auto Rel Yes Yes T 4 Dustlik S 36,6 Auto Rel Yes Yes T 5 Pakhtakor S 23,6 Auto Rel Yes Yes T 6 R. 205 S 12,4 Auto Rel Yes Yes T 7 Djizak II S 7,1 Auto Rel Yes Yes T Rzd.205 - Uchkulach 70 8 Uchkulach S 70 Other No No No S
Total Lenth 192, 1 122, With Automatic Block 1 With Semiautom. Block 0 Other type Block 70 122, Controled by CTC 1 Without control 70 No of Stations 8 Stations with Interlocking 7 Stations with MKD 0 Stations without Interlocking 1
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line
Khavast - Bekabad 39,7 1 Shark D 10,3 Auto Rel Yes No T 2 Farkhad D 10 Auto Rel Yes No T 3 Bekabad D 19,4 Auto Rel Yes No T Rzd.136 - Kokand 45,3 4 Rzd.136 S 0,6 Auto Rel Yes No T 5 Arikbashi S 7,7 Auto Rel Yes No T 6 Rapkan S 10 Auto Rel Yes No T 7 Yapan S 12,4 Auto Rel Yes No T 8 Kokand S 14,6 Auto Rel Yes No T Kokand - Margilan 69,4 9 Kakir S 9,6 Auto Rel Yes No T 10 Furkat S 15,7 Auto Rel Yes No T 11 Mekhnatabad S 12,4 Auto Rel Yes No T 12 Alti-Arik S 12,9 Auto Rel Yes No T 13 Faysabad S 10,4 Auto Rel Yes No T 14 Margilan S 8,4 Auto Rel Yes No T Margilan - Andijan 66,2 Akhubabaeva 3 Semiaut 15 S o Rel No No T Akbarabad 14,7 Semiaut 16 S o MKD No No T Kuva 16,1 Semiaut 17 S o Rel No No T Assake 9,8 Semiaut 18 S o Rel No No T Akhtachi 12,1 Semiaut 19 S o Rel No No T Andijan I 8,2 Semiaut 20 S o Rel No No T Post 331 2,3 Semiaut 21 S o Rel No No T Andijan - Savay 48,2 Kharabek 18,2 Semiaut 22 S o MKD No No T Grunch-Mazar 17,6 Semiaut 23 S o MKD No No T Savay 12,4 Semiaut 24 S o MKD No No T Sultanabad - Khanabad 13,9 Sultanabad Semiaut 25 S o MKD No No T Khanabad 13,9 Semiaut 26 S o MKD No No T Margilan - Fergana 13,2 27 Fergana I S 13,2 Other No No No S Akhubabaeva - Kuvasay 37,6 Kirgili 6,7 Semiaut 28 S o Rel No No S Fergana II 1,5 Semiaut 29 S o Rel No No S Kuvasay 29,4 Semiaut 30 S o MKD No No S Assake - Shakhrikhan 15 31 Shakhrikhan S 15 Other No No No S
Total Lenth 348, 5 154, With Automatic Block 4 165, With Semiautom. Block 9 Other type Block 28,2 Controled by CTC 0 348, Without control 5 No of Stations 31 Stations with Interlocking 22 Stations with MKD 7 Stations without Interlocking 2
Type of Line Track T TRACECA Lines S Single Track P Primary Network D Double Track Double Track S Secondary Network I Insections
Block Controled Type of № Station Track Distance Total Interlocking Cab sign. System by CTC Line Kokand - Pap 46,3 Buvayda 23,6 Semiaut 1 S o Rel No No T Pap 22,7 Semiaut 2 S o Rel No No T Pap - Namangan 44,6 Chust 7,3 Semiaut 3 S o Rel No No T Tura-Kurgan 22,9 Semiaut 4 S o Rel No No T Raustan 9,1 Semiaut 5 S o Rel No No T Namangan 5,3 Semiaut 6 S o Rel No No T Namangan - Andijan 94,1 Chartak 17,5 Semiaut 7 S o Rel No No T Uychi 14,6 Semiaut 8 S o Rel No No T Uch - Kurgan 9,9 Semiaut 9 S o Rel No No T Khakulabad 15,2 Semiaut 10 S o MKD No No T Paytug 10,2 Semiaut 11 S o MKD No No T Kuygan Yar 18,9 Semiaut 12 S o Rel No No T Andijan II 7,8 Semiaut 13 S o MKD No No T Uchkurgan - Shomoldisay 9,2 14 Shomoldisay S 9,2 Other No No No S Andijan II - Tentyaksay 18,3 15 Tentyaksay S 18,3 Other No No No S
Total Lenth 212, 5 With Automatic Block 0 With Semiautom. Block 185 Other type Block 27,5 Controled by CTC 0 212, Without control 5 No of Stations 15 Stations with Interlocking 10 Stations with MKD 3 Stations without Interlocking 2 Fig. 7.7.B.51/M Uzbekistan lines data
ANNEX 7.7.C:
Traffic forecasts and infrastructure capacity
Central Asian Railways Telecommunications Progress Report Annex 7.7.C
Annex 7.7.C – Traffic forecasts and infrastructure capacity
Tajikistan and Kyrgyzstan
The small railway networks in these countries were designed to handle heavy flows of goods and passengers and still play an important role for international traffic connections with the larger networks of the neighbouring countries. Since independence from the Soviet Union and the subsequent establishment of the National Railways, passenger and freight volumes have fallen drastically and to the degree that at present there are certainly no limitations to traffic due to lack of line and plant capacity. Although no systematic traffic surveys have been carried out, we can affirm that even in the medium- long term, traffic is unlikely to reach past levels. It is thus reasonable to assume that the existing excess capacity is likely to remain. This situation also emerges from previous studies and is similar, as we will see, to those identified and better analysed in the neighbouring countries, which are equipped with larger networks and that determine most of the rail traffic of Tajikistan and Kyrgyzstan.
Turkmenistan
From the surveys performed and available traffic studies the following emerges with particular reference to the most significant and busiest sections of the network (for example, the Ashgabat- Douchak and Douchak-Mary sections): In the years between ‘97 and 2007 the overall number of trains was forecast to increase by 35- 45%, according to the conservative or optimistic estimate adopted. The final figures available for the network are as follows (source: Turkmenistan Railways):
1993 1996 1997 1998 1999 2000 2001 Pass x km (thousand) 2125 2104 958 793 701 943 1118 T x km (thousand) 33140 7004 7675 7701 7337 7588 6437
The conclusion that can be drawn is therefore that not even for the busiest sections and in the most optimistic scenario is there likely to be a return to the demand for transport capacity existing prior to the drop in traffic levels that occurred after the country’s independence. In general terms, the required transport capacity is adequate for the actual conditions of the network. This can also be taken as valid in reference to the situation that can reasonably be assumed for the end of the first decade of 2000, forecasts for which can be made with more reliability than those for longer periods that will be the subject of further studies by economists.
Kazakhstan
The following emerges from an examination of the economic studies and available traffic forecasts.
1 Central Asian Railways Telecommunications Progress Report Annex 7.7.C
Freight traffic
Forecasts (made in 1997):
Year 2000 2010 2020 2030 Tons x km 118 125 133.4 141.4 (billion) Index 100 105.9 113.0 119.8
Final figures (source, Kazaki Railways):
1991 1992 1993 1994 1995 1996 1997 1998 1999 2000
Adjusted 393 562 297 866 209 556 166 076 137 655 126 877 119 226 110 546 100 559 135 198 manufacture, million t x km
Passengers x Km 19 417 17 969 20 585 18 830 13 159 14 188 12 801 10 669 8 859 10 215 million
Tons x Km million 374 145 279 897 188 972 147247 124 496 112 689 106 425 99 877 91 700 124 983
Loading, 331 735 278 772 218 194 172 888 157 174 140 130 137 731 129 932 123 911 156 306 Thousand tons
In an initial approximation, forecasts for freight can be updated as below:
Year 2000 2010 2020 2030 Tons x km 124.93 132.3 141.2 149.6 (billion) Index 100 105.9 113.0 119.8
According to this estimate, the number of tons x km forecast for 2030 will therefore be just 40% of the quantity transported in 1991
Passenger traffic
Forecast data (97):
Year 2000 2010 2020 2030 Pass x km 12.5 13 13.4 14.1 (billion) Index 100 104 107.2 112.8
Considering the final figures for 2000 that are now available, in an initial estimate the above forecasts can be updated as below:
2 Central Asian Railways Telecommunications Progress Report Annex 7.7.C
Year 2000 2010 2020 2030 Pass x km 10.22 10.62 10.95 11.53 (billion) Index 100 104 107.2 112.8
According to this update the passenger x km forecast for 2030 will therefore be less than 60% of the number transported in 1991. The scenario assumed is one with wider expansion of transport and forecast reduction in journey time and increased comfort of coaches.
Conclusions for Kazakhstan
As regards the overall transport capacity of the network, we can conclude that there are high margins of transport capacity even in the scenario envisaging the greatest increase in traffic.
Uzbekistan
The new economic policy, based on market forces and adopted after independence from the Soviet Union, has led to a drastic change in the transport sector with a significant increase in the growth of private vehicle traffic and bus/truck based transport. The figures of interest to the appraisal of line capacity, obtained from the available studies:
Freight traffic The following figures are given for the overall tons x km. The estimates are determined according to an optimistic scenario, maintaining the same market share (equal to 67% in ‘97), but with a reduction to the average journey distances (due to the reduction in transit and import traffic.)
Year 1989 1990 1996 1997 1999 2000 2001 2003 2007 Tons x km 77 56.90 17.54 16.92 17.85 19.02 20.04 22.28 (billion) (13.9) (15.4) (15.7)
At the time the study was made the values for ’99 and 2000 were forecasts. Comparison with the final figures, now available and given in brackets, indicates that with the current trend the remaining forecasts should be reduced by around 20%. Consideration must also go to the high incidence petroleum products have on the type of freight transported (in the order of 40% in the above scenario) and the foreseen construction of oil pipelines that will cause a reduction of around 10-15% in the figures given in the table.
Passenger traffic The rail traffic situation has seriously suffered to the benefit of road transport for short and medium distances, and that of air transport for long distance travel. The causes of this lies in the sharp increase in rail fares and a drop in quality of service in terms of journey time and comfort.
3 Central Asian Railways Telecommunications Progress Report Annex 7.7.C
In summary, data obtainable from the available studies (see references 2 and 7), in terms of millions of passengers per kilometre, (including commuters, intercity and international traffic), is as follows:
Year 1990 1994 1995 1996 1999 2000 2001 Pass x km 3.900 5.366 2.397 2.029 (in million) (1.9) (2.15) (2.16)
Note how once again the final figures now available and given in brackets denote a further reduction in passengers transported compared to ‘95.
Conclusions for Uzbekistan In the final analysis, the above figures for both freight and passengers referring to the busiest traffic scenarios, the same conclusions can be drawn for Uzbekistan as for all the other countries.
4
ANNEX 7.8:
Technical Proposals for each country
Central Asian Railways Telecommunications Progress Report Annex 7.8
Annex 7.8 – Technical Proposals for each country
The actual situation of the cabling in each State is described in chapter B.2 of Progress Report, which indicates a general insufficiency of the copper cable pairs used. We have highlighted the advantages of using optic fibre and digital transmission systems. The reliability of the new network is linked to the possibility of realising backbone rings. The geography of the territory of the States and the distribution of the railway lines leads to frequent border crossings and, as a result, it is necessary to envisage double optic fibre on alternative routes with connections toward the adjacent lines. If the reality of the railway lines does not permit use of optical cables as back-up lines, consideration must be given to the possibility of leasing channels from public network managers or as a last resort the use of digital systems connected by radio bridges. The use of radio bridges has been indicated as a last resort mainly because of: • High realisation costs for the sometimes significant distances to connect, that can require installation of several radio bridges • Poor reliability, linked with meteorological and climatic conditions as well as the availability of electric power • High maintenance costs. These parameters must however be evaluated case by case in comparison with the cost of flow leasing (considering that leasing is maintenance-free, being handled by the company offering the service) Note that, as opposed to the previously presented network architecture, the examples of the potential applications of the same, given below, are purely indicative. Figures 7.8.1 (all countries) and 7.8.2 (Kazakhstan) offer an outline of the possible interconnections between the five States to realise the international rings of the backbone. This chapter proceeds with an examination of the individual States for which a Master Plan will be proposed including, in conformity with the proposed guidelines, the optic fibre network, the SDH transmission system and finally the telephone exchanges and services using the telecommunications network. For each State, the forecast development of the telecommunications network is given in a table, which indicates: • Existing exchanges with their current capacity • The new exchanges with the relative extension • 1st level SDH apparatus (622 Mbit/s ADM4) • 2nd level SDH apparatus (155 Mbit/s ADM1 ) • the multiplex apparatus (2 Mbit/s PRM) • the IT centres • locations with IT terminals • any leased connections • any backbone connections or links with other States
As regards connections with terminals, in the initial phase this can be effectuated with PCM channels configured with 1200/2400 Bd speed suitable for the existing type of terminal by means of higher level systems up to the IT centre location. Later, with the development of new application programs, the SDH technology can be reconfigured as a LAN at higher speed.
