III КВАРТАЛ 2022Г. - 55 баллов
168.38847066044 monthAccess: 1
|Да|
Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
0 %Array
(
[ID] => 111136
[~ID] => 111136
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Survivors and Losers
[~NAME] => Survivors and Losers
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6364/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6364/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Drivers and outsiders
Over a few recent years, road transport has been developing faster than others on the insurance market. The same as before, the main sources of the insurance policy flows were made by professional carriers and suppliers of the goods for export. The growth rate before the crisis was about 15% per year.
During the crisis, cargo insurance was affected less than other sectors of the insurance market. Imports and consumption of imported goods have always been on agenda of Russian economy. The progress is clear. Thus, just recently, the proportion of insured transactions reached 10%, and now it is estimated at 35% of the total number of shipments made by companies which operate in Russia. In Europe, despite the crisis, this figure reaches 85%, which indicates the growth potential for Russia. In particular, the insurance sector of domestic transportations may appear among the main drivers of market development from 2010 to 2012.
This is confirmed by the data worked out by the company Innogarant. The matter is that in Russia 85% to 95% of foreign trade cargoes shipped under commercial contracts are being insured, and this figure related to total shipments by domestic routes ranges from 7% to 10%.
Products offered to customers in Russian market can be divided into three groups: “with responsibility for all risks”, “with particular average” and “no liability for damages, unless the collapse”. Analysts’ studies show that the most required insurance today is the insurance of the risks which are associated with damages or losses of cargo as a result of an accident or theft during transportation. It is especially important for the goods of high market value (appliances, electronics). And contracts which provide more complex services are concluded much more seldom.
Entrepreneurs’ approach is based on cost reduction. However, many of them interpret this problem too literally. For example, in 2008, cargo shippers did not only try to save on cargo insurances, but they saved on transport costs too. Consequently, operators and freight forwarders were forced to make discounts. In turn, this worsened the quality of rolling stock involved. As a result, it was obvious that more of income losses would follow, and it happened in fact in 2009.
Because of the necessity to keep their customers, many insurers were forced to reduce tariffs in 2009. In addition to prices reduced, most of them had to increase cargo insurance settlement payments, and moreover, insurance claims took place more often. Nevertheless, so far the situation cannot be called fatal, as the grown customers’ claims were mostly because of minor losses due to small theft or non-substantially damaged goods.
The same as before, motor transport market was the most risky one.
Experts expect some improvements in future. In 2010 one can already notice features of stabilisation on main transport routes. The development of the SRO system in transport can have an effect on cargo insurance premiums. They may be reduced at the expense of collective insurances.
As far as the company KIT Finance Insurance estimates, falling figures in production sector, in imports and exports have brought to about 30% shrinking traffic in 2009 compared to 2008, and there are some sectors (such as transportation of cars) where figures were more than halved. Consequently, cargo insurance premiums fell too. Also, the decline in transport market figures was caused by the return to gray schemes. As a result, cargo insurance market was thrown back to the level of 2007.
The Federal Service for Insurance Supervision has worked out the data which helps to estimate the decline in the insurance market. A fall in all types of insurances is recorded there, including the commercial sector. For example, the figure in the first half of 2009 was from 9.5% to 18,9% less than for the same period in 2008. Exceptions were the OSAGO obligatory insurance market (2% up) and the market of voluntary liability insurances (9.9% up). Thus, it is easy to conclude that premium charges were reduced, and settlement payments were increased. It is inevitable during the crisis. And it is really so. During the first half of the year voluntary insurance sector made 30% of payments, and the obligatory one made 22.4%. A fall in profitability of this business pushed many players to dumping, and some of them simultaneously reduced service quality, which is clear from the growth in the number of complaints to the FSIS (2.4 times more than in 2008). Also, State Duma Committee for Financial Markets has the data which says that financial difficulties started at insurance companies.
Total 38 insurance companies have left Russian market in recent years. And the main peak of the losses took place in 2009, when 16 players lost their licenses. The Russian Union of Motor Insurers does not exclude that another one or two dozens of insurers can leave this race in 2010. Medium-sized regional companies are more likely to “drown”. And furthermore, some large companies are also in this queue.
They noted in the Association of Russian Banks, that those are “slipping away” from this market, who are not sure in their future.
Difficulties when changing
The problems faced by insurers during the crisis make customers especially cautious. It is important for them to understand who is more reliable to deal with in the insurance market. Experts’ opinions on this point differ. Some of them estimate the current trends with cautious optimism, thinking that the market is gradually stabilising, and in spring a law on bankruptcy of insurers can be adopted. (At least, the normal bankruptcy procedure will minimize damages when assets are withdrawn from problematic insurance companies, and also it will create mechanisms to leave the market in a civilized manner). In order to cover their losses, a part of insurance companies are moving their activities to the market of foreign borrowings. This will reduce the danger of major bankruptcies. Furthermore, as told by Dmitry Ananiev, Chairman of the Council of Federation Committee for Financial Markets and Monetary Operations, it is possible that captive companies will be purchased by large national players.
However, another group of analysts considers the disappearance of insurance companies from the market to be a very worrying signal for the insurance sector. For example, a Metropol Investment Company is warning about it. This company used to look in the future with hope just about a year and a half ago, trying to develop and to attract investment. The owners were negotiating with a number of investment funds. But it did not help ...
A selective survey of leading players in the cargo insurance sector showed that companies understand the anxieties of clients. They are not surprised that they are too cautious in choosing partners. Choosing an insurer is a more delicate matter than choosing a contractor. An insurer sells a specific service - a promise to pay damages. For example, in the Gefest company they advise to look carefully through the details of the agreement, finding out what limits are quoted in the insurance contract; what kind of franchise is there; and if there are any subtle amendments allowing the insurer to refuse paying the insurance. It is also necessary to get interested how the tariff was calculated and which company will pay compensations. In Uralsib they recommend to regularly read the companies’ quarterly reports on the FSIS website. First of all, it is useful to draw your attention to the structure of the company’s insurance portfolio in terms of whether it has a serious bias towards motor insurance market (OSAGO or KASKO). It should alert you, because today these types of insurance are the least profitable. In order to achieve stability, companies diversify their portfolio as much as possible. Next point is that the payments should not approach or exceed their premiums, as it is a threat to a future solvency of the insurance company. And finally, it is useful to view ratings of insurers. However, Artem Kurgin, General Director of the Kovcheg Insurance Company, does not believe that any rating will help in this matter, because in Russia everyone chooses insurers using either own or the colleagues’ experience. When does such choice take place? It takes place before signing a new insurance agreement, when either you are dissatisfied with your former insurer, or you simply dislike the way they work (for example, a slow processing of documents, or the payment amount does not meet your expectations).
BY Andrey Lazarev
our reference
Pavel Yevstratov
Director of Motor Insurance Centre at the IC ROSNO North-West Directorate:
– The growth figures of the insurance market could be better. However, operators save on it. They are taking “classical” products first of all. The most of cargo owners expect that the compensation will be made by transport operators themselves. Meanwhile, buying relatively inexpensive carrier’s liability insurance products, customers risk to stay alone with their losses. Unfortunately, all sides of the transport chain have quite low opinion about insurances as a classical instrument of cargo protection. Insurers have to convince customers in effectiveness of their product.
Sergei Semenkov
Director of the Vessel and Cargo Insurance Department at KIT Finance Insurance:
– The difficult economic situation has made insurers face the question of how to maintain and expand their presence in the market. Last year, the competition showed itself in price dumping. Tariffs for cargo insurance declined 1.5-fold, and even halved. Choosing an insurer, it makes sense to ask a question, what he sacrifices in order to reduces prices. The most farsighted insurers focus their efforts on improvements in information technologies and business processes in order to minimize operating costs.
Danila Kosov
Head of Insurance Department for Non-Marine Carriers, Transport Operators, Customs Brokers and Cargoes at Uralsib:
– Today we see the revival of cargo insurance market on all routes. The recession in 2009 was mainly caused by the closure of credit lines for the majority of sales organisations. Following the recovery in the banking system, cargo traffic and cargo insurance are growing again. Representatives of small and medium businesses analyse risks more thoroughly, taking decisions in favour of insurance more often, in order to maintain the achieved results.
[~DETAIL_TEXT] => Drivers and outsiders
Over a few recent years, road transport has been developing faster than others on the insurance market. The same as before, the main sources of the insurance policy flows were made by professional carriers and suppliers of the goods for export. The growth rate before the crisis was about 15% per year.
During the crisis, cargo insurance was affected less than other sectors of the insurance market. Imports and consumption of imported goods have always been on agenda of Russian economy. The progress is clear. Thus, just recently, the proportion of insured transactions reached 10%, and now it is estimated at 35% of the total number of shipments made by companies which operate in Russia. In Europe, despite the crisis, this figure reaches 85%, which indicates the growth potential for Russia. In particular, the insurance sector of domestic transportations may appear among the main drivers of market development from 2010 to 2012.
This is confirmed by the data worked out by the company Innogarant. The matter is that in Russia 85% to 95% of foreign trade cargoes shipped under commercial contracts are being insured, and this figure related to total shipments by domestic routes ranges from 7% to 10%.
Products offered to customers in Russian market can be divided into three groups: “with responsibility for all risks”, “with particular average” and “no liability for damages, unless the collapse”. Analysts’ studies show that the most required insurance today is the insurance of the risks which are associated with damages or losses of cargo as a result of an accident or theft during transportation. It is especially important for the goods of high market value (appliances, electronics). And contracts which provide more complex services are concluded much more seldom.
Entrepreneurs’ approach is based on cost reduction. However, many of them interpret this problem too literally. For example, in 2008, cargo shippers did not only try to save on cargo insurances, but they saved on transport costs too. Consequently, operators and freight forwarders were forced to make discounts. In turn, this worsened the quality of rolling stock involved. As a result, it was obvious that more of income losses would follow, and it happened in fact in 2009.
Because of the necessity to keep their customers, many insurers were forced to reduce tariffs in 2009. In addition to prices reduced, most of them had to increase cargo insurance settlement payments, and moreover, insurance claims took place more often. Nevertheless, so far the situation cannot be called fatal, as the grown customers’ claims were mostly because of minor losses due to small theft or non-substantially damaged goods.
The same as before, motor transport market was the most risky one.
Experts expect some improvements in future. In 2010 one can already notice features of stabilisation on main transport routes. The development of the SRO system in transport can have an effect on cargo insurance premiums. They may be reduced at the expense of collective insurances.
As far as the company KIT Finance Insurance estimates, falling figures in production sector, in imports and exports have brought to about 30% shrinking traffic in 2009 compared to 2008, and there are some sectors (such as transportation of cars) where figures were more than halved. Consequently, cargo insurance premiums fell too. Also, the decline in transport market figures was caused by the return to gray schemes. As a result, cargo insurance market was thrown back to the level of 2007.
The Federal Service for Insurance Supervision has worked out the data which helps to estimate the decline in the insurance market. A fall in all types of insurances is recorded there, including the commercial sector. For example, the figure in the first half of 2009 was from 9.5% to 18,9% less than for the same period in 2008. Exceptions were the OSAGO obligatory insurance market (2% up) and the market of voluntary liability insurances (9.9% up). Thus, it is easy to conclude that premium charges were reduced, and settlement payments were increased. It is inevitable during the crisis. And it is really so. During the first half of the year voluntary insurance sector made 30% of payments, and the obligatory one made 22.4%. A fall in profitability of this business pushed many players to dumping, and some of them simultaneously reduced service quality, which is clear from the growth in the number of complaints to the FSIS (2.4 times more than in 2008). Also, State Duma Committee for Financial Markets has the data which says that financial difficulties started at insurance companies.
Total 38 insurance companies have left Russian market in recent years. And the main peak of the losses took place in 2009, when 16 players lost their licenses. The Russian Union of Motor Insurers does not exclude that another one or two dozens of insurers can leave this race in 2010. Medium-sized regional companies are more likely to “drown”. And furthermore, some large companies are also in this queue.
They noted in the Association of Russian Banks, that those are “slipping away” from this market, who are not sure in their future.
Difficulties when changing
The problems faced by insurers during the crisis make customers especially cautious. It is important for them to understand who is more reliable to deal with in the insurance market. Experts’ opinions on this point differ. Some of them estimate the current trends with cautious optimism, thinking that the market is gradually stabilising, and in spring a law on bankruptcy of insurers can be adopted. (At least, the normal bankruptcy procedure will minimize damages when assets are withdrawn from problematic insurance companies, and also it will create mechanisms to leave the market in a civilized manner). In order to cover their losses, a part of insurance companies are moving their activities to the market of foreign borrowings. This will reduce the danger of major bankruptcies. Furthermore, as told by Dmitry Ananiev, Chairman of the Council of Federation Committee for Financial Markets and Monetary Operations, it is possible that captive companies will be purchased by large national players.
However, another group of analysts considers the disappearance of insurance companies from the market to be a very worrying signal for the insurance sector. For example, a Metropol Investment Company is warning about it. This company used to look in the future with hope just about a year and a half ago, trying to develop and to attract investment. The owners were negotiating with a number of investment funds. But it did not help ...
A selective survey of leading players in the cargo insurance sector showed that companies understand the anxieties of clients. They are not surprised that they are too cautious in choosing partners. Choosing an insurer is a more delicate matter than choosing a contractor. An insurer sells a specific service - a promise to pay damages. For example, in the Gefest company they advise to look carefully through the details of the agreement, finding out what limits are quoted in the insurance contract; what kind of franchise is there; and if there are any subtle amendments allowing the insurer to refuse paying the insurance. It is also necessary to get interested how the tariff was calculated and which company will pay compensations. In Uralsib they recommend to regularly read the companies’ quarterly reports on the FSIS website. First of all, it is useful to draw your attention to the structure of the company’s insurance portfolio in terms of whether it has a serious bias towards motor insurance market (OSAGO or KASKO). It should alert you, because today these types of insurance are the least profitable. In order to achieve stability, companies diversify their portfolio as much as possible. Next point is that the payments should not approach or exceed their premiums, as it is a threat to a future solvency of the insurance company. And finally, it is useful to view ratings of insurers. However, Artem Kurgin, General Director of the Kovcheg Insurance Company, does not believe that any rating will help in this matter, because in Russia everyone chooses insurers using either own or the colleagues’ experience. When does such choice take place? It takes place before signing a new insurance agreement, when either you are dissatisfied with your former insurer, or you simply dislike the way they work (for example, a slow processing of documents, or the payment amount does not meet your expectations).
BY Andrey Lazarev
our reference
Pavel Yevstratov
Director of Motor Insurance Centre at the IC ROSNO North-West Directorate:
– The growth figures of the insurance market could be better. However, operators save on it. They are taking “classical” products first of all. The most of cargo owners expect that the compensation will be made by transport operators themselves. Meanwhile, buying relatively inexpensive carrier’s liability insurance products, customers risk to stay alone with their losses. Unfortunately, all sides of the transport chain have quite low opinion about insurances as a classical instrument of cargo protection. Insurers have to convince customers in effectiveness of their product.
Sergei Semenkov
Director of the Vessel and Cargo Insurance Department at KIT Finance Insurance:
– The difficult economic situation has made insurers face the question of how to maintain and expand their presence in the market. Last year, the competition showed itself in price dumping. Tariffs for cargo insurance declined 1.5-fold, and even halved. Choosing an insurer, it makes sense to ask a question, what he sacrifices in order to reduces prices. The most farsighted insurers focus their efforts on improvements in information technologies and business processes in order to minimize operating costs.
Danila Kosov
Head of Insurance Department for Non-Marine Carriers, Transport Operators, Customs Brokers and Cargoes at Uralsib:
– Today we see the revival of cargo insurance market on all routes. The recession in 2009 was mainly caused by the closure of credit lines for the majority of sales organisations. Following the recovery in the banking system, cargo traffic and cargo insurance are growing again. Representatives of small and medium businesses analyse risks more thoroughly, taking decisions in favour of insurance more often, in order to maintain the achieved results.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[~PREVIEW_TEXT] => Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6364
[~CODE] => 6364
[EXTERNAL_ID] => 6364
[~EXTERNAL_ID] => 6364
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111136:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Survivors and Losers
[SECTION_META_KEYWORDS] => survivors and losers
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/27.jpg" border="1" alt=" " hspace="5" width="300" height="146" align="left" />Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[ELEMENT_META_TITLE] => Survivors and Losers
[ELEMENT_META_KEYWORDS] => survivors and losers
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/27.jpg" border="1" alt=" " hspace="5" width="300" height="146" align="left" />Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[SECTION_PICTURE_FILE_ALT] => Survivors and Losers
[SECTION_PICTURE_FILE_TITLE] => Survivors and Losers
[SECTION_DETAIL_PICTURE_FILE_ALT] => Survivors and Losers
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Survivors and Losers
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Survivors and Losers
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Survivors and Losers
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Survivors and Losers
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Survivors and Losers
)
)
Array
(
[ID] => 111136
[~ID] => 111136
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Survivors and Losers
[~NAME] => Survivors and Losers
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6364/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6364/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Drivers and outsiders
Over a few recent years, road transport has been developing faster than others on the insurance market. The same as before, the main sources of the insurance policy flows were made by professional carriers and suppliers of the goods for export. The growth rate before the crisis was about 15% per year.
During the crisis, cargo insurance was affected less than other sectors of the insurance market. Imports and consumption of imported goods have always been on agenda of Russian economy. The progress is clear. Thus, just recently, the proportion of insured transactions reached 10%, and now it is estimated at 35% of the total number of shipments made by companies which operate in Russia. In Europe, despite the crisis, this figure reaches 85%, which indicates the growth potential for Russia. In particular, the insurance sector of domestic transportations may appear among the main drivers of market development from 2010 to 2012.
This is confirmed by the data worked out by the company Innogarant. The matter is that in Russia 85% to 95% of foreign trade cargoes shipped under commercial contracts are being insured, and this figure related to total shipments by domestic routes ranges from 7% to 10%.
Products offered to customers in Russian market can be divided into three groups: “with responsibility for all risks”, “with particular average” and “no liability for damages, unless the collapse”. Analysts’ studies show that the most required insurance today is the insurance of the risks which are associated with damages or losses of cargo as a result of an accident or theft during transportation. It is especially important for the goods of high market value (appliances, electronics). And contracts which provide more complex services are concluded much more seldom.
Entrepreneurs’ approach is based on cost reduction. However, many of them interpret this problem too literally. For example, in 2008, cargo shippers did not only try to save on cargo insurances, but they saved on transport costs too. Consequently, operators and freight forwarders were forced to make discounts. In turn, this worsened the quality of rolling stock involved. As a result, it was obvious that more of income losses would follow, and it happened in fact in 2009.
Because of the necessity to keep their customers, many insurers were forced to reduce tariffs in 2009. In addition to prices reduced, most of them had to increase cargo insurance settlement payments, and moreover, insurance claims took place more often. Nevertheless, so far the situation cannot be called fatal, as the grown customers’ claims were mostly because of minor losses due to small theft or non-substantially damaged goods.
The same as before, motor transport market was the most risky one.
Experts expect some improvements in future. In 2010 one can already notice features of stabilisation on main transport routes. The development of the SRO system in transport can have an effect on cargo insurance premiums. They may be reduced at the expense of collective insurances.
As far as the company KIT Finance Insurance estimates, falling figures in production sector, in imports and exports have brought to about 30% shrinking traffic in 2009 compared to 2008, and there are some sectors (such as transportation of cars) where figures were more than halved. Consequently, cargo insurance premiums fell too. Also, the decline in transport market figures was caused by the return to gray schemes. As a result, cargo insurance market was thrown back to the level of 2007.
The Federal Service for Insurance Supervision has worked out the data which helps to estimate the decline in the insurance market. A fall in all types of insurances is recorded there, including the commercial sector. For example, the figure in the first half of 2009 was from 9.5% to 18,9% less than for the same period in 2008. Exceptions were the OSAGO obligatory insurance market (2% up) and the market of voluntary liability insurances (9.9% up). Thus, it is easy to conclude that premium charges were reduced, and settlement payments were increased. It is inevitable during the crisis. And it is really so. During the first half of the year voluntary insurance sector made 30% of payments, and the obligatory one made 22.4%. A fall in profitability of this business pushed many players to dumping, and some of them simultaneously reduced service quality, which is clear from the growth in the number of complaints to the FSIS (2.4 times more than in 2008). Also, State Duma Committee for Financial Markets has the data which says that financial difficulties started at insurance companies.
Total 38 insurance companies have left Russian market in recent years. And the main peak of the losses took place in 2009, when 16 players lost their licenses. The Russian Union of Motor Insurers does not exclude that another one or two dozens of insurers can leave this race in 2010. Medium-sized regional companies are more likely to “drown”. And furthermore, some large companies are also in this queue.
They noted in the Association of Russian Banks, that those are “slipping away” from this market, who are not sure in their future.
Difficulties when changing
The problems faced by insurers during the crisis make customers especially cautious. It is important for them to understand who is more reliable to deal with in the insurance market. Experts’ opinions on this point differ. Some of them estimate the current trends with cautious optimism, thinking that the market is gradually stabilising, and in spring a law on bankruptcy of insurers can be adopted. (At least, the normal bankruptcy procedure will minimize damages when assets are withdrawn from problematic insurance companies, and also it will create mechanisms to leave the market in a civilized manner). In order to cover their losses, a part of insurance companies are moving their activities to the market of foreign borrowings. This will reduce the danger of major bankruptcies. Furthermore, as told by Dmitry Ananiev, Chairman of the Council of Federation Committee for Financial Markets and Monetary Operations, it is possible that captive companies will be purchased by large national players.
However, another group of analysts considers the disappearance of insurance companies from the market to be a very worrying signal for the insurance sector. For example, a Metropol Investment Company is warning about it. This company used to look in the future with hope just about a year and a half ago, trying to develop and to attract investment. The owners were negotiating with a number of investment funds. But it did not help ...
A selective survey of leading players in the cargo insurance sector showed that companies understand the anxieties of clients. They are not surprised that they are too cautious in choosing partners. Choosing an insurer is a more delicate matter than choosing a contractor. An insurer sells a specific service - a promise to pay damages. For example, in the Gefest company they advise to look carefully through the details of the agreement, finding out what limits are quoted in the insurance contract; what kind of franchise is there; and if there are any subtle amendments allowing the insurer to refuse paying the insurance. It is also necessary to get interested how the tariff was calculated and which company will pay compensations. In Uralsib they recommend to regularly read the companies’ quarterly reports on the FSIS website. First of all, it is useful to draw your attention to the structure of the company’s insurance portfolio in terms of whether it has a serious bias towards motor insurance market (OSAGO or KASKO). It should alert you, because today these types of insurance are the least profitable. In order to achieve stability, companies diversify their portfolio as much as possible. Next point is that the payments should not approach or exceed their premiums, as it is a threat to a future solvency of the insurance company. And finally, it is useful to view ratings of insurers. However, Artem Kurgin, General Director of the Kovcheg Insurance Company, does not believe that any rating will help in this matter, because in Russia everyone chooses insurers using either own or the colleagues’ experience. When does such choice take place? It takes place before signing a new insurance agreement, when either you are dissatisfied with your former insurer, or you simply dislike the way they work (for example, a slow processing of documents, or the payment amount does not meet your expectations).
BY Andrey Lazarev
our reference
Pavel Yevstratov
Director of Motor Insurance Centre at the IC ROSNO North-West Directorate:
– The growth figures of the insurance market could be better. However, operators save on it. They are taking “classical” products first of all. The most of cargo owners expect that the compensation will be made by transport operators themselves. Meanwhile, buying relatively inexpensive carrier’s liability insurance products, customers risk to stay alone with their losses. Unfortunately, all sides of the transport chain have quite low opinion about insurances as a classical instrument of cargo protection. Insurers have to convince customers in effectiveness of their product.
Sergei Semenkov
Director of the Vessel and Cargo Insurance Department at KIT Finance Insurance:
– The difficult economic situation has made insurers face the question of how to maintain and expand their presence in the market. Last year, the competition showed itself in price dumping. Tariffs for cargo insurance declined 1.5-fold, and even halved. Choosing an insurer, it makes sense to ask a question, what he sacrifices in order to reduces prices. The most farsighted insurers focus their efforts on improvements in information technologies and business processes in order to minimize operating costs.
Danila Kosov
Head of Insurance Department for Non-Marine Carriers, Transport Operators, Customs Brokers and Cargoes at Uralsib:
– Today we see the revival of cargo insurance market on all routes. The recession in 2009 was mainly caused by the closure of credit lines for the majority of sales organisations. Following the recovery in the banking system, cargo traffic and cargo insurance are growing again. Representatives of small and medium businesses analyse risks more thoroughly, taking decisions in favour of insurance more often, in order to maintain the achieved results.
[~DETAIL_TEXT] => Drivers and outsiders
Over a few recent years, road transport has been developing faster than others on the insurance market. The same as before, the main sources of the insurance policy flows were made by professional carriers and suppliers of the goods for export. The growth rate before the crisis was about 15% per year.
During the crisis, cargo insurance was affected less than other sectors of the insurance market. Imports and consumption of imported goods have always been on agenda of Russian economy. The progress is clear. Thus, just recently, the proportion of insured transactions reached 10%, and now it is estimated at 35% of the total number of shipments made by companies which operate in Russia. In Europe, despite the crisis, this figure reaches 85%, which indicates the growth potential for Russia. In particular, the insurance sector of domestic transportations may appear among the main drivers of market development from 2010 to 2012.
This is confirmed by the data worked out by the company Innogarant. The matter is that in Russia 85% to 95% of foreign trade cargoes shipped under commercial contracts are being insured, and this figure related to total shipments by domestic routes ranges from 7% to 10%.
Products offered to customers in Russian market can be divided into three groups: “with responsibility for all risks”, “with particular average” and “no liability for damages, unless the collapse”. Analysts’ studies show that the most required insurance today is the insurance of the risks which are associated with damages or losses of cargo as a result of an accident or theft during transportation. It is especially important for the goods of high market value (appliances, electronics). And contracts which provide more complex services are concluded much more seldom.
Entrepreneurs’ approach is based on cost reduction. However, many of them interpret this problem too literally. For example, in 2008, cargo shippers did not only try to save on cargo insurances, but they saved on transport costs too. Consequently, operators and freight forwarders were forced to make discounts. In turn, this worsened the quality of rolling stock involved. As a result, it was obvious that more of income losses would follow, and it happened in fact in 2009.
Because of the necessity to keep their customers, many insurers were forced to reduce tariffs in 2009. In addition to prices reduced, most of them had to increase cargo insurance settlement payments, and moreover, insurance claims took place more often. Nevertheless, so far the situation cannot be called fatal, as the grown customers’ claims were mostly because of minor losses due to small theft or non-substantially damaged goods.
The same as before, motor transport market was the most risky one.
Experts expect some improvements in future. In 2010 one can already notice features of stabilisation on main transport routes. The development of the SRO system in transport can have an effect on cargo insurance premiums. They may be reduced at the expense of collective insurances.
As far as the company KIT Finance Insurance estimates, falling figures in production sector, in imports and exports have brought to about 30% shrinking traffic in 2009 compared to 2008, and there are some sectors (such as transportation of cars) where figures were more than halved. Consequently, cargo insurance premiums fell too. Also, the decline in transport market figures was caused by the return to gray schemes. As a result, cargo insurance market was thrown back to the level of 2007.
The Federal Service for Insurance Supervision has worked out the data which helps to estimate the decline in the insurance market. A fall in all types of insurances is recorded there, including the commercial sector. For example, the figure in the first half of 2009 was from 9.5% to 18,9% less than for the same period in 2008. Exceptions were the OSAGO obligatory insurance market (2% up) and the market of voluntary liability insurances (9.9% up). Thus, it is easy to conclude that premium charges were reduced, and settlement payments were increased. It is inevitable during the crisis. And it is really so. During the first half of the year voluntary insurance sector made 30% of payments, and the obligatory one made 22.4%. A fall in profitability of this business pushed many players to dumping, and some of them simultaneously reduced service quality, which is clear from the growth in the number of complaints to the FSIS (2.4 times more than in 2008). Also, State Duma Committee for Financial Markets has the data which says that financial difficulties started at insurance companies.
Total 38 insurance companies have left Russian market in recent years. And the main peak of the losses took place in 2009, when 16 players lost their licenses. The Russian Union of Motor Insurers does not exclude that another one or two dozens of insurers can leave this race in 2010. Medium-sized regional companies are more likely to “drown”. And furthermore, some large companies are also in this queue.
They noted in the Association of Russian Banks, that those are “slipping away” from this market, who are not sure in their future.
Difficulties when changing
The problems faced by insurers during the crisis make customers especially cautious. It is important for them to understand who is more reliable to deal with in the insurance market. Experts’ opinions on this point differ. Some of them estimate the current trends with cautious optimism, thinking that the market is gradually stabilising, and in spring a law on bankruptcy of insurers can be adopted. (At least, the normal bankruptcy procedure will minimize damages when assets are withdrawn from problematic insurance companies, and also it will create mechanisms to leave the market in a civilized manner). In order to cover their losses, a part of insurance companies are moving their activities to the market of foreign borrowings. This will reduce the danger of major bankruptcies. Furthermore, as told by Dmitry Ananiev, Chairman of the Council of Federation Committee for Financial Markets and Monetary Operations, it is possible that captive companies will be purchased by large national players.
However, another group of analysts considers the disappearance of insurance companies from the market to be a very worrying signal for the insurance sector. For example, a Metropol Investment Company is warning about it. This company used to look in the future with hope just about a year and a half ago, trying to develop and to attract investment. The owners were negotiating with a number of investment funds. But it did not help ...
A selective survey of leading players in the cargo insurance sector showed that companies understand the anxieties of clients. They are not surprised that they are too cautious in choosing partners. Choosing an insurer is a more delicate matter than choosing a contractor. An insurer sells a specific service - a promise to pay damages. For example, in the Gefest company they advise to look carefully through the details of the agreement, finding out what limits are quoted in the insurance contract; what kind of franchise is there; and if there are any subtle amendments allowing the insurer to refuse paying the insurance. It is also necessary to get interested how the tariff was calculated and which company will pay compensations. In Uralsib they recommend to regularly read the companies’ quarterly reports on the FSIS website. First of all, it is useful to draw your attention to the structure of the company’s insurance portfolio in terms of whether it has a serious bias towards motor insurance market (OSAGO or KASKO). It should alert you, because today these types of insurance are the least profitable. In order to achieve stability, companies diversify their portfolio as much as possible. Next point is that the payments should not approach or exceed their premiums, as it is a threat to a future solvency of the insurance company. And finally, it is useful to view ratings of insurers. However, Artem Kurgin, General Director of the Kovcheg Insurance Company, does not believe that any rating will help in this matter, because in Russia everyone chooses insurers using either own or the colleagues’ experience. When does such choice take place? It takes place before signing a new insurance agreement, when either you are dissatisfied with your former insurer, or you simply dislike the way they work (for example, a slow processing of documents, or the payment amount does not meet your expectations).
BY Andrey Lazarev
our reference
Pavel Yevstratov
Director of Motor Insurance Centre at the IC ROSNO North-West Directorate:
– The growth figures of the insurance market could be better. However, operators save on it. They are taking “classical” products first of all. The most of cargo owners expect that the compensation will be made by transport operators themselves. Meanwhile, buying relatively inexpensive carrier’s liability insurance products, customers risk to stay alone with their losses. Unfortunately, all sides of the transport chain have quite low opinion about insurances as a classical instrument of cargo protection. Insurers have to convince customers in effectiveness of their product.
Sergei Semenkov
Director of the Vessel and Cargo Insurance Department at KIT Finance Insurance:
– The difficult economic situation has made insurers face the question of how to maintain and expand their presence in the market. Last year, the competition showed itself in price dumping. Tariffs for cargo insurance declined 1.5-fold, and even halved. Choosing an insurer, it makes sense to ask a question, what he sacrifices in order to reduces prices. The most farsighted insurers focus their efforts on improvements in information technologies and business processes in order to minimize operating costs.
Danila Kosov
Head of Insurance Department for Non-Marine Carriers, Transport Operators, Customs Brokers and Cargoes at Uralsib:
– Today we see the revival of cargo insurance market on all routes. The recession in 2009 was mainly caused by the closure of credit lines for the majority of sales organisations. Following the recovery in the banking system, cargo traffic and cargo insurance are growing again. Representatives of small and medium businesses analyse risks more thoroughly, taking decisions in favour of insurance more often, in order to maintain the achieved results.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[~PREVIEW_TEXT] => Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6364
[~CODE] => 6364
[EXTERNAL_ID] => 6364
[~EXTERNAL_ID] => 6364
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111136:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111136:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Survivors and Losers
[SECTION_META_KEYWORDS] => survivors and losers
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/27.jpg" border="1" alt=" " hspace="5" width="300" height="146" align="left" />Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[ELEMENT_META_TITLE] => Survivors and Losers
[ELEMENT_META_KEYWORDS] => survivors and losers
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/27.jpg" border="1" alt=" " hspace="5" width="300" height="146" align="left" />Among other issues in 2010 there is a question faced by transport operators, which company is the best to be chosen as a partner if they want to get an insurance for their consigned cargoes. The experience gained in 2009 shows that this is a highly relevant matter in Russia, because it appears that if the choice has been wrongly made, one may stay with nothing.
[SECTION_PICTURE_FILE_ALT] => Survivors and Losers
[SECTION_PICTURE_FILE_TITLE] => Survivors and Losers
[SECTION_DETAIL_PICTURE_FILE_ALT] => Survivors and Losers
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Survivors and Losers
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Survivors and Losers
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Survivors and Losers
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Survivors and Losers
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Survivors and Losers
)
)
The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.Array
(
[ID] => 111135
[~ID] => 111135
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Friendship with foreign rolling stock producers should be treated with caution
[~NAME] => Friendship with foreign rolling stock producers should be treated with caution
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6363/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6363/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => the Problems of accelerated amortisation
– Mr Kirzhner, you are in charge of the new locomotives in RZD. Could you comment on the current state of the company’s locomotive park? What are the trends in the sector nowadays? Do they differ from those 10-20 years ago?
– In the mid 1980-s, the Soviet Union had a whole industry for locomotive manufacturing. The total project capacity of the plants was approximately 2,000 units per annum. And in 1985, the country was able to replace all the deteriorated locomotives with new ones. After the collapse of the USSR, a number of locomotive plants turned out to be outside Russia, i.e. Lugansk Plant (the project capacity in 1,500 sections per annum), Tbilisi Plant (the project capacity is 250 electric locomotives per annum); and the supplies of Czech shunting and passenger units stopped, etc. As a result, RZD faced a problem, which had been earlier reviewed by three ministries. It needed a lot of attention and investments, but the company could give do this only in 2007, when over 400 units of rolling stock were purchased. No other country in the world has such rates of growth in the railway machine-building sector.
Nowadays, the machine-building sector is well developed, and RZD will receive modern rolling stock in the near future. We plan to support the purchase of locomotives till 2030 at the current level, thus, stimulating the output of the plants producing this machinery.
– What is the degree of deterioration of the locomotive park? What are the main problems in the sector?
– The situation is not as bad as it may seem. We do have some problems with a number of machines, for which the decision on accelerated amortisation was made in the 1980-s, and the producers had to declare a shorter life cycle than the real one. That is why I can say that level of the rolling stock park ageing is admissible as well as in many other European states. For example, the share of new generation in the pulling machinery in Germany is just 25%, and there are working locomotives that were made in 1956. They were modernised, but the framework of the electric locomotive was not replaced. We are doing the same thing – leaving the framework of a rolling stock unit, we can replace the diesel, devices, implement a microprocessor control system, fulfill overall repair of the driving motor.
It is worth mentioning that today we observe no problems with the number of enterprises operating in the machine-building sector, and there is no shortage of staff there. On the other hand, there is a problem of machines and equipment ageing at the plants. Few machines are bought, and the purchases are sporadic. That is why the production quality at the plants may be not high enough. However, all these difficulties may be overcome.
a National manufacturer is a priority
– What should be the base of competition between machine-building companies in the Russian market?
– When speaking of competition, we should not forget about the quality of production. The technical parameters of a locomotive are very important. For example, the Czech electric locomotive ChS2 was developed more than 50 years ago, and we have repaired it several times. Today, the number of breakdowns of the first type (so-called “flaws”) does not exceed one per 2.5 million kilometres. No new European locomotive has such figures! Meanwhile, speaking of the international norms and reliability parameters, in the Moskva-Sortirovochnaya depot (which maintains over 100 electric locomotives) nearly 90 fast trains arrive behind the schedule by an hour or even more. And these are declared reliability parameters. One breakdown may occur after 300,000 kilometres, i.e. three flaws per one million kilometers, so the results of our own old locomotive are eight-fold better. We have 400 km sections, where there is no depot. What do we do if a locomotive stops in the middle of such a section? What will passengers tell us?
We cannot be compared with Europe, and we must not. There are neither such distances and operating modes in Europe, nor Russian norms, which are not bad at all. Meanwhile, the climate there is also different. And the Europeans are not always able to understand what the Russian climate is like.
– Do you think it is worth upgrading the existing locomotives by installing import components – modern diesel engines and other equipment made by foreign manufacturers?
