Kazakhstan has implemented a series of restrictive measures on its rail network over the weekend. The new rules mostly concern limitations on wagons entering particular stations, but they have an impact on operations in every station in the country. What exactly is happening and why?
Over the weekend of 1 – 2 March, Kazakhstan introduced a large number of stringent measures on its rail network. The new rules include stringent limitations on wagons of various kinds to and from a multitude of stations around the country.
– A ban on sending empty containers from the southern regions Almaty, Zhambyl and Shymkent to stations in the northern regions Akmola, Kostanay, Pavlodar, Karaganda and Semey until the end of the year.
– A ban on sending freight wagons from nearly all regions to 11 stations in the Almaty regions until the end of the year.
– A ban on sending empty semi-wagons to the Moyynty station from all stations in Kazakhstan, save Dostyk and Altynkol until the end of the year.
– A ban on sending empty covered wagons to Kostanay station until the end of the year.
– An extension of the ban on sending empty platform wagons to Dostyk and Altynkol until 10 March.
The underlying reason for the measures, in all cases, is that there are already too many wagons at the stations in question.
At the same time, the transport ministry put into force a new decree changing the fee for accepting freight upon arrival at the stations. Whereas earlier there was always a fee, now the party receiving the freight does not have to pay anything if it accepts the load within 24 hours.
If they take more than 24 hours but fewer than 48, they pay a standard size fee. Between 48 to 72 hours, a five-times multiplied fee is applicable. If the receiving party is more than 72 hours late, they pay ten times the standard fee.
Network efficiency
Unsurprisingly, the measures are grounded in KTZ’s wish to speed up the processing of wagons in stations. Rail freight consultant Xavier Wanderpepen explains that Kazakhstan is trying to regulate traffic flows and prevent congestion on its own territory. “In short, if congestion is spread out over 6,000 kilometres, it is more effective to resolve than when concentrating it all in one country or at a single point.”
“Another reason is that the country managing the congestion and the hundreds of wagons sometimes has to pay retention fees to the owners of the wagons”, continues Wanderpepen. For that reason, Kazakhstan wants to shorten the time that wagons stay at Kazakh stations.
Downsides
It is up to the country facing the congestion to find ways to accelerate movement on its network. It also bears the financial burden for wagon parking and retention. “This can have a significant impact on infrastructure project plans, altering schedules, infrastructure works, repairing and incurring additional costs of several millions of euros”, says Wanderpepen.
“Not to mention the neighbouring countries and customers who do not hesitate to complain about Kazakhstan, even though it is not responsible for the influx of traffic and the lack of regulation at the origin – it is merely a transit point”, the rail freight consultant concludes. Kazakhstan is merely dealing with the downsides of its popularity as a transit hub.