1 Central Asian Railways Telecommunications Progress Report Annex 7.8
Kyrgzystan
The geographical situation of the territory does not allow for the realisation of simple backbone rings on the railway network itself, the alternative is the creation of sub-rings to connect via alternative circuits (radio bridges, public operators, links through the Tajikistan network) toward Bishkek or by laying fibre over two alternative routes. There is also the future possibility of connection via a new line (Kyzylkiya - Balyktchi (Issik-Kulj). Fig 7.8.3 indicates the sections to equip with optic fibre cable and the eventual connections through the neighbouring State. Fig. 7.8.4 offers a hypothesis for the possible development of the SDH network. Fig. 7.8.5 shows telephone exchanges destined for replacement with the relative user areas to connect. Lastly, table 7.8.6 summarises a hypothesis for the proposed development of the TLC network with a two level SDH network. As regards the second solution proposed, the ADM-1 apparatus will need to be doubled for each individual location and a backbone router envisaged in each site with an ADM-4, along with an access router for each ADM-1 The national data processing centre is envisaged at Bishkek. From the same location by means of the national SDH network and the KTZ analogue network, links can be realised with the IT centres of the other neighbouring States.
Uzbekistan
The territory of the state is divided into two regions connected by the railway line that crosses Tajikistan, and along which telecommunications on optic fibre can transit. There are various possibilities for realising backbone rings on internal lines. Figs. 7.8.7 and 7.8.8 illustrate a hypothesis for the section to equip with optic fibre cable. Fig. 7.8.9 and Fig. 7.8.10 offer a hypothesis for telephone exchanges envisaged for replacement, with the relative user areas to connect. Fig. 7.8.11 and 7.8.12 show a hypothesis for the possible development of the SDH network, with the major ADM4 and ADM1 apparatus. As regards the second solution proposed (ATM+IP network) the ADM-1 apparatus will require doubling for each individual location and a backbone router envisaged for each site with an ADM-4, along with an access router for each ADM-1. These scenarios envisage a number of closing connections through the lines of other States. It will be the job of the final feasibility study to reduce these extra-national routes to the minimum. Lastly, table 7.8.13 summarises the development proposal for the TLC network. The national data processing centre is envisaged in Tashkent, while two concentrator hubs could be foreseen for Kokand and Andjian to connect all the terminals in the West of the country and transfer data with a higher speed system.
2 Central Asian Railways Telecommunications Progress Report Annex 7.8
Tajikistan
The territory of the state is divided into two regions that are not actually connected by railway lines, and so telephone connection is possible only through the UTI, with a route of around 500 Km. The construction of a new line is foreseen between the stations of Yavan and Yangi-Bazar, which will in future permit connection between two of the State’s three lines. This with the new line in mind. If it were not envisaged, laying of a fibre and 1st level PCM systems could realise a connection between two sections of the railway network, also usable as backbone for the telephone lines coming from Termez (UZB). For the moment the only solution possible is recourse to leasing 2 Mbit/s flows from the public telephone authorities. Fig 7.8.14 shows a hypothesis for the sections to equip with optic fibre cable and the possible connections through the neighbouring State. Fig. 7.8.15 shows telephone exchanges envisaged for replacement, with the relative user areas to connect. Fig. 7.8.16 schematically illustrates a hypothesis for eventual development of the SDH network, with the major ADM4 and ADM1 apparatus. As regards the second solution proposed, the ADM-1 apparatus will have to be doubled for each individual location and a backbone router envisaged for each site with an ADM-4, along with an access router for each ADM-1. Lastly, table 7.8.17 summarises a development hypothesis for the TLC network. The national IT centre is envisaged at Dushanbé while two data concentrator hubs are foreseen at Kafurov and Kurgan-Tjube for connection with the terminals in the stations of the respective line sections.
Turkmenistan
The TRK railway network is in practical terms made up of three main lines that intersect at Mary station with other sections of line connectable between each other only through the UZB. As a result, at this time it is not possible to realise backbone rings on railway land; later, with the realisation of the new lines between Bezmein and Keneurgench and between Zerger and Dostyk, laying optic fibre cable and PCM apparatus it will be possible to connect two significant sections of the network, which also include the sites of the two IT centres at Ashgabat and Chardzev (Turkmenabad). Fig 7.8.18 shows a hypothesis for the sections to equip with optic fibre cable, the possible connections through neighbouring States and the envisaged new lines. Fig. 7.8.19 shows telephone exchanges envisaged for replacement, with the relative user areas to connect. Fig. 7.8.20 schematically represents a hypothesis for the eventual development of the SDH network, with the major ADM4 and ADM1 apparatus. As regards the second solution proposed, the ADM-1 apparatus will have to be doubled for each individual location and a backbone router envisaged for each site with an ADM-4, along with an access router for each ADM-1. Lastly, table 7.8.21 summarises a development hypothesis for the TLC network.
3 Central Asian Railways Telecommunications Progress Report Annex 7.8
Kazakhstan
At this time, the information available regarding the KTZ telecommunications network does not at allow us to suggest a complete development plan. However, the layout formulated for the other states could be extended with similar criteria to this particular country as well. Fig. 7.8.2 the Kazakhstan Foreseen Cabling Diagram shows a development proposal for the network in optic fibre, highlighting the TRACECA, the primary lines and the ones that can be used to realise backbone rings through neighbouring States (UTI and KRG). 286 Km of the Arys - Turkestan – Shieli section of line is already equipped with 16 fibre optic cable with a 155 Mbit/s PCM system operating SDH technology. The existing exchanges are electromechanical, except for one digital type at Kizil-Orda for 1600 users installed in 1983. A program of replacement with new technology digital exchanges is therefore recommended, interfacing with the junction lines through SDH systems, assigning priority to the exchanges serving the main railway stations situated on the TRACECA line.
Conclusions
The solutions suggested for each State are aimed toward realising a voice and data transmission network with high flexibility and reliability, and with the use of continually improving technology already widely employed the world over, and especially for public telephone networks. The following phases are necessary for laying out the networks: • Study of the optic fibre cable network, identifying the principal lines and possible ring closing lines; • Development of the network of level 1 SDH systems (STM-4 with relative Network Management Systems (NMS) • Development of the second level network (STM-1) with relative ring closing lines and realisation of international connections for data exchange between IT systems; • Eventual upgrading of the network obtained with apparatus based on IP and/or ATM technology; • Identification of channel drop/insert points on 2 Mbit/s flows (PRM) or IP/ATM access, to realise the following connections: - Users to telephone exchanges (1 flow every 30 users); - Point to point for telephony; - Data transmission for remote control; - Data transmission for IT or public information; - Remote diagnostics services, etc.. The Feasibility Study will naturally require: Verification with the beneficiaries of the project of the locations to destine for new telephone exchanges to give the right weight to the logistical aspects of the problem; Investment planning co-ordinated with the choices and requirements of the signalling sector; Identification of works priorities connected with maintenance needs, which are best assessed by the actual managers.
4
(Almaty)
j)
Kazakhstan
Issik-Kul
(
k 1 y
48 4
ktchi y №1 il-Ar №1 j Karabalta Beyneu Lugovaya Kayamat-Kurkol
Arys D R Alamedin Bishkek 1 Bal
Merke Munjke Tchaldovar Belovodskay Shokovo Pishbek Bishkek 2 Kant Tokmak P 222km Bystrovka Caspian sea Kaindy R Ivanovka 39km 53km 23km 21km 39km 31km 77km Turkmenistan Oste 39km Uzbekistan Kazakhstan 420 km Takhiatash Keneurgench Naimankul
