State of Works on the Reconstruction of Trans-Korean. Railway and its Linkage with the Trans-Continental Railways

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State of Works on the Reconstruction of Trans-Korean Railway and its Linkage with the Trans-Continental Railways Hee-Seung Na, Ph.D. Head of Trans-Korean Railway Research Corps Korea Railroad Research Institute, Korea Abstract Since the historic summit between the North and South Koreas in June 2000, we have been working on the railway reconnection on the Korean peninsula with the guidance of the 6.15 South-North Joint Declaration, which is the result of the political effort made by the two Koreas in addition to the supports from related countries and the international organizations such as UNESCAP, etc. Rail-connection of the Trans-Korean Railway(TKR) has a very important meaning not only for the Korean peninsula but also for the Northeast-Asia in terms of Trans- Continental Railway systems. It is one of the revolutionary projects that will create and open an Iron Silk Railroad linking Asia and Europe. Kyongui railway line and Tonghae railway line(also East Coast Line) between North and South Korea have been focused on this paper. As the implementation of reconnection of railways on Korean peninsula is expecting a further substantive progress these days this paper indicates the current situation of these two line s construction and future operation based on today s view. A more detailed analysis is carried out on the technical issues for the Trans-Korean Railway(TKR) reconnection, while reviewing the importance of TKR s integration with Trans-Asia & Trans- European Railway Network. Some constructive plans are also recommended based on specific policy and technology study in both sides. Key Words: 6.15 South-North Joint Declaration, TKR(Tran-Korean Railway), TSR(Trans-Siberian Railway), TCR(Trans-China Railway), TMR(Trans Manchurian Railway), TMGR(Trans-Mongolian Railway), Logistics hub, Variable-gauge. 1

I. Introduction As the first phase of unification, the South and the North Koreas are moving to reconnect the Kyung-Ui line from Seoul to Shinuiju and Donghae-line (also East Coast Line) from Gangnueng to Wonsan. Rail-connections of the Gyungui-line and Donghae line have very important meaning not only for Korean peninsula but also for Northeast- Asia in terms of Trans-continental Railway systems. Because, above two railway-lines can be used the trunk corridors for Korea, China, Russia, Central Asia and Europe. This will be the world s largest overland transportation route, bringing together the European and Northeast Asian markets. In the near future, we expect the Korean Peninsula becomes the medium for linking Asia capital and resources with European markets. It is one of the revolutionary projects that would create and open an "Iron Silk Railroad". This project will promote interchanges of people and goods and thus provide new opportunities of friendship and cooperation between Asia and Europe. The project will also steer the cooperative relationship enjoyed between the two regions in a more future-oriented direction and in this sense will be the most practical and important project. Restored Trans Korean Railway is expected not only to cut the transportation cost but also to improve economic cooperation between Korea and other Northeast countries. If the TKR is connected with Trans-Continental Railway system, transportation cost and transit time to Europe can be saved compared with ship cargo and it will also bring a significant change to the logistics system in Northeast Asia. It currently takes 26 days to sail a total of 19,200 km from Busan to Western Europe, whereas through the cross-continent railway, it will only take 18 days to travel a total of 12,400 km. By utilizing all transportation centers such as Busan and Gwangyang ports, Incheon International Airport, and the TKR, Korea will attain a high level of international trade competitiveness. Many countries are also implementing various promotional policies to activate the "Iron Silk Railroad", and will benefit from the connection with the TKR. The "Iron Silk Railroad will successfully serve as the land bridge promoting economic union of Asia and Europe. Gyongui railway line and the Donghae railway line between North and South Korea have been focused on this paper. As the implementation of reconnection of railways in Korean peninsula is expecting a further substantive progress these days, this paper indicates the current situation of these two lines construction and predicts future operation based on today's view. A more detailed analysis is carried out on the impact of the Trans-Korean Railway(TKR) reconnection, while reviewing the importance of 2

TKR's integration with Trans-Asia & European Railways. Some constructive plans are also recommended based on specific policy and technology study in both sides. II. Current Status of Trans-Korean Railway Reconnection Project 1. Trans-Korean Railway reconnection current status 1) Background - As the two leaders of the two Koreas in June 15, 2000 announced the historical South- North Joint Declaration, the reconnection of the railway and highway between South and North Koreas is being enforced as an implementation project. - The purpose of connecting railway in two Koreas is to establish a new transportation network not only on the Korean Peninsula but also all throughout the Northeast Asia with the concept of Iron Silk Road Railway between Asia and Europe. 2) Present situation - As an implementation of the June 15 Joint Declaration, the agreement was made at the ministerial level meeting between the two Koreas to reconnect the Gyongui Line and the East Coast line including railway and highway South and North Koreas have been undertaking the reconnection work of Gyongui Line since Sept.18, 2000, and the East Coast line railway and highway since Sept. 18, 2002. 2. Present status of the railway and highway reconnection between the South and North 1) Gyongui Line Construction started on Sept.18, 2000 Section Railway Highway Construction area Construction scale Munsan ~ Military Demarcation Line (MDL) 12km, Single lane The northern end of the unification bridge Military Demarcation Line (MDL) 5.1km, four lanes (20m wide) Project budget 90.3 billion won 90.1 billion won Current status Completed Completed Railway in the North : Military Demarcation Line Kaesong (15.3km) Highway : Military Demarcation Line Gaesong industrial complex (7.0km) 3

