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Most manufacturers would like to enter Russian market, as they see a lot of opportunities here. But the difficult and long process of certification still scares even major players. Therefore European industry is now committed to improving technical harmonisation with Russia. What has already been done, and whether companies should be afraid of competition with Chinese products – General Director of UNIFE Philippe Citroën shared his opinion.
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[DETAIL_TEXT] => Mutual Cooperation
– Mr Citroën, what has already been done in the field of harmonisation of technological standards between the EU and Russia?
– Several initiatives are currently under way between the EU and Russia in regard to cooperation in railway standardisation.
First of all, efforts have been initiated under the umbrella of the EU-Russia Industrialist Roundtable, within the so-called “taskforce 8” on harmonisation of legislations. Within this taskforce, a specific working group, involving both European and Russian experts, has been created to study the topic of railways and several recommendations have been outlined in a white paper.
In parallel, a Memorandum of understanding and Cooperation was signed between UNIFE and NP-UIRE (Russian Union of Industries of Railway Equipment) in May 2012 with the aim of reinforcing cooperation on matters of interest for both EU and Russian industry. This Memorandum foresees, in particular, cooperation on technical and standardisation matters, including “taskforce 8”-related matters.
In addition, it is worth noting that various meetings have been held between EU (e.g. European Commission, European Railway Agency, CEN/CENELEC) and Russian authorities and standardisation bodies on these matters. For instance, a cooperation agreement covering different industrial fields, including Russian Railways is currently being discussed between CEN/CENELEC and Rosstandard.
Moreover, IRIS (the International Railway Industry Standard) is keen to increase cooperation with Russian stakeholders. For instance, in May 2012, Valentin Gapanovich, Vice President of Russian Railways signed a protocol with Bernard Kaufmann, IRIS General Manager, regarding upgrading the Russian translation of the IRIS booklet with the objective of Russian becoming an official IRIS language.
Last but not least, UNIFE presented its ambitious multiannual research programme called SHIFT ²RAIL to Vladimir Yakunin, President of the Russian Railways and UIC Chairman at a recent conference on rail freight held in Prague.
– What barriers to cross-standardisation development exist today? And how can implementation of such mechanism influence the market?
– The Regulatory and standardisation environments of the EU and Russia are quite distinct from each other. Currently, there is only acceptance of a specific EN standard in Russia if an applicant requests it and a Russian commission of experts has approved it. However, such acceptance has no direct influence on the required certificates for components and products.
Another major difference relates to the use of EN standards. EU regulations and technical specifications are supported by general functional standards, such as EN standards. In Russia this is not the case as each component is certified based on more detailed technical standards and previous experience.
For those reasons, standards between such different “environments” may be difficult to harmonise at a technical level. It could be more effective to harmonise at authorisation level in order to ensure that there are equivalent safety standards. This could be a top-down approach based on the principle of cross-acceptance. To achieve such cross-acceptance, a degree of harmonisation of the objectives (in terms of reliability, safety of the equipment, etc.) should be reached as a first step. This mechanism is already in use in Europe with good results between EU Member States that apply national requirements or national standards before the adoption of the European specification.
UNIFE believes that two different rules for the same parameter can achieve the same level of safety. There is a complete list of common parameters across the EU where member states have identified the corresponding national rules for each parameter (European Decision 2009/965/EC). In addition, the corresponding European requirements (Technical Specifications for Interoperability - TSI) are also listed in this reference list. The purpose of this task has been to increase the transparency of rules that are applied in each European member state.
Three regulations on technical requirements have been produced and come into force in the Customs Union in August 2011: Safety of railway rolling stock, High speed rail, Infrastructure.
It would be useful if a similar exercise is conducted by adding Russian rules which correspond to each parameter, starting with the “Safety of Railway Rolling Stock”.
Such a “Russian reference document” could then be used in a comparison with European technical regulations.
The parameters affected by infrastructure are those where cross acceptance is more difficult to achieve. However all other parameters can be cross-accepted if the high-level objectives are harmonised.
– Is localisation favourable to manufacturers today, considering the difficult certification process? What steps can be taken, in particular, for promoting foreign innovative production in Russia?
– UNIFE is of the opinion that localisation of production can be favourable if driven by industrial and economic considerations. It is a burden if forced by non-harmonised regulations and standardisation. Cross acceptance of the EC – CU vehicles authorisation processes would definitively help to encourage manufacturers to invest in the Russian market. Ideally, full acceptance of the EU TSIs and standards would allow Russia to fully and more easily access a broad range of high tech and innovative products from EU manufacturers that currently produce more than 50% of rail products globally. According to UNIFE, this will in turn naturally promote foreign innovative production in Russia where it is industrially and economically justifiable. At the same time, local CU manufacturers would benefit from a seamless authorisation process.
Is Europe Still Leader?
– Today within the discussion on railway reform in the EU the creation of a united organisation on certification is being discussed. Will a similar decision help to solve the problem of certification on the 1520 space?
– In the European Commission proposal of the so called “Technical Pillar” of the 4th Railway Package, the authorisation of products, vehicles and signalling is enhanced by having validity in one Member State being valid throughout the European Union. UNIFE is convinced that this is a great improvement for the industry, as it will avoid the bureaucratic burden for certification and improve efficiency within Europe. It is still under discussion if the 1520 system will have the same European Authorisation or will follow under specific conditions.
To that aim, it is worth noting that the 1520 European network is going to be included in the European specifications. Collaboration between the European Railway Agency (ERA) and the Organisation for Cooperation of Railways (OSJD) is ongoing. It is related to the analysis of the relationship between the EU and non-EU railway systems with gauge 1520, 1524 mm and 1435 mm.
The analysis will be limited to the technical and EU-CIS cross-border operational aspects of the 1520 mm railway system. However, all products and aspects not specific to the 1520 will de facto have a unique European specification. This analysis identifies where different requirements apply for the 1520 system; therefore all other parameters should be, in principle, eligible for cross-acceptance.
In summary, even if the body issuing the authorisation for the 1520 system might be different, the certification procedure for the harmonised parameters is the same throughout Europe, thus simplifying the mutual recognition between Russia and EU.
– Today a number of large manufacturers consider that in the case of a mass appearance of Chinese production in the European or Russian markets, local technologies will be ignored. What is your opinion? Is it necessary to prevent the distribution of the Chinese production?
– Rail is one of the industrial sectors where Europe still maintains global leadership, both commercially with a 50% world market share and in terms of innovation. The rail industry also plays an important social role with a workforce of 400,000 employees in Europe. However, competition has greatly increased recently, with traditional players from Japan and South Korea, and burgeoning Chinese companies being more present in foreign markets. In this respect, UNIFE would like to make it very clear that competition with suppliers outside the EU is not an issue for the European suppliers. Indeed competition is not only about price but also, for example, about quality and safety. Therefore, the focus should be on competitiveness rather than costs.
However, UNIFE would also like to highlight the unbalanced situation of market access between the EU that has a very open market with transparent rules and other markets that are often very difficult to access. In China for instance, no contract is signed without technology transfer. Competitors also benefit from strong support from their national government and financial institutions.
Preventing the distribution of Chinese products would not be a feasible option in today’s global economy. However, UNIFE is keen to work together with the EU to assess possible solutions to level the playing field by means of WTO Agreements on Government Procurement (GPA) or ‘buy European’ instruments.
Interviewed by Christina Alexandrova
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– Mr Citroën, what has already been done in the field of harmonisation of technological standards between the EU and Russia?
– Several initiatives are currently under way between the EU and Russia in regard to cooperation in railway standardisation.
First of all, efforts have been initiated under the umbrella of the EU-Russia Industrialist Roundtable, within the so-called “taskforce 8” on harmonisation of legislations. Within this taskforce, a specific working group, involving both European and Russian experts, has been created to study the topic of railways and several recommendations have been outlined in a white paper.
In parallel, a Memorandum of understanding and Cooperation was signed between UNIFE and NP-UIRE (Russian Union of Industries of Railway Equipment) in May 2012 with the aim of reinforcing cooperation on matters of interest for both EU and Russian industry. This Memorandum foresees, in particular, cooperation on technical and standardisation matters, including “taskforce 8”-related matters.
In addition, it is worth noting that various meetings have been held between EU (e.g. European Commission, European Railway Agency, CEN/CENELEC) and Russian authorities and standardisation bodies on these matters. For instance, a cooperation agreement covering different industrial fields, including Russian Railways is currently being discussed between CEN/CENELEC and Rosstandard.
Moreover, IRIS (the International Railway Industry Standard) is keen to increase cooperation with Russian stakeholders. For instance, in May 2012, Valentin Gapanovich, Vice President of Russian Railways signed a protocol with Bernard Kaufmann, IRIS General Manager, regarding upgrading the Russian translation of the IRIS booklet with the objective of Russian becoming an official IRIS language.
Last but not least, UNIFE presented its ambitious multiannual research programme called SHIFT ²RAIL to Vladimir Yakunin, President of the Russian Railways and UIC Chairman at a recent conference on rail freight held in Prague.
– What barriers to cross-standardisation development exist today? And how can implementation of such mechanism influence the market?
– The Regulatory and standardisation environments of the EU and Russia are quite distinct from each other. Currently, there is only acceptance of a specific EN standard in Russia if an applicant requests it and a Russian commission of experts has approved it. However, such acceptance has no direct influence on the required certificates for components and products.
Another major difference relates to the use of EN standards. EU regulations and technical specifications are supported by general functional standards, such as EN standards. In Russia this is not the case as each component is certified based on more detailed technical standards and previous experience.
For those reasons, standards between such different “environments” may be difficult to harmonise at a technical level. It could be more effective to harmonise at authorisation level in order to ensure that there are equivalent safety standards. This could be a top-down approach based on the principle of cross-acceptance. To achieve such cross-acceptance, a degree of harmonisation of the objectives (in terms of reliability, safety of the equipment, etc.) should be reached as a first step. This mechanism is already in use in Europe with good results between EU Member States that apply national requirements or national standards before the adoption of the European specification.
UNIFE believes that two different rules for the same parameter can achieve the same level of safety. There is a complete list of common parameters across the EU where member states have identified the corresponding national rules for each parameter (European Decision 2009/965/EC). In addition, the corresponding European requirements (Technical Specifications for Interoperability - TSI) are also listed in this reference list. The purpose of this task has been to increase the transparency of rules that are applied in each European member state.
Three regulations on technical requirements have been produced and come into force in the Customs Union in August 2011: Safety of railway rolling stock, High speed rail, Infrastructure.
It would be useful if a similar exercise is conducted by adding Russian rules which correspond to each parameter, starting with the “Safety of Railway Rolling Stock”.
Such a “Russian reference document” could then be used in a comparison with European technical regulations.
The parameters affected by infrastructure are those where cross acceptance is more difficult to achieve. However all other parameters can be cross-accepted if the high-level objectives are harmonised.
– Is localisation favourable to manufacturers today, considering the difficult certification process? What steps can be taken, in particular, for promoting foreign innovative production in Russia?
– UNIFE is of the opinion that localisation of production can be favourable if driven by industrial and economic considerations. It is a burden if forced by non-harmonised regulations and standardisation. Cross acceptance of the EC – CU vehicles authorisation processes would definitively help to encourage manufacturers to invest in the Russian market. Ideally, full acceptance of the EU TSIs and standards would allow Russia to fully and more easily access a broad range of high tech and innovative products from EU manufacturers that currently produce more than 50% of rail products globally. According to UNIFE, this will in turn naturally promote foreign innovative production in Russia where it is industrially and economically justifiable. At the same time, local CU manufacturers would benefit from a seamless authorisation process.
Is Europe Still Leader?
– Today within the discussion on railway reform in the EU the creation of a united organisation on certification is being discussed. Will a similar decision help to solve the problem of certification on the 1520 space?
– In the European Commission proposal of the so called “Technical Pillar” of the 4th Railway Package, the authorisation of products, vehicles and signalling is enhanced by having validity in one Member State being valid throughout the European Union. UNIFE is convinced that this is a great improvement for the industry, as it will avoid the bureaucratic burden for certification and improve efficiency within Europe. It is still under discussion if the 1520 system will have the same European Authorisation or will follow under specific conditions.
To that aim, it is worth noting that the 1520 European network is going to be included in the European specifications. Collaboration between the European Railway Agency (ERA) and the Organisation for Cooperation of Railways (OSJD) is ongoing. It is related to the analysis of the relationship between the EU and non-EU railway systems with gauge 1520, 1524 mm and 1435 mm.
The analysis will be limited to the technical and EU-CIS cross-border operational aspects of the 1520 mm railway system. However, all products and aspects not specific to the 1520 will de facto have a unique European specification. This analysis identifies where different requirements apply for the 1520 system; therefore all other parameters should be, in principle, eligible for cross-acceptance.
In summary, even if the body issuing the authorisation for the 1520 system might be different, the certification procedure for the harmonised parameters is the same throughout Europe, thus simplifying the mutual recognition between Russia and EU.
– Today a number of large manufacturers consider that in the case of a mass appearance of Chinese production in the European or Russian markets, local technologies will be ignored. What is your opinion? Is it necessary to prevent the distribution of the Chinese production?
– Rail is one of the industrial sectors where Europe still maintains global leadership, both commercially with a 50% world market share and in terms of innovation. The rail industry also plays an important social role with a workforce of 400,000 employees in Europe. However, competition has greatly increased recently, with traditional players from Japan and South Korea, and burgeoning Chinese companies being more present in foreign markets. In this respect, UNIFE would like to make it very clear that competition with suppliers outside the EU is not an issue for the European suppliers. Indeed competition is not only about price but also, for example, about quality and safety. Therefore, the focus should be on competitiveness rather than costs.
However, UNIFE would also like to highlight the unbalanced situation of market access between the EU that has a very open market with transparent rules and other markets that are often very difficult to access. In China for instance, no contract is signed without technology transfer. Competitors also benefit from strong support from their national government and financial institutions.
Preventing the distribution of Chinese products would not be a feasible option in today’s global economy. However, UNIFE is keen to work together with the EU to assess possible solutions to level the playing field by means of WTO Agreements on Government Procurement (GPA) or ‘buy European’ instruments.
Interviewed by Christina Alexandrova
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[DETAIL_TEXT] => Mutual Cooperation
– Mr Citroën, what has already been done in the field of harmonisation of technological standards between the EU and Russia?
– Several initiatives are currently under way between the EU and Russia in regard to cooperation in railway standardisation.
First of all, efforts have been initiated under the umbrella of the EU-Russia Industrialist Roundtable, within the so-called “taskforce 8” on harmonisation of legislations. Within this taskforce, a specific working group, involving both European and Russian experts, has been created to study the topic of railways and several recommendations have been outlined in a white paper.
In parallel, a Memorandum of understanding and Cooperation was signed between UNIFE and NP-UIRE (Russian Union of Industries of Railway Equipment) in May 2012 with the aim of reinforcing cooperation on matters of interest for both EU and Russian industry. This Memorandum foresees, in particular, cooperation on technical and standardisation matters, including “taskforce 8”-related matters.
In addition, it is worth noting that various meetings have been held between EU (e.g. European Commission, European Railway Agency, CEN/CENELEC) and Russian authorities and standardisation bodies on these matters. For instance, a cooperation agreement covering different industrial fields, including Russian Railways is currently being discussed between CEN/CENELEC and Rosstandard.
Moreover, IRIS (the International Railway Industry Standard) is keen to increase cooperation with Russian stakeholders. For instance, in May 2012, Valentin Gapanovich, Vice President of Russian Railways signed a protocol with Bernard Kaufmann, IRIS General Manager, regarding upgrading the Russian translation of the IRIS booklet with the objective of Russian becoming an official IRIS language.
Last but not least, UNIFE presented its ambitious multiannual research programme called SHIFT ²RAIL to Vladimir Yakunin, President of the Russian Railways and UIC Chairman at a recent conference on rail freight held in Prague.
– What barriers to cross-standardisation development exist today? And how can implementation of such mechanism influence the market?
– The Regulatory and standardisation environments of the EU and Russia are quite distinct from each other. Currently, there is only acceptance of a specific EN standard in Russia if an applicant requests it and a Russian commission of experts has approved it. However, such acceptance has no direct influence on the required certificates for components and products.
Another major difference relates to the use of EN standards. EU regulations and technical specifications are supported by general functional standards, such as EN standards. In Russia this is not the case as each component is certified based on more detailed technical standards and previous experience.
For those reasons, standards between such different “environments” may be difficult to harmonise at a technical level. It could be more effective to harmonise at authorisation level in order to ensure that there are equivalent safety standards. This could be a top-down approach based on the principle of cross-acceptance. To achieve such cross-acceptance, a degree of harmonisation of the objectives (in terms of reliability, safety of the equipment, etc.) should be reached as a first step. This mechanism is already in use in Europe with good results between EU Member States that apply national requirements or national standards before the adoption of the European specification.
UNIFE believes that two different rules for the same parameter can achieve the same level of safety. There is a complete list of common parameters across the EU where member states have identified the corresponding national rules for each parameter (European Decision 2009/965/EC). In addition, the corresponding European requirements (Technical Specifications for Interoperability - TSI) are also listed in this reference list. The purpose of this task has been to increase the transparency of rules that are applied in each European member state.
Three regulations on technical requirements have been produced and come into force in the Customs Union in August 2011: Safety of railway rolling stock, High speed rail, Infrastructure.
It would be useful if a similar exercise is conducted by adding Russian rules which correspond to each parameter, starting with the “Safety of Railway Rolling Stock”.
Such a “Russian reference document” could then be used in a comparison with European technical regulations.
The parameters affected by infrastructure are those where cross acceptance is more difficult to achieve. However all other parameters can be cross-accepted if the high-level objectives are harmonised.
– Is localisation favourable to manufacturers today, considering the difficult certification process? What steps can be taken, in particular, for promoting foreign innovative production in Russia?
– UNIFE is of the opinion that localisation of production can be favourable if driven by industrial and economic considerations. It is a burden if forced by non-harmonised regulations and standardisation. Cross acceptance of the EC – CU vehicles authorisation processes would definitively help to encourage manufacturers to invest in the Russian market. Ideally, full acceptance of the EU TSIs and standards would allow Russia to fully and more easily access a broad range of high tech and innovative products from EU manufacturers that currently produce more than 50% of rail products globally. According to UNIFE, this will in turn naturally promote foreign innovative production in Russia where it is industrially and economically justifiable. At the same time, local CU manufacturers would benefit from a seamless authorisation process.
Is Europe Still Leader?
– Today within the discussion on railway reform in the EU the creation of a united organisation on certification is being discussed. Will a similar decision help to solve the problem of certification on the 1520 space?
– In the European Commission proposal of the so called “Technical Pillar” of the 4th Railway Package, the authorisation of products, vehicles and signalling is enhanced by having validity in one Member State being valid throughout the European Union. UNIFE is convinced that this is a great improvement for the industry, as it will avoid the bureaucratic burden for certification and improve efficiency within Europe. It is still under discussion if the 1520 system will have the same European Authorisation or will follow under specific conditions.
To that aim, it is worth noting that the 1520 European network is going to be included in the European specifications. Collaboration between the European Railway Agency (ERA) and the Organisation for Cooperation of Railways (OSJD) is ongoing. It is related to the analysis of the relationship between the EU and non-EU railway systems with gauge 1520, 1524 mm and 1435 mm.
The analysis will be limited to the technical and EU-CIS cross-border operational aspects of the 1520 mm railway system. However, all products and aspects not specific to the 1520 will de facto have a unique European specification. This analysis identifies where different requirements apply for the 1520 system; therefore all other parameters should be, in principle, eligible for cross-acceptance.
In summary, even if the body issuing the authorisation for the 1520 system might be different, the certification procedure for the harmonised parameters is the same throughout Europe, thus simplifying the mutual recognition between Russia and EU.
– Today a number of large manufacturers consider that in the case of a mass appearance of Chinese production in the European or Russian markets, local technologies will be ignored. What is your opinion? Is it necessary to prevent the distribution of the Chinese production?
– Rail is one of the industrial sectors where Europe still maintains global leadership, both commercially with a 50% world market share and in terms of innovation. The rail industry also plays an important social role with a workforce of 400,000 employees in Europe. However, competition has greatly increased recently, with traditional players from Japan and South Korea, and burgeoning Chinese companies being more present in foreign markets. In this respect, UNIFE would like to make it very clear that competition with suppliers outside the EU is not an issue for the European suppliers. Indeed competition is not only about price but also, for example, about quality and safety. Therefore, the focus should be on competitiveness rather than costs.
However, UNIFE would also like to highlight the unbalanced situation of market access between the EU that has a very open market with transparent rules and other markets that are often very difficult to access. In China for instance, no contract is signed without technology transfer. Competitors also benefit from strong support from their national government and financial institutions.
Preventing the distribution of Chinese products would not be a feasible option in today’s global economy. However, UNIFE is keen to work together with the EU to assess possible solutions to level the playing field by means of WTO Agreements on Government Procurement (GPA) or ‘buy European’ instruments.
Interviewed by Christina Alexandrova
[~DETAIL_TEXT] => Mutual Cooperation
– Mr Citroën, what has already been done in the field of harmonisation of technological standards between the EU and Russia?
– Several initiatives are currently under way between the EU and Russia in regard to cooperation in railway standardisation.
First of all, efforts have been initiated under the umbrella of the EU-Russia Industrialist Roundtable, within the so-called “taskforce 8” on harmonisation of legislations. Within this taskforce, a specific working group, involving both European and Russian experts, has been created to study the topic of railways and several recommendations have been outlined in a white paper.
In parallel, a Memorandum of understanding and Cooperation was signed between UNIFE and NP-UIRE (Russian Union of Industries of Railway Equipment) in May 2012 with the aim of reinforcing cooperation on matters of interest for both EU and Russian industry. This Memorandum foresees, in particular, cooperation on technical and standardisation matters, including “taskforce 8”-related matters.
In addition, it is worth noting that various meetings have been held between EU (e.g. European Commission, European Railway Agency, CEN/CENELEC) and Russian authorities and standardisation bodies on these matters. For instance, a cooperation agreement covering different industrial fields, including Russian Railways is currently being discussed between CEN/CENELEC and Rosstandard.
Moreover, IRIS (the International Railway Industry Standard) is keen to increase cooperation with Russian stakeholders. For instance, in May 2012, Valentin Gapanovich, Vice President of Russian Railways signed a protocol with Bernard Kaufmann, IRIS General Manager, regarding upgrading the Russian translation of the IRIS booklet with the objective of Russian becoming an official IRIS language.
Last but not least, UNIFE presented its ambitious multiannual research programme called SHIFT ²RAIL to Vladimir Yakunin, President of the Russian Railways and UIC Chairman at a recent conference on rail freight held in Prague.
– What barriers to cross-standardisation development exist today? And how can implementation of such mechanism influence the market?
– The Regulatory and standardisation environments of the EU and Russia are quite distinct from each other. Currently, there is only acceptance of a specific EN standard in Russia if an applicant requests it and a Russian commission of experts has approved it. However, such acceptance has no direct influence on the required certificates for components and products.
Another major difference relates to the use of EN standards. EU regulations and technical specifications are supported by general functional standards, such as EN standards. In Russia this is not the case as each component is certified based on more detailed technical standards and previous experience.
For those reasons, standards between such different “environments” may be difficult to harmonise at a technical level. It could be more effective to harmonise at authorisation level in order to ensure that there are equivalent safety standards. This could be a top-down approach based on the principle of cross-acceptance. To achieve such cross-acceptance, a degree of harmonisation of the objectives (in terms of reliability, safety of the equipment, etc.) should be reached as a first step. This mechanism is already in use in Europe with good results between EU Member States that apply national requirements or national standards before the adoption of the European specification.
UNIFE believes that two different rules for the same parameter can achieve the same level of safety. There is a complete list of common parameters across the EU where member states have identified the corresponding national rules for each parameter (European Decision 2009/965/EC). In addition, the corresponding European requirements (Technical Specifications for Interoperability - TSI) are also listed in this reference list. The purpose of this task has been to increase the transparency of rules that are applied in each European member state.
Three regulations on technical requirements have been produced and come into force in the Customs Union in August 2011: Safety of railway rolling stock, High speed rail, Infrastructure.
It would be useful if a similar exercise is conducted by adding Russian rules which correspond to each parameter, starting with the “Safety of Railway Rolling Stock”.
Such a “Russian reference document” could then be used in a comparison with European technical regulations.
The parameters affected by infrastructure are those where cross acceptance is more difficult to achieve. However all other parameters can be cross-accepted if the high-level objectives are harmonised.
– Is localisation favourable to manufacturers today, considering the difficult certification process? What steps can be taken, in particular, for promoting foreign innovative production in Russia?
– UNIFE is of the opinion that localisation of production can be favourable if driven by industrial and economic considerations. It is a burden if forced by non-harmonised regulations and standardisation. Cross acceptance of the EC – CU vehicles authorisation processes would definitively help to encourage manufacturers to invest in the Russian market. Ideally, full acceptance of the EU TSIs and standards would allow Russia to fully and more easily access a broad range of high tech and innovative products from EU manufacturers that currently produce more than 50% of rail products globally. According to UNIFE, this will in turn naturally promote foreign innovative production in Russia where it is industrially and economically justifiable. At the same time, local CU manufacturers would benefit from a seamless authorisation process.
Is Europe Still Leader?
– Today within the discussion on railway reform in the EU the creation of a united organisation on certification is being discussed. Will a similar decision help to solve the problem of certification on the 1520 space?
– In the European Commission proposal of the so called “Technical Pillar” of the 4th Railway Package, the authorisation of products, vehicles and signalling is enhanced by having validity in one Member State being valid throughout the European Union. UNIFE is convinced that this is a great improvement for the industry, as it will avoid the bureaucratic burden for certification and improve efficiency within Europe. It is still under discussion if the 1520 system will have the same European Authorisation or will follow under specific conditions.
To that aim, it is worth noting that the 1520 European network is going to be included in the European specifications. Collaboration between the European Railway Agency (ERA) and the Organisation for Cooperation of Railways (OSJD) is ongoing. It is related to the analysis of the relationship between the EU and non-EU railway systems with gauge 1520, 1524 mm and 1435 mm.
The analysis will be limited to the technical and EU-CIS cross-border operational aspects of the 1520 mm railway system. However, all products and aspects not specific to the 1520 will de facto have a unique European specification. This analysis identifies where different requirements apply for the 1520 system; therefore all other parameters should be, in principle, eligible for cross-acceptance.
In summary, even if the body issuing the authorisation for the 1520 system might be different, the certification procedure for the harmonised parameters is the same throughout Europe, thus simplifying the mutual recognition between Russia and EU.
– Today a number of large manufacturers consider that in the case of a mass appearance of Chinese production in the European or Russian markets, local technologies will be ignored. What is your opinion? Is it necessary to prevent the distribution of the Chinese production?
– Rail is one of the industrial sectors where Europe still maintains global leadership, both commercially with a 50% world market share and in terms of innovation. The rail industry also plays an important social role with a workforce of 400,000 employees in Europe. However, competition has greatly increased recently, with traditional players from Japan and South Korea, and burgeoning Chinese companies being more present in foreign markets. In this respect, UNIFE would like to make it very clear that competition with suppliers outside the EU is not an issue for the European suppliers. Indeed competition is not only about price but also, for example, about quality and safety. Therefore, the focus should be on competitiveness rather than costs.