19 km Tchengeldi Turkmenbashi Nukus Krasnovodsk Zarptc Sea Djumurtay 196 km Caspian Tchardara 33 km Uzbekistan Djanga Misken R 449km Shamaldisay 119 km Djetisai 46 km Utchkurgan 224 km
Nebit-Dag Dashkhavuz Tashkumir
Urgench - 23 km Kyrgyzstan 61 km Utchkuduk Gazatchak 55 Keles Kazandjik 63 km 138 Namangan Khanabad Bagish Utchkulatch Djalal Muruntau km Uzbekist Khodjike 45 km 122 km Pitniak Tashkent 45 km
53 km
70 km 69
Kyzilarbat Pap (Khalkabad) 14 km Mechnat Kizilkuduk 48 Tukumatchi 14 km 15 km
118 km 110 km 226 km 114 km Kok-Yangak Gulistan 44 km Tentaksay Sultanabad Bakharden 33 Kokand 2 18 Samarkand Kafurov Leninabad 78 km Angren R Andija
Rapkan Kokand 3 Savay
Djizak Nay Kanibadam Marakand 2km Kashg Osh Buzmenij Darganata 22 km Navoi Kokand 1 Andijan 1
48 km
10 km Ashkhabad 138 km 17 km 113 km 90 km 40 km Karasu Bekabad Shakhrikhan
Annay 2 km 89 km
92 km 8 km 51 km 7 km 2 km Buchara II 404 km 25 km 10 km
58 km 12 km 1 34 km 1 15 km 85 km R42 39 km 63 km Karshi Kitab Altyarik Artyk 157 km
Tajikistan
34 km Buchara 48 km 74 km Isfara 19 km Fergana 2 Kuvasay Margelan 13 km
Kaka y 3km tura Proletarobad Guzar
42 km Neft R43 p Shurab ar Akhunbabaeva 24 km Kyzylkiya g
Dushak Sariasia 90 km 62 km Kumkurga 46 km 6 km Pakhtabad Re Tche Khanaka Dushanbe 2 Dushanbe Rokhatu Mary Gabakl Fergana 1 Utchadji Tchardjoy Zachmet 127km Bayram-Ali Yangi-Bazar Gulanli 8km 74 km R 38km Zertcher
Tedjen 28 km 53 km Talimardjan Ata 29 km Farab km 9 km 1 8 km 4 km 7 km 4 km 9 km 0 km 2 1 1 Iran 1 Yoloten 73 km Sarakhc Amydere Tarakal Amudarinskay Farab / Khodjadable
Dostlyk Khodjaik Sandy- - Gatchi Mukry 36 km Dashkepri R №161 Amuzang Khoshady Kabad Kurgan 42 km Shart Kolkhoz Takhtabazar Yavan Tcharshany Kelif 76 km Termez Kalimor 8 km 34 km 54 km Kushka 40 km 1 32 km 35 km Fig. 7.8.1 Foreseen Cabling Diagram 135 (All countries except Kazakhstan) Turgundi Tajikistan Kulyab Turkmenistan Uzbekistan
Traceca Primary Secondary Other country New lines
(Afganistan) Optical fiber Network
Russia
Russia Jusheno Kurgan Mamljutka Petropavlosvsk
Russia Gorjkovskaya 182 km 149 km Kustanai Teregui R. Kazakhstansky Selektsionnaja Selektsionnaja Kzil-Tu Granitchnaya Tcherlak Tcherlak Karasuk Kulunda Locot Zashita 125 km 125 km 25 km 138 km 101 km 40 km 40 km 223 km 187 km 187 km Leninogrorsk Zolotaja Sopka Novoishimskaja Koktchetav 70 km 164 km 43 km 82 km K. Borovoe Ajsary 121 km Maraldy 128 km 96 km Zyrjanovsk Jelezorudnaja Akkul 56 km 50 km 106 km Pavlodar
Aksu Ekibastuz Tobol Esil 124 km 28 km Konetchnaja Kartaly Atbasar Astana Semipalatisk Ufa m m m m m m m 109 km u k 140 k 140 k 166 k 148 k 148 k 228 k 104 k Sputni a
Russia Ermenta 90 km 218 km 217 km Djetyrg Anar Arkalyk Djarma Orsk 123 km R. 223 R. Uralsk Umitay R. Iletsk 248 km 248 km Kos-Arat 25 km Temirtau Karagayly m m m Russia m 7 km 88 k 205 k 100 k 131 k Karaganda Jaysan 103 km Shubarkol 52 km
Karabas
104 km Niko-Tau 121 km 92 km Djanibek Aiaguz Djomart Atasu 47 km 47 km 68 km 48 km 91 km 91 km Djaryk Djezkazgan a Sajhin Inder Aktjubinsk r 78 km 23 km 64 km Agadyr
130 km 164 km
162 km Kzil-Dja 140 km 90 km Djana-Ark Karajal 137 km Sagiz Kigash Atyrau Russia R. 2 Makat 138 km 138 km 169 km Kandagatch Sajak m m 132 km 132 km 204 km 185 km m m Mointy China
95 km 85 k 14 k 297 k m 124 k Aktogay 273 km Drujba Kulsary 304 k Tchlkar Shubarkuduk Shubarkuduk 125 km 143 km 206 km Balhash 166 km Aktau Mangishlak Mangishlak Beyneu Saksaulskaja Azerbajan 180 km Sary-Shagan Matay m
71 km 41 km Kazalinsk
403 k 110 km 142 km R. Oste 144 km Jusaly Djanatas Ush-Tobe Tchiganak 147 km 27 km 108 km Tekely Koksu Kzil-Orda Bugunj m 86 km 67 km
128 km 76 k 83 km Uzen Uzbekistan Tchlili Karatau 12 km 12 km 56 km 157 km 58 km Sary-Ozek Turkestan Assa Kijakhty 191 km 112 km 109 km 32 km Tchokpar Otar Lugovaja Lugovaja Tulkubas Tulkubas Tchimkent Tchimkent Arys 73 km m m m m 77 km 29 km Djambyl Chu m m m Almaty 89 k 71 k 84 k 132 k 117 k 115 k 156 k Tchengeldy Legnare Karabalta
Sary-Agatch
Kyrgyzstan Optical fiber Network Uzbekistan
Traceca Primary Secondary Other country New lines Fig. 7.8.2 Kazakhstan Foreseen Cabling Diagram Local ring
Local and other countries ring
Kazakhstan Kyrgyzstan
(Almaty)
148
141 № № Karabalta
Djil-Aryk R Kayamat-Kurkol Balyktchi (Issik-Kulj) Balyktchi Merke Belovodskaya Bishkek 1 Bishkek 2 Kant P 222km Bystrovka Munjke Tchaldovar Kaindy R Shokovo Pishbek Alamedin Ivanovka Tokmak
77km Lugovaya 39km 53km 23km 39km 21km 39km 31km
)
3627 3666 3704 3719 3740 3757 3778 3800 3840 3872 3897 3900 3913 3948 Tashkent (
Tajikistan
Uzbekistan Kyrgyzstan Foreseen line railway Utchkurgan Shamaldisay Tashkumir
Namangan Kok-Yangak Bagish Djalal-Abad
Pap (Khalkabad) Khanabad
Sultanabad
Tentaksay 136
№ Kokand 2 Andijan 2 Osh Kanibadam Rapkan Kokand 3 Savay Kashgar R Kokand 1 Andijan 1
(Havast) Karasu Shakhrikhan
Altyarik
Margelan Fergana 2 Kuvasay R 38km
Akhunbabaeva Kyzylkiya Fergana 1
Optical Fiber External Optical Fiber for Backbone ring
Foreseen railway line
Fig 7.8.3 Kyrgyzstan Foreseen Cabling Diagram
Kazakhstan Kyrgyzstan
(Almaty)
148 141
№ № Karabalta
Djil-Aryk R Kayamat-Kurkol Balyktchi (Issik-Kulj) Balyktchi Merke Belovodskaya Bishkek 1 Bishkek 2 Ivanovka P 222km Bystrovka Munjke Tchaldovar Kaindy R Shokovo Pishbek Alamedin Kant Tokmak ADM ADM ADM ADM ADM 4 4 4 4 4 77km Lugovaya 39km 53km 23km 39km 21km 39km 31km
)
3627 3666 3704 3719 3740 3757 3778 3800 3840 3872 3897 3900 3913 3948 Tashkent (
Tajikistan
Uzbekistan Kyrgyzstan Foreseen line railway Utchkurgan Shamaldisay Tashkumir
ADM ADM 4
1
Namangan Kok-Yangak Bagish Djalal-Abad ADM ADM 4 1
Pap (Khalkabad) Khanabad
Sultanabad
Tentaksay 136
№ Kokand 2 Andijan 2 Osh Kanibadam Kokand 3 Rapkan Savay Kashgar R ADM ADM Kokand 1 Andijan 1 4 1
(Havast) Karasu Shakhrikhan
Altyarik
Margelan Fergana 2 Kuvasay R 38km ADM ADM 1 1 Akhunbabaeva Kyzylkiya Fergana 1
LEGEND
ADM 4 : ADM - 4 Add/Drop Mupltiplexer STM-4 = 622 Mbit/s
ADM 1 : ADM - 1 Add/Drop Mupltiplexer STM-1= 155 Mbit/s 2 Mbit/s public Telecom
Optical Fiber
External Optical Fiber for Backbone ring Foreseen railway line
Fig 7.8.4 Kyrgyzstan foreseen transmission capacity Diagram
Kyrgyzstan
Kazakhstan
(Almaty)
141 148
Bishkek I Bishkek II
Karabalta
Balyktchi (Issik-Kulj) № № Sokuluk Merke R R Munjke Tchaldovar Kaindy Belovodskaya Pishbek Alamedin Kant Ivanovka Tokmak P 222km Bystrovka Djil-Aryk Kayamat-Kurkol
Lugovaya
39km 53km 23km 39km 21km 39km 31km 77km
(Tashkent)
Tajikistan Uzbekistan Kyrgyzstan Foreseen line railway
Utchkurgan Shamaldisay
Tashkumir
Namangan
Bagish Djalal-Abad
Kok-Yangak
Pap (Khalkabad) Khanabad
Sultanabad Tentaksay 136 № Kokand 2 Andijan 2 R Rapkan Kokand 3 Kashgar Kanibadam Savay Kokand 1 Andijan 1 Osh
(Havast) Shakhrikhan Karasu
Altyarik Margelan Fergana 2 R 38km Kuvasay
Akhunbabaeva Kyzylkiya Fergana 1
LEGEND New switches
Fig. 7.8.5 Kyrgyzstan Foreseen telecom switches position
Table 7.8.6 Kyrgystan Telecomunications project
Locations Actual PABX Foreseen Subscribers ADM-4 ADM-1 PRM IT IT 2 Other country PABX area centre USER Mbit/s backbone or link
Lenght leased All Line Kaindy 50 xx x To IT centre Almaty Karabalta 100 500 xxx Belovodskaya 64 50 xx x Shopokovo 50 xx x
Sokuluk 100 xx Pishbek xx Bishkek I 1200 1500 xxxx Bishkek II 100 500 xx IVC (IT centre) 100 xx Vagonnoedepo 50 xx Lokovnoe depo 50 xx Alamedin 100 xx x Kant xx x Ivanovka xx x Tokmak 50 xxx
P 222 Km xx x Bystrovka 31 50 xx
Djil-Aryk 14 500 xxx Kayamat-Kurkol xx Balyktchi 63100 60 13 xx
Shamaldisay xx x Utchkurgan - Andijan Tashkumir xx x
Djalal-Abad UATSK-50/200 100 200 xxxx Khanabad - Sultanabad Bagish xx Kok-Yangak xx
Karasu UATSK-50/200 100 200 xxx xx Savay - Andijan Kashgar xx Osh UATSK-50/200 50 xx x
R 38km xx Kyzylkiya 6222923 xx xx Kuvasay - Andijan
Kazakhstan
Beyneu Caspian sea Oste
420 km Takhiatash Naimankul 19 km Kazakhstan Almaty Nukus Tchardara Djumurtay 196 km Misken Tchengeldi R 449km Djetisai 224 km Urgench
Utchkuduk
Khodjikent
63 km Keles
Pitniak
53 km Tashkent
Utchkulatch Yangiyul Uzbekistan Kizilkuduk Tchinaz Bozsy 226 km
Mechnat
Gulistan Sergeli
Yangier
Tukumatchi Angren
Navoi Marakand Samarkand Djizak Khavast
Bekabad
Buchara II Kafurov R42 Kitab Karshi Kumkurgan Sariasia Turkmenistan Dushanbe Guzar Buchara Proletarobad R43
Khodjaikan Tajikistan 161 № Tchardjoy Amuzang R Termez Talimardjan Kurgan-Tiube
Amudarinskaya (Amudeta) Farab / Khodjadable Turkmenistan
Optical Fiber External Optical Fiber for Backbone ring
Foreseen railway line
Fig. 7.8.7 Uzbekistan Foreseen Cabling Diagram 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay
Tashkumir
Namangan Bagish Djalal-Abad
Kok-Yangak Pap (Khalkabad) Khanabad
Sultanabad
Tentaksay 136
№ Kokand 2 Andijan 2
Kanibadam R Rapkan Kokand 3 Savay Kashgar Kokand 1 Andijan 1 Osh Karasu (Havast) Shakhrikhan
Altyarik
Margelan Kuvasay Fergana 2 R 38km Kyzylkiya Akhunbabaeva
Fergana 1
Optical Fiber
External Optical Fiber for Backbone ring Foreseen railway line
Fig. 7.8.8 Uzbekistan Foreseen Cabling Diagram 2.2
Caspian sea Beyneu
Oste
Kungrad Kazakhstan Hotjelli Almaty
Zarpitch Tchardara Tchengeldi
Nukus 196 km Djetisai Misken
Tashauz
224 km Khodjikent