– We have already discussed that not all production of European companies can stand the Russian climate and meet our norms and standards. For example, EP2K is a good electric locomotive, but we had to withdraw 27 units from service in February 2009. The reason for this was the failure of current collecting devices produced by Siemens. It was written on the device’s lifting system that it can work at -40C, and the failure occurred at -22C. The producers began to search for a substitute for their production, but it took some time, and our passenger locomotives idled. The second lot of devices arrived, and they stopped functioning at -27C. It was only in November that Siemens delivered new products, which worked properly.
If these devices had been made in Russia, we could have received the substitute much faster. That is why you should think twice before adding foreign elaborations to Russian machinery. All in all, speaking about components, this is the weakest point. Nowadays, the share of failures caused by low-quality components is the largest one. Of that, 50% are the fault of the selectors, 30% - of the producer, and 20% because of the way they are used.
Also, we should keep in mind that Russian railway network is a strategic object, which is why new technologies and innovations should be produced in Russia and be a national product. Perhaps, the first machine will be a failure. But we purchase hundreds locomotives annually, which means that we guarantee a stable demand. Naturally, we need to interact with foreign companies to upgrade the manufacturing process and to master new technologies… but it is not good, when a locomotive is withdrawn from service, and to repair it we need to call experts from Switzerland!
Take Toyota as a model
– The project of the first Russian high-speed train “Sokol” was not completed, and now we have to purchase imported rolling stock. Do you think that Russia could have its own high-speed train if this project had been a success?
– The first electric locomotives with asynchronous motor drive were Russian. And ER-200 – one of the first elaborations in the fast rolling stock sector was developed by Russian research institutes. Our misfortune is that, after a trial model was constructed, the scientists and practical men did not complete the project. “Sokol” turned out in the same way. It was not a bad train, it just had some defects that were to be corrected. And then there arose the issue of organising serial production. The plants, which existed in the USSR at that time, were not able to produce such wagons and trains. A new plant was needed, but we could hardly attract in those days the huge state subsides required.
Nowadays, we face the issue of organising high-speed communication on the line St. Petersburg – Moscow – Nizhny Novgorod and purchasing rolling stock for it. One should understand that the traffic on this line is combined, and the speed amounts to 200 kph only and not along its entirety. There are special tracks for high-speed trains in Europe. And freight trains run there at a speed of 140 kph, and electric locomotives with a capacity of 6,400 kilovolt pull trains weighing 2,000 tons. In Russia, the unified norm for a cargo train is 6,000-9,000 tons, i.e. the parameters are completely different. Today we need high-speed trains, so we purchased eight trains and concluded with our German partners a 30-year contract on maintenance. It was rather expensive, but if there is a failure, our colleagues will solve the problem. If we had needed 70 such trains, a JV would have been launched in Russia to produce them.
– I think, here we should speak about certification. On the one hand, it provides safety. On the other hand, it prevents fast implementation of new technologies. Don’t you consider the Russian process too lengthy and full of bureaucracy and dragged out?
– A year-and-a-half ago I was not of a high opinion on the bureaucracy in the certification system. Today, I see it as one of a few factors restraining the supply of low-quality production to RZD’s network. Chief design managers working for different enterprises in the machine-building sector depend on the wishes of the shareholders. If a shareholder says “we need to do this”, it will be done, otherwise the chief design manager will be discarded. We do not have such an institute of chief design managers as there is in the industrial-military sector or in the aerospace industry, where the technology is developed to meet the chief design manager’s calculations and decisions. If a rolling stock building enterprise was responsible for its production and withdrew its rejects, we would not need the complicated multi-level certification system. Nowadays, RZD takes wagons off the line and sends them to be completed properly. Until the manufacturer is interested in the fair and correct approach, everything will remain the same.
interview By Maria Shevchenko
[~DETAIL_TEXT] => the Problems of accelerated amortisation
– Mr Kirzhner, you are in charge of the new locomotives in RZD. Could you comment on the current state of the company’s locomotive park? What are the trends in the sector nowadays? Do they differ from those 10-20 years ago?
– In the mid 1980-s, the Soviet Union had a whole industry for locomotive manufacturing. The total project capacity of the plants was approximately 2,000 units per annum. And in 1985, the country was able to replace all the deteriorated locomotives with new ones. After the collapse of the USSR, a number of locomotive plants turned out to be outside Russia, i.e. Lugansk Plant (the project capacity in 1,500 sections per annum), Tbilisi Plant (the project capacity is 250 electric locomotives per annum); and the supplies of Czech shunting and passenger units stopped, etc. As a result, RZD faced a problem, which had been earlier reviewed by three ministries. It needed a lot of attention and investments, but the company could give do this only in 2007, when over 400 units of rolling stock were purchased. No other country in the world has such rates of growth in the railway machine-building sector.
Nowadays, the machine-building sector is well developed, and RZD will receive modern rolling stock in the near future. We plan to support the purchase of locomotives till 2030 at the current level, thus, stimulating the output of the plants producing this machinery.
– What is the degree of deterioration of the locomotive park? What are the main problems in the sector?
– The situation is not as bad as it may seem. We do have some problems with a number of machines, for which the decision on accelerated amortisation was made in the 1980-s, and the producers had to declare a shorter life cycle than the real one. That is why I can say that level of the rolling stock park ageing is admissible as well as in many other European states. For example, the share of new generation in the pulling machinery in Germany is just 25%, and there are working locomotives that were made in 1956. They were modernised, but the framework of the electric locomotive was not replaced. We are doing the same thing – leaving the framework of a rolling stock unit, we can replace the diesel, devices, implement a microprocessor control system, fulfill overall repair of the driving motor.
It is worth mentioning that today we observe no problems with the number of enterprises operating in the machine-building sector, and there is no shortage of staff there. On the other hand, there is a problem of machines and equipment ageing at the plants. Few machines are bought, and the purchases are sporadic. That is why the production quality at the plants may be not high enough. However, all these difficulties may be overcome.
a National manufacturer is a priority
– What should be the base of competition between machine-building companies in the Russian market?
– When speaking of competition, we should not forget about the quality of production. The technical parameters of a locomotive are very important. For example, the Czech electric locomotive ChS2 was developed more than 50 years ago, and we have repaired it several times. Today, the number of breakdowns of the first type (so-called “flaws”) does not exceed one per 2.5 million kilometres. No new European locomotive has such figures! Meanwhile, speaking of the international norms and reliability parameters, in the Moskva-Sortirovochnaya depot (which maintains over 100 electric locomotives) nearly 90 fast trains arrive behind the schedule by an hour or even more. And these are declared reliability parameters. One breakdown may occur after 300,000 kilometres, i.e. three flaws per one million kilometers, so the results of our own old locomotive are eight-fold better. We have 400 km sections, where there is no depot. What do we do if a locomotive stops in the middle of such a section? What will passengers tell us?
We cannot be compared with Europe, and we must not. There are neither such distances and operating modes in Europe, nor Russian norms, which are not bad at all. Meanwhile, the climate there is also different. And the Europeans are not always able to understand what the Russian climate is like.
– Do you think it is worth upgrading the existing locomotives by installing import components – modern diesel engines and other equipment made by foreign manufacturers?
– We have already discussed that not all production of European companies can stand the Russian climate and meet our norms and standards. For example, EP2K is a good electric locomotive, but we had to withdraw 27 units from service in February 2009. The reason for this was the failure of current collecting devices produced by Siemens. It was written on the device’s lifting system that it can work at -40C, and the failure occurred at -22C. The producers began to search for a substitute for their production, but it took some time, and our passenger locomotives idled. The second lot of devices arrived, and they stopped functioning at -27C. It was only in November that Siemens delivered new products, which worked properly.
If these devices had been made in Russia, we could have received the substitute much faster. That is why you should think twice before adding foreign elaborations to Russian machinery. All in all, speaking about components, this is the weakest point. Nowadays, the share of failures caused by low-quality components is the largest one. Of that, 50% are the fault of the selectors, 30% - of the producer, and 20% because of the way they are used.
Also, we should keep in mind that Russian railway network is a strategic object, which is why new technologies and innovations should be produced in Russia and be a national product. Perhaps, the first machine will be a failure. But we purchase hundreds locomotives annually, which means that we guarantee a stable demand. Naturally, we need to interact with foreign companies to upgrade the manufacturing process and to master new technologies… but it is not good, when a locomotive is withdrawn from service, and to repair it we need to call experts from Switzerland!
Take Toyota as a model
– The project of the first Russian high-speed train “Sokol” was not completed, and now we have to purchase imported rolling stock. Do you think that Russia could have its own high-speed train if this project had been a success?
– The first electric locomotives with asynchronous motor drive were Russian. And ER-200 – one of the first elaborations in the fast rolling stock sector was developed by Russian research institutes. Our misfortune is that, after a trial model was constructed, the scientists and practical men did not complete the project. “Sokol” turned out in the same way. It was not a bad train, it just had some defects that were to be corrected. And then there arose the issue of organising serial production. The plants, which existed in the USSR at that time, were not able to produce such wagons and trains. A new plant was needed, but we could hardly attract in those days the huge state subsides required.
Nowadays, we face the issue of organising high-speed communication on the line St. Petersburg – Moscow – Nizhny Novgorod and purchasing rolling stock for it. One should understand that the traffic on this line is combined, and the speed amounts to 200 kph only and not along its entirety. There are special tracks for high-speed trains in Europe. And freight trains run there at a speed of 140 kph, and electric locomotives with a capacity of 6,400 kilovolt pull trains weighing 2,000 tons. In Russia, the unified norm for a cargo train is 6,000-9,000 tons, i.e. the parameters are completely different. Today we need high-speed trains, so we purchased eight trains and concluded with our German partners a 30-year contract on maintenance. It was rather expensive, but if there is a failure, our colleagues will solve the problem. If we had needed 70 such trains, a JV would have been launched in Russia to produce them.
– I think, here we should speak about certification. On the one hand, it provides safety. On the other hand, it prevents fast implementation of new technologies. Don’t you consider the Russian process too lengthy and full of bureaucracy and dragged out?
– A year-and-a-half ago I was not of a high opinion on the bureaucracy in the certification system. Today, I see it as one of a few factors restraining the supply of low-quality production to RZD’s network. Chief design managers working for different enterprises in the machine-building sector depend on the wishes of the shareholders. If a shareholder says “we need to do this”, it will be done, otherwise the chief design manager will be discarded. We do not have such an institute of chief design managers as there is in the industrial-military sector or in the aerospace industry, where the technology is developed to meet the chief design manager’s calculations and decisions. If a rolling stock building enterprise was responsible for its production and withdrew its rejects, we would not need the complicated multi-level certification system. Nowadays, RZD takes wagons off the line and sends them to be completed properly. Until the manufacturer is interested in the fair and correct approach, everything will remain the same.
interview By Maria Shevchenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[~PREVIEW_TEXT] => The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6363
[~CODE] => 6363
[EXTERNAL_ID] => 6363
[~EXTERNAL_ID] => 6363
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111135:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_META_KEYWORDS] => friendship with foreign rolling stock producers should be treated with caution
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/26.jpg" border="1" alt=" " hspace="5" width="300" height="233" align="left" />The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[ELEMENT_META_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_META_KEYWORDS] => friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/26.jpg" border="1" alt=" " hspace="5" width="300" height="233" align="left" />The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[SECTION_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_DETAIL_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
)
)
Array
(
[ID] => 111135
[~ID] => 111135
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Friendship with foreign rolling stock producers should be treated with caution
[~NAME] => Friendship with foreign rolling stock producers should be treated with caution
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6363/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6363/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => the Problems of accelerated amortisation
– Mr Kirzhner, you are in charge of the new locomotives in RZD. Could you comment on the current state of the company’s locomotive park? What are the trends in the sector nowadays? Do they differ from those 10-20 years ago?
– In the mid 1980-s, the Soviet Union had a whole industry for locomotive manufacturing. The total project capacity of the plants was approximately 2,000 units per annum. And in 1985, the country was able to replace all the deteriorated locomotives with new ones. After the collapse of the USSR, a number of locomotive plants turned out to be outside Russia, i.e. Lugansk Plant (the project capacity in 1,500 sections per annum), Tbilisi Plant (the project capacity is 250 electric locomotives per annum); and the supplies of Czech shunting and passenger units stopped, etc. As a result, RZD faced a problem, which had been earlier reviewed by three ministries. It needed a lot of attention and investments, but the company could give do this only in 2007, when over 400 units of rolling stock were purchased. No other country in the world has such rates of growth in the railway machine-building sector.
Nowadays, the machine-building sector is well developed, and RZD will receive modern rolling stock in the near future. We plan to support the purchase of locomotives till 2030 at the current level, thus, stimulating the output of the plants producing this machinery.
– What is the degree of deterioration of the locomotive park? What are the main problems in the sector?
– The situation is not as bad as it may seem. We do have some problems with a number of machines, for which the decision on accelerated amortisation was made in the 1980-s, and the producers had to declare a shorter life cycle than the real one. That is why I can say that level of the rolling stock park ageing is admissible as well as in many other European states. For example, the share of new generation in the pulling machinery in Germany is just 25%, and there are working locomotives that were made in 1956. They were modernised, but the framework of the electric locomotive was not replaced. We are doing the same thing – leaving the framework of a rolling stock unit, we can replace the diesel, devices, implement a microprocessor control system, fulfill overall repair of the driving motor.
It is worth mentioning that today we observe no problems with the number of enterprises operating in the machine-building sector, and there is no shortage of staff there. On the other hand, there is a problem of machines and equipment ageing at the plants. Few machines are bought, and the purchases are sporadic. That is why the production quality at the plants may be not high enough. However, all these difficulties may be overcome.
a National manufacturer is a priority
– What should be the base of competition between machine-building companies in the Russian market?
– When speaking of competition, we should not forget about the quality of production. The technical parameters of a locomotive are very important. For example, the Czech electric locomotive ChS2 was developed more than 50 years ago, and we have repaired it several times. Today, the number of breakdowns of the first type (so-called “flaws”) does not exceed one per 2.5 million kilometres. No new European locomotive has such figures! Meanwhile, speaking of the international norms and reliability parameters, in the Moskva-Sortirovochnaya depot (which maintains over 100 electric locomotives) nearly 90 fast trains arrive behind the schedule by an hour or even more. And these are declared reliability parameters. One breakdown may occur after 300,000 kilometres, i.e. three flaws per one million kilometers, so the results of our own old locomotive are eight-fold better. We have 400 km sections, where there is no depot. What do we do if a locomotive stops in the middle of such a section? What will passengers tell us?
We cannot be compared with Europe, and we must not. There are neither such distances and operating modes in Europe, nor Russian norms, which are not bad at all. Meanwhile, the climate there is also different. And the Europeans are not always able to understand what the Russian climate is like.
– Do you think it is worth upgrading the existing locomotives by installing import components – modern diesel engines and other equipment made by foreign manufacturers?
– We have already discussed that not all production of European companies can stand the Russian climate and meet our norms and standards. For example, EP2K is a good electric locomotive, but we had to withdraw 27 units from service in February 2009. The reason for this was the failure of current collecting devices produced by Siemens. It was written on the device’s lifting system that it can work at -40C, and the failure occurred at -22C. The producers began to search for a substitute for their production, but it took some time, and our passenger locomotives idled. The second lot of devices arrived, and they stopped functioning at -27C. It was only in November that Siemens delivered new products, which worked properly.
If these devices had been made in Russia, we could have received the substitute much faster. That is why you should think twice before adding foreign elaborations to Russian machinery. All in all, speaking about components, this is the weakest point. Nowadays, the share of failures caused by low-quality components is the largest one. Of that, 50% are the fault of the selectors, 30% - of the producer, and 20% because of the way they are used.
Also, we should keep in mind that Russian railway network is a strategic object, which is why new technologies and innovations should be produced in Russia and be a national product. Perhaps, the first machine will be a failure. But we purchase hundreds locomotives annually, which means that we guarantee a stable demand. Naturally, we need to interact with foreign companies to upgrade the manufacturing process and to master new technologies… but it is not good, when a locomotive is withdrawn from service, and to repair it we need to call experts from Switzerland!
Take Toyota as a model
– The project of the first Russian high-speed train “Sokol” was not completed, and now we have to purchase imported rolling stock. Do you think that Russia could have its own high-speed train if this project had been a success?
– The first electric locomotives with asynchronous motor drive were Russian. And ER-200 – one of the first elaborations in the fast rolling stock sector was developed by Russian research institutes. Our misfortune is that, after a trial model was constructed, the scientists and practical men did not complete the project. “Sokol” turned out in the same way. It was not a bad train, it just had some defects that were to be corrected. And then there arose the issue of organising serial production. The plants, which existed in the USSR at that time, were not able to produce such wagons and trains. A new plant was needed, but we could hardly attract in those days the huge state subsides required.
Nowadays, we face the issue of organising high-speed communication on the line St. Petersburg – Moscow – Nizhny Novgorod and purchasing rolling stock for it. One should understand that the traffic on this line is combined, and the speed amounts to 200 kph only and not along its entirety. There are special tracks for high-speed trains in Europe. And freight trains run there at a speed of 140 kph, and electric locomotives with a capacity of 6,400 kilovolt pull trains weighing 2,000 tons. In Russia, the unified norm for a cargo train is 6,000-9,000 tons, i.e. the parameters are completely different. Today we need high-speed trains, so we purchased eight trains and concluded with our German partners a 30-year contract on maintenance. It was rather expensive, but if there is a failure, our colleagues will solve the problem. If we had needed 70 such trains, a JV would have been launched in Russia to produce them.
– I think, here we should speak about certification. On the one hand, it provides safety. On the other hand, it prevents fast implementation of new technologies. Don’t you consider the Russian process too lengthy and full of bureaucracy and dragged out?
– A year-and-a-half ago I was not of a high opinion on the bureaucracy in the certification system. Today, I see it as one of a few factors restraining the supply of low-quality production to RZD’s network. Chief design managers working for different enterprises in the machine-building sector depend on the wishes of the shareholders. If a shareholder says “we need to do this”, it will be done, otherwise the chief design manager will be discarded. We do not have such an institute of chief design managers as there is in the industrial-military sector or in the aerospace industry, where the technology is developed to meet the chief design manager’s calculations and decisions. If a rolling stock building enterprise was responsible for its production and withdrew its rejects, we would not need the complicated multi-level certification system. Nowadays, RZD takes wagons off the line and sends them to be completed properly. Until the manufacturer is interested in the fair and correct approach, everything will remain the same.
interview By Maria Shevchenko
[~DETAIL_TEXT] => the Problems of accelerated amortisation
– Mr Kirzhner, you are in charge of the new locomotives in RZD. Could you comment on the current state of the company’s locomotive park? What are the trends in the sector nowadays? Do they differ from those 10-20 years ago?
– In the mid 1980-s, the Soviet Union had a whole industry for locomotive manufacturing. The total project capacity of the plants was approximately 2,000 units per annum. And in 1985, the country was able to replace all the deteriorated locomotives with new ones. After the collapse of the USSR, a number of locomotive plants turned out to be outside Russia, i.e. Lugansk Plant (the project capacity in 1,500 sections per annum), Tbilisi Plant (the project capacity is 250 electric locomotives per annum); and the supplies of Czech shunting and passenger units stopped, etc. As a result, RZD faced a problem, which had been earlier reviewed by three ministries. It needed a lot of attention and investments, but the company could give do this only in 2007, when over 400 units of rolling stock were purchased. No other country in the world has such rates of growth in the railway machine-building sector.
Nowadays, the machine-building sector is well developed, and RZD will receive modern rolling stock in the near future. We plan to support the purchase of locomotives till 2030 at the current level, thus, stimulating the output of the plants producing this machinery.
– What is the degree of deterioration of the locomotive park? What are the main problems in the sector?
– The situation is not as bad as it may seem. We do have some problems with a number of machines, for which the decision on accelerated amortisation was made in the 1980-s, and the producers had to declare a shorter life cycle than the real one. That is why I can say that level of the rolling stock park ageing is admissible as well as in many other European states. For example, the share of new generation in the pulling machinery in Germany is just 25%, and there are working locomotives that were made in 1956. They were modernised, but the framework of the electric locomotive was not replaced. We are doing the same thing – leaving the framework of a rolling stock unit, we can replace the diesel, devices, implement a microprocessor control system, fulfill overall repair of the driving motor.
It is worth mentioning that today we observe no problems with the number of enterprises operating in the machine-building sector, and there is no shortage of staff there. On the other hand, there is a problem of machines and equipment ageing at the plants. Few machines are bought, and the purchases are sporadic. That is why the production quality at the plants may be not high enough. However, all these difficulties may be overcome.
a National manufacturer is a priority
– What should be the base of competition between machine-building companies in the Russian market?
– When speaking of competition, we should not forget about the quality of production. The technical parameters of a locomotive are very important. For example, the Czech electric locomotive ChS2 was developed more than 50 years ago, and we have repaired it several times. Today, the number of breakdowns of the first type (so-called “flaws”) does not exceed one per 2.5 million kilometres. No new European locomotive has such figures! Meanwhile, speaking of the international norms and reliability parameters, in the Moskva-Sortirovochnaya depot (which maintains over 100 electric locomotives) nearly 90 fast trains arrive behind the schedule by an hour or even more. And these are declared reliability parameters. One breakdown may occur after 300,000 kilometres, i.e. three flaws per one million kilometers, so the results of our own old locomotive are eight-fold better. We have 400 km sections, where there is no depot. What do we do if a locomotive stops in the middle of such a section? What will passengers tell us?
We cannot be compared with Europe, and we must not. There are neither such distances and operating modes in Europe, nor Russian norms, which are not bad at all. Meanwhile, the climate there is also different. And the Europeans are not always able to understand what the Russian climate is like.
– Do you think it is worth upgrading the existing locomotives by installing import components – modern diesel engines and other equipment made by foreign manufacturers?
– We have already discussed that not all production of European companies can stand the Russian climate and meet our norms and standards. For example, EP2K is a good electric locomotive, but we had to withdraw 27 units from service in February 2009. The reason for this was the failure of current collecting devices produced by Siemens. It was written on the device’s lifting system that it can work at -40C, and the failure occurred at -22C. The producers began to search for a substitute for their production, but it took some time, and our passenger locomotives idled. The second lot of devices arrived, and they stopped functioning at -27C. It was only in November that Siemens delivered new products, which worked properly.
If these devices had been made in Russia, we could have received the substitute much faster. That is why you should think twice before adding foreign elaborations to Russian machinery. All in all, speaking about components, this is the weakest point. Nowadays, the share of failures caused by low-quality components is the largest one. Of that, 50% are the fault of the selectors, 30% - of the producer, and 20% because of the way they are used.
Also, we should keep in mind that Russian railway network is a strategic object, which is why new technologies and innovations should be produced in Russia and be a national product. Perhaps, the first machine will be a failure. But we purchase hundreds locomotives annually, which means that we guarantee a stable demand. Naturally, we need to interact with foreign companies to upgrade the manufacturing process and to master new technologies… but it is not good, when a locomotive is withdrawn from service, and to repair it we need to call experts from Switzerland!
Take Toyota as a model
– The project of the first Russian high-speed train “Sokol” was not completed, and now we have to purchase imported rolling stock. Do you think that Russia could have its own high-speed train if this project had been a success?
– The first electric locomotives with asynchronous motor drive were Russian. And ER-200 – one of the first elaborations in the fast rolling stock sector was developed by Russian research institutes. Our misfortune is that, after a trial model was constructed, the scientists and practical men did not complete the project. “Sokol” turned out in the same way. It was not a bad train, it just had some defects that were to be corrected. And then there arose the issue of organising serial production. The plants, which existed in the USSR at that time, were not able to produce such wagons and trains. A new plant was needed, but we could hardly attract in those days the huge state subsides required.
Nowadays, we face the issue of organising high-speed communication on the line St. Petersburg – Moscow – Nizhny Novgorod and purchasing rolling stock for it. One should understand that the traffic on this line is combined, and the speed amounts to 200 kph only and not along its entirety. There are special tracks for high-speed trains in Europe. And freight trains run there at a speed of 140 kph, and electric locomotives with a capacity of 6,400 kilovolt pull trains weighing 2,000 tons. In Russia, the unified norm for a cargo train is 6,000-9,000 tons, i.e. the parameters are completely different. Today we need high-speed trains, so we purchased eight trains and concluded with our German partners a 30-year contract on maintenance. It was rather expensive, but if there is a failure, our colleagues will solve the problem. If we had needed 70 such trains, a JV would have been launched in Russia to produce them.
– I think, here we should speak about certification. On the one hand, it provides safety. On the other hand, it prevents fast implementation of new technologies. Don’t you consider the Russian process too lengthy and full of bureaucracy and dragged out?
– A year-and-a-half ago I was not of a high opinion on the bureaucracy in the certification system. Today, I see it as one of a few factors restraining the supply of low-quality production to RZD’s network. Chief design managers working for different enterprises in the machine-building sector depend on the wishes of the shareholders. If a shareholder says “we need to do this”, it will be done, otherwise the chief design manager will be discarded. We do not have such an institute of chief design managers as there is in the industrial-military sector or in the aerospace industry, where the technology is developed to meet the chief design manager’s calculations and decisions. If a rolling stock building enterprise was responsible for its production and withdrew its rejects, we would not need the complicated multi-level certification system. Nowadays, RZD takes wagons off the line and sends them to be completed properly. Until the manufacturer is interested in the fair and correct approach, everything will remain the same.
interview By Maria Shevchenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[~PREVIEW_TEXT] => The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6363
[~CODE] => 6363
[EXTERNAL_ID] => 6363
[~EXTERNAL_ID] => 6363
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111135:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111135:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_META_KEYWORDS] => friendship with foreign rolling stock producers should be treated with caution
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/26.jpg" border="1" alt=" " hspace="5" width="300" height="233" align="left" />The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[ELEMENT_META_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_META_KEYWORDS] => friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/26.jpg" border="1" alt=" " hspace="5" width="300" height="233" align="left" />The RZD-Partner International magazine asked David Kirzhner, Deputy Head of the RZD Technical Policy Department, to comment on the situation with the locomotive park, the prospects of cooperation with foreign producers of rolling stock, and the difference in the approaches to rolling stock manufacture and exploitation in Russia and other states.
[SECTION_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_DETAIL_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Friendship with foreign rolling stock producers should be treated with caution
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Friendship with foreign rolling stock producers should be treated with caution
)
)
Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?Array
(
[ID] => 111134
[~ID] => 111134
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Tank wagons: Consumer demand has rolled away
[~NAME] => Tank wagons: Consumer demand has rolled away
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6362/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6362/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Whose fleet is stronger?
The most prominent owners of oil tanks in Russia are: The First Cargo Company, Transoil, OTEKO, Globaltrans, BaltTransService (BTS), Gazpromtrans, “LUKOIL-Trans” and UTS.
The First Cargo Company has the largest wagon tank fleet - 75,000 units, and more than 5,000 of them were purchased in 2008 and 2009. Thus, a contract to supply 627 tanks for transporting the Azovmash’s viscous oil products was already concluded in December 2007. However, in 2009 Roslavl VRZ obtained a conformity certificate to manufacture tanks of a similar type, and after that The First Cargo Company signed a contract to supply 300 units specifically from the Russian factory. In addition, 1,651 oil and petrol tanks manufactured by Uralvagonzavod were purchased in 2008, and the purchase of another 2,000 wagons followed in 2009. Finally, 525 oil and petrol tanks and 120 sulphuric acid tanks were purchased last year from Ruzhimmash.
Currently, 27,000 railcars are operated by Transoil, and this number is to grow to at leat 36,000 in 2010, or even to 39,000, including acquisitions of new rolling stock. In 2009, after a long break, the company bought more than 3,500 tank wagons. Thus, Transoil currently has approximately 8,500 tank wagons.
OTEKO owns a fleet of tank wagons numbering 14,700 units. All of them were purchased before 2007, and purchases have not been planned by the company in 2010 either.
BaltTransServise has 6,579 tank wagons and another 2,193 are rented. Most recent purchases of new rolling stock were made by this company in 2004. In 2006 and 2007 more than 1,000 steam-heated oil and petrol tanks were purchased, but this purchase was made on the second-hand market. Those wagons were produced by Uralvagonzavod in the period from 2002 to 2005. Although the first contract was signed in the end of 2008 to purchase 1,500 tank wagons produced by Ruzaevsky VRZ, BTS did not acquire them as a result.
The company explained this by the fact that the Russian government had not provided them with the promised effective measures, such as supporting domestic wagon manufacturers and operators with large operators’ orders on the one hand, and loans on concessional terms for operators on the other. BTS recognises that sometimes they experience shortages in rolling stock. But, given the periodicity of growth and decline in traffic, additional tanks are brought in under long-term or short-term lease conditions.
The current traffic figures, and the fact that BTS already has a sufficient number of its own tanks, affords this company a certain optimism in its intentions to buy an additional 300 or 400 tank wagons in 2010 for both light and dark oil products.
We must not forget that the integration of BaltTransService and Globaltrans took place in 2009. The latter became the owner of a half of BTS, which had been wholly owned before by Transportation Investment Holdings Limited (TIHL), the majority shareholder of Globaltrans. As a result, Globaltrans added the fleet of BTS to its own 10,000-unit fleet, and thus became the second-largest owner of railway tank cars in Russia after The First Cargo Company.
Gazpromtrans has about 24,000 railcars to manage. Of them, 5,000 are gas tanks, 2,000 are gondolas, and the rest are petrol tanks. About 4,000 units are rented, while the rest are owned, and half of this quantity is leased out. Gaspromtrans did not take advantage of the recent governmental decision to subsidise the leasing interest rate because the company did not acquire any new rolling stock and the rate in the previous contracts was acceptable. The entire fleet of tanks was acquired by Gazpromtrans before 2007. If the company plans any purchases in the near future, it will be only gondolas, and as regards tanks, so far there is no shortage of this type.
Currently, 12,904 tanks are under the management of UTS, including 1,088 of their own wagons, while the rest are rented. Over the past three years, the park has been enlarged very gradually. In 2007 and 2008, the company acquired 24 tank wagons of the series 15-1226 to transport sulphuric acid produced by Ruzkhimmash, 64 similar tanks were ordered from the same plant in 2009, and there are no plans to purchase rolling stock in 2010.
Buy, but keep an eye on quality
In early 2009, prices for new tank wagons more than halved, compared with 2008, and then, over the course of the year, their growth figure was only between RUR 50,000 and RUR 100,000. Thus, in December 2009, Ruzhimmash offered a tank wagon to transport light oil for RUR 1.3 million, RUR 1.35 million for petrol, and RUR 1.4 million to transport viscous oil.
These figures are relevant for other wagon plants too. These prices were competitive compared to those from other manufacturers in CIS. countries. This is confirmed by the fact that all the largest domestic owners we surveyed who bought new tank wagons in 2009 made such purchases only from domestic manufacturers.
Regarding the forecast for 2010, the wagon-builders are inclined to believe that the price of new tank wagons will be slightly increased, but only at the rate of inflation..
It is quite difficult to speak about the overall purchasing capacity of transport companies. Some of them purchased most of their tank wagons before the recession, therefore now they care only about the costs of their operation. Others acquired this type of rolling stock using various schemes (such as payment upon delivery, bank credit, delayed payment and, finally, leasing).
Many small operators left the market during the financial crisis precisely because of the financial terms of their contracts with the credit companies. Currently, the market is growing a little, which is happening due to rising oil prices. The profitability of transporting LPG is growing at a slower rate though. RZD estimated that the total railway wagon market will be worth $ 4 billion next year, of which about $ 900 million refers to tank wagons (with consideration of the CIS market).
Experts say that the main trends in 2009 were consolidation of carriers due to a wash-out of small and medium-sized companies, and also the diversification of business. Russia produced far fewer tank wagons in 2009 than in previous years. Tough financial conditions have not yet made it possible for the state’s support to start bearing fruit in this sector. Recent developments are related to the considerably reduced interest rate, and this allows us to hope that in 2010, the main trend will be an increase in purchase orders for transportation and for the construction of new tank wagons.
According to various estimates, an optimal value for annual fleet update is from 13,000 to15,000 tank wagons a year. Alexander Filimonov, Expert from Business Systems Development, believes that the growth of production in 2010 will be at least between 6,000 and 7,000 tanks.
Some market participants have big doubts as to whether they need to buy tank wagons in the unstable market conditions. Such purchases are useful for those who have it on agenda to renew their fleet. And also, there are many operating companies which have brand new wagons ... Yes, the price is more than attractive now, but buyers have a reason to be interested in the financial position of wagon plants too, as most of them are in debt, and some are close to bankruptcy.
Here we recall Uralvagonzavod, which owes almost $102 million to Alfa-Bank. The delay in payments was taken to court. Two scenarios appeared immediately. The first one was a forced withdrawal of the required amount from the UVZ account, and another one is that the enterprise goes bankrupt, which is unlikely, given the status of the plant. The latter scenario was confirmed by the fact that Prime Minister Vladimir Putin visited the plant in December 2009.
The plant will be provided with additional state support. Back in September 2009, a decree was issued to increase the UVZ authorised capital by issuing RUR 4.4 billion of additional shares, and in the first quarter of 2010, the Government of Russia will add an additional RUR10 billion to the authorised capital of the company. Generally speaking, given the current negative situation in domestic factories, buying new wagons may bring a loss of money. In addition, it is likely that prices will become higher in 2010, before the market can adopt this situation.
An especially relevant issue now (and will be in post-crisis times) is security. There is an opinion that questions over poor quality metal, damaged products, etc., will not disappear, but rather the contrary. It often happened before that new tanks came to stations with multiple defects (a lot of welding had to be done upon their receipt), which could be explained by the race for quantity in the growing market. But now a low-quality metal can be also used, as well as different unsold stock parts lying around in the warehouses.
This can be judged as a consequence of the financial distress which affected the wagon-building sector. For this reason, some companies have decided to abandon the idea of buying new tanks, and prefer to focus on the second-hand market.
Another opinion is also widespread, that in five years the rolling stock market will face an overproduction of tanks. A stable demand for this type of rolling stock stimulates investments. If the market really becomes redundant, shipping rates will fall, especially in conditions of growing competition with pipeline transport. Meanwhile, the main point is that operating companies and wagon-building plants have lived through a difficult time in 2009 and have enough reasons to expect this year to be more successful.
by Elena Ushkova
viewpoint
Sergei Markov
Executive Director of Yukos-Transservice (UTS):
– The purchasing power of Russian transport companies has decreased in the crisis conditions, but it has not forgotten that it is necessary to acquire new tank wagons. The companies’ financial opportunities to acquire this type of rolling stock are gradually returning to pre-crisis levels. Success in this work is proportional to the number of wagons owned. Having rolling stock in property, you can dictate your terms on the transport market.
Vladimir Sosipatorov
Deputy General Director for Commerce at The First Cargo Company:
– Oil freight transport is a very ambiguous market, therefore, so far, we are not planning investments to grow the park, we shall only update available one. Now our challenge is to bring traffic volumes in line with our wagon share in the total tank park. We have a 27% to 28% share of the fleet and 22% of the market, which means that we have to grow our traffic by 5%-7%. Competition in the transportation of oil cargoes is fierce, and PGK was the last company who entered it. Therefore, our main current goal is to develop new markets. The company aims to strengthen its position, particularly in the C.I.S. countries first of all, and also to explore the markets of Afghanistan and Iran.
Rafael Shamsiev
Head of BalttransServise Wagon Department:
– The quality of new wagons, which depends directly on the production quality of basic units and parts (first of all, casting elements of freight bogies, wheel sets, etc.), is not satisfactory. Also, the latest achievements of science do not always have a positive effect on the qualitative indicators of new technical units.
For example, absorbing elastomeric-type vehicles, which have been put into operation since 2000-2003, are not suitable to be used in today’s conditions, in spite of all its effectiveness (again, from a scientific point of view, but not practical). Inability to carry out repairs at wagon-repair enterprises, as well as availability of only two manufacturers, can only lead to an increase in the already high costs of elastomeric devices. (Now the price of an absorbing apparatus of spring-friction type is from RUR 8,000 to RUR 9,000 per unit, and more than USD 1,000 is the price for an absorbing elastomeric-type device). The company has already incurred the costs of replacing more than 1,000 rejected elastomeric devices. And this is after wagons worked on average only a little more than four years after construction.
Alexander Filimonov
Expert from Business System Development:
– The tank wagon production market is quite monopolised, therefore we can talk about price competition only in very relative terms. I believe that leasing has several advantages today, in the current financial conditions, such as saving of funds, which are very scarce when interest rates are high, the use of tax relief on the loan, a reduction in income tax, etc.
However, banks will be interested in such schemes only when working with large owners or operators of rolling stock, otherwise risks will cause higher interest rates, which is not attractive for borrowers.
High demand for tank wagons will be a slowing factor in their modernisation. On the other hand, some plants which have never produced tanks, will start exploring this market. This will increase competition and, consequently, product quality, although changing a production range is quite a long process.
[~DETAIL_TEXT] => Whose fleet is stronger?
The most prominent owners of oil tanks in Russia are: The First Cargo Company, Transoil, OTEKO, Globaltrans, BaltTransService (BTS), Gazpromtrans, “LUKOIL-Trans” and UTS.
