int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Esat » 23 Nis Sal, 2019 11:26

şu an dünyada örnek alınması gereken tek yöntem çin yöntemidir diyeceğim ama adamlar geriye alacak bir şey bırakmadı zaten :) yani onların yöntemine dönsek bile adaptasyondu, aldım öğrendim derken biz kaçan tren bize tur bindirirken görürüz ancak

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Kayıt: 04 Ara Sal, 2012 10:41

Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 07 May Sal, 2019 16:22

Bizde, atı alan Üsküdar'ı geçiyor..
Batıda ise Porsche'yi alan Çin'e geçiyor..

Haftada iki kez, 44 konteyner içine yerleştirilen 88 adet Porsche otomobil, Almanya'dan yola çıkarak 18 gün içinde Çin'e ulaşıyormuş..
Yılda 104 tren kalksa, 9.152 araç taşınabilir..
Porsche'nin Çin'deki yıllık satış hacmi de yaklaşık 80 bin araçmış..
Yani trenle nakledilecek 9.152 araç, toplam 80 bin aracın yaklaşık %11,4'ünü oluşturuyor..
German luxury auto manufacturer Porsche has resorted to rail transport, or China-Europe Railway Express, for its transcontinental logistics since April, German media dpa reported on Saturday.

Citing a Porsche spokesman, the dpa report says the rail transport will bring Porsche sports cars to Chinese streets more quickly, cutting the transport time by three weeks.

Twice a week, a freight train takes at most 88 Porsche sports cars in up to 44 containers from Germany via Poland, Belarus, Russia, and Kazakhstan, to Southwest China's Chongqing municipality, from where the new vehicles are delivered to regional dealers.

The overland trip takes 18 days, markedly less than sea transportation, according to German logistics company Hellmann, which has been organizing the transport for Porsche.

With around 80,000 Porsche sports cars delivered to China each year, the Chinese market is the highest-volume individual market for Porsche, the Stuttgart-based company said in a press release in March.

According to Porsche's plan, 11 percent of its factory-new sports cars will be exported through the about 11,000-km-long rail route to southwest China.

For the past years, China-Europe freight trains have rumbled along the route, taking garments, auto parts, chemicals and other Chinese goods to European consumers, while bringing back European food, machinery, equipment and timber.

The trains made 6,363 trips in 2018, surging 73 percent from 2017, according to the China Railway Corporation.
Kaynak: http://www.chinadaily.com.cn/a/201905/0 ... b9c35.html

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 16 Tem Sal, 2019 18:49

Almanya'dan Çin'e giden Porsche otomobillerinden sonra, Volvo otomobilleri de Çin'den Almanya'ya trenle nakledilmeye başlanmış..
Çin'de imal edilen Volvo markalı otomobillerden her yıl 40 bin adedinin demiryolu ile nakledilmesi planlanıyormuş: https://www.railwaypro.com/wp/volvo-veh ... to-europe/

Öte yandan, Çin'in Chengdu kenti ile Avrupa arasında çalışan trenlerin sayısı, yılın ilk yarısında %48 artarak 619'a ulaşmış: http://www.xinhuanet.com/english/2019-0 ... 221465.htm

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 30 Tem Sal, 2019 13:18

Rusya'nın tarım ürünleri üzerindeki kısıtlamayı kaldırması ile birlikte, Norveç somonu da Çin'e demiryolu ile nakledilecekmiş..

Norveç'in kuzeyinde tutulan somon, Norveç'in Narvik kentinden İsveç'in Haparanda kenti üzerinden Finlandiya'nın Kouvola kentine getirilecek ve buradan da Rusya ve Kazakistan üzerinden Çin'e nakledilecek..
Narvik-Haparanda-Kouvola hattı: https://www.google.com/maps/dir/Narvik, ... 678835!3e3

Kouvola-Rusya-Çin hattı da aşağıdaki gibi..
Resim

Haber: https://www.railfreight.com/beltandroad ... -to-china/
The salmon is caught in Northern Norway and then shipped to Narvik. From this city, it is transported across the Nordic countries via Boden, Haparanda/Tornio and finally to Kouvola. In this Finish town just kilometres away from Russia, a railway connection to China is already up and running. However, fish could not be transported until now.

Ban lifted
Effective per 1 July, Russia has lifted the ban on transit traffic for a range of products that were previously sanctioned. This includes agricultural products and foodstuffs. The measure is subjective to certain conditions and a lot remains unclear, but that does not stop Blomster and his partner Railgate Finland in Kouvala from planning the first journey. “We expect to make the first shipment by September/October”, said Blomster.