Utchkuduk Keles
63 km Tashkent Utchkulatch Tchinaz Yangiyul Uzbekistan Bozsy Kizilkuduk Muruntau 70,6 Km Mechnat
Gazatchak Gulistan Sergeli 226 km Yangier Angren Marakand Navoi Samarkand Djizak Khavast Tukumatchi
138 Km 129,7 Km 89,5 Km 70,6 Km Bekabad
404 km
92,3 Km
Kafurov
Kitab Kumkurgan Buchara Karshi Sariasia 74 km Dushanbe
48 km Guzar 74 km
73 km
90 km 62 km Khodjaikan Turkmenistan Tajikistan
Amuzang Farab / Khodjadable Tchardjoy 36 km Termez
161 Talimardjan Kurgan-Tiube №
R 76 km
Amudarinskaya (Amudeta) Turkmenistan
LEGEND
New switches
Fig. 7.8.9 Uzbekistan Foreseen telecom switches position - Part 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan 46 km Shamaldisay Tashkumir
Namangan Djalal-Abad Bagish 45 km 45 km
Kok-Yangak Pap (Khalkabad) Khanabad 14 km
44 km Sultanabad
Tentaksay
136 18 km
№ Kokand 2 Andijan 2
Kashgar
Kanibadam R Rapkan Kokand 3
2 km Savay Kokand 1 Andijan 1 Osh
48 km
(Havast) Karasu 2 km
25 km Shakhrikhan 17 km 51 km Asaka 15 km 63 km
Altyarik 19 km Margelan 13 km 24 km 3 km Fergana 2 Kuvasay R 38km Kyzylkiya Akhunbabaeva Fergana 1
8 km
LEGEND
New switches
Fig. 7.8.10 Uzbekistan Foreseen telecom switches position - Part 2.2
Kazakhstan
Beyneu Caspian sea
Oste ADM 6 x 4 420 km Takhiatash ADM 4 Naimankul
19 km Kazakhstan Almaty Nukus ADM 2 x 4 Tchardara Djumurtay 196 km ADM Tchengeldi 4 Misken R 449km ADM ADM ADM 1 Djetisai 4 3 x 4 224 km
Urgench ADM
4 Utchkuduk Khodjikent
ADM 63 km Keles 4
Pitniak ADM 4
53 km Tashkent
Utchkulatch Yangiyul Uzbekistan Kizilkuduk Tchinaz Bozsy 226 km ADM ADM ADM ADM 1 1 4 4
Mechnat ADM
Karakata 4 ADM Gulistan 4 Sergeli
Yangier
Tukumatchi Samarkand Angren Marakand Djizak Khavast Navoi ADM ADM ADM ADM ADM ADM ADM 4 4 4 4 4 4 4 Bekabad
ADM
4 ADM Buchara II 4
Kafurov R42 Kitab Sariasia Karshi Kumkurgan ADM ADM ADM ADM ADM 4 4 4 4 4 Dushanbe
Buchara Proletarobad Guzar
R43
Turkmenistan ADM
Khodjaikan Tajikistan 4 2 x 161 № Tchardjoy Amuzang R Termez ADM ADM ADM ADM 4 Talimardjan 4 Kurgan-Tiube 4 4
Amudarinskaya (Amudeta) Farab / Khodjadable Turkmenistan
LEGEND
ADM 4 : ADM - 4 Add/Drop Mupltiplexer STM-4 = 622 Mbit/s
ADM 1 : ADM - 1 Add/Drop Mupltiplexer STM-1= 155 Mbit/s 2 Mbit/s public Telecom
Optical Fiber
External Optical Fiber for Backbone ring Foreseen railway line
Fig. 7.8.11 Uzbekistan Foreseen transmission capacity 1.2
Tajikistan Uzbekistan Kyrgyzstan
Utchkurgan Shamaldisay ADM
4 Tashkumir
ADM 4 Namangan Bagish Djalal-Abad
ADM Kok-Yangak ADM 1 Khanabad 4 Pap (Khalkabad)
Sultanabad ADM Tentaksay 136 1
№ Kokand 2 Andijan 2
Kanibadam R Rapkan Kokand 3 Kashgar ADM ADM ADM ADM 4 4 Kokand 1 Andijan 1 4 1 Osh Karasu
(Havast) Shakhrikhan Savay
ADM 4 Altyarik
Margelan
Fergana 2 Kuvasay R 38km ADM ADM 4 4 Kyzylkiya Akhunbabaeva
Fergana 1
LEGEND
ADM 4 : ADM - 4 Add/Drop Mupltiplexer STM-4 = 622 Mbit/s
ADM 1 : ADM - 1 Add/Drop Mupltiplexer STM-1= 155 Mbit/s 2 Mbit/s public Telecom
Optical Fiber
External Optical Fiber for Backbone ring
Foreseen railway line
Fig. 7.8.12 Uzbekistan Foreseen transmission capacity 2.2
Table 7.8.13
Uzbekistan Telecomunications project
Locations Actual PABX Foreseen Subscribers ADM-4 ADM-1 PRM IT IT 2 Other country PABX area centre USER Mbit/s backbone or link
Lenght X25 leased Line: Kokand - Namangan - Andijan -- TDJ border - Kokand - Margelan - Fergana - Akhunbabaevo - KRG border
Namangan KRJ-100/204 100NN x x x x Utchkurgan 42 xxx x (KRG border) x Andijan II 45 АТSК-50/200 88NN x x x Andijan I ЕSК-3000Е - 500NN 1000 xxxxxx To IT centre Tashkent Andijan - Savay - x ------(Karasu) on KRG (x) x (x) Asaka 70 xx x Sultanabad xx x Khanabad xx xx
Pap KRJ-100/204 100NN x x x x R.136 xxx x
Кокаnd 42+44 АТSК-3000NN 5000 xxx x Alti - Arik (Altyarik) АТSК-50/200 - 100NN x x x x
Alti - Arik (Altyarik)
Margilan 22 ЕSК-400Е - 400NN x x x Akhunbabaevo АТSК-100/2000 - 3000 xxx x Shakhrikhan xx x Akhtachi АТSК-50/200 - 18NN x x x Fergana 1 83 xx x Fergana 2 - KRG Border xxx x
Line: Tashkent junction
KZK Border Keles 20 x xx To Arys-Almaty Tashkent raillway division ATSK-U 3000NN 5000 x xx x " " Definity 1000NN NOD MD-110 1350NN x x x Tashkent tovarnaya UATS-49 700NN x x x Tash IT UATS-49 800NN 4000 x xxxx Kuybishev Gor ESK-400-E 400NN x x x Tashgiprotrans ATSK 200NN x x x Bolgarskie ogorodi UATS-49 200NN x x x Zavod TRZ (Завод ТРЗ) ATSK 600NN x x x KGB 65 + 35 KVANT 57NN x x x SMP-820 KRJ-102 50NN x x x Subway division ESK-400E 50NN x x x Shumilova UATS-49 300NN x x x Khodjikent KRJ-204 100NN x xx x Uzbekistan Yangiyul Kizil-Tukmachi ATS-54 1000NN x x x Sergeli ESK-400E 400NN 1500 xxx x 114 Akhangaran ATSK 100NN x x x
Line: Tashkent - Khavast - Djizak - Marakand - Bukhara - Khodjidavlet Tashkent-Mekhnat Yangiyul Pakhta ЕSК-400Е - 50 x x x Mekhnat КRJ-104 - 50 1000 xxx x Sirdarya ЕSК - 400Е - 125 x x x Gulistan ЕSК - 400Е - 200 x x x KZH border Djetisai (KZH) -- Djizak km 69 xx x +70 Utchkulatch 35+69 xx Gulistan xx x
Khavast - Khamza 33 ЕSК - 400Е - 172 xx x Khavast ЕSК - 3000 - 1700 2000 xxx x R. N°3 xx x Dashtabad 46 xx x R. N°6 xx x Zarbdar xx x R. N°9 xx x R. N°10 44 xx x Djizak ЕSК - 400Е - 202 1000 xxx x
Djizak -- Djetisai (KZH) km 69 69 R. N°13 xx x Gallya-Aral xx x R. N°16 60 71 xx x Bogarnoe КRJ - 204 - 100 x x x x Zaravshan ATSK - 50/200 - 100 x x x
Samarkand 54ESK - 400Е - 400 2000 48 xxx x UATSK-49 - 1000 xx x Ulugbek АТSК-50/200 200 Marakand 17 АТSК - 50/200 100 x x x x xxx x (Half of line to Karshi)
Line : Marakand - Karshi - Termez - Sariasiya, Karshi - Kitab, Termez - Amuzang (Half of line to Samarkand) xxx x 70 Karshi UATS-54 - 1000 2000 xxx x
Guzar xx x
Kitab48+74 UATSK-50/200 100 x x x Karshi
Djayran46 Multicom 632А - 4NN 70 x x x Talimardjian
Talimardjian R N°161
R N°161 xxx Termez АТS "Ericsson" - Jugoslavia - 1500NN Termez 2000 xxx x Galaba KRJ-104 - 50NN x x x Amuzang xxx x To TDJ
Termez khodialik 36 54 xx x
Termez 73 Denau (Kumkuroa) KRJ-104 - 50NN x x x x Sariasiya xxx x To Dushanbe 74 Line : Bukhara - Karshi -- Bukhara-Khodjidavlet -- Bukhara-Navoi-Marakand Karaul - Bazar КRJ-204 100 NN x x x x xxx x Bukhara 72 Bukhara ЕSК - 3000, 2000NN 4000 xxxxx xx x
Bukhara II 12 КRJ-204 - 100NN ЕSК-400Е - 100NN Karakul АТSК - 50/200 - 50NN xxx x
Komarova 50ЕSК - 400Е 72-350NN 76 xx x T.Ch-6 ЕSК - 400Е -400NN xxx x Yakkatut xx x xx x Karakul 47 АТSК - 50/200 - 50NN Khodjidavlet КRJ - 204 - 50NN xxx x To Farab TRK
Bukhara I R N°42 xx x R N°41 xx x R N°40 xx x Kuyu-Mazar xx x Kizil-Tepo KRJ-104, 50NN xxx x R N°39 xx x R N°38 xx x Malik xx x R. N°36 xx x Binokor xx x Navoi ЕSК - 400Е, 400NN 2000 xxx x R. N°33 xx x Ziyavuddin АТSК - 50/200 100 x x x R. N°31 xx x R. N°30 xx x Zirabulak xx x R. N°29 xx x R. N°28 xxx x K-Kurgan АТSК - 50/200 150 x x x Nurbulak xx x
R. N°24 70 68 57 36 xx x Juma xx x Marakand АТSК - 50/200 100 xxx x
Line: Navoi - Uchkuduk II - Misken - Karauzyak - Nukus , Karakata - Tashkura - Kizil - Kuduk - Muruntau Navoi Tinchlik ESK-400 348 NN x x x Karakata xxx x Tashkura xx x
Kizil - Kuduk70 ESK-400 348 NN x x x x Muruntau (km 53) xx x Utchkuduk 1000 xxx x 60 x 56 xxx x 56 xxx x xxx x Misken56 56 2000 xxx Line: Misken - R.343 - Urgench - Shavat Misken R.343 xx x Urgench ЕSК-400Е 400NN x x x Shavat ЕSК-400Е 350NN x x x x Line: Misken - Nukus Misken 65 xxx x xx 65 xxx x xx Nukus65 2000 xxx 69 x Naymankul xxx x 18 xx Khodjeyli ATSK-100/2000 2000 2000 xxx x Kungrad 100 ЕSК-400Е - 300 NN x x x x
Kungrad xxx x xx Jaslik ЕSК-400Е - 400 NN 2000 xxx x xx xxx x xx xxx x xx xxx x xx
Karakalpakia 327 Km. Divided in 6 sectionsЕSК-400Е - 400 NN 1000 53 xxx x To Beyneu KZH
Uzbekistan
Uzbekistan
Nay (Bekabad) Kafurov Kanibadam
Shurab
Regar Rokhatu (Saryasia) Pakhtabad Tcheptura Khanaka Dushanbe 2 Dushanbe Yangi-Bazar
(Amuzan) Khoshady Kabadyan Kolkhozabad Ayvadji Shartuz Kurgan-Tjube Yavan
Turkmenistan (Termez)
Kulyab
Optical Fibre
External Optical Fibre Foreseen railway lines
Fig 7.8.14 Tajikistan Foreseen Cabling Diagram
Uzbekistan
Uzbekistan
Kafurov (Bekabad) Nay Kanibadam
8 km
12 km 34 km 58 km 39 km
Shurab
Dushanbe 2
(Saryasia) Pakhtabad Regar Tcheptura Khanaka Dushanbe Rokhatu Yangi-Bazar
8 km 7 km 9 km 9 km 21 km 14 km 14 km 10 km
Kurgan-Tjube
(Amuzan) Ayvadji Khoshady Shartuz Kabadyan Kolkhozabad Yavan
(Termez) Turkmenistan 34 km 54 km 40 km 18 km 32 km 35 km
135 km Kulyab
LEGEND
New switches
Foreseen railway line
Fig. 7.8.15 Tajikistan Foreseen telecom switches position
Uzbekistan
Uzbekistan
Nay (Bekabad) Kafurov Kanibadam ADM ADM ADM 4 4 4
ADM 1 Isfara
ADM 1 Shurab
Regar Rokhatu (Saryasia) Pakhtabad Tcheptura Khanaka Dushanbe 2 Dushanbe ADM ADM ADM Yangi-Bazar 4 4 1
(Amuzan) Khoshady Kabadyan Kolkhozabad Ayvadji Shartuz Kurgan-Tjube ADM ADM ADM ADM 1 1 1 Yavan 1 Turkmenistan (Termez)
ADM 1 Kulyab
LEGEND
ADM 4 : ADM - 4 Add/Drop Mupltiplexer STM-4 = 622 Mbit/s
ADM 1 : ADM - 1 Add/Drop Mupltiplexer STM-1= 155 Mbit/s 2 Mbit/s public Telecom
Optical Fibre External Optical Fibre
Foreseen railway lines
Fig 7.8.16 Tajikistan foreseen transmission capacity
Table 7.8.17
Tajikistan Telecomunications project