The First Cargo Company has the largest wagon tank fleet - 75,000 units, and more than 5,000 of them were purchased in 2008 and 2009. Thus, a contract to supply 627 tanks for transporting the Azovmash’s viscous oil products was already concluded in December 2007. However, in 2009 Roslavl VRZ obtained a conformity certificate to manufacture tanks of a similar type, and after that The First Cargo Company signed a contract to supply 300 units specifically from the Russian factory. In addition, 1,651 oil and petrol tanks manufactured by Uralvagonzavod were purchased in 2008, and the purchase of another 2,000 wagons followed in 2009. Finally, 525 oil and petrol tanks and 120 sulphuric acid tanks were purchased last year from Ruzhimmash.
Currently, 27,000 railcars are operated by Transoil, and this number is to grow to at leat 36,000 in 2010, or even to 39,000, including acquisitions of new rolling stock. In 2009, after a long break, the company bought more than 3,500 tank wagons. Thus, Transoil currently has approximately 8,500 tank wagons.
OTEKO owns a fleet of tank wagons numbering 14,700 units. All of them were purchased before 2007, and purchases have not been planned by the company in 2010 either.
BaltTransServise has 6,579 tank wagons and another 2,193 are rented. Most recent purchases of new rolling stock were made by this company in 2004. In 2006 and 2007 more than 1,000 steam-heated oil and petrol tanks were purchased, but this purchase was made on the second-hand market. Those wagons were produced by Uralvagonzavod in the period from 2002 to 2005. Although the first contract was signed in the end of 2008 to purchase 1,500 tank wagons produced by Ruzaevsky VRZ, BTS did not acquire them as a result.
The company explained this by the fact that the Russian government had not provided them with the promised effective measures, such as supporting domestic wagon manufacturers and operators with large operators’ orders on the one hand, and loans on concessional terms for operators on the other. BTS recognises that sometimes they experience shortages in rolling stock. But, given the periodicity of growth and decline in traffic, additional tanks are brought in under long-term or short-term lease conditions.
The current traffic figures, and the fact that BTS already has a sufficient number of its own tanks, affords this company a certain optimism in its intentions to buy an additional 300 or 400 tank wagons in 2010 for both light and dark oil products.
We must not forget that the integration of BaltTransService and Globaltrans took place in 2009. The latter became the owner of a half of BTS, which had been wholly owned before by Transportation Investment Holdings Limited (TIHL), the majority shareholder of Globaltrans. As a result, Globaltrans added the fleet of BTS to its own 10,000-unit fleet, and thus became the second-largest owner of railway tank cars in Russia after The First Cargo Company.
Gazpromtrans has about 24,000 railcars to manage. Of them, 5,000 are gas tanks, 2,000 are gondolas, and the rest are petrol tanks. About 4,000 units are rented, while the rest are owned, and half of this quantity is leased out. Gaspromtrans did not take advantage of the recent governmental decision to subsidise the leasing interest rate because the company did not acquire any new rolling stock and the rate in the previous contracts was acceptable. The entire fleet of tanks was acquired by Gazpromtrans before 2007. If the company plans any purchases in the near future, it will be only gondolas, and as regards tanks, so far there is no shortage of this type.
Currently, 12,904 tanks are under the management of UTS, including 1,088 of their own wagons, while the rest are rented. Over the past three years, the park has been enlarged very gradually. In 2007 and 2008, the company acquired 24 tank wagons of the series 15-1226 to transport sulphuric acid produced by Ruzkhimmash, 64 similar tanks were ordered from the same plant in 2009, and there are no plans to purchase rolling stock in 2010.
Buy, but keep an eye on quality
In early 2009, prices for new tank wagons more than halved, compared with 2008, and then, over the course of the year, their growth figure was only between RUR 50,000 and RUR 100,000. Thus, in December 2009, Ruzhimmash offered a tank wagon to transport light oil for RUR 1.3 million, RUR 1.35 million for petrol, and RUR 1.4 million to transport viscous oil.
These figures are relevant for other wagon plants too. These prices were competitive compared to those from other manufacturers in CIS. countries. This is confirmed by the fact that all the largest domestic owners we surveyed who bought new tank wagons in 2009 made such purchases only from domestic manufacturers.
Regarding the forecast for 2010, the wagon-builders are inclined to believe that the price of new tank wagons will be slightly increased, but only at the rate of inflation..
It is quite difficult to speak about the overall purchasing capacity of transport companies. Some of them purchased most of their tank wagons before the recession, therefore now they care only about the costs of their operation. Others acquired this type of rolling stock using various schemes (such as payment upon delivery, bank credit, delayed payment and, finally, leasing).
Many small operators left the market during the financial crisis precisely because of the financial terms of their contracts with the credit companies. Currently, the market is growing a little, which is happening due to rising oil prices. The profitability of transporting LPG is growing at a slower rate though. RZD estimated that the total railway wagon market will be worth $ 4 billion next year, of which about $ 900 million refers to tank wagons (with consideration of the CIS market).
Experts say that the main trends in 2009 were consolidation of carriers due to a wash-out of small and medium-sized companies, and also the diversification of business. Russia produced far fewer tank wagons in 2009 than in previous years. Tough financial conditions have not yet made it possible for the state’s support to start bearing fruit in this sector. Recent developments are related to the considerably reduced interest rate, and this allows us to hope that in 2010, the main trend will be an increase in purchase orders for transportation and for the construction of new tank wagons.
According to various estimates, an optimal value for annual fleet update is from 13,000 to15,000 tank wagons a year. Alexander Filimonov, Expert from Business Systems Development, believes that the growth of production in 2010 will be at least between 6,000 and 7,000 tanks.
Some market participants have big doubts as to whether they need to buy tank wagons in the unstable market conditions. Such purchases are useful for those who have it on agenda to renew their fleet. And also, there are many operating companies which have brand new wagons ... Yes, the price is more than attractive now, but buyers have a reason to be interested in the financial position of wagon plants too, as most of them are in debt, and some are close to bankruptcy.
Here we recall Uralvagonzavod, which owes almost $102 million to Alfa-Bank. The delay in payments was taken to court. Two scenarios appeared immediately. The first one was a forced withdrawal of the required amount from the UVZ account, and another one is that the enterprise goes bankrupt, which is unlikely, given the status of the plant. The latter scenario was confirmed by the fact that Prime Minister Vladimir Putin visited the plant in December 2009.
The plant will be provided with additional state support. Back in September 2009, a decree was issued to increase the UVZ authorised capital by issuing RUR 4.4 billion of additional shares, and in the first quarter of 2010, the Government of Russia will add an additional RUR10 billion to the authorised capital of the company. Generally speaking, given the current negative situation in domestic factories, buying new wagons may bring a loss of money. In addition, it is likely that prices will become higher in 2010, before the market can adopt this situation.
An especially relevant issue now (and will be in post-crisis times) is security. There is an opinion that questions over poor quality metal, damaged products, etc., will not disappear, but rather the contrary. It often happened before that new tanks came to stations with multiple defects (a lot of welding had to be done upon their receipt), which could be explained by the race for quantity in the growing market. But now a low-quality metal can be also used, as well as different unsold stock parts lying around in the warehouses.
This can be judged as a consequence of the financial distress which affected the wagon-building sector. For this reason, some companies have decided to abandon the idea of buying new tanks, and prefer to focus on the second-hand market.
Another opinion is also widespread, that in five years the rolling stock market will face an overproduction of tanks. A stable demand for this type of rolling stock stimulates investments. If the market really becomes redundant, shipping rates will fall, especially in conditions of growing competition with pipeline transport. Meanwhile, the main point is that operating companies and wagon-building plants have lived through a difficult time in 2009 and have enough reasons to expect this year to be more successful.
by Elena Ushkova
viewpoint
Sergei Markov
Executive Director of Yukos-Transservice (UTS):
– The purchasing power of Russian transport companies has decreased in the crisis conditions, but it has not forgotten that it is necessary to acquire new tank wagons. The companies’ financial opportunities to acquire this type of rolling stock are gradually returning to pre-crisis levels. Success in this work is proportional to the number of wagons owned. Having rolling stock in property, you can dictate your terms on the transport market.
Vladimir Sosipatorov
Deputy General Director for Commerce at The First Cargo Company:
– Oil freight transport is a very ambiguous market, therefore, so far, we are not planning investments to grow the park, we shall only update available one. Now our challenge is to bring traffic volumes in line with our wagon share in the total tank park. We have a 27% to 28% share of the fleet and 22% of the market, which means that we have to grow our traffic by 5%-7%. Competition in the transportation of oil cargoes is fierce, and PGK was the last company who entered it. Therefore, our main current goal is to develop new markets. The company aims to strengthen its position, particularly in the C.I.S. countries first of all, and also to explore the markets of Afghanistan and Iran.
Rafael Shamsiev
Head of BalttransServise Wagon Department:
– The quality of new wagons, which depends directly on the production quality of basic units and parts (first of all, casting elements of freight bogies, wheel sets, etc.), is not satisfactory. Also, the latest achievements of science do not always have a positive effect on the qualitative indicators of new technical units.
For example, absorbing elastomeric-type vehicles, which have been put into operation since 2000-2003, are not suitable to be used in today’s conditions, in spite of all its effectiveness (again, from a scientific point of view, but not practical). Inability to carry out repairs at wagon-repair enterprises, as well as availability of only two manufacturers, can only lead to an increase in the already high costs of elastomeric devices. (Now the price of an absorbing apparatus of spring-friction type is from RUR 8,000 to RUR 9,000 per unit, and more than USD 1,000 is the price for an absorbing elastomeric-type device). The company has already incurred the costs of replacing more than 1,000 rejected elastomeric devices. And this is after wagons worked on average only a little more than four years after construction.
Alexander Filimonov
Expert from Business System Development:
– The tank wagon production market is quite monopolised, therefore we can talk about price competition only in very relative terms. I believe that leasing has several advantages today, in the current financial conditions, such as saving of funds, which are very scarce when interest rates are high, the use of tax relief on the loan, a reduction in income tax, etc.
However, banks will be interested in such schemes only when working with large owners or operators of rolling stock, otherwise risks will cause higher interest rates, which is not attractive for borrowers.
High demand for tank wagons will be a slowing factor in their modernisation. On the other hand, some plants which have never produced tanks, will start exploring this market. This will increase competition and, consequently, product quality, although changing a production range is quite a long process.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[~PREVIEW_TEXT] => Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6362
[~CODE] => 6362
[EXTERNAL_ID] => 6362
[~EXTERNAL_ID] => 6362
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111134:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Tank wagons: Consumer demand has rolled away
[SECTION_META_KEYWORDS] => tank wagons: consumer demand has rolled away
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/21.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[ELEMENT_META_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_META_KEYWORDS] => tank wagons: consumer demand has rolled away
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/21.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[SECTION_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[SECTION_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[SECTION_DETAIL_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
)
)
Array
(
[ID] => 111134
[~ID] => 111134
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Tank wagons: Consumer demand has rolled away
[~NAME] => Tank wagons: Consumer demand has rolled away
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6362/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6362/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Whose fleet is stronger?
The most prominent owners of oil tanks in Russia are: The First Cargo Company, Transoil, OTEKO, Globaltrans, BaltTransService (BTS), Gazpromtrans, “LUKOIL-Trans” and UTS.
The First Cargo Company has the largest wagon tank fleet - 75,000 units, and more than 5,000 of them were purchased in 2008 and 2009. Thus, a contract to supply 627 tanks for transporting the Azovmash’s viscous oil products was already concluded in December 2007. However, in 2009 Roslavl VRZ obtained a conformity certificate to manufacture tanks of a similar type, and after that The First Cargo Company signed a contract to supply 300 units specifically from the Russian factory. In addition, 1,651 oil and petrol tanks manufactured by Uralvagonzavod were purchased in 2008, and the purchase of another 2,000 wagons followed in 2009. Finally, 525 oil and petrol tanks and 120 sulphuric acid tanks were purchased last year from Ruzhimmash.
Currently, 27,000 railcars are operated by Transoil, and this number is to grow to at leat 36,000 in 2010, or even to 39,000, including acquisitions of new rolling stock. In 2009, after a long break, the company bought more than 3,500 tank wagons. Thus, Transoil currently has approximately 8,500 tank wagons.
OTEKO owns a fleet of tank wagons numbering 14,700 units. All of them were purchased before 2007, and purchases have not been planned by the company in 2010 either.
BaltTransServise has 6,579 tank wagons and another 2,193 are rented. Most recent purchases of new rolling stock were made by this company in 2004. In 2006 and 2007 more than 1,000 steam-heated oil and petrol tanks were purchased, but this purchase was made on the second-hand market. Those wagons were produced by Uralvagonzavod in the period from 2002 to 2005. Although the first contract was signed in the end of 2008 to purchase 1,500 tank wagons produced by Ruzaevsky VRZ, BTS did not acquire them as a result.
The company explained this by the fact that the Russian government had not provided them with the promised effective measures, such as supporting domestic wagon manufacturers and operators with large operators’ orders on the one hand, and loans on concessional terms for operators on the other. BTS recognises that sometimes they experience shortages in rolling stock. But, given the periodicity of growth and decline in traffic, additional tanks are brought in under long-term or short-term lease conditions.
The current traffic figures, and the fact that BTS already has a sufficient number of its own tanks, affords this company a certain optimism in its intentions to buy an additional 300 or 400 tank wagons in 2010 for both light and dark oil products.
We must not forget that the integration of BaltTransService and Globaltrans took place in 2009. The latter became the owner of a half of BTS, which had been wholly owned before by Transportation Investment Holdings Limited (TIHL), the majority shareholder of Globaltrans. As a result, Globaltrans added the fleet of BTS to its own 10,000-unit fleet, and thus became the second-largest owner of railway tank cars in Russia after The First Cargo Company.
Gazpromtrans has about 24,000 railcars to manage. Of them, 5,000 are gas tanks, 2,000 are gondolas, and the rest are petrol tanks. About 4,000 units are rented, while the rest are owned, and half of this quantity is leased out. Gaspromtrans did not take advantage of the recent governmental decision to subsidise the leasing interest rate because the company did not acquire any new rolling stock and the rate in the previous contracts was acceptable. The entire fleet of tanks was acquired by Gazpromtrans before 2007. If the company plans any purchases in the near future, it will be only gondolas, and as regards tanks, so far there is no shortage of this type.
Currently, 12,904 tanks are under the management of UTS, including 1,088 of their own wagons, while the rest are rented. Over the past three years, the park has been enlarged very gradually. In 2007 and 2008, the company acquired 24 tank wagons of the series 15-1226 to transport sulphuric acid produced by Ruzkhimmash, 64 similar tanks were ordered from the same plant in 2009, and there are no plans to purchase rolling stock in 2010.
Buy, but keep an eye on quality
In early 2009, prices for new tank wagons more than halved, compared with 2008, and then, over the course of the year, their growth figure was only between RUR 50,000 and RUR 100,000. Thus, in December 2009, Ruzhimmash offered a tank wagon to transport light oil for RUR 1.3 million, RUR 1.35 million for petrol, and RUR 1.4 million to transport viscous oil.
These figures are relevant for other wagon plants too. These prices were competitive compared to those from other manufacturers in CIS. countries. This is confirmed by the fact that all the largest domestic owners we surveyed who bought new tank wagons in 2009 made such purchases only from domestic manufacturers.
Regarding the forecast for 2010, the wagon-builders are inclined to believe that the price of new tank wagons will be slightly increased, but only at the rate of inflation..
It is quite difficult to speak about the overall purchasing capacity of transport companies. Some of them purchased most of their tank wagons before the recession, therefore now they care only about the costs of their operation. Others acquired this type of rolling stock using various schemes (such as payment upon delivery, bank credit, delayed payment and, finally, leasing).
Many small operators left the market during the financial crisis precisely because of the financial terms of their contracts with the credit companies. Currently, the market is growing a little, which is happening due to rising oil prices. The profitability of transporting LPG is growing at a slower rate though. RZD estimated that the total railway wagon market will be worth $ 4 billion next year, of which about $ 900 million refers to tank wagons (with consideration of the CIS market).
Experts say that the main trends in 2009 were consolidation of carriers due to a wash-out of small and medium-sized companies, and also the diversification of business. Russia produced far fewer tank wagons in 2009 than in previous years. Tough financial conditions have not yet made it possible for the state’s support to start bearing fruit in this sector. Recent developments are related to the considerably reduced interest rate, and this allows us to hope that in 2010, the main trend will be an increase in purchase orders for transportation and for the construction of new tank wagons.
According to various estimates, an optimal value for annual fleet update is from 13,000 to15,000 tank wagons a year. Alexander Filimonov, Expert from Business Systems Development, believes that the growth of production in 2010 will be at least between 6,000 and 7,000 tanks.
Some market participants have big doubts as to whether they need to buy tank wagons in the unstable market conditions. Such purchases are useful for those who have it on agenda to renew their fleet. And also, there are many operating companies which have brand new wagons ... Yes, the price is more than attractive now, but buyers have a reason to be interested in the financial position of wagon plants too, as most of them are in debt, and some are close to bankruptcy.
Here we recall Uralvagonzavod, which owes almost $102 million to Alfa-Bank. The delay in payments was taken to court. Two scenarios appeared immediately. The first one was a forced withdrawal of the required amount from the UVZ account, and another one is that the enterprise goes bankrupt, which is unlikely, given the status of the plant. The latter scenario was confirmed by the fact that Prime Minister Vladimir Putin visited the plant in December 2009.
The plant will be provided with additional state support. Back in September 2009, a decree was issued to increase the UVZ authorised capital by issuing RUR 4.4 billion of additional shares, and in the first quarter of 2010, the Government of Russia will add an additional RUR10 billion to the authorised capital of the company. Generally speaking, given the current negative situation in domestic factories, buying new wagons may bring a loss of money. In addition, it is likely that prices will become higher in 2010, before the market can adopt this situation.
An especially relevant issue now (and will be in post-crisis times) is security. There is an opinion that questions over poor quality metal, damaged products, etc., will not disappear, but rather the contrary. It often happened before that new tanks came to stations with multiple defects (a lot of welding had to be done upon their receipt), which could be explained by the race for quantity in the growing market. But now a low-quality metal can be also used, as well as different unsold stock parts lying around in the warehouses.
This can be judged as a consequence of the financial distress which affected the wagon-building sector. For this reason, some companies have decided to abandon the idea of buying new tanks, and prefer to focus on the second-hand market.
Another opinion is also widespread, that in five years the rolling stock market will face an overproduction of tanks. A stable demand for this type of rolling stock stimulates investments. If the market really becomes redundant, shipping rates will fall, especially in conditions of growing competition with pipeline transport. Meanwhile, the main point is that operating companies and wagon-building plants have lived through a difficult time in 2009 and have enough reasons to expect this year to be more successful.
by Elena Ushkova
viewpoint
Sergei Markov
Executive Director of Yukos-Transservice (UTS):
– The purchasing power of Russian transport companies has decreased in the crisis conditions, but it has not forgotten that it is necessary to acquire new tank wagons. The companies’ financial opportunities to acquire this type of rolling stock are gradually returning to pre-crisis levels. Success in this work is proportional to the number of wagons owned. Having rolling stock in property, you can dictate your terms on the transport market.
Vladimir Sosipatorov
Deputy General Director for Commerce at The First Cargo Company:
– Oil freight transport is a very ambiguous market, therefore, so far, we are not planning investments to grow the park, we shall only update available one. Now our challenge is to bring traffic volumes in line with our wagon share in the total tank park. We have a 27% to 28% share of the fleet and 22% of the market, which means that we have to grow our traffic by 5%-7%. Competition in the transportation of oil cargoes is fierce, and PGK was the last company who entered it. Therefore, our main current goal is to develop new markets. The company aims to strengthen its position, particularly in the C.I.S. countries first of all, and also to explore the markets of Afghanistan and Iran.
Rafael Shamsiev
Head of BalttransServise Wagon Department:
– The quality of new wagons, which depends directly on the production quality of basic units and parts (first of all, casting elements of freight bogies, wheel sets, etc.), is not satisfactory. Also, the latest achievements of science do not always have a positive effect on the qualitative indicators of new technical units.
For example, absorbing elastomeric-type vehicles, which have been put into operation since 2000-2003, are not suitable to be used in today’s conditions, in spite of all its effectiveness (again, from a scientific point of view, but not practical). Inability to carry out repairs at wagon-repair enterprises, as well as availability of only two manufacturers, can only lead to an increase in the already high costs of elastomeric devices. (Now the price of an absorbing apparatus of spring-friction type is from RUR 8,000 to RUR 9,000 per unit, and more than USD 1,000 is the price for an absorbing elastomeric-type device). The company has already incurred the costs of replacing more than 1,000 rejected elastomeric devices. And this is after wagons worked on average only a little more than four years after construction.
Alexander Filimonov
Expert from Business System Development:
– The tank wagon production market is quite monopolised, therefore we can talk about price competition only in very relative terms. I believe that leasing has several advantages today, in the current financial conditions, such as saving of funds, which are very scarce when interest rates are high, the use of tax relief on the loan, a reduction in income tax, etc.
However, banks will be interested in such schemes only when working with large owners or operators of rolling stock, otherwise risks will cause higher interest rates, which is not attractive for borrowers.
High demand for tank wagons will be a slowing factor in their modernisation. On the other hand, some plants which have never produced tanks, will start exploring this market. This will increase competition and, consequently, product quality, although changing a production range is quite a long process.
[~DETAIL_TEXT] => Whose fleet is stronger?
The most prominent owners of oil tanks in Russia are: The First Cargo Company, Transoil, OTEKO, Globaltrans, BaltTransService (BTS), Gazpromtrans, “LUKOIL-Trans” and UTS.
The First Cargo Company has the largest wagon tank fleet - 75,000 units, and more than 5,000 of them were purchased in 2008 and 2009. Thus, a contract to supply 627 tanks for transporting the Azovmash’s viscous oil products was already concluded in December 2007. However, in 2009 Roslavl VRZ obtained a conformity certificate to manufacture tanks of a similar type, and after that The First Cargo Company signed a contract to supply 300 units specifically from the Russian factory. In addition, 1,651 oil and petrol tanks manufactured by Uralvagonzavod were purchased in 2008, and the purchase of another 2,000 wagons followed in 2009. Finally, 525 oil and petrol tanks and 120 sulphuric acid tanks were purchased last year from Ruzhimmash.
Currently, 27,000 railcars are operated by Transoil, and this number is to grow to at leat 36,000 in 2010, or even to 39,000, including acquisitions of new rolling stock. In 2009, after a long break, the company bought more than 3,500 tank wagons. Thus, Transoil currently has approximately 8,500 tank wagons.
OTEKO owns a fleet of tank wagons numbering 14,700 units. All of them were purchased before 2007, and purchases have not been planned by the company in 2010 either.
BaltTransServise has 6,579 tank wagons and another 2,193 are rented. Most recent purchases of new rolling stock were made by this company in 2004. In 2006 and 2007 more than 1,000 steam-heated oil and petrol tanks were purchased, but this purchase was made on the second-hand market. Those wagons were produced by Uralvagonzavod in the period from 2002 to 2005. Although the first contract was signed in the end of 2008 to purchase 1,500 tank wagons produced by Ruzaevsky VRZ, BTS did not acquire them as a result.
The company explained this by the fact that the Russian government had not provided them with the promised effective measures, such as supporting domestic wagon manufacturers and operators with large operators’ orders on the one hand, and loans on concessional terms for operators on the other. BTS recognises that sometimes they experience shortages in rolling stock. But, given the periodicity of growth and decline in traffic, additional tanks are brought in under long-term or short-term lease conditions.
The current traffic figures, and the fact that BTS already has a sufficient number of its own tanks, affords this company a certain optimism in its intentions to buy an additional 300 or 400 tank wagons in 2010 for both light and dark oil products.
We must not forget that the integration of BaltTransService and Globaltrans took place in 2009. The latter became the owner of a half of BTS, which had been wholly owned before by Transportation Investment Holdings Limited (TIHL), the majority shareholder of Globaltrans. As a result, Globaltrans added the fleet of BTS to its own 10,000-unit fleet, and thus became the second-largest owner of railway tank cars in Russia after The First Cargo Company.
Gazpromtrans has about 24,000 railcars to manage. Of them, 5,000 are gas tanks, 2,000 are gondolas, and the rest are petrol tanks. About 4,000 units are rented, while the rest are owned, and half of this quantity is leased out. Gaspromtrans did not take advantage of the recent governmental decision to subsidise the leasing interest rate because the company did not acquire any new rolling stock and the rate in the previous contracts was acceptable. The entire fleet of tanks was acquired by Gazpromtrans before 2007. If the company plans any purchases in the near future, it will be only gondolas, and as regards tanks, so far there is no shortage of this type.
Currently, 12,904 tanks are under the management of UTS, including 1,088 of their own wagons, while the rest are rented. Over the past three years, the park has been enlarged very gradually. In 2007 and 2008, the company acquired 24 tank wagons of the series 15-1226 to transport sulphuric acid produced by Ruzkhimmash, 64 similar tanks were ordered from the same plant in 2009, and there are no plans to purchase rolling stock in 2010.
Buy, but keep an eye on quality
In early 2009, prices for new tank wagons more than halved, compared with 2008, and then, over the course of the year, their growth figure was only between RUR 50,000 and RUR 100,000. Thus, in December 2009, Ruzhimmash offered a tank wagon to transport light oil for RUR 1.3 million, RUR 1.35 million for petrol, and RUR 1.4 million to transport viscous oil.
These figures are relevant for other wagon plants too. These prices were competitive compared to those from other manufacturers in CIS. countries. This is confirmed by the fact that all the largest domestic owners we surveyed who bought new tank wagons in 2009 made such purchases only from domestic manufacturers.
Regarding the forecast for 2010, the wagon-builders are inclined to believe that the price of new tank wagons will be slightly increased, but only at the rate of inflation..
It is quite difficult to speak about the overall purchasing capacity of transport companies. Some of them purchased most of their tank wagons before the recession, therefore now they care only about the costs of their operation. Others acquired this type of rolling stock using various schemes (such as payment upon delivery, bank credit, delayed payment and, finally, leasing).
Many small operators left the market during the financial crisis precisely because of the financial terms of their contracts with the credit companies. Currently, the market is growing a little, which is happening due to rising oil prices. The profitability of transporting LPG is growing at a slower rate though. RZD estimated that the total railway wagon market will be worth $ 4 billion next year, of which about $ 900 million refers to tank wagons (with consideration of the CIS market).
Experts say that the main trends in 2009 were consolidation of carriers due to a wash-out of small and medium-sized companies, and also the diversification of business. Russia produced far fewer tank wagons in 2009 than in previous years. Tough financial conditions have not yet made it possible for the state’s support to start bearing fruit in this sector. Recent developments are related to the considerably reduced interest rate, and this allows us to hope that in 2010, the main trend will be an increase in purchase orders for transportation and for the construction of new tank wagons.
According to various estimates, an optimal value for annual fleet update is from 13,000 to15,000 tank wagons a year. Alexander Filimonov, Expert from Business Systems Development, believes that the growth of production in 2010 will be at least between 6,000 and 7,000 tanks.
Some market participants have big doubts as to whether they need to buy tank wagons in the unstable market conditions. Such purchases are useful for those who have it on agenda to renew their fleet. And also, there are many operating companies which have brand new wagons ... Yes, the price is more than attractive now, but buyers have a reason to be interested in the financial position of wagon plants too, as most of them are in debt, and some are close to bankruptcy.
Here we recall Uralvagonzavod, which owes almost $102 million to Alfa-Bank. The delay in payments was taken to court. Two scenarios appeared immediately. The first one was a forced withdrawal of the required amount from the UVZ account, and another one is that the enterprise goes bankrupt, which is unlikely, given the status of the plant. The latter scenario was confirmed by the fact that Prime Minister Vladimir Putin visited the plant in December 2009.
The plant will be provided with additional state support. Back in September 2009, a decree was issued to increase the UVZ authorised capital by issuing RUR 4.4 billion of additional shares, and in the first quarter of 2010, the Government of Russia will add an additional RUR10 billion to the authorised capital of the company. Generally speaking, given the current negative situation in domestic factories, buying new wagons may bring a loss of money. In addition, it is likely that prices will become higher in 2010, before the market can adopt this situation.
An especially relevant issue now (and will be in post-crisis times) is security. There is an opinion that questions over poor quality metal, damaged products, etc., will not disappear, but rather the contrary. It often happened before that new tanks came to stations with multiple defects (a lot of welding had to be done upon their receipt), which could be explained by the race for quantity in the growing market. But now a low-quality metal can be also used, as well as different unsold stock parts lying around in the warehouses.
This can be judged as a consequence of the financial distress which affected the wagon-building sector. For this reason, some companies have decided to abandon the idea of buying new tanks, and prefer to focus on the second-hand market.
Another opinion is also widespread, that in five years the rolling stock market will face an overproduction of tanks. A stable demand for this type of rolling stock stimulates investments. If the market really becomes redundant, shipping rates will fall, especially in conditions of growing competition with pipeline transport. Meanwhile, the main point is that operating companies and wagon-building plants have lived through a difficult time in 2009 and have enough reasons to expect this year to be more successful.
by Elena Ushkova
viewpoint
Sergei Markov
Executive Director of Yukos-Transservice (UTS):
– The purchasing power of Russian transport companies has decreased in the crisis conditions, but it has not forgotten that it is necessary to acquire new tank wagons. The companies’ financial opportunities to acquire this type of rolling stock are gradually returning to pre-crisis levels. Success in this work is proportional to the number of wagons owned. Having rolling stock in property, you can dictate your terms on the transport market.
Vladimir Sosipatorov
Deputy General Director for Commerce at The First Cargo Company:
– Oil freight transport is a very ambiguous market, therefore, so far, we are not planning investments to grow the park, we shall only update available one. Now our challenge is to bring traffic volumes in line with our wagon share in the total tank park. We have a 27% to 28% share of the fleet and 22% of the market, which means that we have to grow our traffic by 5%-7%. Competition in the transportation of oil cargoes is fierce, and PGK was the last company who entered it. Therefore, our main current goal is to develop new markets. The company aims to strengthen its position, particularly in the C.I.S. countries first of all, and also to explore the markets of Afghanistan and Iran.
Rafael Shamsiev
Head of BalttransServise Wagon Department:
– The quality of new wagons, which depends directly on the production quality of basic units and parts (first of all, casting elements of freight bogies, wheel sets, etc.), is not satisfactory. Also, the latest achievements of science do not always have a positive effect on the qualitative indicators of new technical units.
For example, absorbing elastomeric-type vehicles, which have been put into operation since 2000-2003, are not suitable to be used in today’s conditions, in spite of all its effectiveness (again, from a scientific point of view, but not practical). Inability to carry out repairs at wagon-repair enterprises, as well as availability of only two manufacturers, can only lead to an increase in the already high costs of elastomeric devices. (Now the price of an absorbing apparatus of spring-friction type is from RUR 8,000 to RUR 9,000 per unit, and more than USD 1,000 is the price for an absorbing elastomeric-type device). The company has already incurred the costs of replacing more than 1,000 rejected elastomeric devices. And this is after wagons worked on average only a little more than four years after construction.
Alexander Filimonov
Expert from Business System Development:
– The tank wagon production market is quite monopolised, therefore we can talk about price competition only in very relative terms. I believe that leasing has several advantages today, in the current financial conditions, such as saving of funds, which are very scarce when interest rates are high, the use of tax relief on the loan, a reduction in income tax, etc.
However, banks will be interested in such schemes only when working with large owners or operators of rolling stock, otherwise risks will cause higher interest rates, which is not attractive for borrowers.
High demand for tank wagons will be a slowing factor in their modernisation. On the other hand, some plants which have never produced tanks, will start exploring this market. This will increase competition and, consequently, product quality, although changing a production range is quite a long process.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[~PREVIEW_TEXT] => Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6362
[~CODE] => 6362
[EXTERNAL_ID] => 6362
[~EXTERNAL_ID] => 6362
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111134:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111134:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Tank wagons: Consumer demand has rolled away
[SECTION_META_KEYWORDS] => tank wagons: consumer demand has rolled away
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/21.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[ELEMENT_META_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_META_KEYWORDS] => tank wagons: consumer demand has rolled away
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/21.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />Despite extra-attractive prices for new oil tanks manufactured in Russia, very few operators purchased them in 2009. Which are the companies where investments in a new wagon fleet have not been abandoned? And what are the main concerns of those who have changed for the secondary market?
[SECTION_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[SECTION_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[SECTION_DETAIL_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Tank wagons: Consumer demand has rolled away
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Tank wagons: Consumer demand has rolled away
)
)
Array
(
[ID] => 111133
[~ID] => 111133
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Logistics With an Administrative Face
[~NAME] => Logistics With an Administrative Face
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6361/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6361/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Lucrative Market
– Could you tell us about the Russian logistics market? Which types of warehouses does it make sense to construct in Russia? Is there a strong demand for high-class warehouses here in Russia?
A. Grabietz:
This is not so easy to answer. There is a demand for sure, but it depends on the commodity and the requested handling. It makes no sense to have a high-class warehouse with high security, fire-protection, cameras etc. if you are using it for aluminum coils for example.
We see that there is a high demand for warehouses that acommodate specialized requests and commodities. For example, a warehouse for textiles and/or clothes, where you can unload the incoming cargo from the Far East, pick the cargo, work on the clothes (ironing, labeling, putting them on hangers and to into foil) and then deliver them direct to the shop, where the clothes can be hung straightaway in the showroom. Another warehouse in demand is a bonded warehouse for FCL-LCL shipments.
– What are the difficulties you face in building warehouses in Russia?
J. Bodewes:
I am not directly involved, but there is a big difference in the approach to building projects between Russia and Europe (organization, structure, and follow-up).
– Speaking of the usage of warehouses, which are the most attractive regions in Russia?
A. Grabietz:
For bonded warehouse it is definitely St Petersburg, because of the coming changes in the customs regime in Russia and North-West Region. For distribution, it is certainly Moscow.
– It seems that the company has begun to expand actively in Russia lately?
J. Bodewes:
Reasons to start production in Russia include high customs duties, expanding markets and shorter transport routes.
– Who are the most promising customers for your company?
A. Grabietz:
At the moment the car market is changing in Russia and a lot of suppliers are having to open their own offices and warehouses in Russia. And the suppliers have to be registered in Russia. This means that they will import their cargo, produced in the EU or FE; they will custom clear the goods in Russia. This cargo becomes of Russian origin and the big car manufactures (Ford, Volkswagen, Renault, Toyota, Hyundai, etc) can buy these products as local content to take advantage of the Russian tax regime. Because of this, there is demand for warehouses near the big car manufacturers, which are located in the suburbs of Moscow and St Petersburg.
J. Bodewes:
As a project leader I have to deal with internal customers (production department). Close relationship are very important. I am more into contact with suppliers. The Russian suppliers are new for me. The biggest difference is the administrative face. Once the work starts, Russian companies are flexible.
Russia is “quite” young
– Do you consider the Russian FMCG market as a developing one; even if we take the crisis into consideration?
A. Grabietz:
Russia is “quite” young after the iron curtain fell. This means that Russians have to catch up on everything. Especially electronic devices, everything with “Western labels” is in, if you consider textiles, clothes and accessories. As far as we can see, the Russian public was not hurt so much by the crisis... it was the companies and shops.
J. Bodewes:
I guess the crisis is temporary and the Russian market will develop. The big question is when is it going to go up and at what speed.
– There are so many companies, providing logistic services in Russia. Aren’t they offering an up-to-date service?
A. Grabietz:
With regards to running a logistics business in Russia, the market is divided like a cake each branch, commodity and/or even origins belongs to a specific logistics provider. It is hard to say if the present logistics provider are investing their money or finding different investor to invest into new concepts, to keep the service “up-to-date”. Why should they invest in logistics, when different sectors give a better return?
J. Bodewes:
For us as a project group the Russian market is new. So far my experience is that everything is available in Russia. The question is where and how to find it.
– Do the coming Olympic Games in Sochi provide opportunities for logistics companies?
Grabietz:
The Russian government is building up a brand new port in Sochi and a lot of logistic providers are opening their own branches in that region.... but what will happen after 2014?
Choosing Between Road and Rail
– What are the main peculiarities of operating in air/sea/railway freight here in Russia? Is it difficult to operate in this country?
A. Grabietz:
We have for each kind a partner with whom we work. Thus we can offer our clients a door-to-door solution, which is specifically tailored to the client. Because of this we are not facing big difficulties operating in the RF.
J. Bodewes:
From a project point of view you need local people and specialists to transport goods from the EU into the Russian Federation. The way of working is different and not comparable with the “Western” style.
– Most imported freight is mainly brought into the RF through the ports. Which is your preferred way?
A. Grabietz:
We are telling all our clients to move their cargo via the port of St Petersburg. At the moment some of our clients are routing their cargo via Finland but, because of the coming changes of the customs regime and the strikes in Finland, we are offering our clients the port of entry in St Petersburg, the cargo should be custom cleared in St Petersburg and then moved on to its final destination
J. Bodewes:
For each freight load we decide what the best (in terms of cost and efficiency) way is to bring goods into the RF. It can either be by train, ship, plane or truck. So, outside the EU we used ships, within the EU we used trucks. But train and plane routes are also monitored.
– What are the main possibilities for alternative routes, i.e. inland transportation to the RF?
