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RZD Communicates with Investors
Russian Railways’ budget deficit could amount to RUB 3.4 trillion over the next five years. This figure was disclosed by RZD President Vladimir Yakunin, who noted that funding of serious infrastructure projects would be revised. RZD expects that owners of sea ports, cargo owners, and other private companies interested in transportation will co-invest in a number of important railway projects.
RUB 144 billion was invested in the Far Eastern rail lines (via which raw materials are delivered to Russian sea ports) in 2003-2011, which was often requested by cargo owners. The money was spent to eliminate infrastructure barriers, renew traction rolling stock, and to develop rail accesses to ports. Another RUB 77.4 billion will be allocated for these targets till 2015, according to Mikhail Zaichenko, Head of the Far Eastern Railway – an affiliate of RZD. This investment is justified, because cargo owners have already declared that they plan to carry at least 60 million tons to the Sovetskaya Gavan port (the Khabarovsk region) and approximately 90 million tons to other Far Eastern ports. Not all of the cargo volume, however, will be transported by rail if the project funding remains at the current budget level.   
RZD intends to pass some projects onto the shoulders of either private investors or regional budgets. Meanwhile, Sergey Sidorov, First Deputy Governor of the Primorsk region announced readiness to examine ports’ business plans for adding such projects to the regional budget in future. RZD plans to define its priorities for railway infrastructure development and choosing the most important investment projects. 
The Most Profitable Coal
Coal remains one of Russia’s main export cargoes. According to the Programme of Coal Industry Development, coal extraction will increase by one third by 2030 – up to 430 million tons per annum. More coal will be extracted in the eastern regions of Russia. Meanwhile, infrastructure problems, especially railway ones, should be eliminated to assist export coal via Far Eastern ports. On the eve of the APEC summit, Russia declared its intention to build “seamless” logistics to provide regular cargo flow to/from the states of the Asian and Pacific region. For that, the carrying capacity of the Trans-Siberian mainline, the Baikal-Amur mainline, and the Far Eastern Railway is to be increased. The development of these rail lines is badly needed for exports of coal, which is the main cargo for Far Eastern ports.
In 2011, Russian coal exports via all ports amounted to 99.7 million tons. Of that, 40 million tons was shipped via Far Eastern terminals. Taking into account the fact that the Programme of Coal Sector Development envisages that more coal will be extracted in the eastern regions of the country, the amount of coal to be transported via Far Eastern ports will increase. Meanwhile, the Asian and Pacific countries’ demand for the solid fuel continues to grow.   
Coal mining volumes will grow due to the development of new coal fields in Yakutia (Elginskoye coal field developed by Mechel, and Denisovskoye coal field developed by Kolmar company), Chukotka (Beringovskoye coal field), East Siberia (Apsatskoye coal field developed by SUEK) and in Tuva (Ulug-Khemsky coal basin developed by EPK, Evraz, and Severstal, and projects developed by En+ company owned by Oleg Deripaska). In the opinion of experts asked by IAA PortNews, if the development of these coal deposits is carried out according to the plan and matches the development of the transport infrastructure and coal generation in the Far East, transport expenditure will decrease at the expense of a smaller route distance for export and domestic coal transportation.    
Coal mining companies are currently working to extend the available stevedoring coal capacities in the Far Eastern ports and announce the construction of new ones.
Mechel has ambitious development plans. Today, the company is extending the port of Posyet, which will result in the doubling of its capacity to 9 million tons per annum. The modernisation is to be completed by autumn 2012. The construction of a terminal in the Vanino port is the second priority transport project of Mechel. The design of the terminal has already been prepared. It will be located opposite the terminal of another coal mining company – Suek – in the Muchka bay. The annual throughput of the terminal in the Muchka bay is supposed to reach 25 million tons of coal, which will be carried from the Elginskoye coal field via the Transsib.
Another scaled project is underway in the Vostochny port. The third stage of the coal terminal of Vostochny Port OJSC is to be built there, thus almost doubling its handling capacity.
Other investors also have plans for increasing coal handling capacities in the Far East. After the reconstruction of a berth in the Nakhodka port, Evraz will increase the throughput of its stevedoring company Evraz NMTP from 2 million to 5 million tons of coal per annum.
Also, the state is going to build a “public” coal port with a capacity of 20 million tons per annum for the coal mining companies, which do not have their own stevedoring capabilities in the region. In the words of Maxim Sokolov, Transport Minister of Russia, the construction of this port will make sense only after increasing the carrying capacity of the BAM and the Transsib. According to M. Sokolov, the carrying capacity of the Baikal-Amur mainline is currently 15 million tons per annum. “Everything depends on the railway infrastructure,” emphasised the Minister.
Half-Price Tariffs
“The development of the coal sector is significantly hampered by bottle-necks and limiting sections in the carrying capacities of Russian railways. Primarily being the Transsib, the BAM, and the Far Eastern Railway, the insufficient development of which limits coal supplies to the growing market of the Asian and Pacific region,” said Alexander Novak, Russian Energy Minister at the conference chaired by the RF Prime Minister Dmitry Medvedev. According to Mr Novak, the transport distance from the existing coal mines to sea ports is 850 kilometres on average. The transport constituent in the final price of coal constantly increases because of the growth in tariffs on railway transportation. It amounts to 30-35% in the domestic market, and more than 50% at exports. 
Therefore, there appears a contradiction between the high price for transportation and the necessity for large scale investment in railway infrastructure development. The Ministry of Transport offered to increase railway tariffs by 7% in 2013, and get additional funds using other financial means. “We understand that tariffs alone are not enough for sufficient funding, and we share the opinion of the Ministry of Economic Development that additional means such as credits, including state guarantees, are needed to develop the railway network,” Maxim Sokolov commented on the offer made by the Transport Ministry. He also said that the legislation should be changed, particularly so that RZD could function as a grantor.
In the opinion of officials, the moderate growth in railway tariffs together with smaller route distances and the implementation of non-tariff instruments for railway infrastructure development, will improve the competitiveness of Russian coal and extend its export to the Asian and Pacific regions. ®
By Nadezhda Malysheva, 
Vitaly Chernov, PortNews agency
viewpoint
Mikhail Zaichenko,
Head of The Far Eastern Railway – an affiliate of RZD:
– In 2011, we transported 59.6 million tons, a 6.5% increase on 2010 results. There have been no similar transportation volumes in the whole history of the Far Eastern Railway. The largest cargo volume was carried to the Vostochny port. We think that the railway nodes should be extended on the accesses to the Vostochny-Nakhodka station, and so called “necks” should be expanded to enlarge the carrying capacity on the section. 
We expect the development of the Posyet port, where a wagon tippler is being constructed. There are not many ports in Russia, where coal is unloaded by wagon tipplers. Only at the Vostochny port, Rosterminalugol terminal in the Ust-Luga port (North-West), and the Posyet port will be the third.

Anatoly Lazarev,
Managing Director of Vostochny Port OJSC:
– The current demand for coal in the Asian and Pacific region stimulates many stevedoring companies to re-orient their capabilities to coal handling, which has lead to a rapid increase in competition among them. Therefore, the Vostochny Port must be in line with demand. Thanks to the programme of equipment renewal and modernisation, technologies change and workplaces become more comfortable and up-to-date, labour safety increases thus allowing increased production. That’s why we will continue to carry out the development strategy, and implement new long-term projects for the enhancement of the port. We are going to increase the port’s handling capacity increasing the performance of the Universal production and reloading complex to six million tons per annum, and that of specialised Coal complex – to 15 million tons per annum.
We are going to continue the development of our latest project – the construction of the third stage of the Coal complex. At the Universal production and reloading complex we plan to update back zones of the berth and develop railway infrastructure, which will allow unloading of more freight and enhance the capacity of the complex and the port. 
Therefore, by 2015 the Port will be able to handle up to 21 million tons per annum. To reach this figure, however, at least two important issues must be solved.
The first is the increase of the carrying capacity of the Far Eastern Railway, its infrastructure development, the Nakhodka-Vostochnaya station, and the construction of the second park in the district. Secondly, major federal and regional governmental support is needed to realise Russia’s export potential for transportation via Far Eastern sea ports. 
I believe until these issues are solved, the development of Far Eastern ports is physically impossible. 

    [~DETAIL_TEXT] => 
RZD Communicates with Investors
Russian Railways’ budget deficit could amount to RUB 3.4 trillion over the next five years. This figure was disclosed by RZD President Vladimir Yakunin, who noted that funding of serious infrastructure projects would be revised. RZD expects that owners of sea ports, cargo owners, and other private companies interested in transportation will co-invest in a number of important railway projects.
RUB 144 billion was invested in the Far Eastern rail lines (via which raw materials are delivered to Russian sea ports) in 2003-2011, which was often requested by cargo owners. The money was spent to eliminate infrastructure barriers, renew traction rolling stock, and to develop rail accesses to ports. Another RUB 77.4 billion will be allocated for these targets till 2015, according to Mikhail Zaichenko, Head of the Far Eastern Railway – an affiliate of RZD. This investment is justified, because cargo owners have already declared that they plan to carry at least 60 million tons to the Sovetskaya Gavan port (the Khabarovsk region) and approximately 90 million tons to other Far Eastern ports. Not all of the cargo volume, however, will be transported by rail if the project funding remains at the current budget level.   
RZD intends to pass some projects onto the shoulders of either private investors or regional budgets. Meanwhile, Sergey Sidorov, First Deputy Governor of the Primorsk region announced readiness to examine ports’ business plans for adding such projects to the regional budget in future. RZD plans to define its priorities for railway infrastructure development and choosing the most important investment projects. 
The Most Profitable Coal
Coal remains one of Russia’s main export cargoes. According to the Programme of Coal Industry Development, coal extraction will increase by one third by 2030 – up to 430 million tons per annum. More coal will be extracted in the eastern regions of Russia. Meanwhile, infrastructure problems, especially railway ones, should be eliminated to assist export coal via Far Eastern ports. On the eve of the APEC summit, Russia declared its intention to build “seamless” logistics to provide regular cargo flow to/from the states of the Asian and Pacific region. For that, the carrying capacity of the Trans-Siberian mainline, the Baikal-Amur mainline, and the Far Eastern Railway is to be increased. The development of these rail lines is badly needed for exports of coal, which is the main cargo for Far Eastern ports.
In 2011, Russian coal exports via all ports amounted to 99.7 million tons. Of that, 40 million tons was shipped via Far Eastern terminals. Taking into account the fact that the Programme of Coal Sector Development envisages that more coal will be extracted in the eastern regions of the country, the amount of coal to be transported via Far Eastern ports will increase. Meanwhile, the Asian and Pacific countries’ demand for the solid fuel continues to grow.   
Coal mining volumes will grow due to the development of new coal fields in Yakutia (Elginskoye coal field developed by Mechel, and Denisovskoye coal field developed by Kolmar company), Chukotka (Beringovskoye coal field), East Siberia (Apsatskoye coal field developed by SUEK) and in Tuva (Ulug-Khemsky coal basin developed by EPK, Evraz, and Severstal, and projects developed by En+ company owned by Oleg Deripaska). In the opinion of experts asked by IAA PortNews, if the development of these coal deposits is carried out according to the plan and matches the development of the transport infrastructure and coal generation in the Far East, transport expenditure will decrease at the expense of a smaller route distance for export and domestic coal transportation.    
Coal mining companies are currently working to extend the available stevedoring coal capacities in the Far Eastern ports and announce the construction of new ones.
Mechel has ambitious development plans. Today, the company is extending the port of Posyet, which will result in the doubling of its capacity to 9 million tons per annum. The modernisation is to be completed by autumn 2012. The construction of a terminal in the Vanino port is the second priority transport project of Mechel. The design of the terminal has already been prepared. It will be located opposite the terminal of another coal mining company – Suek – in the Muchka bay. The annual throughput of the terminal in the Muchka bay is supposed to reach 25 million tons of coal, which will be carried from the Elginskoye coal field via the Transsib.
Another scaled project is underway in the Vostochny port. The third stage of the coal terminal of Vostochny Port OJSC is to be built there, thus almost doubling its handling capacity.
Other investors also have plans for increasing coal handling capacities in the Far East. After the reconstruction of a berth in the Nakhodka port, Evraz will increase the throughput of its stevedoring company Evraz NMTP from 2 million to 5 million tons of coal per annum.
Also, the state is going to build a “public” coal port with a capacity of 20 million tons per annum for the coal mining companies, which do not have their own stevedoring capabilities in the region. In the words of Maxim Sokolov, Transport Minister of Russia, the construction of this port will make sense only after increasing the carrying capacity of the BAM and the Transsib. According to M. Sokolov, the carrying capacity of the Baikal-Amur mainline is currently 15 million tons per annum. “Everything depends on the railway infrastructure,” emphasised the Minister.
Half-Price Tariffs
“The development of the coal sector is significantly hampered by bottle-necks and limiting sections in the carrying capacities of Russian railways. Primarily being the Transsib, the BAM, and the Far Eastern Railway, the insufficient development of which limits coal supplies to the growing market of the Asian and Pacific region,” said Alexander Novak, Russian Energy Minister at the conference chaired by the RF Prime Minister Dmitry Medvedev. According to Mr Novak, the transport distance from the existing coal mines to sea ports is 850 kilometres on average. The transport constituent in the final price of coal constantly increases because of the growth in tariffs on railway transportation. It amounts to 30-35% in the domestic market, and more than 50% at exports. 
Therefore, there appears a contradiction between the high price for transportation and the necessity for large scale investment in railway infrastructure development. The Ministry of Transport offered to increase railway tariffs by 7% in 2013, and get additional funds using other financial means. “We understand that tariffs alone are not enough for sufficient funding, and we share the opinion of the Ministry of Economic Development that additional means such as credits, including state guarantees, are needed to develop the railway network,” Maxim Sokolov commented on the offer made by the Transport Ministry. He also said that the legislation should be changed, particularly so that RZD could function as a grantor.
In the opinion of officials, the moderate growth in railway tariffs together with smaller route distances and the implementation of non-tariff instruments for railway infrastructure development, will improve the competitiveness of Russian coal and extend its export to the Asian and Pacific regions. ®
By Nadezhda Malysheva, 
Vitaly Chernov, PortNews agency
viewpoint
Mikhail Zaichenko,
Head of The Far Eastern Railway – an affiliate of RZD:
– In 2011, we transported 59.6 million tons, a 6.5% increase on 2010 results. There have been no similar transportation volumes in the whole history of the Far Eastern Railway. The largest cargo volume was carried to the Vostochny port. We think that the railway nodes should be extended on the accesses to the Vostochny-Nakhodka station, and so called “necks” should be expanded to enlarge the carrying capacity on the section. 
We expect the development of the Posyet port, where a wagon tippler is being constructed. There are not many ports in Russia, where coal is unloaded by wagon tipplers. Only at the Vostochny port, Rosterminalugol terminal in the Ust-Luga port (North-West), and the Posyet port will be the third.

Anatoly Lazarev,
Managing Director of Vostochny Port OJSC:
– The current demand for coal in the Asian and Pacific region stimulates many stevedoring companies to re-orient their capabilities to coal handling, which has lead to a rapid increase in competition among them. Therefore, the Vostochny Port must be in line with demand. Thanks to the programme of equipment renewal and modernisation, technologies change and workplaces become more comfortable and up-to-date, labour safety increases thus allowing increased production. That’s why we will continue to carry out the development strategy, and implement new long-term projects for the enhancement of the port. We are going to increase the port’s handling capacity increasing the performance of the Universal production and reloading complex to six million tons per annum, and that of specialised Coal complex – to 15 million tons per annum.
We are going to continue the development of our latest project – the construction of the third stage of the Coal complex. At the Universal production and reloading complex we plan to update back zones of the berth and develop railway infrastructure, which will allow unloading of more freight and enhance the capacity of the complex and the port. 
Therefore, by 2015 the Port will be able to handle up to 21 million tons per annum. To reach this figure, however, at least two important issues must be solved.
The first is the increase of the carrying capacity of the Far Eastern Railway, its infrastructure development, the Nakhodka-Vostochnaya station, and the construction of the second park in the district. Secondly, major federal and regional governmental support is needed to realise Russia’s export potential for transportation via Far Eastern sea ports. 
I believe until these issues are solved, the development of Far Eastern ports is physically impossible. 

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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/8.jpg" border="1" alt=" " hspace="5" width="300" height="225" align="left" />Russian Railways is currently developing its infrastructure in the Far Eastern region, investing in new capacities. If not done soon, the most profitable Russian Far Eastern exports of raw materials may decrease because of Russian Railways’ inability to fulfill the requirements of cargo owners. The railway will not be able to transport over 30 million tons to the Far Eastern ports per annum by 2015. And by 2020, the owners of 37 million tons of export raw materials will not be able to carry their goods to Russian Far Eastern ports by rail.
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            [ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/8.jpg" border="1" alt=" " hspace="5" width="300" height="225" align="left" />Russian Railways is currently developing its infrastructure in the Far Eastern region, investing in new capacities. If not done soon, the most profitable Russian Far Eastern exports of raw materials may decrease because of Russian Railways’ inability to fulfill the requirements of cargo owners. The railway will not be able to transport over 30 million tons to the Far Eastern ports per annum by 2015. And by 2020, the owners of 37 million tons of export raw materials will not be able to carry their goods to Russian Far Eastern ports by rail.
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RZD Communicates with Investors
Russian Railways’ budget deficit could amount to RUB 3.4 trillion over the next five years. This figure was disclosed by RZD President Vladimir Yakunin, who noted that funding of serious infrastructure projects would be revised. RZD expects that owners of sea ports, cargo owners, and other private companies interested in transportation will co-invest in a number of important railway projects.
RUB 144 billion was invested in the Far Eastern rail lines (via which raw materials are delivered to Russian sea ports) in 2003-2011, which was often requested by cargo owners. The money was spent to eliminate infrastructure barriers, renew traction rolling stock, and to develop rail accesses to ports. Another RUB 77.4 billion will be allocated for these targets till 2015, according to Mikhail Zaichenko, Head of the Far Eastern Railway – an affiliate of RZD. This investment is justified, because cargo owners have already declared that they plan to carry at least 60 million tons to the Sovetskaya Gavan port (the Khabarovsk region) and approximately 90 million tons to other Far Eastern ports. Not all of the cargo volume, however, will be transported by rail if the project funding remains at the current budget level.   
RZD intends to pass some projects onto the shoulders of either private investors or regional budgets. Meanwhile, Sergey Sidorov, First Deputy Governor of the Primorsk region announced readiness to examine ports’ business plans for adding such projects to the regional budget in future. RZD plans to define its priorities for railway infrastructure development and choosing the most important investment projects. 
The Most Profitable Coal
Coal remains one of Russia’s main export cargoes. According to the Programme of Coal Industry Development, coal extraction will increase by one third by 2030 – up to 430 million tons per annum. More coal will be extracted in the eastern regions of Russia. Meanwhile, infrastructure problems, especially railway ones, should be eliminated to assist export coal via Far Eastern ports. On the eve of the APEC summit, Russia declared its intention to build “seamless” logistics to provide regular cargo flow to/from the states of the Asian and Pacific region. For that, the carrying capacity of the Trans-Siberian mainline, the Baikal-Amur mainline, and the Far Eastern Railway is to be increased. The development of these rail lines is badly needed for exports of coal, which is the main cargo for Far Eastern ports.
In 2011, Russian coal exports via all ports amounted to 99.7 million tons. Of that, 40 million tons was shipped via Far Eastern terminals. Taking into account the fact that the Programme of Coal Sector Development envisages that more coal will be extracted in the eastern regions of the country, the amount of coal to be transported via Far Eastern ports will increase. Meanwhile, the Asian and Pacific countries’ demand for the solid fuel continues to grow.   
Coal mining volumes will grow due to the development of new coal fields in Yakutia (Elginskoye coal field developed by Mechel, and Denisovskoye coal field developed by Kolmar company), Chukotka (Beringovskoye coal field), East Siberia (Apsatskoye coal field developed by SUEK) and in Tuva (Ulug-Khemsky coal basin developed by EPK, Evraz, and Severstal, and projects developed by En+ company owned by Oleg Deripaska). In the opinion of experts asked by IAA PortNews, if the development of these coal deposits is carried out according to the plan and matches the development of the transport infrastructure and coal generation in the Far East, transport expenditure will decrease at the expense of a smaller route distance for export and domestic coal transportation.    
Coal mining companies are currently working to extend the available stevedoring coal capacities in the Far Eastern ports and announce the construction of new ones.
Mechel has ambitious development plans. Today, the company is extending the port of Posyet, which will result in the doubling of its capacity to 9 million tons per annum. The modernisation is to be completed by autumn 2012. The construction of a terminal in the Vanino port is the second priority transport project of Mechel. The design of the terminal has already been prepared. It will be located opposite the terminal of another coal mining company – Suek – in the Muchka bay. The annual throughput of the terminal in the Muchka bay is supposed to reach 25 million tons of coal, which will be carried from the Elginskoye coal field via the Transsib.
Another scaled project is underway in the Vostochny port. The third stage of the coal terminal of Vostochny Port OJSC is to be built there, thus almost doubling its handling capacity.
Other investors also have plans for increasing coal handling capacities in the Far East. After the reconstruction of a berth in the Nakhodka port, Evraz will increase the throughput of its stevedoring company Evraz NMTP from 2 million to 5 million tons of coal per annum.
Also, the state is going to build a “public” coal port with a capacity of 20 million tons per annum for the coal mining companies, which do not have their own stevedoring capabilities in the region. In the words of Maxim Sokolov, Transport Minister of Russia, the construction of this port will make sense only after increasing the carrying capacity of the BAM and the Transsib. According to M. Sokolov, the carrying capacity of the Baikal-Amur mainline is currently 15 million tons per annum. “Everything depends on the railway infrastructure,” emphasised the Minister.
Half-Price Tariffs
“The development of the coal sector is significantly hampered by bottle-necks and limiting sections in the carrying capacities of Russian railways. Primarily being the Transsib, the BAM, and the Far Eastern Railway, the insufficient development of which limits coal supplies to the growing market of the Asian and Pacific region,” said Alexander Novak, Russian Energy Minister at the conference chaired by the RF Prime Minister Dmitry Medvedev. According to Mr Novak, the transport distance from the existing coal mines to sea ports is 850 kilometres on average. The transport constituent in the final price of coal constantly increases because of the growth in tariffs on railway transportation. It amounts to 30-35% in the domestic market, and more than 50% at exports. 
Therefore, there appears a contradiction between the high price for transportation and the necessity for large scale investment in railway infrastructure development. The Ministry of Transport offered to increase railway tariffs by 7% in 2013, and get additional funds using other financial means. “We understand that tariffs alone are not enough for sufficient funding, and we share the opinion of the Ministry of Economic Development that additional means such as credits, including state guarantees, are needed to develop the railway network,” Maxim Sokolov commented on the offer made by the Transport Ministry. He also said that the legislation should be changed, particularly so that RZD could function as a grantor.
In the opinion of officials, the moderate growth in railway tariffs together with smaller route distances and the implementation of non-tariff instruments for railway infrastructure development, will improve the competitiveness of Russian coal and extend its export to the Asian and Pacific regions. ®
By Nadezhda Malysheva, 
Vitaly Chernov, PortNews agency
viewpoint
Mikhail Zaichenko,
Head of The Far Eastern Railway – an affiliate of RZD:
– In 2011, we transported 59.6 million tons, a 6.5% increase on 2010 results. There have been no similar transportation volumes in the whole history of the Far Eastern Railway. The largest cargo volume was carried to the Vostochny port. We think that the railway nodes should be extended on the accesses to the Vostochny-Nakhodka station, and so called “necks” should be expanded to enlarge the carrying capacity on the section. 
We expect the development of the Posyet port, where a wagon tippler is being constructed. There are not many ports in Russia, where coal is unloaded by wagon tipplers. Only at the Vostochny port, Rosterminalugol terminal in the Ust-Luga port (North-West), and the Posyet port will be the third.

Anatoly Lazarev,
Managing Director of Vostochny Port OJSC:
– The current demand for coal in the Asian and Pacific region stimulates many stevedoring companies to re-orient their capabilities to coal handling, which has lead to a rapid increase in competition among them. Therefore, the Vostochny Port must be in line with demand. Thanks to the programme of equipment renewal and modernisation, technologies change and workplaces become more comfortable and up-to-date, labour safety increases thus allowing increased production. That’s why we will continue to carry out the development strategy, and implement new long-term projects for the enhancement of the port. We are going to increase the port’s handling capacity increasing the performance of the Universal production and reloading complex to six million tons per annum, and that of specialised Coal complex – to 15 million tons per annum.
We are going to continue the development of our latest project – the construction of the third stage of the Coal complex. At the Universal production and reloading complex we plan to update back zones of the berth and develop railway infrastructure, which will allow unloading of more freight and enhance the capacity of the complex and the port. 
Therefore, by 2015 the Port will be able to handle up to 21 million tons per annum. To reach this figure, however, at least two important issues must be solved.
The first is the increase of the carrying capacity of the Far Eastern Railway, its infrastructure development, the Nakhodka-Vostochnaya station, and the construction of the second park in the district. Secondly, major federal and regional governmental support is needed to realise Russia’s export potential for transportation via Far Eastern sea ports. 
I believe until these issues are solved, the development of Far Eastern ports is physically impossible. 

    [~DETAIL_TEXT] => 
RZD Communicates with Investors
Russian Railways’ budget deficit could amount to RUB 3.4 trillion over the next five years. This figure was disclosed by RZD President Vladimir Yakunin, who noted that funding of serious infrastructure projects would be revised. RZD expects that owners of sea ports, cargo owners, and other private companies interested in transportation will co-invest in a number of important railway projects.
RUB 144 billion was invested in the Far Eastern rail lines (via which raw materials are delivered to Russian sea ports) in 2003-2011, which was often requested by cargo owners. The money was spent to eliminate infrastructure barriers, renew traction rolling stock, and to develop rail accesses to ports. Another RUB 77.4 billion will be allocated for these targets till 2015, according to Mikhail Zaichenko, Head of the Far Eastern Railway – an affiliate of RZD. This investment is justified, because cargo owners have already declared that they plan to carry at least 60 million tons to the Sovetskaya Gavan port (the Khabarovsk region) and approximately 90 million tons to other Far Eastern ports. Not all of the cargo volume, however, will be transported by rail if the project funding remains at the current budget level.   
RZD intends to pass some projects onto the shoulders of either private investors or regional budgets. Meanwhile, Sergey Sidorov, First Deputy Governor of the Primorsk region announced readiness to examine ports’ business plans for adding such projects to the regional budget in future. RZD plans to define its priorities for railway infrastructure development and choosing the most important investment projects. 
The Most Profitable Coal
Coal remains one of Russia’s main export cargoes. According to the Programme of Coal Industry Development, coal extraction will increase by one third by 2030 – up to 430 million tons per annum. More coal will be extracted in the eastern regions of Russia. Meanwhile, infrastructure problems, especially railway ones, should be eliminated to assist export coal via Far Eastern ports. On the eve of the APEC summit, Russia declared its intention to build “seamless” logistics to provide regular cargo flow to/from the states of the Asian and Pacific region. For that, the carrying capacity of the Trans-Siberian mainline, the Baikal-Amur mainline, and the Far Eastern Railway is to be increased. The development of these rail lines is badly needed for exports of coal, which is the main cargo for Far Eastern ports.
In 2011, Russian coal exports via all ports amounted to 99.7 million tons. Of that, 40 million tons was shipped via Far Eastern terminals. Taking into account the fact that the Programme of Coal Sector Development envisages that more coal will be extracted in the eastern regions of the country, the amount of coal to be transported via Far Eastern ports will increase. Meanwhile, the Asian and Pacific countries’ demand for the solid fuel continues to grow.   
Coal mining volumes will grow due to the development of new coal fields in Yakutia (Elginskoye coal field developed by Mechel, and Denisovskoye coal field developed by Kolmar company), Chukotka (Beringovskoye coal field), East Siberia (Apsatskoye coal field developed by SUEK) and in Tuva (Ulug-Khemsky coal basin developed by EPK, Evraz, and Severstal, and projects developed by En+ company owned by Oleg Deripaska). In the opinion of experts asked by IAA PortNews, if the development of these coal deposits is carried out according to the plan and matches the development of the transport infrastructure and coal generation in the Far East, transport expenditure will decrease at the expense of a smaller route distance for export and domestic coal transportation.    
Coal mining companies are currently working to extend the available stevedoring coal capacities in the Far Eastern ports and announce the construction of new ones.
Mechel has ambitious development plans. Today, the company is extending the port of Posyet, which will result in the doubling of its capacity to 9 million tons per annum. The modernisation is to be completed by autumn 2012. The construction of a terminal in the Vanino port is the second priority transport project of Mechel. The design of the terminal has already been prepared. It will be located opposite the terminal of another coal mining company – Suek – in the Muchka bay. The annual throughput of the terminal in the Muchka bay is supposed to reach 25 million tons of coal, which will be carried from the Elginskoye coal field via the Transsib.
Another scaled project is underway in the Vostochny port. The third stage of the coal terminal of Vostochny Port OJSC is to be built there, thus almost doubling its handling capacity.
Other investors also have plans for increasing coal handling capacities in the Far East. After the reconstruction of a berth in the Nakhodka port, Evraz will increase the throughput of its stevedoring company Evraz NMTP from 2 million to 5 million tons of coal per annum.
Also, the state is going to build a “public” coal port with a capacity of 20 million tons per annum for the coal mining companies, which do not have their own stevedoring capabilities in the region. In the words of Maxim Sokolov, Transport Minister of Russia, the construction of this port will make sense only after increasing the carrying capacity of the BAM and the Transsib. According to M. Sokolov, the carrying capacity of the Baikal-Amur mainline is currently 15 million tons per annum. “Everything depends on the railway infrastructure,” emphasised the Minister.
Half-Price Tariffs
“The development of the coal sector is significantly hampered by bottle-necks and limiting sections in the carrying capacities of Russian railways. Primarily being the Transsib, the BAM, and the Far Eastern Railway, the insufficient development of which limits coal supplies to the growing market of the Asian and Pacific region,” said Alexander Novak, Russian Energy Minister at the conference chaired by the RF Prime Minister Dmitry Medvedev. According to Mr Novak, the transport distance from the existing coal mines to sea ports is 850 kilometres on average. The transport constituent in the final price of coal constantly increases because of the growth in tariffs on railway transportation. It amounts to 30-35% in the domestic market, and more than 50% at exports. 
Therefore, there appears a contradiction between the high price for transportation and the necessity for large scale investment in railway infrastructure development. The Ministry of Transport offered to increase railway tariffs by 7% in 2013, and get additional funds using other financial means. “We understand that tariffs alone are not enough for sufficient funding, and we share the opinion of the Ministry of Economic Development that additional means such as credits, including state guarantees, are needed to develop the railway network,” Maxim Sokolov commented on the offer made by the Transport Ministry. He also said that the legislation should be changed, particularly so that RZD could function as a grantor.
In the opinion of officials, the moderate growth in railway tariffs together with smaller route distances and the implementation of non-tariff instruments for railway infrastructure development, will improve the competitiveness of Russian coal and extend its export to the Asian and Pacific regions. ®
By Nadezhda Malysheva, 
Vitaly Chernov, PortNews agency
viewpoint
Mikhail Zaichenko,
Head of The Far Eastern Railway – an affiliate of RZD:
– In 2011, we transported 59.6 million tons, a 6.5% increase on 2010 results. There have been no similar transportation volumes in the whole history of the Far Eastern Railway. The largest cargo volume was carried to the Vostochny port. We think that the railway nodes should be extended on the accesses to the Vostochny-Nakhodka station, and so called “necks” should be expanded to enlarge the carrying capacity on the section. 
We expect the development of the Posyet port, where a wagon tippler is being constructed. There are not many ports in Russia, where coal is unloaded by wagon tipplers. Only at the Vostochny port, Rosterminalugol terminal in the Ust-Luga port (North-West), and the Posyet port will be the third.

Anatoly Lazarev,
Managing Director of Vostochny Port OJSC:
– The current demand for coal in the Asian and Pacific region stimulates many stevedoring companies to re-orient their capabilities to coal handling, which has lead to a rapid increase in competition among them. Therefore, the Vostochny Port must be in line with demand. Thanks to the programme of equipment renewal and modernisation, technologies change and workplaces become more comfortable and up-to-date, labour safety increases thus allowing increased production. That’s why we will continue to carry out the development strategy, and implement new long-term projects for the enhancement of the port. We are going to increase the port’s handling capacity increasing the performance of the Universal production and reloading complex to six million tons per annum, and that of specialised Coal complex – to 15 million tons per annum.
We are going to continue the development of our latest project – the construction of the third stage of the Coal complex. At the Universal production and reloading complex we plan to update back zones of the berth and develop railway infrastructure, which will allow unloading of more freight and enhance the capacity of the complex and the port. 
Therefore, by 2015 the Port will be able to handle up to 21 million tons per annum. To reach this figure, however, at least two important issues must be solved.
The first is the increase of the carrying capacity of the Far Eastern Railway, its infrastructure development, the Nakhodka-Vostochnaya station, and the construction of the second park in the district. Secondly, major federal and regional governmental support is needed to realise Russia’s export potential for transportation via Far Eastern sea ports. 
I believe until these issues are solved, the development of Far Eastern ports is physically impossible. 