Locations Actual PABX Foreseen Subscribers ADM-4 ADM-1 PRM IT IT 2 Other country PABX area centre USER Mbit/s backbone or link
Lenght X25 leased
Nay xxx x Kafurov 1000 xxxxx Kanibadam xxx x To UZB 58 Isfara xx x Shurab 39 xx x
UZB border To UZB Pakhtabad xxx x Regar xx x Tcheptura xx x Khanaka 63 xx x Dushanbe 2 KHTD1232D xx x Dushanbe ESK-200 2000 xxxxx Rokhatu xx x Yangi-Bazar 29 xx x UZB border
Ayvadji 40 xx x Khoshady xx x To UZB Shartuz xx x
32 KRJ-104 Kabadyan xx x 34 Kolkhozabad KRJ-104 xx x
Kurgan-Tjube35 1000 xxxx Yavan xx x x Kulyab 54xx 34 x
Yangi-Bazar New line x x Yavan xx
Uzbekistan
Khodjeili Urgench Djumurtay R 449km Pitniak Farab Talimardjan Takhiatash
Chardzev Neftezavodsk (Turkmenabad)
52 km Dashkhavuz 10 km
Zerger Darganata
Zarptc Amydarinskaya
89 km (R 161 km) Kelif Tcharshany Gazatchak110 km Mukry Gabakly Keneurgench
123 km Dostlyk
250 km
Utchadji 60 km Turkmenbashi 53 km Krasnovodsk Zachmet Uzbekistan Caspian 33 km 29 km Sea Djanga Bayram-Ali
Turkmenistan 28 km 119 km 61 km Mary Yoloten
Nebit-Dag
127 km 68 km 61 km
Tarakal Kaka Anev Dushak Ashkhabad Kyzilarvat Bakharden Bezmein 122 km 118 km Artyk 23 km Tedjen Sandy-Gatchi 85 km 42 km Kazandjik 34 km 46 km 34 km 78 km 22 km 10 km Ata
Sarakhc Gulanli Dashkepri 26 km Takhtabazar
Iran 50 km Kushka Kalimor
(Afganistan) Turgundi
Legend :
Optical Fibre
External Optical Fibre
Optical Fibre on Foreseen railway line
Fig. 7.8.18 Turkmenistan foreseen cabling diagram
Uzbekistan
Khodjeili Urgench Djumurtay R 449km Pitniak Farab Talimardjan Takhiatash
Neftezavodsk Chardzev
52 km Dashkhavuz 10 km
Zerger Darganata
Zarptc Gazatchak Amydarinskaya
89 km (R 161 km) Kelif Tcharshany Mukry
110 km Gabakly Keneurgench
123 km
Dostlyk
250 km
Utchadji 60 km Turkmenbashi 53 km Krasnovodsk Zachmet Uzbekistan Caspian 33 km 29 km Sea Djanga Bayram-Ali
Turkmenistan 28 km 119 km 61 km Mary Yoloten
Nebit-Dag
127 km 68 km 61 km
Tarakal Kaka Anev Dushak Ashkhabad Kyzilarvat Bakharden Bezmein 122 km 118 km Artyk 23 km Tedjen Sandy-Gatchi 85 km 42 km Kazandjik 34 km 46 km 34 km
78 km 22 km Ata 10 km Sarakhc Gulanli Dashkepri 26 km Takhtabazar
Iran 50 km Kushka Kalimor
(Afganistan) Turgundi
Legend :
New switches
Foreseen railway line
Fig. 7.8.19 Turkmenistan foreseen telecom switches position
Uzbekistan
Khodjeili Urgench Djumurtay R 449km Pitniak Farab Talimardjan Takhiatash
Chardzev Neftezavodsk (Turkmenabad) ADM
ADM 4 4 52 km ADM ADM 10 km 4 4 Dashkhavuz Darganata
Zerger
Zarptc ADM ADM ADM 4 4 4 Amydarinskaya
89 km (R 161 km) Kelif Tcharshany Gazatchak Mukry Gabakly ADM 110 km ADM ADM 4 Keneurgench ADM 4 4 3x 4
Dostlyk
ADM 4 Utchadji 60 km Turkmenbashi ADM 53 km 4 Krasnovodsk ADM Zachmet Uzbekistan 4 Caspian 33 km 29 km Sea ADM ADM 4 Bayram-Ali Djanga 4 Turkmenistan ADM 28 km 4 119 km 61 km Mary ADM ADM 4 4 Yoloten
ADM 4 Nebit-Dag
ADM 3x 4 68 km 61 km
ADM 122 km 118 km 4 Tarakal Bakharden Kaka Anev Dushak Ashkhabad Kyzilarvat
Bezmein Artyk 23 km ADM ADM ADM ADM ADM ADM ADM ADM ADM ADM 4 Tedjen ADM Sandy-Gatchi 4 4 4 4 4 4 4 4 4 4 42 km Kazandjik 85 km 34 km 46 km Ata 34 km 78 km 22 km ADM ADM ADM Sarakhc Gulanli 4 Dashkepri 4 4 26 km Takhtabazar ADM 4
Iran 50 km Kushka ADM ADM 4 4 Kalimor
(Afganistan) ADM Turgundi 4 LEGEND
ADM 4 : ADM - 4 Add/Drop Mupltiplexer STM-4 = 622 Mbit/s
ADM 1 : ADM - 1 Add/Drop Mupltiplexer 2 Mbit/s public Telecom
Optical Fibre External Optical Fibre
Optical Fibre on Foreseen railway line
Fig. 7.8.20 Turkmenistan foreseen transmission capacity
Table 7.8.21
Turkmenistan Telecomunications project
Locations Actual PABX Foreseen Subscribers ADM-4 ADM-1 PRM IT IT 2 Other country PABX area centre USER Mbit/s backbone or link
Lenght leased
UZB border To UZB Keneurgench xxx x Zarptc 1000 xxx x Dashkhavuz xxx x UZB border To UZB
UZB border Gazatchak xxx x Seidi analog 400 100 xxx x Darganata analog 400 100 1000 xxx x Gabakly xxx x 89 Neft xxx x Chardzev (Tchardjou) ESK300E 2000 5000 xxxx To UZB Amydarinskaya xxx x 10 xxx x
Utchadji 123 analog 100 100 xxx x 53 Zachmet analog 100 100 xxx x
Bayram-Ali 29 analog 100 100 xxx x
Mary 28UATS 54 1000 3000 110 xxx x
Karabata # xxx x
Gulanli xxx x Ata xxx x Sarakhc xxx x Iran border xxx x
Tedjen 2000 xxx x Dushak xx x
46 x Kaka xxx x 42 Artyk xxx x 34 Anev xxx x 85 Ashgabad 5000 xxxxx 10 Bezmein xxx x 22 Bakharden xxx x 78 xxx x 59
Kyzilarvat (Serdar) analog 100 100 x x x x 59 xxx x Kazandjik 1000 xxx x Nebit-Dag xxx x 61 60 Djanga xxx x 60 Krasnovodsk 3000 xxx x
33 54R 800 Krasnovodsk II ESK 400 300 Turkmenbash Sea port UATS 49 500 xxx x
Mary 3000 Yoloten xxx x 61 Tarakal xxx x 68
Turgundi xxx x To Afganistan Kushka xxx x Kalimor xxx x 50 Takhtabazar xx x
26 x Dashkepri 2000 xxx x 34 Sandy-Gatchi xxx x Tarakal 23xxx 122 x Yoloten xxx x 68
ANNEX 7.9:
Working Paper 01 Appointed Representatives of the Beneficiaries
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
WORKING PAPER WP01 РАБОЧИЙ ДОКЛАД
APPOINTED REPRESENTATIVES OF THE BENEFICIARIES
НАЗНАЧЕННЫЕ ПРЕДСТАВИТЕЛИ БЕНЕФИЦИАРИЕВ
COUNTRY: KAZAKHSTAN, KYRGYZSTAN, СТРАНЫ: КАЗАХСТАН, КЫРГЫЗСТАН,
TAJIKISTAN, TURKMENISTAN, UZBEKISTAN ТАДЖИКИСТАН, ТУРКМЕНИСТАН,
УЗБЕКИСТАН
EXPECTED FEEDBACK: BY MAY, 3RD, 2002 ОЖИДАЕМЫЙ СРОК ОТВЕТА: К 3 МАЯ 2002
ISSUED: APRIL 26TH, 2002 ИЗДАНО 26 АПРЕЛЯ, 2002
REVISION NUMBER: 01 КОНТРОЛЬНЫЙ НОМЕР: 01
SIGNED BY GUIDO PAOLUCCI ПОДПИСАНО ГВИДО ПАОЛУЧЧИ
PROJECT CO-ORDINATOR КООРДИНАТОР ПРОЕКТА
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CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
1. INTRODUCTION
The introduction of a tool like the Working Paper (WP) has been conceived by the Consultant during the proposal preparation in order to promote a significant participation of the concerned Beneficiaries to the project by means of a continuos exchange of ideas, information and details which will be a mutual advantage for the project either for the Beneficiaries and the Consultant.
Thus a WP01 has to be seen as an informal document, other than the official report, able to generate a flow of issues to be settled either in writing or during meetings before the official steps of the project.
Since the role of the State Entities as planners and co-ordinators cannot be delegated, the Consultant expects, by this approach, to receive guidance from Beneficiaries especially on strategic matters.
The present WP1 will focus on the definition of the counterpart representatives within the National Railways Companies of the five countries. The five representatives are going to play an important role within the project ensuring that correct circulation of the information between Consultant and their Companies is in place.
Following the result of various contacts and meetings held with the Railways Companies, the Consultant intends to address practical questions to the person indicated in the following chapter. If it is the case, the Consultant expects the related changes at the soonest, possibly within the date mentioned in the cover of this WP1. This will allow a prompt starting of the Beneficiaries consultation and proper co-ordination.
2. APPOINTED REPRESENTATIVES OF THE BENEFICIARIES (CONTACT PERSONS)
2.1 KAZAKHSTAN
Name: Oljas Askerovich Isakov
Position: Deputy of Chief Engineer
Telephone: (3172) 144060, 145856
Fax: (3172) 148636
E-mail: [email protected]
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2.2 KYRGYZSTAN
Name: Valentina Romanenko
Position: Head of External Economic Relations Department
Telephone: (996-312) 253901 internal (3118)
Fax: (996-312) 650690
E-mail:
2.3 UZBEKISTAN
Name: Abdurashid Siddikovich Abdullaev
Position: Deputy head of Signalling Department
Telephone: (998-71) 1388603
Fax: (998-712) 560240
E-mail: [email protected]
2.4 TAJIKISTAN
Name: Nigmatullo Rakhmatullaevich Nazarov
Position: Head of International Relations Department
Telephone: (992372) 218854, 216059
Fax: (992372) 273790
E-mail:
2.5 TURKMENISTAN
Name: Yagmur Akmuradov
Position: Head of Signalling and Telecommunications Department
Telephone: (993-12) 384600, 474942
Fax: (993-12) 356594
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ANNEX 7.10:
Working Paper 02 Railway Network Hierarchy and Functionality for Telecommunications
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
WORKING PAPER WP02 РАБОЧИЙ ДОКЛАД
RAILWAY NETWORK HIERARCHY AND FUNCTIONALITY FOR TELECOMMUNICATIONS
ИЕРАРХИЯ СЕТИ ЖЕЛЕЗНЫХ ДОРОГ И ФУНКЦИИ ТЕЛЕКОММУНИКАЦИЙ
COUNTRY: KAZAKHSTAN, KYRGYZSTAN, СТРАНЫ: КАЗАХСТАН, КЫРГЫЗСТАН,
TAJIKISTAN, TURKMENISTAN, UZBEKISTAN ТАДЖИКИСТАН, ТУРКМЕНИСТАН,
УЗБЕКИСТАН
FEEDBACK: BY MAY, 20TH ОЖИДАЕМЫЙ СРОК ОТВЕТА: К 20 МАЯ 2002
ISSUED: MAY 2ND ИЗДАНО 2 МАЯ, 2002
REVISION NUMBER: 01 КОНТРОЛЬНЫЙ НОМЕР: 01
SIGNED BY GUIDO PAOLUCCI ПОДПИСАНО ГВИДО ПАОЛУЧЧИ
PROJECT CO-ORDINATOR КООРДИНАТОР ПРОЕКТА
Working Paper 02 page 1 of 9 Рабочий Доклад 02 стр. 1 из 9
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
1. INTRODUCTION
This Working Paper (WP) has been conceived within the Activities C.6 “Preparation of improvement scenarios” and C.7 “Discussion with beneficiaries” duly described in the Consultant’s Proposal.