A. Grabietz:
Some of our clients are still putting their cargo on tent trucks, instead of using 40‘ft or even 45‘ft containers. The advantage of using a 45‘ft container is that you can load more than 21 tons of payload into it, the cargo is much more safe in a container and the handling is much easier. And of course, the CO2 emissions of containers are much lower than the direct tent truck.
J. Bodewes:
The RF has many borders, so there is always a route to the location within the RF. To deal with the right transport company and customs broker is very important.
– The Russian customs service is going to move all the clearance procedures closer to national borders. What problems do you anticipate for your company’s business in regard to this?
A. Grabietz:
We are well prepared for the new change of the customs regime and we are informing all our clients about it and offering them our door-to-door service via the port of St Petersburg
J. Bodewes:
So far it is unclear what the consequences are but it will be a long and complex process. I expect delays at the borders due to unclear procedures and instructions.
– You are hiring Russian specialists, are there no difficulties in terms of cultural communication?
A. Grabietz:
I have been working with Russian clients and Russia in general for over 10 years now and I visit Russia every 6-8 weeks to maintain cultural communication. After such experience we are getting used to it and enjoying each and every visit....
J. Bodewes:
The transport companies we are dealing with have people or hire people who have experience in the RF. For customs we have of course a Russian company. One person from the project is dedicated to handle customs issues.
Interview by Maria Shevchenko
[~DETAIL_TEXT] => Lucrative Market
– Could you tell us about the Russian logistics market? Which types of warehouses does it make sense to construct in Russia? Is there a strong demand for high-class warehouses here in Russia?
A. Grabietz:
This is not so easy to answer. There is a demand for sure, but it depends on the commodity and the requested handling. It makes no sense to have a high-class warehouse with high security, fire-protection, cameras etc. if you are using it for aluminum coils for example.
We see that there is a high demand for warehouses that acommodate specialized requests and commodities. For example, a warehouse for textiles and/or clothes, where you can unload the incoming cargo from the Far East, pick the cargo, work on the clothes (ironing, labeling, putting them on hangers and to into foil) and then deliver them direct to the shop, where the clothes can be hung straightaway in the showroom. Another warehouse in demand is a bonded warehouse for FCL-LCL shipments.
– What are the difficulties you face in building warehouses in Russia?
J. Bodewes:
I am not directly involved, but there is a big difference in the approach to building projects between Russia and Europe (organization, structure, and follow-up).
– Speaking of the usage of warehouses, which are the most attractive regions in Russia?
A. Grabietz:
For bonded warehouse it is definitely St Petersburg, because of the coming changes in the customs regime in Russia and North-West Region. For distribution, it is certainly Moscow.
– It seems that the company has begun to expand actively in Russia lately?
J. Bodewes:
Reasons to start production in Russia include high customs duties, expanding markets and shorter transport routes.
– Who are the most promising customers for your company?
A. Grabietz:
At the moment the car market is changing in Russia and a lot of suppliers are having to open their own offices and warehouses in Russia. And the suppliers have to be registered in Russia. This means that they will import their cargo, produced in the EU or FE; they will custom clear the goods in Russia. This cargo becomes of Russian origin and the big car manufactures (Ford, Volkswagen, Renault, Toyota, Hyundai, etc) can buy these products as local content to take advantage of the Russian tax regime. Because of this, there is demand for warehouses near the big car manufacturers, which are located in the suburbs of Moscow and St Petersburg.
J. Bodewes:
As a project leader I have to deal with internal customers (production department). Close relationship are very important. I am more into contact with suppliers. The Russian suppliers are new for me. The biggest difference is the administrative face. Once the work starts, Russian companies are flexible.
Russia is “quite” young
– Do you consider the Russian FMCG market as a developing one; even if we take the crisis into consideration?
A. Grabietz:
Russia is “quite” young after the iron curtain fell. This means that Russians have to catch up on everything. Especially electronic devices, everything with “Western labels” is in, if you consider textiles, clothes and accessories. As far as we can see, the Russian public was not hurt so much by the crisis... it was the companies and shops.
J. Bodewes:
I guess the crisis is temporary and the Russian market will develop. The big question is when is it going to go up and at what speed.
– There are so many companies, providing logistic services in Russia. Aren’t they offering an up-to-date service?
A. Grabietz:
With regards to running a logistics business in Russia, the market is divided like a cake each branch, commodity and/or even origins belongs to a specific logistics provider. It is hard to say if the present logistics provider are investing their money or finding different investor to invest into new concepts, to keep the service “up-to-date”. Why should they invest in logistics, when different sectors give a better return?
J. Bodewes:
For us as a project group the Russian market is new. So far my experience is that everything is available in Russia. The question is where and how to find it.
– Do the coming Olympic Games in Sochi provide opportunities for logistics companies?
Grabietz:
The Russian government is building up a brand new port in Sochi and a lot of logistic providers are opening their own branches in that region.... but what will happen after 2014?
Choosing Between Road and Rail
– What are the main peculiarities of operating in air/sea/railway freight here in Russia? Is it difficult to operate in this country?
A. Grabietz:
We have for each kind a partner with whom we work. Thus we can offer our clients a door-to-door solution, which is specifically tailored to the client. Because of this we are not facing big difficulties operating in the RF.
J. Bodewes:
From a project point of view you need local people and specialists to transport goods from the EU into the Russian Federation. The way of working is different and not comparable with the “Western” style.
– Most imported freight is mainly brought into the RF through the ports. Which is your preferred way?
A. Grabietz:
We are telling all our clients to move their cargo via the port of St Petersburg. At the moment some of our clients are routing their cargo via Finland but, because of the coming changes of the customs regime and the strikes in Finland, we are offering our clients the port of entry in St Petersburg, the cargo should be custom cleared in St Petersburg and then moved on to its final destination
J. Bodewes:
For each freight load we decide what the best (in terms of cost and efficiency) way is to bring goods into the RF. It can either be by train, ship, plane or truck. So, outside the EU we used ships, within the EU we used trucks. But train and plane routes are also monitored.
– What are the main possibilities for alternative routes, i.e. inland transportation to the RF?
A. Grabietz:
Some of our clients are still putting their cargo on tent trucks, instead of using 40‘ft or even 45‘ft containers. The advantage of using a 45‘ft container is that you can load more than 21 tons of payload into it, the cargo is much more safe in a container and the handling is much easier. And of course, the CO2 emissions of containers are much lower than the direct tent truck.
J. Bodewes:
The RF has many borders, so there is always a route to the location within the RF. To deal with the right transport company and customs broker is very important.
– The Russian customs service is going to move all the clearance procedures closer to national borders. What problems do you anticipate for your company’s business in regard to this?
A. Grabietz:
We are well prepared for the new change of the customs regime and we are informing all our clients about it and offering them our door-to-door service via the port of St Petersburg
J. Bodewes:
So far it is unclear what the consequences are but it will be a long and complex process. I expect delays at the borders due to unclear procedures and instructions.
– You are hiring Russian specialists, are there no difficulties in terms of cultural communication?
A. Grabietz:
I have been working with Russian clients and Russia in general for over 10 years now and I visit Russia every 6-8 weeks to maintain cultural communication. After such experience we are getting used to it and enjoying each and every visit....
J. Bodewes:
The transport companies we are dealing with have people or hire people who have experience in the RF. For customs we have of course a Russian company. One person from the project is dedicated to handle customs issues.
Interview by Maria Shevchenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[~PREVIEW_TEXT] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6361
[~CODE] => 6361
[EXTERNAL_ID] => 6361
[~EXTERNAL_ID] => 6361
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111133:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Logistics With an Administrative Face
[SECTION_META_KEYWORDS] => logistics with an administrative face
[SECTION_META_DESCRIPTION] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[ELEMENT_META_TITLE] => Logistics With an Administrative Face
[ELEMENT_META_KEYWORDS] => logistics with an administrative face
[ELEMENT_META_DESCRIPTION] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[SECTION_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[SECTION_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[SECTION_DETAIL_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
)
)
Array
(
[ID] => 111133
[~ID] => 111133
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Logistics With an Administrative Face
[~NAME] => Logistics With an Administrative Face
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6361/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6361/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Lucrative Market
– Could you tell us about the Russian logistics market? Which types of warehouses does it make sense to construct in Russia? Is there a strong demand for high-class warehouses here in Russia?
A. Grabietz:
This is not so easy to answer. There is a demand for sure, but it depends on the commodity and the requested handling. It makes no sense to have a high-class warehouse with high security, fire-protection, cameras etc. if you are using it for aluminum coils for example.
We see that there is a high demand for warehouses that acommodate specialized requests and commodities. For example, a warehouse for textiles and/or clothes, where you can unload the incoming cargo from the Far East, pick the cargo, work on the clothes (ironing, labeling, putting them on hangers and to into foil) and then deliver them direct to the shop, where the clothes can be hung straightaway in the showroom. Another warehouse in demand is a bonded warehouse for FCL-LCL shipments.
– What are the difficulties you face in building warehouses in Russia?
J. Bodewes:
I am not directly involved, but there is a big difference in the approach to building projects between Russia and Europe (organization, structure, and follow-up).
– Speaking of the usage of warehouses, which are the most attractive regions in Russia?
A. Grabietz:
For bonded warehouse it is definitely St Petersburg, because of the coming changes in the customs regime in Russia and North-West Region. For distribution, it is certainly Moscow.
– It seems that the company has begun to expand actively in Russia lately?
J. Bodewes:
Reasons to start production in Russia include high customs duties, expanding markets and shorter transport routes.
– Who are the most promising customers for your company?
A. Grabietz:
At the moment the car market is changing in Russia and a lot of suppliers are having to open their own offices and warehouses in Russia. And the suppliers have to be registered in Russia. This means that they will import their cargo, produced in the EU or FE; they will custom clear the goods in Russia. This cargo becomes of Russian origin and the big car manufactures (Ford, Volkswagen, Renault, Toyota, Hyundai, etc) can buy these products as local content to take advantage of the Russian tax regime. Because of this, there is demand for warehouses near the big car manufacturers, which are located in the suburbs of Moscow and St Petersburg.
J. Bodewes:
As a project leader I have to deal with internal customers (production department). Close relationship are very important. I am more into contact with suppliers. The Russian suppliers are new for me. The biggest difference is the administrative face. Once the work starts, Russian companies are flexible.
Russia is “quite” young
– Do you consider the Russian FMCG market as a developing one; even if we take the crisis into consideration?
A. Grabietz:
Russia is “quite” young after the iron curtain fell. This means that Russians have to catch up on everything. Especially electronic devices, everything with “Western labels” is in, if you consider textiles, clothes and accessories. As far as we can see, the Russian public was not hurt so much by the crisis... it was the companies and shops.
J. Bodewes:
I guess the crisis is temporary and the Russian market will develop. The big question is when is it going to go up and at what speed.
– There are so many companies, providing logistic services in Russia. Aren’t they offering an up-to-date service?
A. Grabietz:
With regards to running a logistics business in Russia, the market is divided like a cake each branch, commodity and/or even origins belongs to a specific logistics provider. It is hard to say if the present logistics provider are investing their money or finding different investor to invest into new concepts, to keep the service “up-to-date”. Why should they invest in logistics, when different sectors give a better return?
J. Bodewes:
For us as a project group the Russian market is new. So far my experience is that everything is available in Russia. The question is where and how to find it.
– Do the coming Olympic Games in Sochi provide opportunities for logistics companies?
Grabietz:
The Russian government is building up a brand new port in Sochi and a lot of logistic providers are opening their own branches in that region.... but what will happen after 2014?
Choosing Between Road and Rail
– What are the main peculiarities of operating in air/sea/railway freight here in Russia? Is it difficult to operate in this country?
A. Grabietz:
We have for each kind a partner with whom we work. Thus we can offer our clients a door-to-door solution, which is specifically tailored to the client. Because of this we are not facing big difficulties operating in the RF.
J. Bodewes:
From a project point of view you need local people and specialists to transport goods from the EU into the Russian Federation. The way of working is different and not comparable with the “Western” style.
– Most imported freight is mainly brought into the RF through the ports. Which is your preferred way?
A. Grabietz:
We are telling all our clients to move their cargo via the port of St Petersburg. At the moment some of our clients are routing their cargo via Finland but, because of the coming changes of the customs regime and the strikes in Finland, we are offering our clients the port of entry in St Petersburg, the cargo should be custom cleared in St Petersburg and then moved on to its final destination
J. Bodewes:
For each freight load we decide what the best (in terms of cost and efficiency) way is to bring goods into the RF. It can either be by train, ship, plane or truck. So, outside the EU we used ships, within the EU we used trucks. But train and plane routes are also monitored.
– What are the main possibilities for alternative routes, i.e. inland transportation to the RF?
A. Grabietz:
Some of our clients are still putting their cargo on tent trucks, instead of using 40‘ft or even 45‘ft containers. The advantage of using a 45‘ft container is that you can load more than 21 tons of payload into it, the cargo is much more safe in a container and the handling is much easier. And of course, the CO2 emissions of containers are much lower than the direct tent truck.
J. Bodewes:
The RF has many borders, so there is always a route to the location within the RF. To deal with the right transport company and customs broker is very important.
– The Russian customs service is going to move all the clearance procedures closer to national borders. What problems do you anticipate for your company’s business in regard to this?
A. Grabietz:
We are well prepared for the new change of the customs regime and we are informing all our clients about it and offering them our door-to-door service via the port of St Petersburg
J. Bodewes:
So far it is unclear what the consequences are but it will be a long and complex process. I expect delays at the borders due to unclear procedures and instructions.
– You are hiring Russian specialists, are there no difficulties in terms of cultural communication?
A. Grabietz:
I have been working with Russian clients and Russia in general for over 10 years now and I visit Russia every 6-8 weeks to maintain cultural communication. After such experience we are getting used to it and enjoying each and every visit....
J. Bodewes:
The transport companies we are dealing with have people or hire people who have experience in the RF. For customs we have of course a Russian company. One person from the project is dedicated to handle customs issues.
Interview by Maria Shevchenko
[~DETAIL_TEXT] => Lucrative Market
– Could you tell us about the Russian logistics market? Which types of warehouses does it make sense to construct in Russia? Is there a strong demand for high-class warehouses here in Russia?
A. Grabietz:
This is not so easy to answer. There is a demand for sure, but it depends on the commodity and the requested handling. It makes no sense to have a high-class warehouse with high security, fire-protection, cameras etc. if you are using it for aluminum coils for example.
We see that there is a high demand for warehouses that acommodate specialized requests and commodities. For example, a warehouse for textiles and/or clothes, where you can unload the incoming cargo from the Far East, pick the cargo, work on the clothes (ironing, labeling, putting them on hangers and to into foil) and then deliver them direct to the shop, where the clothes can be hung straightaway in the showroom. Another warehouse in demand is a bonded warehouse for FCL-LCL shipments.
– What are the difficulties you face in building warehouses in Russia?
J. Bodewes:
I am not directly involved, but there is a big difference in the approach to building projects between Russia and Europe (organization, structure, and follow-up).
– Speaking of the usage of warehouses, which are the most attractive regions in Russia?
A. Grabietz:
For bonded warehouse it is definitely St Petersburg, because of the coming changes in the customs regime in Russia and North-West Region. For distribution, it is certainly Moscow.
– It seems that the company has begun to expand actively in Russia lately?
J. Bodewes:
Reasons to start production in Russia include high customs duties, expanding markets and shorter transport routes.
– Who are the most promising customers for your company?
A. Grabietz:
At the moment the car market is changing in Russia and a lot of suppliers are having to open their own offices and warehouses in Russia. And the suppliers have to be registered in Russia. This means that they will import their cargo, produced in the EU or FE; they will custom clear the goods in Russia. This cargo becomes of Russian origin and the big car manufactures (Ford, Volkswagen, Renault, Toyota, Hyundai, etc) can buy these products as local content to take advantage of the Russian tax regime. Because of this, there is demand for warehouses near the big car manufacturers, which are located in the suburbs of Moscow and St Petersburg.
J. Bodewes:
As a project leader I have to deal with internal customers (production department). Close relationship are very important. I am more into contact with suppliers. The Russian suppliers are new for me. The biggest difference is the administrative face. Once the work starts, Russian companies are flexible.
Russia is “quite” young
– Do you consider the Russian FMCG market as a developing one; even if we take the crisis into consideration?
A. Grabietz:
Russia is “quite” young after the iron curtain fell. This means that Russians have to catch up on everything. Especially electronic devices, everything with “Western labels” is in, if you consider textiles, clothes and accessories. As far as we can see, the Russian public was not hurt so much by the crisis... it was the companies and shops.
J. Bodewes:
I guess the crisis is temporary and the Russian market will develop. The big question is when is it going to go up and at what speed.
– There are so many companies, providing logistic services in Russia. Aren’t they offering an up-to-date service?
A. Grabietz:
With regards to running a logistics business in Russia, the market is divided like a cake each branch, commodity and/or even origins belongs to a specific logistics provider. It is hard to say if the present logistics provider are investing their money or finding different investor to invest into new concepts, to keep the service “up-to-date”. Why should they invest in logistics, when different sectors give a better return?
J. Bodewes:
For us as a project group the Russian market is new. So far my experience is that everything is available in Russia. The question is where and how to find it.
– Do the coming Olympic Games in Sochi provide opportunities for logistics companies?
Grabietz:
The Russian government is building up a brand new port in Sochi and a lot of logistic providers are opening their own branches in that region.... but what will happen after 2014?
Choosing Between Road and Rail
– What are the main peculiarities of operating in air/sea/railway freight here in Russia? Is it difficult to operate in this country?
A. Grabietz:
We have for each kind a partner with whom we work. Thus we can offer our clients a door-to-door solution, which is specifically tailored to the client. Because of this we are not facing big difficulties operating in the RF.
J. Bodewes:
From a project point of view you need local people and specialists to transport goods from the EU into the Russian Federation. The way of working is different and not comparable with the “Western” style.
– Most imported freight is mainly brought into the RF through the ports. Which is your preferred way?
A. Grabietz:
We are telling all our clients to move their cargo via the port of St Petersburg. At the moment some of our clients are routing their cargo via Finland but, because of the coming changes of the customs regime and the strikes in Finland, we are offering our clients the port of entry in St Petersburg, the cargo should be custom cleared in St Petersburg and then moved on to its final destination
J. Bodewes:
For each freight load we decide what the best (in terms of cost and efficiency) way is to bring goods into the RF. It can either be by train, ship, plane or truck. So, outside the EU we used ships, within the EU we used trucks. But train and plane routes are also monitored.
– What are the main possibilities for alternative routes, i.e. inland transportation to the RF?
A. Grabietz:
Some of our clients are still putting their cargo on tent trucks, instead of using 40‘ft or even 45‘ft containers. The advantage of using a 45‘ft container is that you can load more than 21 tons of payload into it, the cargo is much more safe in a container and the handling is much easier. And of course, the CO2 emissions of containers are much lower than the direct tent truck.
J. Bodewes:
The RF has many borders, so there is always a route to the location within the RF. To deal with the right transport company and customs broker is very important.
– The Russian customs service is going to move all the clearance procedures closer to national borders. What problems do you anticipate for your company’s business in regard to this?
A. Grabietz:
We are well prepared for the new change of the customs regime and we are informing all our clients about it and offering them our door-to-door service via the port of St Petersburg
J. Bodewes:
So far it is unclear what the consequences are but it will be a long and complex process. I expect delays at the borders due to unclear procedures and instructions.
– You are hiring Russian specialists, are there no difficulties in terms of cultural communication?
A. Grabietz:
I have been working with Russian clients and Russia in general for over 10 years now and I visit Russia every 6-8 weeks to maintain cultural communication. After such experience we are getting used to it and enjoying each and every visit....
J. Bodewes:
The transport companies we are dealing with have people or hire people who have experience in the RF. For customs we have of course a Russian company. One person from the project is dedicated to handle customs issues.
Interview by Maria Shevchenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[~PREVIEW_TEXT] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6361
[~CODE] => 6361
[EXTERNAL_ID] => 6361
[~EXTERNAL_ID] => 6361
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111133:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111133:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Logistics With an Administrative Face
[SECTION_META_KEYWORDS] => logistics with an administrative face
[SECTION_META_DESCRIPTION] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[ELEMENT_META_TITLE] => Logistics With an Administrative Face
[ELEMENT_META_KEYWORDS] => logistics with an administrative face
[ELEMENT_META_DESCRIPTION] => German logistics companies are seeking ways to enter the Russian market. Some time ago, AKG Logistics won a big contract for the transportation of products of Libero from Germany to Russia.
Arkadius Grabietz, Managing Director of AKG Logistics and Jos Bodewes, Senior Project Leader/Engineer, Innovation & Projects Unit Plant Support at SCA Personal Care share their experience of working in Russia in an interview with the RZD-Partner International.
[SECTION_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[SECTION_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[SECTION_DETAIL_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Logistics With an Administrative Face
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Logistics With an Administrative Face
)
)
The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.Array
(
[ID] => 111132
[~ID] => 111132
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => E-key to a paperless invoice
[~NAME] => E-key to a paperless invoice
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6360/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6360/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Virtual document turnover
We will give several examples of how ETRAN helped private entrepreneurs improve the efficiency of freight transportation organisation.
It allowed monitoring of cargo movement when large-capacity containers were serviced at the back terminals in the sea port of St Petersburg (such a scheme envisages a complicated logistic chain with interim handling for accumulation of shipload lots on shore). In other words, it became one of the instruments available to optimise the transportation process. Meanwhile, the digital e-signature and single account technologies were needed for online monitoring of the transfer of container lots onboard.
Another example is equipping the logistics complex with an automated information centre in the Ust-Luga port with an electronic control system. Pavel Burtsev, Deputy Head of the Oktyabrskaya Railway – an affiliate of RZD in the North-Western region of Russia - emphasised that the main goal was to join the technological opportunities of RZD with the e-systems of consignors and consignees. The ETRAN system helps plan the rolling stock chosen for fast loading, which significantly reduces the costs of railcar idling.
Another function is to control cargo transportation and monitor its delivery from a consignor to a consignee. According to plans, a special building is to be constructed on the port’s territory, and utility networks and communications are to be organised. And then there arises a rather prosaic but important question for the project initiators – the software to connect the servers with the railway systems.
According to Ust-Luga company, it can be done. For example, such an information system has been put into operation at the coal terminal of Rosterminalugol. It allows control of the operating process, to provide up-to-date records of the freight, through which there is data exchange with railway programmes and e-document turnover.
Without ETRAN, it would have been difficult to develop a system of information support for international cargo transportation. A bright example is Russian-Finnish railway communication, where e-invoices are widely used.
The usage of isolated information systems for fulfilling adjacent operations at border crossings leads to a doubling-up of operations, making the technological process more complicated and increasing time spent on freight clearance and transportation. The same thing can be said about operations fulfilled during the interaction of different transport modes.
Here we should pay attention to the following fact: in August 2009, Sovfrakht was one of the first transport and forwarding companies which started to work with RZD using the new system of control of payments for transportation of export, import and domestic cargoes, and empty wagons. The transportation payments are now controlled via ETRAN by means of reviewing and adjusting the applications for freight transportation and transportation documents. Specialists at Sovfrakht-Sovmortrans group say that the new online technology caused significant changes in the work of those departments engaged in railway service and redirection of cargo flows from the sea to railway.
The advantage of the system, according to the specialists of the company, is that there is no significant “freezing” of Sovfrakht’s money on the account of RZD, because monetary resources are debited as soon as the freight is received for transportation.
Electronic accounts and signature
In 2009, clients were interested in the new options – remote filling in of invoices, single accounts and e-signature. This makes the information exchange process much quicker, which is especially important when railwaymen strive to attract consignors to new projects in the sectors of container, contrailer, or refrigerator cargo transportation.
The ETRAN may have more functions if it interacts with other web interfaces. For example, TransTeleCom offered to integrate clients’ corporate IT systems with ETRAN, so that transport companies which do not use it could get access to fill in e-applications for railway transportation, while ETRAN users could access services of any other transport mode.
Itellex (the developer of the ETRAN system) offers new services to those using the ETRAN. This helps to attract new customers. According to the data of Itellex, last year the number of contractors wishing to use this technology to fill in transportation documents grew ten-fold, and the number of people using the single account technology increased more than 120-fold. What are the advantages of the technologies? Logistics services based on e-technologies reduce the delivery time by 20%, decrease the stock held in storage by 30%, and, consequently, reduce expenses on transportation and cargo storing by 10-15%.
The transport operators working at the Sverdlovskaya railway (an affiliate of RZD) appreciate the single account service for online payments, and e-signature for filling in the transportation documents for empty and loaded wagons. Thus, the technologies used on the Russian railway network have a significant potential to reach the target of a single information transport space. ETRAN is becoming one of the components for building a complex of multi-level intellectual railway systems, including transportation process management using online dynamic control of cargo and rolling stock movement.
A new chain of problems
In 2010, the Automated System of Technological Document turnover (AS ETD) with e-signature is to be put into operation on Russian railways. One of the most important goals is to connect this system with other instruments of e-document turnover. Consignors and rolling stock operators worry about how it will be integrated with ETRAN.
As a pilot project, AS ETD was tested on the South-Eastern, Kuibyshev, and Gorkovskaya railways within the scope of 28 primary accounting documents (traffic, railcar, locomotive and track departments). Another 168 blanks were to be developed by the end of 2009. The project envisages that all of them can be signed electronically.
All in all, there are 700 blanks which are to be automated. The system is designed to be used by more than 150,000 customers. Each of them will have his own e-key with e-signature. The information about the fulfilled technological operations is to be available to other participants in document turnover within 3 minutes of the e-signature being applied.
However, it is not so easy to integrate the system with documents and databases, access to which is received by means of ETRAN. In particular, this problem was discussed at the XIV International scientific and practical conference “Information Technologies at Railway Transport”. For example, Alexander Chernov, Director of Business Development in the Transport Sector in Russia and the CIS at IBM, said that the potential for extensive development of railway transport had been reached.
That is why the issues of optimising the existing network and its potential enlargement and intellectualisation will become most urgent to fulfill the demand for logistics services on a significant loading on the railway infrastructure. This situation impacts on the efficiency of transportation management – insufficient flexibility and responsiveness and structural limitations of the railway transport slow down the transportation process.
In the opinion of Mr Chernov, the intellectualisation – a technologically equipped integrated system – will improve all the operations and provide proactive control after the activity. In this case it will be possible to react properly to events and take preventative action. In fact, all these are different sides to the integration of different systems.
Clients ask how auditors and tax services will treat the electronic files. At the moment, there are administrative barriers in this sector: the documents for auditors and tax services are paper documents signed by those in charge. Auditors and tax services have made no official specifications about e-documents with e-signatures. As a result, the sphere for use of such documents is limited: few people want to have problems if a financial payment is considered unconfirmed.
The development of a technology, principally new to Russia, that formalises legally relevant e-documents will enlarge the opportunities for ETRAN users. The legal status given to e-documents should be appreciated as an important step forward in the creation of a single information space on the RF transport system. Unfortunately, the implementation of new elements of AS ETD (including e-signature) is being prevented by the underdeveloped legal base.
One of the problems mentioned by consignors and operators who use ETRAN is the labour-intensive filling in of documents. Railwaymen are trying to solve this problem, but they face the necessity of multi-level control after the transfer of e-documents and the differentiation of the e-signature’s functions (in other words, which corrections can be put into a document which has e-signatures from specialists and managers of different services). Meanwhile, all the changes must be fixed at the server, which toughens the system requirements for network equipment and automated workplaces. In fact, it makes new demands of e-data storage technologies.
By Andrey Lazarev
[~DETAIL_TEXT] => Virtual document turnover
We will give several examples of how ETRAN helped private entrepreneurs improve the efficiency of freight transportation organisation.
It allowed monitoring of cargo movement when large-capacity containers were serviced at the back terminals in the sea port of St Petersburg (such a scheme envisages a complicated logistic chain with interim handling for accumulation of shipload lots on shore). In other words, it became one of the instruments available to optimise the transportation process. Meanwhile, the digital e-signature and single account technologies were needed for online monitoring of the transfer of container lots onboard.
Another example is equipping the logistics complex with an automated information centre in the Ust-Luga port with an electronic control system. Pavel Burtsev, Deputy Head of the Oktyabrskaya Railway – an affiliate of RZD in the North-Western region of Russia - emphasised that the main goal was to join the technological opportunities of RZD with the e-systems of consignors and consignees. The ETRAN system helps plan the rolling stock chosen for fast loading, which significantly reduces the costs of railcar idling.
Another function is to control cargo transportation and monitor its delivery from a consignor to a consignee. According to plans, a special building is to be constructed on the port’s territory, and utility networks and communications are to be organised. And then there arises a rather prosaic but important question for the project initiators – the software to connect the servers with the railway systems.
According to Ust-Luga company, it can be done. For example, such an information system has been put into operation at the coal terminal of Rosterminalugol. It allows control of the operating process, to provide up-to-date records of the freight, through which there is data exchange with railway programmes and e-document turnover.
Without ETRAN, it would have been difficult to develop a system of information support for international cargo transportation. A bright example is Russian-Finnish railway communication, where e-invoices are widely used.
The usage of isolated information systems for fulfilling adjacent operations at border crossings leads to a doubling-up of operations, making the technological process more complicated and increasing time spent on freight clearance and transportation. The same thing can be said about operations fulfilled during the interaction of different transport modes.
Here we should pay attention to the following fact: in August 2009, Sovfrakht was one of the first transport and forwarding companies which started to work with RZD using the new system of control of payments for transportation of export, import and domestic cargoes, and empty wagons. The transportation payments are now controlled via ETRAN by means of reviewing and adjusting the applications for freight transportation and transportation documents. Specialists at Sovfrakht-Sovmortrans group say that the new online technology caused significant changes in the work of those departments engaged in railway service and redirection of cargo flows from the sea to railway.
The advantage of the system, according to the specialists of the company, is that there is no significant “freezing” of Sovfrakht’s money on the account of RZD, because monetary resources are debited as soon as the freight is received for transportation.
Electronic accounts and signature
In 2009, clients were interested in the new options – remote filling in of invoices, single accounts and e-signature. This makes the information exchange process much quicker, which is especially important when railwaymen strive to attract consignors to new projects in the sectors of container, contrailer, or refrigerator cargo transportation.
The ETRAN may have more functions if it interacts with other web interfaces. For example, TransTeleCom offered to integrate clients’ corporate IT systems with ETRAN, so that transport companies which do not use it could get access to fill in e-applications for railway transportation, while ETRAN users could access services of any other transport mode.
Itellex (the developer of the ETRAN system) offers new services to those using the ETRAN. This helps to attract new customers. According to the data of Itellex, last year the number of contractors wishing to use this technology to fill in transportation documents grew ten-fold, and the number of people using the single account technology increased more than 120-fold. What are the advantages of the technologies? Logistics services based on e-technologies reduce the delivery time by 20%, decrease the stock held in storage by 30%, and, consequently, reduce expenses on transportation and cargo storing by 10-15%.
The transport operators working at the Sverdlovskaya railway (an affiliate of RZD) appreciate the single account service for online payments, and e-signature for filling in the transportation documents for empty and loaded wagons. Thus, the technologies used on the Russian railway network have a significant potential to reach the target of a single information transport space. ETRAN is becoming one of the components for building a complex of multi-level intellectual railway systems, including transportation process management using online dynamic control of cargo and rolling stock movement.
A new chain of problems
In 2010, the Automated System of Technological Document turnover (AS ETD) with e-signature is to be put into operation on Russian railways. One of the most important goals is to connect this system with other instruments of e-document turnover. Consignors and rolling stock operators worry about how it will be integrated with ETRAN.
As a pilot project, AS ETD was tested on the South-Eastern, Kuibyshev, and Gorkovskaya railways within the scope of 28 primary accounting documents (traffic, railcar, locomotive and track departments). Another 168 blanks were to be developed by the end of 2009. The project envisages that all of them can be signed electronically.
All in all, there are 700 blanks which are to be automated. The system is designed to be used by more than 150,000 customers. Each of them will have his own e-key with e-signature. The information about the fulfilled technological operations is to be available to other participants in document turnover within 3 minutes of the e-signature being applied.
However, it is not so easy to integrate the system with documents and databases, access to which is received by means of ETRAN. In particular, this problem was discussed at the XIV International scientific and practical conference “Information Technologies at Railway Transport”. For example, Alexander Chernov, Director of Business Development in the Transport Sector in Russia and the CIS at IBM, said that the potential for extensive development of railway transport had been reached.
That is why the issues of optimising the existing network and its potential enlargement and intellectualisation will become most urgent to fulfill the demand for logistics services on a significant loading on the railway infrastructure. This situation impacts on the efficiency of transportation management – insufficient flexibility and responsiveness and structural limitations of the railway transport slow down the transportation process.
In the opinion of Mr Chernov, the intellectualisation – a technologically equipped integrated system – will improve all the operations and provide proactive control after the activity. In this case it will be possible to react properly to events and take preventative action. In fact, all these are different sides to the integration of different systems.
Clients ask how auditors and tax services will treat the electronic files. At the moment, there are administrative barriers in this sector: the documents for auditors and tax services are paper documents signed by those in charge. Auditors and tax services have made no official specifications about e-documents with e-signatures. As a result, the sphere for use of such documents is limited: few people want to have problems if a financial payment is considered unconfirmed.
The development of a technology, principally new to Russia, that formalises legally relevant e-documents will enlarge the opportunities for ETRAN users. The legal status given to e-documents should be appreciated as an important step forward in the creation of a single information space on the RF transport system. Unfortunately, the implementation of new elements of AS ETD (including e-signature) is being prevented by the underdeveloped legal base.
One of the problems mentioned by consignors and operators who use ETRAN is the labour-intensive filling in of documents. Railwaymen are trying to solve this problem, but they face the necessity of multi-level control after the transfer of e-documents and the differentiation of the e-signature’s functions (in other words, which corrections can be put into a document which has e-signatures from specialists and managers of different services). Meanwhile, all the changes must be fixed at the server, which toughens the system requirements for network equipment and automated workplaces. In fact, it makes new demands of e-data storage technologies.
By Andrey Lazarev
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.
The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.
“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.
That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[~PREVIEW_TEXT] => The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.
The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.
“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.
That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6360
[~CODE] => 6360
[EXTERNAL_ID] => 6360
[~EXTERNAL_ID] => 6360
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111132:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => E-key to a paperless invoice
[SECTION_META_KEYWORDS] => e-key to a paperless invoice
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/20.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.<br />The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.<br />“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.<br />That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[ELEMENT_META_TITLE] => E-key to a paperless invoice
[ELEMENT_META_KEYWORDS] => e-key to a paperless invoice
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/20.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.<br />The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.<br />“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.<br />That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[SECTION_PICTURE_FILE_ALT] => E-key to a paperless invoice
[SECTION_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[SECTION_DETAIL_PICTURE_FILE_ALT] => E-key to a paperless invoice
[SECTION_DETAIL_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => E-key to a paperless invoice
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => E-key to a paperless invoice
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => E-key to a paperless invoice
)
)
Array
(
[ID] => 111132
[~ID] => 111132
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => E-key to a paperless invoice
[~NAME] => E-key to a paperless invoice
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6360/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6360/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Virtual document turnover
We will give several examples of how ETRAN helped private entrepreneurs improve the efficiency of freight transportation organisation.
It allowed monitoring of cargo movement when large-capacity containers were serviced at the back terminals in the sea port of St Petersburg (such a scheme envisages a complicated logistic chain with interim handling for accumulation of shipload lots on shore). In other words, it became one of the instruments available to optimise the transportation process. Meanwhile, the digital e-signature and single account technologies were needed for online monitoring of the transfer of container lots onboard.
Another example is equipping the logistics complex with an automated information centre in the Ust-Luga port with an electronic control system. Pavel Burtsev, Deputy Head of the Oktyabrskaya Railway – an affiliate of RZD in the North-Western region of Russia - emphasised that the main goal was to join the technological opportunities of RZD with the e-systems of consignors and consignees. The ETRAN system helps plan the rolling stock chosen for fast loading, which significantly reduces the costs of railcar idling.
Another function is to control cargo transportation and monitor its delivery from a consignor to a consignee. According to plans, a special building is to be constructed on the port’s territory, and utility networks and communications are to be organised. And then there arises a rather prosaic but important question for the project initiators – the software to connect the servers with the railway systems.
According to Ust-Luga company, it can be done. For example, such an information system has been put into operation at the coal terminal of Rosterminalugol. It allows control of the operating process, to provide up-to-date records of the freight, through which there is data exchange with railway programmes and e-document turnover.
Without ETRAN, it would have been difficult to develop a system of information support for international cargo transportation. A bright example is Russian-Finnish railway communication, where e-invoices are widely used.
The usage of isolated information systems for fulfilling adjacent operations at border crossings leads to a doubling-up of operations, making the technological process more complicated and increasing time spent on freight clearance and transportation. The same thing can be said about operations fulfilled during the interaction of different transport modes.
Here we should pay attention to the following fact: in August 2009, Sovfrakht was one of the first transport and forwarding companies which started to work with RZD using the new system of control of payments for transportation of export, import and domestic cargoes, and empty wagons. The transportation payments are now controlled via ETRAN by means of reviewing and adjusting the applications for freight transportation and transportation documents. Specialists at Sovfrakht-Sovmortrans group say that the new online technology caused significant changes in the work of those departments engaged in railway service and redirection of cargo flows from the sea to railway.