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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/8.jpg" border="1" alt=" " hspace="5" width="300" height="225" align="left" />Russian Railways is currently developing its infrastructure in the Far Eastern region, investing in new capacities. If not done soon, the most profitable Russian Far Eastern exports of raw materials may decrease because of Russian Railways’ inability to fulfill the requirements of cargo owners. The railway will not be able to transport over 30 million tons to the Far Eastern ports per annum by 2015. And by 2020, the owners of 37 million tons of export raw materials will not be able to carry their goods to Russian Far Eastern ports by rail.
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            [ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/8.jpg" border="1" alt=" " hspace="5" width="300" height="225" align="left" />Russian Railways is currently developing its infrastructure in the Far Eastern region, investing in new capacities. If not done soon, the most profitable Russian Far Eastern exports of raw materials may decrease because of Russian Railways’ inability to fulfill the requirements of cargo owners. The railway will not be able to transport over 30 million tons to the Far Eastern ports per annum by 2015. And by 2020, the owners of 37 million tons of export raw materials will not be able to carry their goods to Russian Far Eastern ports by rail.
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Construction Materials Slow Down the Pace
The reason behind these trends in the cargo transportation market is the pace of the decrease in the growth of GDP, which fell from 4.5% in the first half of the year to 3% in January-September. Therefore, the forecast made by the Ministry of Economic Development that the GDP will increase by 3.4% in 2012 can come true. The dynamics of the loading volumes of RZD’s network in the nine months matched this figure. It means that transportation of core cargoes is stable. The slowdown in the growth rate is due to the poor global economic situation. The situation in the global market couldn’t but impact Russian economy. In the third quarter of 2012, there was a slowdown in many basic industries, for example, the chemical industry, production of mineral fertilisers, metallurgy, and the forest industry. An exception was the construction sector, where the amount of work increased.
In the first nine months of 2012, there was a significant increase in construction materials transportation: +18.6% on the same period of the previous year. In the first half of 2012, the dynamics of the cargo was practically the same as in 2011, but after the peak in July (18.1 million tons), volumes started to decrease in August and fell to 17.2 million tons in September. On the whole, the positive dynamics in this sector can be explained by the large number of railways and roads being updated and constructed. In particular, cargo transportation to the facilities being constructed for the Olympic Games – 2014 in Sochi played an important role in this process.      
Until the middle of the summer, the rise in the construction materials loading volume was additionally stimulated by activity in the house-building industry and the increase in the number of facilities built on budget funds. In the first two months of the year, the volume of construction works was below last year’s. In the first quarter, however, the situation stabilised. There was a 3.8% increase in April and a 7.1% growth in May. The trend continued till August, and then, because of a rise in prices for construction materials and building structures, there was a downturn. Real estate developers got into financial problems, credit financing reduced. As a result, in the words of Pavel Sozinov, Russian Guild of Realtors President Plenipotentiary, some projects were frozen, which immediately impacted on construction materials loading volumes. 
The situation in the Russian building market influenced cement loading volumes, the dynamics of which was similar to that of inert construction materials. In the first nine months of 2012, transportation volumes of this cargo rose by 3.3% in comparison with the same period of the previous year. One of the reasons for it was the increase in imports from Ukraine.
  
Oil: Time for Repair at Refineries
Oil bulk volumes increased by 3% in January-September, which is an impressive result, taking into account that the share of the cargo in the total loading volume is 20%. The pace in this sector was uneven: there were leaps in January, March, and July, and then there were declines in the pace of growth. At first, the decline wasn’t long – just a month, but then the slowdown lasted three months. The dynamics were positive during almost the whole period, except June, when it was zero, and September, when there was a decline in transportation volume. 
To remind, the summer downturn was to a significant degree caused by the decision of the RF Federal Service for Supervision in the Transport Sector to implement limitations on heavy oil bulk loading into tank wagons for light petrochemicals. A number of tanks wagon producers failed to confirm the safety of this transportation in time, which caused a short-term reduction in the rolling stock available.
The September decline also seems to be temporary. It was caused by the repairs at the Moscow refinery. The Ministry of Energy ordered oil companies to provide fuel transportation to the Central region of Russia to compensate for the deficit. According to traders, however, supplies from Yaroslavl and Omsk refineries failed to compensate for 100% of it. 
In the words of Sergey Kolesnikov, First Deputy CEO of RZD’s Centre of Transport Services, putting the new Taneko OJSC enterprise into operation, and the growing volume of crude oil processing at the Saratov and Achinsk refinery, and Lukoil-VNP contributed to the increase in the loading volumes of oil and petrochemicals.

More Coal and Timber
The pace of coal loading volumes was satisfactory (+4.3%) mainly due to the increase in exports. A rise in oil prices contributed to the growth in demand for this type of fuel, especially in the states of the Asian and Pacific Region. Konstantin Alexeev, Head of the Coal and Peat Industry Department, the Ministry of Energy noted that supplies could be even bigger; Russia can increase coal supplies to China by a half in 2013. Exports, however, are limited by the capacities of ports in the Far East, and the quotas set by Chinese railways – only three million tons of coal can be carried via border crossings per annum. 
Coal consumption in the RF domestic market also increased. The share of this cargo in the total loading volumes on Russian railways reached 23.7%. Monthly volumes, however, used to vary according to seasonal factors and prices in the global market. Peaks took place in January and March. The smallest volume this year was transported in June (23.2 million tons), during that month there was only growth in coal transportation volumes – both month-on-month and year-on-year.
There was a 10.3% decrease in timber transportation in January-September. RZD’s Centre of Transport Services explain that it was caused by a reduced demand for soft wood and sawn wood in China, where, on the one hand, the pace of house building slowed down, and on the other hand, supplies from Canada and the USA increased. 
The highest monthly volume of this freight in 2012 was transported in March (3.6 million tons), after which there was a downturn, which reached the 2012 minimum recorded in January (2.8 million tons).
The Federal Forestry Agency explain it was due to prohibitively high duties on timber export, and the slow pace of growth in timber processing in Russia. The latter, according to Alexander Panfilov, Deputy Head of the Federal Forestry Agency, is caused by the methods of logging used in Russia, which are significantly worse than European ones. Experts at the Food and Agriculture Organisation of the United Nations recommend reviewing the terms of forest usage in the European part of Russia to attract investors to the logging and timber processing sectors. Many exporters now wait for 2013, when quotas on export of fir or silver fir and pine wood will increase from 2.8 million and 5.4 million to 6.3 million and 16.4 million cubic metres respectively.

Grain and Fertilisers: Oppositely Directed Trends
Grain loading volumes grew by 24% in January-September. Such a rapid increase is explained by the “low base” effect. To remind, there was a ban on grain exports till July 1, 2011, and then the stock accumulated rushed abroad. In the current year, the ban was not discussed, and Ilya Shestakov, Deputy Minister of Agriculture said there were no reasons for the ban and, moreover, there were other mechanisms for market regulation. There was a peak of grain loading in May (1.9 million tons), then there was a decline, and in September it was 1.6 million tons, which matches the results of 2011. 
In January-September 2012, there was a small decrease in fertilisers transportation (-2%). Till April 2012, there was a downturn in loading volumes of this cargo, then there was a turning point – in May and June there was an increase in comparison with figures for the previous year. Hoping for a better harvest than in 2011, agrarians increased purchases of fertilisers. Exports were stimulated by the favourable conditions in the global market. In July, however, demand reduced, and in August fertilisers transportation decreased by 2.6% and in September – by 5.5%. Producers expected that it might happen. Already in the first quarter of the year, Uralkali, for example, decreased its outlook for the world consumption of fertilisers by 5% in 2012. That’s why the cargo owners strove to sell as much their products as possible abroad in the summer.

Metals: Stagnation    
Metal transportation volumes remained stable since the beginning of the year. There was a 0.6% increase in ferrous metal transportation in this period. Monthly loading volumes fluctuated, but the fluctuation range was very small. Domestic transportation influenced monthly results only in February and September (significant increases in the loading volumes were recorded in these months), when metal traders renewed stock reserves. In the other months, the domestic market was slow. The volume of metal construction transportation reduced for the same reason (-6.7% on the same period of 2011). On the whole, it was export that impacted on changes in the ferrous metal transportation sector.
There was a decline in the loading volumes of non-ferrous metals, except in January and in May. In the nine months of 2012, the decrease amounted to 6.5%. There were three reasons for it. The first was small exports. According to Goldman Sachs, prices for non-ferrous metals were to rise in summer, but the market fell short of expectations – the activity of China and the USA observed in June dwindled later. The second reason was that a part of enterprises started to use road vehicles to carry their products. The third reason was that Yuzhuralnikel (a part of Mechel holding company) stopped production. Its owners said it happened due to its unprofitability.

Changing Priorities 
The main feature of 2012 was changes in the structure of cargo flows destined for sea ports. Therefore, the loading of cargoes to be carried to Russian northwestern ports grew by 13.9% in January-September 2012, cargo flow to Far Eastern ports increased by 8.7%, and to southern ports – by 4.5%. The share of Far Eastern ports in the total volume had been bigger in the past. The Association of Sea Ports of Russia explained that a part of cargo flows was redirected to the North-West, particularly bulked cargo, including coal, metals, and mineral fertilisers. The container throughput at the Baltic ports increased too.
This was caused by the world trade’s vector changing to Europe. In the opinion of specialists at the Institute of Economy and Transport Development, this trend is not temporary: in the last decade cargo flows left for the northwest as soon as such an opportunity appeared. The reason behind it is the RF’s orientation towards European distribution, while interest to the Far Eastern direction appears only sporadically.
Viktor Kozlovsky, Head of the Traffic Control Directorate at the Octyabrskaya Railway said that additional cargo flows had been attracted to the northwest due to the reduction in the risk of rolling stock idling in heavy traffic. In other words, there emerged additional reserves on the October railway, and cargo owners, such as Eurochem and Severstal, used the opportunity immediately. Other railways are trying to find such reserves too. ®
By Alexander Solntsev
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Construction Materials Slow Down the Pace
The reason behind these trends in the cargo transportation market is the pace of the decrease in the growth of GDP, which fell from 4.5% in the first half of the year to 3% in January-September. Therefore, the forecast made by the Ministry of Economic Development that the GDP will increase by 3.4% in 2012 can come true. The dynamics of the loading volumes of RZD’s network in the nine months matched this figure. It means that transportation of core cargoes is stable. The slowdown in the growth rate is due to the poor global economic situation. The situation in the global market couldn’t but impact Russian economy. In the third quarter of 2012, there was a slowdown in many basic industries, for example, the chemical industry, production of mineral fertilisers, metallurgy, and the forest industry. An exception was the construction sector, where the amount of work increased.
In the first nine months of 2012, there was a significant increase in construction materials transportation: +18.6% on the same period of the previous year. In the first half of 2012, the dynamics of the cargo was practically the same as in 2011, but after the peak in July (18.1 million tons), volumes started to decrease in August and fell to 17.2 million tons in September. On the whole, the positive dynamics in this sector can be explained by the large number of railways and roads being updated and constructed. In particular, cargo transportation to the facilities being constructed for the Olympic Games – 2014 in Sochi played an important role in this process.      
Until the middle of the summer, the rise in the construction materials loading volume was additionally stimulated by activity in the house-building industry and the increase in the number of facilities built on budget funds. In the first two months of the year, the volume of construction works was below last year’s. In the first quarter, however, the situation stabilised. There was a 3.8% increase in April and a 7.1% growth in May. The trend continued till August, and then, because of a rise in prices for construction materials and building structures, there was a downturn. Real estate developers got into financial problems, credit financing reduced. As a result, in the words of Pavel Sozinov, Russian Guild of Realtors President Plenipotentiary, some projects were frozen, which immediately impacted on construction materials loading volumes. 
The situation in the Russian building market influenced cement loading volumes, the dynamics of which was similar to that of inert construction materials. In the first nine months of 2012, transportation volumes of this cargo rose by 3.3% in comparison with the same period of the previous year. One of the reasons for it was the increase in imports from Ukraine.
  
Oil: Time for Repair at Refineries
Oil bulk volumes increased by 3% in January-September, which is an impressive result, taking into account that the share of the cargo in the total loading volume is 20%. The pace in this sector was uneven: there were leaps in January, March, and July, and then there were declines in the pace of growth. At first, the decline wasn’t long – just a month, but then the slowdown lasted three months. The dynamics were positive during almost the whole period, except June, when it was zero, and September, when there was a decline in transportation volume. 
To remind, the summer downturn was to a significant degree caused by the decision of the RF Federal Service for Supervision in the Transport Sector to implement limitations on heavy oil bulk loading into tank wagons for light petrochemicals. A number of tanks wagon producers failed to confirm the safety of this transportation in time, which caused a short-term reduction in the rolling stock available.
The September decline also seems to be temporary. It was caused by the repairs at the Moscow refinery. The Ministry of Energy ordered oil companies to provide fuel transportation to the Central region of Russia to compensate for the deficit. According to traders, however, supplies from Yaroslavl and Omsk refineries failed to compensate for 100% of it. 
In the words of Sergey Kolesnikov, First Deputy CEO of RZD’s Centre of Transport Services, putting the new Taneko OJSC enterprise into operation, and the growing volume of crude oil processing at the Saratov and Achinsk refinery, and Lukoil-VNP contributed to the increase in the loading volumes of oil and petrochemicals.

More Coal and Timber
The pace of coal loading volumes was satisfactory (+4.3%) mainly due to the increase in exports. A rise in oil prices contributed to the growth in demand for this type of fuel, especially in the states of the Asian and Pacific Region. Konstantin Alexeev, Head of the Coal and Peat Industry Department, the Ministry of Energy noted that supplies could be even bigger; Russia can increase coal supplies to China by a half in 2013. Exports, however, are limited by the capacities of ports in the Far East, and the quotas set by Chinese railways – only three million tons of coal can be carried via border crossings per annum. 
Coal consumption in the RF domestic market also increased. The share of this cargo in the total loading volumes on Russian railways reached 23.7%. Monthly volumes, however, used to vary according to seasonal factors and prices in the global market. Peaks took place in January and March. The smallest volume this year was transported in June (23.2 million tons), during that month there was only growth in coal transportation volumes – both month-on-month and year-on-year.
There was a 10.3% decrease in timber transportation in January-September. RZD’s Centre of Transport Services explain that it was caused by a reduced demand for soft wood and sawn wood in China, where, on the one hand, the pace of house building slowed down, and on the other hand, supplies from Canada and the USA increased. 
The highest monthly volume of this freight in 2012 was transported in March (3.6 million tons), after which there was a downturn, which reached the 2012 minimum recorded in January (2.8 million tons).
The Federal Forestry Agency explain it was due to prohibitively high duties on timber export, and the slow pace of growth in timber processing in Russia. The latter, according to Alexander Panfilov, Deputy Head of the Federal Forestry Agency, is caused by the methods of logging used in Russia, which are significantly worse than European ones. Experts at the Food and Agriculture Organisation of the United Nations recommend reviewing the terms of forest usage in the European part of Russia to attract investors to the logging and timber processing sectors. Many exporters now wait for 2013, when quotas on export of fir or silver fir and pine wood will increase from 2.8 million and 5.4 million to 6.3 million and 16.4 million cubic metres respectively.

Grain and Fertilisers: Oppositely Directed Trends
Grain loading volumes grew by 24% in January-September. Such a rapid increase is explained by the “low base” effect. To remind, there was a ban on grain exports till July 1, 2011, and then the stock accumulated rushed abroad. In the current year, the ban was not discussed, and Ilya Shestakov, Deputy Minister of Agriculture said there were no reasons for the ban and, moreover, there were other mechanisms for market regulation. There was a peak of grain loading in May (1.9 million tons), then there was a decline, and in September it was 1.6 million tons, which matches the results of 2011. 
In January-September 2012, there was a small decrease in fertilisers transportation (-2%). Till April 2012, there was a downturn in loading volumes of this cargo, then there was a turning point – in May and June there was an increase in comparison with figures for the previous year. Hoping for a better harvest than in 2011, agrarians increased purchases of fertilisers. Exports were stimulated by the favourable conditions in the global market. In July, however, demand reduced, and in August fertilisers transportation decreased by 2.6% and in September – by 5.5%. Producers expected that it might happen. Already in the first quarter of the year, Uralkali, for example, decreased its outlook for the world consumption of fertilisers by 5% in 2012. That’s why the cargo owners strove to sell as much their products as possible abroad in the summer.

Metals: Stagnation    
Metal transportation volumes remained stable since the beginning of the year. There was a 0.6% increase in ferrous metal transportation in this period. Monthly loading volumes fluctuated, but the fluctuation range was very small. Domestic transportation influenced monthly results only in February and September (significant increases in the loading volumes were recorded in these months), when metal traders renewed stock reserves. In the other months, the domestic market was slow. The volume of metal construction transportation reduced for the same reason (-6.7% on the same period of 2011). On the whole, it was export that impacted on changes in the ferrous metal transportation sector.
There was a decline in the loading volumes of non-ferrous metals, except in January and in May. In the nine months of 2012, the decrease amounted to 6.5%. There were three reasons for it. The first was small exports. According to Goldman Sachs, prices for non-ferrous metals were to rise in summer, but the market fell short of expectations – the activity of China and the USA observed in June dwindled later. The second reason was that a part of enterprises started to use road vehicles to carry their products. The third reason was that Yuzhuralnikel (a part of Mechel holding company) stopped production. Its owners said it happened due to its unprofitability.

Changing Priorities 
The main feature of 2012 was changes in the structure of cargo flows destined for sea ports. Therefore, the loading of cargoes to be carried to Russian northwestern ports grew by 13.9% in January-September 2012, cargo flow to Far Eastern ports increased by 8.7%, and to southern ports – by 4.5%. The share of Far Eastern ports in the total volume had been bigger in the past. The Association of Sea Ports of Russia explained that a part of cargo flows was redirected to the North-West, particularly bulked cargo, including coal, metals, and mineral fertilisers. The container throughput at the Baltic ports increased too.
This was caused by the world trade’s vector changing to Europe. In the opinion of specialists at the Institute of Economy and Transport Development, this trend is not temporary: in the last decade cargo flows left for the northwest as soon as such an opportunity appeared. The reason behind it is the RF’s orientation towards European distribution, while interest to the Far Eastern direction appears only sporadically.
Viktor Kozlovsky, Head of the Traffic Control Directorate at the Octyabrskaya Railway said that additional cargo flows had been attracted to the northwest due to the reduction in the risk of rolling stock idling in heavy traffic. In other words, there emerged additional reserves on the October railway, and cargo owners, such as Eurochem and Severstal, used the opportunity immediately. Other railways are trying to find such reserves too. ®
By Alexander Solntsev
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    [DETAIL_TEXT] => 
Construction Materials Slow Down the Pace
The reason behind these trends in the cargo transportation market is the pace of the decrease in the growth of GDP, which fell from 4.5% in the first half of the year to 3% in January-September. Therefore, the forecast made by the Ministry of Economic Development that the GDP will increase by 3.4% in 2012 can come true. The dynamics of the loading volumes of RZD’s network in the nine months matched this figure. It means that transportation of core cargoes is stable. The slowdown in the growth rate is due to the poor global economic situation. The situation in the global market couldn’t but impact Russian economy. In the third quarter of 2012, there was a slowdown in many basic industries, for example, the chemical industry, production of mineral fertilisers, metallurgy, and the forest industry. An exception was the construction sector, where the amount of work increased.
In the first nine months of 2012, there was a significant increase in construction materials transportation: +18.6% on the same period of the previous year. In the first half of 2012, the dynamics of the cargo was practically the same as in 2011, but after the peak in July (18.1 million tons), volumes started to decrease in August and fell to 17.2 million tons in September. On the whole, the positive dynamics in this sector can be explained by the large number of railways and roads being updated and constructed. In particular, cargo transportation to the facilities being constructed for the Olympic Games – 2014 in Sochi played an important role in this process.      
Until the middle of the summer, the rise in the construction materials loading volume was additionally stimulated by activity in the house-building industry and the increase in the number of facilities built on budget funds. In the first two months of the year, the volume of construction works was below last year’s. In the first quarter, however, the situation stabilised. There was a 3.8% increase in April and a 7.1% growth in May. The trend continued till August, and then, because of a rise in prices for construction materials and building structures, there was a downturn. Real estate developers got into financial problems, credit financing reduced. As a result, in the words of Pavel Sozinov, Russian Guild of Realtors President Plenipotentiary, some projects were frozen, which immediately impacted on construction materials loading volumes. 
The situation in the Russian building market influenced cement loading volumes, the dynamics of which was similar to that of inert construction materials. In the first nine months of 2012, transportation volumes of this cargo rose by 3.3% in comparison with the same period of the previous year. One of the reasons for it was the increase in imports from Ukraine.
  
Oil: Time for Repair at Refineries
Oil bulk volumes increased by 3% in January-September, which is an impressive result, taking into account that the share of the cargo in the total loading volume is 20%. The pace in this sector was uneven: there were leaps in January, March, and July, and then there were declines in the pace of growth. At first, the decline wasn’t long – just a month, but then the slowdown lasted three months. The dynamics were positive during almost the whole period, except June, when it was zero, and September, when there was a decline in transportation volume. 
To remind, the summer downturn was to a significant degree caused by the decision of the RF Federal Service for Supervision in the Transport Sector to implement limitations on heavy oil bulk loading into tank wagons for light petrochemicals. A number of tanks wagon producers failed to confirm the safety of this transportation in time, which caused a short-term reduction in the rolling stock available.
The September decline also seems to be temporary. It was caused by the repairs at the Moscow refinery. The Ministry of Energy ordered oil companies to provide fuel transportation to the Central region of Russia to compensate for the deficit. According to traders, however, supplies from Yaroslavl and Omsk refineries failed to compensate for 100% of it. 
In the words of Sergey Kolesnikov, First Deputy CEO of RZD’s Centre of Transport Services, putting the new Taneko OJSC enterprise into operation, and the growing volume of crude oil processing at the Saratov and Achinsk refinery, and Lukoil-VNP contributed to the increase in the loading volumes of oil and petrochemicals.

More Coal and Timber
The pace of coal loading volumes was satisfactory (+4.3%) mainly due to the increase in exports. A rise in oil prices contributed to the growth in demand for this type of fuel, especially in the states of the Asian and Pacific Region. Konstantin Alexeev, Head of the Coal and Peat Industry Department, the Ministry of Energy noted that supplies could be even bigger; Russia can increase coal supplies to China by a half in 2013. Exports, however, are limited by the capacities of ports in the Far East, and the quotas set by Chinese railways – only three million tons of coal can be carried via border crossings per annum. 
Coal consumption in the RF domestic market also increased. The share of this cargo in the total loading volumes on Russian railways reached 23.7%. Monthly volumes, however, used to vary according to seasonal factors and prices in the global market. Peaks took place in January and March. The smallest volume this year was transported in June (23.2 million tons), during that month there was only growth in coal transportation volumes – both month-on-month and year-on-year.
There was a 10.3% decrease in timber transportation in January-September. RZD’s Centre of Transport Services explain that it was caused by a reduced demand for soft wood and sawn wood in China, where, on the one hand, the pace of house building slowed down, and on the other hand, supplies from Canada and the USA increased. 
The highest monthly volume of this freight in 2012 was transported in March (3.6 million tons), after which there was a downturn, which reached the 2012 minimum recorded in January (2.8 million tons).
The Federal Forestry Agency explain it was due to prohibitively high duties on timber export, and the slow pace of growth in timber processing in Russia. The latter, according to Alexander Panfilov, Deputy Head of the Federal Forestry Agency, is caused by the methods of logging used in Russia, which are significantly worse than European ones. Experts at the Food and Agriculture Organisation of the United Nations recommend reviewing the terms of forest usage in the European part of Russia to attract investors to the logging and timber processing sectors. Many exporters now wait for 2013, when quotas on export of fir or silver fir and pine wood will increase from 2.8 million and 5.4 million to 6.3 million and 16.4 million cubic metres respectively.

Grain and Fertilisers: Oppositely Directed Trends
Grain loading volumes grew by 24% in January-September. Such a rapid increase is explained by the “low base” effect. To remind, there was a ban on grain exports till July 1, 2011, and then the stock accumulated rushed abroad. In the current year, the ban was not discussed, and Ilya Shestakov, Deputy Minister of Agriculture said there were no reasons for the ban and, moreover, there were other mechanisms for market regulation. There was a peak of grain loading in May (1.9 million tons), then there was a decline, and in September it was 1.6 million tons, which matches the results of 2011. 
In January-September 2012, there was a small decrease in fertilisers transportation (-2%). Till April 2012, there was a downturn in loading volumes of this cargo, then there was a turning point – in May and June there was an increase in comparison with figures for the previous year. Hoping for a better harvest than in 2011, agrarians increased purchases of fertilisers. Exports were stimulated by the favourable conditions in the global market. In July, however, demand reduced, and in August fertilisers transportation decreased by 2.6% and in September – by 5.5%. Producers expected that it might happen. Already in the first quarter of the year, Uralkali, for example, decreased its outlook for the world consumption of fertilisers by 5% in 2012. That’s why the cargo owners strove to sell as much their products as possible abroad in the summer.

Metals: Stagnation    
Metal transportation volumes remained stable since the beginning of the year. There was a 0.6% increase in ferrous metal transportation in this period. Monthly loading volumes fluctuated, but the fluctuation range was very small. Domestic transportation influenced monthly results only in February and September (significant increases in the loading volumes were recorded in these months), when metal traders renewed stock reserves. In the other months, the domestic market was slow. The volume of metal construction transportation reduced for the same reason (-6.7% on the same period of 2011). On the whole, it was export that impacted on changes in the ferrous metal transportation sector.
There was a decline in the loading volumes of non-ferrous metals, except in January and in May. In the nine months of 2012, the decrease amounted to 6.5%. There were three reasons for it. The first was small exports. According to Goldman Sachs, prices for non-ferrous metals were to rise in summer, but the market fell short of expectations – the activity of China and the USA observed in June dwindled later. The second reason was that a part of enterprises started to use road vehicles to carry their products. The third reason was that Yuzhuralnikel (a part of Mechel holding company) stopped production. Its owners said it happened due to its unprofitability.

Changing Priorities 
The main feature of 2012 was changes in the structure of cargo flows destined for sea ports. Therefore, the loading of cargoes to be carried to Russian northwestern ports grew by 13.9% in January-September 2012, cargo flow to Far Eastern ports increased by 8.7%, and to southern ports – by 4.5%. The share of Far Eastern ports in the total volume had been bigger in the past. The Association of Sea Ports of Russia explained that a part of cargo flows was redirected to the North-West, particularly bulked cargo, including coal, metals, and mineral fertilisers. The container throughput at the Baltic ports increased too.
This was caused by the world trade’s vector changing to Europe. In the opinion of specialists at the Institute of Economy and Transport Development, this trend is not temporary: in the last decade cargo flows left for the northwest as soon as such an opportunity appeared. The reason behind it is the RF’s orientation towards European distribution, while interest to the Far Eastern direction appears only sporadically.
Viktor Kozlovsky, Head of the Traffic Control Directorate at the Octyabrskaya Railway said that additional cargo flows had been attracted to the northwest due to the reduction in the risk of rolling stock idling in heavy traffic. In other words, there emerged additional reserves on the October railway, and cargo owners, such as Eurochem and Severstal, used the opportunity immediately. Other railways are trying to find such reserves too. ®
By Alexander Solntsev
    [~DETAIL_TEXT] => 
Construction Materials Slow Down the Pace
The reason behind these trends in the cargo transportation market is the pace of the decrease in the growth of GDP, which fell from 4.5% in the first half of the year to 3% in January-September. Therefore, the forecast made by the Ministry of Economic Development that the GDP will increase by 3.4% in 2012 can come true. The dynamics of the loading volumes of RZD’s network in the nine months matched this figure. It means that transportation of core cargoes is stable. The slowdown in the growth rate is due to the poor global economic situation. The situation in the global market couldn’t but impact Russian economy. In the third quarter of 2012, there was a slowdown in many basic industries, for example, the chemical industry, production of mineral fertilisers, metallurgy, and the forest industry. An exception was the construction sector, where the amount of work increased.
In the first nine months of 2012, there was a significant increase in construction materials transportation: +18.6% on the same period of the previous year. In the first half of 2012, the dynamics of the cargo was practically the same as in 2011, but after the peak in July (18.1 million tons), volumes started to decrease in August and fell to 17.2 million tons in September. On the whole, the positive dynamics in this sector can be explained by the large number of railways and roads being updated and constructed. In particular, cargo transportation to the facilities being constructed for the Olympic Games – 2014 in Sochi played an important role in this process.      
Until the middle of the summer, the rise in the construction materials loading volume was additionally stimulated by activity in the house-building industry and the increase in the number of facilities built on budget funds. In the first two months of the year, the volume of construction works was below last year’s. In the first quarter, however, the situation stabilised. There was a 3.8% increase in April and a 7.1% growth in May. The trend continued till August, and then, because of a rise in prices for construction materials and building structures, there was a downturn. Real estate developers got into financial problems, credit financing reduced. As a result, in the words of Pavel Sozinov, Russian Guild of Realtors President Plenipotentiary, some projects were frozen, which immediately impacted on construction materials loading volumes. 
The situation in the Russian building market influenced cement loading volumes, the dynamics of which was similar to that of inert construction materials. In the first nine months of 2012, transportation volumes of this cargo rose by 3.3% in comparison with the same period of the previous year. One of the reasons for it was the increase in imports from Ukraine.
  
Oil: Time for Repair at Refineries
Oil bulk volumes increased by 3% in January-September, which is an impressive result, taking into account that the share of the cargo in the total loading volume is 20%. The pace in this sector was uneven: there were leaps in January, March, and July, and then there were declines in the pace of growth. At first, the decline wasn’t long – just a month, but then the slowdown lasted three months. The dynamics were positive during almost the whole period, except June, when it was zero, and September, when there was a decline in transportation volume. 
To remind, the summer downturn was to a significant degree caused by the decision of the RF Federal Service for Supervision in the Transport Sector to implement limitations on heavy oil bulk loading into tank wagons for light petrochemicals. A number of tanks wagon producers failed to confirm the safety of this transportation in time, which caused a short-term reduction in the rolling stock available.
The September decline also seems to be temporary. It was caused by the repairs at the Moscow refinery. The Ministry of Energy ordered oil companies to provide fuel transportation to the Central region of Russia to compensate for the deficit. According to traders, however, supplies from Yaroslavl and Omsk refineries failed to compensate for 100% of it. 
In the words of Sergey Kolesnikov, First Deputy CEO of RZD’s Centre of Transport Services, putting the new Taneko OJSC enterprise into operation, and the growing volume of crude oil processing at the Saratov and Achinsk refinery, and Lukoil-VNP contributed to the increase in the loading volumes of oil and petrochemicals.

More Coal and Timber
The pace of coal loading volumes was satisfactory (+4.3%) mainly due to the increase in exports. A rise in oil prices contributed to the growth in demand for this type of fuel, especially in the states of the Asian and Pacific Region. Konstantin Alexeev, Head of the Coal and Peat Industry Department, the Ministry of Energy noted that supplies could be even bigger; Russia can increase coal supplies to China by a half in 2013. Exports, however, are limited by the capacities of ports in the Far East, and the quotas set by Chinese railways – only three million tons of coal can be carried via border crossings per annum. 
Coal consumption in the RF domestic market also increased. The share of this cargo in the total loading volumes on Russian railways reached 23.7%. Monthly volumes, however, used to vary according to seasonal factors and prices in the global market. Peaks took place in January and March. The smallest volume this year was transported in June (23.2 million tons), during that month there was only growth in coal transportation volumes – both month-on-month and year-on-year.
There was a 10.3% decrease in timber transportation in January-September. RZD’s Centre of Transport Services explain that it was caused by a reduced demand for soft wood and sawn wood in China, where, on the one hand, the pace of house building slowed down, and on the other hand, supplies from Canada and the USA increased. 
The highest monthly volume of this freight in 2012 was transported in March (3.6 million tons), after which there was a downturn, which reached the 2012 minimum recorded in January (2.8 million tons).
The Federal Forestry Agency explain it was due to prohibitively high duties on timber export, and the slow pace of growth in timber processing in Russia. The latter, according to Alexander Panfilov, Deputy Head of the Federal Forestry Agency, is caused by the methods of logging used in Russia, which are significantly worse than European ones. Experts at the Food and Agriculture Organisation of the United Nations recommend reviewing the terms of forest usage in the European part of Russia to attract investors to the logging and timber processing sectors. Many exporters now wait for 2013, when quotas on export of fir or silver fir and pine wood will increase from 2.8 million and 5.4 million to 6.3 million and 16.4 million cubic metres respectively.

Grain and Fertilisers: Oppositely Directed Trends
Grain loading volumes grew by 24% in January-September. Such a rapid increase is explained by the “low base” effect. To remind, there was a ban on grain exports till July 1, 2011, and then the stock accumulated rushed abroad. In the current year, the ban was not discussed, and Ilya Shestakov, Deputy Minister of Agriculture said there were no reasons for the ban and, moreover, there were other mechanisms for market regulation. There was a peak of grain loading in May (1.9 million tons), then there was a decline, and in September it was 1.6 million tons, which matches the results of 2011. 
In January-September 2012, there was a small decrease in fertilisers transportation (-2%). Till April 2012, there was a downturn in loading volumes of this cargo, then there was a turning point – in May and June there was an increase in comparison with figures for the previous year. Hoping for a better harvest than in 2011, agrarians increased purchases of fertilisers. Exports were stimulated by the favourable conditions in the global market. In July, however, demand reduced, and in August fertilisers transportation decreased by 2.6% and in September – by 5.5%. Producers expected that it might happen. Already in the first quarter of the year, Uralkali, for example, decreased its outlook for the world consumption of fertilisers by 5% in 2012. That’s why the cargo owners strove to sell as much their products as possible abroad in the summer.

Metals: Stagnation    
Metal transportation volumes remained stable since the beginning of the year. There was a 0.6% increase in ferrous metal transportation in this period. Monthly loading volumes fluctuated, but the fluctuation range was very small. Domestic transportation influenced monthly results only in February and September (significant increases in the loading volumes were recorded in these months), when metal traders renewed stock reserves. In the other months, the domestic market was slow. The volume of metal construction transportation reduced for the same reason (-6.7% on the same period of 2011). On the whole, it was export that impacted on changes in the ferrous metal transportation sector.
There was a decline in the loading volumes of non-ferrous metals, except in January and in May. In the nine months of 2012, the decrease amounted to 6.5%. There were three reasons for it. The first was small exports. According to Goldman Sachs, prices for non-ferrous metals were to rise in summer, but the market fell short of expectations – the activity of China and the USA observed in June dwindled later. The second reason was that a part of enterprises started to use road vehicles to carry their products. The third reason was that Yuzhuralnikel (a part of Mechel holding company) stopped production. Its owners said it happened due to its unprofitability.

Changing Priorities 
The main feature of 2012 was changes in the structure of cargo flows destined for sea ports. Therefore, the loading of cargoes to be carried to Russian northwestern ports grew by 13.9% in January-September 2012, cargo flow to Far Eastern ports increased by 8.7%, and to southern ports – by 4.5%. The share of Far Eastern ports in the total volume had been bigger in the past. The Association of Sea Ports of Russia explained that a part of cargo flows was redirected to the North-West, particularly bulked cargo, including coal, metals, and mineral fertilisers. The container throughput at the Baltic ports increased too.
This was caused by the world trade’s vector changing to Europe. In the opinion of specialists at the Institute of Economy and Transport Development, this trend is not temporary: in the last decade cargo flows left for the northwest as soon as such an opportunity appeared. The reason behind it is the RF’s orientation towards European distribution, while interest to the Far Eastern direction appears only sporadically.
Viktor Kozlovsky, Head of the Traffic Control Directorate at the Octyabrskaya Railway said that additional cargo flows had been attracted to the northwest due to the reduction in the risk of rolling stock idling in heavy traffic. In other words, there emerged additional reserves on the October railway, and cargo owners, such as Eurochem and Severstal, used the opportunity immediately. Other railways are trying to find such reserves too. ®
By Alexander Solntsev
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Cargo Record on Northern Sea Route
Cargo transport between Asia and Europe on the Northern Sea Route has reached the one million tons milestone. 35 vessels had taken the Arctic shortcut between the continents by mid-October. 
In 2011, 34 vessels transported a total of 820,789 tons during the five months the route was open.
The sailing season can last till the middle of November or even longer, because the ice conditions in the Arctic this year are even more favorable to the shipping companies, with ice levels shrinking to unprecedentedly low levels. In 2011 the last vessel reached the Pacific Ocean on November 18, marking the longest sailing season on the Northern Sea Route ever.


