Rail transport between EU member states and third countries is facing significant challenges in terms of interoperability. The interoperability problem is generated by different types of
gauges, railway electrification systems, signalling systems, but also different legislations. Solutions to eliminate these barriers include the implementation of joint standards, operation of locomotives or multisystem trains that can operate on different electrification systems, application of automatic gauge switch systems, extension of lines across the border.
Since competition between rail and road transport is growing fierce, the interoperability problem requires the implementation of urgent solutions for increasing attractiveness and developing railway transport in the “1435” and “1520” areas.
In regards to gauges, we can provide the example of rail transport services between Poland and Ukraine which face technical hindrances in freight transport. The
studies conducted show that for eliminating technical, administrative and safety barriers, it is necessary to build a new 1435 mm gauge rail section, between Lvov (Ukraine) and Peremishl (Poland) or to upgrade a 1520 mm gauge railway – currently non-operational – from the Ukrainian border to Slavkuv (Southern Poland) and to build a rail section that would ensure uninterrupted traffic. Also, if an automatic gauge switch system is installed at the contact area of the two gauges, transport services can be carried out without disturbances.
In the case of passenger railway transport, the interoperability is affected by the same obstacles, namely technical barriers between EU member states and third countries. For example, while travelling between Sofia (Bulgaria) and Belgrade (Serbia), passengers have to put up with frequent delays because of major speed restrictions and other conditions imposed by infrastructure. Changing locomotives is one of the main technical difficulties: rail sections between Sofia and Dimitrovgrad and those between Nis and Belgrade are electrified, but diesel traction is needed for access to the central station. Estimations show that generated incomes cover less than 7-8% of total costs. Therefore, railway transport in the area confronts with road transport competition, which, in most cases, provides faster transport services on this route.
Generally, regional trains also operate within a system on one side of the border and stop at the other frontier, usually at the nearest station, where there are several systems accepted for ensuring transport. The problem of changing signalling systems can be overcome by using multisystem locomotives that can be adapted to existing systems, but the procurement of such vehicles requires significant investments. Changing the electric systems in stations permit cross-border transport services to use the power system of a country and the signalling system of another country, on small distances.
To reduce interoperability problems, traditional methods for international railway transport demand changing the staff and locomotives at borders, when wagons are taken over by other operators. Although cross-border procedures take more than 20 minutes, this is the cheapest method of organised cross-border rail traffic. However, cooperation with a foreign operator, including coordination of cross-border procedures and harmonisation of train traffic schedules, create a barrier for companies which have recently entered the market. Consequently, international transport development in the 1435-1520 area is confronted with organisational and technical barriers. The organisational hindrances are related to the implementation of the EU and international legislation, international competition, administrative problems and intermodal competitiveness. To that end, the authorities have to involve in applying the necessary laws for encouraging cross-border railway transport and endorsing significant funds to support projects and implicitly industry development and economic growths.
Technical barriers generate a series of problems concerning gauges, electrification systems, infrastructure condition, which require significant investments for providing a qualitative transport. Interoperability problems are still fragmenting transport. However, solutions do exist but funds are necessary for interoperability-improving projects, from rolling stock investments to infrastructure financing projects.
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