The advantage of the system, according to the specialists of the company, is that there is no significant “freezing” of Sovfrakht’s money on the account of RZD, because monetary resources are debited as soon as the freight is received for transportation.
Electronic accounts and signature
In 2009, clients were interested in the new options – remote filling in of invoices, single accounts and e-signature. This makes the information exchange process much quicker, which is especially important when railwaymen strive to attract consignors to new projects in the sectors of container, contrailer, or refrigerator cargo transportation.
The ETRAN may have more functions if it interacts with other web interfaces. For example, TransTeleCom offered to integrate clients’ corporate IT systems with ETRAN, so that transport companies which do not use it could get access to fill in e-applications for railway transportation, while ETRAN users could access services of any other transport mode.
Itellex (the developer of the ETRAN system) offers new services to those using the ETRAN. This helps to attract new customers. According to the data of Itellex, last year the number of contractors wishing to use this technology to fill in transportation documents grew ten-fold, and the number of people using the single account technology increased more than 120-fold. What are the advantages of the technologies? Logistics services based on e-technologies reduce the delivery time by 20%, decrease the stock held in storage by 30%, and, consequently, reduce expenses on transportation and cargo storing by 10-15%.
The transport operators working at the Sverdlovskaya railway (an affiliate of RZD) appreciate the single account service for online payments, and e-signature for filling in the transportation documents for empty and loaded wagons. Thus, the technologies used on the Russian railway network have a significant potential to reach the target of a single information transport space. ETRAN is becoming one of the components for building a complex of multi-level intellectual railway systems, including transportation process management using online dynamic control of cargo and rolling stock movement.
A new chain of problems
In 2010, the Automated System of Technological Document turnover (AS ETD) with e-signature is to be put into operation on Russian railways. One of the most important goals is to connect this system with other instruments of e-document turnover. Consignors and rolling stock operators worry about how it will be integrated with ETRAN.
As a pilot project, AS ETD was tested on the South-Eastern, Kuibyshev, and Gorkovskaya railways within the scope of 28 primary accounting documents (traffic, railcar, locomotive and track departments). Another 168 blanks were to be developed by the end of 2009. The project envisages that all of them can be signed electronically.
All in all, there are 700 blanks which are to be automated. The system is designed to be used by more than 150,000 customers. Each of them will have his own e-key with e-signature. The information about the fulfilled technological operations is to be available to other participants in document turnover within 3 minutes of the e-signature being applied.
However, it is not so easy to integrate the system with documents and databases, access to which is received by means of ETRAN. In particular, this problem was discussed at the XIV International scientific and practical conference “Information Technologies at Railway Transport”. For example, Alexander Chernov, Director of Business Development in the Transport Sector in Russia and the CIS at IBM, said that the potential for extensive development of railway transport had been reached.
That is why the issues of optimising the existing network and its potential enlargement and intellectualisation will become most urgent to fulfill the demand for logistics services on a significant loading on the railway infrastructure. This situation impacts on the efficiency of transportation management – insufficient flexibility and responsiveness and structural limitations of the railway transport slow down the transportation process.
In the opinion of Mr Chernov, the intellectualisation – a technologically equipped integrated system – will improve all the operations and provide proactive control after the activity. In this case it will be possible to react properly to events and take preventative action. In fact, all these are different sides to the integration of different systems.
Clients ask how auditors and tax services will treat the electronic files. At the moment, there are administrative barriers in this sector: the documents for auditors and tax services are paper documents signed by those in charge. Auditors and tax services have made no official specifications about e-documents with e-signatures. As a result, the sphere for use of such documents is limited: few people want to have problems if a financial payment is considered unconfirmed.
The development of a technology, principally new to Russia, that formalises legally relevant e-documents will enlarge the opportunities for ETRAN users. The legal status given to e-documents should be appreciated as an important step forward in the creation of a single information space on the RF transport system. Unfortunately, the implementation of new elements of AS ETD (including e-signature) is being prevented by the underdeveloped legal base.
One of the problems mentioned by consignors and operators who use ETRAN is the labour-intensive filling in of documents. Railwaymen are trying to solve this problem, but they face the necessity of multi-level control after the transfer of e-documents and the differentiation of the e-signature’s functions (in other words, which corrections can be put into a document which has e-signatures from specialists and managers of different services). Meanwhile, all the changes must be fixed at the server, which toughens the system requirements for network equipment and automated workplaces. In fact, it makes new demands of e-data storage technologies.
By Andrey Lazarev
[~DETAIL_TEXT] => Virtual document turnover
We will give several examples of how ETRAN helped private entrepreneurs improve the efficiency of freight transportation organisation.
It allowed monitoring of cargo movement when large-capacity containers were serviced at the back terminals in the sea port of St Petersburg (such a scheme envisages a complicated logistic chain with interim handling for accumulation of shipload lots on shore). In other words, it became one of the instruments available to optimise the transportation process. Meanwhile, the digital e-signature and single account technologies were needed for online monitoring of the transfer of container lots onboard.
Another example is equipping the logistics complex with an automated information centre in the Ust-Luga port with an electronic control system. Pavel Burtsev, Deputy Head of the Oktyabrskaya Railway – an affiliate of RZD in the North-Western region of Russia - emphasised that the main goal was to join the technological opportunities of RZD with the e-systems of consignors and consignees. The ETRAN system helps plan the rolling stock chosen for fast loading, which significantly reduces the costs of railcar idling.
Another function is to control cargo transportation and monitor its delivery from a consignor to a consignee. According to plans, a special building is to be constructed on the port’s territory, and utility networks and communications are to be organised. And then there arises a rather prosaic but important question for the project initiators – the software to connect the servers with the railway systems.
According to Ust-Luga company, it can be done. For example, such an information system has been put into operation at the coal terminal of Rosterminalugol. It allows control of the operating process, to provide up-to-date records of the freight, through which there is data exchange with railway programmes and e-document turnover.
Without ETRAN, it would have been difficult to develop a system of information support for international cargo transportation. A bright example is Russian-Finnish railway communication, where e-invoices are widely used.
The usage of isolated information systems for fulfilling adjacent operations at border crossings leads to a doubling-up of operations, making the technological process more complicated and increasing time spent on freight clearance and transportation. The same thing can be said about operations fulfilled during the interaction of different transport modes.
Here we should pay attention to the following fact: in August 2009, Sovfrakht was one of the first transport and forwarding companies which started to work with RZD using the new system of control of payments for transportation of export, import and domestic cargoes, and empty wagons. The transportation payments are now controlled via ETRAN by means of reviewing and adjusting the applications for freight transportation and transportation documents. Specialists at Sovfrakht-Sovmortrans group say that the new online technology caused significant changes in the work of those departments engaged in railway service and redirection of cargo flows from the sea to railway.
The advantage of the system, according to the specialists of the company, is that there is no significant “freezing” of Sovfrakht’s money on the account of RZD, because monetary resources are debited as soon as the freight is received for transportation.
Electronic accounts and signature
In 2009, clients were interested in the new options – remote filling in of invoices, single accounts and e-signature. This makes the information exchange process much quicker, which is especially important when railwaymen strive to attract consignors to new projects in the sectors of container, contrailer, or refrigerator cargo transportation.
The ETRAN may have more functions if it interacts with other web interfaces. For example, TransTeleCom offered to integrate clients’ corporate IT systems with ETRAN, so that transport companies which do not use it could get access to fill in e-applications for railway transportation, while ETRAN users could access services of any other transport mode.
Itellex (the developer of the ETRAN system) offers new services to those using the ETRAN. This helps to attract new customers. According to the data of Itellex, last year the number of contractors wishing to use this technology to fill in transportation documents grew ten-fold, and the number of people using the single account technology increased more than 120-fold. What are the advantages of the technologies? Logistics services based on e-technologies reduce the delivery time by 20%, decrease the stock held in storage by 30%, and, consequently, reduce expenses on transportation and cargo storing by 10-15%.
The transport operators working at the Sverdlovskaya railway (an affiliate of RZD) appreciate the single account service for online payments, and e-signature for filling in the transportation documents for empty and loaded wagons. Thus, the technologies used on the Russian railway network have a significant potential to reach the target of a single information transport space. ETRAN is becoming one of the components for building a complex of multi-level intellectual railway systems, including transportation process management using online dynamic control of cargo and rolling stock movement.
A new chain of problems
In 2010, the Automated System of Technological Document turnover (AS ETD) with e-signature is to be put into operation on Russian railways. One of the most important goals is to connect this system with other instruments of e-document turnover. Consignors and rolling stock operators worry about how it will be integrated with ETRAN.
As a pilot project, AS ETD was tested on the South-Eastern, Kuibyshev, and Gorkovskaya railways within the scope of 28 primary accounting documents (traffic, railcar, locomotive and track departments). Another 168 blanks were to be developed by the end of 2009. The project envisages that all of them can be signed electronically.
All in all, there are 700 blanks which are to be automated. The system is designed to be used by more than 150,000 customers. Each of them will have his own e-key with e-signature. The information about the fulfilled technological operations is to be available to other participants in document turnover within 3 minutes of the e-signature being applied.
However, it is not so easy to integrate the system with documents and databases, access to which is received by means of ETRAN. In particular, this problem was discussed at the XIV International scientific and practical conference “Information Technologies at Railway Transport”. For example, Alexander Chernov, Director of Business Development in the Transport Sector in Russia and the CIS at IBM, said that the potential for extensive development of railway transport had been reached.
That is why the issues of optimising the existing network and its potential enlargement and intellectualisation will become most urgent to fulfill the demand for logistics services on a significant loading on the railway infrastructure. This situation impacts on the efficiency of transportation management – insufficient flexibility and responsiveness and structural limitations of the railway transport slow down the transportation process.
In the opinion of Mr Chernov, the intellectualisation – a technologically equipped integrated system – will improve all the operations and provide proactive control after the activity. In this case it will be possible to react properly to events and take preventative action. In fact, all these are different sides to the integration of different systems.
Clients ask how auditors and tax services will treat the electronic files. At the moment, there are administrative barriers in this sector: the documents for auditors and tax services are paper documents signed by those in charge. Auditors and tax services have made no official specifications about e-documents with e-signatures. As a result, the sphere for use of such documents is limited: few people want to have problems if a financial payment is considered unconfirmed.
The development of a technology, principally new to Russia, that formalises legally relevant e-documents will enlarge the opportunities for ETRAN users. The legal status given to e-documents should be appreciated as an important step forward in the creation of a single information space on the RF transport system. Unfortunately, the implementation of new elements of AS ETD (including e-signature) is being prevented by the underdeveloped legal base.
One of the problems mentioned by consignors and operators who use ETRAN is the labour-intensive filling in of documents. Railwaymen are trying to solve this problem, but they face the necessity of multi-level control after the transfer of e-documents and the differentiation of the e-signature’s functions (in other words, which corrections can be put into a document which has e-signatures from specialists and managers of different services). Meanwhile, all the changes must be fixed at the server, which toughens the system requirements for network equipment and automated workplaces. In fact, it makes new demands of e-data storage technologies.
By Andrey Lazarev
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.
The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.
“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.
That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[~PREVIEW_TEXT] => The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.
The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.
“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.
That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6360
[~CODE] => 6360
[EXTERNAL_ID] => 6360
[~EXTERNAL_ID] => 6360
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111132:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111132:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => E-key to a paperless invoice
[SECTION_META_KEYWORDS] => e-key to a paperless invoice
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/20.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.<br />The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.<br />“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.<br />That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[ELEMENT_META_TITLE] => E-key to a paperless invoice
[ELEMENT_META_KEYWORDS] => e-key to a paperless invoice
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/20.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The latest IT developments in the railway sector are linked to the creation of the Single Information Space (SIS) in the RF transport and logistics complex. One of the aspects of this plan is the application of digital e-signature and single account technologies.<br />The demand for such elaborations appeared because information technologies have became one of the most powerful instruments in managing business projects.<br />“For several years now, we have observed qualitative changes in the organisation of the company’s work provided by system development; IT systems are becoming a part of technological and management processes, showing all operations online,” said Vladimir Yakunin, RZD President, at one conference.<br />That is why RZD continued to develop its IT sector despite the global economic recession. One of the latest innovations is usage of the digital e-signature. First of all, it was targeted at enlarging the opportunities afforded to operators and cargo owners by the ETRAN system.
[SECTION_PICTURE_FILE_ALT] => E-key to a paperless invoice
[SECTION_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[SECTION_DETAIL_PICTURE_FILE_ALT] => E-key to a paperless invoice
[SECTION_DETAIL_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => E-key to a paperless invoice
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => E-key to a paperless invoice
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => E-key to a paperless invoice
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => E-key to a paperless invoice
)
)
Array
(
[ID] => 111131
[~ID] => 111131
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Panorama Company
[~NAME] => Panorama Company
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6359/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6359/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Fitch Assigns Russian Railways’ LPNs Expected “BBB” rating
On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
The LPNs will be issued on a limited recourse basis for the sole purpose of funding a loan by RZD Capital Limited to Russian Railways. The gross proceeds of the loan will be used by the company in the ordinary course of its business. The noteholders will rely solely on RZD’s credit and financial standing for the payment of obligations under the notes.
RZD’s long-term foreign and local currency Issuer Default Ratings (IDRs) are “BBB”, respectively, with Stable Outlooks. RZD’s short-term foreign and local currency IDRs are “F3”, and its National Long-term rating is “AAA(rus)” with a Stable Outlook.
RZD’s ratings are aligned with those of the Russian Federation, reflecting its 100% state ownership and strategic importance. The rating alignment further captures state involvement in tariff-setting, overall financial planning, direct equity injections, funding by government-controlled banks and the provision of subsidies for the freight and loss-making passenger transportation divisions. Direct subsidies are set to represent an increasing proportion of EBITDAR (10% in FY08), further strengthening RZD’s links with the state, but also its reliance on the government.
Russian Railways and DB open International Logistics and Supply Chain Management Centre in St Petersburg
On March17 at St Petersburg State University’s Graduate School of Management, an opening ceremony was held of the International Logistics and Supply Chain Management Centre established by Russian Railways and Deutsche Bahn. The centre was founded on the basis of a general agreement between DB Schenker, Russian Railways, St Petersburg State University’s Graduate School of Management, the European Business School, and St Petersburg State Railway University.
“The International Logistics Centre should become a unique centre of applied science in terms of its form and content, and will unite the efforts of the largest employers in Russia with an international consortium of universities, to develop global-level educational programmes, in order to prepare management personnel in international and transport logistics to meet the needs of the sector and the country as a whole”, Mr Yakunin said. One of the most important areas of the centre’s work is to develop advanced training programmes for staff of Russian Railways and Deutsche Bahn AG, taking on board the market needs of both companies.
“In view of the ambitious plans for developing Russian Railways’ logistics business and the scale of its activities, we will in the near future need hundreds of professional management staff in various areas of logistics – the management of terminals, delivery chains, and inventories, the creation of information-logistic systems, and others,” Mr Yakunin added.
“By entering the logistics market, we are declaring our plans to become not only the largest transport company, but also one of the leading international logistics companies”, the Russian Railways President said.
Tikhvin Railcar Building Plant Contracted for Equipment Supply for over $300 million
The Tikhvin Railway Car Building Plant (TVSZ) concluded agreements for the supply of robotised press brakes (KUKA, Germany), gondola and hopper car center sill welding line (ALTA, Czech), as well as of equipment for scrap shearing and swarf briquetting (ATM, Austria).
The supply of this equipment is scheduled for the 3rd quarter of 2010, the commissioning – for the 4th quarter of 2010.
As of early March 2010, more than 30 contracts were concluded for the development of technologies and the supply of the main industrial equipment for the foundry and railcar productions of the plant with a total value of over $300 million.
The vendors of the process, engineering and measurement equipment for TVSZ are manufacturers reputable in their industries, including: melting shop – Siemens VAI (Germany), wheel set manufacture (automatic line) and castings machining – Danobat (Spain), railcar, wheelset and castings paint lines – Eisenmann (Germany), molding line for castings – Heinrich Wagner Sinto (Germany), core production – Laempe (Germany), heat-treatment furnaces – CAN-ENG (Canada), robotised welding equipment – KUKA (Germany), rolling mill – Bradbury (USA), plasma cutting – Whitney (USA), press brakes and guillotine shears – LVD (Belgium), transfer tables – Vollert (Germany).
TransContainer starts operating Yakutia line
Last February, TransContainer started regular railroad container traffic to the Republic of Sakha (Yakutia). The first container train departed from Moscow to Yakutia on February 24, consisting of 39 container flat wagons of TransContainer.
The train arrived at Berkakit station of the Far East Railroad on March 5th. Then it proceeded to Aldan and Tommot of Yakutia Railroad. To deliver cargoes to the Berkakit station it took 8.5 days, 9.5 days to Aldan station, and 10.5 days to Tommot.
[~DETAIL_TEXT] => Fitch Assigns Russian Railways’ LPNs Expected “BBB” rating
On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
The LPNs will be issued on a limited recourse basis for the sole purpose of funding a loan by RZD Capital Limited to Russian Railways. The gross proceeds of the loan will be used by the company in the ordinary course of its business. The noteholders will rely solely on RZD’s credit and financial standing for the payment of obligations under the notes.
RZD’s long-term foreign and local currency Issuer Default Ratings (IDRs) are “BBB”, respectively, with Stable Outlooks. RZD’s short-term foreign and local currency IDRs are “F3”, and its National Long-term rating is “AAA(rus)” with a Stable Outlook.
RZD’s ratings are aligned with those of the Russian Federation, reflecting its 100% state ownership and strategic importance. The rating alignment further captures state involvement in tariff-setting, overall financial planning, direct equity injections, funding by government-controlled banks and the provision of subsidies for the freight and loss-making passenger transportation divisions. Direct subsidies are set to represent an increasing proportion of EBITDAR (10% in FY08), further strengthening RZD’s links with the state, but also its reliance on the government.
Russian Railways and DB open International Logistics and Supply Chain Management Centre in St Petersburg
On March17 at St Petersburg State University’s Graduate School of Management, an opening ceremony was held of the International Logistics and Supply Chain Management Centre established by Russian Railways and Deutsche Bahn. The centre was founded on the basis of a general agreement between DB Schenker, Russian Railways, St Petersburg State University’s Graduate School of Management, the European Business School, and St Petersburg State Railway University.
“The International Logistics Centre should become a unique centre of applied science in terms of its form and content, and will unite the efforts of the largest employers in Russia with an international consortium of universities, to develop global-level educational programmes, in order to prepare management personnel in international and transport logistics to meet the needs of the sector and the country as a whole”, Mr Yakunin said. One of the most important areas of the centre’s work is to develop advanced training programmes for staff of Russian Railways and Deutsche Bahn AG, taking on board the market needs of both companies.
“In view of the ambitious plans for developing Russian Railways’ logistics business and the scale of its activities, we will in the near future need hundreds of professional management staff in various areas of logistics – the management of terminals, delivery chains, and inventories, the creation of information-logistic systems, and others,” Mr Yakunin added.
“By entering the logistics market, we are declaring our plans to become not only the largest transport company, but also one of the leading international logistics companies”, the Russian Railways President said.
Tikhvin Railcar Building Plant Contracted for Equipment Supply for over $300 million
The Tikhvin Railway Car Building Plant (TVSZ) concluded agreements for the supply of robotised press brakes (KUKA, Germany), gondola and hopper car center sill welding line (ALTA, Czech), as well as of equipment for scrap shearing and swarf briquetting (ATM, Austria).
The supply of this equipment is scheduled for the 3rd quarter of 2010, the commissioning – for the 4th quarter of 2010.
As of early March 2010, more than 30 contracts were concluded for the development of technologies and the supply of the main industrial equipment for the foundry and railcar productions of the plant with a total value of over $300 million.
The vendors of the process, engineering and measurement equipment for TVSZ are manufacturers reputable in their industries, including: melting shop – Siemens VAI (Germany), wheel set manufacture (automatic line) and castings machining – Danobat (Spain), railcar, wheelset and castings paint lines – Eisenmann (Germany), molding line for castings – Heinrich Wagner Sinto (Germany), core production – Laempe (Germany), heat-treatment furnaces – CAN-ENG (Canada), robotised welding equipment – KUKA (Germany), rolling mill – Bradbury (USA), plasma cutting – Whitney (USA), press brakes and guillotine shears – LVD (Belgium), transfer tables – Vollert (Germany).
TransContainer starts operating Yakutia line
Last February, TransContainer started regular railroad container traffic to the Republic of Sakha (Yakutia). The first container train departed from Moscow to Yakutia on February 24, consisting of 39 container flat wagons of TransContainer.
The train arrived at Berkakit station of the Far East Railroad on March 5th. Then it proceeded to Aldan and Tommot of Yakutia Railroad. To deliver cargoes to the Berkakit station it took 8.5 days, 9.5 days to Aldan station, and 10.5 days to Tommot.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[~PREVIEW_TEXT] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6359
[~CODE] => 6359
[EXTERNAL_ID] => 6359
[~EXTERNAL_ID] => 6359
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111131:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Panorama Company
[SECTION_META_KEYWORDS] => panorama company
[SECTION_META_DESCRIPTION] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[ELEMENT_META_TITLE] => Panorama Company
[ELEMENT_META_KEYWORDS] => panorama company
[ELEMENT_META_DESCRIPTION] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[SECTION_PICTURE_FILE_ALT] => Panorama Company
[SECTION_PICTURE_FILE_TITLE] => Panorama Company
[SECTION_DETAIL_PICTURE_FILE_ALT] => Panorama Company
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Panorama Company
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Panorama Company
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Panorama Company
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Panorama Company
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Panorama Company
)
)
Array
(
[ID] => 111131
[~ID] => 111131
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Panorama Company
[~NAME] => Panorama Company
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6359/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6359/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Fitch Assigns Russian Railways’ LPNs Expected “BBB” rating
On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
The LPNs will be issued on a limited recourse basis for the sole purpose of funding a loan by RZD Capital Limited to Russian Railways. The gross proceeds of the loan will be used by the company in the ordinary course of its business. The noteholders will rely solely on RZD’s credit and financial standing for the payment of obligations under the notes.
RZD’s long-term foreign and local currency Issuer Default Ratings (IDRs) are “BBB”, respectively, with Stable Outlooks. RZD’s short-term foreign and local currency IDRs are “F3”, and its National Long-term rating is “AAA(rus)” with a Stable Outlook.
RZD’s ratings are aligned with those of the Russian Federation, reflecting its 100% state ownership and strategic importance. The rating alignment further captures state involvement in tariff-setting, overall financial planning, direct equity injections, funding by government-controlled banks and the provision of subsidies for the freight and loss-making passenger transportation divisions. Direct subsidies are set to represent an increasing proportion of EBITDAR (10% in FY08), further strengthening RZD’s links with the state, but also its reliance on the government.
Russian Railways and DB open International Logistics and Supply Chain Management Centre in St Petersburg
On March17 at St Petersburg State University’s Graduate School of Management, an opening ceremony was held of the International Logistics and Supply Chain Management Centre established by Russian Railways and Deutsche Bahn. The centre was founded on the basis of a general agreement between DB Schenker, Russian Railways, St Petersburg State University’s Graduate School of Management, the European Business School, and St Petersburg State Railway University.
“The International Logistics Centre should become a unique centre of applied science in terms of its form and content, and will unite the efforts of the largest employers in Russia with an international consortium of universities, to develop global-level educational programmes, in order to prepare management personnel in international and transport logistics to meet the needs of the sector and the country as a whole”, Mr Yakunin said. One of the most important areas of the centre’s work is to develop advanced training programmes for staff of Russian Railways and Deutsche Bahn AG, taking on board the market needs of both companies.
“In view of the ambitious plans for developing Russian Railways’ logistics business and the scale of its activities, we will in the near future need hundreds of professional management staff in various areas of logistics – the management of terminals, delivery chains, and inventories, the creation of information-logistic systems, and others,” Mr Yakunin added.
“By entering the logistics market, we are declaring our plans to become not only the largest transport company, but also one of the leading international logistics companies”, the Russian Railways President said.
Tikhvin Railcar Building Plant Contracted for Equipment Supply for over $300 million
The Tikhvin Railway Car Building Plant (TVSZ) concluded agreements for the supply of robotised press brakes (KUKA, Germany), gondola and hopper car center sill welding line (ALTA, Czech), as well as of equipment for scrap shearing and swarf briquetting (ATM, Austria).
The supply of this equipment is scheduled for the 3rd quarter of 2010, the commissioning – for the 4th quarter of 2010.
As of early March 2010, more than 30 contracts were concluded for the development of technologies and the supply of the main industrial equipment for the foundry and railcar productions of the plant with a total value of over $300 million.
The vendors of the process, engineering and measurement equipment for TVSZ are manufacturers reputable in their industries, including: melting shop – Siemens VAI (Germany), wheel set manufacture (automatic line) and castings machining – Danobat (Spain), railcar, wheelset and castings paint lines – Eisenmann (Germany), molding line for castings – Heinrich Wagner Sinto (Germany), core production – Laempe (Germany), heat-treatment furnaces – CAN-ENG (Canada), robotised welding equipment – KUKA (Germany), rolling mill – Bradbury (USA), plasma cutting – Whitney (USA), press brakes and guillotine shears – LVD (Belgium), transfer tables – Vollert (Germany).
TransContainer starts operating Yakutia line
Last February, TransContainer started regular railroad container traffic to the Republic of Sakha (Yakutia). The first container train departed from Moscow to Yakutia on February 24, consisting of 39 container flat wagons of TransContainer.
The train arrived at Berkakit station of the Far East Railroad on March 5th. Then it proceeded to Aldan and Tommot of Yakutia Railroad. To deliver cargoes to the Berkakit station it took 8.5 days, 9.5 days to Aldan station, and 10.5 days to Tommot.
[~DETAIL_TEXT] => Fitch Assigns Russian Railways’ LPNs Expected “BBB” rating
On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
The LPNs will be issued on a limited recourse basis for the sole purpose of funding a loan by RZD Capital Limited to Russian Railways. The gross proceeds of the loan will be used by the company in the ordinary course of its business. The noteholders will rely solely on RZD’s credit and financial standing for the payment of obligations under the notes.
RZD’s long-term foreign and local currency Issuer Default Ratings (IDRs) are “BBB”, respectively, with Stable Outlooks. RZD’s short-term foreign and local currency IDRs are “F3”, and its National Long-term rating is “AAA(rus)” with a Stable Outlook.
RZD’s ratings are aligned with those of the Russian Federation, reflecting its 100% state ownership and strategic importance. The rating alignment further captures state involvement in tariff-setting, overall financial planning, direct equity injections, funding by government-controlled banks and the provision of subsidies for the freight and loss-making passenger transportation divisions. Direct subsidies are set to represent an increasing proportion of EBITDAR (10% in FY08), further strengthening RZD’s links with the state, but also its reliance on the government.
Russian Railways and DB open International Logistics and Supply Chain Management Centre in St Petersburg
On March17 at St Petersburg State University’s Graduate School of Management, an opening ceremony was held of the International Logistics and Supply Chain Management Centre established by Russian Railways and Deutsche Bahn. The centre was founded on the basis of a general agreement between DB Schenker, Russian Railways, St Petersburg State University’s Graduate School of Management, the European Business School, and St Petersburg State Railway University.
“The International Logistics Centre should become a unique centre of applied science in terms of its form and content, and will unite the efforts of the largest employers in Russia with an international consortium of universities, to develop global-level educational programmes, in order to prepare management personnel in international and transport logistics to meet the needs of the sector and the country as a whole”, Mr Yakunin said. One of the most important areas of the centre’s work is to develop advanced training programmes for staff of Russian Railways and Deutsche Bahn AG, taking on board the market needs of both companies.
“In view of the ambitious plans for developing Russian Railways’ logistics business and the scale of its activities, we will in the near future need hundreds of professional management staff in various areas of logistics – the management of terminals, delivery chains, and inventories, the creation of information-logistic systems, and others,” Mr Yakunin added.
“By entering the logistics market, we are declaring our plans to become not only the largest transport company, but also one of the leading international logistics companies”, the Russian Railways President said.
Tikhvin Railcar Building Plant Contracted for Equipment Supply for over $300 million
The Tikhvin Railway Car Building Plant (TVSZ) concluded agreements for the supply of robotised press brakes (KUKA, Germany), gondola and hopper car center sill welding line (ALTA, Czech), as well as of equipment for scrap shearing and swarf briquetting (ATM, Austria).
The supply of this equipment is scheduled for the 3rd quarter of 2010, the commissioning – for the 4th quarter of 2010.
As of early March 2010, more than 30 contracts were concluded for the development of technologies and the supply of the main industrial equipment for the foundry and railcar productions of the plant with a total value of over $300 million.
The vendors of the process, engineering and measurement equipment for TVSZ are manufacturers reputable in their industries, including: melting shop – Siemens VAI (Germany), wheel set manufacture (automatic line) and castings machining – Danobat (Spain), railcar, wheelset and castings paint lines – Eisenmann (Germany), molding line for castings – Heinrich Wagner Sinto (Germany), core production – Laempe (Germany), heat-treatment furnaces – CAN-ENG (Canada), robotised welding equipment – KUKA (Germany), rolling mill – Bradbury (USA), plasma cutting – Whitney (USA), press brakes and guillotine shears – LVD (Belgium), transfer tables – Vollert (Germany).
TransContainer starts operating Yakutia line
Last February, TransContainer started regular railroad container traffic to the Republic of Sakha (Yakutia). The first container train departed from Moscow to Yakutia on February 24, consisting of 39 container flat wagons of TransContainer.
The train arrived at Berkakit station of the Far East Railroad on March 5th. Then it proceeded to Aldan and Tommot of Yakutia Railroad. To deliver cargoes to the Berkakit station it took 8.5 days, 9.5 days to Aldan station, and 10.5 days to Tommot.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[~PREVIEW_TEXT] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6359
[~CODE] => 6359
[EXTERNAL_ID] => 6359
[~EXTERNAL_ID] => 6359
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111131:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111131:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Panorama Company
[SECTION_META_KEYWORDS] => panorama company
[SECTION_META_DESCRIPTION] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[ELEMENT_META_TITLE] => Panorama Company
[ELEMENT_META_KEYWORDS] => panorama company
[ELEMENT_META_DESCRIPTION] => On March 19, 2010, Fitch Ratings assigned RZD Capital Limited’s proposed loan participation notes (LPNs) an expected senior unsecured “BBB” rating. The final rating is contingent upon the receipt of final documentation conforming materially to information already received and details regarding the amount and tenor.
[SECTION_PICTURE_FILE_ALT] => Panorama Company
[SECTION_PICTURE_FILE_TITLE] => Panorama Company
[SECTION_DETAIL_PICTURE_FILE_ALT] => Panorama Company
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Panorama Company
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Panorama Company
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Panorama Company
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Panorama Company
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Panorama Company
)
)
Array
(
[ID] => 111130
[~ID] => 111130
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Thanks to Oil Russian Ports Are Still Afloat
[~NAME] => Thanks to Oil Russian Ports Are Still Afloat
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6358/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6358/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => A little less import, a little more export
During 2009, Russian seaports improved the results they had reached in 2008 by 9.2%. The total turnover amounted to 496.4 million tons, including 198.4 million tons of dry cargo (3.4% above the level of 2008) and 298 million tons of bulk cargo (13.4% above the level of 2008). One of the main trends of the previous year was the reduction in the share of imported goods. Thus, it amounted to 5.5% of the total traffic (compare it with 77.6% of export, 9.1% of transit and 7.9% of cabotage traffic), whereas in 2008 it accounted for 9.3% of traffic (with export - 75.6%, transit – 8.7%, cabotage – 6.4% of traffic).
In general, the volume of imported goods declined by 35% (27.4 million tons) in relation to the level of 2008. This occurred primarily due to the decline in volumes of container transportation, which fell by 34%, and general cargo (packaged and refrigerated, in particular), which decreased by 42.5%.
However, according to Serik Zhusupov, executive director of the Association of Sea Commercial Ports (ASCP), the load was balanced in the last months of 2009. “We expect a stabilisation of the import cargo flow in early 2010,” he added.
Apart from that, the volumes of export cargo increased by 12% up to 385 million tons in 2009.
This was reached primarily due to bulk cargo volumes, which increased by 9.3% (230.6 million tons), coal, which rose by 20.4% (up to 63.9 million tons) as well as substantially increased supply of grain (2.3-fold, to 21 million tons) and ore (2.1-fold to 4.1 million tons). The volumes of ferrous and nonferrous metals transportation also increased by 14.3% (up to 27.6 million tons) and 3.6% (up to 4.1 million tons) respectively.
ASCP experts mention that the largest volumes of coal were shipped to China, Japan, South Korea, Britain, Turkey, and the Netherlands in 2009. For example, the volume of cargo delivered to Turkey and the Netherlands increased by 40% and to Asia-Pacific region - by 34% in comparison with 2008. Ferrous metals were delivered mostly to Iran, China, Turkey, Vietnam, and Thailand. At the same time, the cargo volumes, which were destined to Turkey, decreased approximately by 40%, while transportation to Iran and to the Asia-Pacific countries has increased 1.5-fold and 2.6-fold respectively. Russia’s grain was mainly exported via the Southern ports to Egypt, Saudi Arabia, Syria, and Turkey.
However, given the overall growth in export volumes, transportation of fertilizers declined by 14.6% (up to 10 million tons), timber cargo - by 34.7% (up to 5.8 million tons) and container transportation decreased by 4.1% (up to 8.3 million tons).
Transit transportation, on the other hand, showed positive dynamics. In 2009, Russian ports handled 45.1 million tons of transit cargo, which was 14.5% more than in 2008. This growth mainly resulted from the increase of traffic volumes of crude oil by 14.9%, while the volume of dry goods (grain, ferrous and nonferrous metals, in particular) decreased by 6.3%.
Cabotage cargo transportations also showed substantial growth by1.3-fold. Their result was 39 million tons in 2009. This growth was provided not only by oil and oil products, but also by container, coal, and refrigerated cargo transportations as well as transportation by ferry. Bulk and general cargo transportation, on the contrary, decreased.
Northwestern ports have lost their positions
Northwestern terminals handled the largest part of cargo volumes transported through Russian sea ports in 2009, which amounted to 45% (223.3 million tons). The second and the third places are occupied by Southern and Far Eastern ports with 36% (180.9 million tons) and 19% (92.2 million tons) respectively. It should be mentioned that although Northwestern ports retain the leadership in terms of handled volume of cargo, their rate of growth of cargo turnover is less than that of Southern and Far Eastern ports. Thus, if the latter increased their turnover by 13.6% and 14.6% respectively, Northwestern ports reached only 3.9% above the level of 2008.
This happened mainly due to a significant reduction in the volume of dry cargo, handled by the ports, which decreased by 12.9% to 75.5 million tons.
The biggest reduction occurred in the segment of handling large capacity containers (by 20.6% or 4.3 million tons), mineral fertilizers (by 20.7% or 1.9 million tons) as well as timber, which decreased 2.7-fold (1.6 million tons), scrap metals – 1.8-fold (1.1 million tons), refrigerator and other general cargo - 1.5-fold (2.7 million tons).
Even though Murmansk Commercial Seaport, Rosterminalugol and Kandalaksha Commercial Seaport had a noticeable grown in the volume of coal transportation, this did not save the situation.
Northwestern ports achieved their positive results mainly because of bulk cargo transportation, which increased by 15.2% to 147.8 million tons. For instance, Belokamenka terminal and Port of Primorsk increased the volumes of crude oil, they handled; while RPK-Vysotsk-Lukoil-II, Petersburg Oil Terminal and In-Transit increased the volumes of oil products. Varandey terminal and BalttransServis also showed positive dynamics after putting into operation new facilities for processing bulk cargo.
Port of St Petersburg, which turnover decreased by 16% (to 50.4 million tons), and Port of Kaliningrad, with the reduction by 19.6% (to 12.4 million tons), compared to 2008, were obviously the outsiders. The stevedores of the Big Port of St Petersburg lost 22% of the container transportation volumes. Petrolesport container terminal, a part of Globaltrans holding, decreased its volumes by 6%. Moby Dick container terminal, which is also owned by Globaltrans, lost 45% of its handling volumes. First Container Terminal handled 4% less cargo than in 2008. The company’s representatives explained that by a sharp decline in demand. They claim that the number of vessels, which arrived at the port in 2009, did not decrease, but their average load reduced. Moreover, the Big Port of St Petersburg lost the volumes of mineral fertilizers (28%) and general cargo, while the volume of timber cargo reduced 8-fold. On the other hand, the volume of raw materials, handled in the port, increased: coal - by 9%, ferrous metals - by 2%, nonferrous - by 21%, oil products - by 5%.