LDz Cargo Increased Freight Transportation Volume by 9.4% in January-September
In the first nine months of 2012, LDz Cargo, a subsidiary of Latvijas Dzelzcels (Latvian Railways) increased cargo transportation volumes by 9.4% year-on-year to 47.258 million tons. 
The company said that 38.662 million tons of imports (+10% year-on-year) was transported during this period. Of that, 36.001 million tons (+10.7%) was carried via port stations. Exports amounted to 3.707 million tons (+5.8%), including 2.326 million tons via port stations (+8%). Transit transportation volume was 3.944 million tons (+6.7%). Domestic transportation volume was 945,000 tons (+12.6%).
The company carried 59.385 million tons of freight in 2011 (+20.8% in comparison with 2010).

RZD and VR-Group Sign Joint Plan on Piggyback Transportation Launch
During the XXI Plenary Session of the international association “Coordinating Council on Trans-Siberian Transportation”, RZD and VR-Group Ltd signed a joint plan for piggyback transportation launch. 
The plan signed on September 28, 2012 by Vladimir Yakunin, President of RZD, and Mikael Aro, President and CEO at VR Group, envisages the launch of a regular piggyback service. “This enhances the environmental situation, simplifies cargo transportation via the state border, and makes transportation more efficient,” emphasised Vladimir Yakunin. The project will be carried out in 2012-2013.

International Container Transportation on Transsib Grows 23% This Year
The volume of international transportation of large containers on the Trans-Siberian Railway route over the first seven months of 2012 has increased by 23%, Vladimir Yakunin, President of Russian Railways said at the 21st plenary meeting of the International Association Coordinating Council on Trans-Siberian Transportation (CCTT), held in late September in Helsinki. 
Representatives of the railway administrations of 25 countries took part in the event.
Mr Yakunin said that in 2011, when 27% growth was reached on the Trans-Siberian Railway, 563,000 containers were transported. He also repeated that there are “very good prospects for growth, according to experts’ realistic opinions, at least twice.” Achieving such growth, he said, “will allow the transport sector to generate additional revenues of at least $2 billion annually.”
The Russian Railways President said that the “Trans-Siberian Railway is currently viewed as a transcontinental line connecting the Asia-Pacific region with Russia, the Baltic States and Europe.” Among the promising possibilities in its further development he named boosting of export-import cargo shipments and transit.

RZD Is Developing New Route for Cargo Transportation from Rason to Europe via Russia
Russian Railways JSC is developing a new route for cargo transportation from the Rason (Rajin) port in North Korea via the RF railway network to Europe and back, the company’s CEO Vladimir Yakunin said. 
“A new route for cargo transportation is being developed – the Rason port (North Korea) – Tumangan (North Korea) – Khasan (Russia) and backwards,” the RZD’s CEO.
Mr Yakunin added that RZD in cooperation with a Chinese company in Northeastern Asia is analysing the issue of restarting cargo transportation via the Makhalino – Hunchun border crossing, the development of which is envisaged by a programme of cooperation between the RF Far Eastern and West Siberian regions and the Northeast of China (2009-2018).
“We expect that this border crossing will be used for transit transportation from Japan and the Republic of Korea to China and back,” the Head of Russian Railways noted.
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Cargo Record on Northern Sea Route
Cargo transport between Asia and Europe on the Northern Sea Route has reached the one million tons milestone. 35 vessels had taken the Arctic shortcut between the continents by mid-October. 
In 2011, 34 vessels transported a total of 820,789 tons during the five months the route was open.
The sailing season can last till the middle of November or even longer, because the ice conditions in the Arctic this year are even more favorable to the shipping companies, with ice levels shrinking to unprecedentedly low levels. In 2011 the last vessel reached the Pacific Ocean on November 18, marking the longest sailing season on the Northern Sea Route ever.


LDz Cargo Increased Freight Transportation Volume by 9.4% in January-September
In the first nine months of 2012, LDz Cargo, a subsidiary of Latvijas Dzelzcels (Latvian Railways) increased cargo transportation volumes by 9.4% year-on-year to 47.258 million tons. 
The company said that 38.662 million tons of imports (+10% year-on-year) was transported during this period. Of that, 36.001 million tons (+10.7%) was carried via port stations. Exports amounted to 3.707 million tons (+5.8%), including 2.326 million tons via port stations (+8%). Transit transportation volume was 3.944 million tons (+6.7%). Domestic transportation volume was 945,000 tons (+12.6%).
The company carried 59.385 million tons of freight in 2011 (+20.8% in comparison with 2010).

RZD and VR-Group Sign Joint Plan on Piggyback Transportation Launch
During the XXI Plenary Session of the international association “Coordinating Council on Trans-Siberian Transportation”, RZD and VR-Group Ltd signed a joint plan for piggyback transportation launch. 
The plan signed on September 28, 2012 by Vladimir Yakunin, President of RZD, and Mikael Aro, President and CEO at VR Group, envisages the launch of a regular piggyback service. “This enhances the environmental situation, simplifies cargo transportation via the state border, and makes transportation more efficient,” emphasised Vladimir Yakunin. The project will be carried out in 2012-2013.

International Container Transportation on Transsib Grows 23% This Year
The volume of international transportation of large containers on the Trans-Siberian Railway route over the first seven months of 2012 has increased by 23%, Vladimir Yakunin, President of Russian Railways said at the 21st plenary meeting of the International Association Coordinating Council on Trans-Siberian Transportation (CCTT), held in late September in Helsinki. 
Representatives of the railway administrations of 25 countries took part in the event.
Mr Yakunin said that in 2011, when 27% growth was reached on the Trans-Siberian Railway, 563,000 containers were transported. He also repeated that there are “very good prospects for growth, according to experts’ realistic opinions, at least twice.” Achieving such growth, he said, “will allow the transport sector to generate additional revenues of at least $2 billion annually.”
The Russian Railways President said that the “Trans-Siberian Railway is currently viewed as a transcontinental line connecting the Asia-Pacific region with Russia, the Baltic States and Europe.” Among the promising possibilities in its further development he named boosting of export-import cargo shipments and transit.

RZD Is Developing New Route for Cargo Transportation from Rason to Europe via Russia
Russian Railways JSC is developing a new route for cargo transportation from the Rason (Rajin) port in North Korea via the RF railway network to Europe and back, the company’s CEO Vladimir Yakunin said. 
“A new route for cargo transportation is being developed – the Rason port (North Korea) – Tumangan (North Korea) – Khasan (Russia) and backwards,” the RZD’s CEO.
Mr Yakunin added that RZD in cooperation with a Chinese company in Northeastern Asia is analysing the issue of restarting cargo transportation via the Makhalino – Hunchun border crossing, the development of which is envisaged by a programme of cooperation between the RF Far Eastern and West Siberian regions and the Northeast of China (2009-2018).
“We expect that this border crossing will be used for transit transportation from Japan and the Republic of Korea to China and back,” the Head of Russian Railways noted.
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Cargo Record on Northern Sea Route
Cargo transport between Asia and Europe on the Northern Sea Route has reached the one million tons milestone. 35 vessels had taken the Arctic shortcut between the continents by mid-October. 
In 2011, 34 vessels transported a total of 820,789 tons during the five months the route was open.
The sailing season can last till the middle of November or even longer, because the ice conditions in the Arctic this year are even more favorable to the shipping companies, with ice levels shrinking to unprecedentedly low levels. In 2011 the last vessel reached the Pacific Ocean on November 18, marking the longest sailing season on the Northern Sea Route ever.


LDz Cargo Increased Freight Transportation Volume by 9.4% in January-September
In the first nine months of 2012, LDz Cargo, a subsidiary of Latvijas Dzelzcels (Latvian Railways) increased cargo transportation volumes by 9.4% year-on-year to 47.258 million tons. 
The company said that 38.662 million tons of imports (+10% year-on-year) was transported during this period. Of that, 36.001 million tons (+10.7%) was carried via port stations. Exports amounted to 3.707 million tons (+5.8%), including 2.326 million tons via port stations (+8%). Transit transportation volume was 3.944 million tons (+6.7%). Domestic transportation volume was 945,000 tons (+12.6%).
The company carried 59.385 million tons of freight in 2011 (+20.8% in comparison with 2010).

RZD and VR-Group Sign Joint Plan on Piggyback Transportation Launch
During the XXI Plenary Session of the international association “Coordinating Council on Trans-Siberian Transportation”, RZD and VR-Group Ltd signed a joint plan for piggyback transportation launch. 
The plan signed on September 28, 2012 by Vladimir Yakunin, President of RZD, and Mikael Aro, President and CEO at VR Group, envisages the launch of a regular piggyback service. “This enhances the environmental situation, simplifies cargo transportation via the state border, and makes transportation more efficient,” emphasised Vladimir Yakunin. The project will be carried out in 2012-2013.

International Container Transportation on Transsib Grows 23% This Year
The volume of international transportation of large containers on the Trans-Siberian Railway route over the first seven months of 2012 has increased by 23%, Vladimir Yakunin, President of Russian Railways said at the 21st plenary meeting of the International Association Coordinating Council on Trans-Siberian Transportation (CCTT), held in late September in Helsinki. 
Representatives of the railway administrations of 25 countries took part in the event.
Mr Yakunin said that in 2011, when 27% growth was reached on the Trans-Siberian Railway, 563,000 containers were transported. He also repeated that there are “very good prospects for growth, according to experts’ realistic opinions, at least twice.” Achieving such growth, he said, “will allow the transport sector to generate additional revenues of at least $2 billion annually.”
The Russian Railways President said that the “Trans-Siberian Railway is currently viewed as a transcontinental line connecting the Asia-Pacific region with Russia, the Baltic States and Europe.” Among the promising possibilities in its further development he named boosting of export-import cargo shipments and transit.

RZD Is Developing New Route for Cargo Transportation from Rason to Europe via Russia
Russian Railways JSC is developing a new route for cargo transportation from the Rason (Rajin) port in North Korea via the RF railway network to Europe and back, the company’s CEO Vladimir Yakunin said. 
“A new route for cargo transportation is being developed – the Rason port (North Korea) – Tumangan (North Korea) – Khasan (Russia) and backwards,” the RZD’s CEO.
Mr Yakunin added that RZD in cooperation with a Chinese company in Northeastern Asia is analysing the issue of restarting cargo transportation via the Makhalino – Hunchun border crossing, the development of which is envisaged by a programme of cooperation between the RF Far Eastern and West Siberian regions and the Northeast of China (2009-2018).
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Cargo Record on Northern Sea Route
Cargo transport between Asia and Europe on the Northern Sea Route has reached the one million tons milestone. 35 vessels had taken the Arctic shortcut between the continents by mid-October. 
In 2011, 34 vessels transported a total of 820,789 tons during the five months the route was open.
The sailing season can last till the middle of November or even longer, because the ice conditions in the Arctic this year are even more favorable to the shipping companies, with ice levels shrinking to unprecedentedly low levels. In 2011 the last vessel reached the Pacific Ocean on November 18, marking the longest sailing season on the Northern Sea Route ever.


LDz Cargo Increased Freight Transportation Volume by 9.4% in January-September
In the first nine months of 2012, LDz Cargo, a subsidiary of Latvijas Dzelzcels (Latvian Railways) increased cargo transportation volumes by 9.4% year-on-year to 47.258 million tons. 
The company said that 38.662 million tons of imports (+10% year-on-year) was transported during this period. Of that, 36.001 million tons (+10.7%) was carried via port stations. Exports amounted to 3.707 million tons (+5.8%), including 2.326 million tons via port stations (+8%). Transit transportation volume was 3.944 million tons (+6.7%). Domestic transportation volume was 945,000 tons (+12.6%).
The company carried 59.385 million tons of freight in 2011 (+20.8% in comparison with 2010).

RZD and VR-Group Sign Joint Plan on Piggyback Transportation Launch
During the XXI Plenary Session of the international association “Coordinating Council on Trans-Siberian Transportation”, RZD and VR-Group Ltd signed a joint plan for piggyback transportation launch. 
The plan signed on September 28, 2012 by Vladimir Yakunin, President of RZD, and Mikael Aro, President and CEO at VR Group, envisages the launch of a regular piggyback service. “This enhances the environmental situation, simplifies cargo transportation via the state border, and makes transportation more efficient,” emphasised Vladimir Yakunin. The project will be carried out in 2012-2013.

International Container Transportation on Transsib Grows 23% This Year
The volume of international transportation of large containers on the Trans-Siberian Railway route over the first seven months of 2012 has increased by 23%, Vladimir Yakunin, President of Russian Railways said at the 21st plenary meeting of the International Association Coordinating Council on Trans-Siberian Transportation (CCTT), held in late September in Helsinki. 
Representatives of the railway administrations of 25 countries took part in the event.
Mr Yakunin said that in 2011, when 27% growth was reached on the Trans-Siberian Railway, 563,000 containers were transported. He also repeated that there are “very good prospects for growth, according to experts’ realistic opinions, at least twice.” Achieving such growth, he said, “will allow the transport sector to generate additional revenues of at least $2 billion annually.”
The Russian Railways President said that the “Trans-Siberian Railway is currently viewed as a transcontinental line connecting the Asia-Pacific region with Russia, the Baltic States and Europe.” Among the promising possibilities in its further development he named boosting of export-import cargo shipments and transit.

RZD Is Developing New Route for Cargo Transportation from Rason to Europe via Russia
Russian Railways JSC is developing a new route for cargo transportation from the Rason (Rajin) port in North Korea via the RF railway network to Europe and back, the company’s CEO Vladimir Yakunin said. 
“A new route for cargo transportation is being developed – the Rason port (North Korea) – Tumangan (North Korea) – Khasan (Russia) and backwards,” the RZD’s CEO.
Mr Yakunin added that RZD in cooperation with a Chinese company in Northeastern Asia is analysing the issue of restarting cargo transportation via the Makhalino – Hunchun border crossing, the development of which is envisaged by a programme of cooperation between the RF Far Eastern and West Siberian regions and the Northeast of China (2009-2018).
“We expect that this border crossing will be used for transit transportation from Japan and the Republic of Korea to China and back,” the Head of Russian Railways noted.
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Craftwork
Recently the RF Transport Ministry offered to use retirement savings and money from the National Wealth Fund for investment in Russian transport infrastructure. This was not a new idea; it had been circulating for several years. This time, however, the offer was accompanied by a list of certain transport projects which may be funded through bond sales to pension funds.
The list submitted to the Ministry of Economic Development includes Petrolesport terminal owned by Global Ports. RUB 33.3 billion is supposed to be invested in it. Of that, RUB 28.5 billion will be private investment. To remind, Petrolesport is now carrying out a complex programme, which is a component of the federal target programme “Modernisation of the Transport System of Russia.” The company is going to increase berth and warehousing capabilities and rail and road infrastructure there. Also, pension funds may be invested in the construction of the new Moscow – St Petersburg motorway and increasing the carrying capacity of the Dmitrov – Sonkovo – Mga railway section. These projects were not chosen by chance – they will contribute to the elimination of bottle-necks in the Northwestern Federal Region of Russia and extension of improve its transport links with the centre of the country.
Analysing the timeliness of the projects offered by the Transport Ministry, Alexey Baskakov, Head of Evaluation Department at FinExpertise company noted, “Transport has always been one of the most interesting sectors, when we talk about attracting investment in the long-term infrastructure projects; and the ports business can be named as the most profitable in the transport sector.” These are projects in which European pension funds usually invest. In the expert’s opinion, the construction of the Moscow – St Petersburg toll road also seems investment-attractive. In his opinion, the modernisation of the railway line raises some concerns. “It is not a secret that suburban railway passenger transportation companies, after they were separated from Russian Railways, are loss-making. The Government gives them subsidies to compensate for losses. Pension funds require a regular return on the pensioners’ money. I think, this is a premature project. At first, they should estimate the revenue thoroughly, and then, if the profitability is high enough, it will be possible to talk about investment,” says Mr Baskakov.
Prof. Yury Scherbanin, Institute of Economic Forecasting, Russian Academy of Sciences believes that the Baikal-Amur Mainline (BAM) and the Trans-Siberian mainline (Transsib), which are strategic railways for the Russian economy, and need updating as much as the port and road facilities offered by the Transport Ministry. “In most developed countries, it is the pension funds that invest in infrastructure – this is an everyday practice. They contributed to such large-scale infrastructure projects as the Trans-Australian railway, the London ring-road, development of renewable energy sources in Europe and the USA, etc. Such programmes can be carried out even in a bear market,” he notes.
Even in developed countries such projects are a sort of craftwork. In the words of Karen Arakelyan, Deputy Head of PPP Practice and Infrastructure Department at Vegas Lex, the number of investment infrastructure projects carried out on the PPP basis is not more than 10% in Germany. Most public infrastructure projects, especially public roads and railways, are funded through the state purchase model, i.e. without the attraction of private investment. Therefore, despite popular opinion, the predictions about the medium-term future of PPP instruments in Russia are not quite correct.        
“PPP projects are launched in this country regularly – not less than 70-80 per annum, in my opinion. Naturally, we are no match for England, where about 1,000 such projects start annually, still, this figure is not small,” continues the expert.

Risks
For the new PPP mechanism to work in Russia as efficiently as in the UK, its basic notions must be defined in legislation. In the opinion of Dmitry Baranov, Leading Expert at Finam Management, attracting funds from the RF Pension Fund may envisage investment through the purchase of infrastructure bonds. The advantage of this scheme is that these bonds are protected by law, also, their profitability is guaranteed in legislation (inflation plus 2%), so the scheme is safe and returns a yield. The facilities to be constructed should be chosen through the analysis of their importance for national infrastructure development, the time needed to build them, and the return on investment. “No transport mode is a priority. Aviation, automobile, railway, and water projects are to be examined on an equal basis,” emphasises Mr Baranov. 
The proposed scheme, as with any new system, may face different risks. They are standard, as a rule. Firstly, these are financial risks: there may be a lack of funds to carry a project out in the period mentioned in the contract, or the project may become more expensive, consequently the payback period will be longer. Secondly, there are regulatory-policy risks, which are very common in infrastructure projects, caused by low liquidity and profitability, and a longer payback period. Thirdly, there may emerge political or administrative risks: the attitude of federal or regional authorities can change; the projects will be deprived of the most favorable national status, and consequently they will be killed off. There are also risks that the market situation will become worse, or that competitors will take measures, which will make the projects unprofitable, or will negatively impact their paypack period.
Mr Arakelyan believes that the opportunities for investing money from the RF Pension Fund are limited. According to Governmental Decree №38 dated January 27, 2012 “On Adoption of the Rules of Investing Insurance Contributions for the Funded Component of a Retirement Pension  Given to the RF Pension Fund during a Financial Year,” they may be invested only in RF state securities with obligations in the RF currency, or on the deposits of credit organisations in the RF currency. “Analysing the requirements of state securities and credit organisations – the period of work, the size of its own means, no debts to the Central Bank of Russia, etc. – one can make a conclusion that the regulator’s priority is the reduction and limitation of financial risks which can emerge in investing money from the Pension Fund,” notes the expert.
The same approach will be used to discuss the advisability and efficiency of using money from the Pension Fund for investing in transport infrastructure. In this case, one of the following steps becomes inevitable: either an increasing degree of risk (unsecured), or setting of a guarantee mechanism to minimise emerging risks. In the current financial system the only efficient guarantor of the return on the invested retirement savings is the sovereign (subsovereign) guarantor – the state or Vnesheconombank as a governmental agent. State guarantees are needed because the average payback period for infrastructure projects is 20 years. Investors, among which there can be independent pension funds, must be sure that dividend payments and payments from maturing securities are made during the whole period. In the opinion of Mr Arakelyan, taking into account the Government’s announcement about the deficit of the RF Pension Fund, there will hardly be any additional public guarantees. 
Representatives of Vnesheconombank offered earlier to allocate a part of the RF Pension Fund’s means managed by the bank (RUB 800 billion) and money from the National Wealth Fund (RUB 400 billion) to carry out the programme of Far East development. The money was to be transferred via a subsidiary of Vnesheconombank – the Fund for Development of the Far East and the Baikal Region. In early September, the Fund announced an agreement with the Khabarovsk airport about the creation of the Far Eastern Airport Holding Company – retirement savings can be invested in this project too. Experts, however, are not sure that this money will be properly spent, because of the recent preparations for the APEC summit that combined low quality transport infrastructure construction and very high costs can hardly be considered a positive experience.

Amid Consolidation 
The question “where to take money for infrastructure construction from?” is being discussed amid the budget deficit and pension system reform. Andrey Belousov, Minister of Economic Development said that one of the specific features defining the country’s development in the next few years would be the budget consolidation factor, which meant a decrease in state demand, and would cause a slowdown of economic growth. In the words of Valery Fadeev, Chairman of the Commission for Economic Development and Entrepreneurship at the Civic Chamber, development programmes cannot be carried out at public expense. “An enormous part of investment in the whole world is private financing sources. If we compare the structure of monetary stock in general in the USA, for example, the share of municipal bonds (securities, issued to raise capital for regional infrastructure development) amounts to 26% of GDP. This segment is not developed in Russia,” notes the expert. In his opinion, all the discussions about the funds for infrastructure development are caused by an insufficiently developed credit market. The interest rate of loans in regions varies from 20% to 25% per annum, and the bank sector there is represented by large banks from the centre of Russia. Moreover, the bond system is under-developed in this country. An example of this is municipal bonds. “If we want to develop, we need another, powerful credit market with different interest rates,” believes Mr Fadeev. 
In current conditions, transport projects carried out with the use of the Pension Fund and the National Wealth Fund can be successful. In the words of Mr Baranov, they will pay back anyway. The question is when it will happen. If anyone doubted the projects’ ability to pay back, they would hardly be considered viable facilities to invest in. A more important issue is the ability to attract private investment to the project, which is the most efficient mechanism for funding infrastructure construction.
By Oksana Perepelitsa
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Craftwork
Recently the RF Transport Ministry offered to use retirement savings and money from the National Wealth Fund for investment in Russian transport infrastructure. This was not a new idea; it had been circulating for several years. This time, however, the offer was accompanied by a list of certain transport projects which may be funded through bond sales to pension funds.
The list submitted to the Ministry of Economic Development includes Petrolesport terminal owned by Global Ports. RUB 33.3 billion is supposed to be invested in it. Of that, RUB 28.5 billion will be private investment. To remind, Petrolesport is now carrying out a complex programme, which is a component of the federal target programme “Modernisation of the Transport System of Russia.” The company is going to increase berth and warehousing capabilities and rail and road infrastructure there. Also, pension funds may be invested in the construction of the new Moscow – St Petersburg motorway and increasing the carrying capacity of the Dmitrov – Sonkovo – Mga railway section. These projects were not chosen by chance – they will contribute to the elimination of bottle-necks in the Northwestern Federal Region of Russia and extension of improve its transport links with the centre of the country.
Analysing the timeliness of the projects offered by the Transport Ministry, Alexey Baskakov, Head of Evaluation Department at FinExpertise company noted, “Transport has always been one of the most interesting sectors, when we talk about attracting investment in the long-term infrastructure projects; and the ports business can be named as the most profitable in the transport sector.” These are projects in which European pension funds usually invest. In the expert’s opinion, the construction of the Moscow – St Petersburg toll road also seems investment-attractive. In his opinion, the modernisation of the railway line raises some concerns. “It is not a secret that suburban railway passenger transportation companies, after they were separated from Russian Railways, are loss-making. The Government gives them subsidies to compensate for losses. Pension funds require a regular return on the pensioners’ money. I think, this is a premature project. At first, they should estimate the revenue thoroughly, and then, if the profitability is high enough, it will be possible to talk about investment,” says Mr Baskakov.
Prof. Yury Scherbanin, Institute of Economic Forecasting, Russian Academy of Sciences believes that the Baikal-Amur Mainline (BAM) and the Trans-Siberian mainline (Transsib), which are strategic railways for the Russian economy, and need updating as much as the port and road facilities offered by the Transport Ministry. “In most developed countries, it is the pension funds that invest in infrastructure – this is an everyday practice. They contributed to such large-scale infrastructure projects as the Trans-Australian railway, the London ring-road, development of renewable energy sources in Europe and the USA, etc. Such programmes can be carried out even in a bear market,” he notes.
Even in developed countries such projects are a sort of craftwork. In the words of Karen Arakelyan, Deputy Head of PPP Practice and Infrastructure Department at Vegas Lex, the number of investment infrastructure projects carried out on the PPP basis is not more than 10% in Germany. Most public infrastructure projects, especially public roads and railways, are funded through the state purchase model, i.e. without the attraction of private investment. Therefore, despite popular opinion, the predictions about the medium-term future of PPP instruments in Russia are not quite correct.        
“PPP projects are launched in this country regularly – not less than 70-80 per annum, in my opinion. Naturally, we are no match for England, where about 1,000 such projects start annually, still, this figure is not small,” continues the expert.

Risks
For the new PPP mechanism to work in Russia as efficiently as in the UK, its basic notions must be defined in legislation. In the opinion of Dmitry Baranov, Leading Expert at Finam Management, attracting funds from the RF Pension Fund may envisage investment through the purchase of infrastructure bonds. The advantage of this scheme is that these bonds are protected by law, also, their profitability is guaranteed in legislation (inflation plus 2%), so the scheme is safe and returns a yield. The facilities to be constructed should be chosen through the analysis of their importance for national infrastructure development, the time needed to build them, and the return on investment. “No transport mode is a priority. Aviation, automobile, railway, and water projects are to be examined on an equal basis,” emphasises Mr Baranov. 
The proposed scheme, as with any new system, may face different risks. They are standard, as a rule. Firstly, these are financial risks: there may be a lack of funds to carry a project out in the period mentioned in the contract, or the project may become more expensive, consequently the payback period will be longer. Secondly, there are regulatory-policy risks, which are very common in infrastructure projects, caused by low liquidity and profitability, and a longer payback period. Thirdly, there may emerge political or administrative risks: the attitude of federal or regional authorities can change; the projects will be deprived of the most favorable national status, and consequently they will be killed off. There are also risks that the market situation will become worse, or that competitors will take measures, which will make the projects unprofitable, or will negatively impact their paypack period.
Mr Arakelyan believes that the opportunities for investing money from the RF Pension Fund are limited. According to Governmental Decree №38 dated January 27, 2012 “On Adoption of the Rules of Investing Insurance Contributions for the Funded Component of a Retirement Pension  Given to the RF Pension Fund during a Financial Year,” they may be invested only in RF state securities with obligations in the RF currency, or on the deposits of credit organisations in the RF currency. “Analysing the requirements of state securities and credit organisations – the period of work, the size of its own means, no debts to the Central Bank of Russia, etc. – one can make a conclusion that the regulator’s priority is the reduction and limitation of financial risks which can emerge in investing money from the Pension Fund,” notes the expert.
The same approach will be used to discuss the advisability and efficiency of using money from the Pension Fund for investing in transport infrastructure. In this case, one of the following steps becomes inevitable: either an increasing degree of risk (unsecured), or setting of a guarantee mechanism to minimise emerging risks. In the current financial system the only efficient guarantor of the return on the invested retirement savings is the sovereign (subsovereign) guarantor – the state or Vnesheconombank as a governmental agent. State guarantees are needed because the average payback period for infrastructure projects is 20 years. Investors, among which there can be independent pension funds, must be sure that dividend payments and payments from maturing securities are made during the whole period. In the opinion of Mr Arakelyan, taking into account the Government’s announcement about the deficit of the RF Pension Fund, there will hardly be any additional public guarantees. 
Representatives of Vnesheconombank offered earlier to allocate a part of the RF Pension Fund’s means managed by the bank (RUB 800 billion) and money from the National Wealth Fund (RUB 400 billion) to carry out the programme of Far East development. The money was to be transferred via a subsidiary of Vnesheconombank – the Fund for Development of the Far East and the Baikal Region. In early September, the Fund announced an agreement with the Khabarovsk airport about the creation of the Far Eastern Airport Holding Company – retirement savings can be invested in this project too. Experts, however, are not sure that this money will be properly spent, because of the recent preparations for the APEC summit that combined low quality transport infrastructure construction and very high costs can hardly be considered a positive experience.

Amid Consolidation 
The question “where to take money for infrastructure construction from?” is being discussed amid the budget deficit and pension system reform. Andrey Belousov, Minister of Economic Development said that one of the specific features defining the country’s development in the next few years would be the budget consolidation factor, which meant a decrease in state demand, and would cause a slowdown of economic growth. In the words of Valery Fadeev, Chairman of the Commission for Economic Development and Entrepreneurship at the Civic Chamber, development programmes cannot be carried out at public expense. “An enormous part of investment in the whole world is private financing sources. If we compare the structure of monetary stock in general in the USA, for example, the share of municipal bonds (securities, issued to raise capital for regional infrastructure development) amounts to 26% of GDP. This segment is not developed in Russia,” notes the expert. In his opinion, all the discussions about the funds for infrastructure development are caused by an insufficiently developed credit market. The interest rate of loans in regions varies from 20% to 25% per annum, and the bank sector there is represented by large banks from the centre of Russia. Moreover, the bond system is under-developed in this country. An example of this is municipal bonds. “If we want to develop, we need another, powerful credit market with different interest rates,” believes Mr Fadeev. 
In current conditions, transport projects carried out with the use of the Pension Fund and the National Wealth Fund can be successful. In the words of Mr Baranov, they will pay back anyway. The question is when it will happen. If anyone doubted the projects’ ability to pay back, they would hardly be considered viable facilities to invest in. A more important issue is the ability to attract private investment to the project, which is the most efficient mechanism for funding infrastructure construction.
By Oksana Perepelitsa
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On the whole, experts appreciate the potential of the new form of public-private partnership (PPP), but are alert to its possible risks.
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    [DETAIL_TEXT] => 
Craftwork
Recently the RF Transport Ministry offered to use retirement savings and money from the National Wealth Fund for investment in Russian transport infrastructure. This was not a new idea; it had been circulating for several years. This time, however, the offer was accompanied by a list of certain transport projects which may be funded through bond sales to pension funds.
The list submitted to the Ministry of Economic Development includes Petrolesport terminal owned by Global Ports. RUB 33.3 billion is supposed to be invested in it. Of that, RUB 28.5 billion will be private investment. To remind, Petrolesport is now carrying out a complex programme, which is a component of the federal target programme “Modernisation of the Transport System of Russia.” The company is going to increase berth and warehousing capabilities and rail and road infrastructure there. Also, pension funds may be invested in the construction of the new Moscow – St Petersburg motorway and increasing the carrying capacity of the Dmitrov – Sonkovo – Mga railway section. These projects were not chosen by chance – they will contribute to the elimination of bottle-necks in the Northwestern Federal Region of Russia and extension of improve its transport links with the centre of the country.
Analysing the timeliness of the projects offered by the Transport Ministry, Alexey Baskakov, Head of Evaluation Department at FinExpertise company noted, “Transport has always been one of the most interesting sectors, when we talk about attracting investment in the long-term infrastructure projects; and the ports business can be named as the most profitable in the transport sector.” These are projects in which European pension funds usually invest. In the expert’s opinion, the construction of the Moscow – St Petersburg toll road also seems investment-attractive. In his opinion, the modernisation of the railway line raises some concerns. “It is not a secret that suburban railway passenger transportation companies, after they were separated from Russian Railways, are loss-making. The Government gives them subsidies to compensate for losses. Pension funds require a regular return on the pensioners’ money. I think, this is a premature project. At first, they should estimate the revenue thoroughly, and then, if the profitability is high enough, it will be possible to talk about investment,” says Mr Baskakov.
Prof. Yury Scherbanin, Institute of Economic Forecasting, Russian Academy of Sciences believes that the Baikal-Amur Mainline (BAM) and the Trans-Siberian mainline (Transsib), which are strategic railways for the Russian economy, and need updating as much as the port and road facilities offered by the Transport Ministry. “In most developed countries, it is the pension funds that invest in infrastructure – this is an everyday practice. They contributed to such large-scale infrastructure projects as the Trans-Australian railway, the London ring-road, development of renewable energy sources in Europe and the USA, etc. Such programmes can be carried out even in a bear market,” he notes.
Even in developed countries such projects are a sort of craftwork. In the words of Karen Arakelyan, Deputy Head of PPP Practice and Infrastructure Department at Vegas Lex, the number of investment infrastructure projects carried out on the PPP basis is not more than 10% in Germany. Most public infrastructure projects, especially public roads and railways, are funded through the state purchase model, i.e. without the attraction of private investment. Therefore, despite popular opinion, the predictions about the medium-term future of PPP instruments in Russia are not quite correct.        
“PPP projects are launched in this country regularly – not less than 70-80 per annum, in my opinion. Naturally, we are no match for England, where about 1,000 such projects start annually, still, this figure is not small,” continues the expert.