However, UNIFE would also like to highlight the unbalanced situation of market access between the EU that has a very open market with transparent rules and other markets that are often very difficult to access. In China for instance, no contract is signed without technology transfer. Competitors also benefit from strong support from their national government and financial institutions.
Preventing the distribution of Chinese products would not be a feasible option in today’s global economy. However, UNIFE is keen to work together with the EU to assess possible solutions to level the playing field by means of WTO Agreements on Government Procurement (GPA) or ‘buy European’ instruments.
Interviewed by Christina Alexandrova
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Valery Reshetnikov, Senior Vice President of RZD, talks about the main challenges for RZD and the entire railway sector in Russia in the last stage of railway reform, and about the ways to achieve maximum efficiency inside the holding company.
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[DETAIL_TEXT] => New Format for Interaction in the Market
– Mr Reshetnikov, on what objectives is attention focused during the last stage of railway reform?
– Issues of enhancement and development of the existing model of the transport market are currently being brought to the forefront. Firstly, a solution to problems in the field of relations between market players, especially regarding technological and standardisation of legal interaction between RZD (as the transporter and infrastructure owner) and rolling stock operators and cargo owners.
Secondly, we should evaluate the advisability and define the required parameters of further reform targeted at the development of competition. I mean carrying out the experiment of the emergence of local transporters on the Russian railway network, in accordance with the Target Model of the Cargo Railway Transportation Market till 2015.
Thirdly, measures taken within the framework of the Target Model are aimed at solving such urgent issues as defining clear and stable rules for creation of funding sources for investment in modernisation and development of railway infrastructure, including implementation of the mechanism of the regulatory (network) contract being compatible with the transfer to a long-term tariff regulation on the RAB principles (Regulatory Asset Base).
Frankly speaking, we haven’t succeeded in reaching these goals. Two years have passed since the adoption of the Target Model, and one could expect there would have been significant results in these fields which are so important to the sector and the company. However, decisions are carried out only on the basis of separate local issues.
On the whole, the problem of the deficit in investment resources is getting only worse.
In the 2009-2010 system state decisions were adopted for improving the tariff and price policy for setting economically justified tariffs based on the rate of return on capital taking into account investment needed for railways development, but they do not work. The current state tariff policy makes railways more dependent on cargoes transported by them. Therefore, the mechanism of cross-subsiding of economic sectors at the expense of railways has not been removed. To change this situation, the adopted decisions in the sphere of state tariff regulation must be carried out at the level of the executive federal bodies.
From a Transport Company to a Transport and Logistics One
– On February 4, 2013, Vladimir Yakunin, President of Russian Railways signed the decree establishing the transport and logistics business division in the holding company. Earlier, there were talks about the creation of a “Cargo Transportation” business division. How is the company going to expand this activity, and how will this business sector develop?
– One of the most important decisions taken last year is the expansion of the company’s business in the sector of transport and logistics services, which envisages significant potential for increasing revenue. We made serious progress towards it: we initiated the launch of the United Transport and Logistics Company (OTLC) within the framework of the Common Economic Space (CES) and purchased a 75% stake in the logistic operator GEFCO. The integration of the French company into RZD will contribute to fulfilling the strategic objective of rapid development of the international transport and logistics business by the holding company.
A priority for 2013 is to find and develop synergies with subsidiaries and affiliated companies of RZD, and primarily with TransContainer, RZD-Logistics, and RailTransAuto. Also, together with GEFCO, we will continue to create a mid-term programme for the holding company’s logistics business development in Russia and abroad. It is also planned to examine the desirability of signing a contract between RZD and GEFCO about providing 4PL services for supplies for the company’s needs, which can help reduce our own expenditure.
The concept and the business plan for the launch of OTLC were developed in 2012, and they will be laid out while being examined and adjusted by the concerned parties. The list of property transferred to the charter capital of OTLC will be defined on the basis of the concept and the business plan. The business model of OTLC envisages a vertical integration of the assets of railway operators in Russia, Belarus, and Kazakhstan (on a parity basis), which will achieve the required scale of business and offers a complex transport and logistics service to the whole area of the CES. This will contribute to the creation of a single transport platform for integration of the CES member-states’ economies, attraction of additional amounts of cargo that can be carried in containers (up to 1.1 million TEU per annum) due to an increase in international transportation and the fulfillment of the potential of the CES member states; gaining additional revenue from national railway companies from the use of infrastructure (up to $1.6 billion till 2020) and dividends (up to $0.5 billion till 2020). According to estimations, the synergetic effect from the joint work will be as follows: the cost of OTLC will surpass the cost of every container business of the three countries by more than one third (by $0.9 billion). And this is a rather conservative estimation.
– How efficient is the work of RZD’s subsidiaries and affiliated companies?
– Starting from 2004, 85 subsidiaries have been launched. Of that, 68 were established in the framework of the railway reform. They make a significant contribution to the consolidated results of the holding company. Subsidiaries’ total revenue from the main activity was more than RUB 800 billion in 2012 (over 40% of the holding company’s total revenue). Net profit from the subsidiaries exceeded RUB 35 billion, and they paid over RUB 9 billion of dividends to RZD.
Also, in 2012, Russian Railways received more than RUB 78 billion from the sale of its stake in its subsidiaries. This helped increase sources of funding for investments. Since the beginning of its operational work, RZD sold shareholdings in its subsidiaries for the total sum of more than RUB 250 billion.
Discussion about Competition Lies Ahead
– State bodies inquired about competition in the transport market in 2009. How has this situation developed?
– With the adoption of the Target Model, we managed to postpone the issue of separating the infrastructure from transportation activity till 2015, justifying it by our ability to increase efficiency and create internal sources for funding infrastructure development investment projects, gradually replacing public subsidies, only if we remain a single company.
As for local transporters, “competition for the route” envisages that on the basis of competition, an exclusive right to provide all cargo transportation on some sections of RZD’s infrastructure will be given to a local transporter for 5-10 years. The “competition on the route” envisages that there will be several local cargo transporters working on some railway sections and routes simultaneously with RZD. It was planned that competition in the transportation sector would develop gradually within a framework of pilot projects. However, the Target Model does not define the logic of creation of such projects and the mechanisms of their implementation in practice.
The analysis of the rolling stock operation market showed that amid the multiplicity of operators and the lack of public railcar fleets there are a lot of risks. Research held by a consulting company А.Т. Kearney GmbH and Natural Monopolies’ Institute in 2012 showed that amid significant infrastructure limitations, the existing regulatory model and the current economic situation in Russia, the emergence of local transporters on the network can cause unforeseen actions by market players, which can have an additional negative impact on cargo owners.
If the idea of competition “on the route” is carried out and the tariff system remains the same, it will inevitably make local transporters use tariff premiums providing a higher operational efficiency for some shipments, therefore this scheme is actively lobbied for by operators, who want to increase the profitability of their business. However, the behavior of local transporters for competition “on the route” can bring just a minimum effect for a small number of consignors. Redirection of profitable transportation from RZD will reduce the company’s revenue and its total profitability, consequently, additional public investment in infrastructure will be needed. Therefore, RZD considers that the implementation of this model of competition is not justified now.
Competition “for the route” seems to be more justified, because in the framework of this model applied on a limited section the local transporter will be responsible for servicing all consignors, and this activity should be regulated similarly to that of Russian Railways’, as an activity of a natural monopoly.
Taking into account the rolling stock operating market reform, RZD insists that before implementation, the institution of local transporters must obtain a standard and legal charter. Risks of rule violation should be prevented in advance, because the rules are the basis for the technological support of transportation and meeting safety requirements. The launch of pilot projects should be preceded by thorough development and examination of the technological model of the interaction between a local transporter and the infrastructure owner/network-wide transporter on the sections, where the pilot projects will start.
To define the justifiability, form, and the order of competition development in the transportation sector, RZD takes into account its international experience. A number of foreign researches were carried out in 2012, in the framework of which the impact of different models of the railway service markets (including separation of the infrastructure from transportation business) on the efficiency and competitiveness of the EU railways was analysed. The researches were held in the context of activation of discussions in expert and business circles of European countries to define whether the further liberalisation of the railway sector was needed in the light of effects from reforms that had been carried out already.
No connection between the vertical separation of infrastructure and transportation activity and the positive effects it had been supposed to bring (the development of competition, an increase in cargo transportation and the share of railways in the total cargo turnover) had been revealed. Moreover, experts concluded that vertical separation significantly expands the total sectoral expenditure suffered by railways where the rail infrastructure is used intensively, and where cargo transportation prevails, i.e. in conditions indicative of Russian railways.
I think that the synergy of the international experience and national analytical and research data is a sufficient argument base for making a correct decision, however, an active discussion about the justifiability, possible forms, conditions, and the time of launching pilot projects for creation of an institution of local transporters lies ahead.
Chance to Prove Efficiency
– What are results of vertically integrated business units launched during the reform? Have they reached the envisaged levels of efficiency?
– On the whole, the established directorates function in accordance with the planned parameters. Meanwhile, they should strengthen the work targeted at increasing efficiency and expenditure management, including that based on the principles of quality management and lean production.
Target cost-cutting figures set for directorates should be based on the evaluation of alternative variants of investment in the development based upon the search for the best opportunity for the optimisation of technological processes, an increase in labour efficiency, and putting in operation new machinery in definite spheres of activity, and on the existing total expenditure of the directorates. It is vitally important to use all real opportunities for revenue growth.
Having approved the Target Model of Cargo Railway Transportation Market till 2015, the Government gave RZD an opportunity to prove its ability to operate efficiently within the current structure. And we cannot miss the chance.
– What steps can be taken to do that?
– The efficiency results were set out by the President of the company. To reach the target figures, we need a qualitative restructure of work – an efficient activity of the basis of internal circulation of services. We need to put into operation state-of-the-art machinery and technologies, especially in organising traffic on schedule, to form new high-profit services, and to enter new sales markets, and to provide a constant increase in the labour efficiency. All these and a lot of other things are reflected in the strategy of the holding company’s development now being updated, which envisages basic directions and priorities of development with long-term prospects. The focus will be on the supply of logistics technologies, which we have discussed already, and the development of high-speed and very high-speed transportation. We are going to strengthen our positions in the sphere of international engineering, especially the construction and design of railway infrastructure. We constantly define priorities for minimisation of investment in infrastructure development, implement new resource-saving technologies, and reduce the energy-output ratio of transportation.
Formation of complex programmes and projects for the development of initiatives envisaged by the strategy will allow gaining traction on such issues as the increase in efficiency, and creating necessary conditions for reliable and stable work of the holding company. ®
Interviewed by Elena Ushkova
our reference
In 2013, RZD will continue to sell its shareholdings in subsidiaries and affiliated companies, if the RF Government approves such deals.
In particular, the company plans to sell:
• 75% minus 2 shares in Novosibirsk Switch Plant OJSC, Vagonremmash OJSC, First Non-Ore Company OJSC, and Moscow Locomotive Repair Plant OJSC
• 100% minus 1 share in Saransk Wagon Repair Plant OJSC
• 25% plus 1 share in Roszheldorproject OJSC
• 50% minus 2 shares in RZDstroy OJSC and BetElTrans OJSC.
Also, the company wants to sell stakes in wagon repair companies WRC-2 and WRC-3.
[~DETAIL_TEXT] => New Format for Interaction in the Market
– Mr Reshetnikov, on what objectives is attention focused during the last stage of railway reform?
– Issues of enhancement and development of the existing model of the transport market are currently being brought to the forefront. Firstly, a solution to problems in the field of relations between market players, especially regarding technological and standardisation of legal interaction between RZD (as the transporter and infrastructure owner) and rolling stock operators and cargo owners.
Secondly, we should evaluate the advisability and define the required parameters of further reform targeted at the development of competition. I mean carrying out the experiment of the emergence of local transporters on the Russian railway network, in accordance with the Target Model of the Cargo Railway Transportation Market till 2015.
Thirdly, measures taken within the framework of the Target Model are aimed at solving such urgent issues as defining clear and stable rules for creation of funding sources for investment in modernisation and development of railway infrastructure, including implementation of the mechanism of the regulatory (network) contract being compatible with the transfer to a long-term tariff regulation on the RAB principles (Regulatory Asset Base).
Frankly speaking, we haven’t succeeded in reaching these goals. Two years have passed since the adoption of the Target Model, and one could expect there would have been significant results in these fields which are so important to the sector and the company. However, decisions are carried out only on the basis of separate local issues.
On the whole, the problem of the deficit in investment resources is getting only worse.
In the 2009-2010 system state decisions were adopted for improving the tariff and price policy for setting economically justified tariffs based on the rate of return on capital taking into account investment needed for railways development, but they do not work. The current state tariff policy makes railways more dependent on cargoes transported by them. Therefore, the mechanism of cross-subsiding of economic sectors at the expense of railways has not been removed. To change this situation, the adopted decisions in the sphere of state tariff regulation must be carried out at the level of the executive federal bodies.
From a Transport Company to a Transport and Logistics One
– On February 4, 2013, Vladimir Yakunin, President of Russian Railways signed the decree establishing the transport and logistics business division in the holding company. Earlier, there were talks about the creation of a “Cargo Transportation” business division. How is the company going to expand this activity, and how will this business sector develop?
– One of the most important decisions taken last year is the expansion of the company’s business in the sector of transport and logistics services, which envisages significant potential for increasing revenue. We made serious progress towards it: we initiated the launch of the United Transport and Logistics Company (OTLC) within the framework of the Common Economic Space (CES) and purchased a 75% stake in the logistic operator GEFCO. The integration of the French company into RZD will contribute to fulfilling the strategic objective of rapid development of the international transport and logistics business by the holding company.
A priority for 2013 is to find and develop synergies with subsidiaries and affiliated companies of RZD, and primarily with TransContainer, RZD-Logistics, and RailTransAuto. Also, together with GEFCO, we will continue to create a mid-term programme for the holding company’s logistics business development in Russia and abroad. It is also planned to examine the desirability of signing a contract between RZD and GEFCO about providing 4PL services for supplies for the company’s needs, which can help reduce our own expenditure.
The concept and the business plan for the launch of OTLC were developed in 2012, and they will be laid out while being examined and adjusted by the concerned parties. The list of property transferred to the charter capital of OTLC will be defined on the basis of the concept and the business plan. The business model of OTLC envisages a vertical integration of the assets of railway operators in Russia, Belarus, and Kazakhstan (on a parity basis), which will achieve the required scale of business and offers a complex transport and logistics service to the whole area of the CES. This will contribute to the creation of a single transport platform for integration of the CES member-states’ economies, attraction of additional amounts of cargo that can be carried in containers (up to 1.1 million TEU per annum) due to an increase in international transportation and the fulfillment of the potential of the CES member states; gaining additional revenue from national railway companies from the use of infrastructure (up to $1.6 billion till 2020) and dividends (up to $0.5 billion till 2020). According to estimations, the synergetic effect from the joint work will be as follows: the cost of OTLC will surpass the cost of every container business of the three countries by more than one third (by $0.9 billion). And this is a rather conservative estimation.
– How efficient is the work of RZD’s subsidiaries and affiliated companies?
– Starting from 2004, 85 subsidiaries have been launched. Of that, 68 were established in the framework of the railway reform. They make a significant contribution to the consolidated results of the holding company. Subsidiaries’ total revenue from the main activity was more than RUB 800 billion in 2012 (over 40% of the holding company’s total revenue). Net profit from the subsidiaries exceeded RUB 35 billion, and they paid over RUB 9 billion of dividends to RZD.
Also, in 2012, Russian Railways received more than RUB 78 billion from the sale of its stake in its subsidiaries. This helped increase sources of funding for investments. Since the beginning of its operational work, RZD sold shareholdings in its subsidiaries for the total sum of more than RUB 250 billion.
Discussion about Competition Lies Ahead
– State bodies inquired about competition in the transport market in 2009. How has this situation developed?
– With the adoption of the Target Model, we managed to postpone the issue of separating the infrastructure from transportation activity till 2015, justifying it by our ability to increase efficiency and create internal sources for funding infrastructure development investment projects, gradually replacing public subsidies, only if we remain a single company.
As for local transporters, “competition for the route” envisages that on the basis of competition, an exclusive right to provide all cargo transportation on some sections of RZD’s infrastructure will be given to a local transporter for 5-10 years. The “competition on the route” envisages that there will be several local cargo transporters working on some railway sections and routes simultaneously with RZD. It was planned that competition in the transportation sector would develop gradually within a framework of pilot projects. However, the Target Model does not define the logic of creation of such projects and the mechanisms of their implementation in practice.
The analysis of the rolling stock operation market showed that amid the multiplicity of operators and the lack of public railcar fleets there are a lot of risks. Research held by a consulting company А.Т. Kearney GmbH and Natural Monopolies’ Institute in 2012 showed that amid significant infrastructure limitations, the existing regulatory model and the current economic situation in Russia, the emergence of local transporters on the network can cause unforeseen actions by market players, which can have an additional negative impact on cargo owners.
If the idea of competition “on the route” is carried out and the tariff system remains the same, it will inevitably make local transporters use tariff premiums providing a higher operational efficiency for some shipments, therefore this scheme is actively lobbied for by operators, who want to increase the profitability of their business. However, the behavior of local transporters for competition “on the route” can bring just a minimum effect for a small number of consignors. Redirection of profitable transportation from RZD will reduce the company’s revenue and its total profitability, consequently, additional public investment in infrastructure will be needed. Therefore, RZD considers that the implementation of this model of competition is not justified now.
Competition “for the route” seems to be more justified, because in the framework of this model applied on a limited section the local transporter will be responsible for servicing all consignors, and this activity should be regulated similarly to that of Russian Railways’, as an activity of a natural monopoly.
Taking into account the rolling stock operating market reform, RZD insists that before implementation, the institution of local transporters must obtain a standard and legal charter. Risks of rule violation should be prevented in advance, because the rules are the basis for the technological support of transportation and meeting safety requirements. The launch of pilot projects should be preceded by thorough development and examination of the technological model of the interaction between a local transporter and the infrastructure owner/network-wide transporter on the sections, where the pilot projects will start.
To define the justifiability, form, and the order of competition development in the transportation sector, RZD takes into account its international experience. A number of foreign researches were carried out in 2012, in the framework of which the impact of different models of the railway service markets (including separation of the infrastructure from transportation business) on the efficiency and competitiveness of the EU railways was analysed. The researches were held in the context of activation of discussions in expert and business circles of European countries to define whether the further liberalisation of the railway sector was needed in the light of effects from reforms that had been carried out already.
No connection between the vertical separation of infrastructure and transportation activity and the positive effects it had been supposed to bring (the development of competition, an increase in cargo transportation and the share of railways in the total cargo turnover) had been revealed. Moreover, experts concluded that vertical separation significantly expands the total sectoral expenditure suffered by railways where the rail infrastructure is used intensively, and where cargo transportation prevails, i.e. in conditions indicative of Russian railways.
I think that the synergy of the international experience and national analytical and research data is a sufficient argument base for making a correct decision, however, an active discussion about the justifiability, possible forms, conditions, and the time of launching pilot projects for creation of an institution of local transporters lies ahead.
Chance to Prove Efficiency
– What are results of vertically integrated business units launched during the reform? Have they reached the envisaged levels of efficiency?
– On the whole, the established directorates function in accordance with the planned parameters. Meanwhile, they should strengthen the work targeted at increasing efficiency and expenditure management, including that based on the principles of quality management and lean production.
Target cost-cutting figures set for directorates should be based on the evaluation of alternative variants of investment in the development based upon the search for the best opportunity for the optimisation of technological processes, an increase in labour efficiency, and putting in operation new machinery in definite spheres of activity, and on the existing total expenditure of the directorates. It is vitally important to use all real opportunities for revenue growth.
Having approved the Target Model of Cargo Railway Transportation Market till 2015, the Government gave RZD an opportunity to prove its ability to operate efficiently within the current structure. And we cannot miss the chance.
– What steps can be taken to do that?
– The efficiency results were set out by the President of the company. To reach the target figures, we need a qualitative restructure of work – an efficient activity of the basis of internal circulation of services. We need to put into operation state-of-the-art machinery and technologies, especially in organising traffic on schedule, to form new high-profit services, and to enter new sales markets, and to provide a constant increase in the labour efficiency. All these and a lot of other things are reflected in the strategy of the holding company’s development now being updated, which envisages basic directions and priorities of development with long-term prospects. The focus will be on the supply of logistics technologies, which we have discussed already, and the development of high-speed and very high-speed transportation. We are going to strengthen our positions in the sphere of international engineering, especially the construction and design of railway infrastructure. We constantly define priorities for minimisation of investment in infrastructure development, implement new resource-saving technologies, and reduce the energy-output ratio of transportation.
Formation of complex programmes and projects for the development of initiatives envisaged by the strategy will allow gaining traction on such issues as the increase in efficiency, and creating necessary conditions for reliable and stable work of the holding company. ®
Interviewed by Elena Ushkova
our reference
In 2013, RZD will continue to sell its shareholdings in subsidiaries and affiliated companies, if the RF Government approves such deals.
In particular, the company plans to sell:
• 75% minus 2 shares in Novosibirsk Switch Plant OJSC, Vagonremmash OJSC, First Non-Ore Company OJSC, and Moscow Locomotive Repair Plant OJSC
• 100% minus 1 share in Saransk Wagon Repair Plant OJSC
• 25% plus 1 share in Roszheldorproject OJSC
• 50% minus 2 shares in RZDstroy OJSC and BetElTrans OJSC.
Also, the company wants to sell stakes in wagon repair companies WRC-2 and WRC-3.
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[DETAIL_TEXT] => New Format for Interaction in the Market
– Mr Reshetnikov, on what objectives is attention focused during the last stage of railway reform?
– Issues of enhancement and development of the existing model of the transport market are currently being brought to the forefront. Firstly, a solution to problems in the field of relations between market players, especially regarding technological and standardisation of legal interaction between RZD (as the transporter and infrastructure owner) and rolling stock operators and cargo owners.
Secondly, we should evaluate the advisability and define the required parameters of further reform targeted at the development of competition. I mean carrying out the experiment of the emergence of local transporters on the Russian railway network, in accordance with the Target Model of the Cargo Railway Transportation Market till 2015.
Thirdly, measures taken within the framework of the Target Model are aimed at solving such urgent issues as defining clear and stable rules for creation of funding sources for investment in modernisation and development of railway infrastructure, including implementation of the mechanism of the regulatory (network) contract being compatible with the transfer to a long-term tariff regulation on the RAB principles (Regulatory Asset Base).
Frankly speaking, we haven’t succeeded in reaching these goals. Two years have passed since the adoption of the Target Model, and one could expect there would have been significant results in these fields which are so important to the sector and the company. However, decisions are carried out only on the basis of separate local issues.
On the whole, the problem of the deficit in investment resources is getting only worse.
In the 2009-2010 system state decisions were adopted for improving the tariff and price policy for setting economically justified tariffs based on the rate of return on capital taking into account investment needed for railways development, but they do not work. The current state tariff policy makes railways more dependent on cargoes transported by them. Therefore, the mechanism of cross-subsiding of economic sectors at the expense of railways has not been removed. To change this situation, the adopted decisions in the sphere of state tariff regulation must be carried out at the level of the executive federal bodies.
From a Transport Company to a Transport and Logistics One
– On February 4, 2013, Vladimir Yakunin, President of Russian Railways signed the decree establishing the transport and logistics business division in the holding company. Earlier, there were talks about the creation of a “Cargo Transportation” business division. How is the company going to expand this activity, and how will this business sector develop?
– One of the most important decisions taken last year is the expansion of the company’s business in the sector of transport and logistics services, which envisages significant potential for increasing revenue. We made serious progress towards it: we initiated the launch of the United Transport and Logistics Company (OTLC) within the framework of the Common Economic Space (CES) and purchased a 75% stake in the logistic operator GEFCO. The integration of the French company into RZD will contribute to fulfilling the strategic objective of rapid development of the international transport and logistics business by the holding company.
A priority for 2013 is to find and develop synergies with subsidiaries and affiliated companies of RZD, and primarily with TransContainer, RZD-Logistics, and RailTransAuto. Also, together with GEFCO, we will continue to create a mid-term programme for the holding company’s logistics business development in Russia and abroad. It is also planned to examine the desirability of signing a contract between RZD and GEFCO about providing 4PL services for supplies for the company’s needs, which can help reduce our own expenditure.
The concept and the business plan for the launch of OTLC were developed in 2012, and they will be laid out while being examined and adjusted by the concerned parties. The list of property transferred to the charter capital of OTLC will be defined on the basis of the concept and the business plan. The business model of OTLC envisages a vertical integration of the assets of railway operators in Russia, Belarus, and Kazakhstan (on a parity basis), which will achieve the required scale of business and offers a complex transport and logistics service to the whole area of the CES. This will contribute to the creation of a single transport platform for integration of the CES member-states’ economies, attraction of additional amounts of cargo that can be carried in containers (up to 1.1 million TEU per annum) due to an increase in international transportation and the fulfillment of the potential of the CES member states; gaining additional revenue from national railway companies from the use of infrastructure (up to $1.6 billion till 2020) and dividends (up to $0.5 billion till 2020). According to estimations, the synergetic effect from the joint work will be as follows: the cost of OTLC will surpass the cost of every container business of the three countries by more than one third (by $0.9 billion). And this is a rather conservative estimation.
– How efficient is the work of RZD’s subsidiaries and affiliated companies?
– Starting from 2004, 85 subsidiaries have been launched. Of that, 68 were established in the framework of the railway reform. They make a significant contribution to the consolidated results of the holding company. Subsidiaries’ total revenue from the main activity was more than RUB 800 billion in 2012 (over 40% of the holding company’s total revenue). Net profit from the subsidiaries exceeded RUB 35 billion, and they paid over RUB 9 billion of dividends to RZD.
Also, in 2012, Russian Railways received more than RUB 78 billion from the sale of its stake in its subsidiaries. This helped increase sources of funding for investments. Since the beginning of its operational work, RZD sold shareholdings in its subsidiaries for the total sum of more than RUB 250 billion.
Discussion about Competition Lies Ahead
– State bodies inquired about competition in the transport market in 2009. How has this situation developed?
– With the adoption of the Target Model, we managed to postpone the issue of separating the infrastructure from transportation activity till 2015, justifying it by our ability to increase efficiency and create internal sources for funding infrastructure development investment projects, gradually replacing public subsidies, only if we remain a single company.
As for local transporters, “competition for the route” envisages that on the basis of competition, an exclusive right to provide all cargo transportation on some sections of RZD’s infrastructure will be given to a local transporter for 5-10 years. The “competition on the route” envisages that there will be several local cargo transporters working on some railway sections and routes simultaneously with RZD. It was planned that competition in the transportation sector would develop gradually within a framework of pilot projects. However, the Target Model does not define the logic of creation of such projects and the mechanisms of their implementation in practice.
The analysis of the rolling stock operation market showed that amid the multiplicity of operators and the lack of public railcar fleets there are a lot of risks. Research held by a consulting company А.Т. Kearney GmbH and Natural Monopolies’ Institute in 2012 showed that amid significant infrastructure limitations, the existing regulatory model and the current economic situation in Russia, the emergence of local transporters on the network can cause unforeseen actions by market players, which can have an additional negative impact on cargo owners.