There is a huge demand for salmon in China. This demand is currently met by air transport. Around 30,000 tonne of salmon is shipped from Helsinki to China per year. This can all be done by train, which is much cheaper, Blomster aruges.

Nordic Silk Road
That rail is an ideal transport solution to China occured to Kouvola Innovation Oy, operator of the terminal in Finland several years ago. Kouvala is located in the south-east of the country. A cargo train is on Russian territory within an hour and from there, it could take various routes to multiple locations in China, or even Japan. The route operational at the moment leads though Kazakhstan and terminates in Xi’an. This rail freight service is offered in both directions almost every week.

When taking this route into Europe, the journey from China takes only 12 to 14 days. And that is not only because of its strategic location. Finland has the same broad gauge as the CIS states, so the train only needs to switch to another railway network once, instead of twice. “We are heavily betting on rail transport to China”, said Managing Director at Kouvola Innovation Oy.

East-west balance
At the moment, all kinds of products from the Nordic region are transported to China, such as machinery, wood, wine and beer, Husu explained. But the opening up for previously sanctioned food products offers enormous potential. “We have been working on this for many years.”

At the same time, a lot of work remains to be done. For example, there will be in imbalance between east- and westbound traffic to the Nordic countries, with the majority of the containers travelling eastwards. “We will need more cargo shipments from China to Finland, in order to get the containers back. At the moment we have more export than import”, said Husu.

The cooperation between the Nordic countries is focussed on the logistics chain from Norway to Finland. This transport is currently mostly organised by trucks, while a lot could be done by train. This requires a huge modal shift, but it also requires technical solutions. “There is a different railway gauge in Narvik and Haparanda”, Husu explained.

Temperature control
A more practical consideration is temperature control along the journey, and this is something that is already in development. The technology from BluWrap should ensure that the fish stays fresh all the way, explained Blomster.

The technology company uses oxygen management techniques to create and maintain an all-natural, controlled atmosphere environment that suspends time. In this way fresh fish and other proteins can be transported virtually anywhere in the world without the need for ice, environmentally harmful polystyrene, or expensive airfreight.

Russian authorities
While all these factors are carefully taken care of by the ambitious railway partners, there is still a lot of ambiguity around the new legislation announced in Russia. The Russian government is opening a special department that will handle all transit traffic through Russia. Before we can send a shipment, this must have the approval of this department. The department was set up in the second week of July and we do not know how and when this department will start functioning”, said Blomster.

Similarly, the necessary arrangements will have to be done in China, as not every product may enter China in every province. There are rules about this and sometimes products are first sent to the customs authorities of another province, before they can be forwarded to their final destination. For this new type of products, new rules will have to be formed”, explained Xinyao Zhang from logistics company GVT Intermodal.

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Kayıt: 04 Ara Sal, 2012 10:41

Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 23 Ağu Cum, 2019 09:41

Bu sayfada, Çin'den başlayıp Rusya'dan geçerek Batı Avrupa'ya, İskandinav ülkelerine, İtalya'ya, İngiltere'ye ve İspanya'ya ulaşan tren seferlerinden bahsetmiştik; şimdi de Avrupa'nın en güneybatı ucu olan Portekiz'e sefer yapılabilmesi için çalışmalar başlatılmış: https://eco.sapo.pt/2019/08/21/de-portu ... -negocios/

Yazının bizi ilgilendiren bir paragrafını aşağıya yapıştırıyorum..

Çin'in 2024 yılına kadar hem Pekin-St. Petersburg arasındaki Trans-Sibirya koridoru ile hem de Kazakistan-Özbekistan-Ermenistan-Türkiye arasındaki güney koridoru ile Avrupa'ya seyahat rotaları oluşturmuş olacağını söylüyor..
"A ideia é que, em 2024, se consigam fazer viagens da China para a Europa: o transiberiano, que demora 10 dias, entre Pequim e São Petersburgo, e outra pelo sul, que passará pelo Cazaquistão, Uzbequistão, Turquia e Arménia"

Çin'in Portekiz'i özellikle ilgilendiren bir yönü de Aralık 1999'a kadar Portekiz'e bağlı olan Makao..

Belki kısa vadede değil, ama 5-10 yıl gibi bir vadede, Lizbon-Makao arasını 15 günde kateden turistik tren seferleri görürsek şaşırmamak gerek..

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Kayıt: 04 Ara Sal, 2012 10:41

Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 17 Eyl Sal, 2019 17:19

Şimdiye dek bu hatla ilgili hep olumlu haberler ekledim..
Bu defa da olumsuz bir haber ekliyorum..