Risks
For the new PPP mechanism to work in Russia as efficiently as in the UK, its basic notions must be defined in legislation. In the opinion of Dmitry Baranov, Leading Expert at Finam Management, attracting funds from the RF Pension Fund may envisage investment through the purchase of infrastructure bonds. The advantage of this scheme is that these bonds are protected by law, also, their profitability is guaranteed in legislation (inflation plus 2%), so the scheme is safe and returns a yield. The facilities to be constructed should be chosen through the analysis of their importance for national infrastructure development, the time needed to build them, and the return on investment. “No transport mode is a priority. Aviation, automobile, railway, and water projects are to be examined on an equal basis,” emphasises Mr Baranov. 
The proposed scheme, as with any new system, may face different risks. They are standard, as a rule. Firstly, these are financial risks: there may be a lack of funds to carry a project out in the period mentioned in the contract, or the project may become more expensive, consequently the payback period will be longer. Secondly, there are regulatory-policy risks, which are very common in infrastructure projects, caused by low liquidity and profitability, and a longer payback period. Thirdly, there may emerge political or administrative risks: the attitude of federal or regional authorities can change; the projects will be deprived of the most favorable national status, and consequently they will be killed off. There are also risks that the market situation will become worse, or that competitors will take measures, which will make the projects unprofitable, or will negatively impact their paypack period.
Mr Arakelyan believes that the opportunities for investing money from the RF Pension Fund are limited. According to Governmental Decree №38 dated January 27, 2012 “On Adoption of the Rules of Investing Insurance Contributions for the Funded Component of a Retirement Pension  Given to the RF Pension Fund during a Financial Year,” they may be invested only in RF state securities with obligations in the RF currency, or on the deposits of credit organisations in the RF currency. “Analysing the requirements of state securities and credit organisations – the period of work, the size of its own means, no debts to the Central Bank of Russia, etc. – one can make a conclusion that the regulator’s priority is the reduction and limitation of financial risks which can emerge in investing money from the Pension Fund,” notes the expert.
The same approach will be used to discuss the advisability and efficiency of using money from the Pension Fund for investing in transport infrastructure. In this case, one of the following steps becomes inevitable: either an increasing degree of risk (unsecured), or setting of a guarantee mechanism to minimise emerging risks. In the current financial system the only efficient guarantor of the return on the invested retirement savings is the sovereign (subsovereign) guarantor – the state or Vnesheconombank as a governmental agent. State guarantees are needed because the average payback period for infrastructure projects is 20 years. Investors, among which there can be independent pension funds, must be sure that dividend payments and payments from maturing securities are made during the whole period. In the opinion of Mr Arakelyan, taking into account the Government’s announcement about the deficit of the RF Pension Fund, there will hardly be any additional public guarantees. 
Representatives of Vnesheconombank offered earlier to allocate a part of the RF Pension Fund’s means managed by the bank (RUB 800 billion) and money from the National Wealth Fund (RUB 400 billion) to carry out the programme of Far East development. The money was to be transferred via a subsidiary of Vnesheconombank – the Fund for Development of the Far East and the Baikal Region. In early September, the Fund announced an agreement with the Khabarovsk airport about the creation of the Far Eastern Airport Holding Company – retirement savings can be invested in this project too. Experts, however, are not sure that this money will be properly spent, because of the recent preparations for the APEC summit that combined low quality transport infrastructure construction and very high costs can hardly be considered a positive experience.

Amid Consolidation 
The question “where to take money for infrastructure construction from?” is being discussed amid the budget deficit and pension system reform. Andrey Belousov, Minister of Economic Development said that one of the specific features defining the country’s development in the next few years would be the budget consolidation factor, which meant a decrease in state demand, and would cause a slowdown of economic growth. In the words of Valery Fadeev, Chairman of the Commission for Economic Development and Entrepreneurship at the Civic Chamber, development programmes cannot be carried out at public expense. “An enormous part of investment in the whole world is private financing sources. If we compare the structure of monetary stock in general in the USA, for example, the share of municipal bonds (securities, issued to raise capital for regional infrastructure development) amounts to 26% of GDP. This segment is not developed in Russia,” notes the expert. In his opinion, all the discussions about the funds for infrastructure development are caused by an insufficiently developed credit market. The interest rate of loans in regions varies from 20% to 25% per annum, and the bank sector there is represented by large banks from the centre of Russia. Moreover, the bond system is under-developed in this country. An example of this is municipal bonds. “If we want to develop, we need another, powerful credit market with different interest rates,” believes Mr Fadeev. 
In current conditions, transport projects carried out with the use of the Pension Fund and the National Wealth Fund can be successful. In the words of Mr Baranov, they will pay back anyway. The question is when it will happen. If anyone doubted the projects’ ability to pay back, they would hardly be considered viable facilities to invest in. A more important issue is the ability to attract private investment to the project, which is the most efficient mechanism for funding infrastructure construction.
By Oksana Perepelitsa
    [~DETAIL_TEXT] => 
Craftwork
Recently the RF Transport Ministry offered to use retirement savings and money from the National Wealth Fund for investment in Russian transport infrastructure. This was not a new idea; it had been circulating for several years. This time, however, the offer was accompanied by a list of certain transport projects which may be funded through bond sales to pension funds.
The list submitted to the Ministry of Economic Development includes Petrolesport terminal owned by Global Ports. RUB 33.3 billion is supposed to be invested in it. Of that, RUB 28.5 billion will be private investment. To remind, Petrolesport is now carrying out a complex programme, which is a component of the federal target programme “Modernisation of the Transport System of Russia.” The company is going to increase berth and warehousing capabilities and rail and road infrastructure there. Also, pension funds may be invested in the construction of the new Moscow – St Petersburg motorway and increasing the carrying capacity of the Dmitrov – Sonkovo – Mga railway section. These projects were not chosen by chance – they will contribute to the elimination of bottle-necks in the Northwestern Federal Region of Russia and extension of improve its transport links with the centre of the country.
Analysing the timeliness of the projects offered by the Transport Ministry, Alexey Baskakov, Head of Evaluation Department at FinExpertise company noted, “Transport has always been one of the most interesting sectors, when we talk about attracting investment in the long-term infrastructure projects; and the ports business can be named as the most profitable in the transport sector.” These are projects in which European pension funds usually invest. In the expert’s opinion, the construction of the Moscow – St Petersburg toll road also seems investment-attractive. In his opinion, the modernisation of the railway line raises some concerns. “It is not a secret that suburban railway passenger transportation companies, after they were separated from Russian Railways, are loss-making. The Government gives them subsidies to compensate for losses. Pension funds require a regular return on the pensioners’ money. I think, this is a premature project. At first, they should estimate the revenue thoroughly, and then, if the profitability is high enough, it will be possible to talk about investment,” says Mr Baskakov.
Prof. Yury Scherbanin, Institute of Economic Forecasting, Russian Academy of Sciences believes that the Baikal-Amur Mainline (BAM) and the Trans-Siberian mainline (Transsib), which are strategic railways for the Russian economy, and need updating as much as the port and road facilities offered by the Transport Ministry. “In most developed countries, it is the pension funds that invest in infrastructure – this is an everyday practice. They contributed to such large-scale infrastructure projects as the Trans-Australian railway, the London ring-road, development of renewable energy sources in Europe and the USA, etc. Such programmes can be carried out even in a bear market,” he notes.
Even in developed countries such projects are a sort of craftwork. In the words of Karen Arakelyan, Deputy Head of PPP Practice and Infrastructure Department at Vegas Lex, the number of investment infrastructure projects carried out on the PPP basis is not more than 10% in Germany. Most public infrastructure projects, especially public roads and railways, are funded through the state purchase model, i.e. without the attraction of private investment. Therefore, despite popular opinion, the predictions about the medium-term future of PPP instruments in Russia are not quite correct.        
“PPP projects are launched in this country regularly – not less than 70-80 per annum, in my opinion. Naturally, we are no match for England, where about 1,000 such projects start annually, still, this figure is not small,” continues the expert.

Risks
For the new PPP mechanism to work in Russia as efficiently as in the UK, its basic notions must be defined in legislation. In the opinion of Dmitry Baranov, Leading Expert at Finam Management, attracting funds from the RF Pension Fund may envisage investment through the purchase of infrastructure bonds. The advantage of this scheme is that these bonds are protected by law, also, their profitability is guaranteed in legislation (inflation plus 2%), so the scheme is safe and returns a yield. The facilities to be constructed should be chosen through the analysis of their importance for national infrastructure development, the time needed to build them, and the return on investment. “No transport mode is a priority. Aviation, automobile, railway, and water projects are to be examined on an equal basis,” emphasises Mr Baranov. 
The proposed scheme, as with any new system, may face different risks. They are standard, as a rule. Firstly, these are financial risks: there may be a lack of funds to carry a project out in the period mentioned in the contract, or the project may become more expensive, consequently the payback period will be longer. Secondly, there are regulatory-policy risks, which are very common in infrastructure projects, caused by low liquidity and profitability, and a longer payback period. Thirdly, there may emerge political or administrative risks: the attitude of federal or regional authorities can change; the projects will be deprived of the most favorable national status, and consequently they will be killed off. There are also risks that the market situation will become worse, or that competitors will take measures, which will make the projects unprofitable, or will negatively impact their paypack period.
Mr Arakelyan believes that the opportunities for investing money from the RF Pension Fund are limited. According to Governmental Decree №38 dated January 27, 2012 “On Adoption of the Rules of Investing Insurance Contributions for the Funded Component of a Retirement Pension  Given to the RF Pension Fund during a Financial Year,” they may be invested only in RF state securities with obligations in the RF currency, or on the deposits of credit organisations in the RF currency. “Analysing the requirements of state securities and credit organisations – the period of work, the size of its own means, no debts to the Central Bank of Russia, etc. – one can make a conclusion that the regulator’s priority is the reduction and limitation of financial risks which can emerge in investing money from the Pension Fund,” notes the expert.
The same approach will be used to discuss the advisability and efficiency of using money from the Pension Fund for investing in transport infrastructure. In this case, one of the following steps becomes inevitable: either an increasing degree of risk (unsecured), or setting of a guarantee mechanism to minimise emerging risks. In the current financial system the only efficient guarantor of the return on the invested retirement savings is the sovereign (subsovereign) guarantor – the state or Vnesheconombank as a governmental agent. State guarantees are needed because the average payback period for infrastructure projects is 20 years. Investors, among which there can be independent pension funds, must be sure that dividend payments and payments from maturing securities are made during the whole period. In the opinion of Mr Arakelyan, taking into account the Government’s announcement about the deficit of the RF Pension Fund, there will hardly be any additional public guarantees. 
Representatives of Vnesheconombank offered earlier to allocate a part of the RF Pension Fund’s means managed by the bank (RUB 800 billion) and money from the National Wealth Fund (RUB 400 billion) to carry out the programme of Far East development. The money was to be transferred via a subsidiary of Vnesheconombank – the Fund for Development of the Far East and the Baikal Region. In early September, the Fund announced an agreement with the Khabarovsk airport about the creation of the Far Eastern Airport Holding Company – retirement savings can be invested in this project too. Experts, however, are not sure that this money will be properly spent, because of the recent preparations for the APEC summit that combined low quality transport infrastructure construction and very high costs can hardly be considered a positive experience.

Amid Consolidation 
The question “where to take money for infrastructure construction from?” is being discussed amid the budget deficit and pension system reform. Andrey Belousov, Minister of Economic Development said that one of the specific features defining the country’s development in the next few years would be the budget consolidation factor, which meant a decrease in state demand, and would cause a slowdown of economic growth. In the words of Valery Fadeev, Chairman of the Commission for Economic Development and Entrepreneurship at the Civic Chamber, development programmes cannot be carried out at public expense. “An enormous part of investment in the whole world is private financing sources. If we compare the structure of monetary stock in general in the USA, for example, the share of municipal bonds (securities, issued to raise capital for regional infrastructure development) amounts to 26% of GDP. This segment is not developed in Russia,” notes the expert. In his opinion, all the discussions about the funds for infrastructure development are caused by an insufficiently developed credit market. The interest rate of loans in regions varies from 20% to 25% per annum, and the bank sector there is represented by large banks from the centre of Russia. Moreover, the bond system is under-developed in this country. An example of this is municipal bonds. “If we want to develop, we need another, powerful credit market with different interest rates,” believes Mr Fadeev. 
In current conditions, transport projects carried out with the use of the Pension Fund and the National Wealth Fund can be successful. In the words of Mr Baranov, they will pay back anyway. The question is when it will happen. If anyone doubted the projects’ ability to pay back, they would hardly be considered viable facilities to invest in. A more important issue is the ability to attract private investment to the project, which is the most efficient mechanism for funding infrastructure construction.
By Oksana Perepelitsa
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On the whole, experts appreciate the potential of the new form of public-private partnership (PPP), but are alert to its possible risks.
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Milestones for the Baseline Scenario
Today, there are 63 ports in the Register of Russian Sea Ports. Their total throughput is more than 500 million tons of different cargoes per annum. Paradoxically there was no integrated long-term programme for the country’s port sector development until recently. The mosaic of projects carried out at some terminals by different companies could not compensate for it. Specialists from a federal state unitary enterprise Rosmorport decided to fulfill this task. At the initial stage they revealed the existing drawbacks of Russian ports’ performance: a large degree of over-capacity, insufficient carrying capacity of road and railway infrastructure on the accesses to ports, negative social, economic, and environmental consequences caused by unbalanced extension of port capacities.
Viktor Olersky, Deputy Transport Minister of Russia said that the strategy envisages the development of ports according to the special-purpose programme. “In the near future, Russia will have an ambitious goal to become an efficient link between Europe and the dynamic Asian and Pacific region. Meanwhile, the new reality of economic life makes us justify our work planning more rationally,” he noted. The strategy contains outlooks for the pace of port capacities development in different basins, and estimated figures for cargo handling volumes in sea ports. These figures depend on the three scenarios of development – the inertial, the baseline, and the expert ones. Therefore, by the time this strategy has been carried out, the design capacity of Russian terminals will amount to between 1.4 and 1.66 billion tons, and the total throughput will grow by 80-140% to 0.98-1.29 billion tons.
In the words of Mr Olersky, the state is going to orient the portmen towards the average version. “The baseline scenario will be carried out mainly within the framework of large projects on transport system development. During formation of new territorial and production clusters specialising in energy source materials (the Lower Angara region, the Chita region, the area near the BAM) and development of accesses to ports and port zones. This scenario considers a lower demand for oil in the global market, and a slower pace of growth in world trade impacted by the global crisis, and insufficient use of Russia’s transit potential. The main drag will be the decline in the external demand and domestic investment activity,” noted the Deputy Transport Minister.
Even this, not the most optimistic version, envisages that the throughput of sea ports will exceed one billion tons by 2030. In case of a successful implementation of the investment projects, the port facilities will transfer to the “expert” scenario after 2020. It means the construction of transport complexes oriented to transit cargo flows, multimodal logistic centres, and informational nodes.

Three Stages Including the Hypothetical One  
Completion of the strategy is proposed by achieving three main objectives. The first is the increasing capacities which will allow the further development of ports. The second is the creation of conditions enhancing the competitiveness of the sea ports by means of, for example, greater efficiency of services, the reduction of administrative barriers, and a balanced tariff policy. The third is the improvement of state administration processes in the port sector. All these must go hand in hand with the safe operation of the sea transport and the port sector.   
These objectives are to be achieved in three phases. In the first phase (2015), the current projects will be carried out within the framework of the acting federal and target programme “Development of Russian Transport System (2010-2015).” The second phase (2015-2020) is the period of creation and development of the basic infrastructure of sea ports, and priority projects implementation. It will be the main phase, when all the large projects have been put in operation and the handling volume rises. The third phase, in the words of Mr Olersky, has a rather hypothetical character at present moment. 
When large industrial companies develop their strategies and define priorities for the further development of sea port infrastructure, they take the importance of these projects for the nation into account. Constant monitoring is needed. Currently, the authors of the document have made their forecasts through the analysis of basic economic trends and the plans of the largest cargo owners. Meanwhile, cargo owners used to say that forecasting the production volume in such unstable conditions is a thankless job. Therefore, as planned in the strategy, one of the instruments for infrastructure development and the elimination of the funding deficit will be an increase in the relative expenditure from the federal and the regional budgets.    
They are to reach 2-2.1% of the GDP by 2030. To remind, this figure was 1.2% of the GDP in 2010. According to the Ministry of Transport, if the state follows the trend of the port infrastructure development, investment in railways must amount to at least RUB 217 billion by 2015.
In the opinion of Yaroslav Semenikhin, CEO of the Far-Eastern Marine Research, Design and Technology Institute, when developing documents for such a programme, one should take into account that economy, trade, and product distribution are a flexible environment for development, which strives to find the most comfortable routes. Consequently, what routes a consignor chooses for its cargo- and commodities transportation depends on the degree of port and infrastructure development, not just on the current forecasts for the freight base.  This approach takes into account the opportunities for freight base development, and the way the port can influence its formation. There is no such objective in the strategy, however. “Today, we should not go adrift, passively occupying vacant places in the market. We must carry out an active development strategy, aimed at modernisation together with innovative approaches chosen by the state,” believes the expert.

To Develop Together
Analysing the strategy, market players agree that all efforts targeted at the port infrastructure development will be in vain until they are synchronised with the development of railways. The document highlights insufficient carrying capacity on railway accesses to ports as the main factor restraining the development of the stevedoring business. Over 46% of freight is currently transported to ports by railway, and there is an acute need for the development of close and distant railway accesses to all sea basins in the RF. The problem becomes even worse because the Russian economy needs transportation of a significant amount of freight even now, while RZD does not have enough funds for the infrastructure development on the required scale. Examining the outlook for the increase in handling capacities at railway-oriented ports and the plans to extend the opportunities of the railway, one can make a conclusion about the insufficient volume of the latter – 42 million tons by 2015, and 116 million tons by 2020. The most serious deficit in carrying capacity will be observed in the North-West of Russia and the Far East – approximately 40 million tons in every basin.
According to the Institute of Economic and Transport Development and Russian Railways, the development of the mineral deposits in the Far Eastern and Siberian federal districts, the construction of port export capacities in the Vanino transport node and ports of the Primorsk region will contribute to the largest increase in cargo flows at the BAM and the Transsib. For example, on the approaches to the Komsomolsk railway node at the BAM, freight traffic density is forecasted to grow by 230% by 2015 and by almost 350% by 2020. In its turn, the total traffic on the railway network on the approach to Vanino will exceed 41 million tons by 2015 and about 60 million tons by 2020; and that in the Primorsk region – more than 91 million tons and 100 million tons respectively. Therefore, to transport the increasing cargo flow, a dramatic reconstruction and development of the railway infrastructure of the BAM and the Transsib is needed.
RZD has shown interest several times in the development of ports in the Primorsk region. According to Mikhail Zaichenko, Head of the Far Eastern Railway, the strategic prospects for railways development in the Far East is connected with the formation of international transport corridors. “Complex, anticipatory, and balanced development of railways and the port infrastructure in the Far East is required to service such a large transportation volume. The plans for the prospective development of ports must envisage participation in the development of railway accesses to them,” he believes. Moreover, they say in RZD that amid the increase in exports, there appears a necessity for some sea ports to specialise in the handling of certain types of cargo to increase handling capacities.
Oleg Terekhov, President of the Association of Commercial Sea Ports thinks that the volume announced in the strategy for freight flow are notional, because the period for more realistic planning is not more greater than 5 years. “The inertial forecast method is used in this strategy, i.e. it is based on the pace of the current figures. It has little to do with the scientific approach, which must take into account, first of all, the pace of industrial growth and the economy as a whole, considering its increasing globalisation. One can scarecely predict some definite throughput in Russian ports in the distant future, when it is difficult to forecast oil prices even for the next few months,” notes Mr Terekhov.

Counting on a Financial Miracle 
The strategy envisages creation of a totally new scheme for selecting investment projects. Special attention will be paid to attracting funds from private investors. According to plans, by 2015 the ratio of public and private sources in projects in the port sector must be one rouble to two roubles. By 2030, this figure is supposed to be 1:3. In the early 2000-s, it was 1:10, but the state invested practically nothing in the port infrastructure at that time.
Experts note that the financial support for the events envisaged by the strategy is hardly detailed. The authors of the strategy mentioned such funding sources as state funding (inclusion into a federal target programme), or at the expense of Rosmorport; at the expense of private sources, including investors’ funds; loans or equity issue; a launch of a joint venture by port authorities and an operator (operators), ship owners, cargo owners, etc.; this diversification, however, does not create any certainty. In the opinion of Mr Seminikhin, the vocabulary of the document is underdeveloped. Particularly, it is not clear what is meant by terms such as “the administration of the port” or “senior managers of the port,” which are to finance its development or develop joint business-projects on the basis of public-private partnership.
Attraction of private sources becomes even more complicated because of the differences in the economic motivations of participants in the transport process. In the opinion of Prof. Engels Gagarsky, Head of the Department of Intersectoral Transport Coordination of SoyuzmorNIIproject OJSC, the main flaws in the interaction between railways and ports are not in the technological, but in the economic sphere. In times of price fluctuations, stevedores are interested in slowing down goods traffic on purpose, which causes railway rolling stock to stand idle. Ports minimise their expenses preferring to keep railcars, because the fee for a vessel standing idle in the port exceeds that for wagons. 
To remind, together with the Strategy for Ports Development, there are such documents as “The Transport Strategy of the Russian Federation till 2030”, and the federal target programme “Development of the RF Transport System (2010-2015),”  “The Strategy of Railways Development in the RF till 2030,” etc. 
All of them are oriented towards achieving the national objective of efficient transport infrastructure development. In the opinion of experts, even together these documents do not help achieve the current objective of improving interaction among participants in the transport process. Alexander Khalezin, Advisor to Executive Director of NCSP OJSC says that there currently isn’t a unified document, which could define the common strategy of the stevedoring sector and the state policy in ports, give a real evaluation of the market increase in the freight flows matching the GDP growth, plan development of transport, railway lines, etc. “We need a document defining the direction of basic cargo flows to a region and which shows stevedores the further prospects for the development of port complexes,” sums up the expert.
By Oksana Perepelitsa  
    [~DETAIL_TEXT] => 
Milestones for the Baseline Scenario
Today, there are 63 ports in the Register of Russian Sea Ports. Their total throughput is more than 500 million tons of different cargoes per annum. Paradoxically there was no integrated long-term programme for the country’s port sector development until recently. The mosaic of projects carried out at some terminals by different companies could not compensate for it. Specialists from a federal state unitary enterprise Rosmorport decided to fulfill this task. At the initial stage they revealed the existing drawbacks of Russian ports’ performance: a large degree of over-capacity, insufficient carrying capacity of road and railway infrastructure on the accesses to ports, negative social, economic, and environmental consequences caused by unbalanced extension of port capacities.
Viktor Olersky, Deputy Transport Minister of Russia said that the strategy envisages the development of ports according to the special-purpose programme. “In the near future, Russia will have an ambitious goal to become an efficient link between Europe and the dynamic Asian and Pacific region. Meanwhile, the new reality of economic life makes us justify our work planning more rationally,” he noted. The strategy contains outlooks for the pace of port capacities development in different basins, and estimated figures for cargo handling volumes in sea ports. These figures depend on the three scenarios of development – the inertial, the baseline, and the expert ones. Therefore, by the time this strategy has been carried out, the design capacity of Russian terminals will amount to between 1.4 and 1.66 billion tons, and the total throughput will grow by 80-140% to 0.98-1.29 billion tons.
In the words of Mr Olersky, the state is going to orient the portmen towards the average version. “The baseline scenario will be carried out mainly within the framework of large projects on transport system development. During formation of new territorial and production clusters specialising in energy source materials (the Lower Angara region, the Chita region, the area near the BAM) and development of accesses to ports and port zones. This scenario considers a lower demand for oil in the global market, and a slower pace of growth in world trade impacted by the global crisis, and insufficient use of Russia’s transit potential. The main drag will be the decline in the external demand and domestic investment activity,” noted the Deputy Transport Minister.
Even this, not the most optimistic version, envisages that the throughput of sea ports will exceed one billion tons by 2030. In case of a successful implementation of the investment projects, the port facilities will transfer to the “expert” scenario after 2020. It means the construction of transport complexes oriented to transit cargo flows, multimodal logistic centres, and informational nodes.

Three Stages Including the Hypothetical One  
Completion of the strategy is proposed by achieving three main objectives. The first is the increasing capacities which will allow the further development of ports. The second is the creation of conditions enhancing the competitiveness of the sea ports by means of, for example, greater efficiency of services, the reduction of administrative barriers, and a balanced tariff policy. The third is the improvement of state administration processes in the port sector. All these must go hand in hand with the safe operation of the sea transport and the port sector.   
These objectives are to be achieved in three phases. In the first phase (2015), the current projects will be carried out within the framework of the acting federal and target programme “Development of Russian Transport System (2010-2015).” The second phase (2015-2020) is the period of creation and development of the basic infrastructure of sea ports, and priority projects implementation. It will be the main phase, when all the large projects have been put in operation and the handling volume rises. The third phase, in the words of Mr Olersky, has a rather hypothetical character at present moment. 
When large industrial companies develop their strategies and define priorities for the further development of sea port infrastructure, they take the importance of these projects for the nation into account. Constant monitoring is needed. Currently, the authors of the document have made their forecasts through the analysis of basic economic trends and the plans of the largest cargo owners. Meanwhile, cargo owners used to say that forecasting the production volume in such unstable conditions is a thankless job. Therefore, as planned in the strategy, one of the instruments for infrastructure development and the elimination of the funding deficit will be an increase in the relative expenditure from the federal and the regional budgets.    
They are to reach 2-2.1% of the GDP by 2030. To remind, this figure was 1.2% of the GDP in 2010. According to the Ministry of Transport, if the state follows the trend of the port infrastructure development, investment in railways must amount to at least RUB 217 billion by 2015.
In the opinion of Yaroslav Semenikhin, CEO of the Far-Eastern Marine Research, Design and Technology Institute, when developing documents for such a programme, one should take into account that economy, trade, and product distribution are a flexible environment for development, which strives to find the most comfortable routes. Consequently, what routes a consignor chooses for its cargo- and commodities transportation depends on the degree of port and infrastructure development, not just on the current forecasts for the freight base.  This approach takes into account the opportunities for freight base development, and the way the port can influence its formation. There is no such objective in the strategy, however. “Today, we should not go adrift, passively occupying vacant places in the market. We must carry out an active development strategy, aimed at modernisation together with innovative approaches chosen by the state,” believes the expert.

To Develop Together
Analysing the strategy, market players agree that all efforts targeted at the port infrastructure development will be in vain until they are synchronised with the development of railways. The document highlights insufficient carrying capacity on railway accesses to ports as the main factor restraining the development of the stevedoring business. Over 46% of freight is currently transported to ports by railway, and there is an acute need for the development of close and distant railway accesses to all sea basins in the RF. The problem becomes even worse because the Russian economy needs transportation of a significant amount of freight even now, while RZD does not have enough funds for the infrastructure development on the required scale. Examining the outlook for the increase in handling capacities at railway-oriented ports and the plans to extend the opportunities of the railway, one can make a conclusion about the insufficient volume of the latter – 42 million tons by 2015, and 116 million tons by 2020. The most serious deficit in carrying capacity will be observed in the North-West of Russia and the Far East – approximately 40 million tons in every basin.
According to the Institute of Economic and Transport Development and Russian Railways, the development of the mineral deposits in the Far Eastern and Siberian federal districts, the construction of port export capacities in the Vanino transport node and ports of the Primorsk region will contribute to the largest increase in cargo flows at the BAM and the Transsib. For example, on the approaches to the Komsomolsk railway node at the BAM, freight traffic density is forecasted to grow by 230% by 2015 and by almost 350% by 2020. In its turn, the total traffic on the railway network on the approach to Vanino will exceed 41 million tons by 2015 and about 60 million tons by 2020; and that in the Primorsk region – more than 91 million tons and 100 million tons respectively. Therefore, to transport the increasing cargo flow, a dramatic reconstruction and development of the railway infrastructure of the BAM and the Transsib is needed.
RZD has shown interest several times in the development of ports in the Primorsk region. According to Mikhail Zaichenko, Head of the Far Eastern Railway, the strategic prospects for railways development in the Far East is connected with the formation of international transport corridors. “Complex, anticipatory, and balanced development of railways and the port infrastructure in the Far East is required to service such a large transportation volume. The plans for the prospective development of ports must envisage participation in the development of railway accesses to them,” he believes. Moreover, they say in RZD that amid the increase in exports, there appears a necessity for some sea ports to specialise in the handling of certain types of cargo to increase handling capacities.
Oleg Terekhov, President of the Association of Commercial Sea Ports thinks that the volume announced in the strategy for freight flow are notional, because the period for more realistic planning is not more greater than 5 years. “The inertial forecast method is used in this strategy, i.e. it is based on the pace of the current figures. It has little to do with the scientific approach, which must take into account, first of all, the pace of industrial growth and the economy as a whole, considering its increasing globalisation. One can scarecely predict some definite throughput in Russian ports in the distant future, when it is difficult to forecast oil prices even for the next few months,” notes Mr Terekhov.

Counting on a Financial Miracle 
The strategy envisages creation of a totally new scheme for selecting investment projects. Special attention will be paid to attracting funds from private investors. According to plans, by 2015 the ratio of public and private sources in projects in the port sector must be one rouble to two roubles. By 2030, this figure is supposed to be 1:3. In the early 2000-s, it was 1:10, but the state invested practically nothing in the port infrastructure at that time.
Experts note that the financial support for the events envisaged by the strategy is hardly detailed. The authors of the strategy mentioned such funding sources as state funding (inclusion into a federal target programme), or at the expense of Rosmorport; at the expense of private sources, including investors’ funds; loans or equity issue; a launch of a joint venture by port authorities and an operator (operators), ship owners, cargo owners, etc.; this diversification, however, does not create any certainty. In the opinion of Mr Seminikhin, the vocabulary of the document is underdeveloped. Particularly, it is not clear what is meant by terms such as “the administration of the port” or “senior managers of the port,” which are to finance its development or develop joint business-projects on the basis of public-private partnership.
Attraction of private sources becomes even more complicated because of the differences in the economic motivations of participants in the transport process. In the opinion of Prof. Engels Gagarsky, Head of the Department of Intersectoral Transport Coordination of SoyuzmorNIIproject OJSC, the main flaws in the interaction between railways and ports are not in the technological, but in the economic sphere. In times of price fluctuations, stevedores are interested in slowing down goods traffic on purpose, which causes railway rolling stock to stand idle. Ports minimise their expenses preferring to keep railcars, because the fee for a vessel standing idle in the port exceeds that for wagons. 
To remind, together with the Strategy for Ports Development, there are such documents as “The Transport Strategy of the Russian Federation till 2030”, and the federal target programme “Development of the RF Transport System (2010-2015),”  “The Strategy of Railways Development in the RF till 2030,” etc. 
All of them are oriented towards achieving the national objective of efficient transport infrastructure development. In the opinion of experts, even together these documents do not help achieve the current objective of improving interaction among participants in the transport process. Alexander Khalezin, Advisor to Executive Director of NCSP OJSC says that there currently isn’t a unified document, which could define the common strategy of the stevedoring sector and the state policy in ports, give a real evaluation of the market increase in the freight flows matching the GDP growth, plan development of transport, railway lines, etc. “We need a document defining the direction of basic cargo flows to a region and which shows stevedores the further prospects for the development of port complexes,” sums up the expert.
By Oksana Perepelitsa  
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The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/6.jpg" border="1" alt=" " hspace="5" width="300" height="229" />The RF Government’s Marine Board recently approved the Strategy of Russian Sea Port Infrastructure Development till 2030. According to the document, the total cargo handling volume in the RF sea ports will double in the period between 2012 and 2030 to more than 1 billion tons. <br />The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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            [ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/6.jpg" border="1" alt=" " hspace="5" width="300" height="229" />The RF Government’s Marine Board recently approved the Strategy of Russian Sea Port Infrastructure Development till 2030. According to the document, the total cargo handling volume in the RF sea ports will double in the period between 2012 and 2030 to more than 1 billion tons. <br />The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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Milestones for the Baseline Scenario
Today, there are 63 ports in the Register of Russian Sea Ports. Their total throughput is more than 500 million tons of different cargoes per annum. Paradoxically there was no integrated long-term programme for the country’s port sector development until recently. The mosaic of projects carried out at some terminals by different companies could not compensate for it. Specialists from a federal state unitary enterprise Rosmorport decided to fulfill this task. At the initial stage they revealed the existing drawbacks of Russian ports’ performance: a large degree of over-capacity, insufficient carrying capacity of road and railway infrastructure on the accesses to ports, negative social, economic, and environmental consequences caused by unbalanced extension of port capacities.
Viktor Olersky, Deputy Transport Minister of Russia said that the strategy envisages the development of ports according to the special-purpose programme. “In the near future, Russia will have an ambitious goal to become an efficient link between Europe and the dynamic Asian and Pacific region. Meanwhile, the new reality of economic life makes us justify our work planning more rationally,” he noted. The strategy contains outlooks for the pace of port capacities development in different basins, and estimated figures for cargo handling volumes in sea ports. These figures depend on the three scenarios of development – the inertial, the baseline, and the expert ones. Therefore, by the time this strategy has been carried out, the design capacity of Russian terminals will amount to between 1.4 and 1.66 billion tons, and the total throughput will grow by 80-140% to 0.98-1.29 billion tons.
In the words of Mr Olersky, the state is going to orient the portmen towards the average version. “The baseline scenario will be carried out mainly within the framework of large projects on transport system development. During formation of new territorial and production clusters specialising in energy source materials (the Lower Angara region, the Chita region, the area near the BAM) and development of accesses to ports and port zones. This scenario considers a lower demand for oil in the global market, and a slower pace of growth in world trade impacted by the global crisis, and insufficient use of Russia’s transit potential. The main drag will be the decline in the external demand and domestic investment activity,” noted the Deputy Transport Minister.
Even this, not the most optimistic version, envisages that the throughput of sea ports will exceed one billion tons by 2030. In case of a successful implementation of the investment projects, the port facilities will transfer to the “expert” scenario after 2020. It means the construction of transport complexes oriented to transit cargo flows, multimodal logistic centres, and informational nodes.

Three Stages Including the Hypothetical One  
Completion of the strategy is proposed by achieving three main objectives. The first is the increasing capacities which will allow the further development of ports. The second is the creation of conditions enhancing the competitiveness of the sea ports by means of, for example, greater efficiency of services, the reduction of administrative barriers, and a balanced tariff policy. The third is the improvement of state administration processes in the port sector. All these must go hand in hand with the safe operation of the sea transport and the port sector.   
These objectives are to be achieved in three phases. In the first phase (2015), the current projects will be carried out within the framework of the acting federal and target programme “Development of Russian Transport System (2010-2015).” The second phase (2015-2020) is the period of creation and development of the basic infrastructure of sea ports, and priority projects implementation. It will be the main phase, when all the large projects have been put in operation and the handling volume rises. The third phase, in the words of Mr Olersky, has a rather hypothetical character at present moment. 
When large industrial companies develop their strategies and define priorities for the further development of sea port infrastructure, they take the importance of these projects for the nation into account. Constant monitoring is needed. Currently, the authors of the document have made their forecasts through the analysis of basic economic trends and the plans of the largest cargo owners. Meanwhile, cargo owners used to say that forecasting the production volume in such unstable conditions is a thankless job. Therefore, as planned in the strategy, one of the instruments for infrastructure development and the elimination of the funding deficit will be an increase in the relative expenditure from the federal and the regional budgets.    
They are to reach 2-2.1% of the GDP by 2030. To remind, this figure was 1.2% of the GDP in 2010. According to the Ministry of Transport, if the state follows the trend of the port infrastructure development, investment in railways must amount to at least RUB 217 billion by 2015.
In the opinion of Yaroslav Semenikhin, CEO of the Far-Eastern Marine Research, Design and Technology Institute, when developing documents for such a programme, one should take into account that economy, trade, and product distribution are a flexible environment for development, which strives to find the most comfortable routes. Consequently, what routes a consignor chooses for its cargo- and commodities transportation depends on the degree of port and infrastructure development, not just on the current forecasts for the freight base.  This approach takes into account the opportunities for freight base development, and the way the port can influence its formation. There is no such objective in the strategy, however. “Today, we should not go adrift, passively occupying vacant places in the market. We must carry out an active development strategy, aimed at modernisation together with innovative approaches chosen by the state,” believes the expert.