Wheat Goes West, Coal Goes East
Southern ports handled 64.4 million tons of dry cargo in 2009, which was 29.8% higher than in previous year. This was due to the growth in transportation of grain (increased 2.2-fold), bulk cargo (including coal, ore, and mineral fertilizers, increased 1.6-fold), and ferrous metals (increased by 6%). At the same time there was a decline in the volumes of timber transportation (by 18.3%), non-ferrous metals (by 22.7%), packaged, refrigerator and other general goods (by 32.6%), and transportation in large containers (by 21.1%). Among the companies, which managed to show positive dynamics in handling cargo, were Novorossiysk Commercial Seaport (23.4%), Novorossiysk UTEP (3.8%) and Yeysk Seaport (25.1%). The volume of transportation of bulk cargo grew by 6.3% up to 116.5 million tons. For instance, Novorossiysk Commercial Seaport handled 57.7 million tons, which was 6.6% better than in 2008, and CPC-R handled 34.6 million tons and showed 9.9% increase.
These positive results were mainly achieved owing to the stevedores of Novorossiysk. They handled 123.6 million tons, which was 9% more than in previous year. Taganrog Shipyard and Yeysk Seaport also improved their performance last year. However, other stevedoring companies in the region, for example, Tuapse Commercial Seaport, Mahachkalinskiy Commercial Seaport and Taganrog Commercial Seaport were unprofitable.
Far Eastern terminal operators significantly increased transportation volumes of bulk cargo which grew by 35.2% to 33.7 million tons in 2009. Experts explain that the growth was due to the new oil and gas terminal put into operation in Port of Prigorodny on Sakhalin Island.
However, Far Eastern ports still focus on handling dry cargo, which volumes grew by 5.4% (up to 58.4 million tons) in 2009.
The major part here plays the coal supply, which increased by 31.6% with the help of two factors: the new specialised coal terminal was put into operation in the port of Vanino and the increased demand in the Asia-Pacific region.
Against the rapid growth in transportation volumes of coal the changes in the segments of other types of cargo appear to be insignificant. Nevertheless, Far Eastern ports managed to increase the handling volumes of ferrous metals (by 30.2%). Apart from it, there is a further decline in transportations of forest (by 24.3%) and packaged goods (3.2-fold), mineral fertilizers (by 14.1%), non-ferrous metals (by 12.5%), metal (at 42.3%), container (by 22.7%) and ferry (16.3%) transportations.
All in all, the balance of forces among the main port complexes in the Far East is as follows: the first place is occupied by port of Vanino with the turnover of 23.5 million tons, which increased by 13.9%, in 2009. Vostochny Port reduced the handling volumes by 7.9% to 18.9 million tons and thus lost its positions. Vostochny is followed by Nakhodka with handling volumes of 15.8 million tons (increased by 3.8%), and the port of Vladivostok with 15.6 million tons (increased by 4.7%).
Near and Distant Future Prospects
Experts perceive the large-scale development of port infrastructure as the main reason for the growth of cargo turnover in Russian ports. “Material resources of Russian ports have been intensively extended in recent years. The port facilities, put into operation in the period of 2000-2008, reached the capacity of more than 300 million tons”, said Mr Zhusupov. The reserved capacity of the port infrastructure was about 20% at January 1, 2009, he added.
However, ports are not going to stop here. Thus, within the federal program “The development of the transportation system in Russia in 2010-2015” it is planned to allocate over RUR 631 billion on the development of sea transport infrastructure, including nearly RUR 400 billion devoted particularly for the port infrastructure. The program stipulates that the volume of transportation via Russian ports will increase 1.5-fold and reach 800 million tons by 2015, compared with 2009.
In order to achieve this, a number of projects need to be realised, including the enhancement of handling facilities of Port of Ust-Luga up to 170 million tons per year; the construction of a new deepwater port in Baltiysk, Kaliningrad region, with the capacity of nearly 15 million tons; the construction of a terminal for liquefied natural gas with handling capacity of 14 million tons in Murmansk region, and, finally, the extension of the oil terminal in Port Vostochny up to 55 million tons.
It is estimated that by the end of 2015, port complexes in Russia will have reached a reserved capacity of 10-15%, which will, according to experts, almost completely cover the transit needs of Russia’s foreign economy. As for the nearest future, analysts expect that the turnover in Russian ports will continue to grow in 2010. The transportation volumes of oil will grow significantly again. Furthermore, according to experts, if the predictions of Ministry of Economic Development of Russia come true and import will grow by 15% in 2010.
By Olga Gorbunova
[~DETAIL_TEXT] => A little less import, a little more export
During 2009, Russian seaports improved the results they had reached in 2008 by 9.2%. The total turnover amounted to 496.4 million tons, including 198.4 million tons of dry cargo (3.4% above the level of 2008) and 298 million tons of bulk cargo (13.4% above the level of 2008). One of the main trends of the previous year was the reduction in the share of imported goods. Thus, it amounted to 5.5% of the total traffic (compare it with 77.6% of export, 9.1% of transit and 7.9% of cabotage traffic), whereas in 2008 it accounted for 9.3% of traffic (with export - 75.6%, transit – 8.7%, cabotage – 6.4% of traffic).
In general, the volume of imported goods declined by 35% (27.4 million tons) in relation to the level of 2008. This occurred primarily due to the decline in volumes of container transportation, which fell by 34%, and general cargo (packaged and refrigerated, in particular), which decreased by 42.5%.
However, according to Serik Zhusupov, executive director of the Association of Sea Commercial Ports (ASCP), the load was balanced in the last months of 2009. “We expect a stabilisation of the import cargo flow in early 2010,” he added.
Apart from that, the volumes of export cargo increased by 12% up to 385 million tons in 2009.
This was reached primarily due to bulk cargo volumes, which increased by 9.3% (230.6 million tons), coal, which rose by 20.4% (up to 63.9 million tons) as well as substantially increased supply of grain (2.3-fold, to 21 million tons) and ore (2.1-fold to 4.1 million tons). The volumes of ferrous and nonferrous metals transportation also increased by 14.3% (up to 27.6 million tons) and 3.6% (up to 4.1 million tons) respectively.
ASCP experts mention that the largest volumes of coal were shipped to China, Japan, South Korea, Britain, Turkey, and the Netherlands in 2009. For example, the volume of cargo delivered to Turkey and the Netherlands increased by 40% and to Asia-Pacific region - by 34% in comparison with 2008. Ferrous metals were delivered mostly to Iran, China, Turkey, Vietnam, and Thailand. At the same time, the cargo volumes, which were destined to Turkey, decreased approximately by 40%, while transportation to Iran and to the Asia-Pacific countries has increased 1.5-fold and 2.6-fold respectively. Russia’s grain was mainly exported via the Southern ports to Egypt, Saudi Arabia, Syria, and Turkey.
However, given the overall growth in export volumes, transportation of fertilizers declined by 14.6% (up to 10 million tons), timber cargo - by 34.7% (up to 5.8 million tons) and container transportation decreased by 4.1% (up to 8.3 million tons).
Transit transportation, on the other hand, showed positive dynamics. In 2009, Russian ports handled 45.1 million tons of transit cargo, which was 14.5% more than in 2008. This growth mainly resulted from the increase of traffic volumes of crude oil by 14.9%, while the volume of dry goods (grain, ferrous and nonferrous metals, in particular) decreased by 6.3%.
Cabotage cargo transportations also showed substantial growth by1.3-fold. Their result was 39 million tons in 2009. This growth was provided not only by oil and oil products, but also by container, coal, and refrigerated cargo transportations as well as transportation by ferry. Bulk and general cargo transportation, on the contrary, decreased.
Northwestern ports have lost their positions
Northwestern terminals handled the largest part of cargo volumes transported through Russian sea ports in 2009, which amounted to 45% (223.3 million tons). The second and the third places are occupied by Southern and Far Eastern ports with 36% (180.9 million tons) and 19% (92.2 million tons) respectively. It should be mentioned that although Northwestern ports retain the leadership in terms of handled volume of cargo, their rate of growth of cargo turnover is less than that of Southern and Far Eastern ports. Thus, if the latter increased their turnover by 13.6% and 14.6% respectively, Northwestern ports reached only 3.9% above the level of 2008.
This happened mainly due to a significant reduction in the volume of dry cargo, handled by the ports, which decreased by 12.9% to 75.5 million tons.
The biggest reduction occurred in the segment of handling large capacity containers (by 20.6% or 4.3 million tons), mineral fertilizers (by 20.7% or 1.9 million tons) as well as timber, which decreased 2.7-fold (1.6 million tons), scrap metals – 1.8-fold (1.1 million tons), refrigerator and other general cargo - 1.5-fold (2.7 million tons).
Even though Murmansk Commercial Seaport, Rosterminalugol and Kandalaksha Commercial Seaport had a noticeable grown in the volume of coal transportation, this did not save the situation.
Northwestern ports achieved their positive results mainly because of bulk cargo transportation, which increased by 15.2% to 147.8 million tons. For instance, Belokamenka terminal and Port of Primorsk increased the volumes of crude oil, they handled; while RPK-Vysotsk-Lukoil-II, Petersburg Oil Terminal and In-Transit increased the volumes of oil products. Varandey terminal and BalttransServis also showed positive dynamics after putting into operation new facilities for processing bulk cargo.
Port of St Petersburg, which turnover decreased by 16% (to 50.4 million tons), and Port of Kaliningrad, with the reduction by 19.6% (to 12.4 million tons), compared to 2008, were obviously the outsiders. The stevedores of the Big Port of St Petersburg lost 22% of the container transportation volumes. Petrolesport container terminal, a part of Globaltrans holding, decreased its volumes by 6%. Moby Dick container terminal, which is also owned by Globaltrans, lost 45% of its handling volumes. First Container Terminal handled 4% less cargo than in 2008. The company’s representatives explained that by a sharp decline in demand. They claim that the number of vessels, which arrived at the port in 2009, did not decrease, but their average load reduced. Moreover, the Big Port of St Petersburg lost the volumes of mineral fertilizers (28%) and general cargo, while the volume of timber cargo reduced 8-fold. On the other hand, the volume of raw materials, handled in the port, increased: coal - by 9%, ferrous metals - by 2%, nonferrous - by 21%, oil products - by 5%.
Wheat Goes West, Coal Goes East
Southern ports handled 64.4 million tons of dry cargo in 2009, which was 29.8% higher than in previous year. This was due to the growth in transportation of grain (increased 2.2-fold), bulk cargo (including coal, ore, and mineral fertilizers, increased 1.6-fold), and ferrous metals (increased by 6%). At the same time there was a decline in the volumes of timber transportation (by 18.3%), non-ferrous metals (by 22.7%), packaged, refrigerator and other general goods (by 32.6%), and transportation in large containers (by 21.1%). Among the companies, which managed to show positive dynamics in handling cargo, were Novorossiysk Commercial Seaport (23.4%), Novorossiysk UTEP (3.8%) and Yeysk Seaport (25.1%). The volume of transportation of bulk cargo grew by 6.3% up to 116.5 million tons. For instance, Novorossiysk Commercial Seaport handled 57.7 million tons, which was 6.6% better than in 2008, and CPC-R handled 34.6 million tons and showed 9.9% increase.
These positive results were mainly achieved owing to the stevedores of Novorossiysk. They handled 123.6 million tons, which was 9% more than in previous year. Taganrog Shipyard and Yeysk Seaport also improved their performance last year. However, other stevedoring companies in the region, for example, Tuapse Commercial Seaport, Mahachkalinskiy Commercial Seaport and Taganrog Commercial Seaport were unprofitable.
Far Eastern terminal operators significantly increased transportation volumes of bulk cargo which grew by 35.2% to 33.7 million tons in 2009. Experts explain that the growth was due to the new oil and gas terminal put into operation in Port of Prigorodny on Sakhalin Island.
However, Far Eastern ports still focus on handling dry cargo, which volumes grew by 5.4% (up to 58.4 million tons) in 2009.
The major part here plays the coal supply, which increased by 31.6% with the help of two factors: the new specialised coal terminal was put into operation in the port of Vanino and the increased demand in the Asia-Pacific region.
Against the rapid growth in transportation volumes of coal the changes in the segments of other types of cargo appear to be insignificant. Nevertheless, Far Eastern ports managed to increase the handling volumes of ferrous metals (by 30.2%). Apart from it, there is a further decline in transportations of forest (by 24.3%) and packaged goods (3.2-fold), mineral fertilizers (by 14.1%), non-ferrous metals (by 12.5%), metal (at 42.3%), container (by 22.7%) and ferry (16.3%) transportations.
All in all, the balance of forces among the main port complexes in the Far East is as follows: the first place is occupied by port of Vanino with the turnover of 23.5 million tons, which increased by 13.9%, in 2009. Vostochny Port reduced the handling volumes by 7.9% to 18.9 million tons and thus lost its positions. Vostochny is followed by Nakhodka with handling volumes of 15.8 million tons (increased by 3.8%), and the port of Vladivostok with 15.6 million tons (increased by 4.7%).
Near and Distant Future Prospects
Experts perceive the large-scale development of port infrastructure as the main reason for the growth of cargo turnover in Russian ports. “Material resources of Russian ports have been intensively extended in recent years. The port facilities, put into operation in the period of 2000-2008, reached the capacity of more than 300 million tons”, said Mr Zhusupov. The reserved capacity of the port infrastructure was about 20% at January 1, 2009, he added.
However, ports are not going to stop here. Thus, within the federal program “The development of the transportation system in Russia in 2010-2015” it is planned to allocate over RUR 631 billion on the development of sea transport infrastructure, including nearly RUR 400 billion devoted particularly for the port infrastructure. The program stipulates that the volume of transportation via Russian ports will increase 1.5-fold and reach 800 million tons by 2015, compared with 2009.
In order to achieve this, a number of projects need to be realised, including the enhancement of handling facilities of Port of Ust-Luga up to 170 million tons per year; the construction of a new deepwater port in Baltiysk, Kaliningrad region, with the capacity of nearly 15 million tons; the construction of a terminal for liquefied natural gas with handling capacity of 14 million tons in Murmansk region, and, finally, the extension of the oil terminal in Port Vostochny up to 55 million tons.
It is estimated that by the end of 2015, port complexes in Russia will have reached a reserved capacity of 10-15%, which will, according to experts, almost completely cover the transit needs of Russia’s foreign economy. As for the nearest future, analysts expect that the turnover in Russian ports will continue to grow in 2010. The transportation volumes of oil will grow significantly again. Furthermore, according to experts, if the predictions of Ministry of Economic Development of Russia come true and import will grow by 15% in 2010.
By Olga Gorbunova
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[~PREVIEW_TEXT] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6358
[~CODE] => 6358
[EXTERNAL_ID] => 6358
[~EXTERNAL_ID] => 6358
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111130:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_META_KEYWORDS] => thanks to oil russian ports are still afloat
[SECTION_META_DESCRIPTION] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[ELEMENT_META_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_META_KEYWORDS] => thanks to oil russian ports are still afloat
[ELEMENT_META_DESCRIPTION] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[SECTION_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_DETAIL_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
)
)
Array
(
[ID] => 111130
[~ID] => 111130
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Thanks to Oil Russian Ports Are Still Afloat
[~NAME] => Thanks to Oil Russian Ports Are Still Afloat
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6358/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6358/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => A little less import, a little more export
During 2009, Russian seaports improved the results they had reached in 2008 by 9.2%. The total turnover amounted to 496.4 million tons, including 198.4 million tons of dry cargo (3.4% above the level of 2008) and 298 million tons of bulk cargo (13.4% above the level of 2008). One of the main trends of the previous year was the reduction in the share of imported goods. Thus, it amounted to 5.5% of the total traffic (compare it with 77.6% of export, 9.1% of transit and 7.9% of cabotage traffic), whereas in 2008 it accounted for 9.3% of traffic (with export - 75.6%, transit – 8.7%, cabotage – 6.4% of traffic).
In general, the volume of imported goods declined by 35% (27.4 million tons) in relation to the level of 2008. This occurred primarily due to the decline in volumes of container transportation, which fell by 34%, and general cargo (packaged and refrigerated, in particular), which decreased by 42.5%.
However, according to Serik Zhusupov, executive director of the Association of Sea Commercial Ports (ASCP), the load was balanced in the last months of 2009. “We expect a stabilisation of the import cargo flow in early 2010,” he added.
Apart from that, the volumes of export cargo increased by 12% up to 385 million tons in 2009.
This was reached primarily due to bulk cargo volumes, which increased by 9.3% (230.6 million tons), coal, which rose by 20.4% (up to 63.9 million tons) as well as substantially increased supply of grain (2.3-fold, to 21 million tons) and ore (2.1-fold to 4.1 million tons). The volumes of ferrous and nonferrous metals transportation also increased by 14.3% (up to 27.6 million tons) and 3.6% (up to 4.1 million tons) respectively.
ASCP experts mention that the largest volumes of coal were shipped to China, Japan, South Korea, Britain, Turkey, and the Netherlands in 2009. For example, the volume of cargo delivered to Turkey and the Netherlands increased by 40% and to Asia-Pacific region - by 34% in comparison with 2008. Ferrous metals were delivered mostly to Iran, China, Turkey, Vietnam, and Thailand. At the same time, the cargo volumes, which were destined to Turkey, decreased approximately by 40%, while transportation to Iran and to the Asia-Pacific countries has increased 1.5-fold and 2.6-fold respectively. Russia’s grain was mainly exported via the Southern ports to Egypt, Saudi Arabia, Syria, and Turkey.
However, given the overall growth in export volumes, transportation of fertilizers declined by 14.6% (up to 10 million tons), timber cargo - by 34.7% (up to 5.8 million tons) and container transportation decreased by 4.1% (up to 8.3 million tons).
Transit transportation, on the other hand, showed positive dynamics. In 2009, Russian ports handled 45.1 million tons of transit cargo, which was 14.5% more than in 2008. This growth mainly resulted from the increase of traffic volumes of crude oil by 14.9%, while the volume of dry goods (grain, ferrous and nonferrous metals, in particular) decreased by 6.3%.
Cabotage cargo transportations also showed substantial growth by1.3-fold. Their result was 39 million tons in 2009. This growth was provided not only by oil and oil products, but also by container, coal, and refrigerated cargo transportations as well as transportation by ferry. Bulk and general cargo transportation, on the contrary, decreased.
Northwestern ports have lost their positions
Northwestern terminals handled the largest part of cargo volumes transported through Russian sea ports in 2009, which amounted to 45% (223.3 million tons). The second and the third places are occupied by Southern and Far Eastern ports with 36% (180.9 million tons) and 19% (92.2 million tons) respectively. It should be mentioned that although Northwestern ports retain the leadership in terms of handled volume of cargo, their rate of growth of cargo turnover is less than that of Southern and Far Eastern ports. Thus, if the latter increased their turnover by 13.6% and 14.6% respectively, Northwestern ports reached only 3.9% above the level of 2008.
This happened mainly due to a significant reduction in the volume of dry cargo, handled by the ports, which decreased by 12.9% to 75.5 million tons.
The biggest reduction occurred in the segment of handling large capacity containers (by 20.6% or 4.3 million tons), mineral fertilizers (by 20.7% or 1.9 million tons) as well as timber, which decreased 2.7-fold (1.6 million tons), scrap metals – 1.8-fold (1.1 million tons), refrigerator and other general cargo - 1.5-fold (2.7 million tons).
Even though Murmansk Commercial Seaport, Rosterminalugol and Kandalaksha Commercial Seaport had a noticeable grown in the volume of coal transportation, this did not save the situation.
Northwestern ports achieved their positive results mainly because of bulk cargo transportation, which increased by 15.2% to 147.8 million tons. For instance, Belokamenka terminal and Port of Primorsk increased the volumes of crude oil, they handled; while RPK-Vysotsk-Lukoil-II, Petersburg Oil Terminal and In-Transit increased the volumes of oil products. Varandey terminal and BalttransServis also showed positive dynamics after putting into operation new facilities for processing bulk cargo.
Port of St Petersburg, which turnover decreased by 16% (to 50.4 million tons), and Port of Kaliningrad, with the reduction by 19.6% (to 12.4 million tons), compared to 2008, were obviously the outsiders. The stevedores of the Big Port of St Petersburg lost 22% of the container transportation volumes. Petrolesport container terminal, a part of Globaltrans holding, decreased its volumes by 6%. Moby Dick container terminal, which is also owned by Globaltrans, lost 45% of its handling volumes. First Container Terminal handled 4% less cargo than in 2008. The company’s representatives explained that by a sharp decline in demand. They claim that the number of vessels, which arrived at the port in 2009, did not decrease, but their average load reduced. Moreover, the Big Port of St Petersburg lost the volumes of mineral fertilizers (28%) and general cargo, while the volume of timber cargo reduced 8-fold. On the other hand, the volume of raw materials, handled in the port, increased: coal - by 9%, ferrous metals - by 2%, nonferrous - by 21%, oil products - by 5%.
Wheat Goes West, Coal Goes East
Southern ports handled 64.4 million tons of dry cargo in 2009, which was 29.8% higher than in previous year. This was due to the growth in transportation of grain (increased 2.2-fold), bulk cargo (including coal, ore, and mineral fertilizers, increased 1.6-fold), and ferrous metals (increased by 6%). At the same time there was a decline in the volumes of timber transportation (by 18.3%), non-ferrous metals (by 22.7%), packaged, refrigerator and other general goods (by 32.6%), and transportation in large containers (by 21.1%). Among the companies, which managed to show positive dynamics in handling cargo, were Novorossiysk Commercial Seaport (23.4%), Novorossiysk UTEP (3.8%) and Yeysk Seaport (25.1%). The volume of transportation of bulk cargo grew by 6.3% up to 116.5 million tons. For instance, Novorossiysk Commercial Seaport handled 57.7 million tons, which was 6.6% better than in 2008, and CPC-R handled 34.6 million tons and showed 9.9% increase.
These positive results were mainly achieved owing to the stevedores of Novorossiysk. They handled 123.6 million tons, which was 9% more than in previous year. Taganrog Shipyard and Yeysk Seaport also improved their performance last year. However, other stevedoring companies in the region, for example, Tuapse Commercial Seaport, Mahachkalinskiy Commercial Seaport and Taganrog Commercial Seaport were unprofitable.
Far Eastern terminal operators significantly increased transportation volumes of bulk cargo which grew by 35.2% to 33.7 million tons in 2009. Experts explain that the growth was due to the new oil and gas terminal put into operation in Port of Prigorodny on Sakhalin Island.
However, Far Eastern ports still focus on handling dry cargo, which volumes grew by 5.4% (up to 58.4 million tons) in 2009.
The major part here plays the coal supply, which increased by 31.6% with the help of two factors: the new specialised coal terminal was put into operation in the port of Vanino and the increased demand in the Asia-Pacific region.
Against the rapid growth in transportation volumes of coal the changes in the segments of other types of cargo appear to be insignificant. Nevertheless, Far Eastern ports managed to increase the handling volumes of ferrous metals (by 30.2%). Apart from it, there is a further decline in transportations of forest (by 24.3%) and packaged goods (3.2-fold), mineral fertilizers (by 14.1%), non-ferrous metals (by 12.5%), metal (at 42.3%), container (by 22.7%) and ferry (16.3%) transportations.
All in all, the balance of forces among the main port complexes in the Far East is as follows: the first place is occupied by port of Vanino with the turnover of 23.5 million tons, which increased by 13.9%, in 2009. Vostochny Port reduced the handling volumes by 7.9% to 18.9 million tons and thus lost its positions. Vostochny is followed by Nakhodka with handling volumes of 15.8 million tons (increased by 3.8%), and the port of Vladivostok with 15.6 million tons (increased by 4.7%).
Near and Distant Future Prospects
Experts perceive the large-scale development of port infrastructure as the main reason for the growth of cargo turnover in Russian ports. “Material resources of Russian ports have been intensively extended in recent years. The port facilities, put into operation in the period of 2000-2008, reached the capacity of more than 300 million tons”, said Mr Zhusupov. The reserved capacity of the port infrastructure was about 20% at January 1, 2009, he added.
However, ports are not going to stop here. Thus, within the federal program “The development of the transportation system in Russia in 2010-2015” it is planned to allocate over RUR 631 billion on the development of sea transport infrastructure, including nearly RUR 400 billion devoted particularly for the port infrastructure. The program stipulates that the volume of transportation via Russian ports will increase 1.5-fold and reach 800 million tons by 2015, compared with 2009.
In order to achieve this, a number of projects need to be realised, including the enhancement of handling facilities of Port of Ust-Luga up to 170 million tons per year; the construction of a new deepwater port in Baltiysk, Kaliningrad region, with the capacity of nearly 15 million tons; the construction of a terminal for liquefied natural gas with handling capacity of 14 million tons in Murmansk region, and, finally, the extension of the oil terminal in Port Vostochny up to 55 million tons.
It is estimated that by the end of 2015, port complexes in Russia will have reached a reserved capacity of 10-15%, which will, according to experts, almost completely cover the transit needs of Russia’s foreign economy. As for the nearest future, analysts expect that the turnover in Russian ports will continue to grow in 2010. The transportation volumes of oil will grow significantly again. Furthermore, according to experts, if the predictions of Ministry of Economic Development of Russia come true and import will grow by 15% in 2010.
By Olga Gorbunova
[~DETAIL_TEXT] => A little less import, a little more export
During 2009, Russian seaports improved the results they had reached in 2008 by 9.2%. The total turnover amounted to 496.4 million tons, including 198.4 million tons of dry cargo (3.4% above the level of 2008) and 298 million tons of bulk cargo (13.4% above the level of 2008). One of the main trends of the previous year was the reduction in the share of imported goods. Thus, it amounted to 5.5% of the total traffic (compare it with 77.6% of export, 9.1% of transit and 7.9% of cabotage traffic), whereas in 2008 it accounted for 9.3% of traffic (with export - 75.6%, transit – 8.7%, cabotage – 6.4% of traffic).
In general, the volume of imported goods declined by 35% (27.4 million tons) in relation to the level of 2008. This occurred primarily due to the decline in volumes of container transportation, which fell by 34%, and general cargo (packaged and refrigerated, in particular), which decreased by 42.5%.
However, according to Serik Zhusupov, executive director of the Association of Sea Commercial Ports (ASCP), the load was balanced in the last months of 2009. “We expect a stabilisation of the import cargo flow in early 2010,” he added.
Apart from that, the volumes of export cargo increased by 12% up to 385 million tons in 2009.
This was reached primarily due to bulk cargo volumes, which increased by 9.3% (230.6 million tons), coal, which rose by 20.4% (up to 63.9 million tons) as well as substantially increased supply of grain (2.3-fold, to 21 million tons) and ore (2.1-fold to 4.1 million tons). The volumes of ferrous and nonferrous metals transportation also increased by 14.3% (up to 27.6 million tons) and 3.6% (up to 4.1 million tons) respectively.
ASCP experts mention that the largest volumes of coal were shipped to China, Japan, South Korea, Britain, Turkey, and the Netherlands in 2009. For example, the volume of cargo delivered to Turkey and the Netherlands increased by 40% and to Asia-Pacific region - by 34% in comparison with 2008. Ferrous metals were delivered mostly to Iran, China, Turkey, Vietnam, and Thailand. At the same time, the cargo volumes, which were destined to Turkey, decreased approximately by 40%, while transportation to Iran and to the Asia-Pacific countries has increased 1.5-fold and 2.6-fold respectively. Russia’s grain was mainly exported via the Southern ports to Egypt, Saudi Arabia, Syria, and Turkey.
However, given the overall growth in export volumes, transportation of fertilizers declined by 14.6% (up to 10 million tons), timber cargo - by 34.7% (up to 5.8 million tons) and container transportation decreased by 4.1% (up to 8.3 million tons).
Transit transportation, on the other hand, showed positive dynamics. In 2009, Russian ports handled 45.1 million tons of transit cargo, which was 14.5% more than in 2008. This growth mainly resulted from the increase of traffic volumes of crude oil by 14.9%, while the volume of dry goods (grain, ferrous and nonferrous metals, in particular) decreased by 6.3%.
Cabotage cargo transportations also showed substantial growth by1.3-fold. Their result was 39 million tons in 2009. This growth was provided not only by oil and oil products, but also by container, coal, and refrigerated cargo transportations as well as transportation by ferry. Bulk and general cargo transportation, on the contrary, decreased.
Northwestern ports have lost their positions
Northwestern terminals handled the largest part of cargo volumes transported through Russian sea ports in 2009, which amounted to 45% (223.3 million tons). The second and the third places are occupied by Southern and Far Eastern ports with 36% (180.9 million tons) and 19% (92.2 million tons) respectively. It should be mentioned that although Northwestern ports retain the leadership in terms of handled volume of cargo, their rate of growth of cargo turnover is less than that of Southern and Far Eastern ports. Thus, if the latter increased their turnover by 13.6% and 14.6% respectively, Northwestern ports reached only 3.9% above the level of 2008.
This happened mainly due to a significant reduction in the volume of dry cargo, handled by the ports, which decreased by 12.9% to 75.5 million tons.
The biggest reduction occurred in the segment of handling large capacity containers (by 20.6% or 4.3 million tons), mineral fertilizers (by 20.7% or 1.9 million tons) as well as timber, which decreased 2.7-fold (1.6 million tons), scrap metals – 1.8-fold (1.1 million tons), refrigerator and other general cargo - 1.5-fold (2.7 million tons).
Even though Murmansk Commercial Seaport, Rosterminalugol and Kandalaksha Commercial Seaport had a noticeable grown in the volume of coal transportation, this did not save the situation.
Northwestern ports achieved their positive results mainly because of bulk cargo transportation, which increased by 15.2% to 147.8 million tons. For instance, Belokamenka terminal and Port of Primorsk increased the volumes of crude oil, they handled; while RPK-Vysotsk-Lukoil-II, Petersburg Oil Terminal and In-Transit increased the volumes of oil products. Varandey terminal and BalttransServis also showed positive dynamics after putting into operation new facilities for processing bulk cargo.
Port of St Petersburg, which turnover decreased by 16% (to 50.4 million tons), and Port of Kaliningrad, with the reduction by 19.6% (to 12.4 million tons), compared to 2008, were obviously the outsiders. The stevedores of the Big Port of St Petersburg lost 22% of the container transportation volumes. Petrolesport container terminal, a part of Globaltrans holding, decreased its volumes by 6%. Moby Dick container terminal, which is also owned by Globaltrans, lost 45% of its handling volumes. First Container Terminal handled 4% less cargo than in 2008. The company’s representatives explained that by a sharp decline in demand. They claim that the number of vessels, which arrived at the port in 2009, did not decrease, but their average load reduced. Moreover, the Big Port of St Petersburg lost the volumes of mineral fertilizers (28%) and general cargo, while the volume of timber cargo reduced 8-fold. On the other hand, the volume of raw materials, handled in the port, increased: coal - by 9%, ferrous metals - by 2%, nonferrous - by 21%, oil products - by 5%.
Wheat Goes West, Coal Goes East
Southern ports handled 64.4 million tons of dry cargo in 2009, which was 29.8% higher than in previous year. This was due to the growth in transportation of grain (increased 2.2-fold), bulk cargo (including coal, ore, and mineral fertilizers, increased 1.6-fold), and ferrous metals (increased by 6%). At the same time there was a decline in the volumes of timber transportation (by 18.3%), non-ferrous metals (by 22.7%), packaged, refrigerator and other general goods (by 32.6%), and transportation in large containers (by 21.1%). Among the companies, which managed to show positive dynamics in handling cargo, were Novorossiysk Commercial Seaport (23.4%), Novorossiysk UTEP (3.8%) and Yeysk Seaport (25.1%). The volume of transportation of bulk cargo grew by 6.3% up to 116.5 million tons. For instance, Novorossiysk Commercial Seaport handled 57.7 million tons, which was 6.6% better than in 2008, and CPC-R handled 34.6 million tons and showed 9.9% increase.
These positive results were mainly achieved owing to the stevedores of Novorossiysk. They handled 123.6 million tons, which was 9% more than in previous year. Taganrog Shipyard and Yeysk Seaport also improved their performance last year. However, other stevedoring companies in the region, for example, Tuapse Commercial Seaport, Mahachkalinskiy Commercial Seaport and Taganrog Commercial Seaport were unprofitable.
Far Eastern terminal operators significantly increased transportation volumes of bulk cargo which grew by 35.2% to 33.7 million tons in 2009. Experts explain that the growth was due to the new oil and gas terminal put into operation in Port of Prigorodny on Sakhalin Island.
However, Far Eastern ports still focus on handling dry cargo, which volumes grew by 5.4% (up to 58.4 million tons) in 2009.
The major part here plays the coal supply, which increased by 31.6% with the help of two factors: the new specialised coal terminal was put into operation in the port of Vanino and the increased demand in the Asia-Pacific region.
Against the rapid growth in transportation volumes of coal the changes in the segments of other types of cargo appear to be insignificant. Nevertheless, Far Eastern ports managed to increase the handling volumes of ferrous metals (by 30.2%). Apart from it, there is a further decline in transportations of forest (by 24.3%) and packaged goods (3.2-fold), mineral fertilizers (by 14.1%), non-ferrous metals (by 12.5%), metal (at 42.3%), container (by 22.7%) and ferry (16.3%) transportations.
All in all, the balance of forces among the main port complexes in the Far East is as follows: the first place is occupied by port of Vanino with the turnover of 23.5 million tons, which increased by 13.9%, in 2009. Vostochny Port reduced the handling volumes by 7.9% to 18.9 million tons and thus lost its positions. Vostochny is followed by Nakhodka with handling volumes of 15.8 million tons (increased by 3.8%), and the port of Vladivostok with 15.6 million tons (increased by 4.7%).
Near and Distant Future Prospects
Experts perceive the large-scale development of port infrastructure as the main reason for the growth of cargo turnover in Russian ports. “Material resources of Russian ports have been intensively extended in recent years. The port facilities, put into operation in the period of 2000-2008, reached the capacity of more than 300 million tons”, said Mr Zhusupov. The reserved capacity of the port infrastructure was about 20% at January 1, 2009, he added.
However, ports are not going to stop here. Thus, within the federal program “The development of the transportation system in Russia in 2010-2015” it is planned to allocate over RUR 631 billion on the development of sea transport infrastructure, including nearly RUR 400 billion devoted particularly for the port infrastructure. The program stipulates that the volume of transportation via Russian ports will increase 1.5-fold and reach 800 million tons by 2015, compared with 2009.
In order to achieve this, a number of projects need to be realised, including the enhancement of handling facilities of Port of Ust-Luga up to 170 million tons per year; the construction of a new deepwater port in Baltiysk, Kaliningrad region, with the capacity of nearly 15 million tons; the construction of a terminal for liquefied natural gas with handling capacity of 14 million tons in Murmansk region, and, finally, the extension of the oil terminal in Port Vostochny up to 55 million tons.
It is estimated that by the end of 2015, port complexes in Russia will have reached a reserved capacity of 10-15%, which will, according to experts, almost completely cover the transit needs of Russia’s foreign economy. As for the nearest future, analysts expect that the turnover in Russian ports will continue to grow in 2010. The transportation volumes of oil will grow significantly again. Furthermore, according to experts, if the predictions of Ministry of Economic Development of Russia come true and import will grow by 15% in 2010.
By Olga Gorbunova
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[~PREVIEW_TEXT] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6358
[~CODE] => 6358
[EXTERNAL_ID] => 6358
[~EXTERNAL_ID] => 6358
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111130:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111130:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_META_KEYWORDS] => thanks to oil russian ports are still afloat
[SECTION_META_DESCRIPTION] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[ELEMENT_META_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_META_KEYWORDS] => thanks to oil russian ports are still afloat
[ELEMENT_META_DESCRIPTION] => The volume of cargo, handled by the seaports of Russia, increased by 9.2% in 2009.
This result looks impressive against the poor figures in other segments of transport market. Although the volume of containers, timber and mineral fertilizers, which were handled by ports, reduced, stevedores managed to compensate it by an increase in export of grain, ore and bulk cargo. Their performance has been improved due to the new handling facilities put into operation.
[SECTION_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_DETAIL_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Thanks to Oil Russian Ports Are Still Afloat
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Thanks to Oil Russian Ports Are Still Afloat
)
)
The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.Array
(
[ID] => 111129
[~ID] => 111129
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Fast development or modest growth?
[~NAME] => Fast development or modest growth?
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6357/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6357/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Positive trends
– Mr Wray, after a decrease in the volumes of containers handled at Baltic ports last year, what can we expect this year? Will there be some growth, a fall or stagnation? What is your forecast for Russian ports in the short, medium and long term?
– We do not have the details for individual ports, but we would expect some limited growth in Baltic Russia of about 5-7 per cent in 2010. We expect recovery to be gradual rather than dynamic, with Baltic Russia forecast to achieve 3.11-3.38 million TEU by 2015 and 5.17-6.75 million TEU by 2020.
– There are a few projects for building container terminals in Russia and existing facilities are also developing. Is it possible that in the medium term we get excess capacity instead of excess demand in 2008?
– We expect the capacity of Baltic Russia to increase from 5.84 million TEU currently to 11.19 million TEU by 2020, although later plans could be delayed due to the economic downturn and most will only take the decision to expand based on the demand levels at any given time. In Baltic Russia, we expect terminals to have a utilisation rate of 68-82 per cent in 2015 and 75-97 per cent in 2020.
– Russia is trying to shift container flows to domestic ports. What’s your opinion on this? Will Finnish and Baltic ports be able to compete with Russian terminals for Russian cargo?
– The outlook is one where the terminals will have to compete on a number of issues to attract shipping lines, i.e. price, efficiency, transit times and the cost and convenience of inland connections, depending on where the final delivery is.