Generally speaking, the production of a WP is to promote a significant participation of the concerned Beneficiaries to the project by means of a continuos exchange of ideas, information and details which will be a mutual advantage for the project either for the Beneficiaries and Consultant.
Thus a WP has to be seen as an informal, other than the official report, able to generate a flow of questions to be settled either in writing or during meetings before the official steps of the project.
Since the role of the State Entities as planner and co-ordinator cannot be delegated, the Consultant expects, by this approach, to receive guidance from Beneficiaries especially on strategic matters.
The present WP will focus on the following three aspects:
• definition of a hierarchy in the railways network;
• definition of the functionality to be ensured to each hierarchic level of the railways network;
• analyse the possibility of using the railways telecommunications network for purpose other than railways telecommunications.
In the following, the Consultant is proposing a possible approach as starting point for further discussion. The Consultant expects the related comments at the soonest, possibly within the date mentioned in the cover of this WP. This will allow a proper consideration of the Beneficiaries’ suggestion within the Technical Master Plan which will be released in June.
2. RAILWAYS NETWORK HIERARCHY
The Consultant intends to approach the project by a three levels railways network hierarchy:
Traceca Corridors: all the railways lines of the country included in the Traceca Corridors;
Primary Network: all the fundamental railways lines of the country, other than TRACECA lines, especially because of the role that the lines play in the interaction with neighbour’s network, along
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strategic international corridors and because of the importance given by the existing traffic and in respect to ongoing or foreseen investment projects;
Secondary Network: all the other railways lines.
For the three preceding levels, the Consultant will indicate in the next Chapter the minimum level of functionality to be ensured. The inadequacy of the existing telecommunications and signalling systems to the required standard, will allow the Consultant to propose, in the next stages of the project, to the Beneficiaries and to the Investors a more detailed improvement scenario composed by:
• all the improvement projects about telecommunication systems and their possible consequences on signalling systems.
• all the possible links, influences and benefits between projects concerning lines of similar importance and between projects of different lines in same country.
• all the project priorities for lines within each country and between them resulting from taking into account their foreseen benefits, their implementation time, investments costs and funding by possible investors.
The suggested railways network hierarchy is the following.
KAZAKHSTAN
Traceca Corridors:
• Almaty – Aktogay – Drujba - China border
• Almaty – Lugovaja – Arys
• Lugovaja – Karabalta – Kyrgyzstan border
• Arys – Tchengeldy – Uzbekistan border
• Arys – Kzil-Orda – Kandagatch – Makat – Beyney – Aktau
• Beyneu – Uzbekistan borders
Primary Network:
• Shu – Mointy – Djaryk – Astana
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CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
• Astana – Ekibastuz – Maraldy – Russia borders
• Astana – Koktchetav
• Koktchetav – Novoishimskaja
• Novoishimskaja – Zauralie - Russia borders
• Astana – Esil – Tobol
• Makat – Atyrau – Kigash – R.2 - Russia borders
Secondary Network:
• All the other railways lines
KYRGYZSTAN
Traceca Corridors:
• Kazakhstan border – Karabalta – Bishkek – Balyktchi
• Uzbekistan border – Jalal-Abad
• Uzbekistan border – Osh
Primary Network:
• None (since all the fundamental lines have been included in the Traceca corridors)
Secondary Network:
• All the other railways lines
TAJIKISTAN
Traceca Corridors:
• Uzbekistan borders – Regar – Dushanbe
• Uzbekistan borders – Amuzang – Kuljab
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Primary Network:
• None (since all the fundamental lines have been included in the Traceca corridors)
Secondary Network:
• All the other railways lines
TURKMENISTAN
Traceca Corridors:
• Uzbekistan borders – Amudarinskaja – Kelif - Uzbekistan borders
• Uzbekistan borders – Turkmenabad – Mary – Ashgabad – Turkmenbashi
• Turkmenabad – Atamurad – (Kerkichi without bridge)
• Turkmenabad – Gazojak - Uzbekistan borders
• Mary – Serkhetabad – Afghanistan borders
• Uzbekistan borders – Dashkhavuz Uzbekistan borders
Primary Network:
• Tedjen – Serakhs – Iran borders
Secondary Network:
• All the other railways lines
UZBEKISTAN:
Traceca Corridors:
• Tashkent-Samarkand-Bukhara-Turkmenistan border
• Navoi-Uchkuduk-Miisken-Nukus-Naymankul-Kungrad-Kazakhstan border
• Samarkand-Karshi-Turkmenistan border
• Bukhara - Karshi Working Paper 02 page 5 of 9 Рабочий Доклад 02 стр. 5 из 9
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• Jizak-Beckbad-Tajikistan border-Kokand-Andijan-Kyrgyzstan border
• Kokand-Fergana-Kirgyzstan border
• Bukhara-Turkmenistan border
• Turkmenistan border R449-Urgentch-Turkmenistan border
Primary Network:
• None (since all the fundamental lines have been included in the Traceca corridors)
Secondary Network:
• All the other railways lines
3. FUNCTIONALITY
According to the railways network hierarchy above proposed, the Consultant expects that the minimum level of functionality by the telecommunications and signalling systems (to be ensured within the technical life of the improvement considered in the present project) should be exactly the same for Traceca Corridors and Primary Railway Network while, because minor needs, features of the Secondary Railway Network should be less relevant.
Consequently, the basic railways operational functions will be ensured to all the different hierarchic levels, will be dimensioned according to the specific needs of each line (for instance because of the traffic) and possibly will be using the same architecture.
The following basic operational functions have to be efficiently supported for all the hierarchic levels by an efficient telecommunications network:
voice/data communication for traffic dispatch control;
voice/data communication for energy dispatcher control;
data communication for the signalling dispatcher control;
voice communication for the Controller – depot link and for the Controller – passenger train yard link;
voice/data station-to-station link;
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voice communication for maintenance staff;
train/ground data/voice communication.
It is intended that functionality like:
voice communication for railway police and fire brigade;
voice/data communication for ticketing/accounting;
video-surveillance. have to be ensured to all the hierarchic levels as well, but the it is expected that the technical solutions to be implemented could be different not only because of the hierarchy but also case by case.
Some other functionality like “passenger information system” and “teleconferencing” are expected to be in place in the future only for the top hierarchic level.
The above has to be seen as general indications needed for the more detailed feasibility study to be developed in the next stages of the projects. The Beneficiaries are expected to revise the general assumption made in order to outline to the Consultant, the operational functions they expect to put in place in the future and for which an efficient telecommunications is a primary need.
An other important aspect to be considered while building a new telecommunications system architecture in each of the five concerned countries is strongly related to the desegregation of the former Soviet Union railways network. The desegregation has been the result of political sub- division of the area and obviously could not take into account the specific need of the railways telecommunications system in each country.
Consequently, in some country not all the parts of the network are physically connected (for instance Tajikistan or Kyrgyzstan) or sometime the same line crosses many time the same border (for instance Uzbekistan and Turkmenistan). Since the telecommunications system has to be interconnected and has to work as a whole for technical reasons, the Consultant intends to revise the existing solution in order better implement a new system.
The possible solutions for the closure of the railways telecommunications network and for the telecommunications system architecture could be:
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the use of network built for other purpose (for instance the public telecommunications system); building new telecommunications links (for instance along an existing road); use of the external to the country, physical railways link (for instance a part of the railway network of a neighbors country. The Beneficiaries are kindly requested to advise the Consultant on the solution they consider inadequate.
The Beneficiaries are, also, kindly requested to advise the Consultant on the telecommunications systems are going to enter in order or to be financed. For that systems the knowledge of the technical solution adopted will be a valuable advantage to the Consultant.
Finally the Consultant intends to propose technical solutions based on buried cable. Since the technical solution will have impact on the existing organisation (for instance maintenance), the Beneficiaries are kindly requested to confirm that technical solution to be the more appropriate for their purposes.
4. RESIDUAL CAPACITY SHARING
The solutions to be introduced in the Master Plan could be identified keeping in mind that improvement options for telecommunication railway networks could have repercussions on other non-railway sectors, such as communication systems.
The Consultant is perfectly aware of the possible incomes deriving from renting or selling of residual capacity, not used at moment or in the future by Railways, of long distance transmission systems on optical fibre cables to private or public telecommunication Operators, interested on this business. The relevant Railways might also get other possible benefits by synergy between railway telecommunication subsystems and other telecommunication subsystems of Companies or Public Institutions.
By means of this Chapter, the Consultant would investigate about the possibility to share the unused capacity of he railway telecommunication system with entities other then Railways.
As a matter of fact, technical solutions allow in several cases the above mentioned sharing. On the contrary the constraint could be either legislative or the result of the National Railway overall strategy.
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The Beneficiary is kindly requested to advise the Consultant on the conditions that can allow the mentioned arrangement.
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ANNEX 7.11:
Working Paper 03 Regional Seminar
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
WORKING PAPER WP03 РАБОЧИЙ ДОКЛАД
REGIONAL SEMINAR (TASHKENT, SEPTEMBER 2002)
РЕГИОНАЛЬНЫЙ СЕМИНАР (ТАШКЕНТ, СЕНТЯБРЬ-2002)
COUNTRY: KAZAKHSTAN, KYRGYZSTAN, СТРАНЫ: КАЗАХСТАН, КЫРГЫЗСТАН,
TAJIKISTAN, TURKMENISTAN, UZBEKISTAN ТАДЖИКИСТАН, ТУРКМЕНИСТАН,
УЗБЕКИСТАН
EXPECTED FEEDBACK: BY MAY, 25TH , 2002 ОЖИДАЕМЫЙ СРОК ОТВЕТА: К 15 МАЯ 2002
ISSUED: MAY 5TH, 2002 ИЗДАНО 5 МАЯ, 2002
REVISION NUMBER: 01 КОНТРОЛЬНЫЙ НОМЕР: 01
SIGNED BY GUIDO PAOLUCCI ПОДПИСАНО ГВИДО ПАОЛУЧЧИ
PROJECT CO-ORDINATOR КООРДИНАТОР ПРОЕКТА
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CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
1. INTRODUCTION
This Working Paper (WP3) has been conceived within the Knowledge Transfer activity duly described in the ToRs of the study and in the Consultant’s Proposal.
Generally speaking, the production of a WP is to promote a significant participation of the concerned Beneficiaries to the project by means of a continuos exchange of ideas, information and details which will be of mutual advantage for the project either for the Beneficiaries and the Consultant.
Thus a WP has to be seen as an informal document, other than the official report, able to generate a flow of issues to be settled either in writing or during meetings before the official steps of the project.
Since the role of the State Entities as planners and co-ordinators cannot be delegated, the Consultant expects by this approach to receive guidance from Beneficiaries especially on strategic matters.
Although the programme for the Regional Seminar can be only a tentative programme at this stage, the Consultant by this WP3 intends to focus the attention of the Beneficiaries to this important activity of the project and would like them to receive from them a prompt reaction on the following aspects:
• more suitable period for the seminar;
• speakers from each of the Beneficiaries to be nominated;
• attending personnel to be nominated (up to 4 representatives for each Administration)
In the following paragraphs, the Consultant is proposing a possible approach as starting point for further discussion. The Consultant expects the related comments at the soonest, possibly within the date mentioned in the cover of this WP3. The above points allow a proper consideration of the Beneficiaries’ point of view and help the Consultant in maximising his efforts in organising the seminar.
Even if the approach could be seen as premature, the programme is subject to the approval of the European Commission in Brussels both in terms of contents and costs, so changes could be introduced by the EC during the approval procedure.
2. REGIONAL SEMINAR PROGRAMME
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2.1 PLACE AND DURATION
The place, where the Regional Seminar will be held, is Tashkent (Uzbekistan). Reasons behind this choice are related to the proximity with the Head Office of the Project located in Tashkent, 15, Akhunbabaev street.
The duration of the Regional Seminar will be a full working day.