To Develop Together
Analysing the strategy, market players agree that all efforts targeted at the port infrastructure development will be in vain until they are synchronised with the development of railways. The document highlights insufficient carrying capacity on railway accesses to ports as the main factor restraining the development of the stevedoring business. Over 46% of freight is currently transported to ports by railway, and there is an acute need for the development of close and distant railway accesses to all sea basins in the RF. The problem becomes even worse because the Russian economy needs transportation of a significant amount of freight even now, while RZD does not have enough funds for the infrastructure development on the required scale. Examining the outlook for the increase in handling capacities at railway-oriented ports and the plans to extend the opportunities of the railway, one can make a conclusion about the insufficient volume of the latter – 42 million tons by 2015, and 116 million tons by 2020. The most serious deficit in carrying capacity will be observed in the North-West of Russia and the Far East – approximately 40 million tons in every basin.
According to the Institute of Economic and Transport Development and Russian Railways, the development of the mineral deposits in the Far Eastern and Siberian federal districts, the construction of port export capacities in the Vanino transport node and ports of the Primorsk region will contribute to the largest increase in cargo flows at the BAM and the Transsib. For example, on the approaches to the Komsomolsk railway node at the BAM, freight traffic density is forecasted to grow by 230% by 2015 and by almost 350% by 2020. In its turn, the total traffic on the railway network on the approach to Vanino will exceed 41 million tons by 2015 and about 60 million tons by 2020; and that in the Primorsk region – more than 91 million tons and 100 million tons respectively. Therefore, to transport the increasing cargo flow, a dramatic reconstruction and development of the railway infrastructure of the BAM and the Transsib is needed.
RZD has shown interest several times in the development of ports in the Primorsk region. According to Mikhail Zaichenko, Head of the Far Eastern Railway, the strategic prospects for railways development in the Far East is connected with the formation of international transport corridors. “Complex, anticipatory, and balanced development of railways and the port infrastructure in the Far East is required to service such a large transportation volume. The plans for the prospective development of ports must envisage participation in the development of railway accesses to them,” he believes. Moreover, they say in RZD that amid the increase in exports, there appears a necessity for some sea ports to specialise in the handling of certain types of cargo to increase handling capacities.
Oleg Terekhov, President of the Association of Commercial Sea Ports thinks that the volume announced in the strategy for freight flow are notional, because the period for more realistic planning is not more greater than 5 years. “The inertial forecast method is used in this strategy, i.e. it is based on the pace of the current figures. It has little to do with the scientific approach, which must take into account, first of all, the pace of industrial growth and the economy as a whole, considering its increasing globalisation. One can scarecely predict some definite throughput in Russian ports in the distant future, when it is difficult to forecast oil prices even for the next few months,” notes Mr Terekhov.

Counting on a Financial Miracle 
The strategy envisages creation of a totally new scheme for selecting investment projects. Special attention will be paid to attracting funds from private investors. According to plans, by 2015 the ratio of public and private sources in projects in the port sector must be one rouble to two roubles. By 2030, this figure is supposed to be 1:3. In the early 2000-s, it was 1:10, but the state invested practically nothing in the port infrastructure at that time.
Experts note that the financial support for the events envisaged by the strategy is hardly detailed. The authors of the strategy mentioned such funding sources as state funding (inclusion into a federal target programme), or at the expense of Rosmorport; at the expense of private sources, including investors’ funds; loans or equity issue; a launch of a joint venture by port authorities and an operator (operators), ship owners, cargo owners, etc.; this diversification, however, does not create any certainty. In the opinion of Mr Seminikhin, the vocabulary of the document is underdeveloped. Particularly, it is not clear what is meant by terms such as “the administration of the port” or “senior managers of the port,” which are to finance its development or develop joint business-projects on the basis of public-private partnership.
Attraction of private sources becomes even more complicated because of the differences in the economic motivations of participants in the transport process. In the opinion of Prof. Engels Gagarsky, Head of the Department of Intersectoral Transport Coordination of SoyuzmorNIIproject OJSC, the main flaws in the interaction between railways and ports are not in the technological, but in the economic sphere. In times of price fluctuations, stevedores are interested in slowing down goods traffic on purpose, which causes railway rolling stock to stand idle. Ports minimise their expenses preferring to keep railcars, because the fee for a vessel standing idle in the port exceeds that for wagons. 
To remind, together with the Strategy for Ports Development, there are such documents as “The Transport Strategy of the Russian Federation till 2030”, and the federal target programme “Development of the RF Transport System (2010-2015),”  “The Strategy of Railways Development in the RF till 2030,” etc. 
All of them are oriented towards achieving the national objective of efficient transport infrastructure development. In the opinion of experts, even together these documents do not help achieve the current objective of improving interaction among participants in the transport process. Alexander Khalezin, Advisor to Executive Director of NCSP OJSC says that there currently isn’t a unified document, which could define the common strategy of the stevedoring sector and the state policy in ports, give a real evaluation of the market increase in the freight flows matching the GDP growth, plan development of transport, railway lines, etc. “We need a document defining the direction of basic cargo flows to a region and which shows stevedores the further prospects for the development of port complexes,” sums up the expert.
By Oksana Perepelitsa  
    [~DETAIL_TEXT] => 
Milestones for the Baseline Scenario
Today, there are 63 ports in the Register of Russian Sea Ports. Their total throughput is more than 500 million tons of different cargoes per annum. Paradoxically there was no integrated long-term programme for the country’s port sector development until recently. The mosaic of projects carried out at some terminals by different companies could not compensate for it. Specialists from a federal state unitary enterprise Rosmorport decided to fulfill this task. At the initial stage they revealed the existing drawbacks of Russian ports’ performance: a large degree of over-capacity, insufficient carrying capacity of road and railway infrastructure on the accesses to ports, negative social, economic, and environmental consequences caused by unbalanced extension of port capacities.
Viktor Olersky, Deputy Transport Minister of Russia said that the strategy envisages the development of ports according to the special-purpose programme. “In the near future, Russia will have an ambitious goal to become an efficient link between Europe and the dynamic Asian and Pacific region. Meanwhile, the new reality of economic life makes us justify our work planning more rationally,” he noted. The strategy contains outlooks for the pace of port capacities development in different basins, and estimated figures for cargo handling volumes in sea ports. These figures depend on the three scenarios of development – the inertial, the baseline, and the expert ones. Therefore, by the time this strategy has been carried out, the design capacity of Russian terminals will amount to between 1.4 and 1.66 billion tons, and the total throughput will grow by 80-140% to 0.98-1.29 billion tons.
In the words of Mr Olersky, the state is going to orient the portmen towards the average version. “The baseline scenario will be carried out mainly within the framework of large projects on transport system development. During formation of new territorial and production clusters specialising in energy source materials (the Lower Angara region, the Chita region, the area near the BAM) and development of accesses to ports and port zones. This scenario considers a lower demand for oil in the global market, and a slower pace of growth in world trade impacted by the global crisis, and insufficient use of Russia’s transit potential. The main drag will be the decline in the external demand and domestic investment activity,” noted the Deputy Transport Minister.
Even this, not the most optimistic version, envisages that the throughput of sea ports will exceed one billion tons by 2030. In case of a successful implementation of the investment projects, the port facilities will transfer to the “expert” scenario after 2020. It means the construction of transport complexes oriented to transit cargo flows, multimodal logistic centres, and informational nodes.

Three Stages Including the Hypothetical One  
Completion of the strategy is proposed by achieving three main objectives. The first is the increasing capacities which will allow the further development of ports. The second is the creation of conditions enhancing the competitiveness of the sea ports by means of, for example, greater efficiency of services, the reduction of administrative barriers, and a balanced tariff policy. The third is the improvement of state administration processes in the port sector. All these must go hand in hand with the safe operation of the sea transport and the port sector.   
These objectives are to be achieved in three phases. In the first phase (2015), the current projects will be carried out within the framework of the acting federal and target programme “Development of Russian Transport System (2010-2015).” The second phase (2015-2020) is the period of creation and development of the basic infrastructure of sea ports, and priority projects implementation. It will be the main phase, when all the large projects have been put in operation and the handling volume rises. The third phase, in the words of Mr Olersky, has a rather hypothetical character at present moment. 
When large industrial companies develop their strategies and define priorities for the further development of sea port infrastructure, they take the importance of these projects for the nation into account. Constant monitoring is needed. Currently, the authors of the document have made their forecasts through the analysis of basic economic trends and the plans of the largest cargo owners. Meanwhile, cargo owners used to say that forecasting the production volume in such unstable conditions is a thankless job. Therefore, as planned in the strategy, one of the instruments for infrastructure development and the elimination of the funding deficit will be an increase in the relative expenditure from the federal and the regional budgets.    
They are to reach 2-2.1% of the GDP by 2030. To remind, this figure was 1.2% of the GDP in 2010. According to the Ministry of Transport, if the state follows the trend of the port infrastructure development, investment in railways must amount to at least RUB 217 billion by 2015.
In the opinion of Yaroslav Semenikhin, CEO of the Far-Eastern Marine Research, Design and Technology Institute, when developing documents for such a programme, one should take into account that economy, trade, and product distribution are a flexible environment for development, which strives to find the most comfortable routes. Consequently, what routes a consignor chooses for its cargo- and commodities transportation depends on the degree of port and infrastructure development, not just on the current forecasts for the freight base.  This approach takes into account the opportunities for freight base development, and the way the port can influence its formation. There is no such objective in the strategy, however. “Today, we should not go adrift, passively occupying vacant places in the market. We must carry out an active development strategy, aimed at modernisation together with innovative approaches chosen by the state,” believes the expert.

To Develop Together
Analysing the strategy, market players agree that all efforts targeted at the port infrastructure development will be in vain until they are synchronised with the development of railways. The document highlights insufficient carrying capacity on railway accesses to ports as the main factor restraining the development of the stevedoring business. Over 46% of freight is currently transported to ports by railway, and there is an acute need for the development of close and distant railway accesses to all sea basins in the RF. The problem becomes even worse because the Russian economy needs transportation of a significant amount of freight even now, while RZD does not have enough funds for the infrastructure development on the required scale. Examining the outlook for the increase in handling capacities at railway-oriented ports and the plans to extend the opportunities of the railway, one can make a conclusion about the insufficient volume of the latter – 42 million tons by 2015, and 116 million tons by 2020. The most serious deficit in carrying capacity will be observed in the North-West of Russia and the Far East – approximately 40 million tons in every basin.
According to the Institute of Economic and Transport Development and Russian Railways, the development of the mineral deposits in the Far Eastern and Siberian federal districts, the construction of port export capacities in the Vanino transport node and ports of the Primorsk region will contribute to the largest increase in cargo flows at the BAM and the Transsib. For example, on the approaches to the Komsomolsk railway node at the BAM, freight traffic density is forecasted to grow by 230% by 2015 and by almost 350% by 2020. In its turn, the total traffic on the railway network on the approach to Vanino will exceed 41 million tons by 2015 and about 60 million tons by 2020; and that in the Primorsk region – more than 91 million tons and 100 million tons respectively. Therefore, to transport the increasing cargo flow, a dramatic reconstruction and development of the railway infrastructure of the BAM and the Transsib is needed.
RZD has shown interest several times in the development of ports in the Primorsk region. According to Mikhail Zaichenko, Head of the Far Eastern Railway, the strategic prospects for railways development in the Far East is connected with the formation of international transport corridors. “Complex, anticipatory, and balanced development of railways and the port infrastructure in the Far East is required to service such a large transportation volume. The plans for the prospective development of ports must envisage participation in the development of railway accesses to them,” he believes. Moreover, they say in RZD that amid the increase in exports, there appears a necessity for some sea ports to specialise in the handling of certain types of cargo to increase handling capacities.
Oleg Terekhov, President of the Association of Commercial Sea Ports thinks that the volume announced in the strategy for freight flow are notional, because the period for more realistic planning is not more greater than 5 years. “The inertial forecast method is used in this strategy, i.e. it is based on the pace of the current figures. It has little to do with the scientific approach, which must take into account, first of all, the pace of industrial growth and the economy as a whole, considering its increasing globalisation. One can scarecely predict some definite throughput in Russian ports in the distant future, when it is difficult to forecast oil prices even for the next few months,” notes Mr Terekhov.

Counting on a Financial Miracle 
The strategy envisages creation of a totally new scheme for selecting investment projects. Special attention will be paid to attracting funds from private investors. According to plans, by 2015 the ratio of public and private sources in projects in the port sector must be one rouble to two roubles. By 2030, this figure is supposed to be 1:3. In the early 2000-s, it was 1:10, but the state invested practically nothing in the port infrastructure at that time.
Experts note that the financial support for the events envisaged by the strategy is hardly detailed. The authors of the strategy mentioned such funding sources as state funding (inclusion into a federal target programme), or at the expense of Rosmorport; at the expense of private sources, including investors’ funds; loans or equity issue; a launch of a joint venture by port authorities and an operator (operators), ship owners, cargo owners, etc.; this diversification, however, does not create any certainty. In the opinion of Mr Seminikhin, the vocabulary of the document is underdeveloped. Particularly, it is not clear what is meant by terms such as “the administration of the port” or “senior managers of the port,” which are to finance its development or develop joint business-projects on the basis of public-private partnership.
Attraction of private sources becomes even more complicated because of the differences in the economic motivations of participants in the transport process. In the opinion of Prof. Engels Gagarsky, Head of the Department of Intersectoral Transport Coordination of SoyuzmorNIIproject OJSC, the main flaws in the interaction between railways and ports are not in the technological, but in the economic sphere. In times of price fluctuations, stevedores are interested in slowing down goods traffic on purpose, which causes railway rolling stock to stand idle. Ports minimise their expenses preferring to keep railcars, because the fee for a vessel standing idle in the port exceeds that for wagons. 
To remind, together with the Strategy for Ports Development, there are such documents as “The Transport Strategy of the Russian Federation till 2030”, and the federal target programme “Development of the RF Transport System (2010-2015),”  “The Strategy of Railways Development in the RF till 2030,” etc. 
All of them are oriented towards achieving the national objective of efficient transport infrastructure development. In the opinion of experts, even together these documents do not help achieve the current objective of improving interaction among participants in the transport process. Alexander Khalezin, Advisor to Executive Director of NCSP OJSC says that there currently isn’t a unified document, which could define the common strategy of the stevedoring sector and the state policy in ports, give a real evaluation of the market increase in the freight flows matching the GDP growth, plan development of transport, railway lines, etc. “We need a document defining the direction of basic cargo flows to a region and which shows stevedores the further prospects for the development of port complexes,” sums up the expert.
By Oksana Perepelitsa  
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The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/6.jpg" border="1" alt=" " hspace="5" width="300" height="229" />The RF Government’s Marine Board recently approved the Strategy of Russian Sea Port Infrastructure Development till 2030. According to the document, the total cargo handling volume in the RF sea ports will double in the period between 2012 and 2030 to more than 1 billion tons. <br />The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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            [ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/6.jpg" border="1" alt=" " hspace="5" width="300" height="229" />The RF Government’s Marine Board recently approved the Strategy of Russian Sea Port Infrastructure Development till 2030. According to the document, the total cargo handling volume in the RF sea ports will double in the period between 2012 and 2030 to more than 1 billion tons. <br />The stevedores, however, will be able to handle this volume only if the carrying capacity of railways is extended.
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The Way the Vertical Was Built
RZD was established in 2003. At that moment, the company consisted of 17 railways, 141 functional affiliates, and eight representative offices abroad. The changes resulted in the creation of a holding company with operations divided according to business type. Then, it gradually transferred into a complex of vertically integrated organisations specialising in different businesses. The Directorate for Traction Rolling Stock Repair, the Central Directorate of Traffic Control, the Central Directorate for Terminal and Warehousing Complex Management, the Central Directorate for Heat and Water Supply, and the Traction Directorate were created in 2010-2011. Later, the Central Directorate of Infrastructure was formed by merging a number of departments. The organisational development strategy envisages the transfer of all infrastructure directorates at railways – affiliates of RZD to the Central Directorate of Infrastructure, in the first quarter of 2013. The creation of the vertically integrated management system will be completed later.
In the words of Vadim Morozov, First Vice President of RZD, the company’s current objective is to provide a unified approach to railway transportation management in every region.
Starting from October 2012, all railways have a new status – that of regional centres of corporate management (RCCM). In future, they will be subordinate to the Corporate Centre, which is being created now. In effect, an RCCM is to function as a corporate representative office of RZD in the area of a regional railway. Therefore, the chiefs of the railways have become RZD president plenipotentiaries, turning from region-scaled senior managers into network-level senior managers in charge of corporate operational results. Alexey Illarionov, Head of the Department for Informatisation and Management Corporate Processes at RZD noted that dozens of organisationally and legally separated business-units cannot be efficiently coordinated through direct supervision, therefore, the switch to the principles of process management and works project organisation was needed. 
The corporate centre, which does not directly participate in the operating activities of business units, must make decisions based on regularly updated information from different sources. In other words, control in the holding company is increasing, already covering all the core systems of management figures. 

Reorganisation with “Plus” Sign          
The reform helped to remove some extra links in the chain of management. Particularly, when launching the directorates, Russian Railways transferred from a three-tiered management system to a two-tiered system: all regional railway divisions were eliminated. The technologies were tested at the Octyabrskaya, Krasnoyarsk, and East-Siberian Railways (these are railways of different types: there are large export sea ports on the first of them, the second is engaged in transit transportation mainly, and the third railway is the area from where trains with mass cargoes depart). When the experiment was recognised as a success, the technologies were put into operation on the entire network. 
An important objective of the railway reform was the development of competition in the cargo rail transportation sector. It was achieved through the creation of operators - rolling stock owners. RZD established a number of such companies: TransContainer, Refservice, RailTransAuto, Russkaya Troyka, Freight One, and the Second Cargo Company. 
Also, in 2011, three wagon repair companies were founded on the basis of the Central Directorate for Cargo Wagons Repair in order to increase the efficiency of railcar repair and to guarantee the safety of transportation on RZD’s network.
The management of the operating process has also changed into a hierarchy. A Centre for Technological Cooperation was launched for that in May 2011. Its Head Sergey Kobzev noted that the main objective of the Centre was the optimisation of the technology of transportation, but it does not interfere in the operations management. Specialists at the Centre using their expertise, find bottle-necks and remove them through making amendments to technological regulations. Technological services are created at regional railways, and working groups – at large node stations and marshalling yards. The new body received the duties of the former engineers-in-chief departments.     
Therefore, the reform will help connect engineering and financial sections. Technological processes and business tasks must be coordinated within the framework of RCCM.
It is worth noting that all the structural changes, which had been put into operation on the Russian railway network, did not have any negative impact on safety and regularity of transportation.

To Be Continued
According to Valery Reshetnikov, Senior Vice President for Corporate Management and Strategic Development of RZD, the reform will result in a practically new railway system different from the American and the European ones. It will be able to provide efficient and regular transportation to fulfill the needs of the industry and the population. 
The results of the reform can be noticed already: the number of medium management bodies is decreasing, producing capacities are being optimised, unified standards of operations are being implemented for the business units, and the quality of services is improving.
According to the Strategy of RZD Holding Company Development until 2015 and the Concept of the Holding Company Organisational Development till 2015, the results of the reforms are to be summed up only in early 2016. Then, it will be possible to start work to achieve the objectives set by the statement of the Target Model of the Market. In particular, it is planned to commence the pilot projects targeted at the development of competition “for the route” and “on the route” among transporters on some separate railway sections.
The main objective of the final phase of the reform, as Andrey Nedosekov, Director of the Industry and Infrastructure Department of the RF Government said, is to optimise RZD’s and the state’s,   expenditure on increasing the carrying capacity of Russian railways. Therefore, there are a lot of things to do to develop the railway sector, which is one of the cores of Russian industry. ®
By Alexander Solntsev

viewpoint

Vladimir Yakunin, 
President, Russian Railways JSC:
– Put on tracks in the 19-th century, the Russian economy got a colossal boost. The expansion of the railway network contributed to the formation of whole industrial sectors – metallurgy, machine building, coal industry, etc. At the same time, there appeared the national school of cargo locomotive building and talented engineers and scientists, and the traditions of the modern transport business arose. The railways contributed to populating the more remote regions of the country, the central regions gained access to the Baltic Sea and the Black Sea. The reforms, which are carried out in Russia today, will help the country reach a new level in transportation volumes and infrastructure development.

Vadim Morozov, 
First Vice President, Russian Railways JSC:
– The positive dynamics of cargo turnover, the increase in cargoes, a larger number of participants in transportation all require better coordination of all links in the transport chain. Taking the fluctuations in the economy into account and to improve the use of the network, RZD strives to develop new forms of interaction with all players in the transport market. This will allow fulfilling consignors’ needs, and increasing cargo loading volumes and keeping railway infrastructure safe.

Valentin Gapanovich,
Senior Vice President, Russian Railways JSC:
–Carrying out the Innovative Development Programme, Russian Railways allocated approximately 0.5% of its revenues for the R&D, which is similar to the global average for transport companies. This figure is to grow to 1% by 2015. Within the framework of the Programme, a lot of attention is paid to the transfer of advanced foreign technologies to Russian manufacturers. Currently, RZD is getting ready to start to buy products exclusively from companies that have certificates for compliance with International Railway Industry Standard (IRIS). This will give an additional impulse to innovative development of the railway sector.


Alexey Illarionov,
Head of the Department of Informatisation and Management Corporate Processes, Russian Railways JSC:
–The main thesis, on which the new management system is based, is the transfer from a territorial to a functional management system. Consequently, we organise the management system so that it contributes to make the company’s work more efficient and reliable in the modern market conditions. I believe that a very important measure is the formation of a new team of managers. On the one hand, the new management system gives new opportunities, on the other hand, it requires new approaches and a new management culture.  

Viktor Stepov,
Head of the October Railway – an affiliate of Russian Railways JSC:
--Innovation is the basis of Russian railways development. Railway transport, and the October Railway in particular, are now undergoing innovative development and implementation of the latest technologies. That’s why we’ve got a great deal of large scale and interesting work ahead of us. A significant investment programme will be carried out at the railway. For example, we continue with development of accesses to the ports of Ust-Luga, Vysotsk, Primorsk, and Murmansk. These are long-term projects – till 2020. And they must provide sufficient carrying capacity, to satisfy Russian consignors.
    [~DETAIL_TEXT] => 
The Way the Vertical Was Built
RZD was established in 2003. At that moment, the company consisted of 17 railways, 141 functional affiliates, and eight representative offices abroad. The changes resulted in the creation of a holding company with operations divided according to business type. Then, it gradually transferred into a complex of vertically integrated organisations specialising in different businesses. The Directorate for Traction Rolling Stock Repair, the Central Directorate of Traffic Control, the Central Directorate for Terminal and Warehousing Complex Management, the Central Directorate for Heat and Water Supply, and the Traction Directorate were created in 2010-2011. Later, the Central Directorate of Infrastructure was formed by merging a number of departments. The organisational development strategy envisages the transfer of all infrastructure directorates at railways – affiliates of RZD to the Central Directorate of Infrastructure, in the first quarter of 2013. The creation of the vertically integrated management system will be completed later.
In the words of Vadim Morozov, First Vice President of RZD, the company’s current objective is to provide a unified approach to railway transportation management in every region.
Starting from October 2012, all railways have a new status – that of regional centres of corporate management (RCCM). In future, they will be subordinate to the Corporate Centre, which is being created now. In effect, an RCCM is to function as a corporate representative office of RZD in the area of a regional railway. Therefore, the chiefs of the railways have become RZD president plenipotentiaries, turning from region-scaled senior managers into network-level senior managers in charge of corporate operational results. Alexey Illarionov, Head of the Department for Informatisation and Management Corporate Processes at RZD noted that dozens of organisationally and legally separated business-units cannot be efficiently coordinated through direct supervision, therefore, the switch to the principles of process management and works project organisation was needed. 
The corporate centre, which does not directly participate in the operating activities of business units, must make decisions based on regularly updated information from different sources. In other words, control in the holding company is increasing, already covering all the core systems of management figures. 

Reorganisation with “Plus” Sign          
The reform helped to remove some extra links in the chain of management. Particularly, when launching the directorates, Russian Railways transferred from a three-tiered management system to a two-tiered system: all regional railway divisions were eliminated. The technologies were tested at the Octyabrskaya, Krasnoyarsk, and East-Siberian Railways (these are railways of different types: there are large export sea ports on the first of them, the second is engaged in transit transportation mainly, and the third railway is the area from where trains with mass cargoes depart). When the experiment was recognised as a success, the technologies were put into operation on the entire network. 
An important objective of the railway reform was the development of competition in the cargo rail transportation sector. It was achieved through the creation of operators - rolling stock owners. RZD established a number of such companies: TransContainer, Refservice, RailTransAuto, Russkaya Troyka, Freight One, and the Second Cargo Company. 
Also, in 2011, three wagon repair companies were founded on the basis of the Central Directorate for Cargo Wagons Repair in order to increase the efficiency of railcar repair and to guarantee the safety of transportation on RZD’s network.
The management of the operating process has also changed into a hierarchy. A Centre for Technological Cooperation was launched for that in May 2011. Its Head Sergey Kobzev noted that the main objective of the Centre was the optimisation of the technology of transportation, but it does not interfere in the operations management. Specialists at the Centre using their expertise, find bottle-necks and remove them through making amendments to technological regulations. Technological services are created at regional railways, and working groups – at large node stations and marshalling yards. The new body received the duties of the former engineers-in-chief departments.     
Therefore, the reform will help connect engineering and financial sections. Technological processes and business tasks must be coordinated within the framework of RCCM.
It is worth noting that all the structural changes, which had been put into operation on the Russian railway network, did not have any negative impact on safety and regularity of transportation.

To Be Continued
According to Valery Reshetnikov, Senior Vice President for Corporate Management and Strategic Development of RZD, the reform will result in a practically new railway system different from the American and the European ones. It will be able to provide efficient and regular transportation to fulfill the needs of the industry and the population. 
The results of the reform can be noticed already: the number of medium management bodies is decreasing, producing capacities are being optimised, unified standards of operations are being implemented for the business units, and the quality of services is improving.
According to the Strategy of RZD Holding Company Development until 2015 and the Concept of the Holding Company Organisational Development till 2015, the results of the reforms are to be summed up only in early 2016. Then, it will be possible to start work to achieve the objectives set by the statement of the Target Model of the Market. In particular, it is planned to commence the pilot projects targeted at the development of competition “for the route” and “on the route” among transporters on some separate railway sections.
The main objective of the final phase of the reform, as Andrey Nedosekov, Director of the Industry and Infrastructure Department of the RF Government said, is to optimise RZD’s and the state’s,   expenditure on increasing the carrying capacity of Russian railways. Therefore, there are a lot of things to do to develop the railway sector, which is one of the cores of Russian industry. ®
By Alexander Solntsev

viewpoint

Vladimir Yakunin, 
President, Russian Railways JSC:
– Put on tracks in the 19-th century, the Russian economy got a colossal boost. The expansion of the railway network contributed to the formation of whole industrial sectors – metallurgy, machine building, coal industry, etc. At the same time, there appeared the national school of cargo locomotive building and talented engineers and scientists, and the traditions of the modern transport business arose. The railways contributed to populating the more remote regions of the country, the central regions gained access to the Baltic Sea and the Black Sea. The reforms, which are carried out in Russia today, will help the country reach a new level in transportation volumes and infrastructure development.

Vadim Morozov, 
First Vice President, Russian Railways JSC:
– The positive dynamics of cargo turnover, the increase in cargoes, a larger number of participants in transportation all require better coordination of all links in the transport chain. Taking the fluctuations in the economy into account and to improve the use of the network, RZD strives to develop new forms of interaction with all players in the transport market. This will allow fulfilling consignors’ needs, and increasing cargo loading volumes and keeping railway infrastructure safe.

Valentin Gapanovich,
Senior Vice President, Russian Railways JSC:
–Carrying out the Innovative Development Programme, Russian Railways allocated approximately 0.5% of its revenues for the R&D, which is similar to the global average for transport companies. This figure is to grow to 1% by 2015. Within the framework of the Programme, a lot of attention is paid to the transfer of advanced foreign technologies to Russian manufacturers. Currently, RZD is getting ready to start to buy products exclusively from companies that have certificates for compliance with International Railway Industry Standard (IRIS). This will give an additional impulse to innovative development of the railway sector.


Alexey Illarionov,
Head of the Department of Informatisation and Management Corporate Processes, Russian Railways JSC:
–The main thesis, on which the new management system is based, is the transfer from a territorial to a functional management system. Consequently, we organise the management system so that it contributes to make the company’s work more efficient and reliable in the modern market conditions. I believe that a very important measure is the formation of a new team of managers. On the one hand, the new management system gives new opportunities, on the other hand, it requires new approaches and a new management culture.  

Viktor Stepov,
Head of the October Railway – an affiliate of Russian Railways JSC:
--Innovation is the basis of Russian railways development. Railway transport, and the October Railway in particular, are now undergoing innovative development and implementation of the latest technologies. That’s why we’ve got a great deal of large scale and interesting work ahead of us. A significant investment programme will be carried out at the railway. For example, we continue with development of accesses to the ports of Ust-Luga, Vysotsk, Primorsk, and Murmansk. These are long-term projects – till 2020. And they must provide sufficient carrying capacity, to satisfy Russian consignors.
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    [DETAIL_TEXT] => 
The Way the Vertical Was Built
RZD was established in 2003. At that moment, the company consisted of 17 railways, 141 functional affiliates, and eight representative offices abroad. The changes resulted in the creation of a holding company with operations divided according to business type. Then, it gradually transferred into a complex of vertically integrated organisations specialising in different businesses. The Directorate for Traction Rolling Stock Repair, the Central Directorate of Traffic Control, the Central Directorate for Terminal and Warehousing Complex Management, the Central Directorate for Heat and Water Supply, and the Traction Directorate were created in 2010-2011. Later, the Central Directorate of Infrastructure was formed by merging a number of departments. The organisational development strategy envisages the transfer of all infrastructure directorates at railways – affiliates of RZD to the Central Directorate of Infrastructure, in the first quarter of 2013. The creation of the vertically integrated management system will be completed later.
In the words of Vadim Morozov, First Vice President of RZD, the company’s current objective is to provide a unified approach to railway transportation management in every region.
Starting from October 2012, all railways have a new status – that of regional centres of corporate management (RCCM). In future, they will be subordinate to the Corporate Centre, which is being created now. In effect, an RCCM is to function as a corporate representative office of RZD in the area of a regional railway. Therefore, the chiefs of the railways have become RZD president plenipotentiaries, turning from region-scaled senior managers into network-level senior managers in charge of corporate operational results. Alexey Illarionov, Head of the Department for Informatisation and Management Corporate Processes at RZD noted that dozens of organisationally and legally separated business-units cannot be efficiently coordinated through direct supervision, therefore, the switch to the principles of process management and works project organisation was needed. 
The corporate centre, which does not directly participate in the operating activities of business units, must make decisions based on regularly updated information from different sources. In other words, control in the holding company is increasing, already covering all the core systems of management figures. 

Reorganisation with “Plus” Sign          
The reform helped to remove some extra links in the chain of management. Particularly, when launching the directorates, Russian Railways transferred from a three-tiered management system to a two-tiered system: all regional railway divisions were eliminated. The technologies were tested at the Octyabrskaya, Krasnoyarsk, and East-Siberian Railways (these are railways of different types: there are large export sea ports on the first of them, the second is engaged in transit transportation mainly, and the third railway is the area from where trains with mass cargoes depart). When the experiment was recognised as a success, the technologies were put into operation on the entire network. 
An important objective of the railway reform was the development of competition in the cargo rail transportation sector. It was achieved through the creation of operators - rolling stock owners. RZD established a number of such companies: TransContainer, Refservice, RailTransAuto, Russkaya Troyka, Freight One, and the Second Cargo Company. 
Also, in 2011, three wagon repair companies were founded on the basis of the Central Directorate for Cargo Wagons Repair in order to increase the efficiency of railcar repair and to guarantee the safety of transportation on RZD’s network.
The management of the operating process has also changed into a hierarchy. A Centre for Technological Cooperation was launched for that in May 2011. Its Head Sergey Kobzev noted that the main objective of the Centre was the optimisation of the technology of transportation, but it does not interfere in the operations management. Specialists at the Centre using their expertise, find bottle-necks and remove them through making amendments to technological regulations. Technological services are created at regional railways, and working groups – at large node stations and marshalling yards. The new body received the duties of the former engineers-in-chief departments.     
Therefore, the reform will help connect engineering and financial sections. Technological processes and business tasks must be coordinated within the framework of RCCM.
It is worth noting that all the structural changes, which had been put into operation on the Russian railway network, did not have any negative impact on safety and regularity of transportation.

To Be Continued
According to Valery Reshetnikov, Senior Vice President for Corporate Management and Strategic Development of RZD, the reform will result in a practically new railway system different from the American and the European ones. It will be able to provide efficient and regular transportation to fulfill the needs of the industry and the population. 
The results of the reform can be noticed already: the number of medium management bodies is decreasing, producing capacities are being optimised, unified standards of operations are being implemented for the business units, and the quality of services is improving.
According to the Strategy of RZD Holding Company Development until 2015 and the Concept of the Holding Company Organisational Development till 2015, the results of the reforms are to be summed up only in early 2016. Then, it will be possible to start work to achieve the objectives set by the statement of the Target Model of the Market. In particular, it is planned to commence the pilot projects targeted at the development of competition “for the route” and “on the route” among transporters on some separate railway sections.
The main objective of the final phase of the reform, as Andrey Nedosekov, Director of the Industry and Infrastructure Department of the RF Government said, is to optimise RZD’s and the state’s,   expenditure on increasing the carrying capacity of Russian railways. Therefore, there are a lot of things to do to develop the railway sector, which is one of the cores of Russian industry. ®
By Alexander Solntsev

viewpoint

Vladimir Yakunin, 
President, Russian Railways JSC:
– Put on tracks in the 19-th century, the Russian economy got a colossal boost. The expansion of the railway network contributed to the formation of whole industrial sectors – metallurgy, machine building, coal industry, etc. At the same time, there appeared the national school of cargo locomotive building and talented engineers and scientists, and the traditions of the modern transport business arose. The railways contributed to populating the more remote regions of the country, the central regions gained access to the Baltic Sea and the Black Sea. The reforms, which are carried out in Russia today, will help the country reach a new level in transportation volumes and infrastructure development.

