EU: Free transport in Luxembourg, but what's the cost?

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Free transport in Luxembourg, but what's the cost? - BBC News

Go by Rail to Asia: New rail routes between China and Europe will change trade & tourism patterns

ASTANA in Kazakhstan is one of the world’s most remote capitals, surrounded by thousands of kilometres of empty steppe. This summer Astana attempted to launch itself onto the global stage by hosting the World Expo, which closed on September 10th and underwhelmed many attendees. But there are other ways to have an impact. On the city’s north side, away from the Expo’s exhibits, a series of diesel trains, each pulling dozens of containers, roll through the old railway station. Most are heading from China to Europe. Last year over 500,000 tonnes of freight went by train between the two, up from next to nothing before 2013. Airlines and shipping firms are watching things closely.

The trains rumbling through Astana result from a Chinese initiative, in tandem with countries like Kazakhstan, to build a “New Silk Road” through Central Asia. The earlier overland routes were once the conduits for most trade between Europe and China and India; they faded into irrelevance when European ships started circumnavigating the Cape of Good Hope.

China has long wanted to develop its inland regions and push industry to “go west”, in order to spread economic growth more evenly. Manufacturers have been loth to shift, in part because of the higher cost of moving goods to ports for export. Developing a rail-freight network to Europe—an important part of China’s “One Belt One Road” policy—opens up a new route to market for its poorest areas. The land route through Central Asia is relatively short. A container ship too large for the Suez canal must make a 24,000km journey to reach Europe. Trains travel no more than 11,000km to reach the same destination.

Kazakhstan has spent over 1.1trn tenge ($3.2bn) on upgrading its railway lines and rolling stock since 2011. That includes $250m on the Khorgos Gateway, a dry port at the border with China that lifts containers from Chinese trains onto Kazakh ones to overcome a change in track width (a problem that has stymied previous efforts to build railway routes between Europe and China).

Volumes of freight travelling between China and Europe by rail are rising quickly. Between 2013 and 2016 cargo traffic quintupled in weight. In the first half of this year the value of goods travelling by train rose by 144% compared with the same period in 2016. Western firms have been keen to embrace rail freight because it helps them to lower costs, says Ronald Kleijwegt, an expert on the industry. In the case of high-tech electronics, for example, which consumers like to receive quickly, making them on China’s coast and air-freighting them to Europe is extremely pricey.

How worried should shipping firms and airlines be? Kazakhstan’s national rail company, KTZ, says it will have capacity for 1.7m containers to pass through the country between Europe and China each year by 2020; that is a tenth of the volume currently carried by sea and air between the two. In the longer term, a full modernisation of the existing main three rail routes from China to Europe could produce 3m containers a year in capacity.

But there are also reasons to doubt that will happen. For one thing, China plans to stop handing out government subsidies for additional rail-freight capacity from 2020, which will slow the network’s expansion. Sea freight has little to fear in the near term, says Soren Skou, chief executive of Maersk, the world’s biggest container-shipping line. Trains may take away some future growth from ships, he concedes, but not their existing business.

Air cargo is more vulnerable. Last year, 180,000 tonnes of cargo travelled on trains to western Europe from China (the remainder was destined for Russia and eastern Europe). That is a small fraction of the 52m tonnes that came by sea, but a big chunk of the 700,000 tonnes that came by air. Much of that air cargo could switch to rail in future, says Mr Kleijwegt, with one important proviso—that Russia would need to lift the retaliatory sanctions it placed in 2014 on imports of Western food, which stop most foodstuffs from traveling by land between Europe and China. That is unlikely for the time being. But it was only a decade ago that people thought the idea of freight trains between Europe and China was a joke, says Mr Kleijwegt—and no one laughs at that any more.

Read more: New rail routes between China and Europe will change trade patterns

European Railways: Why interrailing as an adult is the best way to explore Europe - by Chris Beanland

Interrailing should be a compulsory teenage rite of passage – no wonder the EU recently floated the idea of giving out free passes to all 18-year-olds. What better way to protect this beautiful, but fragile union than by showing the next generation what they have in common with each other and how many hi-jinks they can get up to in neighbouring European countries?

It was my first taste of independent travel too – 17 summers ago, though it seems like yesterday. Back then it was a Karrimor loaded with band T shirts, Lonely Planet Europe On A Shoestring and bank robber sacks of change for telephone boxes. This time, instead of sleeping cars, hostels and that tangy scent of socks, there were nice hotels and the scent of understated luxury. Three’s Feel At Home free roaming contract and my iPhone brought the whole experience into the 21st century, and meant home was only the touch of a button away.

It was a cultural whip round the first time, but it was also a piss up – getting out of your tree being the sine qua non of teenage travelling – that resulted in lost cash cards, nearly getting into fights on night trains and passing out on deck chairs on Positano Beach. And I met so many people – this was social networking avant la lettre, coming across fellow flaneurs from Australia, Canada, Finland, and making firm friends, if not for life then at least for a night.

Interrailing as an adult was much more relaxed and even more cultured, with less boozing and earlier mornings. I sped through Rotterdam’s Docklands on a watertaxi, climbed all over Tomas Saraceno’s incredible spiderweb netting art installation five floors above the ground of Dusseldorf’s Modern Art Gallery, had a sneak preview of some of the exhibits at Kassel’s famous art festival, Documenta (documenta.com), saw Eileen Gray furniture at Munich’s Design Museum, drank at Wes Anderson’s Bar Luce in Milan’s Fondazione Prada, and explored Novi Belgrade’s mind-blowing brutalist architecture.

The food was better this time around too. Back in 2000 I had inadvertently explored the premise “how can a human function on pizza alone for three weeks?” shortly after enduring the very worst meal of my entire life (do not ever accidentally order the minced heart and lung soup at Worgl station buffet).

This time I ate mushroom arancini with a vegetable mayonnaise in an old swimming pool in Rotterdam (alohabar.nl) and fresh white asparagus at the BMW Welt’s restaurant. Even the train food was good – on Deutsche Bahn’s ICE I chowed down on lamb kofte with yoghurt and mashed carrots in the Bordrestaurant.

Read more: Why interrailing as an adult is the best way to explore Europe | The Independent

Turkmenistan: New modern Airport

Turkmenistan opens $2bn bird-shaped international airport http://f24.my/2cEN40x

Transportation: High speed trains coming within ten years

Amtrak’s next-gen high-speed trains may arrive at the same time as the Hyperloop http://flip.it/cjjnLt