However, in order to even be able to compete in this market, a terminal will have to have the required depth of water in order to handle the bigger vessels. The cost of inland delivery to final place of delivery is also of paramount importance, given that this will account for the majority of the costs in the overall supply chain.
On this basis, Finnish and Baltic ports should be able to compete with the Russian terminals, although there is a general presumption that Russian shippers prefer to have their cargo handled by Russian ports. Ultimately the cost of the total supply chain will determine which ports get the business and this is determined by where the majority of the cargo is to be delivered to.
Cost-Cutting Is Driving Innovations and Ship Sizes
– Earlier this year, we saw two direct calls by Maersk at the ports of St. Petersburg and Gdansk. What’s behind these decisions of Maersk? Will we see more direct calls in the coming years? Will it become a trend in the Baltic Sea?
– The main reason for these additional calls by Maersk is the additional spare capacity (extra vessels) that the line has available after the recession.
Both Poland and Russia are expected to make a quicker recovery from the economic downturn, hence the decision to make additional direct calls at ports in these countries in particular. It is accepted that Poland did not enter a recession and that Russia’s scope for consumer spending is governed by oil, so is not as badly effected by the economy. It is also likely that calls at Gdansk were cheaper than the alternative ports on offer.
Deep water is a prime requisite of large vessels and so it is quite likely that other lines will follow the Maersk example by making calls at Gdansk and other deepwater ports in the Baltic area. However, it is unlikely that direct calls will have a long term future in St Petersburg, because of the lack of deepwater capabilities there.
Direct calls in the Baltic are likely to continue as long as it makes sound economic use of deepwater calls, whilst lines have spare tonnage available.
– There is a discussion in the Baltic region about whether new hubs can, if not replace Hamburg and Rotterdam, take some cargo from them. What do you think? Will there be new “stars” in the field of transshipment?
– In order to become a successful transshipment hub, the port has to have:
- deep water (in order to be able to berth the biggest container vessels);
- a significant local market to make the call worthwhile, even without any ts volumes;
- relatively low inland costs. This will depend on the final destination of the cargo in question.
It is possible that Gdansk, Aarhus and Nynashamn (when it resolves the issues with the local environment court) will be able to offer a competitive alternative to Hamburg and Rotterdam. However, it is also important to know that with the introduction of bigger ships, shipping lines will be looking to reduce the number of direct calls (and increase the size of feeder services), in order to take maximum advantage of the economies of scale. An optimum number of direct ports in Europe is likely to be reduced to three/four on a typical east-west service, with Gdansk and other Baltic ports competing with the likes of Rotterdam, Hamburg and Bremerhaven for the role of direct port.
Changing the transshipment destination will have an impact on the overall costs of delivery from the Far East to the final point of delivery, but each container will be difference depending on where it is to be delivered. For some destinations it will be cheaper via Gdansk, whereas for others it will be cheaper via other hub ports.
Lines will decide on their “best fit” for direct calls, based on the cost of delivery to the final destination of the greater part of their cargo, which accounts for the majority of costs in the total supply chain.
– Last year was the worst for the container shipping industry, with rates hitting rock-bottom. Many industry experts say that shipping companies may try to compensate for their losses by hiking rates after the recovery. Are these concerns real?
– Overall, lines still have many vessels idle and many more vessels on order. The idle vessels will have to be reintroduced at some point, which will alter the supply/demand balance dramatically. At the moment, lines are able to create a demand situation by deploying less tonnage than is required on certain trade legs, e.g. India-Europe. This results in artificial rate increases, but this is unlikely to be sustainable over time. The reality is that lines still have more vessels to come into the system and will struggle to increase rates much other than in niche trades where the tonnage (supply) is easier to control.
– What is an average size for a container ship now deployed in the Baltic Sea and what is the trend in sizes? Will they be increasing in the coming years, like we have seen in recent years?
– In Gdansk in 2008, the average feeder vessels were between 350-1450TEU with the majority only 350-500TEU. By 2010, Gdansk has witnessed their first direct calls of 6600-8200TEU vessels and some larger feeder vessels. By 2015-20, we expect feeder vessels to have increased to >2000TEU and the direct calls to have increased to 10,000TEU vessels.
Interview by Ivan Stupachenko
[~DETAIL_TEXT] => Positive trends
– Mr Wray, after a decrease in the volumes of containers handled at Baltic ports last year, what can we expect this year? Will there be some growth, a fall or stagnation? What is your forecast for Russian ports in the short, medium and long term?
– We do not have the details for individual ports, but we would expect some limited growth in Baltic Russia of about 5-7 per cent in 2010. We expect recovery to be gradual rather than dynamic, with Baltic Russia forecast to achieve 3.11-3.38 million TEU by 2015 and 5.17-6.75 million TEU by 2020.
– There are a few projects for building container terminals in Russia and existing facilities are also developing. Is it possible that in the medium term we get excess capacity instead of excess demand in 2008?
– We expect the capacity of Baltic Russia to increase from 5.84 million TEU currently to 11.19 million TEU by 2020, although later plans could be delayed due to the economic downturn and most will only take the decision to expand based on the demand levels at any given time. In Baltic Russia, we expect terminals to have a utilisation rate of 68-82 per cent in 2015 and 75-97 per cent in 2020.
– Russia is trying to shift container flows to domestic ports. What’s your opinion on this? Will Finnish and Baltic ports be able to compete with Russian terminals for Russian cargo?
– The outlook is one where the terminals will have to compete on a number of issues to attract shipping lines, i.e. price, efficiency, transit times and the cost and convenience of inland connections, depending on where the final delivery is.
However, in order to even be able to compete in this market, a terminal will have to have the required depth of water in order to handle the bigger vessels. The cost of inland delivery to final place of delivery is also of paramount importance, given that this will account for the majority of the costs in the overall supply chain.
On this basis, Finnish and Baltic ports should be able to compete with the Russian terminals, although there is a general presumption that Russian shippers prefer to have their cargo handled by Russian ports. Ultimately the cost of the total supply chain will determine which ports get the business and this is determined by where the majority of the cargo is to be delivered to.
Cost-Cutting Is Driving Innovations and Ship Sizes
– Earlier this year, we saw two direct calls by Maersk at the ports of St. Petersburg and Gdansk. What’s behind these decisions of Maersk? Will we see more direct calls in the coming years? Will it become a trend in the Baltic Sea?
– The main reason for these additional calls by Maersk is the additional spare capacity (extra vessels) that the line has available after the recession.
Both Poland and Russia are expected to make a quicker recovery from the economic downturn, hence the decision to make additional direct calls at ports in these countries in particular. It is accepted that Poland did not enter a recession and that Russia’s scope for consumer spending is governed by oil, so is not as badly effected by the economy. It is also likely that calls at Gdansk were cheaper than the alternative ports on offer.
Deep water is a prime requisite of large vessels and so it is quite likely that other lines will follow the Maersk example by making calls at Gdansk and other deepwater ports in the Baltic area. However, it is unlikely that direct calls will have a long term future in St Petersburg, because of the lack of deepwater capabilities there.
Direct calls in the Baltic are likely to continue as long as it makes sound economic use of deepwater calls, whilst lines have spare tonnage available.
– There is a discussion in the Baltic region about whether new hubs can, if not replace Hamburg and Rotterdam, take some cargo from them. What do you think? Will there be new “stars” in the field of transshipment?
– In order to become a successful transshipment hub, the port has to have:
- deep water (in order to be able to berth the biggest container vessels);
- a significant local market to make the call worthwhile, even without any ts volumes;
- relatively low inland costs. This will depend on the final destination of the cargo in question.
It is possible that Gdansk, Aarhus and Nynashamn (when it resolves the issues with the local environment court) will be able to offer a competitive alternative to Hamburg and Rotterdam. However, it is also important to know that with the introduction of bigger ships, shipping lines will be looking to reduce the number of direct calls (and increase the size of feeder services), in order to take maximum advantage of the economies of scale. An optimum number of direct ports in Europe is likely to be reduced to three/four on a typical east-west service, with Gdansk and other Baltic ports competing with the likes of Rotterdam, Hamburg and Bremerhaven for the role of direct port.
Changing the transshipment destination will have an impact on the overall costs of delivery from the Far East to the final point of delivery, but each container will be difference depending on where it is to be delivered. For some destinations it will be cheaper via Gdansk, whereas for others it will be cheaper via other hub ports.
Lines will decide on their “best fit” for direct calls, based on the cost of delivery to the final destination of the greater part of their cargo, which accounts for the majority of costs in the total supply chain.
– Last year was the worst for the container shipping industry, with rates hitting rock-bottom. Many industry experts say that shipping companies may try to compensate for their losses by hiking rates after the recovery. Are these concerns real?
– Overall, lines still have many vessels idle and many more vessels on order. The idle vessels will have to be reintroduced at some point, which will alter the supply/demand balance dramatically. At the moment, lines are able to create a demand situation by deploying less tonnage than is required on certain trade legs, e.g. India-Europe. This results in artificial rate increases, but this is unlikely to be sustainable over time. The reality is that lines still have more vessels to come into the system and will struggle to increase rates much other than in niche trades where the tonnage (supply) is easier to control.
– What is an average size for a container ship now deployed in the Baltic Sea and what is the trend in sizes? Will they be increasing in the coming years, like we have seen in recent years?
– In Gdansk in 2008, the average feeder vessels were between 350-1450TEU with the majority only 350-500TEU. By 2010, Gdansk has witnessed their first direct calls of 6600-8200TEU vessels and some larger feeder vessels. By 2015-20, we expect feeder vessels to have increased to >2000TEU and the direct calls to have increased to 10,000TEU vessels.
Interview by Ivan Stupachenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[~PREVIEW_TEXT] => The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6357
[~CODE] => 6357
[EXTERNAL_ID] => 6357
[~EXTERNAL_ID] => 6357
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111129:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Fast development or modest growth?
[SECTION_META_KEYWORDS] => fast development or modest growth?
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/19.jpg" border="1" alt=" " hspace="5" width="150" height="262" align="left" />The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[ELEMENT_META_TITLE] => Fast development or modest growth?
[ELEMENT_META_KEYWORDS] => fast development or modest growth?
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/19.jpg" border="1" alt=" " hspace="5" width="150" height="262" align="left" />The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[SECTION_PICTURE_FILE_ALT] => Fast development or modest growth?
[SECTION_PICTURE_FILE_TITLE] => Fast development or modest growth?
[SECTION_DETAIL_PICTURE_FILE_ALT] => Fast development or modest growth?
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Fast development or modest growth?
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Fast development or modest growth?
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Fast development or modest growth?
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Fast development or modest growth?
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Fast development or modest growth?
)
)
Array
(
[ID] => 111129
[~ID] => 111129
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Fast development or modest growth?
[~NAME] => Fast development or modest growth?
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6357/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6357/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Positive trends
– Mr Wray, after a decrease in the volumes of containers handled at Baltic ports last year, what can we expect this year? Will there be some growth, a fall or stagnation? What is your forecast for Russian ports in the short, medium and long term?
– We do not have the details for individual ports, but we would expect some limited growth in Baltic Russia of about 5-7 per cent in 2010. We expect recovery to be gradual rather than dynamic, with Baltic Russia forecast to achieve 3.11-3.38 million TEU by 2015 and 5.17-6.75 million TEU by 2020.
– There are a few projects for building container terminals in Russia and existing facilities are also developing. Is it possible that in the medium term we get excess capacity instead of excess demand in 2008?
– We expect the capacity of Baltic Russia to increase from 5.84 million TEU currently to 11.19 million TEU by 2020, although later plans could be delayed due to the economic downturn and most will only take the decision to expand based on the demand levels at any given time. In Baltic Russia, we expect terminals to have a utilisation rate of 68-82 per cent in 2015 and 75-97 per cent in 2020.
– Russia is trying to shift container flows to domestic ports. What’s your opinion on this? Will Finnish and Baltic ports be able to compete with Russian terminals for Russian cargo?
– The outlook is one where the terminals will have to compete on a number of issues to attract shipping lines, i.e. price, efficiency, transit times and the cost and convenience of inland connections, depending on where the final delivery is.
However, in order to even be able to compete in this market, a terminal will have to have the required depth of water in order to handle the bigger vessels. The cost of inland delivery to final place of delivery is also of paramount importance, given that this will account for the majority of the costs in the overall supply chain.
On this basis, Finnish and Baltic ports should be able to compete with the Russian terminals, although there is a general presumption that Russian shippers prefer to have their cargo handled by Russian ports. Ultimately the cost of the total supply chain will determine which ports get the business and this is determined by where the majority of the cargo is to be delivered to.
Cost-Cutting Is Driving Innovations and Ship Sizes
– Earlier this year, we saw two direct calls by Maersk at the ports of St. Petersburg and Gdansk. What’s behind these decisions of Maersk? Will we see more direct calls in the coming years? Will it become a trend in the Baltic Sea?
– The main reason for these additional calls by Maersk is the additional spare capacity (extra vessels) that the line has available after the recession.
Both Poland and Russia are expected to make a quicker recovery from the economic downturn, hence the decision to make additional direct calls at ports in these countries in particular. It is accepted that Poland did not enter a recession and that Russia’s scope for consumer spending is governed by oil, so is not as badly effected by the economy. It is also likely that calls at Gdansk were cheaper than the alternative ports on offer.
Deep water is a prime requisite of large vessels and so it is quite likely that other lines will follow the Maersk example by making calls at Gdansk and other deepwater ports in the Baltic area. However, it is unlikely that direct calls will have a long term future in St Petersburg, because of the lack of deepwater capabilities there.
Direct calls in the Baltic are likely to continue as long as it makes sound economic use of deepwater calls, whilst lines have spare tonnage available.
– There is a discussion in the Baltic region about whether new hubs can, if not replace Hamburg and Rotterdam, take some cargo from them. What do you think? Will there be new “stars” in the field of transshipment?
– In order to become a successful transshipment hub, the port has to have:
- deep water (in order to be able to berth the biggest container vessels);
- a significant local market to make the call worthwhile, even without any ts volumes;
- relatively low inland costs. This will depend on the final destination of the cargo in question.
It is possible that Gdansk, Aarhus and Nynashamn (when it resolves the issues with the local environment court) will be able to offer a competitive alternative to Hamburg and Rotterdam. However, it is also important to know that with the introduction of bigger ships, shipping lines will be looking to reduce the number of direct calls (and increase the size of feeder services), in order to take maximum advantage of the economies of scale. An optimum number of direct ports in Europe is likely to be reduced to three/four on a typical east-west service, with Gdansk and other Baltic ports competing with the likes of Rotterdam, Hamburg and Bremerhaven for the role of direct port.
Changing the transshipment destination will have an impact on the overall costs of delivery from the Far East to the final point of delivery, but each container will be difference depending on where it is to be delivered. For some destinations it will be cheaper via Gdansk, whereas for others it will be cheaper via other hub ports.
Lines will decide on their “best fit” for direct calls, based on the cost of delivery to the final destination of the greater part of their cargo, which accounts for the majority of costs in the total supply chain.
– Last year was the worst for the container shipping industry, with rates hitting rock-bottom. Many industry experts say that shipping companies may try to compensate for their losses by hiking rates after the recovery. Are these concerns real?
– Overall, lines still have many vessels idle and many more vessels on order. The idle vessels will have to be reintroduced at some point, which will alter the supply/demand balance dramatically. At the moment, lines are able to create a demand situation by deploying less tonnage than is required on certain trade legs, e.g. India-Europe. This results in artificial rate increases, but this is unlikely to be sustainable over time. The reality is that lines still have more vessels to come into the system and will struggle to increase rates much other than in niche trades where the tonnage (supply) is easier to control.
– What is an average size for a container ship now deployed in the Baltic Sea and what is the trend in sizes? Will they be increasing in the coming years, like we have seen in recent years?
– In Gdansk in 2008, the average feeder vessels were between 350-1450TEU with the majority only 350-500TEU. By 2010, Gdansk has witnessed their first direct calls of 6600-8200TEU vessels and some larger feeder vessels. By 2015-20, we expect feeder vessels to have increased to >2000TEU and the direct calls to have increased to 10,000TEU vessels.
Interview by Ivan Stupachenko
[~DETAIL_TEXT] => Positive trends
– Mr Wray, after a decrease in the volumes of containers handled at Baltic ports last year, what can we expect this year? Will there be some growth, a fall or stagnation? What is your forecast for Russian ports in the short, medium and long term?
– We do not have the details for individual ports, but we would expect some limited growth in Baltic Russia of about 5-7 per cent in 2010. We expect recovery to be gradual rather than dynamic, with Baltic Russia forecast to achieve 3.11-3.38 million TEU by 2015 and 5.17-6.75 million TEU by 2020.
– There are a few projects for building container terminals in Russia and existing facilities are also developing. Is it possible that in the medium term we get excess capacity instead of excess demand in 2008?
– We expect the capacity of Baltic Russia to increase from 5.84 million TEU currently to 11.19 million TEU by 2020, although later plans could be delayed due to the economic downturn and most will only take the decision to expand based on the demand levels at any given time. In Baltic Russia, we expect terminals to have a utilisation rate of 68-82 per cent in 2015 and 75-97 per cent in 2020.
– Russia is trying to shift container flows to domestic ports. What’s your opinion on this? Will Finnish and Baltic ports be able to compete with Russian terminals for Russian cargo?
– The outlook is one where the terminals will have to compete on a number of issues to attract shipping lines, i.e. price, efficiency, transit times and the cost and convenience of inland connections, depending on where the final delivery is.
However, in order to even be able to compete in this market, a terminal will have to have the required depth of water in order to handle the bigger vessels. The cost of inland delivery to final place of delivery is also of paramount importance, given that this will account for the majority of the costs in the overall supply chain.
On this basis, Finnish and Baltic ports should be able to compete with the Russian terminals, although there is a general presumption that Russian shippers prefer to have their cargo handled by Russian ports. Ultimately the cost of the total supply chain will determine which ports get the business and this is determined by where the majority of the cargo is to be delivered to.
Cost-Cutting Is Driving Innovations and Ship Sizes
– Earlier this year, we saw two direct calls by Maersk at the ports of St. Petersburg and Gdansk. What’s behind these decisions of Maersk? Will we see more direct calls in the coming years? Will it become a trend in the Baltic Sea?
– The main reason for these additional calls by Maersk is the additional spare capacity (extra vessels) that the line has available after the recession.
Both Poland and Russia are expected to make a quicker recovery from the economic downturn, hence the decision to make additional direct calls at ports in these countries in particular. It is accepted that Poland did not enter a recession and that Russia’s scope for consumer spending is governed by oil, so is not as badly effected by the economy. It is also likely that calls at Gdansk were cheaper than the alternative ports on offer.
Deep water is a prime requisite of large vessels and so it is quite likely that other lines will follow the Maersk example by making calls at Gdansk and other deepwater ports in the Baltic area. However, it is unlikely that direct calls will have a long term future in St Petersburg, because of the lack of deepwater capabilities there.
Direct calls in the Baltic are likely to continue as long as it makes sound economic use of deepwater calls, whilst lines have spare tonnage available.
– There is a discussion in the Baltic region about whether new hubs can, if not replace Hamburg and Rotterdam, take some cargo from them. What do you think? Will there be new “stars” in the field of transshipment?
– In order to become a successful transshipment hub, the port has to have:
- deep water (in order to be able to berth the biggest container vessels);
- a significant local market to make the call worthwhile, even without any ts volumes;
- relatively low inland costs. This will depend on the final destination of the cargo in question.
It is possible that Gdansk, Aarhus and Nynashamn (when it resolves the issues with the local environment court) will be able to offer a competitive alternative to Hamburg and Rotterdam. However, it is also important to know that with the introduction of bigger ships, shipping lines will be looking to reduce the number of direct calls (and increase the size of feeder services), in order to take maximum advantage of the economies of scale. An optimum number of direct ports in Europe is likely to be reduced to three/four on a typical east-west service, with Gdansk and other Baltic ports competing with the likes of Rotterdam, Hamburg and Bremerhaven for the role of direct port.
Changing the transshipment destination will have an impact on the overall costs of delivery from the Far East to the final point of delivery, but each container will be difference depending on where it is to be delivered. For some destinations it will be cheaper via Gdansk, whereas for others it will be cheaper via other hub ports.
Lines will decide on their “best fit” for direct calls, based on the cost of delivery to the final destination of the greater part of their cargo, which accounts for the majority of costs in the total supply chain.
– Last year was the worst for the container shipping industry, with rates hitting rock-bottom. Many industry experts say that shipping companies may try to compensate for their losses by hiking rates after the recovery. Are these concerns real?
– Overall, lines still have many vessels idle and many more vessels on order. The idle vessels will have to be reintroduced at some point, which will alter the supply/demand balance dramatically. At the moment, lines are able to create a demand situation by deploying less tonnage than is required on certain trade legs, e.g. India-Europe. This results in artificial rate increases, but this is unlikely to be sustainable over time. The reality is that lines still have more vessels to come into the system and will struggle to increase rates much other than in niche trades where the tonnage (supply) is easier to control.
– What is an average size for a container ship now deployed in the Baltic Sea and what is the trend in sizes? Will they be increasing in the coming years, like we have seen in recent years?
– In Gdansk in 2008, the average feeder vessels were between 350-1450TEU with the majority only 350-500TEU. By 2010, Gdansk has witnessed their first direct calls of 6600-8200TEU vessels and some larger feeder vessels. By 2015-20, we expect feeder vessels to have increased to >2000TEU and the direct calls to have increased to 10,000TEU vessels.
Interview by Ivan Stupachenko
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[~PREVIEW_TEXT] => The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6357
[~CODE] => 6357
[EXTERNAL_ID] => 6357
[~EXTERNAL_ID] => 6357
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111129:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111129:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Fast development or modest growth?
[SECTION_META_KEYWORDS] => fast development or modest growth?
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/19.jpg" border="1" alt=" " hspace="5" width="150" height="262" align="left" />The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[ELEMENT_META_TITLE] => Fast development or modest growth?
[ELEMENT_META_KEYWORDS] => fast development or modest growth?
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/19.jpg" border="1" alt=" " hspace="5" width="150" height="262" align="left" />The crisis has brought some new trends to the container market of the Baltic Sea which is going to be one of the fastest-growing regions in the world in the next decade. Mr Steve Wray, Senior Consultant at Ocean Shipping Consultants Ltd. (London), talks to the RZD-Partner International about new developments and his view of the prospects of Russian sea container terminals.
[SECTION_PICTURE_FILE_ALT] => Fast development or modest growth?
[SECTION_PICTURE_FILE_TITLE] => Fast development or modest growth?
[SECTION_DETAIL_PICTURE_FILE_ALT] => Fast development or modest growth?
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Fast development or modest growth?
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Fast development or modest growth?
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Fast development or modest growth?
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Fast development or modest growth?
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Fast development or modest growth?
)
)
The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type. Array
(
[ID] => 111128
[~ID] => 111128
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Export dependence
[~NAME] => Export dependence
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6356/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6356/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Travelling to the rescue
The charts show that Russia’s producers of mineral fertilisers have largely preserved their cargo traffics. Ivan Demidov, the Head of the KuibyshevAzot ‘s Transport Management, said: “The amount of Kuibyshev Nitrogen mineral fertilisers moved by rail in the first 10 months of 2009 is approximately equal to the same period the previous year, both in absolute and relative numbers.
The distribution of fertiliser flows sent by domestic routes has not been changed seriously since the previous year in percentage terms. Thus, the total amount of cargo moved by RZD’s network for the first 11 months of 2008 was 1.155 million tons, and in 2009 this figure was only a little smaller, 1.049 million tons.”
“Our freight shipment figures in 2009 remained almost the same as in 2008. It went down only 2%. Acron company moved 1.584 million tons from January to September 2009. Compare: 1.626 million tons of fertilisers were transported over the same period the previous year,” says Vladimir Kovalev, Head of the Acron’s Transport Management, adding that export orders helped keep shipment numbers unchanged.
“The largest proportion of production goes to China, Latin America and Western Europe, as well as to the United States and South-East Asia. The following numbers will explain the ratio of the domestic to export-import traffic. Last spring, i.e. during the main cargo flow period, Acron shipped 40% of its cargo to Russian companies. But simultaneously, in spring 2009 the domestic flows shrank to 20-25%,” he said.
Generally speaking, the year before the crisis, Acron’s share in the domestic shipments was between 25 and 30%, and in 2009 it declined to 10%-15%.
The crisis was just one reason why Russia’s producers were forced to export up to 70% of mineral fertilisers. There were other reasons too. Thus, the domestic market is able to take only 30% of the total amount of chemicals produced in the country. “Compared with 1990, the market declined several-fold,” says Dmitry Osipov, General Director of Uralchem.
Domestic trends
The constantly low consumption rate has sharpened Russia’s domestic problems even more. The main challenge of last year was the high proportion of transport costs in the final cost of finished goods. Total freight costs (which include railway tariffs, the involvement of rolling stock and cargo handling in ports) accounted for 25% to 50% in a range of types of production.
“Shippers cannot influence the greater part of these costs. We can mention here that the prices for fertilisers have returned to 2007 levels, while the tariffs have been indexed several times for two years in RF, and the index rate was more than 41% both in domestic communication and exports. With consideration of the indexation planned, an increase by 1,55 times is expected compared with the end of 2007,” said Vsevolod Kovshov, Deputy Director for Transport at Uralchem-Trans.
He expressed the opinion that, in order to support all sectors of the Russian economy, the tariff regulator must keep a strict control over the growth of tariffs by natural monopolies in transport. KuibyshevAzot representatives agree with him. “There are issues which make expansion of partnerships with RZD and the First Cargo Company problematic. Thus, now PGK is building its own corporate and economic structure, and the rolling stock will be transferred under its jurisdiction, which will increase transport costs for shippers.
Transportation tariffs are under the control of the Federal Tariff Service (FTS), while the rates for using its rolling stock can be regulated by PGK itself,” explains Mr Demidov. The result is that transport costs grow. For example, KuibyshevAzot had 10% growth in its rail transportation costs on some of the domestic routes in 2009, and 15% on export routes.
Salvation from the East
Despite the still difficult situation both in Russia and the world, companies believe some stabilisation will start in 2010. This is due to the fact that the large reserves of mineral fertilisers, stored since the end of 2008, are almost exhausted. Farming companies all over the world were actually saving funds on these reserves. Therefore, here comes the situation, when, in order to obtain the desired yield, they will have to get more and more chemicals. The deferred demand will create the need to catch up, which will influence consumption in general. Experts believe that this will bring growth in sales and put more pressure on the fertiliser price. “Certainly, we hope that this will result in increased prices as well,” said Dmitry Osipov. “Because now we all are working with the lowest possible profitability.”
Based on these forecasts, Uralchem and Rigas Tirdzniecibas Osta (Latvia) are planning to build a terminal for handling fertilisers in the port of Riga, with an output of 2 million tons per year by 2012 during its first stage. Engineering design works for the terminal’s loading facilities are already in progress. Also, in 2009 Uralchem started implementing its program to establish its own regional supply bases, expecting growth in consumption in the domestic market. “Russia is also a strategic market in the mineral fertilisers distribution sector.
Its well-developed network of agricultural bases allows its to sell products directly to our customers, without intermediaries, which ultimately helps us to ensure domestic farmers receive fertilisers at affordable and economically reasonable prices,” explains Mr Kovshov.
As regards another major producer of mineral fertilisers, Bereznikovskiy Uralkali, it has postponed commissioning of new production facilities because of the slow recovery in demand for potash. In 2010 and 2011, potassium chloride demand will amount to 5.5 million tons and, in 2012, 7 million tons.
The company explains the postponement by the complicated market conditions. “Analysis of the situation on the potash market shows that, although the fundamental characteristics of this industry remain strong, it will take time before the demand for potassium returns to pre-crisis levels. Proceeding from this, the company finds it prudent to postpone commissioning of its new facilities until 2012, when an increase in production may be demanded by the market,” the company announced in a statement.
Indirect evidence that the global market is going to start recovering soon is Silvinit’s contract with India, signed in July 2009. Here we remind readers that the Russian producer had put prices down 26%, acting through its trader, International Potash Company, and agreed with the Indian IPL to supply 850,000 tons of potash at $460 per ton, while the market price was $700.
The contract has been signed to start in March 2010, but the cargo may be shipped sooner. Belarusian Potash Company (BPC), the trader of Uralkali and Belaruskali, has entered into a similar agreement with similar rates. Details have not been disclosed, but there were forecasts that the quantities contracted with India would be from 700,000 to 900,000 tons.
As regards China, another large buyer of fertilisers, the major suppliers did not finalise the potash fertiliser supply contracts in 2009, despite the fact that this process had been going since November 2008.
The reason for such a long hesitation is that last June China reduced its export duties for agricultural products and, on July 1, 2009, the same was done for mineral fertilisers. The Chinese government has said indirectly that, by its actions, there will not be much need for Russian fertilisers in their country in the near future. Thus, China will try to postpone the conclusion of major contracts in order to put the price down.
“When we look at the current market situation, we notice that there are only short-term transactions present on the spot markets,” says Irina Saybatalova, Head of the Marketing Department at the Sverdlovsk Regional Transport Service Centre. “Also, there are no large, long-term deals developing in the waiting period for contracts with China, which will be what determines prices in the future.” Troika Dialog investment company expects that an agreement with China will be signed soon with a price from $350 to $370 per ton, and as a result, 2010 will see a gradual increase in purchases of fertilisers all over the world.
ву Maria Shevchenko
viewpoint
OLEG Salimov
Deputy Director for Sales and Marketing of SIBUR-Mineral Fertilisers:
– The main challenge faced by our industry is the growth in railway tariffs. The declining prices for nitrogen fertilisers make rail transport prices crucial for those companies which are located in Siberia, a few thousands kilometres away from main ports. Exports from Kemerovo will require an increase in the share of freight costs from 30% to 40% of production costs.
Ivan Demidov
Head of KuibyshevAzot Transport Management
– RZD network was, and remains, a priority for KuibyshevAzot in ensuring deliveries of our products to consumers. But unfortunately, there are also some negative aspects of our active cooperation with railway companies. First of all, transportation tariffs grow every year, and there are also other unresolved aspects of our partnership.
[~DETAIL_TEXT] => Travelling to the rescue
The charts show that Russia’s producers of mineral fertilisers have largely preserved their cargo traffics. Ivan Demidov, the Head of the KuibyshevAzot ‘s Transport Management, said: “The amount of Kuibyshev Nitrogen mineral fertilisers moved by rail in the first 10 months of 2009 is approximately equal to the same period the previous year, both in absolute and relative numbers.
The distribution of fertiliser flows sent by domestic routes has not been changed seriously since the previous year in percentage terms. Thus, the total amount of cargo moved by RZD’s network for the first 11 months of 2008 was 1.155 million tons, and in 2009 this figure was only a little smaller, 1.049 million tons.”
“Our freight shipment figures in 2009 remained almost the same as in 2008. It went down only 2%. Acron company moved 1.584 million tons from January to September 2009. Compare: 1.626 million tons of fertilisers were transported over the same period the previous year,” says Vladimir Kovalev, Head of the Acron’s Transport Management, adding that export orders helped keep shipment numbers unchanged.
“The largest proportion of production goes to China, Latin America and Western Europe, as well as to the United States and South-East Asia. The following numbers will explain the ratio of the domestic to export-import traffic. Last spring, i.e. during the main cargo flow period, Acron shipped 40% of its cargo to Russian companies. But simultaneously, in spring 2009 the domestic flows shrank to 20-25%,” he said.
Generally speaking, the year before the crisis, Acron’s share in the domestic shipments was between 25 and 30%, and in 2009 it declined to 10%-15%.
The crisis was just one reason why Russia’s producers were forced to export up to 70% of mineral fertilisers. There were other reasons too. Thus, the domestic market is able to take only 30% of the total amount of chemicals produced in the country. “Compared with 1990, the market declined several-fold,” says Dmitry Osipov, General Director of Uralchem.
Domestic trends
The constantly low consumption rate has sharpened Russia’s domestic problems even more. The main challenge of last year was the high proportion of transport costs in the final cost of finished goods. Total freight costs (which include railway tariffs, the involvement of rolling stock and cargo handling in ports) accounted for 25% to 50% in a range of types of production.
“Shippers cannot influence the greater part of these costs. We can mention here that the prices for fertilisers have returned to 2007 levels, while the tariffs have been indexed several times for two years in RF, and the index rate was more than 41% both in domestic communication and exports. With consideration of the indexation planned, an increase by 1,55 times is expected compared with the end of 2007,” said Vsevolod Kovshov, Deputy Director for Transport at Uralchem-Trans.
He expressed the opinion that, in order to support all sectors of the Russian economy, the tariff regulator must keep a strict control over the growth of tariffs by natural monopolies in transport. KuibyshevAzot representatives agree with him. “There are issues which make expansion of partnerships with RZD and the First Cargo Company problematic. Thus, now PGK is building its own corporate and economic structure, and the rolling stock will be transferred under its jurisdiction, which will increase transport costs for shippers.
Transportation tariffs are under the control of the Federal Tariff Service (FTS), while the rates for using its rolling stock can be regulated by PGK itself,” explains Mr Demidov. The result is that transport costs grow. For example, KuibyshevAzot had 10% growth in its rail transportation costs on some of the domestic routes in 2009, and 15% on export routes.
Salvation from the East
Despite the still difficult situation both in Russia and the world, companies believe some stabilisation will start in 2010. This is due to the fact that the large reserves of mineral fertilisers, stored since the end of 2008, are almost exhausted. Farming companies all over the world were actually saving funds on these reserves. Therefore, here comes the situation, when, in order to obtain the desired yield, they will have to get more and more chemicals. The deferred demand will create the need to catch up, which will influence consumption in general. Experts believe that this will bring growth in sales and put more pressure on the fertiliser price. “Certainly, we hope that this will result in increased prices as well,” said Dmitry Osipov. “Because now we all are working with the lowest possible profitability.”
Based on these forecasts, Uralchem and Rigas Tirdzniecibas Osta (Latvia) are planning to build a terminal for handling fertilisers in the port of Riga, with an output of 2 million tons per year by 2012 during its first stage. Engineering design works for the terminal’s loading facilities are already in progress. Also, in 2009 Uralchem started implementing its program to establish its own regional supply bases, expecting growth in consumption in the domestic market. “Russia is also a strategic market in the mineral fertilisers distribution sector.
Its well-developed network of agricultural bases allows its to sell products directly to our customers, without intermediaries, which ultimately helps us to ensure domestic farmers receive fertilisers at affordable and economically reasonable prices,” explains Mr Kovshov.
As regards another major producer of mineral fertilisers, Bereznikovskiy Uralkali, it has postponed commissioning of new production facilities because of the slow recovery in demand for potash. In 2010 and 2011, potassium chloride demand will amount to 5.5 million tons and, in 2012, 7 million tons.
The company explains the postponement by the complicated market conditions. “Analysis of the situation on the potash market shows that, although the fundamental characteristics of this industry remain strong, it will take time before the demand for potassium returns to pre-crisis levels. Proceeding from this, the company finds it prudent to postpone commissioning of its new facilities until 2012, when an increase in production may be demanded by the market,” the company announced in a statement.
Indirect evidence that the global market is going to start recovering soon is Silvinit’s contract with India, signed in July 2009. Here we remind readers that the Russian producer had put prices down 26%, acting through its trader, International Potash Company, and agreed with the Indian IPL to supply 850,000 tons of potash at $460 per ton, while the market price was $700.
The contract has been signed to start in March 2010, but the cargo may be shipped sooner. Belarusian Potash Company (BPC), the trader of Uralkali and Belaruskali, has entered into a similar agreement with similar rates. Details have not been disclosed, but there were forecasts that the quantities contracted with India would be from 700,000 to 900,000 tons.
As regards China, another large buyer of fertilisers, the major suppliers did not finalise the potash fertiliser supply contracts in 2009, despite the fact that this process had been going since November 2008.
The reason for such a long hesitation is that last June China reduced its export duties for agricultural products and, on July 1, 2009, the same was done for mineral fertilisers. The Chinese government has said indirectly that, by its actions, there will not be much need for Russian fertilisers in their country in the near future. Thus, China will try to postpone the conclusion of major contracts in order to put the price down.
“When we look at the current market situation, we notice that there are only short-term transactions present on the spot markets,” says Irina Saybatalova, Head of the Marketing Department at the Sverdlovsk Regional Transport Service Centre. “Also, there are no large, long-term deals developing in the waiting period for contracts with China, which will be what determines prices in the future.” Troika Dialog investment company expects that an agreement with China will be signed soon with a price from $350 to $370 per ton, and as a result, 2010 will see a gradual increase in purchases of fertilisers all over the world.
ву Maria Shevchenko
viewpoint
OLEG Salimov
Deputy Director for Sales and Marketing of SIBUR-Mineral Fertilisers:
– The main challenge faced by our industry is the growth in railway tariffs. The declining prices for nitrogen fertilisers make rail transport prices crucial for those companies which are located in Siberia, a few thousands kilometres away from main ports. Exports from Kemerovo will require an increase in the share of freight costs from 30% to 40% of production costs.
Ivan Demidov
Head of KuibyshevAzot Transport Management
– RZD network was, and remains, a priority for KuibyshevAzot in ensuring deliveries of our products to consumers. But unfortunately, there are also some negative aspects of our active cooperation with railway companies. First of all, transportation tariffs grow every year, and there are also other unresolved aspects of our partnership.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type.