Vadim Morozov, 
First Vice President, Russian Railways JSC:
– The positive dynamics of cargo turnover, the increase in cargoes, a larger number of participants in transportation all require better coordination of all links in the transport chain. Taking the fluctuations in the economy into account and to improve the use of the network, RZD strives to develop new forms of interaction with all players in the transport market. This will allow fulfilling consignors’ needs, and increasing cargo loading volumes and keeping railway infrastructure safe.

Valentin Gapanovich,
Senior Vice President, Russian Railways JSC:
–Carrying out the Innovative Development Programme, Russian Railways allocated approximately 0.5% of its revenues for the R&D, which is similar to the global average for transport companies. This figure is to grow to 1% by 2015. Within the framework of the Programme, a lot of attention is paid to the transfer of advanced foreign technologies to Russian manufacturers. Currently, RZD is getting ready to start to buy products exclusively from companies that have certificates for compliance with International Railway Industry Standard (IRIS). This will give an additional impulse to innovative development of the railway sector.


Alexey Illarionov,
Head of the Department of Informatisation and Management Corporate Processes, Russian Railways JSC:
–The main thesis, on which the new management system is based, is the transfer from a territorial to a functional management system. Consequently, we organise the management system so that it contributes to make the company’s work more efficient and reliable in the modern market conditions. I believe that a very important measure is the formation of a new team of managers. On the one hand, the new management system gives new opportunities, on the other hand, it requires new approaches and a new management culture.  

Viktor Stepov,
Head of the October Railway – an affiliate of Russian Railways JSC:
--Innovation is the basis of Russian railways development. Railway transport, and the October Railway in particular, are now undergoing innovative development and implementation of the latest technologies. That’s why we’ve got a great deal of large scale and interesting work ahead of us. A significant investment programme will be carried out at the railway. For example, we continue with development of accesses to the ports of Ust-Luga, Vysotsk, Primorsk, and Murmansk. These are long-term projects – till 2020. And they must provide sufficient carrying capacity, to satisfy Russian consignors.
    [~DETAIL_TEXT] => 
The Way the Vertical Was Built
RZD was established in 2003. At that moment, the company consisted of 17 railways, 141 functional affiliates, and eight representative offices abroad. The changes resulted in the creation of a holding company with operations divided according to business type. Then, it gradually transferred into a complex of vertically integrated organisations specialising in different businesses. The Directorate for Traction Rolling Stock Repair, the Central Directorate of Traffic Control, the Central Directorate for Terminal and Warehousing Complex Management, the Central Directorate for Heat and Water Supply, and the Traction Directorate were created in 2010-2011. Later, the Central Directorate of Infrastructure was formed by merging a number of departments. The organisational development strategy envisages the transfer of all infrastructure directorates at railways – affiliates of RZD to the Central Directorate of Infrastructure, in the first quarter of 2013. The creation of the vertically integrated management system will be completed later.
In the words of Vadim Morozov, First Vice President of RZD, the company’s current objective is to provide a unified approach to railway transportation management in every region.
Starting from October 2012, all railways have a new status – that of regional centres of corporate management (RCCM). In future, they will be subordinate to the Corporate Centre, which is being created now. In effect, an RCCM is to function as a corporate representative office of RZD in the area of a regional railway. Therefore, the chiefs of the railways have become RZD president plenipotentiaries, turning from region-scaled senior managers into network-level senior managers in charge of corporate operational results. Alexey Illarionov, Head of the Department for Informatisation and Management Corporate Processes at RZD noted that dozens of organisationally and legally separated business-units cannot be efficiently coordinated through direct supervision, therefore, the switch to the principles of process management and works project organisation was needed. 
The corporate centre, which does not directly participate in the operating activities of business units, must make decisions based on regularly updated information from different sources. In other words, control in the holding company is increasing, already covering all the core systems of management figures. 

Reorganisation with “Plus” Sign          
The reform helped to remove some extra links in the chain of management. Particularly, when launching the directorates, Russian Railways transferred from a three-tiered management system to a two-tiered system: all regional railway divisions were eliminated. The technologies were tested at the Octyabrskaya, Krasnoyarsk, and East-Siberian Railways (these are railways of different types: there are large export sea ports on the first of them, the second is engaged in transit transportation mainly, and the third railway is the area from where trains with mass cargoes depart). When the experiment was recognised as a success, the technologies were put into operation on the entire network. 
An important objective of the railway reform was the development of competition in the cargo rail transportation sector. It was achieved through the creation of operators - rolling stock owners. RZD established a number of such companies: TransContainer, Refservice, RailTransAuto, Russkaya Troyka, Freight One, and the Second Cargo Company. 
Also, in 2011, three wagon repair companies were founded on the basis of the Central Directorate for Cargo Wagons Repair in order to increase the efficiency of railcar repair and to guarantee the safety of transportation on RZD’s network.
The management of the operating process has also changed into a hierarchy. A Centre for Technological Cooperation was launched for that in May 2011. Its Head Sergey Kobzev noted that the main objective of the Centre was the optimisation of the technology of transportation, but it does not interfere in the operations management. Specialists at the Centre using their expertise, find bottle-necks and remove them through making amendments to technological regulations. Technological services are created at regional railways, and working groups – at large node stations and marshalling yards. The new body received the duties of the former engineers-in-chief departments.     
Therefore, the reform will help connect engineering and financial sections. Technological processes and business tasks must be coordinated within the framework of RCCM.
It is worth noting that all the structural changes, which had been put into operation on the Russian railway network, did not have any negative impact on safety and regularity of transportation.

To Be Continued
According to Valery Reshetnikov, Senior Vice President for Corporate Management and Strategic Development of RZD, the reform will result in a practically new railway system different from the American and the European ones. It will be able to provide efficient and regular transportation to fulfill the needs of the industry and the population. 
The results of the reform can be noticed already: the number of medium management bodies is decreasing, producing capacities are being optimised, unified standards of operations are being implemented for the business units, and the quality of services is improving.
According to the Strategy of RZD Holding Company Development until 2015 and the Concept of the Holding Company Organisational Development till 2015, the results of the reforms are to be summed up only in early 2016. Then, it will be possible to start work to achieve the objectives set by the statement of the Target Model of the Market. In particular, it is planned to commence the pilot projects targeted at the development of competition “for the route” and “on the route” among transporters on some separate railway sections.
The main objective of the final phase of the reform, as Andrey Nedosekov, Director of the Industry and Infrastructure Department of the RF Government said, is to optimise RZD’s and the state’s,   expenditure on increasing the carrying capacity of Russian railways. Therefore, there are a lot of things to do to develop the railway sector, which is one of the cores of Russian industry. ®
By Alexander Solntsev

viewpoint

Vladimir Yakunin, 
President, Russian Railways JSC:
– Put on tracks in the 19-th century, the Russian economy got a colossal boost. The expansion of the railway network contributed to the formation of whole industrial sectors – metallurgy, machine building, coal industry, etc. At the same time, there appeared the national school of cargo locomotive building and talented engineers and scientists, and the traditions of the modern transport business arose. The railways contributed to populating the more remote regions of the country, the central regions gained access to the Baltic Sea and the Black Sea. The reforms, which are carried out in Russia today, will help the country reach a new level in transportation volumes and infrastructure development.

Vadim Morozov, 
First Vice President, Russian Railways JSC:
– The positive dynamics of cargo turnover, the increase in cargoes, a larger number of participants in transportation all require better coordination of all links in the transport chain. Taking the fluctuations in the economy into account and to improve the use of the network, RZD strives to develop new forms of interaction with all players in the transport market. This will allow fulfilling consignors’ needs, and increasing cargo loading volumes and keeping railway infrastructure safe.

Valentin Gapanovich,
Senior Vice President, Russian Railways JSC:
–Carrying out the Innovative Development Programme, Russian Railways allocated approximately 0.5% of its revenues for the R&D, which is similar to the global average for transport companies. This figure is to grow to 1% by 2015. Within the framework of the Programme, a lot of attention is paid to the transfer of advanced foreign technologies to Russian manufacturers. Currently, RZD is getting ready to start to buy products exclusively from companies that have certificates for compliance with International Railway Industry Standard (IRIS). This will give an additional impulse to innovative development of the railway sector.


Alexey Illarionov,
Head of the Department of Informatisation and Management Corporate Processes, Russian Railways JSC:
–The main thesis, on which the new management system is based, is the transfer from a territorial to a functional management system. Consequently, we organise the management system so that it contributes to make the company’s work more efficient and reliable in the modern market conditions. I believe that a very important measure is the formation of a new team of managers. On the one hand, the new management system gives new opportunities, on the other hand, it requires new approaches and a new management culture.  

Viktor Stepov,
Head of the October Railway – an affiliate of Russian Railways JSC:
--Innovation is the basis of Russian railways development. Railway transport, and the October Railway in particular, are now undergoing innovative development and implementation of the latest technologies. That’s why we’ve got a great deal of large scale and interesting work ahead of us. A significant investment programme will be carried out at the railway. For example, we continue with development of accesses to the ports of Ust-Luga, Vysotsk, Primorsk, and Murmansk. These are long-term projects – till 2020. And they must provide sufficient carrying capacity, to satisfy Russian consignors.
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    [~PREVIEW_TEXT] => Under the current phase of the reform, Russian Railways JSC has to accomplish a very important objective – to extend the process approach to infrastructure and transportation management to use the carrying capacity of railways most efficiently. Further development will require additional investment to make the transportation process match the requirements of the Russian economy.
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RZD to Double Locomotive Purchase Volume Next Year 
Russian Railways’ programme of investment in locomotive purchase in 2013 has almost doubled, Alexey Tsydenov, Deputy Transport Minister of Russia told journalists at the 6th regional conference of the non-commercial partnership “Union of Railway Machinery Producers” in Yekaterinburg. 
In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.


Russian Government Can Sell NCSP Stake to Strategic Investor
The Russian government does not rule out selling its 20% stake in Novorossiysk Commercial Sea Port (NCSP) to a strategic investor, First Deputy Prime Minister Igor Shuvalov told reporters on October 31. 
“We have to take into account, apart from the monetary side, who the investor is, whether there is some strategic investor who wants to buy the stake for this money,” Mr Shuvalov said.
Mr Shuvalov also said that the Federal State Property Management Agency Director Olga Dergunova has ordered an analysis to find out how much funding will be received from a share offering, and the value of a sale to strategic investors.
“Many could be considered... I think that everybody who is interested in the port, as infrastructure,” Shuvalov said, commenting on the possibility that multi-industry Summa Group, which holds 50.1% in the port, would be considered a strategic investor.
Aside from Summa Group and the Government, Russian Railways holds 5% in the port, while the remaining shares are in free float.
The government will not sell the stake until it finds out the real price of the asset, Economic Development Minister Andrei Belousov said earlier. A banking source said that the government could collect bids for the stake on November 7.

Russian Railways Plans to Invest 1% of Revenues in R&D
Valentin Gapanovich, Senior Vice President of Russian Railways, announced at a Russia – EU research seminar on rail transport, organised by JSC VNIIZhT, that Russian Railways planned to invest 1% of its revenues in research and development. 
As Gapanovich noted, in the course of implementing its Innovation Development Programme in 2011, Russian Railways spent about 0.5% of its revenue on R&D, which corresponds to global averages for transport companies. By 2015, this figure is expected to rise to 1%.
According to the Senior Vice President, the Company’s portfolio of intellectual property by the end of 2012 will be around 1,700 titles, which include more than one thousand patents on inventions and useful models. It is planned to increase the number of titles held by the Company to over 2,000 by 2015.
In his words, Russian Railways is preparing to switch to purchasing products exclusively from companies certified with the Quality Management System in compliance with International Railway Industry Standard (IRIS). Manufacturers of railway equipment, according to Mr Gapanovich, have already initiated efforts to develop specific programmes to meet the requirements set out by the IRIS standard by 2015.

Alstom Is Ready to Localise High-Speed Train Manufacture in Russia
Alstom is ready to implement 100% localisation of high-speed train manufacture in Russia, if the decision to put such trains into operation is made, said Bernard Gonnet, Alstom’s Managing Director Russia and the CIS. 
According to him, the company proposes to produce trams in cooperation with Transmashholding in St Petersburg. The capacity of the plant will be 100 units per annum. The companies, however, will not manufacture double-deck wagons together. Alstom is interested in service companies, which are being privatised by RZD.

Ukraine to Give Up Train Imports in Favour of Developing Own Wagon Production
Ukraine intends to develop its own wagon building industry, Vice Prime Minister, Minister of Infrastructure of Ukraine Borys Kolesnikov said. 
“We won’t import trains any more. Ukraine has no worse engineers, they are skilled workers, therefore, of course, although we will need to import some components, particularly electronic systems, and we can manufacture all the rest,” he said at a briefing after visiting the InnoTrans 2012. According to him, foreign manufacturers who wish to enter the Ukrainian market will need to either organise production in Ukraine or cooperate with Ukrainian companies.
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RZD to Double Locomotive Purchase Volume Next Year 
Russian Railways’ programme of investment in locomotive purchase in 2013 has almost doubled, Alexey Tsydenov, Deputy Transport Minister of Russia told journalists at the 6th regional conference of the non-commercial partnership “Union of Railway Machinery Producers” in Yekaterinburg. 
In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.


Russian Government Can Sell NCSP Stake to Strategic Investor
The Russian government does not rule out selling its 20% stake in Novorossiysk Commercial Sea Port (NCSP) to a strategic investor, First Deputy Prime Minister Igor Shuvalov told reporters on October 31. 
“We have to take into account, apart from the monetary side, who the investor is, whether there is some strategic investor who wants to buy the stake for this money,” Mr Shuvalov said.
Mr Shuvalov also said that the Federal State Property Management Agency Director Olga Dergunova has ordered an analysis to find out how much funding will be received from a share offering, and the value of a sale to strategic investors.
“Many could be considered... I think that everybody who is interested in the port, as infrastructure,” Shuvalov said, commenting on the possibility that multi-industry Summa Group, which holds 50.1% in the port, would be considered a strategic investor.
Aside from Summa Group and the Government, Russian Railways holds 5% in the port, while the remaining shares are in free float.
The government will not sell the stake until it finds out the real price of the asset, Economic Development Minister Andrei Belousov said earlier. A banking source said that the government could collect bids for the stake on November 7.

Russian Railways Plans to Invest 1% of Revenues in R&D
Valentin Gapanovich, Senior Vice President of Russian Railways, announced at a Russia – EU research seminar on rail transport, organised by JSC VNIIZhT, that Russian Railways planned to invest 1% of its revenues in research and development. 
As Gapanovich noted, in the course of implementing its Innovation Development Programme in 2011, Russian Railways spent about 0.5% of its revenue on R&D, which corresponds to global averages for transport companies. By 2015, this figure is expected to rise to 1%.
According to the Senior Vice President, the Company’s portfolio of intellectual property by the end of 2012 will be around 1,700 titles, which include more than one thousand patents on inventions and useful models. It is planned to increase the number of titles held by the Company to over 2,000 by 2015.
In his words, Russian Railways is preparing to switch to purchasing products exclusively from companies certified with the Quality Management System in compliance with International Railway Industry Standard (IRIS). Manufacturers of railway equipment, according to Mr Gapanovich, have already initiated efforts to develop specific programmes to meet the requirements set out by the IRIS standard by 2015.

Alstom Is Ready to Localise High-Speed Train Manufacture in Russia
Alstom is ready to implement 100% localisation of high-speed train manufacture in Russia, if the decision to put such trains into operation is made, said Bernard Gonnet, Alstom’s Managing Director Russia and the CIS. 
According to him, the company proposes to produce trams in cooperation with Transmashholding in St Petersburg. The capacity of the plant will be 100 units per annum. The companies, however, will not manufacture double-deck wagons together. Alstom is interested in service companies, which are being privatised by RZD.

Ukraine to Give Up Train Imports in Favour of Developing Own Wagon Production
Ukraine intends to develop its own wagon building industry, Vice Prime Minister, Minister of Infrastructure of Ukraine Borys Kolesnikov said. 
“We won’t import trains any more. Ukraine has no worse engineers, they are skilled workers, therefore, of course, although we will need to import some components, particularly electronic systems, and we can manufacture all the rest,” he said at a briefing after visiting the InnoTrans 2012. According to him, foreign manufacturers who wish to enter the Ukrainian market will need to either organise production in Ukraine or cooperate with Ukrainian companies.
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In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.
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RZD to Double Locomotive Purchase Volume Next Year 
Russian Railways’ programme of investment in locomotive purchase in 2013 has almost doubled, Alexey Tsydenov, Deputy Transport Minister of Russia told journalists at the 6th regional conference of the non-commercial partnership “Union of Railway Machinery Producers” in Yekaterinburg. 
In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.


Russian Government Can Sell NCSP Stake to Strategic Investor
The Russian government does not rule out selling its 20% stake in Novorossiysk Commercial Sea Port (NCSP) to a strategic investor, First Deputy Prime Minister Igor Shuvalov told reporters on October 31. 
“We have to take into account, apart from the monetary side, who the investor is, whether there is some strategic investor who wants to buy the stake for this money,” Mr Shuvalov said.
Mr Shuvalov also said that the Federal State Property Management Agency Director Olga Dergunova has ordered an analysis to find out how much funding will be received from a share offering, and the value of a sale to strategic investors.
“Many could be considered... I think that everybody who is interested in the port, as infrastructure,” Shuvalov said, commenting on the possibility that multi-industry Summa Group, which holds 50.1% in the port, would be considered a strategic investor.
Aside from Summa Group and the Government, Russian Railways holds 5% in the port, while the remaining shares are in free float.
The government will not sell the stake until it finds out the real price of the asset, Economic Development Minister Andrei Belousov said earlier. A banking source said that the government could collect bids for the stake on November 7.

Russian Railways Plans to Invest 1% of Revenues in R&D
Valentin Gapanovich, Senior Vice President of Russian Railways, announced at a Russia – EU research seminar on rail transport, organised by JSC VNIIZhT, that Russian Railways planned to invest 1% of its revenues in research and development. 
As Gapanovich noted, in the course of implementing its Innovation Development Programme in 2011, Russian Railways spent about 0.5% of its revenue on R&D, which corresponds to global averages for transport companies. By 2015, this figure is expected to rise to 1%.
According to the Senior Vice President, the Company’s portfolio of intellectual property by the end of 2012 will be around 1,700 titles, which include more than one thousand patents on inventions and useful models. It is planned to increase the number of titles held by the Company to over 2,000 by 2015.
In his words, Russian Railways is preparing to switch to purchasing products exclusively from companies certified with the Quality Management System in compliance with International Railway Industry Standard (IRIS). Manufacturers of railway equipment, according to Mr Gapanovich, have already initiated efforts to develop specific programmes to meet the requirements set out by the IRIS standard by 2015.

Alstom Is Ready to Localise High-Speed Train Manufacture in Russia
Alstom is ready to implement 100% localisation of high-speed train manufacture in Russia, if the decision to put such trains into operation is made, said Bernard Gonnet, Alstom’s Managing Director Russia and the CIS. 
According to him, the company proposes to produce trams in cooperation with Transmashholding in St Petersburg. The capacity of the plant will be 100 units per annum. The companies, however, will not manufacture double-deck wagons together. Alstom is interested in service companies, which are being privatised by RZD.

Ukraine to Give Up Train Imports in Favour of Developing Own Wagon Production
Ukraine intends to develop its own wagon building industry, Vice Prime Minister, Minister of Infrastructure of Ukraine Borys Kolesnikov said. 
“We won’t import trains any more. Ukraine has no worse engineers, they are skilled workers, therefore, of course, although we will need to import some components, particularly electronic systems, and we can manufacture all the rest,” he said at a briefing after visiting the InnoTrans 2012. According to him, foreign manufacturers who wish to enter the Ukrainian market will need to either organise production in Ukraine or cooperate with Ukrainian companies.
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Russian Railways’ programme of investment in locomotive purchase in 2013 has almost doubled, Alexey Tsydenov, Deputy Transport Minister of Russia told journalists at the 6th regional conference of the non-commercial partnership “Union of Railway Machinery Producers” in Yekaterinburg. 
In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.


Russian Government Can Sell NCSP Stake to Strategic Investor
The Russian government does not rule out selling its 20% stake in Novorossiysk Commercial Sea Port (NCSP) to a strategic investor, First Deputy Prime Minister Igor Shuvalov told reporters on October 31. 
“We have to take into account, apart from the monetary side, who the investor is, whether there is some strategic investor who wants to buy the stake for this money,” Mr Shuvalov said.
Mr Shuvalov also said that the Federal State Property Management Agency Director Olga Dergunova has ordered an analysis to find out how much funding will be received from a share offering, and the value of a sale to strategic investors.
“Many could be considered... I think that everybody who is interested in the port, as infrastructure,” Shuvalov said, commenting on the possibility that multi-industry Summa Group, which holds 50.1% in the port, would be considered a strategic investor.
Aside from Summa Group and the Government, Russian Railways holds 5% in the port, while the remaining shares are in free float.
The government will not sell the stake until it finds out the real price of the asset, Economic Development Minister Andrei Belousov said earlier. A banking source said that the government could collect bids for the stake on November 7.

Russian Railways Plans to Invest 1% of Revenues in R&D
Valentin Gapanovich, Senior Vice President of Russian Railways, announced at a Russia – EU research seminar on rail transport, organised by JSC VNIIZhT, that Russian Railways planned to invest 1% of its revenues in research and development. 
As Gapanovich noted, in the course of implementing its Innovation Development Programme in 2011, Russian Railways spent about 0.5% of its revenue on R&D, which corresponds to global averages for transport companies. By 2015, this figure is expected to rise to 1%.
According to the Senior Vice President, the Company’s portfolio of intellectual property by the end of 2012 will be around 1,700 titles, which include more than one thousand patents on inventions and useful models. It is planned to increase the number of titles held by the Company to over 2,000 by 2015.
In his words, Russian Railways is preparing to switch to purchasing products exclusively from companies certified with the Quality Management System in compliance with International Railway Industry Standard (IRIS). Manufacturers of railway equipment, according to Mr Gapanovich, have already initiated efforts to develop specific programmes to meet the requirements set out by the IRIS standard by 2015.

Alstom Is Ready to Localise High-Speed Train Manufacture in Russia
Alstom is ready to implement 100% localisation of high-speed train manufacture in Russia, if the decision to put such trains into operation is made, said Bernard Gonnet, Alstom’s Managing Director Russia and the CIS. 
According to him, the company proposes to produce trams in cooperation with Transmashholding in St Petersburg. The capacity of the plant will be 100 units per annum. The companies, however, will not manufacture double-deck wagons together. Alstom is interested in service companies, which are being privatised by RZD.

Ukraine to Give Up Train Imports in Favour of Developing Own Wagon Production
Ukraine intends to develop its own wagon building industry, Vice Prime Minister, Minister of Infrastructure of Ukraine Borys Kolesnikov said. 
“We won’t import trains any more. Ukraine has no worse engineers, they are skilled workers, therefore, of course, although we will need to import some components, particularly electronic systems, and we can manufacture all the rest,” he said at a briefing after visiting the InnoTrans 2012. According to him, foreign manufacturers who wish to enter the Ukrainian market will need to either organise production in Ukraine or cooperate with Ukrainian companies.
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In his words, RZD is the driver of the demand for locomotives, and next year the company will buy as many locomotives as the Russian industry can produce.
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Connecting East and West
A week-long intense program at the summit included numerous discussions and meetings involving Russia’s President.
The political and economic role of the event is unique. Business was represented by the traditional APEC business summit that took place on September 7. Optimisation of global freight routes and logistical development were among the key topics at the summit. 
Russia announced transportation and logistical development as a top priority, which implies, first of all, more effective use of the Transsib, the BAM and the Northern Sea Route. 
Gleb Ivashentsev, Ambassador Extraordinary and Plenipotentiary, Deputy Director at Russian APEC Study Center, said, “Establishment of safe logistics chains to connect Europe and Asia is a major task for our country. Historically Russia itself is a bridge between the two continents. We need to renovate existing routes, like the Transsib and the BAM, and develop new ones, like the Northern Sea Route”. 
Currently Russia’s transportation system is far less effective than that in the neighboring APEC countries.  
As a result, key transport corridors avoid Russia’s territory. China for example makes 30% of all APEC export volumes. In 2006 it became the largest goods supplier to Europe, having overtaken the USA. In June 2012 China exported goods to the EU totaling $29.37 billion, but most of that went via the Indian Ocean and the Suez Canal, i.e. bypassing Russia.
But Russia’s geography has enormous potential for development. By 2020 the country’s profits from shipments between Europe and Asia-Pacific region could reach $670 billion. 
“The route (via Russia) is very attractive. By using the Transsib and the BAM operators could cut the time and costs of transportation up to 2-3-fold. Besides, building and operation of transport infrastructure will provide many new jobs,” assured Vladimir Putin, the RF President at the meeting of APEC Economic Leaders and Business Advisory Council.
V. Putin outlined the advantages of the Transsib, the BAM and the Northern Sea Route: “With two thirds of Russian territory belonging to Asia, and one third to Europe, our transportation potential is enormous. The routes could be really effective economically.”

The BAM, the Transsib and the Northern Sea Route
Russia has both sea and rail routes that could help European and Asian suppliers cut their logistical expenditure. According to the APEC National Business Center calculations, with the Baikal-Amur mainline (the BAM) and the Transsib APEC countries could save about $600 billion on transportation by 2020.
The Northern Sea Route has great potential. The route from Yokohama (Japan) to Rotterdam (the Netherlands) via the Arctic Ocean is 11-12 days shorter than the Southern option.
Besides, the route is much less crowded than Suez and, surely, there’re no pirates. 
Nordic Bulk Carriers (Denmark), a private company, shipped its first bulk carrier via the Northern Sea Route in summer 2010, and by the end of 2012 they will ship 8 carriers loaded with iron ore. Every trip saves the company up to $650,000. 
The development of the Northern Sea Route requires a complex program and large scale investment. At the summit Russia raised this question, which is to be worked on by expert groups. 
“If we want to establish new logistics chains we need to solve a whole range of problems, from infrastructure to customs procedures,” comments Mr Ivashentsev. 
Vladimir Putin restated his plans for linking the Transsib with Trans-Korean railways: “We believe that besides the economic benefits, it would ensure political stabilisation.” This route could be laid along the maritime canal to Japan. “We would get a strong route for shipping Japanese goods to Europe. Every step of the way would attract private investors, but the project as a whole is possible only with state support,” explained Mr Putin.
Still, to make Russian routes more attractive for Asian exporters, massive investments are needed. The Northern Sea Route was launched thanks to the recent development of oil and gas fields in the Arctic. 
“Soon there will be only three oil exporters among the Asia-Pacific countries – Brunei, Malaysia, and Australia. All the others are potential consumers. That means Russia has a large potential market for its resources,” comments Mr Ivashentsev.

A Chance Not to Be Missed
“For many years our country had concentrated on strengthening economic ties with Europe, but now it starts turning to the East. This year was a success. Russia entered the WTO, taking an important step towards global integration. We expand our presence in Asia-Pacific region as well. The recent financial crisis demonstrated that we can’t afford to neglect these opportunities,” says Victoria Idrisova, Head of Trade Policy at the Russian APEC Study Center. That’s why both government and private companies invest in the Northern Sea Route. Russia works to improve legislation and creates safety control system on the route. 
The situation is even more complicated with railways in the Far East. Their carrying capacity on the approaches to sea ports does not satisfy even domestic suppliers. According to RZD estimations, the BAM development requires over RUB 730 billion, the Transsib – about RUB 180 billion. 
By the end of the APEC summit the participant countries signed a final declaration. The document envisages logistical routes diversification, and Russia is ready to contribute. It’s high time to push the projects that have been discussed for years. The most important thing now is not to let the moment pass. 
By Stanislav Russkov
    [~DETAIL_TEXT] => 
Connecting East and West
A week-long intense program at the summit included numerous discussions and meetings involving Russia’s President.
The political and economic role of the event is unique. Business was represented by the traditional APEC business summit that took place on September 7. Optimisation of global freight routes and logistical development were among the key topics at the summit. 
Russia announced transportation and logistical development as a top priority, which implies, first of all, more effective use of the Transsib, the BAM and the Northern Sea Route. 
Gleb Ivashentsev, Ambassador Extraordinary and Plenipotentiary, Deputy Director at Russian APEC Study Center, said, “Establishment of safe logistics chains to connect Europe and Asia is a major task for our country. Historically Russia itself is a bridge between the two continents. We need to renovate existing routes, like the Transsib and the BAM, and develop new ones, like the Northern Sea Route”. 
Currently Russia’s transportation system is far less effective than that in the neighboring APEC countries.  
As a result, key transport corridors avoid Russia’s territory. China for example makes 30% of all APEC export volumes. In 2006 it became the largest goods supplier to Europe, having overtaken the USA. In June 2012 China exported goods to the EU totaling $29.37 billion, but most of that went via the Indian Ocean and the Suez Canal, i.e. bypassing Russia.
But Russia’s geography has enormous potential for development. By 2020 the country’s profits from shipments between Europe and Asia-Pacific region could reach $670 billion. 
“The route (via Russia) is very attractive. By using the Transsib and the BAM operators could cut the time and costs of transportation up to 2-3-fold. Besides, building and operation of transport infrastructure will provide many new jobs,” assured Vladimir Putin, the RF President at the meeting of APEC Economic Leaders and Business Advisory Council.
V. Putin outlined the advantages of the Transsib, the BAM and the Northern Sea Route: “With two thirds of Russian territory belonging to Asia, and one third to Europe, our transportation potential is enormous. The routes could be really effective economically.”

The BAM, the Transsib and the Northern Sea Route
Russia has both sea and rail routes that could help European and Asian suppliers cut their logistical expenditure. According to the APEC National Business Center calculations, with the Baikal-Amur mainline (the BAM) and the Transsib APEC countries could save about $600 billion on transportation by 2020.
The Northern Sea Route has great potential. The route from Yokohama (Japan) to Rotterdam (the Netherlands) via the Arctic Ocean is 11-12 days shorter than the Southern option.
Besides, the route is much less crowded than Suez and, surely, there’re no pirates. 
Nordic Bulk Carriers (Denmark), a private company, shipped its first bulk carrier via the Northern Sea Route in summer 2010, and by the end of 2012 they will ship 8 carriers loaded with iron ore. Every trip saves the company up to $650,000. 
The development of the Northern Sea Route requires a complex program and large scale investment. At the summit Russia raised this question, which is to be worked on by expert groups. 
“If we want to establish new logistics chains we need to solve a whole range of problems, from infrastructure to customs procedures,” comments Mr Ivashentsev. 
Vladimir Putin restated his plans for linking the Transsib with Trans-Korean railways: “We believe that besides the economic benefits, it would ensure political stabilisation.” This route could be laid along the maritime canal to Japan. “We would get a strong route for shipping Japanese goods to Europe. Every step of the way would attract private investors, but the project as a whole is possible only with state support,” explained Mr Putin.
Still, to make Russian routes more attractive for Asian exporters, massive investments are needed. The Northern Sea Route was launched thanks to the recent development of oil and gas fields in the Arctic. 
“Soon there will be only three oil exporters among the Asia-Pacific countries – Brunei, Malaysia, and Australia. All the others are potential consumers. That means Russia has a large potential market for its resources,” comments Mr Ivashentsev.

A Chance Not to Be Missed
“For many years our country had concentrated on strengthening economic ties with Europe, but now it starts turning to the East. This year was a success. Russia entered the WTO, taking an important step towards global integration. We expand our presence in Asia-Pacific region as well. The recent financial crisis demonstrated that we can’t afford to neglect these opportunities,” says Victoria Idrisova, Head of Trade Policy at the Russian APEC Study Center. That’s why both government and private companies invest in the Northern Sea Route. Russia works to improve legislation and creates safety control system on the route. 
The situation is even more complicated with railways in the Far East. Their carrying capacity on the approaches to sea ports does not satisfy even domestic suppliers. According to RZD estimations, the BAM development requires over RUB 730 billion, the Transsib – about RUB 180 billion. 
By the end of the APEC summit the participant countries signed a final declaration. The document envisages logistical routes diversification, and Russia is ready to contribute. It’s high time to push the projects that have been discussed for years. The most important thing now is not to let the moment pass. 
By Stanislav Russkov
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Connecting East and West
A week-long intense program at the summit included numerous discussions and meetings involving Russia’s President.
The political and economic role of the event is unique. Business was represented by the traditional APEC business summit that took place on September 7. Optimisation of global freight routes and logistical development were among the key topics at the summit. 
Russia announced transportation and logistical development as a top priority, which implies, first of all, more effective use of the Transsib, the BAM and the Northern Sea Route. 
Gleb Ivashentsev, Ambassador Extraordinary and Plenipotentiary, Deputy Director at Russian APEC Study Center, said, “Establishment of safe logistics chains to connect Europe and Asia is a major task for our country. Historically Russia itself is a bridge between the two continents. We need to renovate existing routes, like the Transsib and the BAM, and develop new ones, like the Northern Sea Route”. 
Currently Russia’s transportation system is far less effective than that in the neighboring APEC countries.  
As a result, key transport corridors avoid Russia’s territory. China for example makes 30% of all APEC export volumes. In 2006 it became the largest goods supplier to Europe, having overtaken the USA. In June 2012 China exported goods to the EU totaling $29.37 billion, but most of that went via the Indian Ocean and the Suez Canal, i.e. bypassing Russia.
But Russia’s geography has enormous potential for development. By 2020 the country’s profits from shipments between Europe and Asia-Pacific region could reach $670 billion. 
“The route (via Russia) is very attractive. By using the Transsib and the BAM operators could cut the time and costs of transportation up to 2-3-fold. Besides, building and operation of transport infrastructure will provide many new jobs,” assured Vladimir Putin, the RF President at the meeting of APEC Economic Leaders and Business Advisory Council.
V. Putin outlined the advantages of the Transsib, the BAM and the Northern Sea Route: “With two thirds of Russian territory belonging to Asia, and one third to Europe, our transportation potential is enormous. The routes could be really effective economically.”