If the idea of competition “on the route” is carried out and the tariff system remains the same, it will inevitably make local transporters use tariff premiums providing a higher operational efficiency for some shipments, therefore this scheme is actively lobbied for by operators, who want to increase the profitability of their business. However, the behavior of local transporters for competition “on the route” can bring just a minimum effect for a small number of consignors. Redirection of profitable transportation from RZD will reduce the company’s revenue and its total profitability, consequently, additional public investment in infrastructure will be needed. Therefore, RZD considers that the implementation of this model of competition is not justified now.
Competition “for the route” seems to be more justified, because in the framework of this model applied on a limited section the local transporter will be responsible for servicing all consignors, and this activity should be regulated similarly to that of Russian Railways’, as an activity of a natural monopoly.
Taking into account the rolling stock operating market reform, RZD insists that before implementation, the institution of local transporters must obtain a standard and legal charter. Risks of rule violation should be prevented in advance, because the rules are the basis for the technological support of transportation and meeting safety requirements. The launch of pilot projects should be preceded by thorough development and examination of the technological model of the interaction between a local transporter and the infrastructure owner/network-wide transporter on the sections, where the pilot projects will start.
To define the justifiability, form, and the order of competition development in the transportation sector, RZD takes into account its international experience. A number of foreign researches were carried out in 2012, in the framework of which the impact of different models of the railway service markets (including separation of the infrastructure from transportation business) on the efficiency and competitiveness of the EU railways was analysed. The researches were held in the context of activation of discussions in expert and business circles of European countries to define whether the further liberalisation of the railway sector was needed in the light of effects from reforms that had been carried out already.
No connection between the vertical separation of infrastructure and transportation activity and the positive effects it had been supposed to bring (the development of competition, an increase in cargo transportation and the share of railways in the total cargo turnover) had been revealed. Moreover, experts concluded that vertical separation significantly expands the total sectoral expenditure suffered by railways where the rail infrastructure is used intensively, and where cargo transportation prevails, i.e. in conditions indicative of Russian railways.
I think that the synergy of the international experience and national analytical and research data is a sufficient argument base for making a correct decision, however, an active discussion about the justifiability, possible forms, conditions, and the time of launching pilot projects for creation of an institution of local transporters lies ahead.
Chance to Prove Efficiency
– What are results of vertically integrated business units launched during the reform? Have they reached the envisaged levels of efficiency?
– On the whole, the established directorates function in accordance with the planned parameters. Meanwhile, they should strengthen the work targeted at increasing efficiency and expenditure management, including that based on the principles of quality management and lean production.
Target cost-cutting figures set for directorates should be based on the evaluation of alternative variants of investment in the development based upon the search for the best opportunity for the optimisation of technological processes, an increase in labour efficiency, and putting in operation new machinery in definite spheres of activity, and on the existing total expenditure of the directorates. It is vitally important to use all real opportunities for revenue growth.
Having approved the Target Model of Cargo Railway Transportation Market till 2015, the Government gave RZD an opportunity to prove its ability to operate efficiently within the current structure. And we cannot miss the chance.
– What steps can be taken to do that?
– The efficiency results were set out by the President of the company. To reach the target figures, we need a qualitative restructure of work – an efficient activity of the basis of internal circulation of services. We need to put into operation state-of-the-art machinery and technologies, especially in organising traffic on schedule, to form new high-profit services, and to enter new sales markets, and to provide a constant increase in the labour efficiency. All these and a lot of other things are reflected in the strategy of the holding company’s development now being updated, which envisages basic directions and priorities of development with long-term prospects. The focus will be on the supply of logistics technologies, which we have discussed already, and the development of high-speed and very high-speed transportation. We are going to strengthen our positions in the sphere of international engineering, especially the construction and design of railway infrastructure. We constantly define priorities for minimisation of investment in infrastructure development, implement new resource-saving technologies, and reduce the energy-output ratio of transportation.
Formation of complex programmes and projects for the development of initiatives envisaged by the strategy will allow gaining traction on such issues as the increase in efficiency, and creating necessary conditions for reliable and stable work of the holding company. ®
Interviewed by Elena Ushkova
our reference
In 2013, RZD will continue to sell its shareholdings in subsidiaries and affiliated companies, if the RF Government approves such deals.
In particular, the company plans to sell:
• 75% minus 2 shares in Novosibirsk Switch Plant OJSC, Vagonremmash OJSC, First Non-Ore Company OJSC, and Moscow Locomotive Repair Plant OJSC
• 100% minus 1 share in Saransk Wagon Repair Plant OJSC
• 25% plus 1 share in Roszheldorproject OJSC
• 50% minus 2 shares in RZDstroy OJSC and BetElTrans OJSC.
Also, the company wants to sell stakes in wagon repair companies WRC-2 and WRC-3.
[~DETAIL_TEXT] => New Format for Interaction in the Market
– Mr Reshetnikov, on what objectives is attention focused during the last stage of railway reform?
– Issues of enhancement and development of the existing model of the transport market are currently being brought to the forefront. Firstly, a solution to problems in the field of relations between market players, especially regarding technological and standardisation of legal interaction between RZD (as the transporter and infrastructure owner) and rolling stock operators and cargo owners.
Secondly, we should evaluate the advisability and define the required parameters of further reform targeted at the development of competition. I mean carrying out the experiment of the emergence of local transporters on the Russian railway network, in accordance with the Target Model of the Cargo Railway Transportation Market till 2015.
Thirdly, measures taken within the framework of the Target Model are aimed at solving such urgent issues as defining clear and stable rules for creation of funding sources for investment in modernisation and development of railway infrastructure, including implementation of the mechanism of the regulatory (network) contract being compatible with the transfer to a long-term tariff regulation on the RAB principles (Regulatory Asset Base).
Frankly speaking, we haven’t succeeded in reaching these goals. Two years have passed since the adoption of the Target Model, and one could expect there would have been significant results in these fields which are so important to the sector and the company. However, decisions are carried out only on the basis of separate local issues.
On the whole, the problem of the deficit in investment resources is getting only worse.
In the 2009-2010 system state decisions were adopted for improving the tariff and price policy for setting economically justified tariffs based on the rate of return on capital taking into account investment needed for railways development, but they do not work. The current state tariff policy makes railways more dependent on cargoes transported by them. Therefore, the mechanism of cross-subsiding of economic sectors at the expense of railways has not been removed. To change this situation, the adopted decisions in the sphere of state tariff regulation must be carried out at the level of the executive federal bodies.
From a Transport Company to a Transport and Logistics One
– On February 4, 2013, Vladimir Yakunin, President of Russian Railways signed the decree establishing the transport and logistics business division in the holding company. Earlier, there were talks about the creation of a “Cargo Transportation” business division. How is the company going to expand this activity, and how will this business sector develop?
– One of the most important decisions taken last year is the expansion of the company’s business in the sector of transport and logistics services, which envisages significant potential for increasing revenue. We made serious progress towards it: we initiated the launch of the United Transport and Logistics Company (OTLC) within the framework of the Common Economic Space (CES) and purchased a 75% stake in the logistic operator GEFCO. The integration of the French company into RZD will contribute to fulfilling the strategic objective of rapid development of the international transport and logistics business by the holding company.
A priority for 2013 is to find and develop synergies with subsidiaries and affiliated companies of RZD, and primarily with TransContainer, RZD-Logistics, and RailTransAuto. Also, together with GEFCO, we will continue to create a mid-term programme for the holding company’s logistics business development in Russia and abroad. It is also planned to examine the desirability of signing a contract between RZD and GEFCO about providing 4PL services for supplies for the company’s needs, which can help reduce our own expenditure.
The concept and the business plan for the launch of OTLC were developed in 2012, and they will be laid out while being examined and adjusted by the concerned parties. The list of property transferred to the charter capital of OTLC will be defined on the basis of the concept and the business plan. The business model of OTLC envisages a vertical integration of the assets of railway operators in Russia, Belarus, and Kazakhstan (on a parity basis), which will achieve the required scale of business and offers a complex transport and logistics service to the whole area of the CES. This will contribute to the creation of a single transport platform for integration of the CES member-states’ economies, attraction of additional amounts of cargo that can be carried in containers (up to 1.1 million TEU per annum) due to an increase in international transportation and the fulfillment of the potential of the CES member states; gaining additional revenue from national railway companies from the use of infrastructure (up to $1.6 billion till 2020) and dividends (up to $0.5 billion till 2020). According to estimations, the synergetic effect from the joint work will be as follows: the cost of OTLC will surpass the cost of every container business of the three countries by more than one third (by $0.9 billion). And this is a rather conservative estimation.
– How efficient is the work of RZD’s subsidiaries and affiliated companies?
– Starting from 2004, 85 subsidiaries have been launched. Of that, 68 were established in the framework of the railway reform. They make a significant contribution to the consolidated results of the holding company. Subsidiaries’ total revenue from the main activity was more than RUB 800 billion in 2012 (over 40% of the holding company’s total revenue). Net profit from the subsidiaries exceeded RUB 35 billion, and they paid over RUB 9 billion of dividends to RZD.
Also, in 2012, Russian Railways received more than RUB 78 billion from the sale of its stake in its subsidiaries. This helped increase sources of funding for investments. Since the beginning of its operational work, RZD sold shareholdings in its subsidiaries for the total sum of more than RUB 250 billion.
Discussion about Competition Lies Ahead
– State bodies inquired about competition in the transport market in 2009. How has this situation developed?
– With the adoption of the Target Model, we managed to postpone the issue of separating the infrastructure from transportation activity till 2015, justifying it by our ability to increase efficiency and create internal sources for funding infrastructure development investment projects, gradually replacing public subsidies, only if we remain a single company.
As for local transporters, “competition for the route” envisages that on the basis of competition, an exclusive right to provide all cargo transportation on some sections of RZD’s infrastructure will be given to a local transporter for 5-10 years. The “competition on the route” envisages that there will be several local cargo transporters working on some railway sections and routes simultaneously with RZD. It was planned that competition in the transportation sector would develop gradually within a framework of pilot projects. However, the Target Model does not define the logic of creation of such projects and the mechanisms of their implementation in practice.
The analysis of the rolling stock operation market showed that amid the multiplicity of operators and the lack of public railcar fleets there are a lot of risks. Research held by a consulting company А.Т. Kearney GmbH and Natural Monopolies’ Institute in 2012 showed that amid significant infrastructure limitations, the existing regulatory model and the current economic situation in Russia, the emergence of local transporters on the network can cause unforeseen actions by market players, which can have an additional negative impact on cargo owners.
If the idea of competition “on the route” is carried out and the tariff system remains the same, it will inevitably make local transporters use tariff premiums providing a higher operational efficiency for some shipments, therefore this scheme is actively lobbied for by operators, who want to increase the profitability of their business. However, the behavior of local transporters for competition “on the route” can bring just a minimum effect for a small number of consignors. Redirection of profitable transportation from RZD will reduce the company’s revenue and its total profitability, consequently, additional public investment in infrastructure will be needed. Therefore, RZD considers that the implementation of this model of competition is not justified now.
Competition “for the route” seems to be more justified, because in the framework of this model applied on a limited section the local transporter will be responsible for servicing all consignors, and this activity should be regulated similarly to that of Russian Railways’, as an activity of a natural monopoly.
Taking into account the rolling stock operating market reform, RZD insists that before implementation, the institution of local transporters must obtain a standard and legal charter. Risks of rule violation should be prevented in advance, because the rules are the basis for the technological support of transportation and meeting safety requirements. The launch of pilot projects should be preceded by thorough development and examination of the technological model of the interaction between a local transporter and the infrastructure owner/network-wide transporter on the sections, where the pilot projects will start.
To define the justifiability, form, and the order of competition development in the transportation sector, RZD takes into account its international experience. A number of foreign researches were carried out in 2012, in the framework of which the impact of different models of the railway service markets (including separation of the infrastructure from transportation business) on the efficiency and competitiveness of the EU railways was analysed. The researches were held in the context of activation of discussions in expert and business circles of European countries to define whether the further liberalisation of the railway sector was needed in the light of effects from reforms that had been carried out already.
No connection between the vertical separation of infrastructure and transportation activity and the positive effects it had been supposed to bring (the development of competition, an increase in cargo transportation and the share of railways in the total cargo turnover) had been revealed. Moreover, experts concluded that vertical separation significantly expands the total sectoral expenditure suffered by railways where the rail infrastructure is used intensively, and where cargo transportation prevails, i.e. in conditions indicative of Russian railways.
I think that the synergy of the international experience and national analytical and research data is a sufficient argument base for making a correct decision, however, an active discussion about the justifiability, possible forms, conditions, and the time of launching pilot projects for creation of an institution of local transporters lies ahead.
Chance to Prove Efficiency
– What are results of vertically integrated business units launched during the reform? Have they reached the envisaged levels of efficiency?
– On the whole, the established directorates function in accordance with the planned parameters. Meanwhile, they should strengthen the work targeted at increasing efficiency and expenditure management, including that based on the principles of quality management and lean production.
Target cost-cutting figures set for directorates should be based on the evaluation of alternative variants of investment in the development based upon the search for the best opportunity for the optimisation of technological processes, an increase in labour efficiency, and putting in operation new machinery in definite spheres of activity, and on the existing total expenditure of the directorates. It is vitally important to use all real opportunities for revenue growth.
Having approved the Target Model of Cargo Railway Transportation Market till 2015, the Government gave RZD an opportunity to prove its ability to operate efficiently within the current structure. And we cannot miss the chance.
– What steps can be taken to do that?
– The efficiency results were set out by the President of the company. To reach the target figures, we need a qualitative restructure of work – an efficient activity of the basis of internal circulation of services. We need to put into operation state-of-the-art machinery and technologies, especially in organising traffic on schedule, to form new high-profit services, and to enter new sales markets, and to provide a constant increase in the labour efficiency. All these and a lot of other things are reflected in the strategy of the holding company’s development now being updated, which envisages basic directions and priorities of development with long-term prospects. The focus will be on the supply of logistics technologies, which we have discussed already, and the development of high-speed and very high-speed transportation. We are going to strengthen our positions in the sphere of international engineering, especially the construction and design of railway infrastructure. We constantly define priorities for minimisation of investment in infrastructure development, implement new resource-saving technologies, and reduce the energy-output ratio of transportation.
Formation of complex programmes and projects for the development of initiatives envisaged by the strategy will allow gaining traction on such issues as the increase in efficiency, and creating necessary conditions for reliable and stable work of the holding company. ®
Interviewed by Elena Ushkova
our reference
In 2013, RZD will continue to sell its shareholdings in subsidiaries and affiliated companies, if the RF Government approves such deals.
In particular, the company plans to sell:
• 75% minus 2 shares in Novosibirsk Switch Plant OJSC, Vagonremmash OJSC, First Non-Ore Company OJSC, and Moscow Locomotive Repair Plant OJSC
• 100% minus 1 share in Saransk Wagon Repair Plant OJSC
• 25% plus 1 share in Roszheldorproject OJSC
• 50% minus 2 shares in RZDstroy OJSC and BetElTrans OJSC.
Also, the company wants to sell stakes in wagon repair companies WRC-2 and WRC-3.
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In the near future, the RF Transport Ministry plans to enshrine in law that membership of railway operators in a single self-regulatory organisation (SRO) will be obligatory.
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[DETAIL_TEXT] => Real Force
Today, there are about 1,500 companies, which own cargo railcars and supply them to other companies to transport raw materials and products, on the Russian rail network. During the railway reform, these companies differ in size and represent the interests of private business, which has gained considerable strength. And now they have a significant impact on the development of the Russian cargo railway transportation market, actively participating in the discussion and making important decisions in it.
During the reform, rolling stock operators have become a real force, which should be taken into account and put into some kind of framework, at least in order to protect their clients-cargo owners, and to hold a dialogue with RZD and government bodies. A self-regulatory organisation (SRO) is to form these frameworks. The need to divide market management functions between state and of self-regulatory organisations has often been discussed lately. Meanwhile, it is even more important to have a better understanding of what market regulation is, what are its specifics in Russia, and what adjusted actions can be carried out by associations and unions of rolling stock operators.
In general, there are existing conditions for the creation of self-regulation in the industry. However, there is no legal regulation of SROs in the rail transport sector. In particular, the Transport Ministry’s controlling and supervising functions are not set in legislation in the self-regulating sector. Such SROs are now a subject to such laws as “On Self-Regulatory Organisations” № 315-FZ, “On Non-Commercial Organisations” № 7-FZ, and the Civil Code and Government Decree “On Adoption of the Order of Keeping the Register of SRO» № 724. Consequently, statements legalising the status of such organisations should be added to the federal legislation to form the SRO’s structuring role in the provision of railway services.
Experts point out that self-regulation will be efficient only if membership of the SRO is obligatory for all operators. If it is voluntary, there can appear two groups of operators working in the market playing by different rules, and such situation should be avoided. A SRO will receive state functions, so it will be not fair if one set of operators is regulated by the SRO, and the other – by the state. On the other hand, the industry lacks available legal mechanisms obliging operators to join a SRO. Also, there is no law envisaging obligatory establishment of self-regulatory organisations in the rail transport sector, unlike in a number of other industries.
However, according to the law, if the state transfers certain functions for the market to self-regulate, it does not mean that there must be just one SRO in this area, the number of created SROs is not limited, whilst being a member in one of them is necessary for the company’s professional activity. At least, that’s what happens in the construction and other industries.
Opinions Differ
Not everybody believes that SROs should regulate only operator activity. Thus, the Federal Antimonopoly Service (FAS) of Russia proposed last year the creation of a “commercial infrastructure of the railway transport market.” The Service believes that efficient interaction of market players is not possible without forming the institution of self-regulation. In their opinion, other players in the transport market should participate in it too (cargo owners, regulators, and the transporter). The Association of Transporters and Rolling Stock Operators (ASKOP) supported this idea. At the end of September, it submitted the Government a letter urging to create a SRO which would unite all market participants, on the basis of proposals prepared by the FAS.
RZD have a different opinion and consider this scheme as not very efficient, since it is based on uniting companies with very different, conflicting interests.
Meanwhile, the Ministry of Transport have almost drawn a line under this debate, noting that self-regulation in possible in only one sector of the railway transport market – rolling stock operating. All others are strictly regulated, experts of the ministry believe, and if a coordinating council uniting all players is created in the form of a SRO, it will disrupt the work of the industry.
However, the most controversial issue is the idea that there should be only one SRO. Opinions about it are different.
RZD note that there should be a single SRO, because of the entity of the transport process on one network. In addition, it is clear that it will be more convenient for both – the transporter and regulators – to work with one organisation. However, employees of smaller companies note that the purpose of a market is not an easy communication between all market players.
Experts think that introduction of such additional requirements for market participants will cause a concentration in the park with all related risks. Any absolute obligation (and compulsory membership in a single SRO is one of such obligations) hits small and medium business hardest. A lot of market players are not sure that the fleet enlargement and consolidation of operators will help solve all the current problems.
“For…”
At the same time, the non-commercial partnership Council of Participants of the Market of Railway Rolling Stock Operators’ Services (Council of the Market) liked the idea of creating a single SRO in this sector. So far this is the only registered SRO in this sector (it was registered on April 20, 2011). Now it unites more than 30 companies controlling approximately 70% of the wagon fleet.
Last September, specialists at the Partnership developed general statements regarding the Concept of self-regulation on railways. They were formalised as amendments to the relevant sectoral laws and submitted to the Ministry of Transport.
The bill on amendments to the law “On the RF Railway Transport” sets “the legal basis for operators’ activity, including the specifics of self-regulation in this sector to create conditions for fair competition in the rolling stock operating market, improve the quality of services provided by operators, and contribute to their effective interaction with other market players.”
The Partnership proposes to introduce mandatory membership for operators in the single SRO, as well as a number of requirements upon the organisation. In particular, it should unite at least 25 companies, which own or manage no less than 60% of the wagon fleet operating on RZD’s network. In addition, it is contemplated to give this SRO additional functions and rights with account of the industry specifics. For example, keeping a single register of operators, development of rules to be followed by all operators, participation in the preparation of sectoral draft laws, etc.
According to the amendments proposed by the Council of the Market, the compulsory membership in the SRO shall be effective immediately after adoption of the relevant federal law. Three months later, the regulation about the single SRO is to come in force (such status is given to an organisation, which matches the requirements approved earlier). In a year and three months after the official publication of the law, all SROs, except the single one, shall be excluded from the register of SROs, and operators, which are not members of it, and will have no right to continue their work.
In fact, the Council of the Market does not impose specific requirements upon the operators engaged in provision of railcars, except joining the single SRO. However, the entry fee may become a serious barrier for their membership of it. However, the conditions for their acceptance can be liberalised (to join the SRO now, a company must have 1,000 railcars in ownership or on another right and pay a significant for a small business entrance fee).
“…And Against”
The NP of Railway Rolling Stock Operators (NP OZhdPS) is against the idea of creating a single SRO. Its members are small companies (40 operators, each of them operates less than 5,000 railcars). Its representatives believe that this concept will contribute to a forced enlargement of the market of operators, a decline in competition, and an increase in tariffs on cargo transportation. As a result, Russian operators can go under the jurisdiction of other countries, including Kazakhstan and Belarus.
ASKOP (the Association of Carriers and Rolling Stock Operators of Russia) shares this viewpoint. The latter also has been critical of the idea of a single SRO based on the Council of the Market, thinking that it is the “only way to remove most wagon owners from the market and forbid them from providing rolling stock for transportation.” According to ASKOP, in this case about 90% of over 1,500 rolling stock owners will not be able to continue their activity. In addition, the NP OZhdPS note that the price of a new car and its constant growth became a barrier preventing companies from entering the operator market.
NP OZhdPS developed its concept of freight transportation amid competition between wagon owners. It proposes obligatory membership of all operators in a SRO, but there should be at least two self-regulatory organisations in the market. It is interesting that, according to their concept, there is a greater freedom in the choice of a SRO, but there are a lot of requirements placed upon an operator. NP OZhdPS wants to set an obligatory monthly standard for cargo transportation in tons, the maximum limit of empty mileage, and mandatory quarterly statistics reports to state statistics bodies.
In addition, according to the document, one must determine the maximum number of railcars for the work on the network (for which special methods are offered). After that, according to the NP, there should be a ban on increasing railcar fleet by owners who plan to enter mainlines. The number of operators working on the network should be defined either (400 companies) and give them a status of obligatory and permanent market players. I.e., if the document comes into force, an operator will not be able to reduce or increase its wagon fleet. The SRO should establish some disciplinary responsibility for changes in the number of railcars. Its increase will be possible only on the basis of a forecast of growth of cargo volume for the next year, according to the Concept. The forecast is made by the Transport Ministry of Russia.
The Concept envisages that an operator cannot withdraw from the market or reduce its fleet. Companies should not be dissolved, there can only be changes in the list of their founders. New companies cannot enter the market without a permission of regulating authorities and a recognised growth of cargo. It is also offered proposed to ban affiliation of operators, acquisitions, etc.
By Nadezhda Vtorushina
[~DETAIL_TEXT] => Real Force
Today, there are about 1,500 companies, which own cargo railcars and supply them to other companies to transport raw materials and products, on the Russian rail network. During the railway reform, these companies differ in size and represent the interests of private business, which has gained considerable strength. And now they have a significant impact on the development of the Russian cargo railway transportation market, actively participating in the discussion and making important decisions in it.
During the reform, rolling stock operators have become a real force, which should be taken into account and put into some kind of framework, at least in order to protect their clients-cargo owners, and to hold a dialogue with RZD and government bodies. A self-regulatory organisation (SRO) is to form these frameworks. The need to divide market management functions between state and of self-regulatory organisations has often been discussed lately. Meanwhile, it is even more important to have a better understanding of what market regulation is, what are its specifics in Russia, and what adjusted actions can be carried out by associations and unions of rolling stock operators.
In general, there are existing conditions for the creation of self-regulation in the industry. However, there is no legal regulation of SROs in the rail transport sector. In particular, the Transport Ministry’s controlling and supervising functions are not set in legislation in the self-regulating sector. Such SROs are now a subject to such laws as “On Self-Regulatory Organisations” № 315-FZ, “On Non-Commercial Organisations” № 7-FZ, and the Civil Code and Government Decree “On Adoption of the Order of Keeping the Register of SRO» № 724. Consequently, statements legalising the status of such organisations should be added to the federal legislation to form the SRO’s structuring role in the provision of railway services.
Experts point out that self-regulation will be efficient only if membership of the SRO is obligatory for all operators. If it is voluntary, there can appear two groups of operators working in the market playing by different rules, and such situation should be avoided. A SRO will receive state functions, so it will be not fair if one set of operators is regulated by the SRO, and the other – by the state. On the other hand, the industry lacks available legal mechanisms obliging operators to join a SRO. Also, there is no law envisaging obligatory establishment of self-regulatory organisations in the rail transport sector, unlike in a number of other industries.
However, according to the law, if the state transfers certain functions for the market to self-regulate, it does not mean that there must be just one SRO in this area, the number of created SROs is not limited, whilst being a member in one of them is necessary for the company’s professional activity. At least, that’s what happens in the construction and other industries.
Opinions Differ
Not everybody believes that SROs should regulate only operator activity. Thus, the Federal Antimonopoly Service (FAS) of Russia proposed last year the creation of a “commercial infrastructure of the railway transport market.” The Service believes that efficient interaction of market players is not possible without forming the institution of self-regulation. In their opinion, other players in the transport market should participate in it too (cargo owners, regulators, and the transporter). The Association of Transporters and Rolling Stock Operators (ASKOP) supported this idea. At the end of September, it submitted the Government a letter urging to create a SRO which would unite all market participants, on the basis of proposals prepared by the FAS.
RZD have a different opinion and consider this scheme as not very efficient, since it is based on uniting companies with very different, conflicting interests.
Meanwhile, the Ministry of Transport have almost drawn a line under this debate, noting that self-regulation in possible in only one sector of the railway transport market – rolling stock operating. All others are strictly regulated, experts of the ministry believe, and if a coordinating council uniting all players is created in the form of a SRO, it will disrupt the work of the industry.
However, the most controversial issue is the idea that there should be only one SRO. Opinions about it are different.
RZD note that there should be a single SRO, because of the entity of the transport process on one network. In addition, it is clear that it will be more convenient for both – the transporter and regulators – to work with one organisation. However, employees of smaller companies note that the purpose of a market is not an easy communication between all market players.
Experts think that introduction of such additional requirements for market participants will cause a concentration in the park with all related risks. Any absolute obligation (and compulsory membership in a single SRO is one of such obligations) hits small and medium business hardest. A lot of market players are not sure that the fleet enlargement and consolidation of operators will help solve all the current problems.
“For…”
At the same time, the non-commercial partnership Council of Participants of the Market of Railway Rolling Stock Operators’ Services (Council of the Market) liked the idea of creating a single SRO in this sector. So far this is the only registered SRO in this sector (it was registered on April 20, 2011). Now it unites more than 30 companies controlling approximately 70% of the wagon fleet.
Last September, specialists at the Partnership developed general statements regarding the Concept of self-regulation on railways. They were formalised as amendments to the relevant sectoral laws and submitted to the Ministry of Transport.
The bill on amendments to the law “On the RF Railway Transport” sets “the legal basis for operators’ activity, including the specifics of self-regulation in this sector to create conditions for fair competition in the rolling stock operating market, improve the quality of services provided by operators, and contribute to their effective interaction with other market players.”
The Partnership proposes to introduce mandatory membership for operators in the single SRO, as well as a number of requirements upon the organisation. In particular, it should unite at least 25 companies, which own or manage no less than 60% of the wagon fleet operating on RZD’s network. In addition, it is contemplated to give this SRO additional functions and rights with account of the industry specifics. For example, keeping a single register of operators, development of rules to be followed by all operators, participation in the preparation of sectoral draft laws, etc.