2) The East Coast Line Construction started on Sept.18, 2002 Section Railway Highway Construction area Construction scale Project budget Present situation Cheojin Military Demarcation Line Songhyunri Military Demarcation Line 9km, Single lane 4.2km, two lanes (10m width) 79.5 billion won 89.2 billion won 26% of the total construction 56% of the total completed construction completed Railway in the North : Military Demarcation Line Onjungri (18.5km) Highway : Military Demarcation Line Onjungri (20.0km) 3. The Trans-continental railway connection plan 1) Need of the Trans-continental railway connection - Linking the Trans-Korean Railway to the trans-continental railways like the Trans- Siberian Railway(TSR) and the Trans-China Railway(TCR) will establish a transportation network between the Northeast Asia and Europe. - Converting marine transportation of shipment to overland transportation route will achieve faster shipment, lower freight rates, more opportunities of development for passing areas, and so on. 2) Possible connection lines to the Trans-continental railway - Gyongui Line - Chungnyun Yicheon Gangwon Line Pyongla Line - TSR, TCR, TMR - Gyongui Line Pyongwon Line Pyongla Line - TSR, TCR, TMR - Gyongui Line - Pyongwon Line Pyongla Line - TCR, TMGR - East Coast Line Gangwon Line Pyongla Line - TSR, TCR, TMR 4

< Status of the Trans-Continental Railway > Railway Section Distance ( km ) Gauge TSR Vladivostok Khabarovsk Chita Ulan- Ude Irkutsk Omsk Novosibirsk Yekaterinburg Moscow 9,297 Russia broad gauge (1,520mm) LianYunGang Zhengzhou Lanzou TCR Urumqi *Arasankou(China) *Druzhba (Kazakh)) Connected to TSR(Russia) Tumen *Manchuria (China) TMR Connected to TSR at Karymskaya Station (Russia) Tianjin Beijing *Erenhot(China)- *Zamyn Uud(Mongolia)- TMGR Ulaanbaatar *Suhbaatar (Mongolia)-*Nowski(Russia) Ulan- Connected to TSR at Ude station (Russia) *: Border station, Distance: Between Pusan ~ Moscow 8,613 7,721 7,753 China standard gauge (1,435mm) Kazakh broad gauge (1,520mm) China standard gauge (1,435mm) Mongolia broad gauge (1,520mm) 4. Effectiveness of the Trans-Korean railway reconnection 1) Economic aspect - Reduction in logistics expenses by shortening of transportation distance and time and increase of direct trade between the South and the North Koreas <Comparison of transportation way between Incheon and Nampo (return)> Transportation Transportation time Freight rates (per TEU) Marine (A) 13 14 days 800 850$ Railway (B) 1 3 days 200 250$ Difference(A-B) 11 12 Days 600 650$ 5

<Comparison of transportation way between Korea and Western Europe> -Average between Pusan and major cities in Western Europe- Transportation Distance Transportation time Freight rates ( per TEU) Marine (A) 19,200km 26 days 1,400$ Railway(B) 12,400km 18 days 1,200$ Difference (A-B) 6,800km 8 days 200$ - Increase in international competitiveness with unlimited competitive price in production and export due to logistics expenses reduction as well as low labor cost - In case of operating the Trans-Korean Railway linked to the trans-continental railway, the Silk Road Railway realization will help the Korean Peninsula emerge as a hub in international logistics. 2) Political aspect - All these will help to build mutual trust and cooperation that will reduce political and military tension that exist between the two Koreas and to increase international cooperation with neighbor countries as well. - The economic recovery of the North from the reconnection and extension of the railway between the South and the North will be expected to reduce the expenses for unification. III. Strategy of Linking Korea's Railway Network to the Trans-Continental Railway 1) Reconnection of missing links - The connection of railway lines between North and South Koreas is necessary for establishing a link with both TCR and TSR, and missing links of TKR (Gyungeui, and Donghae railway lines) need to be reconnected. 2) Set the fundamental mood on the national and international level - The realization of the international railway network by connecting South and North Korean railways can be achieved only when the atmosphere at both of the 6