The BAM, the Transsib and the Northern Sea Route
Russia has both sea and rail routes that could help European and Asian suppliers cut their logistical expenditure. According to the APEC National Business Center calculations, with the Baikal-Amur mainline (the BAM) and the Transsib APEC countries could save about $600 billion on transportation by 2020.
The Northern Sea Route has great potential. The route from Yokohama (Japan) to Rotterdam (the Netherlands) via the Arctic Ocean is 11-12 days shorter than the Southern option.
Besides, the route is much less crowded than Suez and, surely, there’re no pirates. 
Nordic Bulk Carriers (Denmark), a private company, shipped its first bulk carrier via the Northern Sea Route in summer 2010, and by the end of 2012 they will ship 8 carriers loaded with iron ore. Every trip saves the company up to $650,000. 
The development of the Northern Sea Route requires a complex program and large scale investment. At the summit Russia raised this question, which is to be worked on by expert groups. 
“If we want to establish new logistics chains we need to solve a whole range of problems, from infrastructure to customs procedures,” comments Mr Ivashentsev. 
Vladimir Putin restated his plans for linking the Transsib with Trans-Korean railways: “We believe that besides the economic benefits, it would ensure political stabilisation.” This route could be laid along the maritime canal to Japan. “We would get a strong route for shipping Japanese goods to Europe. Every step of the way would attract private investors, but the project as a whole is possible only with state support,” explained Mr Putin.
Still, to make Russian routes more attractive for Asian exporters, massive investments are needed. The Northern Sea Route was launched thanks to the recent development of oil and gas fields in the Arctic. 
“Soon there will be only three oil exporters among the Asia-Pacific countries – Brunei, Malaysia, and Australia. All the others are potential consumers. That means Russia has a large potential market for its resources,” comments Mr Ivashentsev.

A Chance Not to Be Missed
“For many years our country had concentrated on strengthening economic ties with Europe, but now it starts turning to the East. This year was a success. Russia entered the WTO, taking an important step towards global integration. We expand our presence in Asia-Pacific region as well. The recent financial crisis demonstrated that we can’t afford to neglect these opportunities,” says Victoria Idrisova, Head of Trade Policy at the Russian APEC Study Center. That’s why both government and private companies invest in the Northern Sea Route. Russia works to improve legislation and creates safety control system on the route. 
The situation is even more complicated with railways in the Far East. Their carrying capacity on the approaches to sea ports does not satisfy even domestic suppliers. According to RZD estimations, the BAM development requires over RUB 730 billion, the Transsib – about RUB 180 billion. 
By the end of the APEC summit the participant countries signed a final declaration. The document envisages logistical routes diversification, and Russia is ready to contribute. It’s high time to push the projects that have been discussed for years. The most important thing now is not to let the moment pass. 
By Stanislav Russkov
    [~DETAIL_TEXT] => 
Connecting East and West
A week-long intense program at the summit included numerous discussions and meetings involving Russia’s President.
The political and economic role of the event is unique. Business was represented by the traditional APEC business summit that took place on September 7. Optimisation of global freight routes and logistical development were among the key topics at the summit. 
Russia announced transportation and logistical development as a top priority, which implies, first of all, more effective use of the Transsib, the BAM and the Northern Sea Route. 
Gleb Ivashentsev, Ambassador Extraordinary and Plenipotentiary, Deputy Director at Russian APEC Study Center, said, “Establishment of safe logistics chains to connect Europe and Asia is a major task for our country. Historically Russia itself is a bridge between the two continents. We need to renovate existing routes, like the Transsib and the BAM, and develop new ones, like the Northern Sea Route”. 
Currently Russia’s transportation system is far less effective than that in the neighboring APEC countries.  
As a result, key transport corridors avoid Russia’s territory. China for example makes 30% of all APEC export volumes. In 2006 it became the largest goods supplier to Europe, having overtaken the USA. In June 2012 China exported goods to the EU totaling $29.37 billion, but most of that went via the Indian Ocean and the Suez Canal, i.e. bypassing Russia.
But Russia’s geography has enormous potential for development. By 2020 the country’s profits from shipments between Europe and Asia-Pacific region could reach $670 billion. 
“The route (via Russia) is very attractive. By using the Transsib and the BAM operators could cut the time and costs of transportation up to 2-3-fold. Besides, building and operation of transport infrastructure will provide many new jobs,” assured Vladimir Putin, the RF President at the meeting of APEC Economic Leaders and Business Advisory Council.
V. Putin outlined the advantages of the Transsib, the BAM and the Northern Sea Route: “With two thirds of Russian territory belonging to Asia, and one third to Europe, our transportation potential is enormous. The routes could be really effective economically.”

The BAM, the Transsib and the Northern Sea Route
Russia has both sea and rail routes that could help European and Asian suppliers cut their logistical expenditure. According to the APEC National Business Center calculations, with the Baikal-Amur mainline (the BAM) and the Transsib APEC countries could save about $600 billion on transportation by 2020.
The Northern Sea Route has great potential. The route from Yokohama (Japan) to Rotterdam (the Netherlands) via the Arctic Ocean is 11-12 days shorter than the Southern option.
Besides, the route is much less crowded than Suez and, surely, there’re no pirates. 
Nordic Bulk Carriers (Denmark), a private company, shipped its first bulk carrier via the Northern Sea Route in summer 2010, and by the end of 2012 they will ship 8 carriers loaded with iron ore. Every trip saves the company up to $650,000. 
The development of the Northern Sea Route requires a complex program and large scale investment. At the summit Russia raised this question, which is to be worked on by expert groups. 
“If we want to establish new logistics chains we need to solve a whole range of problems, from infrastructure to customs procedures,” comments Mr Ivashentsev. 
Vladimir Putin restated his plans for linking the Transsib with Trans-Korean railways: “We believe that besides the economic benefits, it would ensure political stabilisation.” This route could be laid along the maritime canal to Japan. “We would get a strong route for shipping Japanese goods to Europe. Every step of the way would attract private investors, but the project as a whole is possible only with state support,” explained Mr Putin.
Still, to make Russian routes more attractive for Asian exporters, massive investments are needed. The Northern Sea Route was launched thanks to the recent development of oil and gas fields in the Arctic. 
“Soon there will be only three oil exporters among the Asia-Pacific countries – Brunei, Malaysia, and Australia. All the others are potential consumers. That means Russia has a large potential market for its resources,” comments Mr Ivashentsev.

A Chance Not to Be Missed
“For many years our country had concentrated on strengthening economic ties with Europe, but now it starts turning to the East. This year was a success. Russia entered the WTO, taking an important step towards global integration. We expand our presence in Asia-Pacific region as well. The recent financial crisis demonstrated that we can’t afford to neglect these opportunities,” says Victoria Idrisova, Head of Trade Policy at the Russian APEC Study Center. That’s why both government and private companies invest in the Northern Sea Route. Russia works to improve legislation and creates safety control system on the route. 
The situation is even more complicated with railways in the Far East. Their carrying capacity on the approaches to sea ports does not satisfy even domestic suppliers. According to RZD estimations, the BAM development requires over RUB 730 billion, the Transsib – about RUB 180 billion. 
By the end of the APEC summit the participant countries signed a final declaration. The document envisages logistical routes diversification, and Russia is ready to contribute. It’s high time to push the projects that have been discussed for years. The most important thing now is not to let the moment pass. 
By Stanislav Russkov
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High Time to Unlock Transit’s Potential
Currently, the annual volume of commodities turnover between Europe and Asia is valued at $600 billion, and only 1% of this volume is transported via rail. RZD believes that instead of discussions about the ways to improve the work of separate railway administrations and to attract (or redirect) new cargo flows to each of the railways, it is high time to pay attention to such valuable asset as the 1520 mm gauge network of railways. The length of such a railway network connecting the Baltic countries, Finland, Mongolia, and the CIS states is 200,000 kilometres. The total loading volume there is 2.4 billion tons and it is serviced by more than 1.5 million people.
Unfortunately, the transit potential of this business asset has not been fully utilised. Meanwhile, specialists believe that approximately one million containers may be attracted to the Trans-Siberian mainline (a part of RZD’s network). In the words of Mikhail Goncharov, Adviser to the President of RZD, the idea to create a new railway corridor via Slovakia and Austria was raised seven years ago, and the corridor was initially considered a measure for attracting transit cargo to the Transsib. 
Geographically, Russia has three entries to Europe: the northern – via Poland, via which a significant part of the commodities turnover moves to Germany; the southern – via Hungary, and the central way – via Slovakia. RZD say that the latter route is used less than it could be. 
Moreover, if we take a map and combine it with the existing concepts of international transport corridors, we’ll see that most of these corridors converge in the district named Twin City between Bratislava and Vienna. It is a European region, very interesting from the transport availability viewpoint, with well developed rail and road connections with ports.
That’s why when the idea of the new railway corridor was discussed by the Chancellor of Austria, the Prime Minister of Slovakia, and the President of RZD at that time, Twin City was chosen as a possible place for a new European logistics terminal.

Difficult, but Possible
They say in RZD that the time taken to implement an idea is very long. Serious preparatory works were needed to carry out the project. Sometimes, they had to postpone making decisions because of political issues.
Russia, Ukraine, Slovakia, and Austria launched a 4-way joint venture in 2009 to coordinate the project, evaluate its economic efficiency, and prepare an investment strategy to attract investment. Also in 2009, the project was proven commercially viable. Roland Berger Strategy Consultants made the case for the investment and carried out the preliminary feasibility study of the project. Its main conclusions were as follows: a 1520 mm railway line can be built from Kosice (a town on the border of Ukraine and Slovakia) to Bratislava. This project is technically and legally possible. Moreover, it will almost certainly be profitable.
According to the plan, the length of the line to be constructed may vary from 390 to 430 kilometres – depending on the chosen route. It has not been approved yet.
In the words of Mr Goncharov, after the choice is made, the JV founders will not rush to disclose it, because they want to maximise use of the existing railway line and the rights-of-way, and to avoid speculation in the Slovak land market.
Investments in the project are estimated at more than €6 billion. The main cargo to be carried via the new railway is containers – 24-25 million tons per annum. This data takes an optimistic outlook, because Roland Berger used figures from 2007 for the calculations, and there was a peak in pre-crisis transportation at that time. Meanwhile, to transport a little more than half of that freight, Austrian railways have to invest about €1 billion in the project.

It Is Not an Expansion
RZD emphasise that the goal is not the extension of 1520 mm gauge, but the creation of conditions for an increase of transit and generation of new freight flows, which will be of interest and use to the customers of the railway administrations involved in this project. Therefore, the transport time from Europe to East Asia (or vice versa) will be just half of that needed for sea shipment. 
Experts believe that 10% of the deep sea cargo flow could be redirected to the railways already. Moreover, for some cargoes such reduction in the delivery time would be significant at matching prices or even if the tariff on railway transportation was slightly higher.
If a deep sea service can now afford some price cutting, in 5-10 years the situation may dramatically change, according to forecasts. The capacities for the planned traffic should be being prepared today.
The new railway line will allow cargo owners to save up to $2,500 of circulating assets per one container. Therefore, the new corridor has definite potential from an economic viewpoint.
RZD note that it is high time to turn words about the enhancement of railways’ competitiveness into deeds. The JV has developed plans for 1520 mm gauge extension into Central Europe, and it offers the prospect of putting into operation a real new railway service with a promising future.
As a result of the project, a 400-500 kilometre long broad gauge in Europe will be joined with the 10,000 kilometres of railway on the Russian side, which will make the logistics centre closer to the final consumer of the transport service.
Why was the broad gauge chosen? Because it has a number of competitive advantages allowing the transportation of longer trains, a larger load on infrastructure, etc. Also, by making the logistics centre closer to customers, it will be possible to eliminate reloading from one gauge to the other, to simplify paper work, and make the work of rolling stock more efficient. According to RZD, current expenditure by operators may be cut due to faster wagon turnover (by at least two days).
Therefore, the main idea is not the construction of a new 400 kilometres of broad gauge, but the creation of a new 10,000 kilometre long transport corridor for more efficient transportation between Europe and Asia and joining them into a more consolidated economic cluster, which will be more competitive in the global market.
In addition, this can be a pilot project in the sphere of study and integration of the current systems of technical regulation and legislation. The programme matches the goals the European Commission sets transporters: to redirect cargo from road and other transport modes to railways and sea, which are more eco-friendly.
  
A Crucial Year
The year of 2012 is considered crucial for the project, because the pre-design stage may be completed and design works may start this year, i.e. a specified feasibility study can be made, and then the design and construction works may be carried out.
RZD say that there is a heated discussion going on about the terms needed to carry out the project. For example, representatives of the Austrian and Slovak founders of the JV believe that 10-15 years are needed for track-rights. Specialists at RZD are sure that this delay could cause the market to collapse. 
The Russian party think that the feasibility study can be completed by the end of 2014, the design works may be finished by 2016, and the project can be put into operation in 2020. RZD say that if everything is done right, the railway will boost the existing transportation and attract new cargoes to this mode of transport.
The creation of the new transport corridor can contribute to the development of the economy of European states. And not only the Europeans. According to Roland Berger, the number of countries which will get direct or indirect benefit from this project is 32.
According to the plans, the scheme for funding the project will match the economic efficiency principle. However, there are no methods to fully evaluate the effect from the project. On the other hand, there are all components and resources to continue the work, including the team of qualified specialists now engaged in the project. In the near future, the railway administrations and the business from the 1520 mm gauge area will join the process of analysing potential cargo flows.
RZD emphasises that the process will not be closed to business. According to one of the discussed variants, operators’ activity in its framework may be brought to the market. Despite the uncertainty about the time needed to carry the project out, all the participants are sure that it will give new opportunities to a significant part of the business community. 
By Nadezhda Vtorushina
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High Time to Unlock Transit’s Potential
Currently, the annual volume of commodities turnover between Europe and Asia is valued at $600 billion, and only 1% of this volume is transported via rail. RZD believes that instead of discussions about the ways to improve the work of separate railway administrations and to attract (or redirect) new cargo flows to each of the railways, it is high time to pay attention to such valuable asset as the 1520 mm gauge network of railways. The length of such a railway network connecting the Baltic countries, Finland, Mongolia, and the CIS states is 200,000 kilometres. The total loading volume there is 2.4 billion tons and it is serviced by more than 1.5 million people.
Unfortunately, the transit potential of this business asset has not been fully utilised. Meanwhile, specialists believe that approximately one million containers may be attracted to the Trans-Siberian mainline (a part of RZD’s network). In the words of Mikhail Goncharov, Adviser to the President of RZD, the idea to create a new railway corridor via Slovakia and Austria was raised seven years ago, and the corridor was initially considered a measure for attracting transit cargo to the Transsib. 
Geographically, Russia has three entries to Europe: the northern – via Poland, via which a significant part of the commodities turnover moves to Germany; the southern – via Hungary, and the central way – via Slovakia. RZD say that the latter route is used less than it could be. 
Moreover, if we take a map and combine it with the existing concepts of international transport corridors, we’ll see that most of these corridors converge in the district named Twin City between Bratislava and Vienna. It is a European region, very interesting from the transport availability viewpoint, with well developed rail and road connections with ports.
That’s why when the idea of the new railway corridor was discussed by the Chancellor of Austria, the Prime Minister of Slovakia, and the President of RZD at that time, Twin City was chosen as a possible place for a new European logistics terminal.

Difficult, but Possible
They say in RZD that the time taken to implement an idea is very long. Serious preparatory works were needed to carry out the project. Sometimes, they had to postpone making decisions because of political issues.
Russia, Ukraine, Slovakia, and Austria launched a 4-way joint venture in 2009 to coordinate the project, evaluate its economic efficiency, and prepare an investment strategy to attract investment. Also in 2009, the project was proven commercially viable. Roland Berger Strategy Consultants made the case for the investment and carried out the preliminary feasibility study of the project. Its main conclusions were as follows: a 1520 mm railway line can be built from Kosice (a town on the border of Ukraine and Slovakia) to Bratislava. This project is technically and legally possible. Moreover, it will almost certainly be profitable.
According to the plan, the length of the line to be constructed may vary from 390 to 430 kilometres – depending on the chosen route. It has not been approved yet.
In the words of Mr Goncharov, after the choice is made, the JV founders will not rush to disclose it, because they want to maximise use of the existing railway line and the rights-of-way, and to avoid speculation in the Slovak land market.
Investments in the project are estimated at more than €6 billion. The main cargo to be carried via the new railway is containers – 24-25 million tons per annum. This data takes an optimistic outlook, because Roland Berger used figures from 2007 for the calculations, and there was a peak in pre-crisis transportation at that time. Meanwhile, to transport a little more than half of that freight, Austrian railways have to invest about €1 billion in the project.

It Is Not an Expansion
RZD emphasise that the goal is not the extension of 1520 mm gauge, but the creation of conditions for an increase of transit and generation of new freight flows, which will be of interest and use to the customers of the railway administrations involved in this project. Therefore, the transport time from Europe to East Asia (or vice versa) will be just half of that needed for sea shipment. 
Experts believe that 10% of the deep sea cargo flow could be redirected to the railways already. Moreover, for some cargoes such reduction in the delivery time would be significant at matching prices or even if the tariff on railway transportation was slightly higher.
If a deep sea service can now afford some price cutting, in 5-10 years the situation may dramatically change, according to forecasts. The capacities for the planned traffic should be being prepared today.
The new railway line will allow cargo owners to save up to $2,500 of circulating assets per one container. Therefore, the new corridor has definite potential from an economic viewpoint.
RZD note that it is high time to turn words about the enhancement of railways’ competitiveness into deeds. The JV has developed plans for 1520 mm gauge extension into Central Europe, and it offers the prospect of putting into operation a real new railway service with a promising future.
As a result of the project, a 400-500 kilometre long broad gauge in Europe will be joined with the 10,000 kilometres of railway on the Russian side, which will make the logistics centre closer to the final consumer of the transport service.
Why was the broad gauge chosen? Because it has a number of competitive advantages allowing the transportation of longer trains, a larger load on infrastructure, etc. Also, by making the logistics centre closer to customers, it will be possible to eliminate reloading from one gauge to the other, to simplify paper work, and make the work of rolling stock more efficient. According to RZD, current expenditure by operators may be cut due to faster wagon turnover (by at least two days).
Therefore, the main idea is not the construction of a new 400 kilometres of broad gauge, but the creation of a new 10,000 kilometre long transport corridor for more efficient transportation between Europe and Asia and joining them into a more consolidated economic cluster, which will be more competitive in the global market.
In addition, this can be a pilot project in the sphere of study and integration of the current systems of technical regulation and legislation. The programme matches the goals the European Commission sets transporters: to redirect cargo from road and other transport modes to railways and sea, which are more eco-friendly.
  
A Crucial Year
The year of 2012 is considered crucial for the project, because the pre-design stage may be completed and design works may start this year, i.e. a specified feasibility study can be made, and then the design and construction works may be carried out.
RZD say that there is a heated discussion going on about the terms needed to carry out the project. For example, representatives of the Austrian and Slovak founders of the JV believe that 10-15 years are needed for track-rights. Specialists at RZD are sure that this delay could cause the market to collapse. 
The Russian party think that the feasibility study can be completed by the end of 2014, the design works may be finished by 2016, and the project can be put into operation in 2020. RZD say that if everything is done right, the railway will boost the existing transportation and attract new cargoes to this mode of transport.
The creation of the new transport corridor can contribute to the development of the economy of European states. And not only the Europeans. According to Roland Berger, the number of countries which will get direct or indirect benefit from this project is 32.
According to the plans, the scheme for funding the project will match the economic efficiency principle. However, there are no methods to fully evaluate the effect from the project. On the other hand, there are all components and resources to continue the work, including the team of qualified specialists now engaged in the project. In the near future, the railway administrations and the business from the 1520 mm gauge area will join the process of analysing potential cargo flows.
RZD emphasises that the process will not be closed to business. According to one of the discussed variants, operators’ activity in its framework may be brought to the market. Despite the uncertainty about the time needed to carry the project out, all the participants are sure that it will give new opportunities to a significant part of the business community. 
By Nadezhda Vtorushina
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            [SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/inter/2012/4/3.jpg" border="1" alt=" " hspace="5" width="300" height="199" align="left" />In the framework of the VII International business forum “Strategic Partnership 1520”, a project for a new international transport corridor envisaging construction of the broad gauge on the Kosice – Bratislava – Vienna line was presented. Specialists at RZD are sure that in 2012 this project will start to be carried out, and its completion will bring profits to 32 countries, among which there are not only participants of the 1520 mm gauge.
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    [DETAIL_TEXT] => 
High Time to Unlock Transit’s Potential
Currently, the annual volume of commodities turnover between Europe and Asia is valued at $600 billion, and only 1% of this volume is transported via rail. RZD believes that instead of discussions about the ways to improve the work of separate railway administrations and to attract (or redirect) new cargo flows to each of the railways, it is high time to pay attention to such valuable asset as the 1520 mm gauge network of railways. The length of such a railway network connecting the Baltic countries, Finland, Mongolia, and the CIS states is 200,000 kilometres. The total loading volume there is 2.4 billion tons and it is serviced by more than 1.5 million people.
Unfortunately, the transit potential of this business asset has not been fully utilised. Meanwhile, specialists believe that approximately one million containers may be attracted to the Trans-Siberian mainline (a part of RZD’s network). In the words of Mikhail Goncharov, Adviser to the President of RZD, the idea to create a new railway corridor via Slovakia and Austria was raised seven years ago, and the corridor was initially considered a measure for attracting transit cargo to the Transsib. 
Geographically, Russia has three entries to Europe: the northern – via Poland, via which a significant part of the commodities turnover moves to Germany; the southern – via Hungary, and the central way – via Slovakia. RZD say that the latter route is used less than it could be. 
Moreover, if we take a map and combine it with the existing concepts of international transport corridors, we’ll see that most of these corridors converge in the district named Twin City between Bratislava and Vienna. It is a European region, very interesting from the transport availability viewpoint, with well developed rail and road connections with ports.
That’s why when the idea of the new railway corridor was discussed by the Chancellor of Austria, the Prime Minister of Slovakia, and the President of RZD at that time, Twin City was chosen as a possible place for a new European logistics terminal.

Difficult, but Possible
They say in RZD that the time taken to implement an idea is very long. Serious preparatory works were needed to carry out the project. Sometimes, they had to postpone making decisions because of political issues.
Russia, Ukraine, Slovakia, and Austria launched a 4-way joint venture in 2009 to coordinate the project, evaluate its economic efficiency, and prepare an investment strategy to attract investment. Also in 2009, the project was proven commercially viable. Roland Berger Strategy Consultants made the case for the investment and carried out the preliminary feasibility study of the project. Its main conclusions were as follows: a 1520 mm railway line can be built from Kosice (a town on the border of Ukraine and Slovakia) to Bratislava. This project is technically and legally possible. Moreover, it will almost certainly be profitable.
According to the plan, the length of the line to be constructed may vary from 390 to 430 kilometres – depending on the chosen route. It has not been approved yet.
In the words of Mr Goncharov, after the choice is made, the JV founders will not rush to disclose it, because they want to maximise use of the existing railway line and the rights-of-way, and to avoid speculation in the Slovak land market.
Investments in the project are estimated at more than €6 billion. The main cargo to be carried via the new railway is containers – 24-25 million tons per annum. This data takes an optimistic outlook, because Roland Berger used figures from 2007 for the calculations, and there was a peak in pre-crisis transportation at that time. Meanwhile, to transport a little more than half of that freight, Austrian railways have to invest about €1 billion in the project.

It Is Not an Expansion
RZD emphasise that the goal is not the extension of 1520 mm gauge, but the creation of conditions for an increase of transit and generation of new freight flows, which will be of interest and use to the customers of the railway administrations involved in this project. Therefore, the transport time from Europe to East Asia (or vice versa) will be just half of that needed for sea shipment. 
Experts believe that 10% of the deep sea cargo flow could be redirected to the railways already. Moreover, for some cargoes such reduction in the delivery time would be significant at matching prices or even if the tariff on railway transportation was slightly higher.
If a deep sea service can now afford some price cutting, in 5-10 years the situation may dramatically change, according to forecasts. The capacities for the planned traffic should be being prepared today.
The new railway line will allow cargo owners to save up to $2,500 of circulating assets per one container. Therefore, the new corridor has definite potential from an economic viewpoint.
RZD note that it is high time to turn words about the enhancement of railways’ competitiveness into deeds. The JV has developed plans for 1520 mm gauge extension into Central Europe, and it offers the prospect of putting into operation a real new railway service with a promising future.
As a result of the project, a 400-500 kilometre long broad gauge in Europe will be joined with the 10,000 kilometres of railway on the Russian side, which will make the logistics centre closer to the final consumer of the transport service.
Why was the broad gauge chosen? Because it has a number of competitive advantages allowing the transportation of longer trains, a larger load on infrastructure, etc. Also, by making the logistics centre closer to customers, it will be possible to eliminate reloading from one gauge to the other, to simplify paper work, and make the work of rolling stock more efficient. According to RZD, current expenditure by operators may be cut due to faster wagon turnover (by at least two days).
Therefore, the main idea is not the construction of a new 400 kilometres of broad gauge, but the creation of a new 10,000 kilometre long transport corridor for more efficient transportation between Europe and Asia and joining them into a more consolidated economic cluster, which will be more competitive in the global market.
In addition, this can be a pilot project in the sphere of study and integration of the current systems of technical regulation and legislation. The programme matches the goals the European Commission sets transporters: to redirect cargo from road and other transport modes to railways and sea, which are more eco-friendly.
  
A Crucial Year
The year of 2012 is considered crucial for the project, because the pre-design stage may be completed and design works may start this year, i.e. a specified feasibility study can be made, and then the design and construction works may be carried out.
RZD say that there is a heated discussion going on about the terms needed to carry out the project. For example, representatives of the Austrian and Slovak founders of the JV believe that 10-15 years are needed for track-rights. Specialists at RZD are sure that this delay could cause the market to collapse. 
The Russian party think that the feasibility study can be completed by the end of 2014, the design works may be finished by 2016, and the project can be put into operation in 2020. RZD say that if everything is done right, the railway will boost the existing transportation and attract new cargoes to this mode of transport.
The creation of the new transport corridor can contribute to the development of the economy of European states. And not only the Europeans. According to Roland Berger, the number of countries which will get direct or indirect benefit from this project is 32.
According to the plans, the scheme for funding the project will match the economic efficiency principle. However, there are no methods to fully evaluate the effect from the project. On the other hand, there are all components and resources to continue the work, including the team of qualified specialists now engaged in the project. In the near future, the railway administrations and the business from the 1520 mm gauge area will join the process of analysing potential cargo flows.
RZD emphasises that the process will not be closed to business. According to one of the discussed variants, operators’ activity in its framework may be brought to the market. Despite the uncertainty about the time needed to carry the project out, all the participants are sure that it will give new opportunities to a significant part of the business community. 
By Nadezhda Vtorushina
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High Time to Unlock Transit’s Potential
Currently, the annual volume of commodities turnover between Europe and Asia is valued at $600 billion, and only 1% of this volume is transported via rail. RZD believes that instead of discussions about the ways to improve the work of separate railway administrations and to attract (or redirect) new cargo flows to each of the railways, it is high time to pay attention to such valuable asset as the 1520 mm gauge network of railways. The length of such a railway network connecting the Baltic countries, Finland, Mongolia, and the CIS states is 200,000 kilometres. The total loading volume there is 2.4 billion tons and it is serviced by more than 1.5 million people.
Unfortunately, the transit potential of this business asset has not been fully utilised. Meanwhile, specialists believe that approximately one million containers may be attracted to the Trans-Siberian mainline (a part of RZD’s network). In the words of Mikhail Goncharov, Adviser to the President of RZD, the idea to create a new railway corridor via Slovakia and Austria was raised seven years ago, and the corridor was initially considered a measure for attracting transit cargo to the Transsib. 
Geographically, Russia has three entries to Europe: the northern – via Poland, via which a significant part of the commodities turnover moves to Germany; the southern – via Hungary, and the central way – via Slovakia. RZD say that the latter route is used less than it could be. 
Moreover, if we take a map and combine it with the existing concepts of international transport corridors, we’ll see that most of these corridors converge in the district named Twin City between Bratislava and Vienna. It is a European region, very interesting from the transport availability viewpoint, with well developed rail and road connections with ports.
That’s why when the idea of the new railway corridor was discussed by the Chancellor of Austria, the Prime Minister of Slovakia, and the President of RZD at that time, Twin City was chosen as a possible place for a new European logistics terminal.

Difficult, but Possible
They say in RZD that the time taken to implement an idea is very long. Serious preparatory works were needed to carry out the project. Sometimes, they had to postpone making decisions because of political issues.
Russia, Ukraine, Slovakia, and Austria launched a 4-way joint venture in 2009 to coordinate the project, evaluate its economic efficiency, and prepare an investment strategy to attract investment. Also in 2009, the project was proven commercially viable. Roland Berger Strategy Consultants made the case for the investment and carried out the preliminary feasibility study of the project. Its main conclusions were as follows: a 1520 mm railway line can be built from Kosice (a town on the border of Ukraine and Slovakia) to Bratislava. This project is technically and legally possible. Moreover, it will almost certainly be profitable.
According to the plan, the length of the line to be constructed may vary from 390 to 430 kilometres – depending on the chosen route. It has not been approved yet.
In the words of Mr Goncharov, after the choice is made, the JV founders will not rush to disclose it, because they want to maximise use of the existing railway line and the rights-of-way, and to avoid speculation in the Slovak land market.
Investments in the project are estimated at more than €6 billion. The main cargo to be carried via the new railway is containers – 24-25 million tons per annum. This data takes an optimistic outlook, because Roland Berger used figures from 2007 for the calculations, and there was a peak in pre-crisis transportation at that time. Meanwhile, to transport a little more than half of that freight, Austrian railways have to invest about €1 billion in the project.

It Is Not an Expansion
RZD emphasise that the goal is not the extension of 1520 mm gauge, but the creation of conditions for an increase of transit and generation of new freight flows, which will be of interest and use to the customers of the railway administrations involved in this project. Therefore, the transport time from Europe to East Asia (or vice versa) will be just half of that needed for sea shipment. 
Experts believe that 10% of the deep sea cargo flow could be redirected to the railways already. Moreover, for some cargoes such reduction in the delivery time would be significant at matching prices or even if the tariff on railway transportation was slightly higher.
If a deep sea service can now afford some price cutting, in 5-10 years the situation may dramatically change, according to forecasts. The capacities for the planned traffic should be being prepared today.
The new railway line will allow cargo owners to save up to $2,500 of circulating assets per one container. Therefore, the new corridor has definite potential from an economic viewpoint.
RZD note that it is high time to turn words about the enhancement of railways’ competitiveness into deeds. The JV has developed plans for 1520 mm gauge extension into Central Europe, and it offers the prospect of putting into operation a real new railway service with a promising future.
As a result of the project, a 400-500 kilometre long broad gauge in Europe will be joined with the 10,000 kilometres of railway on the Russian side, which will make the logistics centre closer to the final consumer of the transport service.
Why was the broad gauge chosen? Because it has a number of competitive advantages allowing the transportation of longer trains, a larger load on infrastructure, etc. Also, by making the logistics centre closer to customers, it will be possible to eliminate reloading from one gauge to the other, to simplify paper work, and make the work of rolling stock more efficient. According to RZD, current expenditure by operators may be cut due to faster wagon turnover (by at least two days).
Therefore, the main idea is not the construction of a new 400 kilometres of broad gauge, but the creation of a new 10,000 kilometre long transport corridor for more efficient transportation between Europe and Asia and joining them into a more consolidated economic cluster, which will be more competitive in the global market.
In addition, this can be a pilot project in the sphere of study and integration of the current systems of technical regulation and legislation. The programme matches the goals the European Commission sets transporters: to redirect cargo from road and other transport modes to railways and sea, which are more eco-friendly.
  
A Crucial Year
The year of 2012 is considered crucial for the project, because the pre-design stage may be completed and design works may start this year, i.e. a specified feasibility study can be made, and then the design and construction works may be carried out.
RZD say that there is a heated discussion going on about the terms needed to carry out the project. For example, representatives of the Austrian and Slovak founders of the JV believe that 10-15 years are needed for track-rights. Specialists at RZD are sure that this delay could cause the market to collapse. 
The Russian party think that the feasibility study can be completed by the end of 2014, the design works may be finished by 2016, and the project can be put into operation in 2020. RZD say that if everything is done right, the railway will boost the existing transportation and attract new cargoes to this mode of transport.
The creation of the new transport corridor can contribute to the development of the economy of European states. And not only the Europeans. According to Roland Berger, the number of countries which will get direct or indirect benefit from this project is 32.
According to the plans, the scheme for funding the project will match the economic efficiency principle. However, there are no methods to fully evaluate the effect from the project. On the other hand, there are all components and resources to continue the work, including the team of qualified specialists now engaged in the project. In the near future, the railway administrations and the business from the 1520 mm gauge area will join the process of analysing potential cargo flows.
RZD emphasises that the process will not be closed to business. According to one of the discussed variants, operators’ activity in its framework may be brought to the market. Despite the uncertainty about the time needed to carry the project out, all the participants are sure that it will give new opportunities to a significant part of the business community. 
By Nadezhda Vtorushina
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How to Attract Additional Cargo Flows?
The importance of developing the potential of railway transit and validating Russia’s status as a trade bridge between Europe and Asia was confirmed by Vladimir Putin, the RF President, at the APEC business summit in early September 2012.
According to experts, only 1% of freight carried between Europe and Asia is now transported via Russia, while the annual trade turnover between the countries in the mentioned regions amounts to approximately $1 trillion. In favourable conditions, this figure could grow five-fold by 2020, and this may happen due to the increase in transit transportation via this country, which will contribute an extra $5 billion to the Russian economy.
To this end, RZD’s objectives are as follows: firstly, to enhance the commercial attractiveness of transit transportation via the Russian railway network; secondly, to harmonise technical standards and regulations between Europe, Asia, and the 1520 mm gauge states to provide smooth passage of cargo flows; thirdly, to incorporate railway routes into modern-day logistic schemes and multimodal transport chains; fourthly, to extend research and engineering and innovative cooperation with railway companies from the EU, the CIS, and the APEC states. All these contribute to Russian railways’ integration into the global transport system. Work has already begun on this task. 

Core Corridors to Be Developed
As for the for the main transit routes, they are designated international transport corridors “East – West” and “North – South.”
Within the framework of the Strategy of Railways Development in the Russian Federation till 2030, we will carry out a set of projects aimed at enhancing the commercial attractiveness of transportation via our railway network. In particular, the carrying capacities of the routes comprising the “North – South” and the “East-West” transport corridors are being updated and extended. 
The successful completion of the first joint railway project between Russia and Iran influenced the further development of the “North-South” international transport corridor. The railway line Tabriz – Azarshahr, which opened on October 13, was electrified by Russian and Iranian specialists. Its length is about 46 km. There are five railway stations on the line. This project may become the starting point of further interaction between Russian and Iranian railways. 
Apart from the Tabriz – Azarshahr line, Iran would like to develop freight transportation through the “North - South” international transport corridor. The creation of direct railway communication with Iran via Azerbaijan and the construction of the Resht (Iran) – Astara (Iran) – Astara (Azerbaijan) line may contribute to an increase in its competitiveness. Should the project be carried out, the necessary conditions will be created to attract additional volumes of exports, imports, and transit freight and to use the two countries’ geopolitical position more efficiently to provide trade and economic connections between Europe and Asia.
The Trans-Siberian mainline is the basis for the “East – West” international transport corridor. It is recognised as the most important link in the bridge between Europe and Asia as an alternative to traditional trans-ocean routes. 
The Transsib is one of the most intensively used lines in the world. The total international transportation of large-capacity containers via the Trans-Siberian Railway grew to 563,000 TEU in 2010-2011 (a 27% increase as compared with 2009). In the first seven months of 2012, there was a 23% growth in cargo transportation volume in comparison with the same period in the previous year. In future, over 100 pairs of freight and passenger trains will run on the mainline sections daily on average. The General Scheme of Railways Development till 2020 envisages allocation of RUB 4.1 trillion of investments in railway infrastructure in the next eight years.
Currently, the train speed on the Transsib is approximately 1,200 km per day. In other words, a train takes eight days to travel its total length. By 2015, it will take seven days to transport containers via the Transsib from the eastern to the western border of Russia. And that is not the limit: in November 2011, a container train travelled from the Nakhodka-Vostochnaya station to the Shushary station (St Petersburg transport node) in six days and 16 hours.