According to the amendments proposed by the Council of the Market, the compulsory membership in the SRO shall be effective immediately after adoption of the relevant federal law. Three months later, the regulation about the single SRO is to come in force (such status is given to an organisation, which matches the requirements approved earlier). In a year and three months after the official publication of the law, all SROs, except the single one, shall be excluded from the register of SROs, and operators, which are not members of it, and will have no right to continue their work.
In fact, the Council of the Market does not impose specific requirements upon the operators engaged in provision of railcars, except joining the single SRO. However, the entry fee may become a serious barrier for their membership of it. However, the conditions for their acceptance can be liberalised (to join the SRO now, a company must have 1,000 railcars in ownership or on another right and pay a significant for a small business entrance fee).
“…And Against”
The NP of Railway Rolling Stock Operators (NP OZhdPS) is against the idea of creating a single SRO. Its members are small companies (40 operators, each of them operates less than 5,000 railcars). Its representatives believe that this concept will contribute to a forced enlargement of the market of operators, a decline in competition, and an increase in tariffs on cargo transportation. As a result, Russian operators can go under the jurisdiction of other countries, including Kazakhstan and Belarus.
ASKOP (the Association of Carriers and Rolling Stock Operators of Russia) shares this viewpoint. The latter also has been critical of the idea of a single SRO based on the Council of the Market, thinking that it is the “only way to remove most wagon owners from the market and forbid them from providing rolling stock for transportation.” According to ASKOP, in this case about 90% of over 1,500 rolling stock owners will not be able to continue their activity. In addition, the NP OZhdPS note that the price of a new car and its constant growth became a barrier preventing companies from entering the operator market.
NP OZhdPS developed its concept of freight transportation amid competition between wagon owners. It proposes obligatory membership of all operators in a SRO, but there should be at least two self-regulatory organisations in the market. It is interesting that, according to their concept, there is a greater freedom in the choice of a SRO, but there are a lot of requirements placed upon an operator. NP OZhdPS wants to set an obligatory monthly standard for cargo transportation in tons, the maximum limit of empty mileage, and mandatory quarterly statistics reports to state statistics bodies.
In addition, according to the document, one must determine the maximum number of railcars for the work on the network (for which special methods are offered). After that, according to the NP, there should be a ban on increasing railcar fleet by owners who plan to enter mainlines. The number of operators working on the network should be defined either (400 companies) and give them a status of obligatory and permanent market players. I.e., if the document comes into force, an operator will not be able to reduce or increase its wagon fleet. The SRO should establish some disciplinary responsibility for changes in the number of railcars. Its increase will be possible only on the basis of a forecast of growth of cargo volume for the next year, according to the Concept. The forecast is made by the Transport Ministry of Russia.
The Concept envisages that an operator cannot withdraw from the market or reduce its fleet. Companies should not be dissolved, there can only be changes in the list of their founders. New companies cannot enter the market without a permission of regulating authorities and a recognised growth of cargo. It is also offered proposed to ban affiliation of operators, acquisitions, etc.
By Nadezhda Vtorushina
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[DETAIL_TEXT] => Real Force
Today, there are about 1,500 companies, which own cargo railcars and supply them to other companies to transport raw materials and products, on the Russian rail network. During the railway reform, these companies differ in size and represent the interests of private business, which has gained considerable strength. And now they have a significant impact on the development of the Russian cargo railway transportation market, actively participating in the discussion and making important decisions in it.
During the reform, rolling stock operators have become a real force, which should be taken into account and put into some kind of framework, at least in order to protect their clients-cargo owners, and to hold a dialogue with RZD and government bodies. A self-regulatory organisation (SRO) is to form these frameworks. The need to divide market management functions between state and of self-regulatory organisations has often been discussed lately. Meanwhile, it is even more important to have a better understanding of what market regulation is, what are its specifics in Russia, and what adjusted actions can be carried out by associations and unions of rolling stock operators.
In general, there are existing conditions for the creation of self-regulation in the industry. However, there is no legal regulation of SROs in the rail transport sector. In particular, the Transport Ministry’s controlling and supervising functions are not set in legislation in the self-regulating sector. Such SROs are now a subject to such laws as “On Self-Regulatory Organisations” № 315-FZ, “On Non-Commercial Organisations” № 7-FZ, and the Civil Code and Government Decree “On Adoption of the Order of Keeping the Register of SRO» № 724. Consequently, statements legalising the status of such organisations should be added to the federal legislation to form the SRO’s structuring role in the provision of railway services.
Experts point out that self-regulation will be efficient only if membership of the SRO is obligatory for all operators. If it is voluntary, there can appear two groups of operators working in the market playing by different rules, and such situation should be avoided. A SRO will receive state functions, so it will be not fair if one set of operators is regulated by the SRO, and the other – by the state. On the other hand, the industry lacks available legal mechanisms obliging operators to join a SRO. Also, there is no law envisaging obligatory establishment of self-regulatory organisations in the rail transport sector, unlike in a number of other industries.
However, according to the law, if the state transfers certain functions for the market to self-regulate, it does not mean that there must be just one SRO in this area, the number of created SROs is not limited, whilst being a member in one of them is necessary for the company’s professional activity. At least, that’s what happens in the construction and other industries.
Opinions Differ
Not everybody believes that SROs should regulate only operator activity. Thus, the Federal Antimonopoly Service (FAS) of Russia proposed last year the creation of a “commercial infrastructure of the railway transport market.” The Service believes that efficient interaction of market players is not possible without forming the institution of self-regulation. In their opinion, other players in the transport market should participate in it too (cargo owners, regulators, and the transporter). The Association of Transporters and Rolling Stock Operators (ASKOP) supported this idea. At the end of September, it submitted the Government a letter urging to create a SRO which would unite all market participants, on the basis of proposals prepared by the FAS.
RZD have a different opinion and consider this scheme as not very efficient, since it is based on uniting companies with very different, conflicting interests.
Meanwhile, the Ministry of Transport have almost drawn a line under this debate, noting that self-regulation in possible in only one sector of the railway transport market – rolling stock operating. All others are strictly regulated, experts of the ministry believe, and if a coordinating council uniting all players is created in the form of a SRO, it will disrupt the work of the industry.
However, the most controversial issue is the idea that there should be only one SRO. Opinions about it are different.
RZD note that there should be a single SRO, because of the entity of the transport process on one network. In addition, it is clear that it will be more convenient for both – the transporter and regulators – to work with one organisation. However, employees of smaller companies note that the purpose of a market is not an easy communication between all market players.
Experts think that introduction of such additional requirements for market participants will cause a concentration in the park with all related risks. Any absolute obligation (and compulsory membership in a single SRO is one of such obligations) hits small and medium business hardest. A lot of market players are not sure that the fleet enlargement and consolidation of operators will help solve all the current problems.
“For…”
At the same time, the non-commercial partnership Council of Participants of the Market of Railway Rolling Stock Operators’ Services (Council of the Market) liked the idea of creating a single SRO in this sector. So far this is the only registered SRO in this sector (it was registered on April 20, 2011). Now it unites more than 30 companies controlling approximately 70% of the wagon fleet.
Last September, specialists at the Partnership developed general statements regarding the Concept of self-regulation on railways. They were formalised as amendments to the relevant sectoral laws and submitted to the Ministry of Transport.
The bill on amendments to the law “On the RF Railway Transport” sets “the legal basis for operators’ activity, including the specifics of self-regulation in this sector to create conditions for fair competition in the rolling stock operating market, improve the quality of services provided by operators, and contribute to their effective interaction with other market players.”
The Partnership proposes to introduce mandatory membership for operators in the single SRO, as well as a number of requirements upon the organisation. In particular, it should unite at least 25 companies, which own or manage no less than 60% of the wagon fleet operating on RZD’s network. In addition, it is contemplated to give this SRO additional functions and rights with account of the industry specifics. For example, keeping a single register of operators, development of rules to be followed by all operators, participation in the preparation of sectoral draft laws, etc.
According to the amendments proposed by the Council of the Market, the compulsory membership in the SRO shall be effective immediately after adoption of the relevant federal law. Three months later, the regulation about the single SRO is to come in force (such status is given to an organisation, which matches the requirements approved earlier). In a year and three months after the official publication of the law, all SROs, except the single one, shall be excluded from the register of SROs, and operators, which are not members of it, and will have no right to continue their work.
In fact, the Council of the Market does not impose specific requirements upon the operators engaged in provision of railcars, except joining the single SRO. However, the entry fee may become a serious barrier for their membership of it. However, the conditions for their acceptance can be liberalised (to join the SRO now, a company must have 1,000 railcars in ownership or on another right and pay a significant for a small business entrance fee).
“…And Against”
The NP of Railway Rolling Stock Operators (NP OZhdPS) is against the idea of creating a single SRO. Its members are small companies (40 operators, each of them operates less than 5,000 railcars). Its representatives believe that this concept will contribute to a forced enlargement of the market of operators, a decline in competition, and an increase in tariffs on cargo transportation. As a result, Russian operators can go under the jurisdiction of other countries, including Kazakhstan and Belarus.
ASKOP (the Association of Carriers and Rolling Stock Operators of Russia) shares this viewpoint. The latter also has been critical of the idea of a single SRO based on the Council of the Market, thinking that it is the “only way to remove most wagon owners from the market and forbid them from providing rolling stock for transportation.” According to ASKOP, in this case about 90% of over 1,500 rolling stock owners will not be able to continue their activity. In addition, the NP OZhdPS note that the price of a new car and its constant growth became a barrier preventing companies from entering the operator market.
NP OZhdPS developed its concept of freight transportation amid competition between wagon owners. It proposes obligatory membership of all operators in a SRO, but there should be at least two self-regulatory organisations in the market. It is interesting that, according to their concept, there is a greater freedom in the choice of a SRO, but there are a lot of requirements placed upon an operator. NP OZhdPS wants to set an obligatory monthly standard for cargo transportation in tons, the maximum limit of empty mileage, and mandatory quarterly statistics reports to state statistics bodies.
In addition, according to the document, one must determine the maximum number of railcars for the work on the network (for which special methods are offered). After that, according to the NP, there should be a ban on increasing railcar fleet by owners who plan to enter mainlines. The number of operators working on the network should be defined either (400 companies) and give them a status of obligatory and permanent market players. I.e., if the document comes into force, an operator will not be able to reduce or increase its wagon fleet. The SRO should establish some disciplinary responsibility for changes in the number of railcars. Its increase will be possible only on the basis of a forecast of growth of cargo volume for the next year, according to the Concept. The forecast is made by the Transport Ministry of Russia.
The Concept envisages that an operator cannot withdraw from the market or reduce its fleet. Companies should not be dissolved, there can only be changes in the list of their founders. New companies cannot enter the market without a permission of regulating authorities and a recognised growth of cargo. It is also offered proposed to ban affiliation of operators, acquisitions, etc.
By Nadezhda Vtorushina
[~DETAIL_TEXT] => Real Force
Today, there are about 1,500 companies, which own cargo railcars and supply them to other companies to transport raw materials and products, on the Russian rail network. During the railway reform, these companies differ in size and represent the interests of private business, which has gained considerable strength. And now they have a significant impact on the development of the Russian cargo railway transportation market, actively participating in the discussion and making important decisions in it.
During the reform, rolling stock operators have become a real force, which should be taken into account and put into some kind of framework, at least in order to protect their clients-cargo owners, and to hold a dialogue with RZD and government bodies. A self-regulatory organisation (SRO) is to form these frameworks. The need to divide market management functions between state and of self-regulatory organisations has often been discussed lately. Meanwhile, it is even more important to have a better understanding of what market regulation is, what are its specifics in Russia, and what adjusted actions can be carried out by associations and unions of rolling stock operators.
In general, there are existing conditions for the creation of self-regulation in the industry. However, there is no legal regulation of SROs in the rail transport sector. In particular, the Transport Ministry’s controlling and supervising functions are not set in legislation in the self-regulating sector. Such SROs are now a subject to such laws as “On Self-Regulatory Organisations” № 315-FZ, “On Non-Commercial Organisations” № 7-FZ, and the Civil Code and Government Decree “On Adoption of the Order of Keeping the Register of SRO» № 724. Consequently, statements legalising the status of such organisations should be added to the federal legislation to form the SRO’s structuring role in the provision of railway services.
Experts point out that self-regulation will be efficient only if membership of the SRO is obligatory for all operators. If it is voluntary, there can appear two groups of operators working in the market playing by different rules, and such situation should be avoided. A SRO will receive state functions, so it will be not fair if one set of operators is regulated by the SRO, and the other – by the state. On the other hand, the industry lacks available legal mechanisms obliging operators to join a SRO. Also, there is no law envisaging obligatory establishment of self-regulatory organisations in the rail transport sector, unlike in a number of other industries.
However, according to the law, if the state transfers certain functions for the market to self-regulate, it does not mean that there must be just one SRO in this area, the number of created SROs is not limited, whilst being a member in one of them is necessary for the company’s professional activity. At least, that’s what happens in the construction and other industries.
Opinions Differ
Not everybody believes that SROs should regulate only operator activity. Thus, the Federal Antimonopoly Service (FAS) of Russia proposed last year the creation of a “commercial infrastructure of the railway transport market.” The Service believes that efficient interaction of market players is not possible without forming the institution of self-regulation. In their opinion, other players in the transport market should participate in it too (cargo owners, regulators, and the transporter). The Association of Transporters and Rolling Stock Operators (ASKOP) supported this idea. At the end of September, it submitted the Government a letter urging to create a SRO which would unite all market participants, on the basis of proposals prepared by the FAS.
RZD have a different opinion and consider this scheme as not very efficient, since it is based on uniting companies with very different, conflicting interests.
Meanwhile, the Ministry of Transport have almost drawn a line under this debate, noting that self-regulation in possible in only one sector of the railway transport market – rolling stock operating. All others are strictly regulated, experts of the ministry believe, and if a coordinating council uniting all players is created in the form of a SRO, it will disrupt the work of the industry.
However, the most controversial issue is the idea that there should be only one SRO. Opinions about it are different.
RZD note that there should be a single SRO, because of the entity of the transport process on one network. In addition, it is clear that it will be more convenient for both – the transporter and regulators – to work with one organisation. However, employees of smaller companies note that the purpose of a market is not an easy communication between all market players.
Experts think that introduction of such additional requirements for market participants will cause a concentration in the park with all related risks. Any absolute obligation (and compulsory membership in a single SRO is one of such obligations) hits small and medium business hardest. A lot of market players are not sure that the fleet enlargement and consolidation of operators will help solve all the current problems.
“For…”
At the same time, the non-commercial partnership Council of Participants of the Market of Railway Rolling Stock Operators’ Services (Council of the Market) liked the idea of creating a single SRO in this sector. So far this is the only registered SRO in this sector (it was registered on April 20, 2011). Now it unites more than 30 companies controlling approximately 70% of the wagon fleet.
Last September, specialists at the Partnership developed general statements regarding the Concept of self-regulation on railways. They were formalised as amendments to the relevant sectoral laws and submitted to the Ministry of Transport.
The bill on amendments to the law “On the RF Railway Transport” sets “the legal basis for operators’ activity, including the specifics of self-regulation in this sector to create conditions for fair competition in the rolling stock operating market, improve the quality of services provided by operators, and contribute to their effective interaction with other market players.”
The Partnership proposes to introduce mandatory membership for operators in the single SRO, as well as a number of requirements upon the organisation. In particular, it should unite at least 25 companies, which own or manage no less than 60% of the wagon fleet operating on RZD’s network. In addition, it is contemplated to give this SRO additional functions and rights with account of the industry specifics. For example, keeping a single register of operators, development of rules to be followed by all operators, participation in the preparation of sectoral draft laws, etc.
According to the amendments proposed by the Council of the Market, the compulsory membership in the SRO shall be effective immediately after adoption of the relevant federal law. Three months later, the regulation about the single SRO is to come in force (such status is given to an organisation, which matches the requirements approved earlier). In a year and three months after the official publication of the law, all SROs, except the single one, shall be excluded from the register of SROs, and operators, which are not members of it, and will have no right to continue their work.
In fact, the Council of the Market does not impose specific requirements upon the operators engaged in provision of railcars, except joining the single SRO. However, the entry fee may become a serious barrier for their membership of it. However, the conditions for their acceptance can be liberalised (to join the SRO now, a company must have 1,000 railcars in ownership or on another right and pay a significant for a small business entrance fee).
“…And Against”
The NP of Railway Rolling Stock Operators (NP OZhdPS) is against the idea of creating a single SRO. Its members are small companies (40 operators, each of them operates less than 5,000 railcars). Its representatives believe that this concept will contribute to a forced enlargement of the market of operators, a decline in competition, and an increase in tariffs on cargo transportation. As a result, Russian operators can go under the jurisdiction of other countries, including Kazakhstan and Belarus.
ASKOP (the Association of Carriers and Rolling Stock Operators of Russia) shares this viewpoint. The latter also has been critical of the idea of a single SRO based on the Council of the Market, thinking that it is the “only way to remove most wagon owners from the market and forbid them from providing rolling stock for transportation.” According to ASKOP, in this case about 90% of over 1,500 rolling stock owners will not be able to continue their activity. In addition, the NP OZhdPS note that the price of a new car and its constant growth became a barrier preventing companies from entering the operator market.
NP OZhdPS developed its concept of freight transportation amid competition between wagon owners. It proposes obligatory membership of all operators in a SRO, but there should be at least two self-regulatory organisations in the market. It is interesting that, according to their concept, there is a greater freedom in the choice of a SRO, but there are a lot of requirements placed upon an operator. NP OZhdPS wants to set an obligatory monthly standard for cargo transportation in tons, the maximum limit of empty mileage, and mandatory quarterly statistics reports to state statistics bodies.
In addition, according to the document, one must determine the maximum number of railcars for the work on the network (for which special methods are offered). After that, according to the NP, there should be a ban on increasing railcar fleet by owners who plan to enter mainlines. The number of operators working on the network should be defined either (400 companies) and give them a status of obligatory and permanent market players. I.e., if the document comes into force, an operator will not be able to reduce or increase its wagon fleet. The SRO should establish some disciplinary responsibility for changes in the number of railcars. Its increase will be possible only on the basis of a forecast of growth of cargo volume for the next year, according to the Concept. The forecast is made by the Transport Ministry of Russia.
The Concept envisages that an operator cannot withdraw from the market or reduce its fleet. Companies should not be dissolved, there can only be changes in the list of their founders. New companies cannot enter the market without a permission of regulating authorities and a recognised growth of cargo. It is also offered proposed to ban affiliation of operators, acquisitions, etc.
By Nadezhda Vtorushina
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
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[DETAIL_TEXT] => Global Ports: 8% Increase in Container Throughput Volume in 2012
In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
Combining Passenger and Container Transportation on HSR
Vladimir Yakunin, President of RZD, thinks that there will be a significant effect from combining passenger and container transportation on high-speed railways (HSR).
“If we combine passenger and container transportation on the HSR network, it will help to unload parallel motorways and save investment sources needed to expand the current bottle-necks on the traditional railway network of RZD,” the President of Russian Railways wrote in his weblog.
Yakunin also wrote that “more than once representatives of private business made proposals to him to transfer the control of HSR projects to them.”
RZD-Logistics Starts “Lastochka” Component Supplies from China
RZD-Logistics (a subsidiary of Russian Railways) has started to transport components for “Lastochka” (Desiro Rus) electric trains from China to Russia, where such trains will be produced.
Oversized aluminum structures produced by Jilin Midas Aluminium Industries Co. Ltd. are carried from a warehouse in Liaoyuan (China) to a plant of Ural Locomotives LLC in Yekaterinburg (Russia). The weight of the structures is 134.5 tons. They are transported via the Zabaikalsk – Manchuria border crossing.
The aluminum panels will be used to produce the bodies of Desiro RUS electric trains.
In the framework of long-term cooperation, RZD-Logistics and Ural Locomotives plan that there will be approximately 100 such shipments by the end of 2015.
Aeroexpress Trains to Vnukovo to Run More Frequently
Starting from March 31, 2013, the Aeroexpress company introduced schedule changes for trains running between Moscow’s Kievsky Rail Terminal and the Vnukovo Airport.
According to the new schedule, the number of train running in this direction increased to 42. The six additional runs provided made it possible to reduce traffic intervals for the route to 30 minutes. Russian Railways contributed to the introduction of additional trips.
Vnukovo Aeroexpress trains accounted for 21.94% of overall transport in 2012, exceeding the comparative figure for 2011 by 0.28%.
Fewer Cargo Wagons
In January-February 2013, wagon building companies in Ukraine reduced cargo wagon production volumes by 35% in comparison with the same period of 2012. 5,350 cargo railcars were produced in the country in the first two months of the year.
2,580 cargo railcars were made in February, 7% less than in January 2013 (-190 units).The decline amounted to 31.4% in comparison with February 2012.
Ukraine Reduced Cargo Transportation Volume by 6.3% in January-February
In January-February 2013, cargo transportation in Ukraine reduced by 6.3% in comparison with the same period of 2012 to 113.8 million tons, the country’s National Statistics Service says.
Cargo turnover fell by 11% to 56.4 billion tonne-kilometres. Cargo transportation by railway reduced by 1.1% to 64.9 million tons. Cargo transportation by road haulages fell by 1.3% to 23.9 million tons, and by air transport decreased by 3.7% to 20,000 tons. 24.4 million tons was carried by pipelines, a 21.1% decrease as compared to January-February 2012. Water transport carried 0.5 million tons, 16.3% less than in the first two months of 2012.
There was a decline in cargo turnover at railways, pipelines, and water transport (-4.6%, -23.3%, and -37.5% respectively). Cargo turnover increased in the sector of air and road transportation (+10.6% and +0.7%).
Romania Joins “Viking” Project
Romania joined the project of international container transit train “Viking”. A relevant memorandum was signed at the end of February at a conference devoted to the 10th anniversary of the international cargo train.
Stasis Dailidka, CEO of Lietuvos Geležinkeliai thinks that the participation of Romania “offers colossal potential”. “There will appear an additional opportunity to bypass Black Sea ferries and develop transportation to Turkey, Greece, and other countries,” he said. According to him, it will also allow offering “convenient variants” for railway transit transportation to Azerbaijan, Kazakhstan, and China.
LDZ Cargo: 2% Decline in Cargo Transportation
In the first two months of 2013, cargo transportation by LDZ Cargo (a subsidiary of Latvijas Dzelzcels) fell by 2.5% year-on-year to 10.7 million tons.
Of that, domestic transportation was 222,000 tons (+37% in comparison with January-February 2012), exports – 973,000 tons (+20.4%). Imports made 8.972 million tons of cargo (-0.2%). Of that, 7.967 million tons were carried via port stations (-5.6%). 541,000 tons was carried as land transit (-47.3%).
In February, LDZ Cargo transported 5.1 million tons of cargo (-4.6% year-on-year). Despite the drop, according to Ugis Magonis, Chairman of Latvijas Dzelzcels, the results of the month are considered good. Also, high-yielding cargo (oil products) prevails in the freight structure, not coal. According to preliminary forecasts, the company plans to transport about 55 million tons of freight this year.
Kazakhstan Will Require 53,000 Freight Railcars by 2020
Due to significant physical wear and annual removal of rolling stock because of the end of its life time, Kazakhstan will need 53,000 freight railcars by 2020, think market experts.
To be less dependent on imported railcars, the Republic adopted plans to expand its own production. This amount is now small: 1,978 units in 2012, more than 85% of which were made by Kazakhstan Wagon Building Company. All 1,700 gondola cars made by the company last year were purchased by the largest operator of the Republic – Kaztemirtrans. Last year, it bought more than 14,000 railcars, including 1,261 grain railcars, 200 of which were produced by Kazakhstan company ZIKSTO.
In 2013, the amount of purchases will reduce. According to Yerzhan Zhakishev, Vice President for Operation and Logistics of Kaztemirtrans, the focus will be on operating their own rolling stock this year.
FTP Will Help Ports Double Throughput by 2020
Funds allocated for the programme of sea transport development will increase by more than RUB 50 billion.
A new updated and extended for another five years Federal Target Programme (FTP) “The Development of Transport System of Russia” envisages a significant increase in cargo handling and transportation. According to the new, updated parameters of the sub-programme “Sea Transport”, its funding is to reach the maximum level in 2015. In two years, cargo throughput in sea ports will amount to 725 million tons, and 879 million tons by 2020, a 60% increase in comparison with 2010, when the FTP started.
In the words of Sergey Gorelik, Deputy Head of the Federal Agency for Sea and River Transport, funds allocated for the sub-programme till 2020 grew by more than RUB 50 billion, i.e. by 7%. Public investment grew by RUB 17 billion, and private investment – by RUB 35 billion.
Shtandart TT B.V. and Port of Rotterdam Authority Signed Land Transfer Agreement
On April 5, 2013, Shtandart TT B.V. and Port of Rotterdam Authority signed the land transfer agreement. It is an important milestone that allows Shtandart to start on the project of an oil bulk terminal, including completion of the permitting and contracting of the work on the site. Construction will begin next year and the terminal will become operational in 2016.
On October 20, 2011 a major long-term agreement between the Port of Rotterdam and Shtandart TT B.V. was concluded. It covers the building and operation of a new major crude and products oil terminal (Tank Terminal Europoort West, TEW) in the port.
Investments are expected to total up to approximately $1 billion. The new terminal will operate as an “open hub” terminal creating a trading platform for Urals crude oil.
RZD Develops Technology of Heavy Trains Transportation to Kuzbass
Russian Railways develops in the Altai region the technology of heavy train transportation to the Kuzbass and back.
Conditions were created at the Altaiskaya station (Novoaltaisk town) for fast transportation of 100-wagon trains consisting of empty gondola cars to the Kuzbass, and heavy and long trains with coal and products made by industrial companies from the East to the western regions of the country.
In the first quarter of 2013, 807 heavy trains were produced in the Altai region. Each of them weighed more than 8,000 tons. The Altaiskaya station provided formation and pass of 1,641 trains, each of which weighed between 7,000 to 9,000 tons.
The RF Transport Ministry believes that the implementation of heavy train transportation between the Kuzbass and Russian ports is a priority for the development of railway infrastructure in the country. The main cargo exported in this direction is coal.
[~DETAIL_TEXT] => Global Ports: 8% Increase in Container Throughput Volume in 2012
In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
Combining Passenger and Container Transportation on HSR
Vladimir Yakunin, President of RZD, thinks that there will be a significant effect from combining passenger and container transportation on high-speed railways (HSR).
“If we combine passenger and container transportation on the HSR network, it will help to unload parallel motorways and save investment sources needed to expand the current bottle-necks on the traditional railway network of RZD,” the President of Russian Railways wrote in his weblog.
Yakunin also wrote that “more than once representatives of private business made proposals to him to transfer the control of HSR projects to them.”
RZD-Logistics Starts “Lastochka” Component Supplies from China
RZD-Logistics (a subsidiary of Russian Railways) has started to transport components for “Lastochka” (Desiro Rus) electric trains from China to Russia, where such trains will be produced.
Oversized aluminum structures produced by Jilin Midas Aluminium Industries Co. Ltd. are carried from a warehouse in Liaoyuan (China) to a plant of Ural Locomotives LLC in Yekaterinburg (Russia). The weight of the structures is 134.5 tons. They are transported via the Zabaikalsk – Manchuria border crossing.