national, that of the South and North Koreas, and international levels. - It will be necessary to examine and revise any conflicts between existing issues related to transit through North Korea as well as the movement of international rail freight. Through efforts of both governments and international organizations such as ESCAP, a mutual consensus on the social-economic impacts of this project and its contribution to improving international relations will need to be established. - It will be meaningful to establish a system of cooperation with the participants in the Trans-China Railway (TCR) and Trans-Siberian Railway (TSR) including China, Russia, Mongolia, Japan, Kazakhstan and so on. - In particular, when compared to ocean transport, rail freight offers safety, higher container recovery rate, reduction of cost, and shortened transport time. Therefore, it is necessary to establish close ties with related countries to secure the competitiveness of rail freight. -As to a working-level point of view between North and South Korea, an agreement on such issues as costs for the usage of facilities and transport, range of responsibilities, safety measures, and transport conditions needs to be concluded. - It is strongly recommended to hold a joint survey, upgrade the overall system, and install maintenance facilities to construct the Trans-Korea Railway (TKR). - It is necessary to play an active role in resolving several potential problems such as fixing a reasonable cost for transport, establishing an effective transport system, minimizing transport time, improving facilities and equipment, simplifying border transit inspections, and improving other necessary services. 3) Necessity for acquiring the capacity to emerge as the logistics center of iron silk road - In order for Korea railway to play a key role as iron silk road in the 21 century, the South Korean railway needs to secure sufficient capacity as a central railway logistics player. - In particular, when a feasibility study is conducted jointly by relevant countries for building the Northeast Asian railway and the Eurasian Railway Network, it is essential to thoroughly examine the railway system interface between countries and invest in the domestic railway system. - According to a long-term strategy, Korean Railway network will be invested for the extension the railways by 5,000km up to the year of 2000. 7

- <Figure 1> Plan of National Main Railway Network Lines - In preparation for constructing the trans-korea railway network that provides long distance service and transports large volume of freight, the extension of such 8

railway facilities as double-tracked lines and electrification of main railroad lines across Korea is urgently called for as Korea's railway network intends to be linked to the trans-continental railway network in the future. 4) Facility maintenance of railway routes - In order for trains to be operated on international railway network via the TKR line, it is necessary to provide railway facilities that guarantee safe operation of trains. To achieve this goal, an optimized system for railway track capacity and speed will have an immediate impact on business prospects. - In the first phase, North Korea's railway tracks and roadbeds need to be repaired and the facilities and the signaling system needs to increase capacity and operation speed to satisfy the growing transport demand. 5) Securing logistics facilities - When the connection with TSR and TCR is realized, it will be necessary to maintain a logistics facility that can serve as a base of operations for North and South Korea. This facility will deal with matters of ODCY for storage of containers as well as that of other related facilities like the railway terminal, delivery center, and the CFS. - There is a demand of developing new freight trains to transport massive volume of goods. As containers can allow goods to be maintained in sound condition in the tundra climate of the TSR lines and dry climate of TCR lines, container trains will be in highly demand. 6) Formulation of strategy to attract European freight - The depot of freight trains of TCR and TSR can be largely divided into inner regions of China, Central Asia, Russia, and Europe. - Since the depot of most freight trains starts or ends at the inland regions, it will be necessary to formulate a strategy to attract freights transport between the Far East and European regions. IV. Technical Analysis for Connecting South-North Railway Network 9

Recently, the need to conduct a basic study on the feasibility of operating a railway system is considered to be the crucial industrial arrangement of major countries. Relatively complex technological issues are expected to be examined including matters related to rail tracks, public works facilities, electrification, signaling, communications, operational systems of the South-North railway, the differences in regulations governing railway facilities, and more. In order to resolve these complicated issues, an accurate technological analysis of North Korea's railway system is required and technological countermeasures for securing a smooth interface with South Korea's railway will become necessary. 1) Comparative analysis of construction standards of South and North railway tracks and method for integration - Comparative analysis of track class standards and integration method When partially connecting the railways of South and North Korea, immediate problems that are likely to arise due to the class difference of rail track even though it should not cause too much difficulty. However, it is essential that detailed standards be set for all aspects including construction, operations and maintenance of railway. Furthermore, for the construction of the South-North Korea railway network, it is necessary to unify the classification of all track classes. - Comparison of construction and rail carriage limitations of the South-North railway There is a 20cm difference between the platform height of South and North Koreas and in order to guarantee safety for passengers, a solution is necessary to rectify the difference. Wheels on general railway cars show various differences such as minimum/maximum running distance according to the inside/outside of wheels. Also, in terms of car gauges, there are various differences and consequently a specific countermeasure is required for the connection of railways between the South and North in the future. - Comparison of track bearing capacity between the North and South railways Comparison of detailed standards show that North Korea's 1st and 2nd class tracks have been designed to have higher bearing capacity than the 1st class track of South Korea. 2) Comparative analysis of the track system of South and North railways 10