Strengthening Partnership
The development of the infrastructure for transit requires significant funds. Public-private partnership mechanisms should be used more actively to attract financing. Possible sources of finance for our projects (money from the National Welfare Fund, the defined contribution pension system, or an issue of infrastructure bonds) have been under discussion for a long time. 
I think that real “long-term” investment needs to be attracted to the sector, including Russian and foreign financial institutions and strategic investors. RZD has attracted an extra £650 million for infrastructure development by placing 20-year Eurobonds on the London Stock Exchange. These are Eurobonds with the longest maturity date the company can offer and are the longest dated of any Russian issuer.
Attraction of additional transit volumes depends greatly on the efficiency of RZD’s interaction with international organisations. Unfortunately, RZD is still restrained by the compartmentalisation of the world’s transport system, particularly by the administrative barriers between the railways of different countries in Eurasia. 
Russian Railways continues work to harmonise these standards, closely cooperating with many international organisations.   
We reached an agreement with the International Union of Railways (UIC) about the development of international transport corridors and the establishment of quality and certification standards. We also develop interaction in this sphere with the Organisation for Co-operation between Railways (OSJD) and the transport division of the European Commission. 
Arrangements have been made within the framework of this working group for roads and railways established to strengthen the Russia – EU dialogue. RZD participates in the work together with the Inland Transport Committee of the United Nations Economic Commission for Europe (ITC UNECE). Matters discussed at the conferences included the issues of organising transportation, transport facilities construction, enhancement of international conventions and agreements strategically important for European transport services. A working group for railway transport, intermodal transportation and logistics, hazardous cargo transportation and customs issues is operating within this framework.
RZD is an official representative of the RF in the Trans-European railway project. An important event was the development of the Intergovernmental agreement about the network of Trans-Asian Railways within the framework of the Economic and Social Commission for Asia and the Pacific (UN ESCAP).
Also, the company concluded an intergovernmental agreement, which will give an additional impulse to the “East – West” international transport corridor development. I am sure that as soon as it is carried out, this initiative will be a stable basis to remove technological, customs and tariff barriers and will contribute to increasing the capacity of this route. A similar agreement about the “North-South” corridor has been in force since September 2000. 

Successful Projects
Russia, Belarus, and Kazakhstan continue to form the Common Economic Space (CES) from the border with the Asian and the Pacific region countries to the border with the EU. The standards for the flows of goods between the CES member states will converge consistently and the same thing will happen to tariffs and railway reform processes later. 
The transport and logistics system of the CES is developing rapidly. At the end of May 2012, a decision was made about establishing a United Transport and Logistics Company (UTLC). The decision was approved by the heads of the governments of the CES member states on June 15, 2012. The new company will be engaged in complex transport and logistics services in the intermodal railway transportation sphere.
I am sure that the launch of the UTLC will help increase the transit volumes between Europe and Asia. It is forecast to attract an additional container flow of up to 550,000 TEU till 2015, and 1 million TEU by 2020.
We believe that the attractiveness of the transit service will increase and its cost will reduce due to more efficient management of the container fleet, the decrease in the empty mileage, and the reduction of cargo delivery time at railway services.
RZD participates in the creation of a new Eurasian transport corridor from the Pacific Ocean to Slovakia and Austria. Such countries as Germany, Switzerland, Austria, Slovenia, the Czech Republic, Hungary, Slovakia, Serbia, Croatia, and Italy support this project. The main role in the process of Russian and European railway systems integration, however, belongs to RZD and the railways of Ukraine, Austria, and Slovakia.
The project envisages building logistics chains directly from Vienna to Vladivostok, Beijing, or Shanghai. As a result, the time needed for cargo delivery from Asia to Europe may be reduced to 15 days, twice as fast as sea transportation. This project envisages no cargo reloading at joint stations to change to the European gauge, and the cost of the transport constituent in the final price of goods and the time needed for their transportation will decrease. From the financial viewpoint, this decrease is an equivalent to releasing up to $1,000 of cargo owners’ circulating assets (the sum may vary in accordance with the cost of cargo) per 1 TEU. We are sure that the project will attract a colossal cargo flow. According to our evaluations, it may amount to between 16 and 24 million tons of freight per annum by 2050.
Also, together with partners from Germany, Finland, Austria, Slovakia, and China we are carrying out a number of projects in the intermodal railway transportation sector. They are closely connected with the concept of creating a network of terminal and logistics centres in Russia. These projects attract attention from the EU business community interested in increasing cargo flows between Europe and the Asian and Pacific Regions.
Within the framework of these initiatives, regular railway container transportation between Chongqing (China) and Duisburg (Germany) has started. A joint company was established in Chongqing to provide Eurasian container transportation. China has a 51.1% stake in the company, the rest belongs to RZD, Shenker China Ltd (Germany) and Kazakhstanservice JSC (each of them has a 16.3% shareholding).
The programme to develop the current temporary border crossings (Zabaikalsk – Manchuria and Grodekovo - Suifenhe) is underway. New border crossings will be created with the help of Russian and Chinese business (Nizhneleninskoye – Tuntszyan, Makhalino - Hunchun).
The cooperation with German and French partners in the sector of car components transportation to the Kaluga region for SKD assembly is also developing.
In addition, Russian Railways is the initiator of the piggyback transportation project on the 1520 mm railway network.
Programmes in Serbia envisaging the construction of new electrified lines may also contribute to the attractiveness of transit by Russian railways. These sections are Valyevo – Loznitsa (68 km long), Belgrad – Panchevo (16 km), reconstruction of Belgrad – Bar motorway (200 km) and six sections of European transport corridor X (the total length is 111 km). The parties have adjusted an intergovernmental agreement. At the end of 2012 or in early 2013 the works contracts are supposed to be concluded.
Other large international projects are the reconstruction of the Trans-Korean mainline, which can stimulate the development of the Russian Far East, North Korea, and South Korea. The success of the project depends on the political support for the existing business initiatives by the governments of the three countries.
Projects in these regions are connected with some definite risks because of force majeure. RZD analyses such risks and strives to reduce their impact before carrying out the projects.
Alexander Saltanov,
Vice President of Russian Railways JSC
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How to Attract Additional Cargo Flows?
The importance of developing the potential of railway transit and validating Russia’s status as a trade bridge between Europe and Asia was confirmed by Vladimir Putin, the RF President, at the APEC business summit in early September 2012.
According to experts, only 1% of freight carried between Europe and Asia is now transported via Russia, while the annual trade turnover between the countries in the mentioned regions amounts to approximately $1 trillion. In favourable conditions, this figure could grow five-fold by 2020, and this may happen due to the increase in transit transportation via this country, which will contribute an extra $5 billion to the Russian economy.
To this end, RZD’s objectives are as follows: firstly, to enhance the commercial attractiveness of transit transportation via the Russian railway network; secondly, to harmonise technical standards and regulations between Europe, Asia, and the 1520 mm gauge states to provide smooth passage of cargo flows; thirdly, to incorporate railway routes into modern-day logistic schemes and multimodal transport chains; fourthly, to extend research and engineering and innovative cooperation with railway companies from the EU, the CIS, and the APEC states. All these contribute to Russian railways’ integration into the global transport system. Work has already begun on this task. 

Core Corridors to Be Developed
As for the for the main transit routes, they are designated international transport corridors “East – West” and “North – South.”
Within the framework of the Strategy of Railways Development in the Russian Federation till 2030, we will carry out a set of projects aimed at enhancing the commercial attractiveness of transportation via our railway network. In particular, the carrying capacities of the routes comprising the “North – South” and the “East-West” transport corridors are being updated and extended. 
The successful completion of the first joint railway project between Russia and Iran influenced the further development of the “North-South” international transport corridor. The railway line Tabriz – Azarshahr, which opened on October 13, was electrified by Russian and Iranian specialists. Its length is about 46 km. There are five railway stations on the line. This project may become the starting point of further interaction between Russian and Iranian railways. 
Apart from the Tabriz – Azarshahr line, Iran would like to develop freight transportation through the “North - South” international transport corridor. The creation of direct railway communication with Iran via Azerbaijan and the construction of the Resht (Iran) – Astara (Iran) – Astara (Azerbaijan) line may contribute to an increase in its competitiveness. Should the project be carried out, the necessary conditions will be created to attract additional volumes of exports, imports, and transit freight and to use the two countries’ geopolitical position more efficiently to provide trade and economic connections between Europe and Asia.
The Trans-Siberian mainline is the basis for the “East – West” international transport corridor. It is recognised as the most important link in the bridge between Europe and Asia as an alternative to traditional trans-ocean routes. 
The Transsib is one of the most intensively used lines in the world. The total international transportation of large-capacity containers via the Trans-Siberian Railway grew to 563,000 TEU in 2010-2011 (a 27% increase as compared with 2009). In the first seven months of 2012, there was a 23% growth in cargo transportation volume in comparison with the same period in the previous year. In future, over 100 pairs of freight and passenger trains will run on the mainline sections daily on average. The General Scheme of Railways Development till 2020 envisages allocation of RUB 4.1 trillion of investments in railway infrastructure in the next eight years.
Currently, the train speed on the Transsib is approximately 1,200 km per day. In other words, a train takes eight days to travel its total length. By 2015, it will take seven days to transport containers via the Transsib from the eastern to the western border of Russia. And that is not the limit: in November 2011, a container train travelled from the Nakhodka-Vostochnaya station to the Shushary station (St Petersburg transport node) in six days and 16 hours.

Strengthening Partnership
The development of the infrastructure for transit requires significant funds. Public-private partnership mechanisms should be used more actively to attract financing. Possible sources of finance for our projects (money from the National Welfare Fund, the defined contribution pension system, or an issue of infrastructure bonds) have been under discussion for a long time. 
I think that real “long-term” investment needs to be attracted to the sector, including Russian and foreign financial institutions and strategic investors. RZD has attracted an extra £650 million for infrastructure development by placing 20-year Eurobonds on the London Stock Exchange. These are Eurobonds with the longest maturity date the company can offer and are the longest dated of any Russian issuer.
Attraction of additional transit volumes depends greatly on the efficiency of RZD’s interaction with international organisations. Unfortunately, RZD is still restrained by the compartmentalisation of the world’s transport system, particularly by the administrative barriers between the railways of different countries in Eurasia. 
Russian Railways continues work to harmonise these standards, closely cooperating with many international organisations.   
We reached an agreement with the International Union of Railways (UIC) about the development of international transport corridors and the establishment of quality and certification standards. We also develop interaction in this sphere with the Organisation for Co-operation between Railways (OSJD) and the transport division of the European Commission. 
Arrangements have been made within the framework of this working group for roads and railways established to strengthen the Russia – EU dialogue. RZD participates in the work together with the Inland Transport Committee of the United Nations Economic Commission for Europe (ITC UNECE). Matters discussed at the conferences included the issues of organising transportation, transport facilities construction, enhancement of international conventions and agreements strategically important for European transport services. A working group for railway transport, intermodal transportation and logistics, hazardous cargo transportation and customs issues is operating within this framework.
RZD is an official representative of the RF in the Trans-European railway project. An important event was the development of the Intergovernmental agreement about the network of Trans-Asian Railways within the framework of the Economic and Social Commission for Asia and the Pacific (UN ESCAP).
Also, the company concluded an intergovernmental agreement, which will give an additional impulse to the “East – West” international transport corridor development. I am sure that as soon as it is carried out, this initiative will be a stable basis to remove technological, customs and tariff barriers and will contribute to increasing the capacity of this route. A similar agreement about the “North-South” corridor has been in force since September 2000. 

Successful Projects
Russia, Belarus, and Kazakhstan continue to form the Common Economic Space (CES) from the border with the Asian and the Pacific region countries to the border with the EU. The standards for the flows of goods between the CES member states will converge consistently and the same thing will happen to tariffs and railway reform processes later. 
The transport and logistics system of the CES is developing rapidly. At the end of May 2012, a decision was made about establishing a United Transport and Logistics Company (UTLC). The decision was approved by the heads of the governments of the CES member states on June 15, 2012. The new company will be engaged in complex transport and logistics services in the intermodal railway transportation sphere.
I am sure that the launch of the UTLC will help increase the transit volumes between Europe and Asia. It is forecast to attract an additional container flow of up to 550,000 TEU till 2015, and 1 million TEU by 2020.
We believe that the attractiveness of the transit service will increase and its cost will reduce due to more efficient management of the container fleet, the decrease in the empty mileage, and the reduction of cargo delivery time at railway services.
RZD participates in the creation of a new Eurasian transport corridor from the Pacific Ocean to Slovakia and Austria. Such countries as Germany, Switzerland, Austria, Slovenia, the Czech Republic, Hungary, Slovakia, Serbia, Croatia, and Italy support this project. The main role in the process of Russian and European railway systems integration, however, belongs to RZD and the railways of Ukraine, Austria, and Slovakia.
The project envisages building logistics chains directly from Vienna to Vladivostok, Beijing, or Shanghai. As a result, the time needed for cargo delivery from Asia to Europe may be reduced to 15 days, twice as fast as sea transportation. This project envisages no cargo reloading at joint stations to change to the European gauge, and the cost of the transport constituent in the final price of goods and the time needed for their transportation will decrease. From the financial viewpoint, this decrease is an equivalent to releasing up to $1,000 of cargo owners’ circulating assets (the sum may vary in accordance with the cost of cargo) per 1 TEU. We are sure that the project will attract a colossal cargo flow. According to our evaluations, it may amount to between 16 and 24 million tons of freight per annum by 2050.
Also, together with partners from Germany, Finland, Austria, Slovakia, and China we are carrying out a number of projects in the intermodal railway transportation sector. They are closely connected with the concept of creating a network of terminal and logistics centres in Russia. These projects attract attention from the EU business community interested in increasing cargo flows between Europe and the Asian and Pacific Regions.
Within the framework of these initiatives, regular railway container transportation between Chongqing (China) and Duisburg (Germany) has started. A joint company was established in Chongqing to provide Eurasian container transportation. China has a 51.1% stake in the company, the rest belongs to RZD, Shenker China Ltd (Germany) and Kazakhstanservice JSC (each of them has a 16.3% shareholding).
The programme to develop the current temporary border crossings (Zabaikalsk – Manchuria and Grodekovo - Suifenhe) is underway. New border crossings will be created with the help of Russian and Chinese business (Nizhneleninskoye – Tuntszyan, Makhalino - Hunchun).
The cooperation with German and French partners in the sector of car components transportation to the Kaluga region for SKD assembly is also developing.
In addition, Russian Railways is the initiator of the piggyback transportation project on the 1520 mm railway network.
Programmes in Serbia envisaging the construction of new electrified lines may also contribute to the attractiveness of transit by Russian railways. These sections are Valyevo – Loznitsa (68 km long), Belgrad – Panchevo (16 km), reconstruction of Belgrad – Bar motorway (200 km) and six sections of European transport corridor X (the total length is 111 km). The parties have adjusted an intergovernmental agreement. At the end of 2012 or in early 2013 the works contracts are supposed to be concluded.
Other large international projects are the reconstruction of the Trans-Korean mainline, which can stimulate the development of the Russian Far East, North Korea, and South Korea. The success of the project depends on the political support for the existing business initiatives by the governments of the three countries.
Projects in these regions are connected with some definite risks because of force majeure. RZD analyses such risks and strives to reduce their impact before carrying out the projects.
Alexander Saltanov,
Vice President of Russian Railways JSC
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    [DETAIL_TEXT] => 
How to Attract Additional Cargo Flows?
The importance of developing the potential of railway transit and validating Russia’s status as a trade bridge between Europe and Asia was confirmed by Vladimir Putin, the RF President, at the APEC business summit in early September 2012.
According to experts, only 1% of freight carried between Europe and Asia is now transported via Russia, while the annual trade turnover between the countries in the mentioned regions amounts to approximately $1 trillion. In favourable conditions, this figure could grow five-fold by 2020, and this may happen due to the increase in transit transportation via this country, which will contribute an extra $5 billion to the Russian economy.
To this end, RZD’s objectives are as follows: firstly, to enhance the commercial attractiveness of transit transportation via the Russian railway network; secondly, to harmonise technical standards and regulations between Europe, Asia, and the 1520 mm gauge states to provide smooth passage of cargo flows; thirdly, to incorporate railway routes into modern-day logistic schemes and multimodal transport chains; fourthly, to extend research and engineering and innovative cooperation with railway companies from the EU, the CIS, and the APEC states. All these contribute to Russian railways’ integration into the global transport system. Work has already begun on this task. 

Core Corridors to Be Developed
As for the for the main transit routes, they are designated international transport corridors “East – West” and “North – South.”
Within the framework of the Strategy of Railways Development in the Russian Federation till 2030, we will carry out a set of projects aimed at enhancing the commercial attractiveness of transportation via our railway network. In particular, the carrying capacities of the routes comprising the “North – South” and the “East-West” transport corridors are being updated and extended. 
The successful completion of the first joint railway project between Russia and Iran influenced the further development of the “North-South” international transport corridor. The railway line Tabriz – Azarshahr, which opened on October 13, was electrified by Russian and Iranian specialists. Its length is about 46 km. There are five railway stations on the line. This project may become the starting point of further interaction between Russian and Iranian railways. 
Apart from the Tabriz – Azarshahr line, Iran would like to develop freight transportation through the “North - South” international transport corridor. The creation of direct railway communication with Iran via Azerbaijan and the construction of the Resht (Iran) – Astara (Iran) – Astara (Azerbaijan) line may contribute to an increase in its competitiveness. Should the project be carried out, the necessary conditions will be created to attract additional volumes of exports, imports, and transit freight and to use the two countries’ geopolitical position more efficiently to provide trade and economic connections between Europe and Asia.
The Trans-Siberian mainline is the basis for the “East – West” international transport corridor. It is recognised as the most important link in the bridge between Europe and Asia as an alternative to traditional trans-ocean routes. 
The Transsib is one of the most intensively used lines in the world. The total international transportation of large-capacity containers via the Trans-Siberian Railway grew to 563,000 TEU in 2010-2011 (a 27% increase as compared with 2009). In the first seven months of 2012, there was a 23% growth in cargo transportation volume in comparison with the same period in the previous year. In future, over 100 pairs of freight and passenger trains will run on the mainline sections daily on average. The General Scheme of Railways Development till 2020 envisages allocation of RUB 4.1 trillion of investments in railway infrastructure in the next eight years.
Currently, the train speed on the Transsib is approximately 1,200 km per day. In other words, a train takes eight days to travel its total length. By 2015, it will take seven days to transport containers via the Transsib from the eastern to the western border of Russia. And that is not the limit: in November 2011, a container train travelled from the Nakhodka-Vostochnaya station to the Shushary station (St Petersburg transport node) in six days and 16 hours.

Strengthening Partnership
The development of the infrastructure for transit requires significant funds. Public-private partnership mechanisms should be used more actively to attract financing. Possible sources of finance for our projects (money from the National Welfare Fund, the defined contribution pension system, or an issue of infrastructure bonds) have been under discussion for a long time. 
I think that real “long-term” investment needs to be attracted to the sector, including Russian and foreign financial institutions and strategic investors. RZD has attracted an extra £650 million for infrastructure development by placing 20-year Eurobonds on the London Stock Exchange. These are Eurobonds with the longest maturity date the company can offer and are the longest dated of any Russian issuer.
Attraction of additional transit volumes depends greatly on the efficiency of RZD’s interaction with international organisations. Unfortunately, RZD is still restrained by the compartmentalisation of the world’s transport system, particularly by the administrative barriers between the railways of different countries in Eurasia. 
Russian Railways continues work to harmonise these standards, closely cooperating with many international organisations.   
We reached an agreement with the International Union of Railways (UIC) about the development of international transport corridors and the establishment of quality and certification standards. We also develop interaction in this sphere with the Organisation for Co-operation between Railways (OSJD) and the transport division of the European Commission. 
Arrangements have been made within the framework of this working group for roads and railways established to strengthen the Russia – EU dialogue. RZD participates in the work together with the Inland Transport Committee of the United Nations Economic Commission for Europe (ITC UNECE). Matters discussed at the conferences included the issues of organising transportation, transport facilities construction, enhancement of international conventions and agreements strategically important for European transport services. A working group for railway transport, intermodal transportation and logistics, hazardous cargo transportation and customs issues is operating within this framework.
RZD is an official representative of the RF in the Trans-European railway project. An important event was the development of the Intergovernmental agreement about the network of Trans-Asian Railways within the framework of the Economic and Social Commission for Asia and the Pacific (UN ESCAP).
Also, the company concluded an intergovernmental agreement, which will give an additional impulse to the “East – West” international transport corridor development. I am sure that as soon as it is carried out, this initiative will be a stable basis to remove technological, customs and tariff barriers and will contribute to increasing the capacity of this route. A similar agreement about the “North-South” corridor has been in force since September 2000. 

Successful Projects
Russia, Belarus, and Kazakhstan continue to form the Common Economic Space (CES) from the border with the Asian and the Pacific region countries to the border with the EU. The standards for the flows of goods between the CES member states will converge consistently and the same thing will happen to tariffs and railway reform processes later. 
The transport and logistics system of the CES is developing rapidly. At the end of May 2012, a decision was made about establishing a United Transport and Logistics Company (UTLC). The decision was approved by the heads of the governments of the CES member states on June 15, 2012. The new company will be engaged in complex transport and logistics services in the intermodal railway transportation sphere.
I am sure that the launch of the UTLC will help increase the transit volumes between Europe and Asia. It is forecast to attract an additional container flow of up to 550,000 TEU till 2015, and 1 million TEU by 2020.
We believe that the attractiveness of the transit service will increase and its cost will reduce due to more efficient management of the container fleet, the decrease in the empty mileage, and the reduction of cargo delivery time at railway services.
RZD participates in the creation of a new Eurasian transport corridor from the Pacific Ocean to Slovakia and Austria. Such countries as Germany, Switzerland, Austria, Slovenia, the Czech Republic, Hungary, Slovakia, Serbia, Croatia, and Italy support this project. The main role in the process of Russian and European railway systems integration, however, belongs to RZD and the railways of Ukraine, Austria, and Slovakia.
The project envisages building logistics chains directly from Vienna to Vladivostok, Beijing, or Shanghai. As a result, the time needed for cargo delivery from Asia to Europe may be reduced to 15 days, twice as fast as sea transportation. This project envisages no cargo reloading at joint stations to change to the European gauge, and the cost of the transport constituent in the final price of goods and the time needed for their transportation will decrease. From the financial viewpoint, this decrease is an equivalent to releasing up to $1,000 of cargo owners’ circulating assets (the sum may vary in accordance with the cost of cargo) per 1 TEU. We are sure that the project will attract a colossal cargo flow. According to our evaluations, it may amount to between 16 and 24 million tons of freight per annum by 2050.
Also, together with partners from Germany, Finland, Austria, Slovakia, and China we are carrying out a number of projects in the intermodal railway transportation sector. They are closely connected with the concept of creating a network of terminal and logistics centres in Russia. These projects attract attention from the EU business community interested in increasing cargo flows between Europe and the Asian and Pacific Regions.
Within the framework of these initiatives, regular railway container transportation between Chongqing (China) and Duisburg (Germany) has started. A joint company was established in Chongqing to provide Eurasian container transportation. China has a 51.1% stake in the company, the rest belongs to RZD, Shenker China Ltd (Germany) and Kazakhstanservice JSC (each of them has a 16.3% shareholding).
The programme to develop the current temporary border crossings (Zabaikalsk – Manchuria and Grodekovo - Suifenhe) is underway. New border crossings will be created with the help of Russian and Chinese business (Nizhneleninskoye – Tuntszyan, Makhalino - Hunchun).
The cooperation with German and French partners in the sector of car components transportation to the Kaluga region for SKD assembly is also developing.
In addition, Russian Railways is the initiator of the piggyback transportation project on the 1520 mm railway network.
Programmes in Serbia envisaging the construction of new electrified lines may also contribute to the attractiveness of transit by Russian railways. These sections are Valyevo – Loznitsa (68 km long), Belgrad – Panchevo (16 km), reconstruction of Belgrad – Bar motorway (200 km) and six sections of European transport corridor X (the total length is 111 km). The parties have adjusted an intergovernmental agreement. At the end of 2012 or in early 2013 the works contracts are supposed to be concluded.
Other large international projects are the reconstruction of the Trans-Korean mainline, which can stimulate the development of the Russian Far East, North Korea, and South Korea. The success of the project depends on the political support for the existing business initiatives by the governments of the three countries.
Projects in these regions are connected with some definite risks because of force majeure. RZD analyses such risks and strives to reduce their impact before carrying out the projects.
Alexander Saltanov,
Vice President of Russian Railways JSC
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How to Attract Additional Cargo Flows?
The importance of developing the potential of railway transit and validating Russia’s status as a trade bridge between Europe and Asia was confirmed by Vladimir Putin, the RF President, at the APEC business summit in early September 2012.
According to experts, only 1% of freight carried between Europe and Asia is now transported via Russia, while the annual trade turnover between the countries in the mentioned regions amounts to approximately $1 trillion. In favourable conditions, this figure could grow five-fold by 2020, and this may happen due to the increase in transit transportation via this country, which will contribute an extra $5 billion to the Russian economy.
To this end, RZD’s objectives are as follows: firstly, to enhance the commercial attractiveness of transit transportation via the Russian railway network; secondly, to harmonise technical standards and regulations between Europe, Asia, and the 1520 mm gauge states to provide smooth passage of cargo flows; thirdly, to incorporate railway routes into modern-day logistic schemes and multimodal transport chains; fourthly, to extend research and engineering and innovative cooperation with railway companies from the EU, the CIS, and the APEC states. All these contribute to Russian railways’ integration into the global transport system. Work has already begun on this task. 

Core Corridors to Be Developed
As for the for the main transit routes, they are designated international transport corridors “East – West” and “North – South.”
Within the framework of the Strategy of Railways Development in the Russian Federation till 2030, we will carry out a set of projects aimed at enhancing the commercial attractiveness of transportation via our railway network. In particular, the carrying capacities of the routes comprising the “North – South” and the “East-West” transport corridors are being updated and extended. 
The successful completion of the first joint railway project between Russia and Iran influenced the further development of the “North-South” international transport corridor. The railway line Tabriz – Azarshahr, which opened on October 13, was electrified by Russian and Iranian specialists. Its length is about 46 km. There are five railway stations on the line. This project may become the starting point of further interaction between Russian and Iranian railways. 
Apart from the Tabriz – Azarshahr line, Iran would like to develop freight transportation through the “North - South” international transport corridor. The creation of direct railway communication with Iran via Azerbaijan and the construction of the Resht (Iran) – Astara (Iran) – Astara (Azerbaijan) line may contribute to an increase in its competitiveness. Should the project be carried out, the necessary conditions will be created to attract additional volumes of exports, imports, and transit freight and to use the two countries’ geopolitical position more efficiently to provide trade and economic connections between Europe and Asia.
The Trans-Siberian mainline is the basis for the “East – West” international transport corridor. It is recognised as the most important link in the bridge between Europe and Asia as an alternative to traditional trans-ocean routes. 
The Transsib is one of the most intensively used lines in the world. The total international transportation of large-capacity containers via the Trans-Siberian Railway grew to 563,000 TEU in 2010-2011 (a 27% increase as compared with 2009). In the first seven months of 2012, there was a 23% growth in cargo transportation volume in comparison with the same period in the previous year. In future, over 100 pairs of freight and passenger trains will run on the mainline sections daily on average. The General Scheme of Railways Development till 2020 envisages allocation of RUB 4.1 trillion of investments in railway infrastructure in the next eight years.
Currently, the train speed on the Transsib is approximately 1,200 km per day. In other words, a train takes eight days to travel its total length. By 2015, it will take seven days to transport containers via the Transsib from the eastern to the western border of Russia. And that is not the limit: in November 2011, a container train travelled from the Nakhodka-Vostochnaya station to the Shushary station (St Petersburg transport node) in six days and 16 hours.

Strengthening Partnership
The development of the infrastructure for transit requires significant funds. Public-private partnership mechanisms should be used more actively to attract financing. Possible sources of finance for our projects (money from the National Welfare Fund, the defined contribution pension system, or an issue of infrastructure bonds) have been under discussion for a long time. 
I think that real “long-term” investment needs to be attracted to the sector, including Russian and foreign financial institutions and strategic investors. RZD has attracted an extra £650 million for infrastructure development by placing 20-year Eurobonds on the London Stock Exchange. These are Eurobonds with the longest maturity date the company can offer and are the longest dated of any Russian issuer.
Attraction of additional transit volumes depends greatly on the efficiency of RZD’s interaction with international organisations. Unfortunately, RZD is still restrained by the compartmentalisation of the world’s transport system, particularly by the administrative barriers between the railways of different countries in Eurasia. 
Russian Railways continues work to harmonise these standards, closely cooperating with many international organisations.   
We reached an agreement with the International Union of Railways (UIC) about the development of international transport corridors and the establishment of quality and certification standards. We also develop interaction in this sphere with the Organisation for Co-operation between Railways (OSJD) and the transport division of the European Commission. 
Arrangements have been made within the framework of this working group for roads and railways established to strengthen the Russia – EU dialogue. RZD participates in the work together with the Inland Transport Committee of the United Nations Economic Commission for Europe (ITC UNECE). Matters discussed at the conferences included the issues of organising transportation, transport facilities construction, enhancement of international conventions and agreements strategically important for European transport services. A working group for railway transport, intermodal transportation and logistics, hazardous cargo transportation and customs issues is operating within this framework.
RZD is an official representative of the RF in the Trans-European railway project. An important event was the development of the Intergovernmental agreement about the network of Trans-Asian Railways within the framework of the Economic and Social Commission for Asia and the Pacific (UN ESCAP).
Also, the company concluded an intergovernmental agreement, which will give an additional impulse to the “East – West” international transport corridor development. I am sure that as soon as it is carried out, this initiative will be a stable basis to remove technological, customs and tariff barriers and will contribute to increasing the capacity of this route. A similar agreement about the “North-South” corridor has been in force since September 2000. 

Successful Projects
Russia, Belarus, and Kazakhstan continue to form the Common Economic Space (CES) from the border with the Asian and the Pacific region countries to the border with the EU. The standards for the flows of goods between the CES member states will converge consistently and the same thing will happen to tariffs and railway reform processes later. 
The transport and logistics system of the CES is developing rapidly. At the end of May 2012, a decision was made about establishing a United Transport and Logistics Company (UTLC). The decision was approved by the heads of the governments of the CES member states on June 15, 2012. The new company will be engaged in complex transport and logistics services in the intermodal railway transportation sphere.
I am sure that the launch of the UTLC will help increase the transit volumes between Europe and Asia. It is forecast to attract an additional container flow of up to 550,000 TEU till 2015, and 1 million TEU by 2020.
We believe that the attractiveness of the transit service will increase and its cost will reduce due to more efficient management of the container fleet, the decrease in the empty mileage, and the reduction of cargo delivery time at railway services.
RZD participates in the creation of a new Eurasian transport corridor from the Pacific Ocean to Slovakia and Austria. Such countries as Germany, Switzerland, Austria, Slovenia, the Czech Republic, Hungary, Slovakia, Serbia, Croatia, and Italy support this project. The main role in the process of Russian and European railway systems integration, however, belongs to RZD and the railways of Ukraine, Austria, and Slovakia.
The project envisages building logistics chains directly from Vienna to Vladivostok, Beijing, or Shanghai. As a result, the time needed for cargo delivery from Asia to Europe may be reduced to 15 days, twice as fast as sea transportation. This project envisages no cargo reloading at joint stations to change to the European gauge, and the cost of the transport constituent in the final price of goods and the time needed for their transportation will decrease. From the financial viewpoint, this decrease is an equivalent to releasing up to $1,000 of cargo owners’ circulating assets (the sum may vary in accordance with the cost of cargo) per 1 TEU. We are sure that the project will attract a colossal cargo flow. According to our evaluations, it may amount to between 16 and 24 million tons of freight per annum by 2050.
Also, together with partners from Germany, Finland, Austria, Slovakia, and China we are carrying out a number of projects in the intermodal railway transportation sector. They are closely connected with the concept of creating a network of terminal and logistics centres in Russia. These projects attract attention from the EU business community interested in increasing cargo flows between Europe and the Asian and Pacific Regions.
Within the framework of these initiatives, regular railway container transportation between Chongqing (China) and Duisburg (Germany) has started. A joint company was established in Chongqing to provide Eurasian container transportation. China has a 51.1% stake in the company, the rest belongs to RZD, Shenker China Ltd (Germany) and Kazakhstanservice JSC (each of them has a 16.3% shareholding).
The programme to develop the current temporary border crossings (Zabaikalsk – Manchuria and Grodekovo - Suifenhe) is underway. New border crossings will be created with the help of Russian and Chinese business (Nizhneleninskoye – Tuntszyan, Makhalino - Hunchun).
The cooperation with German and French partners in the sector of car components transportation to the Kaluga region for SKD assembly is also developing.
In addition, Russian Railways is the initiator of the piggyback transportation project on the 1520 mm railway network.
Programmes in Serbia envisaging the construction of new electrified lines may also contribute to the attractiveness of transit by Russian railways. These sections are Valyevo – Loznitsa (68 km long), Belgrad – Panchevo (16 km), reconstruction of Belgrad – Bar motorway (200 km) and six sections of European transport corridor X (the total length is 111 km). The parties have adjusted an intergovernmental agreement. At the end of 2012 or in early 2013 the works contracts are supposed to be concluded.
Other large international projects are the reconstruction of the Trans-Korean mainline, which can stimulate the development of the Russian Far East, North Korea, and South Korea. The success of the project depends on the political support for the existing business initiatives by the governments of the three countries.
Projects in these regions are connected with some definite risks because of force majeure. RZD analyses such risks and strives to reduce their impact before carrying out the projects.
Alexander Saltanov,
Vice President of Russian Railways JSC
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