The aluminum panels will be used to produce the bodies of Desiro RUS electric trains.
In the framework of long-term cooperation, RZD-Logistics and Ural Locomotives plan that there will be approximately 100 such shipments by the end of 2015.
Aeroexpress Trains to Vnukovo to Run More Frequently
Starting from March 31, 2013, the Aeroexpress company introduced schedule changes for trains running between Moscow’s Kievsky Rail Terminal and the Vnukovo Airport.
According to the new schedule, the number of train running in this direction increased to 42. The six additional runs provided made it possible to reduce traffic intervals for the route to 30 minutes. Russian Railways contributed to the introduction of additional trips.
Vnukovo Aeroexpress trains accounted for 21.94% of overall transport in 2012, exceeding the comparative figure for 2011 by 0.28%.
Fewer Cargo Wagons
In January-February 2013, wagon building companies in Ukraine reduced cargo wagon production volumes by 35% in comparison with the same period of 2012. 5,350 cargo railcars were produced in the country in the first two months of the year.
2,580 cargo railcars were made in February, 7% less than in January 2013 (-190 units).The decline amounted to 31.4% in comparison with February 2012.
Ukraine Reduced Cargo Transportation Volume by 6.3% in January-February
In January-February 2013, cargo transportation in Ukraine reduced by 6.3% in comparison with the same period of 2012 to 113.8 million tons, the country’s National Statistics Service says.
Cargo turnover fell by 11% to 56.4 billion tonne-kilometres. Cargo transportation by railway reduced by 1.1% to 64.9 million tons. Cargo transportation by road haulages fell by 1.3% to 23.9 million tons, and by air transport decreased by 3.7% to 20,000 tons. 24.4 million tons was carried by pipelines, a 21.1% decrease as compared to January-February 2012. Water transport carried 0.5 million tons, 16.3% less than in the first two months of 2012.
There was a decline in cargo turnover at railways, pipelines, and water transport (-4.6%, -23.3%, and -37.5% respectively). Cargo turnover increased in the sector of air and road transportation (+10.6% and +0.7%).
Romania Joins “Viking” Project
Romania joined the project of international container transit train “Viking”. A relevant memorandum was signed at the end of February at a conference devoted to the 10th anniversary of the international cargo train.
Stasis Dailidka, CEO of Lietuvos Geležinkeliai thinks that the participation of Romania “offers colossal potential”. “There will appear an additional opportunity to bypass Black Sea ferries and develop transportation to Turkey, Greece, and other countries,” he said. According to him, it will also allow offering “convenient variants” for railway transit transportation to Azerbaijan, Kazakhstan, and China.
LDZ Cargo: 2% Decline in Cargo Transportation
In the first two months of 2013, cargo transportation by LDZ Cargo (a subsidiary of Latvijas Dzelzcels) fell by 2.5% year-on-year to 10.7 million tons.
Of that, domestic transportation was 222,000 tons (+37% in comparison with January-February 2012), exports – 973,000 tons (+20.4%). Imports made 8.972 million tons of cargo (-0.2%). Of that, 7.967 million tons were carried via port stations (-5.6%). 541,000 tons was carried as land transit (-47.3%).
In February, LDZ Cargo transported 5.1 million tons of cargo (-4.6% year-on-year). Despite the drop, according to Ugis Magonis, Chairman of Latvijas Dzelzcels, the results of the month are considered good. Also, high-yielding cargo (oil products) prevails in the freight structure, not coal. According to preliminary forecasts, the company plans to transport about 55 million tons of freight this year.
Kazakhstan Will Require 53,000 Freight Railcars by 2020
Due to significant physical wear and annual removal of rolling stock because of the end of its life time, Kazakhstan will need 53,000 freight railcars by 2020, think market experts.
To be less dependent on imported railcars, the Republic adopted plans to expand its own production. This amount is now small: 1,978 units in 2012, more than 85% of which were made by Kazakhstan Wagon Building Company. All 1,700 gondola cars made by the company last year were purchased by the largest operator of the Republic – Kaztemirtrans. Last year, it bought more than 14,000 railcars, including 1,261 grain railcars, 200 of which were produced by Kazakhstan company ZIKSTO.
In 2013, the amount of purchases will reduce. According to Yerzhan Zhakishev, Vice President for Operation and Logistics of Kaztemirtrans, the focus will be on operating their own rolling stock this year.
FTP Will Help Ports Double Throughput by 2020
Funds allocated for the programme of sea transport development will increase by more than RUB 50 billion.
A new updated and extended for another five years Federal Target Programme (FTP) “The Development of Transport System of Russia” envisages a significant increase in cargo handling and transportation. According to the new, updated parameters of the sub-programme “Sea Transport”, its funding is to reach the maximum level in 2015. In two years, cargo throughput in sea ports will amount to 725 million tons, and 879 million tons by 2020, a 60% increase in comparison with 2010, when the FTP started.
In the words of Sergey Gorelik, Deputy Head of the Federal Agency for Sea and River Transport, funds allocated for the sub-programme till 2020 grew by more than RUB 50 billion, i.e. by 7%. Public investment grew by RUB 17 billion, and private investment – by RUB 35 billion.
Shtandart TT B.V. and Port of Rotterdam Authority Signed Land Transfer Agreement
On April 5, 2013, Shtandart TT B.V. and Port of Rotterdam Authority signed the land transfer agreement. It is an important milestone that allows Shtandart to start on the project of an oil bulk terminal, including completion of the permitting and contracting of the work on the site. Construction will begin next year and the terminal will become operational in 2016.
On October 20, 2011 a major long-term agreement between the Port of Rotterdam and Shtandart TT B.V. was concluded. It covers the building and operation of a new major crude and products oil terminal (Tank Terminal Europoort West, TEW) in the port.
Investments are expected to total up to approximately $1 billion. The new terminal will operate as an “open hub” terminal creating a trading platform for Urals crude oil.
RZD Develops Technology of Heavy Trains Transportation to Kuzbass
Russian Railways develops in the Altai region the technology of heavy train transportation to the Kuzbass and back.
Conditions were created at the Altaiskaya station (Novoaltaisk town) for fast transportation of 100-wagon trains consisting of empty gondola cars to the Kuzbass, and heavy and long trains with coal and products made by industrial companies from the East to the western regions of the country.
In the first quarter of 2013, 807 heavy trains were produced in the Altai region. Each of them weighed more than 8,000 tons. The Altaiskaya station provided formation and pass of 1,641 trains, each of which weighed between 7,000 to 9,000 tons.
The RF Transport Ministry believes that the implementation of heavy train transportation between the Kuzbass and Russian ports is a priority for the development of railway infrastructure in the country. The main cargo exported in this direction is coal.
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
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Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.<br />
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.</p>
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.<br />
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[DETAIL_TEXT] => Global Ports: 8% Increase in Container Throughput Volume in 2012
In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
Combining Passenger and Container Transportation on HSR
Vladimir Yakunin, President of RZD, thinks that there will be a significant effect from combining passenger and container transportation on high-speed railways (HSR).
“If we combine passenger and container transportation on the HSR network, it will help to unload parallel motorways and save investment sources needed to expand the current bottle-necks on the traditional railway network of RZD,” the President of Russian Railways wrote in his weblog.
Yakunin also wrote that “more than once representatives of private business made proposals to him to transfer the control of HSR projects to them.”
RZD-Logistics Starts “Lastochka” Component Supplies from China
RZD-Logistics (a subsidiary of Russian Railways) has started to transport components for “Lastochka” (Desiro Rus) electric trains from China to Russia, where such trains will be produced.
Oversized aluminum structures produced by Jilin Midas Aluminium Industries Co. Ltd. are carried from a warehouse in Liaoyuan (China) to a plant of Ural Locomotives LLC in Yekaterinburg (Russia). The weight of the structures is 134.5 tons. They are transported via the Zabaikalsk – Manchuria border crossing.
The aluminum panels will be used to produce the bodies of Desiro RUS electric trains.
In the framework of long-term cooperation, RZD-Logistics and Ural Locomotives plan that there will be approximately 100 such shipments by the end of 2015.
Aeroexpress Trains to Vnukovo to Run More Frequently
Starting from March 31, 2013, the Aeroexpress company introduced schedule changes for trains running between Moscow’s Kievsky Rail Terminal and the Vnukovo Airport.
According to the new schedule, the number of train running in this direction increased to 42. The six additional runs provided made it possible to reduce traffic intervals for the route to 30 minutes. Russian Railways contributed to the introduction of additional trips.
Vnukovo Aeroexpress trains accounted for 21.94% of overall transport in 2012, exceeding the comparative figure for 2011 by 0.28%.
Fewer Cargo Wagons
In January-February 2013, wagon building companies in Ukraine reduced cargo wagon production volumes by 35% in comparison with the same period of 2012. 5,350 cargo railcars were produced in the country in the first two months of the year.
2,580 cargo railcars were made in February, 7% less than in January 2013 (-190 units).The decline amounted to 31.4% in comparison with February 2012.
Ukraine Reduced Cargo Transportation Volume by 6.3% in January-February
In January-February 2013, cargo transportation in Ukraine reduced by 6.3% in comparison with the same period of 2012 to 113.8 million tons, the country’s National Statistics Service says.
Cargo turnover fell by 11% to 56.4 billion tonne-kilometres. Cargo transportation by railway reduced by 1.1% to 64.9 million tons. Cargo transportation by road haulages fell by 1.3% to 23.9 million tons, and by air transport decreased by 3.7% to 20,000 tons. 24.4 million tons was carried by pipelines, a 21.1% decrease as compared to January-February 2012. Water transport carried 0.5 million tons, 16.3% less than in the first two months of 2012.
There was a decline in cargo turnover at railways, pipelines, and water transport (-4.6%, -23.3%, and -37.5% respectively). Cargo turnover increased in the sector of air and road transportation (+10.6% and +0.7%).
Romania Joins “Viking” Project
Romania joined the project of international container transit train “Viking”. A relevant memorandum was signed at the end of February at a conference devoted to the 10th anniversary of the international cargo train.
Stasis Dailidka, CEO of Lietuvos Geležinkeliai thinks that the participation of Romania “offers colossal potential”. “There will appear an additional opportunity to bypass Black Sea ferries and develop transportation to Turkey, Greece, and other countries,” he said. According to him, it will also allow offering “convenient variants” for railway transit transportation to Azerbaijan, Kazakhstan, and China.
LDZ Cargo: 2% Decline in Cargo Transportation
In the first two months of 2013, cargo transportation by LDZ Cargo (a subsidiary of Latvijas Dzelzcels) fell by 2.5% year-on-year to 10.7 million tons.
Of that, domestic transportation was 222,000 tons (+37% in comparison with January-February 2012), exports – 973,000 tons (+20.4%). Imports made 8.972 million tons of cargo (-0.2%). Of that, 7.967 million tons were carried via port stations (-5.6%). 541,000 tons was carried as land transit (-47.3%).
In February, LDZ Cargo transported 5.1 million tons of cargo (-4.6% year-on-year). Despite the drop, according to Ugis Magonis, Chairman of Latvijas Dzelzcels, the results of the month are considered good. Also, high-yielding cargo (oil products) prevails in the freight structure, not coal. According to preliminary forecasts, the company plans to transport about 55 million tons of freight this year.
Kazakhstan Will Require 53,000 Freight Railcars by 2020
Due to significant physical wear and annual removal of rolling stock because of the end of its life time, Kazakhstan will need 53,000 freight railcars by 2020, think market experts.
To be less dependent on imported railcars, the Republic adopted plans to expand its own production. This amount is now small: 1,978 units in 2012, more than 85% of which were made by Kazakhstan Wagon Building Company. All 1,700 gondola cars made by the company last year were purchased by the largest operator of the Republic – Kaztemirtrans. Last year, it bought more than 14,000 railcars, including 1,261 grain railcars, 200 of which were produced by Kazakhstan company ZIKSTO.
In 2013, the amount of purchases will reduce. According to Yerzhan Zhakishev, Vice President for Operation and Logistics of Kaztemirtrans, the focus will be on operating their own rolling stock this year.
FTP Will Help Ports Double Throughput by 2020
Funds allocated for the programme of sea transport development will increase by more than RUB 50 billion.
A new updated and extended for another five years Federal Target Programme (FTP) “The Development of Transport System of Russia” envisages a significant increase in cargo handling and transportation. According to the new, updated parameters of the sub-programme “Sea Transport”, its funding is to reach the maximum level in 2015. In two years, cargo throughput in sea ports will amount to 725 million tons, and 879 million tons by 2020, a 60% increase in comparison with 2010, when the FTP started.
In the words of Sergey Gorelik, Deputy Head of the Federal Agency for Sea and River Transport, funds allocated for the sub-programme till 2020 grew by more than RUB 50 billion, i.e. by 7%. Public investment grew by RUB 17 billion, and private investment – by RUB 35 billion.
Shtandart TT B.V. and Port of Rotterdam Authority Signed Land Transfer Agreement
On April 5, 2013, Shtandart TT B.V. and Port of Rotterdam Authority signed the land transfer agreement. It is an important milestone that allows Shtandart to start on the project of an oil bulk terminal, including completion of the permitting and contracting of the work on the site. Construction will begin next year and the terminal will become operational in 2016.
On October 20, 2011 a major long-term agreement between the Port of Rotterdam and Shtandart TT B.V. was concluded. It covers the building and operation of a new major crude and products oil terminal (Tank Terminal Europoort West, TEW) in the port.
Investments are expected to total up to approximately $1 billion. The new terminal will operate as an “open hub” terminal creating a trading platform for Urals crude oil.
RZD Develops Technology of Heavy Trains Transportation to Kuzbass
Russian Railways develops in the Altai region the technology of heavy train transportation to the Kuzbass and back.
Conditions were created at the Altaiskaya station (Novoaltaisk town) for fast transportation of 100-wagon trains consisting of empty gondola cars to the Kuzbass, and heavy and long trains with coal and products made by industrial companies from the East to the western regions of the country.
In the first quarter of 2013, 807 heavy trains were produced in the Altai region. Each of them weighed more than 8,000 tons. The Altaiskaya station provided formation and pass of 1,641 trains, each of which weighed between 7,000 to 9,000 tons.
The RF Transport Ministry believes that the implementation of heavy train transportation between the Kuzbass and Russian ports is a priority for the development of railway infrastructure in the country. The main cargo exported in this direction is coal.
[~DETAIL_TEXT] => Global Ports: 8% Increase in Container Throughput Volume in 2012
In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
Combining Passenger and Container Transportation on HSR
Vladimir Yakunin, President of RZD, thinks that there will be a significant effect from combining passenger and container transportation on high-speed railways (HSR).
“If we combine passenger and container transportation on the HSR network, it will help to unload parallel motorways and save investment sources needed to expand the current bottle-necks on the traditional railway network of RZD,” the President of Russian Railways wrote in his weblog.
Yakunin also wrote that “more than once representatives of private business made proposals to him to transfer the control of HSR projects to them.”
RZD-Logistics Starts “Lastochka” Component Supplies from China
RZD-Logistics (a subsidiary of Russian Railways) has started to transport components for “Lastochka” (Desiro Rus) electric trains from China to Russia, where such trains will be produced.
Oversized aluminum structures produced by Jilin Midas Aluminium Industries Co. Ltd. are carried from a warehouse in Liaoyuan (China) to a plant of Ural Locomotives LLC in Yekaterinburg (Russia). The weight of the structures is 134.5 tons. They are transported via the Zabaikalsk – Manchuria border crossing.
The aluminum panels will be used to produce the bodies of Desiro RUS electric trains.
In the framework of long-term cooperation, RZD-Logistics and Ural Locomotives plan that there will be approximately 100 such shipments by the end of 2015.
Aeroexpress Trains to Vnukovo to Run More Frequently
Starting from March 31, 2013, the Aeroexpress company introduced schedule changes for trains running between Moscow’s Kievsky Rail Terminal and the Vnukovo Airport.
According to the new schedule, the number of train running in this direction increased to 42. The six additional runs provided made it possible to reduce traffic intervals for the route to 30 minutes. Russian Railways contributed to the introduction of additional trips.
Vnukovo Aeroexpress trains accounted for 21.94% of overall transport in 2012, exceeding the comparative figure for 2011 by 0.28%.
Fewer Cargo Wagons
In January-February 2013, wagon building companies in Ukraine reduced cargo wagon production volumes by 35% in comparison with the same period of 2012. 5,350 cargo railcars were produced in the country in the first two months of the year.
2,580 cargo railcars were made in February, 7% less than in January 2013 (-190 units).The decline amounted to 31.4% in comparison with February 2012.
Ukraine Reduced Cargo Transportation Volume by 6.3% in January-February
In January-February 2013, cargo transportation in Ukraine reduced by 6.3% in comparison with the same period of 2012 to 113.8 million tons, the country’s National Statistics Service says.
Cargo turnover fell by 11% to 56.4 billion tonne-kilometres. Cargo transportation by railway reduced by 1.1% to 64.9 million tons. Cargo transportation by road haulages fell by 1.3% to 23.9 million tons, and by air transport decreased by 3.7% to 20,000 tons. 24.4 million tons was carried by pipelines, a 21.1% decrease as compared to January-February 2012. Water transport carried 0.5 million tons, 16.3% less than in the first two months of 2012.
There was a decline in cargo turnover at railways, pipelines, and water transport (-4.6%, -23.3%, and -37.5% respectively). Cargo turnover increased in the sector of air and road transportation (+10.6% and +0.7%).
Romania Joins “Viking” Project
Romania joined the project of international container transit train “Viking”. A relevant memorandum was signed at the end of February at a conference devoted to the 10th anniversary of the international cargo train.
Stasis Dailidka, CEO of Lietuvos Geležinkeliai thinks that the participation of Romania “offers colossal potential”. “There will appear an additional opportunity to bypass Black Sea ferries and develop transportation to Turkey, Greece, and other countries,” he said. According to him, it will also allow offering “convenient variants” for railway transit transportation to Azerbaijan, Kazakhstan, and China.
LDZ Cargo: 2% Decline in Cargo Transportation
In the first two months of 2013, cargo transportation by LDZ Cargo (a subsidiary of Latvijas Dzelzcels) fell by 2.5% year-on-year to 10.7 million tons.
Of that, domestic transportation was 222,000 tons (+37% in comparison with January-February 2012), exports – 973,000 tons (+20.4%). Imports made 8.972 million tons of cargo (-0.2%). Of that, 7.967 million tons were carried via port stations (-5.6%). 541,000 tons was carried as land transit (-47.3%).
In February, LDZ Cargo transported 5.1 million tons of cargo (-4.6% year-on-year). Despite the drop, according to Ugis Magonis, Chairman of Latvijas Dzelzcels, the results of the month are considered good. Also, high-yielding cargo (oil products) prevails in the freight structure, not coal. According to preliminary forecasts, the company plans to transport about 55 million tons of freight this year.
Kazakhstan Will Require 53,000 Freight Railcars by 2020
Due to significant physical wear and annual removal of rolling stock because of the end of its life time, Kazakhstan will need 53,000 freight railcars by 2020, think market experts.
To be less dependent on imported railcars, the Republic adopted plans to expand its own production. This amount is now small: 1,978 units in 2012, more than 85% of which were made by Kazakhstan Wagon Building Company. All 1,700 gondola cars made by the company last year were purchased by the largest operator of the Republic – Kaztemirtrans. Last year, it bought more than 14,000 railcars, including 1,261 grain railcars, 200 of which were produced by Kazakhstan company ZIKSTO.
In 2013, the amount of purchases will reduce. According to Yerzhan Zhakishev, Vice President for Operation and Logistics of Kaztemirtrans, the focus will be on operating their own rolling stock this year.
FTP Will Help Ports Double Throughput by 2020
Funds allocated for the programme of sea transport development will increase by more than RUB 50 billion.
A new updated and extended for another five years Federal Target Programme (FTP) “The Development of Transport System of Russia” envisages a significant increase in cargo handling and transportation. According to the new, updated parameters of the sub-programme “Sea Transport”, its funding is to reach the maximum level in 2015. In two years, cargo throughput in sea ports will amount to 725 million tons, and 879 million tons by 2020, a 60% increase in comparison with 2010, when the FTP started.
In the words of Sergey Gorelik, Deputy Head of the Federal Agency for Sea and River Transport, funds allocated for the sub-programme till 2020 grew by more than RUB 50 billion, i.e. by 7%. Public investment grew by RUB 17 billion, and private investment – by RUB 35 billion.
Shtandart TT B.V. and Port of Rotterdam Authority Signed Land Transfer Agreement
On April 5, 2013, Shtandart TT B.V. and Port of Rotterdam Authority signed the land transfer agreement. It is an important milestone that allows Shtandart to start on the project of an oil bulk terminal, including completion of the permitting and contracting of the work on the site. Construction will begin next year and the terminal will become operational in 2016.
On October 20, 2011 a major long-term agreement between the Port of Rotterdam and Shtandart TT B.V. was concluded. It covers the building and operation of a new major crude and products oil terminal (Tank Terminal Europoort West, TEW) in the port.
Investments are expected to total up to approximately $1 billion. The new terminal will operate as an “open hub” terminal creating a trading platform for Urals crude oil.
RZD Develops Technology of Heavy Trains Transportation to Kuzbass
Russian Railways develops in the Altai region the technology of heavy train transportation to the Kuzbass and back.
Conditions were created at the Altaiskaya station (Novoaltaisk town) for fast transportation of 100-wagon trains consisting of empty gondola cars to the Kuzbass, and heavy and long trains with coal and products made by industrial companies from the East to the western regions of the country.
In the first quarter of 2013, 807 heavy trains were produced in the Altai region. Each of them weighed more than 8,000 tons. The Altaiskaya station provided formation and pass of 1,641 trains, each of which weighed between 7,000 to 9,000 tons.
The RF Transport Ministry believes that the implementation of heavy train transportation between the Kuzbass and Russian ports is a priority for the development of railway infrastructure in the country. The main cargo exported in this direction is coal.
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.<br />
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.</p>
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In 2012 Global Ports increased its container throughput volumes in the Russian Ports segment by 8% to approximately 1.45 million TEU in 2012.<br />
Growth in the Russian Ports sector, strict cost control and improved efficiency as well as the favourable foreign exchange rate all positively impacted the group’s adjusted EBITDA margin which expanded by 109 basis points to 57.4%. The group’s adjusted EBITDA increased 2% to USD 288 million.</p>
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On different estimations, the container throughput in Russian sea ports can vary between 135 and 183 million tons by 2030, i.e. more than a fourfold increase in comparison with 2012. How do plans for the cargo base extension match the programmes for container terminals development?
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Trade Activation
14 special container terminals are now used in Russian sea ports to handle containerised freight. Their total capacity is 52.3 million tons. Last year, container turnover was 5.1 million TEU, 9.5% more than in 2011. The volume of loaded containers grew by 10.9% (to 3.4 million TEU), that of empty boxes increased by 7% (to 1.7 million TEU). In tonnage terms, there was an 8.3% increase to 42.7 million tons.
Experts think that the main reason for the increase in container transportation in Russia is the stimulus of international trade, especially commodities imports – from foodstuffs to automobile machinery. According to the Association of Sea Ports of Russia (ASOP), container turnover grew by 250% in the last decade. The share of containers in the total handling volume of dry cargoes increased from 10% to 17.5%. In the words of Andrey Boldorev, Deputy Head of the Investment and Strategic Development Department of FGUP Rosmorport, the share of containerised cargo could rise by 5-6% in 2013.
Rates of increase in the container flow are forecast to remain relatively high in the future, and the changes in the export structure, the growth of the level of containerisation of Russian foreign trade cargoes, and the expansion of the capacity of container terminals in Russian sea ports will contribute to it. The Draft Strategy of Development the Sea Port Infrastructure of Russia till 2030 sets out different projected quantities of container handling matching different scenarios for the country’s economic development.
In the opinion of specialists from Rosmorport, taking into account the freight base increase, there is sense in expanding the existing container terminals and building new ones. A number of big projects are now being carried out.
It is forecast, that container handling capacities in the Baltic ports will have the highest rates of development. The future increase is estimated at more than 80 million tons. In particular, it is supposed to develop a container terminal for Petrolesport, and a container terminal in the fourth cargo district of the Big Port of St Petersburg in the Coal Harbour, and the reconstruction of the area of a container terminal and construction of berth №88. In addition, Bronka multifunctional sea handling complex is under construction. New container terminals for deep draft vessels will be built in the ports of Ust-Luga and Primorsk, which will contribute to the transfer to direct delivery of containers to the Russian market. If projects for transit cargo flows and transshipment development are carried out, container terminals can be built in Kaliningrad too.
As for the south of Russia, container handling capacities are to be developed in the ports of Novorossiysk, Olya, and Makhachkala. In particular, deep-water berth №38 is planned to be constructed in the South-East cargo district in the Novorossiysk port, and special container terminals will be constructed (one of them will be based in Novoroslesexport OJSC, and the other – on the Novorossiysk Commercial Sea Port OJSC; the capacity of each of them will be 700,000 TEU per annum). Meanwhile, the Novorossiysk port has already reached the limit of its development, therefore, a new container handling complex with the capacity for over 10 million tons per annum is to be built in the new port of Taman, but not earlier than in 2025.
In the Far Eastern region, the focus of growth for container transportation will be Vladivostok, where a terminal with the capacity of 5 million tons of containerised cargo per annum will be constructed by 2020.
Reserve Capacities
All these are just plans. Currently, container terminals are more worried about maintaining existing loading capacities. For example, in 2012, the capacities of the First Container Terminal CJSC (a part of National Container Company, NCC) were only running at 80%. To remind, last year NCC put in operation the Ust-Luga Container Terminal (ULCT). All necessary conditions were created for an efficient loading terminal: there is a railway, they got a license for the right to service hazardous cargoes, and there is an opportunity to work with the full range of refrigerated cargoes. However, one could hardly expect that ULCT will reach maximum performance.
According to NCC, approximately 35% of the capacities of container terminals in St Petersburg were not used in 2012. The same reserve will be kept in 2013. Simultaneously, the company’s specialists forecast a 9-10% increase in the RF container market.
Tatyana Sedukhova, Director for the Development of Russian Terminals at Global Ports estimates the level of Russian terminals’ loading at 73% on average. In her words, it is a rather high result at the international level. Practically every port has development programmes, which match the predicted regional demand. For example, more than 67% of the North-Western port capacities were used last year (more than 3 million TEU was handled, whilst the total existing capacity of the container terminals in the region is approximately 4.5 million TEU). In the last decade, the container turnover in St Petersburg increased fivefold (up to 2.5 million TEU). This became possible due to the modernisation and development of existing terminals and a competent investment policy. The investment programme for the North-Western ports envisages a further growth of terminals. “We think that the supply of new capacities to the market and customers’ demand for them will remain balanced,” says Mrs Sedukhova. “This creates optimal conditions for all market players: on the one hand, customers have a predicted reserve to provide for growth, on the other hand, terminals plan their investment budgets efficiently.”
The strategy of Global Ports holding company also envisages the development of its terminals. For example, the current handling capacity of Petrolesport is one million TEU, and there are plans to expand it by 400,000 TEU. When the terminal is fully developed, its capacity will be 2.3 million TEU. The planned capacity of Moby Dik is 500,000 TEU (currently it is 400,000 TEU), and that of Vostochnaya Stevedoring Company is 2.2 million TEU (currently, it is 550,000 TEU).