2.2 TRAVELING ARRANGEMENTS
Because of the flight connections, the participants of the different countries will reach Tashkent in a different way:
Participants from Connections
Kazakhstan Astana ! Almaty ! Tashkent
Kyrgyzstan Bishkek ! Tashkent
Uzbekistan ------
Tajikistan Dushanbe ! Almaty! Tashkent
Turkmenistan Ashgabad ! Tashkent
Flight arrangements will be aiming at having participants in Tashkent the day before the Seminar and at allowing the staying of the participants for the whole Seminar + one additional day.
2.3 TENTATIVE PERIOD
The Consultant suggests to hold the Seminar in September 2002, during the week starting from the 9th or the 16th .
2.4 SPEAKERS TO BE NOMINATED
The Consultant is kindly requesting each of the five Beneficiaries to nominate a speaker for the Seminar. Each of the five speakers will be requested to prepare an intervention of 15 to 20 minutes about the railways telecommunications perspectives in his country.
If explicitly requested, the Consultant will be preparing at a later stage a draft index for the intervention including relevant arguments to be presented during the seminar.
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2.5 ATTENDING PERSONNEL
According to the Project ToRs, each Beneficiary has to nominate a limited number of persons (from 2 to 4 experts), who will attend the Regional Seminar, preferably from its Telecommunications and Signalling Management.
3. TENTATIVE PROGRAMME
Here below a tentative programme for the Regional Seminar is presented:
9:00 – 9:05 Chairman: Regional Seminar Opening
9:05 – 9:15 TACIS / TRACECA Representative: General Overview of the TACIS Programme
9:15 – 9:30 Chairman: General Overview of the Project State
9:30 – 9:50 Representative of Railways of Kazakhstan: programme and perspectives for the railways telecommunications in Kazakhstan
9:50 – 10:10 Representative of Railways of Kyrgyzstan: programme and perspectives for the railways telecommunications in Kyrgyzstan
10:10 – 10:30 Coffee Break
10:30 – 10:50 Representative of Railways of Uzbekistan: programme and perspectives for the railways telecommunications in Uzbekistan
10:50 – 11:10 Representative of Railways of Turkmenistan: programme and perspectives for the railways telecommunications in Turkmenistan
11:10 – 11:30 Representative of Railways of Tajikistan: programme and perspectives for the railways telecommunications in Tajikistan
11:30 – 11:50 Coffee Break
11.50 – 12.10 EBRD’s Representative: financing perspective for railways sector in the region
12:10 – 12:30 ADB’s Representative: financing perspective for railways sector in the region
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12:30 – 13:00 Discussion
13:00 – 14:30 Lunch
14:30 – 15:00 Telecommunication expert: new technologies and tendencies for railways telecommunications
15:00 – 15:30 Signalling expert: a new standard for the European Signalling System (ERTMS), which allows interoperability at borders of countries.
15:30 – 16:00 Coffee Break
16:00 – 17:00 Equipment suppliers: New technologies for railways telecommunications
17:00 – 17:30 Discussion
17:30 – 17:40 Chairman: closure of the seminar
The programme will be defined in details, once the approval has been given by the European Commission in Brussels.
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ANNEX 7.12:
Working Paper 04 Study Tour in Europe
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
WORKING PAPER WP04 РАБОЧИЙ ДОКЛАД
STUDY TOUR IN EUROPE (ITALY, SEPTEMBER/OCTOBER 2002)
СТАЖИРОВОЧНЫЙ ТУР В ЕВРОПЕ (ИТАЛИЯ, СЕНТЯБРЬ/ОКТЯБРЬ 2002)
COUNTRY: KAZAKHSTAN, KYRGYZSTAN, СТРАНЫ: КАЗАХСТАН, КИРГИЗСТАН,
TAJIKISTAN, TURKMENISTAN, UZBEKISTAN ТАДЖИКИСТАН, ТУРКМЕНИСТАН,
УЗБЕКИСТАН
FEEDBACK: BY JUNE, 15TH ОЖИДАЕМЫЙ СРОК ОТВЕТА: К 15 ИЮНЯ, 2002
ISSUED: MAY 22ND ИЗДАНО 22 МАЯ 2002
REVISION NUMBER: 01 КОНТРОЛЬНЫЙ НОМЕР: 01ЛЬНЫЙ НОМЕР
SIGNED BY GUIDO PAOLUCCI ПОДПИСАНО ГВИДО ПАОЛУЧЧИ
PROJECT CO-ORDINATOR КООРДИНАТОР ПРОЕКТА
Working Paper 04 page 1 of 6 Рабочий Доклад 04 стр. 1 из 6
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
1. INTRODUCTION
This Working Paper (WP) has been conceived within the Knowledge Transfer activity duly described in the ToRs of the study and in the Consultant’s Proposal.
Generally speaking, the production of a WP is to promote a significant participation of the concerned Beneficiaries to the project by means of a continuos exchange of ideas, information and details which will be of mutual advantage for the project either for the Beneficiaries and Consultant.
Thus a WP has to be seen as an informal, other than the official report, able to generate a flow of questions to be settled either in writing or during meetings before the official steps of the project.
Since the role of the State Entities as planner and co-ordinator cannot be delegated, the Consultant expects, by this approach, to receive guidance from Beneficiaries especially on strategic matters.
Although the programme for the Study Tour can be only a tentative programme at this stage, the Consultant, by this WP, intends to move the attention of the Beneficiaries to this important activity of the project and would like them to react on the following aspects:
• more suitable period for the tour;
• attending personnel to be nominated.
In the following, the Consultant is proposing a possible approach as starting point for further discussion. The Consultant expects the related comments at the soonest, possibly within the date mentioned in the cover of this WP. The above allows a proper consideration of the Beneficiaries’ point of view and allows the Consultant to save time and efforts in organising the tour.
Even if the approach could be seen as premature, the programme is subject to the approval of the European Commission in Brussels both for contents and costs, so changes could be introduced by the EC during the negotiation procedure.
2. STUDY TOUR PROGRAMME
2.1 TENTATIVE PROGRAMME
Because of the flight connections the participants of the different countries will reach Italy in a different way:
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Participants from Connections
Kazakhstan Astana Almaty Frankfurt (D) Milan (I)
Kyrgyzstan Bishkek Almaty Frankfurt (D) Milan (I)
Uzbekistan Tashkent Frankfurt (D) Milan (I)
Tajikistan Dushanbe Almaty Frankfurt (D) Milan (I)
Turkmenistan Ashgabad Frankfurt (D) Milan (I)
Flight arrangements will be aiming at concentrating participants in Frankfurt (D) and at having all participants on the same flight from Frankfurt (D) to Milan (I) on Monday.
Consequently the Technical Tour Programme will be the following:
Monday morning Arrival in Milan
Monday afternoon Milan Venice (by train or bus)
Tuesday Technical Visit of Control Command System (S.C.C.) in Venice
Wednesday Venice Florence (by train or bus)
Thursday Technical Visit of Control Command System in Pisa and of Central Post of Dispatcher System in Florence
Friday Florence Rome (by the High Speed Train)
Friday afternoon Technical Visit of Electronic Interlocking System (Apparato Centrale Statico - A.C.S.) in Roma Termini Station
Saturday/Sunday Rome Frankfurt (by flight) and then the same kind of connections of above.
Once got the approval from Brussels, the programme will be defined in details.
2.2 TENTATIVE PERIOD
The Consultant suggests the undertaking of the programme alternatively in the week starting on 23rd, September 2002 or in the week starting on 7th, October 2002.
2.3 ATTENDING PERSONNEL
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Each Beneficiary has to nominate a limited number of persons (3/4 experts), who will attend the Study Tour exclusively from its Telecommunication and Signalling Management.
3. SHORT DESCRIPTION OF THE SITES TO BE VISITED
3.1 CONTROL COMMAND SYSTEM (S.C.C.) OF VENICE AND PISA
The Control Command System is a system able to control the traffic on an entire line or a wide railway node from a Central Post by using a fully computerised technology. It covers the following principal functionality:
Real time control of train position;
Automatically dispatch of orders to manage routes and stations;
Information to users (audio and video) in stations/halts;
Diagnostic of controlled equipment;
Tele-control of the station, with the possibility to visualise in real time, by special cameras, the crowding of the platforms of the stations
S.C.C. CENTRAL POST OF VENICE
The Central Post of the Control Command System of the Venezia (Venice) – Treviso main line and Veneto region is located in the Mestre station (near Venice). From there the railway traffic of the following lines (for a total of about 470 km) will be controlled and managed:
Venezia - Tarvisio;
Venezia - Padova;
Vicenza - Treviso;
Venezia - Bassano - Padova,
Casarsa - Portogruaro;
The system is going to be implemented by steps, beginning from the Mestre – Bassano line and afterwards it will be extended to all the lines in order to allow the progressive installation of the necessary equipment. Works for installing the equipment and the systems of the Principal Post will
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be completed by September 2002, while the SCC pre-operational phase on the Mestre – Bassano line is foreseen by October 2002.
S.C.C. CENTRAL POST OF PISA
The Central Post of the Control Command System of Tirrenica Nord Corridor is located in Pisa station. From there the railway traffic on the Genova – Roma line (from Genova to Maccarese) will be controlled and managed, for a total of 465 km of line.
The system will be implemented by steps, from South to North, in order to allow the progressive installation of the equipment. At the present the pre-operational phase has begun on the section Campiglia – Civitavecchia and the operation is foreseen by June 2002.
3.2 CENTRAL POST OF DISPATCHER SYSTEM IN FLORENCE
A new Central Post of a new Dispatch Center have been put in operation recently in Florence Campo Marte station. The new system covers the rail system link between Rome and Florence including the High Speed link where high speed trains (ETR500 or ETR460/480) can reach the speed of 250 km/h. Rome will be put into operation by this year.
This central post of dispatcher system has been implemented in addition to another similar system operating since many years. The system can manage up to about 400 trains/days on the two lines Florence – Rome (high speed and traditional) and it is able to switch trains from one line to the other line while perturbed traffic conditions are in place.
In the next September two RBC (Radio Block Centre) of ERTMS (European Railway Traffic Management System) will be installed in the Florence Campo Marte station: these equipment will control and command level 2 and 3 ERTMS system on the section Florence – Arezzo of the above mentioned high speed line Florence – Rome.
It is worthwhile to mention that many tests of level 2 ERTMS with running trains in the trial-site Florence – Arezzo have been carried out during ERTMS Conference in November 2000 and UIC Conference in March 2001.
3.3 ELECTRONIC INTERLOCKING SYSTEM OF ROMA TERMINI STATION (APPARATO CENTRALE
STATICO - A.C.S.)
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The new Electronic Interlocking System of Roma Termini Station is one of the biggest new conceived apparatuses for the traffic and operation supervision in Europe. Its architecture is computer technology based and allows the automatic performing of activities of drive, control, interlock, release of routes for the whole railways node of Rome which includes 30 stations/halts and 200 km of lines.
The potentiality of whole node after the implementation of the ACS is of about 1,500 trains/day (50% of increase in respect to the previous situation) with the following performance in absolute safe conditions:
• speed of entry and exit in/from the node is 60 km/hour (50% of increase);
• time for the preparation and release of routes is 6 seconds;
• number of trains running at in the same time is 35 trains (300% of increase).