Çin'den Avrupa'ya giden trenlerin önemli bir bölümünün boş kalabildiğine, hatta bir seferinde 41 vagondan sadece birinin yüklü olduğuna dair bir haber: https://www.scmp.com/economy/china-econ ... y-operator
Widespread waste and fraud associated with China’s Belt and Road Initiative has been unearthed after the country’s state railway group was forced to admit this month that a significant amount of cargo containers shuttling between Chinese factories and European cities were empty.

The admission by the state-run China Railway – the sole operator of the lines – followed an investigation by the Chinese Business Journal, a newspaper supervised by the Chinese Academy of Social Sciences, which found that in one extreme case only one of 41 containers on a particular train actually carried goods.

The belt and road plan, masterminded by President Xi Jinping, is the central government’s initiative to link economies into a China-centred trading network to grow global trade.

This led to many local governments rushing to open train services through the vast central Asian territory between China and Europe to show their support for Beijing’s geopolitical strategy, but many exporters actually transported empty containers in order to receive government subsidies.

China Railway admitted the existence of the problem in an interview with the state-run Global Times last week, but insisted it had largely been eradicated in 2018 after new rules were introduced limiting the number of empty containers allowed to just 10 per cent per train.

The company said that of all containers heading to Europe in 2018, only 6 per cent were empty, compared to 29 per cent for eastbound trains. In the first half of 2019, they said, the ratios had fallen to 2 per cent and 18 per cent, respectively.

Jonathan Hillman, a senior fellow at the Centre for Strategic and International Studies (CSIS), a Washington-based think tank, said the problem of empty containers “is consistent with the belt and road’s emphasis on short-term political gains at the expense of longer-term economic fundamentals”.

“These routes are an effective advertising device for selling the belt and road’s overland dimensions – which, despite the hype, will not challenge the dominance of maritime trade,” said Hillman, who closely monitors trade flows between China and Europe.

Generous state subsidies for the cargo traffic routes, as well as praise from Chinese state media, combined to encourage the exaggeration, he added.

In 2018, China’s Ministry of Finance offered subsidies of up to 50 per cent for cost of shipment by rail between China and Europe; they were reduced to 40 per cent this year. After a cut to 30 per cent in 2020, they will be completely abolished in 2022, although the lower subsidies are already having an effect.

In Heilongjiang, China’s rust-belt province on the border of Russia, the two westbound rail services from the provincial capital of Harbin to Moscow and Hamburg, Germany, did not operate last year due to the lack of subsidies, according to Zhao Quanshang from the freight department of the China Railway Harbin Group.

In addition, local governments also contributed their own generous incentives, with the central city of Xian offering up to US$3,000 for every container destined for Europe in 2018, according to government notices. Overall, subsidies varied from US$1,000 to US$5,000 per 40-foot container, according to a CSIS report last year.

A study by two Chinese researchers found last year that some local governments were offering subsidies of up to US$7,500 per container for locally produced goods and US$4,000 for goods from other provinces, leading to fierce competition among provinces.

The first express rail service between China and Europe began in 2011 from Chongqing, on the upper reaches of the Yangtze River, to Duisburg, Germany, a 11,179km (6,946 miles) route passing through Kazakhstan, Russia, Belarus and Poland.

As many as 59 mainland cities from Harbin in the northeast to Shenzhen in the south have since commenced direct rail services between China and Europe after President Xi unveiled the belt and road plan as a national strategy.

But not all the services make economic sense, with one freight forwarder surnamed Zhu from the eastern city of Hangzhou often recommending to clients that they ship their goods to Europe by sea due to cost savings – even though the journey takes longer.

“If we take the China Railway express from Hefei [the capital of Anhui province] to Hamburg [in Germany], it would take about 18 days. Sometimes it could be delayed to more than 20 days. If we take the sea route, it would take about 30 days. So there is not a big difference. And the cost of rail [transport] is at least twice that of sea [transport],” Zhu said.

Last year, rail only carried 1.3 per cent of trade between China and the European Union by volume and 2.6 per cent by value despite being usually cheaper than air and faster than sea transport, according to the European Commission.

Sea transport that offered more competitive prices dominated 90 per cent of overall trade by volume and 60 per cent by value, while air freight used for cargo requiring rapid delivery accounted for 2 per cent by volume and 27 per cent by value.

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 17 Eyl Sal, 2019 17:29

Engin Y yazdı:
10 Oca Prş, 2019 10:06
2018 yılı, 6.300 seferle kapanmış: https://gbtimes.com/china-sends-a-recor ... pe-in-2018
Çin ile Avrupa arasındaki tren seferi sayısı, 2019 yılının ilk sekiz ayında 5.000'i geçmiş: http://www.chinanewsportal.com/news/201 ... cd68656cad
Xinhua News Agency, Beijing, September 12 (Reporter Fan Xi) the latest data released by China National Railway Group Co., Ltd. on the 12th show that since the beginning of this year, there has been a new improvement in the number and quality of China-EU trains. In the first eight months, the number of trains running back and forth between China and Europe reached 5266.