In the opinion of Mrs Sedukhova, there are two factors to impact on the development of the container market in Russia. Firstly, it is the economic situation inside the country, rates of the GDP growth, and the dynamics of people’s income level and consumer demand. Secondly, it is structural changes in the market. One should take into account that containerisation in Russia started thirty years later than in other countries, therefore, the increase in the amount of containerised cargo remains important. Despite the high rates of growth in the container market in the recent years, Russia has significant potential. Meanwhile, the level of containerisation in the country is very low – 37 containers per 1,000 people. To compare, in Europe this figure is 172 containers.
Today, stevedores focus on increasing the quality of their services to match global standards. First of all, equipping terminals with modern loading/unloading machinery, enhancement of information technologies, and implementation of automated managing and controlling systems. In the opinion of ASOP’s experts, one of the factors restricting the development of sea container transportation is the work of controlling bodies. There has been some progress lately, for example, the system of e-document circulation is being implemented. Another important goal for Russia is the development of transit potential. Until specific terms for transit cargo transportation via Russia are created in legislation, it will be a problem.
In summary, we should mention that the existing container terminals can service 1 million TEU of additional cargo. They say in ASOP that universal berths can be used for container handling, if the freight base continues to increase. In the opinion of most container stevedoring companies, supply and demand are well balanced in this sector. All applications are fulfilled. Some 20-25% reserve of free capacities creates the basis for further growth in container transportation by sea.
By Elena Ushkova
[~DETAIL_TEXT] => Trade Activation
14 special container terminals are now used in Russian sea ports to handle containerised freight. Their total capacity is 52.3 million tons. Last year, container turnover was 5.1 million TEU, 9.5% more than in 2011. The volume of loaded containers grew by 10.9% (to 3.4 million TEU), that of empty boxes increased by 7% (to 1.7 million TEU). In tonnage terms, there was an 8.3% increase to 42.7 million tons.
Experts think that the main reason for the increase in container transportation in Russia is the stimulus of international trade, especially commodities imports – from foodstuffs to automobile machinery. According to the Association of Sea Ports of Russia (ASOP), container turnover grew by 250% in the last decade. The share of containers in the total handling volume of dry cargoes increased from 10% to 17.5%. In the words of Andrey Boldorev, Deputy Head of the Investment and Strategic Development Department of FGUP Rosmorport, the share of containerised cargo could rise by 5-6% in 2013.
Rates of increase in the container flow are forecast to remain relatively high in the future, and the changes in the export structure, the growth of the level of containerisation of Russian foreign trade cargoes, and the expansion of the capacity of container terminals in Russian sea ports will contribute to it. The Draft Strategy of Development the Sea Port Infrastructure of Russia till 2030 sets out different projected quantities of container handling matching different scenarios for the country’s economic development.
In the opinion of specialists from Rosmorport, taking into account the freight base increase, there is sense in expanding the existing container terminals and building new ones. A number of big projects are now being carried out.
It is forecast, that container handling capacities in the Baltic ports will have the highest rates of development. The future increase is estimated at more than 80 million tons. In particular, it is supposed to develop a container terminal for Petrolesport, and a container terminal in the fourth cargo district of the Big Port of St Petersburg in the Coal Harbour, and the reconstruction of the area of a container terminal and construction of berth №88. In addition, Bronka multifunctional sea handling complex is under construction. New container terminals for deep draft vessels will be built in the ports of Ust-Luga and Primorsk, which will contribute to the transfer to direct delivery of containers to the Russian market. If projects for transit cargo flows and transshipment development are carried out, container terminals can be built in Kaliningrad too.
As for the south of Russia, container handling capacities are to be developed in the ports of Novorossiysk, Olya, and Makhachkala. In particular, deep-water berth №38 is planned to be constructed in the South-East cargo district in the Novorossiysk port, and special container terminals will be constructed (one of them will be based in Novoroslesexport OJSC, and the other – on the Novorossiysk Commercial Sea Port OJSC; the capacity of each of them will be 700,000 TEU per annum). Meanwhile, the Novorossiysk port has already reached the limit of its development, therefore, a new container handling complex with the capacity for over 10 million tons per annum is to be built in the new port of Taman, but not earlier than in 2025.
In the Far Eastern region, the focus of growth for container transportation will be Vladivostok, where a terminal with the capacity of 5 million tons of containerised cargo per annum will be constructed by 2020.
Reserve Capacities
All these are just plans. Currently, container terminals are more worried about maintaining existing loading capacities. For example, in 2012, the capacities of the First Container Terminal CJSC (a part of National Container Company, NCC) were only running at 80%. To remind, last year NCC put in operation the Ust-Luga Container Terminal (ULCT). All necessary conditions were created for an efficient loading terminal: there is a railway, they got a license for the right to service hazardous cargoes, and there is an opportunity to work with the full range of refrigerated cargoes. However, one could hardly expect that ULCT will reach maximum performance.
According to NCC, approximately 35% of the capacities of container terminals in St Petersburg were not used in 2012. The same reserve will be kept in 2013. Simultaneously, the company’s specialists forecast a 9-10% increase in the RF container market.
Tatyana Sedukhova, Director for the Development of Russian Terminals at Global Ports estimates the level of Russian terminals’ loading at 73% on average. In her words, it is a rather high result at the international level. Practically every port has development programmes, which match the predicted regional demand. For example, more than 67% of the North-Western port capacities were used last year (more than 3 million TEU was handled, whilst the total existing capacity of the container terminals in the region is approximately 4.5 million TEU). In the last decade, the container turnover in St Petersburg increased fivefold (up to 2.5 million TEU). This became possible due to the modernisation and development of existing terminals and a competent investment policy. The investment programme for the North-Western ports envisages a further growth of terminals. “We think that the supply of new capacities to the market and customers’ demand for them will remain balanced,” says Mrs Sedukhova. “This creates optimal conditions for all market players: on the one hand, customers have a predicted reserve to provide for growth, on the other hand, terminals plan their investment budgets efficiently.”
The strategy of Global Ports holding company also envisages the development of its terminals. For example, the current handling capacity of Petrolesport is one million TEU, and there are plans to expand it by 400,000 TEU. When the terminal is fully developed, its capacity will be 2.3 million TEU. The planned capacity of Moby Dik is 500,000 TEU (currently it is 400,000 TEU), and that of Vostochnaya Stevedoring Company is 2.2 million TEU (currently, it is 550,000 TEU).
In the opinion of Mrs Sedukhova, there are two factors to impact on the development of the container market in Russia. Firstly, it is the economic situation inside the country, rates of the GDP growth, and the dynamics of people’s income level and consumer demand. Secondly, it is structural changes in the market. One should take into account that containerisation in Russia started thirty years later than in other countries, therefore, the increase in the amount of containerised cargo remains important. Despite the high rates of growth in the container market in the recent years, Russia has significant potential. Meanwhile, the level of containerisation in the country is very low – 37 containers per 1,000 people. To compare, in Europe this figure is 172 containers.
Today, stevedores focus on increasing the quality of their services to match global standards. First of all, equipping terminals with modern loading/unloading machinery, enhancement of information technologies, and implementation of automated managing and controlling systems. In the opinion of ASOP’s experts, one of the factors restricting the development of sea container transportation is the work of controlling bodies. There has been some progress lately, for example, the system of e-document circulation is being implemented. Another important goal for Russia is the development of transit potential. Until specific terms for transit cargo transportation via Russia are created in legislation, it will be a problem.
In summary, we should mention that the existing container terminals can service 1 million TEU of additional cargo. They say in ASOP that universal berths can be used for container handling, if the freight base continues to increase. In the opinion of most container stevedoring companies, supply and demand are well balanced in this sector. All applications are fulfilled. Some 20-25% reserve of free capacities creates the basis for further growth in container transportation by sea.
By Elena Ushkova
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[DETAIL_TEXT] => Trade Activation
14 special container terminals are now used in Russian sea ports to handle containerised freight. Their total capacity is 52.3 million tons. Last year, container turnover was 5.1 million TEU, 9.5% more than in 2011. The volume of loaded containers grew by 10.9% (to 3.4 million TEU), that of empty boxes increased by 7% (to 1.7 million TEU). In tonnage terms, there was an 8.3% increase to 42.7 million tons.
Experts think that the main reason for the increase in container transportation in Russia is the stimulus of international trade, especially commodities imports – from foodstuffs to automobile machinery. According to the Association of Sea Ports of Russia (ASOP), container turnover grew by 250% in the last decade. The share of containers in the total handling volume of dry cargoes increased from 10% to 17.5%. In the words of Andrey Boldorev, Deputy Head of the Investment and Strategic Development Department of FGUP Rosmorport, the share of containerised cargo could rise by 5-6% in 2013.
Rates of increase in the container flow are forecast to remain relatively high in the future, and the changes in the export structure, the growth of the level of containerisation of Russian foreign trade cargoes, and the expansion of the capacity of container terminals in Russian sea ports will contribute to it. The Draft Strategy of Development the Sea Port Infrastructure of Russia till 2030 sets out different projected quantities of container handling matching different scenarios for the country’s economic development.
In the opinion of specialists from Rosmorport, taking into account the freight base increase, there is sense in expanding the existing container terminals and building new ones. A number of big projects are now being carried out.
It is forecast, that container handling capacities in the Baltic ports will have the highest rates of development. The future increase is estimated at more than 80 million tons. In particular, it is supposed to develop a container terminal for Petrolesport, and a container terminal in the fourth cargo district of the Big Port of St Petersburg in the Coal Harbour, and the reconstruction of the area of a container terminal and construction of berth №88. In addition, Bronka multifunctional sea handling complex is under construction. New container terminals for deep draft vessels will be built in the ports of Ust-Luga and Primorsk, which will contribute to the transfer to direct delivery of containers to the Russian market. If projects for transit cargo flows and transshipment development are carried out, container terminals can be built in Kaliningrad too.
As for the south of Russia, container handling capacities are to be developed in the ports of Novorossiysk, Olya, and Makhachkala. In particular, deep-water berth №38 is planned to be constructed in the South-East cargo district in the Novorossiysk port, and special container terminals will be constructed (one of them will be based in Novoroslesexport OJSC, and the other – on the Novorossiysk Commercial Sea Port OJSC; the capacity of each of them will be 700,000 TEU per annum). Meanwhile, the Novorossiysk port has already reached the limit of its development, therefore, a new container handling complex with the capacity for over 10 million tons per annum is to be built in the new port of Taman, but not earlier than in 2025.
In the Far Eastern region, the focus of growth for container transportation will be Vladivostok, where a terminal with the capacity of 5 million tons of containerised cargo per annum will be constructed by 2020.
Reserve Capacities
All these are just plans. Currently, container terminals are more worried about maintaining existing loading capacities. For example, in 2012, the capacities of the First Container Terminal CJSC (a part of National Container Company, NCC) were only running at 80%. To remind, last year NCC put in operation the Ust-Luga Container Terminal (ULCT). All necessary conditions were created for an efficient loading terminal: there is a railway, they got a license for the right to service hazardous cargoes, and there is an opportunity to work with the full range of refrigerated cargoes. However, one could hardly expect that ULCT will reach maximum performance.
According to NCC, approximately 35% of the capacities of container terminals in St Petersburg were not used in 2012. The same reserve will be kept in 2013. Simultaneously, the company’s specialists forecast a 9-10% increase in the RF container market.
Tatyana Sedukhova, Director for the Development of Russian Terminals at Global Ports estimates the level of Russian terminals’ loading at 73% on average. In her words, it is a rather high result at the international level. Practically every port has development programmes, which match the predicted regional demand. For example, more than 67% of the North-Western port capacities were used last year (more than 3 million TEU was handled, whilst the total existing capacity of the container terminals in the region is approximately 4.5 million TEU). In the last decade, the container turnover in St Petersburg increased fivefold (up to 2.5 million TEU). This became possible due to the modernisation and development of existing terminals and a competent investment policy. The investment programme for the North-Western ports envisages a further growth of terminals. “We think that the supply of new capacities to the market and customers’ demand for them will remain balanced,” says Mrs Sedukhova. “This creates optimal conditions for all market players: on the one hand, customers have a predicted reserve to provide for growth, on the other hand, terminals plan their investment budgets efficiently.”
The strategy of Global Ports holding company also envisages the development of its terminals. For example, the current handling capacity of Petrolesport is one million TEU, and there are plans to expand it by 400,000 TEU. When the terminal is fully developed, its capacity will be 2.3 million TEU. The planned capacity of Moby Dik is 500,000 TEU (currently it is 400,000 TEU), and that of Vostochnaya Stevedoring Company is 2.2 million TEU (currently, it is 550,000 TEU).
In the opinion of Mrs Sedukhova, there are two factors to impact on the development of the container market in Russia. Firstly, it is the economic situation inside the country, rates of the GDP growth, and the dynamics of people’s income level and consumer demand. Secondly, it is structural changes in the market. One should take into account that containerisation in Russia started thirty years later than in other countries, therefore, the increase in the amount of containerised cargo remains important. Despite the high rates of growth in the container market in the recent years, Russia has significant potential. Meanwhile, the level of containerisation in the country is very low – 37 containers per 1,000 people. To compare, in Europe this figure is 172 containers.
Today, stevedores focus on increasing the quality of their services to match global standards. First of all, equipping terminals with modern loading/unloading machinery, enhancement of information technologies, and implementation of automated managing and controlling systems. In the opinion of ASOP’s experts, one of the factors restricting the development of sea container transportation is the work of controlling bodies. There has been some progress lately, for example, the system of e-document circulation is being implemented. Another important goal for Russia is the development of transit potential. Until specific terms for transit cargo transportation via Russia are created in legislation, it will be a problem.
In summary, we should mention that the existing container terminals can service 1 million TEU of additional cargo. They say in ASOP that universal berths can be used for container handling, if the freight base continues to increase. In the opinion of most container stevedoring companies, supply and demand are well balanced in this sector. All applications are fulfilled. Some 20-25% reserve of free capacities creates the basis for further growth in container transportation by sea.
By Elena Ushkova
[~DETAIL_TEXT] => Trade Activation
14 special container terminals are now used in Russian sea ports to handle containerised freight. Their total capacity is 52.3 million tons. Last year, container turnover was 5.1 million TEU, 9.5% more than in 2011. The volume of loaded containers grew by 10.9% (to 3.4 million TEU), that of empty boxes increased by 7% (to 1.7 million TEU). In tonnage terms, there was an 8.3% increase to 42.7 million tons.
Experts think that the main reason for the increase in container transportation in Russia is the stimulus of international trade, especially commodities imports – from foodstuffs to automobile machinery. According to the Association of Sea Ports of Russia (ASOP), container turnover grew by 250% in the last decade. The share of containers in the total handling volume of dry cargoes increased from 10% to 17.5%. In the words of Andrey Boldorev, Deputy Head of the Investment and Strategic Development Department of FGUP Rosmorport, the share of containerised cargo could rise by 5-6% in 2013.
Rates of increase in the container flow are forecast to remain relatively high in the future, and the changes in the export structure, the growth of the level of containerisation of Russian foreign trade cargoes, and the expansion of the capacity of container terminals in Russian sea ports will contribute to it. The Draft Strategy of Development the Sea Port Infrastructure of Russia till 2030 sets out different projected quantities of container handling matching different scenarios for the country’s economic development.
In the opinion of specialists from Rosmorport, taking into account the freight base increase, there is sense in expanding the existing container terminals and building new ones. A number of big projects are now being carried out.
It is forecast, that container handling capacities in the Baltic ports will have the highest rates of development. The future increase is estimated at more than 80 million tons. In particular, it is supposed to develop a container terminal for Petrolesport, and a container terminal in the fourth cargo district of the Big Port of St Petersburg in the Coal Harbour, and the reconstruction of the area of a container terminal and construction of berth №88. In addition, Bronka multifunctional sea handling complex is under construction. New container terminals for deep draft vessels will be built in the ports of Ust-Luga and Primorsk, which will contribute to the transfer to direct delivery of containers to the Russian market. If projects for transit cargo flows and transshipment development are carried out, container terminals can be built in Kaliningrad too.
As for the south of Russia, container handling capacities are to be developed in the ports of Novorossiysk, Olya, and Makhachkala. In particular, deep-water berth №38 is planned to be constructed in the South-East cargo district in the Novorossiysk port, and special container terminals will be constructed (one of them will be based in Novoroslesexport OJSC, and the other – on the Novorossiysk Commercial Sea Port OJSC; the capacity of each of them will be 700,000 TEU per annum). Meanwhile, the Novorossiysk port has already reached the limit of its development, therefore, a new container handling complex with the capacity for over 10 million tons per annum is to be built in the new port of Taman, but not earlier than in 2025.
In the Far Eastern region, the focus of growth for container transportation will be Vladivostok, where a terminal with the capacity of 5 million tons of containerised cargo per annum will be constructed by 2020.
Reserve Capacities
All these are just plans. Currently, container terminals are more worried about maintaining existing loading capacities. For example, in 2012, the capacities of the First Container Terminal CJSC (a part of National Container Company, NCC) were only running at 80%. To remind, last year NCC put in operation the Ust-Luga Container Terminal (ULCT). All necessary conditions were created for an efficient loading terminal: there is a railway, they got a license for the right to service hazardous cargoes, and there is an opportunity to work with the full range of refrigerated cargoes. However, one could hardly expect that ULCT will reach maximum performance.
According to NCC, approximately 35% of the capacities of container terminals in St Petersburg were not used in 2012. The same reserve will be kept in 2013. Simultaneously, the company’s specialists forecast a 9-10% increase in the RF container market.
Tatyana Sedukhova, Director for the Development of Russian Terminals at Global Ports estimates the level of Russian terminals’ loading at 73% on average. In her words, it is a rather high result at the international level. Practically every port has development programmes, which match the predicted regional demand. For example, more than 67% of the North-Western port capacities were used last year (more than 3 million TEU was handled, whilst the total existing capacity of the container terminals in the region is approximately 4.5 million TEU). In the last decade, the container turnover in St Petersburg increased fivefold (up to 2.5 million TEU). This became possible due to the modernisation and development of existing terminals and a competent investment policy. The investment programme for the North-Western ports envisages a further growth of terminals. “We think that the supply of new capacities to the market and customers’ demand for them will remain balanced,” says Mrs Sedukhova. “This creates optimal conditions for all market players: on the one hand, customers have a predicted reserve to provide for growth, on the other hand, terminals plan their investment budgets efficiently.”
The strategy of Global Ports holding company also envisages the development of its terminals. For example, the current handling capacity of Petrolesport is one million TEU, and there are plans to expand it by 400,000 TEU. When the terminal is fully developed, its capacity will be 2.3 million TEU. The planned capacity of Moby Dik is 500,000 TEU (currently it is 400,000 TEU), and that of Vostochnaya Stevedoring Company is 2.2 million TEU (currently, it is 550,000 TEU).
In the opinion of Mrs Sedukhova, there are two factors to impact on the development of the container market in Russia. Firstly, it is the economic situation inside the country, rates of the GDP growth, and the dynamics of people’s income level and consumer demand. Secondly, it is structural changes in the market. One should take into account that containerisation in Russia started thirty years later than in other countries, therefore, the increase in the amount of containerised cargo remains important. Despite the high rates of growth in the container market in the recent years, Russia has significant potential. Meanwhile, the level of containerisation in the country is very low – 37 containers per 1,000 people. To compare, in Europe this figure is 172 containers.
Today, stevedores focus on increasing the quality of their services to match global standards. First of all, equipping terminals with modern loading/unloading machinery, enhancement of information technologies, and implementation of automated managing and controlling systems. In the opinion of ASOP’s experts, one of the factors restricting the development of sea container transportation is the work of controlling bodies. There has been some progress lately, for example, the system of e-document circulation is being implemented. Another important goal for Russia is the development of transit potential. Until specific terms for transit cargo transportation via Russia are created in legislation, it will be a problem.
In summary, we should mention that the existing container terminals can service 1 million TEU of additional cargo. They say in ASOP that universal berths can be used for container handling, if the freight base continues to increase. In the opinion of most container stevedoring companies, supply and demand are well balanced in this sector. All applications are fulfilled. Some 20-25% reserve of free capacities creates the basis for further growth in container transportation by sea.
By Elena Ushkova
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The situation in the Russian transport services market changes so fast that even Russian companies sometimes feel that they are participants of a quest: you’ve just got used to an innovation, and conditions change again.
What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”
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[DETAIL_TEXT] => Transport in Russia – a User Guide
– Mr Antonov, what are the basic differences between the RF transport system and similar structures in European countries?
– Transport systems in Europe are better developed, and their advantages are their well-adjusted mechanisms for cargo delivery, a clear distribution of the proportion of the participation of market players, presence of national and international leaders. Companies, which name themselves “logistics” and want to conclude large contracts, but have only one computer, are more likely to be a characteristic feature of Russia, not Europe.
In addition to the significant number of transport companies, covering practically all the needs of the European industry, retail, and other economic subjects, an important difference is the up and running e-document circulation, providing customs registration for cargo transportation.
– What changes have taken place in the Russian transport services market lately?
– The situation became more stable than in the early 2000-s, but time is needed to get such developed institutions as those in Europe.
At the same time, there is a decline in the number of Russian forwarding companies, and consolidation of the transport and logistics services sector. Meanwhile, the current system prevents formation of industry-leaders, for example in the road transportation sector.
How to Keep the Window to Europe Open?
– What specific features of the transport logistics and forwarding business should foreign companies take into account, if they are engaged in cargo transportation in Russia?
– I think, this country has an open transport system free from measures discriminating against foreign companies. Practically all major European companies present in the Russian market and have become familiar with local advantages and drawbacks. It is difficult to get a large order on cargo transportation through a tender, which is not always transparent enough. An order can have some pitfalls, for example, a contract can envisage a delay in payment, which makes a forwarder face financial difficulties with expensive transportation. It is worth noting that banks are reluctant to give loans to forwarders. Nevertheless, it is the Russian Federation, where large scale industrial projects with large amount of imported equipment and domestic transportation of necessary machinery, are underway. Russian industrialists are often ready to pay a premium for urgent transportation, which is an advantage for experienced forwarders that are able to organise express shipments of freight.
– Is there competition in the cargo forwarding sector between Russian and foreign companies?
– As the head of a Russian company, I worry about the development of our companies amid this competition, their presence in the market and an active participation in export transportation. For example, there was a difficult situation regarding competition between European and Russian companies in road transportation of Russian cargoes to Europe. Until summer 2012, Poland had not permitted transit transportation of Russian trucks moving to Germany. Polish customs warehouses and logistics centers quickly appeared near the border, thus, Polish companies got the lion’s share of work to do, whilst Russian and Kazakh companies had to provide short-haul transportation, and got a small part of the charter rates. Currently, loaded trucks can run via Poland, but for the Russians there is a limit of fuel that can be carried (not more than 600 litres). The profitability of transportation together with the necessity for truck fleet renewal decrease, the competitiveness falls. If the situation remains the same, at export cargo transportation we can be limited by the borders of adjacent countries with the common economic space.
– What has been done to find a way out of the situation?
– The Federal Agency for Road Transport was created, skilled specialists started to work in the State Duma, where they are trying to find solutions to the problem. The matter concerns not only the development of road transport, but the condition of the road network. There are a lot of problems: road dues, taxes on road vehicles, expenses for fuel and lubricants; and specialists must find a complex solution, which will contribute to the dynamic development of the entire sector. The situation is not very favourable for automobile companies, but they cope with cargo delivery very well and in time.
– Meanwhile, cargoes are redirected from railways to road transport…
– Yes, they are, and I think it is not normal, when something to be carried by railways is transported by road haulages. For example, aluminum for the distance of 10,000-12,000 kilometres, while this cargo is normally carried by railway. And it is done not at the whim of a consumer. In my opinion, railwaymen should think how to make transportation services more widely available to consumers. During the railway reform, services became less available, especially in the sector of wagonloads and practically all transportation of non-primary goods. The railway is mobilised to fulfill an important economic objective of providing export transportation of raw materials, but the category of finished products also needs an urgent response to consumers’ needs.
– Are there any positive changes connected with the railway transportation sector, in your opinion?
– RZD-Logistics is a good example of Russian Railways’ development. It grows fast enough, and it is ready to be engaged in railway as well as intermodal transportation – we are developing the basis for joint work in several directions.
Do Customs Give a Green Light?
– What are the specifics of interaction with Russian customs?
– The major difference is a more complicated bureaucratic procedure, which greatly differs from the European one. For example, Russian customs legislation demands a paper export customs declaration for road transportation, and foreign consignors do not fill it in accordance with the rules existing in Europe. The demand to show the contract, where net- and gross weight of every cargo unit is written is also unusual to foreigners. It is needed, because customs dues in Russia depend on the weight, mentioned in every accompanying document.
– What changes have happened since the launch of the Customs Union? What is your opinion of them?
– The Customs Union is a very interesting direction for the development of transport systems in the post-Soviet era. Its work simplifies transport circulation of freight between our countries, however, it is obvious that we are just at the beginning of the process, and many things must be unified, for example, the VAT rates between Russia and Kazakhstan. There is some disagreement about the development of import cargo flows, but it can be settled in the future.
The existing system of the Customs Union increases the requirements to the competitiveness of transport and customs systems of its members. It is worth noting that there appeared a number of routes (including alternatives to the Trans-Siberian Mainline) for cargo transportation from China to Russia, for example, by road haulage via Kazakhstan, or by sea to the port of St Petersburg – it is inevitable, because when following all customs rules, one should remember about justified terms of cargo registration and following all basic technologies.
– What is the best mode of interaction with Russian customs services for a foreign company?
– I think, a good variant is to apply to a professional company, providing the services of a customs broker. We often use such services. The procedure cannot be fulfilled in the electronic form sometimes and within the required time limit, but the system works, and using professional services is a guarantee that the cargo will undergo customs procedures on time.
The Importance of Infrastructure
– There are a lot of companies naming themselves 3PL operators in Russia, who declare that they provide a full range of services including “door-to-door” services and customs clearance. Do such statements reflect the actual situation?
– A lot of companies present themselves as multifunctional operators, but they are not. In fact, they repurchase services for transportation, customs clearance, and warehousing from other companies, getting a reward from them. This is an unfavourable trend in the Russian market development, because the profitability of the real transportation sector decreases artificially. It is more convenient to get all the services in one window, but this contributes to the reduction of prices in the road transportation sector into negative profitability. The real sector should take a tough position and sell its services directly.
Foreign companies transporting cargo via Russia should not rush to such quasi-operators, but look for companies with own assets, a customs broker service, i.e. which can fulfill a part of the logistics chain by themselves, thus, decreasing the risk of failure. If a logistics company owns a fleet of trucks, there is a smaller chance that a vehicle will not be delivered for loading on time.
In my opinion, large foreign companies operating in Russia and holding tenders cannot often get information about the automobile fleet of a logistics company and take decision of the basis of this fact. Large Russian companies, however, understand it pretty well, and in the terms of a tender they usually mention the necessity of available transport infrastructure owned by the company, which will be engaged in transportation.
By Marina Ermolenko
[~DETAIL_TEXT] => Transport in Russia – a User Guide
– Mr Antonov, what are the basic differences between the RF transport system and similar structures in European countries?