- Rail There is a clear difference in the rectangular shape which is the most important part between the rail carriage and interface. Since this will greatly affect the running safety, rail and wheel rail, a detailed examination of compatibility of South Korea's carriages to North Korea's tracks needs to be conducted. - Track lining Both South and North Korea use the application of common gauge standard. However, in terms of slack capacity, North Korea applies a larger unit of standard. Whereas South Korea indicates gauge gradient and radius of vertical curve according to track class, North Korea indicates only gauge gradient according to track technological level. - Switch and crossing In preparation for the high-speed train, South Korea's usage of switch and crossing is more frequent than that of North Korea. - Sleepers Although size of sleepers used is similar for both South and North Koreas, concrete sleepers used in North Korea is slightly larger. - Evaluation of North Korean railway's bearing of track As the speed of trains increases, moving shock load applied to the rail tracks becomes greater. Due to the generated shock load, the load borne by rail track proportionally becomes greater as well. Therefore, evaluation of rail track bearing needs to be conducted to evaluate structural safety. Damaged structures found defective through inspection of railway facilities such as bridges and tunnels need to be repaired and restored. 3) Method for integrating signaling and communications in the connection of South and North Korean railway network During the early stages of linking South and North railway within the boundary of the Korean peninsula, it would be advisable to develop a signaling communication system that is appropriate for the beginning stage. 11

Once the existing signaling communication system within the Korean peninsula has been integrated, it is necessary to develop the signaling communication system in preparation for the stage of connecting the Trans-Korea Railway to the international railways of TCR and TSR. In the final stage, once the connections of TKR to TCR and TSR have been made and international rail carriage has began, the demand for passenger transportation in China as well as freight transport from Russia and Europe will rise dramatically and construction of a new high speed railway to accommodate the extended operation of the Gyungbu High Speed Railway will become necessary and a corresponding signaling communication system will need to be developed. 4) Analysis of observations and integration of power systems of South-North railways Method for integrating railway power system of South and North Korea - 1st stage: operation of non-electric power carriers Start operations of non-electric power carriers by running South Korea's standard diesel locomotive with 3,300 horsepower to enable smooth integrated initial operation of rail carriers. - 2nd stage: independent operation of AC-DC power supply system While separating electric power system of South and North Korea, utilize the advantage of railway electrification by setting South Korea's electric tracks to AC27,500V and that of North Korea to DC3,000V and have the electric power systems independently operated. Utilize diesel locomotive or shunting yard for making the connection. - 3rd stage: integrated operation of AC-DC electric power supply system On the borders of the electric tracks of South Korea's AC power supply system and North Korea's DC power supply system, install insulation in dead sections so that the two system can be controlled and monitored by one electric control center. Induce smooth integrated operation by developing hybrid electric locomotives that are compatible with different electric systems. 5) Measures for improving exchange of goods between South and North Korea - Simplify the process of identifying where the goods from North Korea were originally produced. 12

- Establishment of a compensation system for loss Devise a policy that oversees the responsibility for transport and storage of freight. Provide regulations on compensation for any freight loss or damage. In other words, negotiations with North Korea on compensation insurance would be necessary and if it is difficult to conclude any insurance agreements directly with North Korea, consider the possibility of concluding insurance contracts through an insurance agency from a third country. In case of accidents that may occur during transport, it would be necessary to negotiate regulations on compensation for damage to goods. - Provide entry and customs clearance procedures for entering C.I.Q facility. - When the South and North Korea railway network is reconnected, it is likely that this will also be connected to the TSR and TCR, it would be necessary to join the Organization for Cooperation of Railways (OSJD). 6) Variable-gauge systems Variable-gauge systems can be used for the fast and safe transportation in the railways with different gauges instead of transshipment or bogie-changing. The system will be necessary to connect the trans-korean railway with the transcontinental railway effectively. The purpose of this study is developing an automatic rail gauge changeover system which is suitable for the transport system in the North-eastern Asia with an attempt to integrate different gauges in the trans-korean and trans-siberian railways. In this year, we have implemented this project as follows: searching several mechanisms of gauge changeover system, making out patent map through the patent analysis and finding out system requirements for the North-eastern Asia's transport system. V. Conclusion With the strategies of setting the right mood at national and international level, 13

upgrading the railway facilities on both North and South sides, maintaining a safe rail system and increasing the capacity to be a logistics center of iron silk road, we have no doubt that the Trans-Korean Railway will bring a real prosperous Trans-continental Railway network. Based on the technical analysis, it is convinced that the reconnection is technically ready in most of aspects. As the substantive progress for inter-korean railway is approaching, we would like to call for your full support for the project with the prospect of the successful implementation is critical to develop a sound logistics system in Asia-Pacific region. 14