According to the person in charge of the relevant departments of the National Railway Group, from January to August this year, the China-EU train opened 2845 trains, transporting 250000 TEUs, with a heavy box rate of 99 percent, and 2421 trains on the return journey, transporting 210000 TEUs, with a heavy box rate of 85 percent.

With the development of China-EU train, the comparative advantage of logistics service is more prominent. At present, with 1/3 of the shipping time and 1/5 of the air transport price, the China-EU train has attracted a large number of goods suitable for railway transportation, favored by the international market, and optimized the division of labor between sea, land and air logistics. It has provided strong support for the construction of "Belt and Road Initiative" and the economic and trade exchanges between China and the EU, and has increasingly shown the potential for market development.

In order to further promote the development of China-EU trains, the China-EU Train Transport Coordination Committee held its fourth meeting a few days ago to sum up the progress and results of China-EU train construction and study the high-quality development measures of China-EU trains. The National Railway Group, together with the China-EU train operators throughout the country, has jointly signed the Convention on promoting the High-quality Development of China-EU trains.

The responsible person said that the purpose of the Convention is to strengthen the market-oriented operation mechanism, adhere to the principle of joint discussion, joint construction and sharing, constantly strengthen and optimize transport organizations, further reduce logistics costs, and promote information construction among railways, customs, and operating enterprises in various countries. We will create a "digital" China-Europe train, optimize the evaluation system for high-quality development, and constantly strengthen the brand building of China-Europe train, so as to further enhance the reputation and influence of the brand.

Since opening in 2011, the number of trains in China and Europe has increased rapidly, from 17 in that year to 6300 in 2018.

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Engin Y » 07 Kas Prş, 2019 09:24

DHL, Çin'den Avrupa'ya trenle taşıma süresini 17 günden 12 güne indirecek bir yöntem bulmuş ve Ekim ayında Xi'an ile Düsseldorf yakınlarındaki Neuss arasında çalışan iki trende bu hedefi yakalamış: https://www.joc.com/rail-intermodal/dhl ... 91105.html

Bu iyileşme de temelde Polonya-Belarus sınırındaki Małaszewicze-Brest geçişindeki yoğun hat yerine, kuzeyden Kaliningrad-Polonya geçiş hattının kullanılmasıyla sağlanmış..
Aradaki beş günlük fark, oldukça büyük sayılabilecek bir fark; demek ki Belarus-Polonya geçişlerinde trenler oldukça uzun bekleme sürelerine maruz kalıyor..
DHL Global Forwarding says it has cut transit times on its China-North Europe rail service from 17 to 12 days and is planning to consistently offer the new express service to shippers on the route.

The forwarder said the time savings of almost 30 percent were achieved on two trains operated in October from the inland Chinese city of Xi’an to the German logistics hub of Neuss across the Rhine River from Dusseldorf.

“The achieved transit time from rail terminal to rail terminal was 11.9 days and 12.22 days. The substantial cut was on the European stretch,” said Thomas Kowitzki, head of China rail and multimodal, Europe, for DHL Global Forwarding.

The total transit time savings on the express service were gained by travelling through the northern Mamonovo-Braniewo railway border between Russia and Poland, as opposed to the crowded crossing at Małaszewicze in eastern Poland near the border with Belarus.

“It is the plan to consistently achieve 12 days and even improve further over the next trains,” Kowitzki told JOC.com.

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Re: int-CRE.01 » Çin-Rusya-Avrupa Demiryolu Hattı

Mesaj gönderen Esat » 07 Kas Prş, 2019 10:10

bu konudaki en büyük sorun Rus ve Avrupa sistemleri arasındaki ray açıklığı farkı idi, bu sebepten dolayı konteynerlerin vagon değiştirmesi gerekiyordu, yani her konteyner yeniden bir yüklemeye tabi kalıyordu. Sanırım bunu aşmanın hızlı yollarından birisi olarak otomatik ray açıklığına uyum sağlayan boji yapıları geliştirildi ve buna uygun vagonlar üretildi ama bir ülkenin komple buna geçmesi çok büyük maliyet bu konuda bir değişim yok. Bu aşamada yapabilecekleri en akıllı iş belki yol olarak daha uzun olan ya da düşük hıza sahip olan ama Yük Garlarında daha az beklemesi olan yerleri tercih etmektir, yaptıkları böyle bir işlem de olabilir.

Açıkçası konuyu incelemedim direkt aklıma geleni yazdım.

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