– Transport systems in Europe are better developed, and their advantages are their well-adjusted mechanisms for cargo delivery, a clear distribution of the proportion of the participation of market players, presence of national and international leaders. Companies, which name themselves “logistics” and want to conclude large contracts, but have only one computer, are more likely to be a characteristic feature of Russia, not Europe.
In addition to the significant number of transport companies, covering practically all the needs of the European industry, retail, and other economic subjects, an important difference is the up and running e-document circulation, providing customs registration for cargo transportation.
– What changes have taken place in the Russian transport services market lately?
– The situation became more stable than in the early 2000-s, but time is needed to get such developed institutions as those in Europe.
At the same time, there is a decline in the number of Russian forwarding companies, and consolidation of the transport and logistics services sector. Meanwhile, the current system prevents formation of industry-leaders, for example in the road transportation sector.
How to Keep the Window to Europe Open?
– What specific features of the transport logistics and forwarding business should foreign companies take into account, if they are engaged in cargo transportation in Russia?
– I think, this country has an open transport system free from measures discriminating against foreign companies. Practically all major European companies present in the Russian market and have become familiar with local advantages and drawbacks. It is difficult to get a large order on cargo transportation through a tender, which is not always transparent enough. An order can have some pitfalls, for example, a contract can envisage a delay in payment, which makes a forwarder face financial difficulties with expensive transportation. It is worth noting that banks are reluctant to give loans to forwarders. Nevertheless, it is the Russian Federation, where large scale industrial projects with large amount of imported equipment and domestic transportation of necessary machinery, are underway. Russian industrialists are often ready to pay a premium for urgent transportation, which is an advantage for experienced forwarders that are able to organise express shipments of freight.
– Is there competition in the cargo forwarding sector between Russian and foreign companies?
– As the head of a Russian company, I worry about the development of our companies amid this competition, their presence in the market and an active participation in export transportation. For example, there was a difficult situation regarding competition between European and Russian companies in road transportation of Russian cargoes to Europe. Until summer 2012, Poland had not permitted transit transportation of Russian trucks moving to Germany. Polish customs warehouses and logistics centers quickly appeared near the border, thus, Polish companies got the lion’s share of work to do, whilst Russian and Kazakh companies had to provide short-haul transportation, and got a small part of the charter rates. Currently, loaded trucks can run via Poland, but for the Russians there is a limit of fuel that can be carried (not more than 600 litres). The profitability of transportation together with the necessity for truck fleet renewal decrease, the competitiveness falls. If the situation remains the same, at export cargo transportation we can be limited by the borders of adjacent countries with the common economic space.
– What has been done to find a way out of the situation?
– The Federal Agency for Road Transport was created, skilled specialists started to work in the State Duma, where they are trying to find solutions to the problem. The matter concerns not only the development of road transport, but the condition of the road network. There are a lot of problems: road dues, taxes on road vehicles, expenses for fuel and lubricants; and specialists must find a complex solution, which will contribute to the dynamic development of the entire sector. The situation is not very favourable for automobile companies, but they cope with cargo delivery very well and in time.
– Meanwhile, cargoes are redirected from railways to road transport…
– Yes, they are, and I think it is not normal, when something to be carried by railways is transported by road haulages. For example, aluminum for the distance of 10,000-12,000 kilometres, while this cargo is normally carried by railway. And it is done not at the whim of a consumer. In my opinion, railwaymen should think how to make transportation services more widely available to consumers. During the railway reform, services became less available, especially in the sector of wagonloads and practically all transportation of non-primary goods. The railway is mobilised to fulfill an important economic objective of providing export transportation of raw materials, but the category of finished products also needs an urgent response to consumers’ needs.
– Are there any positive changes connected with the railway transportation sector, in your opinion?
– RZD-Logistics is a good example of Russian Railways’ development. It grows fast enough, and it is ready to be engaged in railway as well as intermodal transportation – we are developing the basis for joint work in several directions.
Do Customs Give a Green Light?
– What are the specifics of interaction with Russian customs?
– The major difference is a more complicated bureaucratic procedure, which greatly differs from the European one. For example, Russian customs legislation demands a paper export customs declaration for road transportation, and foreign consignors do not fill it in accordance with the rules existing in Europe. The demand to show the contract, where net- and gross weight of every cargo unit is written is also unusual to foreigners. It is needed, because customs dues in Russia depend on the weight, mentioned in every accompanying document.
– What changes have happened since the launch of the Customs Union? What is your opinion of them?
– The Customs Union is a very interesting direction for the development of transport systems in the post-Soviet era. Its work simplifies transport circulation of freight between our countries, however, it is obvious that we are just at the beginning of the process, and many things must be unified, for example, the VAT rates between Russia and Kazakhstan. There is some disagreement about the development of import cargo flows, but it can be settled in the future.
The existing system of the Customs Union increases the requirements to the competitiveness of transport and customs systems of its members. It is worth noting that there appeared a number of routes (including alternatives to the Trans-Siberian Mainline) for cargo transportation from China to Russia, for example, by road haulage via Kazakhstan, or by sea to the port of St Petersburg – it is inevitable, because when following all customs rules, one should remember about justified terms of cargo registration and following all basic technologies.
– What is the best mode of interaction with Russian customs services for a foreign company?
– I think, a good variant is to apply to a professional company, providing the services of a customs broker. We often use such services. The procedure cannot be fulfilled in the electronic form sometimes and within the required time limit, but the system works, and using professional services is a guarantee that the cargo will undergo customs procedures on time.
The Importance of Infrastructure
– There are a lot of companies naming themselves 3PL operators in Russia, who declare that they provide a full range of services including “door-to-door” services and customs clearance. Do such statements reflect the actual situation?
– A lot of companies present themselves as multifunctional operators, but they are not. In fact, they repurchase services for transportation, customs clearance, and warehousing from other companies, getting a reward from them. This is an unfavourable trend in the Russian market development, because the profitability of the real transportation sector decreases artificially. It is more convenient to get all the services in one window, but this contributes to the reduction of prices in the road transportation sector into negative profitability. The real sector should take a tough position and sell its services directly.
Foreign companies transporting cargo via Russia should not rush to such quasi-operators, but look for companies with own assets, a customs broker service, i.e. which can fulfill a part of the logistics chain by themselves, thus, decreasing the risk of failure. If a logistics company owns a fleet of trucks, there is a smaller chance that a vehicle will not be delivered for loading on time.
In my opinion, large foreign companies operating in Russia and holding tenders cannot often get information about the automobile fleet of a logistics company and take decision of the basis of this fact. Large Russian companies, however, understand it pretty well, and in the terms of a tender they usually mention the necessity of available transport infrastructure owned by the company, which will be engaged in transportation.
By Marina Ermolenko
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”</p>
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”</p>
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[DETAIL_TEXT] => Transport in Russia – a User Guide
– Mr Antonov, what are the basic differences between the RF transport system and similar structures in European countries?
– Transport systems in Europe are better developed, and their advantages are their well-adjusted mechanisms for cargo delivery, a clear distribution of the proportion of the participation of market players, presence of national and international leaders. Companies, which name themselves “logistics” and want to conclude large contracts, but have only one computer, are more likely to be a characteristic feature of Russia, not Europe.
In addition to the significant number of transport companies, covering practically all the needs of the European industry, retail, and other economic subjects, an important difference is the up and running e-document circulation, providing customs registration for cargo transportation.
– What changes have taken place in the Russian transport services market lately?
– The situation became more stable than in the early 2000-s, but time is needed to get such developed institutions as those in Europe.
At the same time, there is a decline in the number of Russian forwarding companies, and consolidation of the transport and logistics services sector. Meanwhile, the current system prevents formation of industry-leaders, for example in the road transportation sector.
How to Keep the Window to Europe Open?
– What specific features of the transport logistics and forwarding business should foreign companies take into account, if they are engaged in cargo transportation in Russia?
– I think, this country has an open transport system free from measures discriminating against foreign companies. Practically all major European companies present in the Russian market and have become familiar with local advantages and drawbacks. It is difficult to get a large order on cargo transportation through a tender, which is not always transparent enough. An order can have some pitfalls, for example, a contract can envisage a delay in payment, which makes a forwarder face financial difficulties with expensive transportation. It is worth noting that banks are reluctant to give loans to forwarders. Nevertheless, it is the Russian Federation, where large scale industrial projects with large amount of imported equipment and domestic transportation of necessary machinery, are underway. Russian industrialists are often ready to pay a premium for urgent transportation, which is an advantage for experienced forwarders that are able to organise express shipments of freight.
– Is there competition in the cargo forwarding sector between Russian and foreign companies?
– As the head of a Russian company, I worry about the development of our companies amid this competition, their presence in the market and an active participation in export transportation. For example, there was a difficult situation regarding competition between European and Russian companies in road transportation of Russian cargoes to Europe. Until summer 2012, Poland had not permitted transit transportation of Russian trucks moving to Germany. Polish customs warehouses and logistics centers quickly appeared near the border, thus, Polish companies got the lion’s share of work to do, whilst Russian and Kazakh companies had to provide short-haul transportation, and got a small part of the charter rates. Currently, loaded trucks can run via Poland, but for the Russians there is a limit of fuel that can be carried (not more than 600 litres). The profitability of transportation together with the necessity for truck fleet renewal decrease, the competitiveness falls. If the situation remains the same, at export cargo transportation we can be limited by the borders of adjacent countries with the common economic space.
– What has been done to find a way out of the situation?
– The Federal Agency for Road Transport was created, skilled specialists started to work in the State Duma, where they are trying to find solutions to the problem. The matter concerns not only the development of road transport, but the condition of the road network. There are a lot of problems: road dues, taxes on road vehicles, expenses for fuel and lubricants; and specialists must find a complex solution, which will contribute to the dynamic development of the entire sector. The situation is not very favourable for automobile companies, but they cope with cargo delivery very well and in time.
– Meanwhile, cargoes are redirected from railways to road transport…
– Yes, they are, and I think it is not normal, when something to be carried by railways is transported by road haulages. For example, aluminum for the distance of 10,000-12,000 kilometres, while this cargo is normally carried by railway. And it is done not at the whim of a consumer. In my opinion, railwaymen should think how to make transportation services more widely available to consumers. During the railway reform, services became less available, especially in the sector of wagonloads and practically all transportation of non-primary goods. The railway is mobilised to fulfill an important economic objective of providing export transportation of raw materials, but the category of finished products also needs an urgent response to consumers’ needs.
– Are there any positive changes connected with the railway transportation sector, in your opinion?
– RZD-Logistics is a good example of Russian Railways’ development. It grows fast enough, and it is ready to be engaged in railway as well as intermodal transportation – we are developing the basis for joint work in several directions.
Do Customs Give a Green Light?
– What are the specifics of interaction with Russian customs?
– The major difference is a more complicated bureaucratic procedure, which greatly differs from the European one. For example, Russian customs legislation demands a paper export customs declaration for road transportation, and foreign consignors do not fill it in accordance with the rules existing in Europe. The demand to show the contract, where net- and gross weight of every cargo unit is written is also unusual to foreigners. It is needed, because customs dues in Russia depend on the weight, mentioned in every accompanying document.
– What changes have happened since the launch of the Customs Union? What is your opinion of them?
– The Customs Union is a very interesting direction for the development of transport systems in the post-Soviet era. Its work simplifies transport circulation of freight between our countries, however, it is obvious that we are just at the beginning of the process, and many things must be unified, for example, the VAT rates between Russia and Kazakhstan. There is some disagreement about the development of import cargo flows, but it can be settled in the future.
The existing system of the Customs Union increases the requirements to the competitiveness of transport and customs systems of its members. It is worth noting that there appeared a number of routes (including alternatives to the Trans-Siberian Mainline) for cargo transportation from China to Russia, for example, by road haulage via Kazakhstan, or by sea to the port of St Petersburg – it is inevitable, because when following all customs rules, one should remember about justified terms of cargo registration and following all basic technologies.
– What is the best mode of interaction with Russian customs services for a foreign company?
– I think, a good variant is to apply to a professional company, providing the services of a customs broker. We often use such services. The procedure cannot be fulfilled in the electronic form sometimes and within the required time limit, but the system works, and using professional services is a guarantee that the cargo will undergo customs procedures on time.
The Importance of Infrastructure
– There are a lot of companies naming themselves 3PL operators in Russia, who declare that they provide a full range of services including “door-to-door” services and customs clearance. Do such statements reflect the actual situation?
– A lot of companies present themselves as multifunctional operators, but they are not. In fact, they repurchase services for transportation, customs clearance, and warehousing from other companies, getting a reward from them. This is an unfavourable trend in the Russian market development, because the profitability of the real transportation sector decreases artificially. It is more convenient to get all the services in one window, but this contributes to the reduction of prices in the road transportation sector into negative profitability. The real sector should take a tough position and sell its services directly.
Foreign companies transporting cargo via Russia should not rush to such quasi-operators, but look for companies with own assets, a customs broker service, i.e. which can fulfill a part of the logistics chain by themselves, thus, decreasing the risk of failure. If a logistics company owns a fleet of trucks, there is a smaller chance that a vehicle will not be delivered for loading on time.
In my opinion, large foreign companies operating in Russia and holding tenders cannot often get information about the automobile fleet of a logistics company and take decision of the basis of this fact. Large Russian companies, however, understand it pretty well, and in the terms of a tender they usually mention the necessity of available transport infrastructure owned by the company, which will be engaged in transportation.
By Marina Ermolenko
[~DETAIL_TEXT] => Transport in Russia – a User Guide
– Mr Antonov, what are the basic differences between the RF transport system and similar structures in European countries?
– Transport systems in Europe are better developed, and their advantages are their well-adjusted mechanisms for cargo delivery, a clear distribution of the proportion of the participation of market players, presence of national and international leaders. Companies, which name themselves “logistics” and want to conclude large contracts, but have only one computer, are more likely to be a characteristic feature of Russia, not Europe.
In addition to the significant number of transport companies, covering practically all the needs of the European industry, retail, and other economic subjects, an important difference is the up and running e-document circulation, providing customs registration for cargo transportation.
– What changes have taken place in the Russian transport services market lately?
– The situation became more stable than in the early 2000-s, but time is needed to get such developed institutions as those in Europe.
At the same time, there is a decline in the number of Russian forwarding companies, and consolidation of the transport and logistics services sector. Meanwhile, the current system prevents formation of industry-leaders, for example in the road transportation sector.
How to Keep the Window to Europe Open?
– What specific features of the transport logistics and forwarding business should foreign companies take into account, if they are engaged in cargo transportation in Russia?
– I think, this country has an open transport system free from measures discriminating against foreign companies. Practically all major European companies present in the Russian market and have become familiar with local advantages and drawbacks. It is difficult to get a large order on cargo transportation through a tender, which is not always transparent enough. An order can have some pitfalls, for example, a contract can envisage a delay in payment, which makes a forwarder face financial difficulties with expensive transportation. It is worth noting that banks are reluctant to give loans to forwarders. Nevertheless, it is the Russian Federation, where large scale industrial projects with large amount of imported equipment and domestic transportation of necessary machinery, are underway. Russian industrialists are often ready to pay a premium for urgent transportation, which is an advantage for experienced forwarders that are able to organise express shipments of freight.
– Is there competition in the cargo forwarding sector between Russian and foreign companies?
– As the head of a Russian company, I worry about the development of our companies amid this competition, their presence in the market and an active participation in export transportation. For example, there was a difficult situation regarding competition between European and Russian companies in road transportation of Russian cargoes to Europe. Until summer 2012, Poland had not permitted transit transportation of Russian trucks moving to Germany. Polish customs warehouses and logistics centers quickly appeared near the border, thus, Polish companies got the lion’s share of work to do, whilst Russian and Kazakh companies had to provide short-haul transportation, and got a small part of the charter rates. Currently, loaded trucks can run via Poland, but for the Russians there is a limit of fuel that can be carried (not more than 600 litres). The profitability of transportation together with the necessity for truck fleet renewal decrease, the competitiveness falls. If the situation remains the same, at export cargo transportation we can be limited by the borders of adjacent countries with the common economic space.
– What has been done to find a way out of the situation?
– The Federal Agency for Road Transport was created, skilled specialists started to work in the State Duma, where they are trying to find solutions to the problem. The matter concerns not only the development of road transport, but the condition of the road network. There are a lot of problems: road dues, taxes on road vehicles, expenses for fuel and lubricants; and specialists must find a complex solution, which will contribute to the dynamic development of the entire sector. The situation is not very favourable for automobile companies, but they cope with cargo delivery very well and in time.
– Meanwhile, cargoes are redirected from railways to road transport…
– Yes, they are, and I think it is not normal, when something to be carried by railways is transported by road haulages. For example, aluminum for the distance of 10,000-12,000 kilometres, while this cargo is normally carried by railway. And it is done not at the whim of a consumer. In my opinion, railwaymen should think how to make transportation services more widely available to consumers. During the railway reform, services became less available, especially in the sector of wagonloads and practically all transportation of non-primary goods. The railway is mobilised to fulfill an important economic objective of providing export transportation of raw materials, but the category of finished products also needs an urgent response to consumers’ needs.
– Are there any positive changes connected with the railway transportation sector, in your opinion?
– RZD-Logistics is a good example of Russian Railways’ development. It grows fast enough, and it is ready to be engaged in railway as well as intermodal transportation – we are developing the basis for joint work in several directions.
Do Customs Give a Green Light?
– What are the specifics of interaction with Russian customs?
– The major difference is a more complicated bureaucratic procedure, which greatly differs from the European one. For example, Russian customs legislation demands a paper export customs declaration for road transportation, and foreign consignors do not fill it in accordance with the rules existing in Europe. The demand to show the contract, where net- and gross weight of every cargo unit is written is also unusual to foreigners. It is needed, because customs dues in Russia depend on the weight, mentioned in every accompanying document.
– What changes have happened since the launch of the Customs Union? What is your opinion of them?
– The Customs Union is a very interesting direction for the development of transport systems in the post-Soviet era. Its work simplifies transport circulation of freight between our countries, however, it is obvious that we are just at the beginning of the process, and many things must be unified, for example, the VAT rates between Russia and Kazakhstan. There is some disagreement about the development of import cargo flows, but it can be settled in the future.
The existing system of the Customs Union increases the requirements to the competitiveness of transport and customs systems of its members. It is worth noting that there appeared a number of routes (including alternatives to the Trans-Siberian Mainline) for cargo transportation from China to Russia, for example, by road haulage via Kazakhstan, or by sea to the port of St Petersburg – it is inevitable, because when following all customs rules, one should remember about justified terms of cargo registration and following all basic technologies.
– What is the best mode of interaction with Russian customs services for a foreign company?
– I think, a good variant is to apply to a professional company, providing the services of a customs broker. We often use such services. The procedure cannot be fulfilled in the electronic form sometimes and within the required time limit, but the system works, and using professional services is a guarantee that the cargo will undergo customs procedures on time.
The Importance of Infrastructure
– There are a lot of companies naming themselves 3PL operators in Russia, who declare that they provide a full range of services including “door-to-door” services and customs clearance. Do such statements reflect the actual situation?
– A lot of companies present themselves as multifunctional operators, but they are not. In fact, they repurchase services for transportation, customs clearance, and warehousing from other companies, getting a reward from them. This is an unfavourable trend in the Russian market development, because the profitability of the real transportation sector decreases artificially. It is more convenient to get all the services in one window, but this contributes to the reduction of prices in the road transportation sector into negative profitability. The real sector should take a tough position and sell its services directly.
Foreign companies transporting cargo via Russia should not rush to such quasi-operators, but look for companies with own assets, a customs broker service, i.e. which can fulfill a part of the logistics chain by themselves, thus, decreasing the risk of failure. If a logistics company owns a fleet of trucks, there is a smaller chance that a vehicle will not be delivered for loading on time.
In my opinion, large foreign companies operating in Russia and holding tenders cannot often get information about the automobile fleet of a logistics company and take decision of the basis of this fact. Large Russian companies, however, understand it pretty well, and in the terms of a tender they usually mention the necessity of available transport infrastructure owned by the company, which will be engaged in transportation.
By Marina Ermolenko
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”</p>
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What shall foreign companies, which are accustomed to stability, do? Dmitry Antonov, CEO of one of the oldest forwarding companies in Russia Sojuzvneshtrans LLC, talks about how to play the Russian transport “fields”, avoiding traps, and getting “levelled-up.”</p>
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Rates of growth in the railway container transportation sector in Russia began to slow down in autumn 2012.
However, on the RZD’s network there was a 7% increase in this sector in 2012 as compared with the results of 2011. Amid the slowdown in the economic growth, it will be very difficult to avoida decline in transportation volumes.
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[DETAIL_TEXT] => International Transportation Contributes to Growth
Last year, transportation of loaded and empty large-capacity containers (LCC) exceeded pre-crisis level of 2008 by 20.6%. Transit and exports grew significantly – by 54.2% and 25.7% respectively. The volume of cargo transportation by LCC increased by 7.6% in comparison with 2011 and amounted to 27.4 million tons. The rates of growth were slower than a year earlier, when there was a 16.3% increase as compared with 2010.
In the first nine months of 2012, there was stable growth in the market: the volume of railway container transportation rose by 12.2% in comparison with January-September 2011. In the fourth quarter, the growth rates slowed down, and in October-December there was a 5.5% increase only. Experts explain it by the slowdown in economic growth at the end of the last year, which caused a decline in the loading of all cargoes, including containerised ones.
International transportation increased by 13.3% last year. Imports (+13.1%) and transit (+36.7%) contributed to this growth. Last year, transit was the driver of growth, mainly due to machine building products (especially automobiles and car components, transportation volume of which practically doubled year-on-year), consumer commodities, and chemical products.
The market share of TransContainer was 50%, the same as in 2011. The company’s rolling stock carried 1.484 million TEU (+8.9% on the previous year). International and transit transportation of cargo contributed to the increase, whilst domestic transportation volume grew by 1.9% to 793,000 TEU. On the whole, profitable transportation of TransContainer (i.e. except transportation of its own empty containers) raised by 9.8% in 2012 to 1.12 million TEU.
All the results were achieved due to RZD’s efforts to improve traffic situation with containers train with big attention to giving priority to such trains on the network. Today the container shuttles have the second priority in movement after passenger trains which is one of the reasons of the boom in RZD’s container business.
Choosing Container Block Trains
The trend in international transportation via the Trans-Siberian Mainline was positive. In 2012, there was a 15.4% increase year-on-year to 638,000 TEU. The total amount of LCC transportation between Russia and China was 346,240 TEU (+14%), between Russia and the Republic of Korea – 103,250 TEU (+31%), between Russia and Japan – 42,300 TEU (+13%).
286,100 TEU was carried via the Transsib by container trains. Of that, 69,700 TEU was transit, 158,900 TEU was imports, and 57,500 TEU was exports. 7,323 container trains were dispatched on RZD’s network in 2012. Of that, 3,340 (45.6%) were provided by TransContainer. Last year, the company actively launched new block trains, which contributed to an increase in rolling stock efficiency. TransContainer increases transportation by block trains every year: its container trains carried 398,500 TEU (+19.1%) in 2012. TransContainer currently uses block trains for approximately 30% of its transportation. In comparison, their share was only 10% in 2008. “In 2012, one of the reasons for the turnover of company’s flat cars remaining stable amid a reduction of the average speed of traffic on the railway network, was the increase in transportation by block trains,” say specialists at TransContainer.
The development of container trains is a priority for other operators too. Russkaya Troyka, for example, expanded the share of cargo carried by container trains by 3% year-on-year to 54%. The company organised 1,038 container trains. This contributed to the company’s operational results, which exceeded the market average by 10.7% last year. Russkaya Troyka carried 115,850 TEU in 2012.
We should note two important events in the development of the company’s business. Firstly, together with colleagues, Russkaya Troyka has started work on a new project - the FESCO Siberian Shuttle (eastbound) on the route Novosibirsk – Vladivostok in September 2012. “This service is strategically very important to us, because it develops the competitive advantages of railways in comparison with road transport,” comments a representative of Russkaya Troyka. “Dividing a 10,000 km haul distance into two medium sections with an interim point in Novosibirsk, a client gets new opportunity for organising logistics, a more flexible, safe, and accurate service.” Secondly, the company has started to expand its rolling stock fleet. A contract for 200 long-base container flat wagons was signed recently. All the railcars are to be supplied in the first half of 2013.
“The main factor for a consignor choosing a container train is the universal character of shipment: a container can be carried by railway on one section of the route, and by sea or airplane on the other section, and cargo will remain inside it. Moreover, delivery time is strictly limited, and less time is needed than for a wagonload. Trains move according to a special schedule, have a separate railway consignment note, and no sorting is needed for them at stations,” notes Prof. Yury Sсherbanin, Institute of Economic Forecasting, Russian Academy of Sciences.
According to him, the choice of transport mode depends on the type of cargo, the technology of production, and consumption. Apart from the cost of transportation, some consignees think that regular supplies are also important. “For a logistics chain (transportation – storing – creation of reserve or technological stock - distribution), one should take into account possible expenses on cargo warehousing overtime, or on storing the cargo if it is delivered earlier than planned. Therefore, regular supplies are very important in this case. And, for example, time is of top priority for transportation of perishable goods,” comments Mr Scherbanin. Another advantage of container trains is the predictability of supplies to the destination point if there is a need for regular and simultaneous transportation of a large amount of freight, for example, raw materials (export transportation from Russia to border crossings/ports). Any cost saving is important to consignors of these cargoes, and rates on wagonloads and transportation in block trains offered by rolling stock operators differ greatly. Imports are semi-knock-down sets (to provide continuous operation of assembly lines), consumer commodities for large retail chains (especially in the central regions of the country), and seasonal cargoes, which need fast and timely deliveries. The lion’s share of containerised cargo between Europe and Asia is carried by sea, though it takes more time than transportation by railway: 35-40 days against 17 days, and a block container train leaving the Vostochny port can reach the border between Russia and Finland in 8 days. Naturally, foreign companies are interested in such services. In particular, there is an agreement with Chongqing (China) about cargo transportation via Russia.
How to Attract Customers?
According to estimates by Russkaya Troyka, the container market has became more consolidated recently, and competition is becoming tougher there. It is especially felt in the Moscow transport node and in Siberia. In these conditions, market players should work actively to improve their services and increase their quality.
On January 21, 2013, the Board of Directors of TransContainer approved the company’s development strategy till 2020. The strategic goal mentioned in it is the increase in capitalisation at the expense of expanding the scale and efficiency of business. It also confirms the target business model of TransContainer as a vertically integrated transport and logistics company in the sector of containerised cargo transportation.
The document takes into account long-term fundamental factors of the container transportation market’s growth in Russia and the CIS countries, including the low level of containerisation in comparison with developed markets, further growth in the economy, consumer demand, and production of products with high added value. The strategy envisages optimisation of the company’s terminal business and takes into account the outlook for the freight base development and further withdrawal of medium-capacity containers from the Russian railway network, and future development of the logistics component of business. There is a possibility that TransContainer will purchase assets in new markets if they are economically efficient and there are significant synergies.
If the basic scenario of the strategy is carried out, TransContainer will expand its container transportation to 2.7 million TEU by 2020. The fleet of container flat wagons in this period will increase to 42,000 units, and the share of logistics and forwarding services in their revenue will amount to almost 50%. To achieve these goals, the company is going to allocate 20-30% of its net revenue for capital investment. The total amount of capital investment till 2020 can reach RUB 110 billion. The main part of which will be invested in expansion and optimisation of the rolling stock fleet.