At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures.
The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[~PREVIEW_TEXT] => The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type.
At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures.
The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6356
[~CODE] => 6356
[EXTERNAL_ID] => 6356
[~EXTERNAL_ID] => 6356
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111128:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Export dependence
[SECTION_META_KEYWORDS] => export dependence
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/16.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type. <br />At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures. <br />The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[ELEMENT_META_TITLE] => Export dependence
[ELEMENT_META_KEYWORDS] => export dependence
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/16.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type. <br />At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures. <br />The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[SECTION_PICTURE_FILE_ALT] => Export dependence
[SECTION_PICTURE_FILE_TITLE] => Export dependence
[SECTION_DETAIL_PICTURE_FILE_ALT] => Export dependence
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Export dependence
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Export dependence
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Export dependence
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Export dependence
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Export dependence
)
)
Array
(
[ID] => 111128
[~ID] => 111128
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Export dependence
[~NAME] => Export dependence
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6356/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6356/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => Travelling to the rescue
The charts show that Russia’s producers of mineral fertilisers have largely preserved their cargo traffics. Ivan Demidov, the Head of the KuibyshevAzot ‘s Transport Management, said: “The amount of Kuibyshev Nitrogen mineral fertilisers moved by rail in the first 10 months of 2009 is approximately equal to the same period the previous year, both in absolute and relative numbers.
The distribution of fertiliser flows sent by domestic routes has not been changed seriously since the previous year in percentage terms. Thus, the total amount of cargo moved by RZD’s network for the first 11 months of 2008 was 1.155 million tons, and in 2009 this figure was only a little smaller, 1.049 million tons.”
“Our freight shipment figures in 2009 remained almost the same as in 2008. It went down only 2%. Acron company moved 1.584 million tons from January to September 2009. Compare: 1.626 million tons of fertilisers were transported over the same period the previous year,” says Vladimir Kovalev, Head of the Acron’s Transport Management, adding that export orders helped keep shipment numbers unchanged.
“The largest proportion of production goes to China, Latin America and Western Europe, as well as to the United States and South-East Asia. The following numbers will explain the ratio of the domestic to export-import traffic. Last spring, i.e. during the main cargo flow period, Acron shipped 40% of its cargo to Russian companies. But simultaneously, in spring 2009 the domestic flows shrank to 20-25%,” he said.
Generally speaking, the year before the crisis, Acron’s share in the domestic shipments was between 25 and 30%, and in 2009 it declined to 10%-15%.
The crisis was just one reason why Russia’s producers were forced to export up to 70% of mineral fertilisers. There were other reasons too. Thus, the domestic market is able to take only 30% of the total amount of chemicals produced in the country. “Compared with 1990, the market declined several-fold,” says Dmitry Osipov, General Director of Uralchem.
Domestic trends
The constantly low consumption rate has sharpened Russia’s domestic problems even more. The main challenge of last year was the high proportion of transport costs in the final cost of finished goods. Total freight costs (which include railway tariffs, the involvement of rolling stock and cargo handling in ports) accounted for 25% to 50% in a range of types of production.
“Shippers cannot influence the greater part of these costs. We can mention here that the prices for fertilisers have returned to 2007 levels, while the tariffs have been indexed several times for two years in RF, and the index rate was more than 41% both in domestic communication and exports. With consideration of the indexation planned, an increase by 1,55 times is expected compared with the end of 2007,” said Vsevolod Kovshov, Deputy Director for Transport at Uralchem-Trans.
He expressed the opinion that, in order to support all sectors of the Russian economy, the tariff regulator must keep a strict control over the growth of tariffs by natural monopolies in transport. KuibyshevAzot representatives agree with him. “There are issues which make expansion of partnerships with RZD and the First Cargo Company problematic. Thus, now PGK is building its own corporate and economic structure, and the rolling stock will be transferred under its jurisdiction, which will increase transport costs for shippers.
Transportation tariffs are under the control of the Federal Tariff Service (FTS), while the rates for using its rolling stock can be regulated by PGK itself,” explains Mr Demidov. The result is that transport costs grow. For example, KuibyshevAzot had 10% growth in its rail transportation costs on some of the domestic routes in 2009, and 15% on export routes.
Salvation from the East
Despite the still difficult situation both in Russia and the world, companies believe some stabilisation will start in 2010. This is due to the fact that the large reserves of mineral fertilisers, stored since the end of 2008, are almost exhausted. Farming companies all over the world were actually saving funds on these reserves. Therefore, here comes the situation, when, in order to obtain the desired yield, they will have to get more and more chemicals. The deferred demand will create the need to catch up, which will influence consumption in general. Experts believe that this will bring growth in sales and put more pressure on the fertiliser price. “Certainly, we hope that this will result in increased prices as well,” said Dmitry Osipov. “Because now we all are working with the lowest possible profitability.”
Based on these forecasts, Uralchem and Rigas Tirdzniecibas Osta (Latvia) are planning to build a terminal for handling fertilisers in the port of Riga, with an output of 2 million tons per year by 2012 during its first stage. Engineering design works for the terminal’s loading facilities are already in progress. Also, in 2009 Uralchem started implementing its program to establish its own regional supply bases, expecting growth in consumption in the domestic market. “Russia is also a strategic market in the mineral fertilisers distribution sector.
Its well-developed network of agricultural bases allows its to sell products directly to our customers, without intermediaries, which ultimately helps us to ensure domestic farmers receive fertilisers at affordable and economically reasonable prices,” explains Mr Kovshov.
As regards another major producer of mineral fertilisers, Bereznikovskiy Uralkali, it has postponed commissioning of new production facilities because of the slow recovery in demand for potash. In 2010 and 2011, potassium chloride demand will amount to 5.5 million tons and, in 2012, 7 million tons.
The company explains the postponement by the complicated market conditions. “Analysis of the situation on the potash market shows that, although the fundamental characteristics of this industry remain strong, it will take time before the demand for potassium returns to pre-crisis levels. Proceeding from this, the company finds it prudent to postpone commissioning of its new facilities until 2012, when an increase in production may be demanded by the market,” the company announced in a statement.
Indirect evidence that the global market is going to start recovering soon is Silvinit’s contract with India, signed in July 2009. Here we remind readers that the Russian producer had put prices down 26%, acting through its trader, International Potash Company, and agreed with the Indian IPL to supply 850,000 tons of potash at $460 per ton, while the market price was $700.
The contract has been signed to start in March 2010, but the cargo may be shipped sooner. Belarusian Potash Company (BPC), the trader of Uralkali and Belaruskali, has entered into a similar agreement with similar rates. Details have not been disclosed, but there were forecasts that the quantities contracted with India would be from 700,000 to 900,000 tons.
As regards China, another large buyer of fertilisers, the major suppliers did not finalise the potash fertiliser supply contracts in 2009, despite the fact that this process had been going since November 2008.
The reason for such a long hesitation is that last June China reduced its export duties for agricultural products and, on July 1, 2009, the same was done for mineral fertilisers. The Chinese government has said indirectly that, by its actions, there will not be much need for Russian fertilisers in their country in the near future. Thus, China will try to postpone the conclusion of major contracts in order to put the price down.
“When we look at the current market situation, we notice that there are only short-term transactions present on the spot markets,” says Irina Saybatalova, Head of the Marketing Department at the Sverdlovsk Regional Transport Service Centre. “Also, there are no large, long-term deals developing in the waiting period for contracts with China, which will be what determines prices in the future.” Troika Dialog investment company expects that an agreement with China will be signed soon with a price from $350 to $370 per ton, and as a result, 2010 will see a gradual increase in purchases of fertilisers all over the world.
ву Maria Shevchenko
viewpoint
OLEG Salimov
Deputy Director for Sales and Marketing of SIBUR-Mineral Fertilisers:
– The main challenge faced by our industry is the growth in railway tariffs. The declining prices for nitrogen fertilisers make rail transport prices crucial for those companies which are located in Siberia, a few thousands kilometres away from main ports. Exports from Kemerovo will require an increase in the share of freight costs from 30% to 40% of production costs.
Ivan Demidov
Head of KuibyshevAzot Transport Management
– RZD network was, and remains, a priority for KuibyshevAzot in ensuring deliveries of our products to consumers. But unfortunately, there are also some negative aspects of our active cooperation with railway companies. First of all, transportation tariffs grow every year, and there are also other unresolved aspects of our partnership.
[~DETAIL_TEXT] => Travelling to the rescue
The charts show that Russia’s producers of mineral fertilisers have largely preserved their cargo traffics. Ivan Demidov, the Head of the KuibyshevAzot ‘s Transport Management, said: “The amount of Kuibyshev Nitrogen mineral fertilisers moved by rail in the first 10 months of 2009 is approximately equal to the same period the previous year, both in absolute and relative numbers.
The distribution of fertiliser flows sent by domestic routes has not been changed seriously since the previous year in percentage terms. Thus, the total amount of cargo moved by RZD’s network for the first 11 months of 2008 was 1.155 million tons, and in 2009 this figure was only a little smaller, 1.049 million tons.”
“Our freight shipment figures in 2009 remained almost the same as in 2008. It went down only 2%. Acron company moved 1.584 million tons from January to September 2009. Compare: 1.626 million tons of fertilisers were transported over the same period the previous year,” says Vladimir Kovalev, Head of the Acron’s Transport Management, adding that export orders helped keep shipment numbers unchanged.
“The largest proportion of production goes to China, Latin America and Western Europe, as well as to the United States and South-East Asia. The following numbers will explain the ratio of the domestic to export-import traffic. Last spring, i.e. during the main cargo flow period, Acron shipped 40% of its cargo to Russian companies. But simultaneously, in spring 2009 the domestic flows shrank to 20-25%,” he said.
Generally speaking, the year before the crisis, Acron’s share in the domestic shipments was between 25 and 30%, and in 2009 it declined to 10%-15%.
The crisis was just one reason why Russia’s producers were forced to export up to 70% of mineral fertilisers. There were other reasons too. Thus, the domestic market is able to take only 30% of the total amount of chemicals produced in the country. “Compared with 1990, the market declined several-fold,” says Dmitry Osipov, General Director of Uralchem.
Domestic trends
The constantly low consumption rate has sharpened Russia’s domestic problems even more. The main challenge of last year was the high proportion of transport costs in the final cost of finished goods. Total freight costs (which include railway tariffs, the involvement of rolling stock and cargo handling in ports) accounted for 25% to 50% in a range of types of production.
“Shippers cannot influence the greater part of these costs. We can mention here that the prices for fertilisers have returned to 2007 levels, while the tariffs have been indexed several times for two years in RF, and the index rate was more than 41% both in domestic communication and exports. With consideration of the indexation planned, an increase by 1,55 times is expected compared with the end of 2007,” said Vsevolod Kovshov, Deputy Director for Transport at Uralchem-Trans.
He expressed the opinion that, in order to support all sectors of the Russian economy, the tariff regulator must keep a strict control over the growth of tariffs by natural monopolies in transport. KuibyshevAzot representatives agree with him. “There are issues which make expansion of partnerships with RZD and the First Cargo Company problematic. Thus, now PGK is building its own corporate and economic structure, and the rolling stock will be transferred under its jurisdiction, which will increase transport costs for shippers.
Transportation tariffs are under the control of the Federal Tariff Service (FTS), while the rates for using its rolling stock can be regulated by PGK itself,” explains Mr Demidov. The result is that transport costs grow. For example, KuibyshevAzot had 10% growth in its rail transportation costs on some of the domestic routes in 2009, and 15% on export routes.
Salvation from the East
Despite the still difficult situation both in Russia and the world, companies believe some stabilisation will start in 2010. This is due to the fact that the large reserves of mineral fertilisers, stored since the end of 2008, are almost exhausted. Farming companies all over the world were actually saving funds on these reserves. Therefore, here comes the situation, when, in order to obtain the desired yield, they will have to get more and more chemicals. The deferred demand will create the need to catch up, which will influence consumption in general. Experts believe that this will bring growth in sales and put more pressure on the fertiliser price. “Certainly, we hope that this will result in increased prices as well,” said Dmitry Osipov. “Because now we all are working with the lowest possible profitability.”
Based on these forecasts, Uralchem and Rigas Tirdzniecibas Osta (Latvia) are planning to build a terminal for handling fertilisers in the port of Riga, with an output of 2 million tons per year by 2012 during its first stage. Engineering design works for the terminal’s loading facilities are already in progress. Also, in 2009 Uralchem started implementing its program to establish its own regional supply bases, expecting growth in consumption in the domestic market. “Russia is also a strategic market in the mineral fertilisers distribution sector.
Its well-developed network of agricultural bases allows its to sell products directly to our customers, without intermediaries, which ultimately helps us to ensure domestic farmers receive fertilisers at affordable and economically reasonable prices,” explains Mr Kovshov.
As regards another major producer of mineral fertilisers, Bereznikovskiy Uralkali, it has postponed commissioning of new production facilities because of the slow recovery in demand for potash. In 2010 and 2011, potassium chloride demand will amount to 5.5 million tons and, in 2012, 7 million tons.
The company explains the postponement by the complicated market conditions. “Analysis of the situation on the potash market shows that, although the fundamental characteristics of this industry remain strong, it will take time before the demand for potassium returns to pre-crisis levels. Proceeding from this, the company finds it prudent to postpone commissioning of its new facilities until 2012, when an increase in production may be demanded by the market,” the company announced in a statement.
Indirect evidence that the global market is going to start recovering soon is Silvinit’s contract with India, signed in July 2009. Here we remind readers that the Russian producer had put prices down 26%, acting through its trader, International Potash Company, and agreed with the Indian IPL to supply 850,000 tons of potash at $460 per ton, while the market price was $700.
The contract has been signed to start in March 2010, but the cargo may be shipped sooner. Belarusian Potash Company (BPC), the trader of Uralkali and Belaruskali, has entered into a similar agreement with similar rates. Details have not been disclosed, but there were forecasts that the quantities contracted with India would be from 700,000 to 900,000 tons.
As regards China, another large buyer of fertilisers, the major suppliers did not finalise the potash fertiliser supply contracts in 2009, despite the fact that this process had been going since November 2008.
The reason for such a long hesitation is that last June China reduced its export duties for agricultural products and, on July 1, 2009, the same was done for mineral fertilisers. The Chinese government has said indirectly that, by its actions, there will not be much need for Russian fertilisers in their country in the near future. Thus, China will try to postpone the conclusion of major contracts in order to put the price down.
“When we look at the current market situation, we notice that there are only short-term transactions present on the spot markets,” says Irina Saybatalova, Head of the Marketing Department at the Sverdlovsk Regional Transport Service Centre. “Also, there are no large, long-term deals developing in the waiting period for contracts with China, which will be what determines prices in the future.” Troika Dialog investment company expects that an agreement with China will be signed soon with a price from $350 to $370 per ton, and as a result, 2010 will see a gradual increase in purchases of fertilisers all over the world.
ву Maria Shevchenko
viewpoint
OLEG Salimov
Deputy Director for Sales and Marketing of SIBUR-Mineral Fertilisers:
– The main challenge faced by our industry is the growth in railway tariffs. The declining prices for nitrogen fertilisers make rail transport prices crucial for those companies which are located in Siberia, a few thousands kilometres away from main ports. Exports from Kemerovo will require an increase in the share of freight costs from 30% to 40% of production costs.
Ivan Demidov
Head of KuibyshevAzot Transport Management
– RZD network was, and remains, a priority for KuibyshevAzot in ensuring deliveries of our products to consumers. But unfortunately, there are also some negative aspects of our active cooperation with railway companies. First of all, transportation tariffs grow every year, and there are also other unresolved aspects of our partnership.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type.
At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures.
The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[~PREVIEW_TEXT] => The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type.
At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures.
The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6356
[~CODE] => 6356
[EXTERNAL_ID] => 6356
[~EXTERNAL_ID] => 6356
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111128:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111128:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Export dependence
[SECTION_META_KEYWORDS] => export dependence
[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/16.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type. <br />At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures. <br />The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[ELEMENT_META_TITLE] => Export dependence
[ELEMENT_META_KEYWORDS] => export dependence
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2010/2/16.jpg" border="1" alt=" " hspace="5" width="200" height="279" align="left" />The crisis has brought a sharp fall in global and domestic prices for fertilisers, as its consumption has dropped 30% on average, depending on type. <br />At the same time, Russian companies managed to survive 2009, almost matching the previous year’s figures. <br />The reason is exports. Low production costs stimulated a high demand for Russian goods around the world.
[SECTION_PICTURE_FILE_ALT] => Export dependence
[SECTION_PICTURE_FILE_TITLE] => Export dependence
[SECTION_DETAIL_PICTURE_FILE_ALT] => Export dependence
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Export dependence
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Export dependence
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Export dependence
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Export dependence
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Export dependence
)
)
Array
(
[ID] => 111127
[~ID] => 111127
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Panorama Transportation
[~NAME] => Panorama Transportation
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6355/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6355/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => “Sapsan” to make more journeys
Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.
In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
Throughput of Lietuvos gelezinkeliai increased by 20.4%
Lietuvos gelezinkeliai (the Lithuanian Railways) transported 7.9 million tons of freight in January-February 2010, a 20.4% increase compared with the same period the previous year.
The company carried 6.2 million tons of export, import and transit freight (+37.8%). Domestic transportation volume fell by 18% year-on-year to 1.8 million tons.
Lietuvos gelezinkeliai carried 3.5 millions tons of oil products, 2 million tons of fertilisers, and 400,000 tons of metals. They made the larger share in the volume of cargoes transported by the company.
The Lithuanian Railways transported 4 million tons of cargo in January and 3.9 million tons in February.
Ukraine: Throughput Up
In January-February 2010, Ukrainian transport enterprises increased throughput by 15.3% year-on-year to 58.532 billion ton-kilometres.
Railway transport throughput grew by 6.9% to 30.493 billion ton-kilometres; that of road hauliers by 16.3%; air transport and pipeline throughput increased by 17.1% and 30.1% respectively. River transport throughput rose by 55.6% while that of sea transport dropped by 17.4%.
In the first two months of 2010, Ukrainian transport enterprises increased freight transportation by 12.5% year-on-year to 109.6 million tons.
There was an increase in freight transportation by railway (+8.8% to 59.5 million tons), sea and river transport (+2.8% to 1 million tons), air transport (+1.2% to 0.01 million tons), road hauliers (+4.2% to 16.5 million tons), and pipelines (+25.8% to 32.6 million tons).
18.3% increase in container transportation via RZD network
The turnover of containers on the Russian Railways’ network grew by 18.3% to 298,700 TEU in January-February 2010.
FESCO increased transportation of containers by 27% to 13,300 TEU, Far Eastern Transport Group (DVTG) by 135% to 10,500 TEU, and Vostochnaya Stevedoring Company trebled container transportation to 9,200 TEU.
Transportation of Modul (the largest container park operator) grew by 11.5% to 24,000 TEU. TransContainer reduced container transportation by almost 40,000 TEU to 156,400 TEU. Its share in container turnover on the RZD network was 52.4%, while last year the figure was 62%.
Azerbaijan: a 5% growth in freight transportation
In January-February 2010, the volume of cargo transportation in Azerbaijan amounted to 28.2 million tons, a 4.8% growth compared to the same period the previous year, said the Republic’s State Statistics Service.
State transport enterprises carried 28% of the total freight transportation volume. The share of private companies was 72%.
In the first two months of 2010, railway transported 3.1 million tons of cargo (including transit), a 3.3% increase year-on-year. The Republic’s sea transport carried 1.9 million tons (a 4.5% growth). Transportation by road haulage increased by 13.2 million tons. Some 7.6 million tons of oil was carried via the country’s oil pipeline (a 2.7% increase). The rest of the volume of cargo was transported by mainline gas pipelines.
Tariffs on cargo transportation in the RF grew by 26.2% in January-February
According to the preliminary data, in February 2010 the tariffs on freight transportation by all transport modes in Russia increased on average by 0.8% compared to January 2010, reported Russian State Statistics Service. In January-February 2010, the growth of tariffs amounted to 26.2%.
In particular, from the beginning of the year, the tariffs on railway and road transportation increased by 9.6% and 1% relatively. Tariffs on transportation by pipelines jumped 43.1%
Meanwhile, in February, railway tariffs grew by 0.1% and pipeline tariffs by 1.2%. The tariffs on transportation by road haulage remained the same.
[~DETAIL_TEXT] => “Sapsan” to make more journeys
Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.
In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
Throughput of Lietuvos gelezinkeliai increased by 20.4%
Lietuvos gelezinkeliai (the Lithuanian Railways) transported 7.9 million tons of freight in January-February 2010, a 20.4% increase compared with the same period the previous year.
The company carried 6.2 million tons of export, import and transit freight (+37.8%). Domestic transportation volume fell by 18% year-on-year to 1.8 million tons.
Lietuvos gelezinkeliai carried 3.5 millions tons of oil products, 2 million tons of fertilisers, and 400,000 tons of metals. They made the larger share in the volume of cargoes transported by the company.
The Lithuanian Railways transported 4 million tons of cargo in January and 3.9 million tons in February.
Ukraine: Throughput Up
In January-February 2010, Ukrainian transport enterprises increased throughput by 15.3% year-on-year to 58.532 billion ton-kilometres.
Railway transport throughput grew by 6.9% to 30.493 billion ton-kilometres; that of road hauliers by 16.3%; air transport and pipeline throughput increased by 17.1% and 30.1% respectively. River transport throughput rose by 55.6% while that of sea transport dropped by 17.4%.
In the first two months of 2010, Ukrainian transport enterprises increased freight transportation by 12.5% year-on-year to 109.6 million tons.
There was an increase in freight transportation by railway (+8.8% to 59.5 million tons), sea and river transport (+2.8% to 1 million tons), air transport (+1.2% to 0.01 million tons), road hauliers (+4.2% to 16.5 million tons), and pipelines (+25.8% to 32.6 million tons).
18.3% increase in container transportation via RZD network
The turnover of containers on the Russian Railways’ network grew by 18.3% to 298,700 TEU in January-February 2010.
FESCO increased transportation of containers by 27% to 13,300 TEU, Far Eastern Transport Group (DVTG) by 135% to 10,500 TEU, and Vostochnaya Stevedoring Company trebled container transportation to 9,200 TEU.
Transportation of Modul (the largest container park operator) grew by 11.5% to 24,000 TEU. TransContainer reduced container transportation by almost 40,000 TEU to 156,400 TEU. Its share in container turnover on the RZD network was 52.4%, while last year the figure was 62%.
Azerbaijan: a 5% growth in freight transportation
In January-February 2010, the volume of cargo transportation in Azerbaijan amounted to 28.2 million tons, a 4.8% growth compared to the same period the previous year, said the Republic’s State Statistics Service.
State transport enterprises carried 28% of the total freight transportation volume. The share of private companies was 72%.
In the first two months of 2010, railway transported 3.1 million tons of cargo (including transit), a 3.3% increase year-on-year. The Republic’s sea transport carried 1.9 million tons (a 4.5% growth). Transportation by road haulage increased by 13.2 million tons. Some 7.6 million tons of oil was carried via the country’s oil pipeline (a 2.7% increase). The rest of the volume of cargo was transported by mainline gas pipelines.
Tariffs on cargo transportation in the RF grew by 26.2% in January-February
According to the preliminary data, in February 2010 the tariffs on freight transportation by all transport modes in Russia increased on average by 0.8% compared to January 2010, reported Russian State Statistics Service. In January-February 2010, the growth of tariffs amounted to 26.2%.
In particular, from the beginning of the year, the tariffs on railway and road transportation increased by 9.6% and 1% relatively. Tariffs on transportation by pipelines jumped 43.1%
Meanwhile, in February, railway tariffs grew by 0.1% and pipeline tariffs by 1.2%. The tariffs on transportation by road haulage remained the same.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[~PREVIEW_TEXT] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6355
[~CODE] => 6355
[EXTERNAL_ID] => 6355
[~EXTERNAL_ID] => 6355
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111127:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Panorama Transportation
[SECTION_META_KEYWORDS] => panorama transportation
[SECTION_META_DESCRIPTION] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[ELEMENT_META_TITLE] => Panorama Transportation
[ELEMENT_META_KEYWORDS] => panorama transportation
[ELEMENT_META_DESCRIPTION] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[SECTION_PICTURE_FILE_ALT] => Panorama Transportation
[SECTION_PICTURE_FILE_TITLE] => Panorama Transportation
[SECTION_DETAIL_PICTURE_FILE_ALT] => Panorama Transportation
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Panorama Transportation
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Panorama Transportation
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Panorama Transportation
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Panorama Transportation
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Panorama Transportation
)
)
Array
(
[ID] => 111127
[~ID] => 111127
[IBLOCK_ID] => 25
[~IBLOCK_ID] => 25
[IBLOCK_SECTION_ID] => 1541
[~IBLOCK_SECTION_ID] => 1541
[NAME] => Panorama Transportation
[~NAME] => Panorama Transportation
[ACTIVE_FROM_X] =>
[~ACTIVE_FROM_X] =>
[ACTIVE_FROM] =>
[~ACTIVE_FROM] =>
[TIMESTAMP_X] => 24.10.2016 17:14:33
[~TIMESTAMP_X] => 24.10.2016 17:14:33
[DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6355/
[~DETAIL_PAGE_URL] => /publications/rzd-partner-int/22/6355/
[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] => “Sapsan” to make more journeys
Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.
In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
Throughput of Lietuvos gelezinkeliai increased by 20.4%
Lietuvos gelezinkeliai (the Lithuanian Railways) transported 7.9 million tons of freight in January-February 2010, a 20.4% increase compared with the same period the previous year.
The company carried 6.2 million tons of export, import and transit freight (+37.8%). Domestic transportation volume fell by 18% year-on-year to 1.8 million tons.
Lietuvos gelezinkeliai carried 3.5 millions tons of oil products, 2 million tons of fertilisers, and 400,000 tons of metals. They made the larger share in the volume of cargoes transported by the company.
The Lithuanian Railways transported 4 million tons of cargo in January and 3.9 million tons in February.
Ukraine: Throughput Up
In January-February 2010, Ukrainian transport enterprises increased throughput by 15.3% year-on-year to 58.532 billion ton-kilometres.
Railway transport throughput grew by 6.9% to 30.493 billion ton-kilometres; that of road hauliers by 16.3%; air transport and pipeline throughput increased by 17.1% and 30.1% respectively. River transport throughput rose by 55.6% while that of sea transport dropped by 17.4%.
In the first two months of 2010, Ukrainian transport enterprises increased freight transportation by 12.5% year-on-year to 109.6 million tons.
There was an increase in freight transportation by railway (+8.8% to 59.5 million tons), sea and river transport (+2.8% to 1 million tons), air transport (+1.2% to 0.01 million tons), road hauliers (+4.2% to 16.5 million tons), and pipelines (+25.8% to 32.6 million tons).
18.3% increase in container transportation via RZD network
The turnover of containers on the Russian Railways’ network grew by 18.3% to 298,700 TEU in January-February 2010.
FESCO increased transportation of containers by 27% to 13,300 TEU, Far Eastern Transport Group (DVTG) by 135% to 10,500 TEU, and Vostochnaya Stevedoring Company trebled container transportation to 9,200 TEU.
Transportation of Modul (the largest container park operator) grew by 11.5% to 24,000 TEU. TransContainer reduced container transportation by almost 40,000 TEU to 156,400 TEU. Its share in container turnover on the RZD network was 52.4%, while last year the figure was 62%.
Azerbaijan: a 5% growth in freight transportation
In January-February 2010, the volume of cargo transportation in Azerbaijan amounted to 28.2 million tons, a 4.8% growth compared to the same period the previous year, said the Republic’s State Statistics Service.
State transport enterprises carried 28% of the total freight transportation volume. The share of private companies was 72%.
In the first two months of 2010, railway transported 3.1 million tons of cargo (including transit), a 3.3% increase year-on-year. The Republic’s sea transport carried 1.9 million tons (a 4.5% growth). Transportation by road haulage increased by 13.2 million tons. Some 7.6 million tons of oil was carried via the country’s oil pipeline (a 2.7% increase). The rest of the volume of cargo was transported by mainline gas pipelines.
Tariffs on cargo transportation in the RF grew by 26.2% in January-February
According to the preliminary data, in February 2010 the tariffs on freight transportation by all transport modes in Russia increased on average by 0.8% compared to January 2010, reported Russian State Statistics Service. In January-February 2010, the growth of tariffs amounted to 26.2%.
In particular, from the beginning of the year, the tariffs on railway and road transportation increased by 9.6% and 1% relatively. Tariffs on transportation by pipelines jumped 43.1%
Meanwhile, in February, railway tariffs grew by 0.1% and pipeline tariffs by 1.2%. The tariffs on transportation by road haulage remained the same.
[~DETAIL_TEXT] => “Sapsan” to make more journeys
Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.
In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
Throughput of Lietuvos gelezinkeliai increased by 20.4%
Lietuvos gelezinkeliai (the Lithuanian Railways) transported 7.9 million tons of freight in January-February 2010, a 20.4% increase compared with the same period the previous year.
The company carried 6.2 million tons of export, import and transit freight (+37.8%). Domestic transportation volume fell by 18% year-on-year to 1.8 million tons.
Lietuvos gelezinkeliai carried 3.5 millions tons of oil products, 2 million tons of fertilisers, and 400,000 tons of metals. They made the larger share in the volume of cargoes transported by the company.
The Lithuanian Railways transported 4 million tons of cargo in January and 3.9 million tons in February.
Ukraine: Throughput Up
In January-February 2010, Ukrainian transport enterprises increased throughput by 15.3% year-on-year to 58.532 billion ton-kilometres.
Railway transport throughput grew by 6.9% to 30.493 billion ton-kilometres; that of road hauliers by 16.3%; air transport and pipeline throughput increased by 17.1% and 30.1% respectively. River transport throughput rose by 55.6% while that of sea transport dropped by 17.4%.
In the first two months of 2010, Ukrainian transport enterprises increased freight transportation by 12.5% year-on-year to 109.6 million tons.
There was an increase in freight transportation by railway (+8.8% to 59.5 million tons), sea and river transport (+2.8% to 1 million tons), air transport (+1.2% to 0.01 million tons), road hauliers (+4.2% to 16.5 million tons), and pipelines (+25.8% to 32.6 million tons).
18.3% increase in container transportation via RZD network
The turnover of containers on the Russian Railways’ network grew by 18.3% to 298,700 TEU in January-February 2010.
FESCO increased transportation of containers by 27% to 13,300 TEU, Far Eastern Transport Group (DVTG) by 135% to 10,500 TEU, and Vostochnaya Stevedoring Company trebled container transportation to 9,200 TEU.
Transportation of Modul (the largest container park operator) grew by 11.5% to 24,000 TEU. TransContainer reduced container transportation by almost 40,000 TEU to 156,400 TEU. Its share in container turnover on the RZD network was 52.4%, while last year the figure was 62%.
Azerbaijan: a 5% growth in freight transportation
In January-February 2010, the volume of cargo transportation in Azerbaijan amounted to 28.2 million tons, a 4.8% growth compared to the same period the previous year, said the Republic’s State Statistics Service.
State transport enterprises carried 28% of the total freight transportation volume. The share of private companies was 72%.
In the first two months of 2010, railway transported 3.1 million tons of cargo (including transit), a 3.3% increase year-on-year. The Republic’s sea transport carried 1.9 million tons (a 4.5% growth). Transportation by road haulage increased by 13.2 million tons. Some 7.6 million tons of oil was carried via the country’s oil pipeline (a 2.7% increase). The rest of the volume of cargo was transported by mainline gas pipelines.
Tariffs on cargo transportation in the RF grew by 26.2% in January-February
According to the preliminary data, in February 2010 the tariffs on freight transportation by all transport modes in Russia increased on average by 0.8% compared to January 2010, reported Russian State Statistics Service. In January-February 2010, the growth of tariffs amounted to 26.2%.
In particular, from the beginning of the year, the tariffs on railway and road transportation increased by 9.6% and 1% relatively. Tariffs on transportation by pipelines jumped 43.1%
Meanwhile, in February, railway tariffs grew by 0.1% and pipeline tariffs by 1.2%. The tariffs on transportation by road haulage remained the same.
[DETAIL_TEXT_TYPE] => html
[~DETAIL_TEXT_TYPE] => html
[PREVIEW_TEXT] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[~PREVIEW_TEXT] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[PREVIEW_TEXT_TYPE] => html
[~PREVIEW_TEXT_TYPE] => html
[PREVIEW_PICTURE] =>
[~PREVIEW_PICTURE] =>
[LANG_DIR] => /
[~LANG_DIR] => /
[CODE] => 6355
[~CODE] => 6355
[EXTERNAL_ID] => 6355
[~EXTERNAL_ID] => 6355
[IBLOCK_TYPE_ID] => info
[~IBLOCK_TYPE_ID] => info
[IBLOCK_CODE] => articles_magazines
[~IBLOCK_CODE] => articles_magazines
[IBLOCK_EXTERNAL_ID] =>
[~IBLOCK_EXTERNAL_ID] =>
[LID] => s1
[~LID] => s1
[EDIT_LINK] =>
[DELETE_LINK] =>
[DISPLAY_ACTIVE_FROM] =>
[FIELDS] => Array
(
)
[PROPERTIES] => Array
(
[AUTHOR] => Array
(
[ID] => 97
[IBLOCK_ID] => 25
[NAME] => Автор
[ACTIVE] => Y
[SORT] => 400
[CODE] => AUTHOR
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => Y
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:97
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[AUTHOR_PHOTO] => Array
(
[ID] => 108
[IBLOCK_ID] => 25
[NAME] => Автор фото
[ACTIVE] => Y
[SORT] => 410
[CODE] => AUTHOR_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => S
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:108
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[ISSUE] => Array
(
[ID] => 93
[IBLOCK_ID] => 25
[NAME] => Выпуск
[ACTIVE] => Y
[SORT] => 500
[CODE] => ISSUE
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => E
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => Y
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] => 105306
[PROPERTY_VALUE_ID] => 111127:93
[DESCRIPTION] =>
[~VALUE] => 105306
[~DESCRIPTION] =>
)
[BLOG_POST_ID] => Array
(
[ID] => 94
[IBLOCK_ID] => 25
[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_POST_ID
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[BLOG_COMMENTS_CNT] => Array
(
[ID] => 95
[IBLOCK_ID] => 25
[NAME] => Количество комментариев
[ACTIVE] => Y
[SORT] => 500
[CODE] => BLOG_COMMENTS_CNT
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => N
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:95
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[MORE_PHOTO] => Array
(
[ID] => 98
[IBLOCK_ID] => 25
[NAME] => Дополнительные фотографии
[ACTIVE] => Y
[SORT] => 500
[CODE] => MORE_PHOTO
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => Y
[XML_ID] =>
[FILE_TYPE] => jpg, gif, bmp, png, jpeg
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
[PUBLIC_ACCESS] => Array
(
[ID] => 110
[IBLOCK_ID] => 25
[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => L
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => C
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
[ATTACHED_PDF] => Array
(
[ID] => 324
[IBLOCK_ID] => 25
[NAME] => Прикрепленный PDF
[ACTIVE] => Y
[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
[PROPERTY_TYPE] => F
[ROW_COUNT] => 1
[COL_COUNT] => 30
[LIST_TYPE] => L
[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] => pdf
[MULTIPLE_CNT] => 5
[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 111127:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Panorama Transportation
[SECTION_META_KEYWORDS] => panorama transportation
[SECTION_META_DESCRIPTION] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[ELEMENT_META_TITLE] => Panorama Transportation
[ELEMENT_META_KEYWORDS] => panorama transportation
[ELEMENT_META_DESCRIPTION] => Due to high demand, from 5 April, 2010 Russian Railways is increasing the number of “Sapsan” high-speed train services between Moscow and St. Petersburg from three to five in each direction.In January 2010, 78,910 passengers travelled on “Sapsan” trains, with numbers rising in February to 81,488 passengers, an increase of 3.27% on January.
[SECTION_PICTURE_FILE_ALT] => Panorama Transportation
[SECTION_PICTURE_FILE_TITLE] => Panorama Transportation
[SECTION_DETAIL_PICTURE_FILE_ALT] => Panorama Transportation
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Panorama Transportation
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Panorama Transportation
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Panorama Transportation
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Panorama Transportation
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Panorama Transportation
)
)
Copyright © 2002-2024 Учредитель ООО «Редакция журнала «РЖД-Партнер»
Информационное агентство «РЖД-Партнер.РУ»
Главный редактор Ретюнин А.С.
адрес электронной почты rzdp@rzd-partner.ru телефон редакции +7 (812) 418-34-92; +7 (812) 418-34-90
При цитировании информации гиперссылка на ИА РЖД-Партнер.ру обязательна.
Использование материалов ИА РЖД-Партнер.ру в коммерческих целях без письменного разрешения агентства не допускается.
Свидетельство о регистрации СМИ ИА № ФС77-22819 от 11 января 2006 г., выдано Федеральной службой по надзору за соблюдением законодательства в сфере массовых коммуникаций и охране культурного наследия.
Любое использование материалов допускается только при наличии гиперссылки на ИА РЖД-Партнер.ру
Разработка сайта - iMedia Solutions