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ANNEX 7.13:
Working Paper 05 Synopsis of the Progress Report
CART – Central Asian Railways Telecommunications ТЖДСА – Телекоммуникации Железных Дорог Средней Азии
WORKING PAPER WP05 РАБОЧИЙ ДОКЛАД
SYNOPSIS OF THE PROGRESS REPORT
(for discussion among the Project’s beneficiaries)
РЕЗЮМЕ ТЕКУЩЕГО ОТЧЕТА
(для обсуждения среди Бенефициариев Проекта)
COUNTRY: KAZAKHSTAN, KYRGYZSTAN, СТРАНЫ: КАЗАХСТАН, КЫРГЫЗСТАН,
TAJIKISTAN, TURKMENISTAN, UZBEKISTAN ТАДЖИКИСТАН, ТУРКМЕНИСТАН,
УЗБЕКИСТАН
EXPECTED FEEDBACK: NONE ОЖИДАЕМЫЙ СРОК ОТВЕТА:
ISSUED: 22/07/2002 ИЗДАНО: 22/07/2002
REVISION NUMBER: 01 КОНТРОЛЬНЫЙ НОМЕР: 01
SIGNED BY MIREK KARASEK ПОДПИСАНО: МИРЕК КАРАСЕК
TRANSPORT ECONOMIST / TEAM LEADER Экономист по транспорту / Руководитель группы
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1. INTRODUCTION
The reason for the “SYNOPSIS” are twofold. First of all, to distribute fast a clear preview of the TACIS/CART PROJECT to the maximum number of the Project’s beneficiaries and to whom the Project concerns. The form is concise and readable to non-professionals as well as professionals from various spheres of the railways, governmental, and banking environments so that the discussion and feed-back – from which everybody should benefit – could be on the large scale and among as many participant and beneficiaries as possible. The synopsis stresses all the Project’s assumptions, activities, sustainability and, most of all, it lists potential benefits to all the countries in the Region of Central Asian Republics. Second reason is that some Recipient Countries Representatives have indicated some confusion as to the terms of reference and the scope of the project. This, in turn, has derailed and set back the collection of telecommunications and signaling data. As the problem with data completion still prevails , it can eventually jeopardize the Project’s time-table.
2. OBJECTIVES
The Progress Report should deal systematically with all the relevant physical, social and economic factors, including: (a) taking inventory of all railways’ telecommunications and signalling systems, operating procedures and protocols in all republics and (b) assessing the needs of all the stakeholders. Then all interested parties could discuss and assess the alternative approaches in a holistic fashion. In particular, the issues like common standards, compatibility among systems, functionality and priorities for modernization are to be discussed. Last but not least, investment feasibility and overall utility vis-à-vis potential lenders – and their stake in the economic renaissance of the regional economy – should be addressed. In short, the result should present a clear guidelines for practical, financially and technically feasible implementation .
3. GEO-ECONOMIC AXIOMS OF RAILWAY TRANSPORTATION
We shall start with world-wide geopolitical experts who invariably claim that “…Central Asian countries have economies that are very dependent on the West and Russia …and thus it’s very important that the West will continue close relations with these countries to facilitate economic Working Paper 05 page 2 of 8 Рабочий Доклад 05 стр. 2 из 8
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reforms to improve socio-economic environment in the region..” (Quote from a Russian social scientist V. Ponomaryev in THE ECONOMIST, January 19, 2002 )
Despite the variations in socio-economic and socio-political environments of individual countries, a clear-cut causal chain holds absolutely. It says that the necessity of trade in and through the area has been established clearly not just by the need for the current economic improvement but by the history as well.
In the field of macroeconomics it holds that, even under much varied economic conditions, countries with strong international trade have been able to generate higher standard of living (as measured in percentage increase of the GNP per capita) .Taking the data from the tables of TACIS: Inception Report (pp.18-19) and performing basic statistical analysis we can see that , roughly, every 7% to 9% increase in the international trade causes increase of the REAL GDP by 1% in any one “Silk Route” country. Increase of Gross Domestic Product then represents a historical strive of every society for self-preservation. We also know that the necessary condition for an international trade has always been an effective and efficient long-haul traffic. This makes the railway traffic, particularly along and beyond the Silk Route, extremely important for the economies of Central Asian republics and for wellbeing of their peoples.
4. CRUCIAL CONDITION: CENTRAL ASIAN RAILWAY SYSTEM COMPATIBILITY
The railway transport is the necessary carrier of the traded commodities. When very long distances are involved – as is the case of Central Asian republic – railways can even generate a new phenomenon: intermodal traffic. As trucking firm seek to offset high driver turnover, spare part supply depots, maintenance, etc. they increasingly keep putting long-haul trailers on flatcars. But it works only in certain environment and under strictly specified conditions.
For example, EXHIHBIT 1 shows all border criss-crossings in the adjacent countries of the Region. Time lost when changing crews and engines (to comply to different signalling protocols and other technical and statutory differences), represents serious drawback for the freight forwarders and passengers alike. Thus for railway transport, and particularly for the regional and international transit, to be efficient it needs not only advanced and technically and technologically compatible (perhaps even “unified”) telecommunication and signalling – but also operational & procedural –
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system. Typical example is in order here. Facing the same problems in Europe, the EU has funded a project to implement an unique signalling system (ERTMS) allowing absolute interoperability of the trains in the whole Europe.
Such universally compatible regional (or even, supra-regional) railway transit system can have user- friendly time-tables that are strictly adhered upon. This, in turns, brings more users (freight- forwarders and passengers) .
In the recent history only countries, such as: Mexico, China, and Canada among others, that have introduced a strictly adhered to time-table, were able to turn around the railways’ profitability and increase the railway freight transportation share.
Another welcome benefit from easy transit through the Silk Route region with reliable time-table is the opening-up the big time international travel because it is the last part of the world which virtually nobody went to yet. So if, for instance, fast transit through the Silk Route system is assured, it will certainly generate the international tourism sector, with the whole new job creation and new revenues entailed .
5. THE ECONOMIC & FINANCIAL VIABILITY OF ALTERNATIVE SOLUTIONS
Railways will be always economically viable under two conditions. First, when they are used extensively and efficiently. Second condition requires certain market specifics whereby most of the freight is bulk such as coal, petroleum products, chemicals, iron ore, grain, cement, other construction material, etc. For instance, within ten years, 1990 to 2000, new frequencies and better signalling and automation equipment resulting in faster service had increased the revenue/cost ratio in Eastern Canada Corridor by 30%. The importance of the second condition was proven in China. By concentrating on the large volumes of the bulk freight they cut overall operating loss by 42.7% while increasing freight income by 9.1% in late ‘90s. Both conditions were working well in Mexico in middle ‘90s. The Mexican railroad’s revenues had risen 24%, compared with an average 3% growth rate for all U.S. rails. In the Central Asian Region, both conditions are based on the assumption of reliable, modern and universally compatible technology and operations procedures.
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To underscore the importance of the last statement in the Progress Report we have introduced an example of “real-life” decision-making technique, with only major factors involved . We considered three alternatives:
A I ... a reasonable priced fiber-optic telecommunications equipment universally compatible throughout the Region and internationally. The network would provide reserve capacity for future or for lease to other sectors, private companies, entrepreneurs and, possibly, to the government. Benefits are: regional (and perhaps international) compatibility of equipment and protocols ; speed-up of the regional railway transit system and substantially increase its capacity well into the 21st century ; new regional telecommunication network based on fiber optics will improve stations services, such as: ticketing, reservations, invoicing, accounting, advance booking freight consignments (tracking the consignments and insuring deliveries in real time according to timetables) ; its large surplus capacity could be rented out to private entities and government for use in cell-phones, Internet and E-mail networks and become a substantial source of revenue for the railways. Also, the very real start-up of a new industry ‘ international tourism ‘ along the Silk Route with immense new job creation and revenues to both private .
A II... no major technological changes and upgrades. Only elementary maintenance – even, perhaps some technical upgrades – of the (mostly thirty-years) old equipment in individual republics – with none or very little spare parts available – by cannibalizing similar, already heavily used equipment. Some of the vital parts will have to be hand-made and the requested long-future reliability might be severely compromised while, in the event of individual upgrades, no regional compatibility might exist. Therefore the countries’ telecommunications networks might be, perhaps, good only for immediate future .
The benefit is spreading the relatively smaller operating cost of the maintenance in individual Silk Route .
A III... leave it like it is (i.e. no action whatsoever as long as the trains move) and hope for the best. The benefits are practically negligible. Possible extra revenue is nil. True, the cost is next to
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nothing but the systems can fail anytime and frequent stoppages make the whole traffic system highly unreliable and hence all possible users are forced to use other modes of surface traffic. Therefore, the railways are losing money and prospect for any new job creation is nonexistent .
The analysis of this simple yet typical decision-making problem made perfectly clear that the future economic development of the Central Asian region is predominantly dependent on regional-wise and international-wise compatibility (not to say “ uniformity”) of modernized telecommunicating and signaling systems including operating procedures, protocols and management practices. As the economic regions of China, other Far-East countries, and South-East Asia will have been picking up their economies, their request for far increased import of industrial goods of general consumptions (cars, computers, cell-phones, motorbikes, etc. ), based on enormously populous part of the world, will put a huge capacity requirements on the intercontinental railway transport. At this point of the future – with one exception: Trans-Siberian Railroad – the answer to this huge inter-continental transportation demand must only lie in the Central Asian railways system and its throughput capacity .( The international transit importance of the Region is shown on EXHIBIT 2 as the whitened area in the middle of the continent .) At that point this railways system will have – if the flow through it will be unimpeded by any technical, procedural or political incompatibilities – the same strategic importance as the oil pipeline. This should also assure its financial viability .
6. SOME OF THE PROGRESS REPORT’S METHOTOLOGIES
In this reporting milestone the progress in technical survey and assessment has been shown. We have stated the importance of these activities and set the Assumptions under which data collection and their assessment, technical surveying, and making feasibility recommendations should be carried off. One of them, for example, was the complete and sincere cooperation from the side of all the Central Asian republics, the main beneficiaries.
Enclosed sample of the graphical tools that – based on the actual maps of each republic – have mapped the type of track (single, double, electrified, etc.) and quantity and quality of current railways’ telecommunications (EXHIBIT 3) and signalling (EXHIBIT 4) systems in each individual segment of each country’s railway system.
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Graphical charts – mapping the segment of track (within a country railway system) together with all the telecommunications and signaling equipment on it – overlie maps of border contours of the country. All the lines of its railway system are in it and the qualitatively and quantitatively surveyed technical segments of the line system, marked by circles, are in zoomed-in-fashion graphically displaying all the quantitative and qualitative information of its technical and technological content .
Special templates will be used for a host of specific telecommunication and signalling equipments most important to the regional railways’ smoother and totally compatible operations, increased speed and reliability of the railways’ time-tables. The results, when assessed and analyzed via special methodology, should give us a clear picture and help us to decide of what important equipment (from the point of the Project’s goals) needs to be replaced (now or in the immediate future) such that it conforms the criteria of universal (preferably all-European) compatibility and reliability.
7. INSTITUTIONAL VIABILITY AND BENEFICIARIES
All of the Central Asian republics have the improvement of the standard of living as their foremost goal. After all, only through this issue can be successfully achieved the other two crucial goals: social security and state security. It is therefore an interest of each State to work hard on increased capacity and speed of intra-regional (and/or international) railway transit via Regional railway system’s technical, technological, and procedural elements compatibility. Recent Laws on railway transportation in virtually all republics did away with the old state railway monopoly and enacted new market-oriented structure of individual railways. Not necessary always independent entities – for example: main railway lines in the individual States cannot be privatized – but can (and mostly already have) become independent accounting and independently managed units. This point is important because the railways are those who can best see the financial benefits following from, the above mentioned, regional compatibility of all main elements of railway transport.
At the beginning the biggest beneficiaries should be the Regional republics who’s Gross Domestic Product will increase in relation to the increase of foreign trade (i.e. international West and North- West to East and South-East transit through the Region ). They would also, via their Railways, reap the extra income from new clients: international and indigenous freight forwarders who will, in turn, benefit from the speedy, reliable, and the strictly- adhered-to-time-tables-transit through the Working Paper 05 page 7 of 8 Рабочий Доклад 05 стр. 7 из 8
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Region. Secondary beneficiaries will be private enterprises (persons or cooperatives (i.e. farmers) ) who will either benefit directly from the speedy and problem-free railway transit or from a huge increase in services in new environments that such a transit will bring. Here we mean the whole new international and local tourism industry and servicing the increase of indigenous passengers. The geographical differential of benefits is difficult to establish. Freight transit from and to Kazakhstan, Turkmenistan, Tajikistan Uzbekistan and international tourism on the Silk Route states of Turkmenistan, Uzbekistan and Kyrgyzstan will all bring its share of revenue to all regional republics’ coffers. There will be also beneficiaries – internet and cell-phone network(s) operators – whose economic activity will be based on surplus capacity of (fiber-optics based) telecommunication cables. Last but not least, there will be beneficiaries among the indigenous as well as the international banks who, although not too eager to lend directly to the Governments, will gladly lend to private persons or entities.
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