As for the outlook for 2013, container operators hope for a further increase in the freight base. Market players plan to focus on the development of their services and implementation of new ones. Another important objective is to make railway container transportation more attractive in the sectors, where the competition with road transport is justified. Moreover, experts forecast a tougher competition on the basic routes in the East – West corridor. This factor can be decisive. Perhaps, the effect from Russia’s joining the WTO will be felt, because highly processed cargoes with high added value are cargoes, which can be transported in containers.
The competitiveness of container block trains is defined by the quality and prices of services provided by Russian companies. According to experts, a number of objectives must be fulfilled to increase the quality of services and reduce the delivery time. Modernisation of infrastructure is of vital importance, because an increase in the amount of outgoing cargo on the existing infrastructure will not allow provision of a high quality and timely service.
The level of maintenance of container trains is also very important. It can be considered satisfactory today, because on the whole it guarantees an unhampered, safe, and timely delivery of freight from a producer to a consignee. Nevertheless, there is a need for the expansion of the terminal network, enhancement of transportation document registration, purchase of advanced cargo lifting machinery, and optimisation of the technology used by different state bodies at terminals in sea ports and border crossings. Large container operators pay great attention to these objectives, which will contribute to an increase in the level of container train services. ®
By Elena Ushkova
[~DETAIL_TEXT] => International Transportation Contributes to Growth
Last year, transportation of loaded and empty large-capacity containers (LCC) exceeded pre-crisis level of 2008 by 20.6%. Transit and exports grew significantly – by 54.2% and 25.7% respectively. The volume of cargo transportation by LCC increased by 7.6% in comparison with 2011 and amounted to 27.4 million tons. The rates of growth were slower than a year earlier, when there was a 16.3% increase as compared with 2010.
In the first nine months of 2012, there was stable growth in the market: the volume of railway container transportation rose by 12.2% in comparison with January-September 2011. In the fourth quarter, the growth rates slowed down, and in October-December there was a 5.5% increase only. Experts explain it by the slowdown in economic growth at the end of the last year, which caused a decline in the loading of all cargoes, including containerised ones.
International transportation increased by 13.3% last year. Imports (+13.1%) and transit (+36.7%) contributed to this growth. Last year, transit was the driver of growth, mainly due to machine building products (especially automobiles and car components, transportation volume of which practically doubled year-on-year), consumer commodities, and chemical products.
The market share of TransContainer was 50%, the same as in 2011. The company’s rolling stock carried 1.484 million TEU (+8.9% on the previous year). International and transit transportation of cargo contributed to the increase, whilst domestic transportation volume grew by 1.9% to 793,000 TEU. On the whole, profitable transportation of TransContainer (i.e. except transportation of its own empty containers) raised by 9.8% in 2012 to 1.12 million TEU.
All the results were achieved due to RZD’s efforts to improve traffic situation with containers train with big attention to giving priority to such trains on the network. Today the container shuttles have the second priority in movement after passenger trains which is one of the reasons of the boom in RZD’s container business.
Choosing Container Block Trains
The trend in international transportation via the Trans-Siberian Mainline was positive. In 2012, there was a 15.4% increase year-on-year to 638,000 TEU. The total amount of LCC transportation between Russia and China was 346,240 TEU (+14%), between Russia and the Republic of Korea – 103,250 TEU (+31%), between Russia and Japan – 42,300 TEU (+13%).
286,100 TEU was carried via the Transsib by container trains. Of that, 69,700 TEU was transit, 158,900 TEU was imports, and 57,500 TEU was exports. 7,323 container trains were dispatched on RZD’s network in 2012. Of that, 3,340 (45.6%) were provided by TransContainer. Last year, the company actively launched new block trains, which contributed to an increase in rolling stock efficiency. TransContainer increases transportation by block trains every year: its container trains carried 398,500 TEU (+19.1%) in 2012. TransContainer currently uses block trains for approximately 30% of its transportation. In comparison, their share was only 10% in 2008. “In 2012, one of the reasons for the turnover of company’s flat cars remaining stable amid a reduction of the average speed of traffic on the railway network, was the increase in transportation by block trains,” say specialists at TransContainer.
The development of container trains is a priority for other operators too. Russkaya Troyka, for example, expanded the share of cargo carried by container trains by 3% year-on-year to 54%. The company organised 1,038 container trains. This contributed to the company’s operational results, which exceeded the market average by 10.7% last year. Russkaya Troyka carried 115,850 TEU in 2012.
We should note two important events in the development of the company’s business. Firstly, together with colleagues, Russkaya Troyka has started work on a new project - the FESCO Siberian Shuttle (eastbound) on the route Novosibirsk – Vladivostok in September 2012. “This service is strategically very important to us, because it develops the competitive advantages of railways in comparison with road transport,” comments a representative of Russkaya Troyka. “Dividing a 10,000 km haul distance into two medium sections with an interim point in Novosibirsk, a client gets new opportunity for organising logistics, a more flexible, safe, and accurate service.” Secondly, the company has started to expand its rolling stock fleet. A contract for 200 long-base container flat wagons was signed recently. All the railcars are to be supplied in the first half of 2013.
“The main factor for a consignor choosing a container train is the universal character of shipment: a container can be carried by railway on one section of the route, and by sea or airplane on the other section, and cargo will remain inside it. Moreover, delivery time is strictly limited, and less time is needed than for a wagonload. Trains move according to a special schedule, have a separate railway consignment note, and no sorting is needed for them at stations,” notes Prof. Yury Sсherbanin, Institute of Economic Forecasting, Russian Academy of Sciences.
According to him, the choice of transport mode depends on the type of cargo, the technology of production, and consumption. Apart from the cost of transportation, some consignees think that regular supplies are also important. “For a logistics chain (transportation – storing – creation of reserve or technological stock - distribution), one should take into account possible expenses on cargo warehousing overtime, or on storing the cargo if it is delivered earlier than planned. Therefore, regular supplies are very important in this case. And, for example, time is of top priority for transportation of perishable goods,” comments Mr Scherbanin. Another advantage of container trains is the predictability of supplies to the destination point if there is a need for regular and simultaneous transportation of a large amount of freight, for example, raw materials (export transportation from Russia to border crossings/ports). Any cost saving is important to consignors of these cargoes, and rates on wagonloads and transportation in block trains offered by rolling stock operators differ greatly. Imports are semi-knock-down sets (to provide continuous operation of assembly lines), consumer commodities for large retail chains (especially in the central regions of the country), and seasonal cargoes, which need fast and timely deliveries. The lion’s share of containerised cargo between Europe and Asia is carried by sea, though it takes more time than transportation by railway: 35-40 days against 17 days, and a block container train leaving the Vostochny port can reach the border between Russia and Finland in 8 days. Naturally, foreign companies are interested in such services. In particular, there is an agreement with Chongqing (China) about cargo transportation via Russia.
How to Attract Customers?
According to estimates by Russkaya Troyka, the container market has became more consolidated recently, and competition is becoming tougher there. It is especially felt in the Moscow transport node and in Siberia. In these conditions, market players should work actively to improve their services and increase their quality.
On January 21, 2013, the Board of Directors of TransContainer approved the company’s development strategy till 2020. The strategic goal mentioned in it is the increase in capitalisation at the expense of expanding the scale and efficiency of business. It also confirms the target business model of TransContainer as a vertically integrated transport and logistics company in the sector of containerised cargo transportation.
The document takes into account long-term fundamental factors of the container transportation market’s growth in Russia and the CIS countries, including the low level of containerisation in comparison with developed markets, further growth in the economy, consumer demand, and production of products with high added value. The strategy envisages optimisation of the company’s terminal business and takes into account the outlook for the freight base development and further withdrawal of medium-capacity containers from the Russian railway network, and future development of the logistics component of business. There is a possibility that TransContainer will purchase assets in new markets if they are economically efficient and there are significant synergies.
If the basic scenario of the strategy is carried out, TransContainer will expand its container transportation to 2.7 million TEU by 2020. The fleet of container flat wagons in this period will increase to 42,000 units, and the share of logistics and forwarding services in their revenue will amount to almost 50%. To achieve these goals, the company is going to allocate 20-30% of its net revenue for capital investment. The total amount of capital investment till 2020 can reach RUB 110 billion. The main part of which will be invested in expansion and optimisation of the rolling stock fleet.
As for the outlook for 2013, container operators hope for a further increase in the freight base. Market players plan to focus on the development of their services and implementation of new ones. Another important objective is to make railway container transportation more attractive in the sectors, where the competition with road transport is justified. Moreover, experts forecast a tougher competition on the basic routes in the East – West corridor. This factor can be decisive. Perhaps, the effect from Russia’s joining the WTO will be felt, because highly processed cargoes with high added value are cargoes, which can be transported in containers.
The competitiveness of container block trains is defined by the quality and prices of services provided by Russian companies. According to experts, a number of objectives must be fulfilled to increase the quality of services and reduce the delivery time. Modernisation of infrastructure is of vital importance, because an increase in the amount of outgoing cargo on the existing infrastructure will not allow provision of a high quality and timely service.
The level of maintenance of container trains is also very important. It can be considered satisfactory today, because on the whole it guarantees an unhampered, safe, and timely delivery of freight from a producer to a consignee. Nevertheless, there is a need for the expansion of the terminal network, enhancement of transportation document registration, purchase of advanced cargo lifting machinery, and optimisation of the technology used by different state bodies at terminals in sea ports and border crossings. Large container operators pay great attention to these objectives, which will contribute to an increase in the level of container train services. ®
By Elena Ushkova
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However, on the RZD’s network there was a 7% increase in this sector in 2012 as compared with the results of 2011. Amid the slowdown in the economic growth, it will be very difficult to avoida decline in transportation volumes.
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However, on the RZD’s network there was a 7% increase in this sector in 2012 as compared with the results of 2011. Amid the slowdown in the economic growth, it will be very difficult to avoida decline in transportation volumes.</p>
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[DETAIL_TEXT] => International Transportation Contributes to Growth
Last year, transportation of loaded and empty large-capacity containers (LCC) exceeded pre-crisis level of 2008 by 20.6%. Transit and exports grew significantly – by 54.2% and 25.7% respectively. The volume of cargo transportation by LCC increased by 7.6% in comparison with 2011 and amounted to 27.4 million tons. The rates of growth were slower than a year earlier, when there was a 16.3% increase as compared with 2010.
In the first nine months of 2012, there was stable growth in the market: the volume of railway container transportation rose by 12.2% in comparison with January-September 2011. In the fourth quarter, the growth rates slowed down, and in October-December there was a 5.5% increase only. Experts explain it by the slowdown in economic growth at the end of the last year, which caused a decline in the loading of all cargoes, including containerised ones.
International transportation increased by 13.3% last year. Imports (+13.1%) and transit (+36.7%) contributed to this growth. Last year, transit was the driver of growth, mainly due to machine building products (especially automobiles and car components, transportation volume of which practically doubled year-on-year), consumer commodities, and chemical products.
The market share of TransContainer was 50%, the same as in 2011. The company’s rolling stock carried 1.484 million TEU (+8.9% on the previous year). International and transit transportation of cargo contributed to the increase, whilst domestic transportation volume grew by 1.9% to 793,000 TEU. On the whole, profitable transportation of TransContainer (i.e. except transportation of its own empty containers) raised by 9.8% in 2012 to 1.12 million TEU.
All the results were achieved due to RZD’s efforts to improve traffic situation with containers train with big attention to giving priority to such trains on the network. Today the container shuttles have the second priority in movement after passenger trains which is one of the reasons of the boom in RZD’s container business.
Choosing Container Block Trains
The trend in international transportation via the Trans-Siberian Mainline was positive. In 2012, there was a 15.4% increase year-on-year to 638,000 TEU. The total amount of LCC transportation between Russia and China was 346,240 TEU (+14%), between Russia and the Republic of Korea – 103,250 TEU (+31%), between Russia and Japan – 42,300 TEU (+13%).
286,100 TEU was carried via the Transsib by container trains. Of that, 69,700 TEU was transit, 158,900 TEU was imports, and 57,500 TEU was exports. 7,323 container trains were dispatched on RZD’s network in 2012. Of that, 3,340 (45.6%) were provided by TransContainer. Last year, the company actively launched new block trains, which contributed to an increase in rolling stock efficiency. TransContainer increases transportation by block trains every year: its container trains carried 398,500 TEU (+19.1%) in 2012. TransContainer currently uses block trains for approximately 30% of its transportation. In comparison, their share was only 10% in 2008. “In 2012, one of the reasons for the turnover of company’s flat cars remaining stable amid a reduction of the average speed of traffic on the railway network, was the increase in transportation by block trains,” say specialists at TransContainer.
The development of container trains is a priority for other operators too. Russkaya Troyka, for example, expanded the share of cargo carried by container trains by 3% year-on-year to 54%. The company organised 1,038 container trains. This contributed to the company’s operational results, which exceeded the market average by 10.7% last year. Russkaya Troyka carried 115,850 TEU in 2012.
We should note two important events in the development of the company’s business. Firstly, together with colleagues, Russkaya Troyka has started work on a new project - the FESCO Siberian Shuttle (eastbound) on the route Novosibirsk – Vladivostok in September 2012. “This service is strategically very important to us, because it develops the competitive advantages of railways in comparison with road transport,” comments a representative of Russkaya Troyka. “Dividing a 10,000 km haul distance into two medium sections with an interim point in Novosibirsk, a client gets new opportunity for organising logistics, a more flexible, safe, and accurate service.” Secondly, the company has started to expand its rolling stock fleet. A contract for 200 long-base container flat wagons was signed recently. All the railcars are to be supplied in the first half of 2013.
“The main factor for a consignor choosing a container train is the universal character of shipment: a container can be carried by railway on one section of the route, and by sea or airplane on the other section, and cargo will remain inside it. Moreover, delivery time is strictly limited, and less time is needed than for a wagonload. Trains move according to a special schedule, have a separate railway consignment note, and no sorting is needed for them at stations,” notes Prof. Yury Sсherbanin, Institute of Economic Forecasting, Russian Academy of Sciences.
According to him, the choice of transport mode depends on the type of cargo, the technology of production, and consumption. Apart from the cost of transportation, some consignees think that regular supplies are also important. “For a logistics chain (transportation – storing – creation of reserve or technological stock - distribution), one should take into account possible expenses on cargo warehousing overtime, or on storing the cargo if it is delivered earlier than planned. Therefore, regular supplies are very important in this case. And, for example, time is of top priority for transportation of perishable goods,” comments Mr Scherbanin. Another advantage of container trains is the predictability of supplies to the destination point if there is a need for regular and simultaneous transportation of a large amount of freight, for example, raw materials (export transportation from Russia to border crossings/ports). Any cost saving is important to consignors of these cargoes, and rates on wagonloads and transportation in block trains offered by rolling stock operators differ greatly. Imports are semi-knock-down sets (to provide continuous operation of assembly lines), consumer commodities for large retail chains (especially in the central regions of the country), and seasonal cargoes, which need fast and timely deliveries. The lion’s share of containerised cargo between Europe and Asia is carried by sea, though it takes more time than transportation by railway: 35-40 days against 17 days, and a block container train leaving the Vostochny port can reach the border between Russia and Finland in 8 days. Naturally, foreign companies are interested in such services. In particular, there is an agreement with Chongqing (China) about cargo transportation via Russia.
How to Attract Customers?
According to estimates by Russkaya Troyka, the container market has became more consolidated recently, and competition is becoming tougher there. It is especially felt in the Moscow transport node and in Siberia. In these conditions, market players should work actively to improve their services and increase their quality.
On January 21, 2013, the Board of Directors of TransContainer approved the company’s development strategy till 2020. The strategic goal mentioned in it is the increase in capitalisation at the expense of expanding the scale and efficiency of business. It also confirms the target business model of TransContainer as a vertically integrated transport and logistics company in the sector of containerised cargo transportation.
The document takes into account long-term fundamental factors of the container transportation market’s growth in Russia and the CIS countries, including the low level of containerisation in comparison with developed markets, further growth in the economy, consumer demand, and production of products with high added value. The strategy envisages optimisation of the company’s terminal business and takes into account the outlook for the freight base development and further withdrawal of medium-capacity containers from the Russian railway network, and future development of the logistics component of business. There is a possibility that TransContainer will purchase assets in new markets if they are economically efficient and there are significant synergies.
If the basic scenario of the strategy is carried out, TransContainer will expand its container transportation to 2.7 million TEU by 2020. The fleet of container flat wagons in this period will increase to 42,000 units, and the share of logistics and forwarding services in their revenue will amount to almost 50%. To achieve these goals, the company is going to allocate 20-30% of its net revenue for capital investment. The total amount of capital investment till 2020 can reach RUB 110 billion. The main part of which will be invested in expansion and optimisation of the rolling stock fleet.
As for the outlook for 2013, container operators hope for a further increase in the freight base. Market players plan to focus on the development of their services and implementation of new ones. Another important objective is to make railway container transportation more attractive in the sectors, where the competition with road transport is justified. Moreover, experts forecast a tougher competition on the basic routes in the East – West corridor. This factor can be decisive. Perhaps, the effect from Russia’s joining the WTO will be felt, because highly processed cargoes with high added value are cargoes, which can be transported in containers.
The competitiveness of container block trains is defined by the quality and prices of services provided by Russian companies. According to experts, a number of objectives must be fulfilled to increase the quality of services and reduce the delivery time. Modernisation of infrastructure is of vital importance, because an increase in the amount of outgoing cargo on the existing infrastructure will not allow provision of a high quality and timely service.
The level of maintenance of container trains is also very important. It can be considered satisfactory today, because on the whole it guarantees an unhampered, safe, and timely delivery of freight from a producer to a consignee. Nevertheless, there is a need for the expansion of the terminal network, enhancement of transportation document registration, purchase of advanced cargo lifting machinery, and optimisation of the technology used by different state bodies at terminals in sea ports and border crossings. Large container operators pay great attention to these objectives, which will contribute to an increase in the level of container train services. ®
By Elena Ushkova
[~DETAIL_TEXT] => International Transportation Contributes to Growth
Last year, transportation of loaded and empty large-capacity containers (LCC) exceeded pre-crisis level of 2008 by 20.6%. Transit and exports grew significantly – by 54.2% and 25.7% respectively. The volume of cargo transportation by LCC increased by 7.6% in comparison with 2011 and amounted to 27.4 million tons. The rates of growth were slower than a year earlier, when there was a 16.3% increase as compared with 2010.
In the first nine months of 2012, there was stable growth in the market: the volume of railway container transportation rose by 12.2% in comparison with January-September 2011. In the fourth quarter, the growth rates slowed down, and in October-December there was a 5.5% increase only. Experts explain it by the slowdown in economic growth at the end of the last year, which caused a decline in the loading of all cargoes, including containerised ones.
International transportation increased by 13.3% last year. Imports (+13.1%) and transit (+36.7%) contributed to this growth. Last year, transit was the driver of growth, mainly due to machine building products (especially automobiles and car components, transportation volume of which practically doubled year-on-year), consumer commodities, and chemical products.
The market share of TransContainer was 50%, the same as in 2011. The company’s rolling stock carried 1.484 million TEU (+8.9% on the previous year). International and transit transportation of cargo contributed to the increase, whilst domestic transportation volume grew by 1.9% to 793,000 TEU. On the whole, profitable transportation of TransContainer (i.e. except transportation of its own empty containers) raised by 9.8% in 2012 to 1.12 million TEU.
All the results were achieved due to RZD’s efforts to improve traffic situation with containers train with big attention to giving priority to such trains on the network. Today the container shuttles have the second priority in movement after passenger trains which is one of the reasons of the boom in RZD’s container business.
Choosing Container Block Trains
The trend in international transportation via the Trans-Siberian Mainline was positive. In 2012, there was a 15.4% increase year-on-year to 638,000 TEU. The total amount of LCC transportation between Russia and China was 346,240 TEU (+14%), between Russia and the Republic of Korea – 103,250 TEU (+31%), between Russia and Japan – 42,300 TEU (+13%).
286,100 TEU was carried via the Transsib by container trains. Of that, 69,700 TEU was transit, 158,900 TEU was imports, and 57,500 TEU was exports. 7,323 container trains were dispatched on RZD’s network in 2012. Of that, 3,340 (45.6%) were provided by TransContainer. Last year, the company actively launched new block trains, which contributed to an increase in rolling stock efficiency. TransContainer increases transportation by block trains every year: its container trains carried 398,500 TEU (+19.1%) in 2012. TransContainer currently uses block trains for approximately 30% of its transportation. In comparison, their share was only 10% in 2008. “In 2012, one of the reasons for the turnover of company’s flat cars remaining stable amid a reduction of the average speed of traffic on the railway network, was the increase in transportation by block trains,” say specialists at TransContainer.
The development of container trains is a priority for other operators too. Russkaya Troyka, for example, expanded the share of cargo carried by container trains by 3% year-on-year to 54%. The company organised 1,038 container trains. This contributed to the company’s operational results, which exceeded the market average by 10.7% last year. Russkaya Troyka carried 115,850 TEU in 2012.
We should note two important events in the development of the company’s business. Firstly, together with colleagues, Russkaya Troyka has started work on a new project - the FESCO Siberian Shuttle (eastbound) on the route Novosibirsk – Vladivostok in September 2012. “This service is strategically very important to us, because it develops the competitive advantages of railways in comparison with road transport,” comments a representative of Russkaya Troyka. “Dividing a 10,000 km haul distance into two medium sections with an interim point in Novosibirsk, a client gets new opportunity for organising logistics, a more flexible, safe, and accurate service.” Secondly, the company has started to expand its rolling stock fleet. A contract for 200 long-base container flat wagons was signed recently. All the railcars are to be supplied in the first half of 2013.
“The main factor for a consignor choosing a container train is the universal character of shipment: a container can be carried by railway on one section of the route, and by sea or airplane on the other section, and cargo will remain inside it. Moreover, delivery time is strictly limited, and less time is needed than for a wagonload. Trains move according to a special schedule, have a separate railway consignment note, and no sorting is needed for them at stations,” notes Prof. Yury Sсherbanin, Institute of Economic Forecasting, Russian Academy of Sciences.
According to him, the choice of transport mode depends on the type of cargo, the technology of production, and consumption. Apart from the cost of transportation, some consignees think that regular supplies are also important. “For a logistics chain (transportation – storing – creation of reserve or technological stock - distribution), one should take into account possible expenses on cargo warehousing overtime, or on storing the cargo if it is delivered earlier than planned. Therefore, regular supplies are very important in this case. And, for example, time is of top priority for transportation of perishable goods,” comments Mr Scherbanin. Another advantage of container trains is the predictability of supplies to the destination point if there is a need for regular and simultaneous transportation of a large amount of freight, for example, raw materials (export transportation from Russia to border crossings/ports). Any cost saving is important to consignors of these cargoes, and rates on wagonloads and transportation in block trains offered by rolling stock operators differ greatly. Imports are semi-knock-down sets (to provide continuous operation of assembly lines), consumer commodities for large retail chains (especially in the central regions of the country), and seasonal cargoes, which need fast and timely deliveries. The lion’s share of containerised cargo between Europe and Asia is carried by sea, though it takes more time than transportation by railway: 35-40 days against 17 days, and a block container train leaving the Vostochny port can reach the border between Russia and Finland in 8 days. Naturally, foreign companies are interested in such services. In particular, there is an agreement with Chongqing (China) about cargo transportation via Russia.
How to Attract Customers?
According to estimates by Russkaya Troyka, the container market has became more consolidated recently, and competition is becoming tougher there. It is especially felt in the Moscow transport node and in Siberia. In these conditions, market players should work actively to improve their services and increase their quality.
On January 21, 2013, the Board of Directors of TransContainer approved the company’s development strategy till 2020. The strategic goal mentioned in it is the increase in capitalisation at the expense of expanding the scale and efficiency of business. It also confirms the target business model of TransContainer as a vertically integrated transport and logistics company in the sector of containerised cargo transportation.
The document takes into account long-term fundamental factors of the container transportation market’s growth in Russia and the CIS countries, including the low level of containerisation in comparison with developed markets, further growth in the economy, consumer demand, and production of products with high added value. The strategy envisages optimisation of the company’s terminal business and takes into account the outlook for the freight base development and further withdrawal of medium-capacity containers from the Russian railway network, and future development of the logistics component of business. There is a possibility that TransContainer will purchase assets in new markets if they are economically efficient and there are significant synergies.
If the basic scenario of the strategy is carried out, TransContainer will expand its container transportation to 2.7 million TEU by 2020. The fleet of container flat wagons in this period will increase to 42,000 units, and the share of logistics and forwarding services in their revenue will amount to almost 50%. To achieve these goals, the company is going to allocate 20-30% of its net revenue for capital investment. The total amount of capital investment till 2020 can reach RUB 110 billion. The main part of which will be invested in expansion and optimisation of the rolling stock fleet.
As for the outlook for 2013, container operators hope for a further increase in the freight base. Market players plan to focus on the development of their services and implementation of new ones. Another important objective is to make railway container transportation more attractive in the sectors, where the competition with road transport is justified. Moreover, experts forecast a tougher competition on the basic routes in the East – West corridor. This factor can be decisive. Perhaps, the effect from Russia’s joining the WTO will be felt, because highly processed cargoes with high added value are cargoes, which can be transported in containers.
The competitiveness of container block trains is defined by the quality and prices of services provided by Russian companies. According to experts, a number of objectives must be fulfilled to increase the quality of services and reduce the delivery time. Modernisation of infrastructure is of vital importance, because an increase in the amount of outgoing cargo on the existing infrastructure will not allow provision of a high quality and timely service.
The level of maintenance of container trains is also very important. It can be considered satisfactory today, because on the whole it guarantees an unhampered, safe, and timely delivery of freight from a producer to a consignee. Nevertheless, there is a need for the expansion of the terminal network, enhancement of transportation document registration, purchase of advanced cargo lifting machinery, and optimisation of the technology used by different state bodies at terminals in sea ports and border crossings. Large container operators pay great attention to these objectives, which will contribute to an increase in the level of container train services. ®
By Elena Ushkova
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However, on the RZD’s network there was a 7% increase in this sector in 2012 as compared with the results of 2011. Amid the slowdown in the economic growth, it will be very difficult to avoida decline in transportation volumes.
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However, on the RZD’s network there was a 7% increase in this sector in 2012 as compared with the results of 2011. Amid the slowdown in the economic growth, it will be very difficult to avoida decline in transportation volumes.</p>
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The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
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[DETAIL_TEXT] => AFK Sistema and Its Partners Buy Subsidiary of Bashneft
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
Bashneft is selling Bashneft-Trans in accordance with its strategy of selling non-core assets. Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the JV partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russia’s largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012). The owners of Financial Alliance will co-invest in the business. The working title of the new company is UniRail.
UCL Holding and Subsidiary of UVZ Launched a Joint Railcar Repair Company
UCL Holding (UCLH) and UVZ-Logistics, a subsidiary of Uralvagonzavod (UVZ), launched a joint venture First Railcar Repair Company OJSC.
The new company was registered on January 10th, its charter capital is RUB 20 million. A 51% stake in the JV belongs to Dubwood Investments Ltd. (now its name is UCL Depot), a subsidiary of UCLH. UVZ-Logistics owns a 49% shareholding in the company. The CEO of First Railcar Repair Company OJSC is Nikolay Vorobyov.
Evraz to Supply 13,000 Tons of Rails for Upgrading Railways Linking Finland and Russia
Evraz will supply 13,000 tons of rails for a large-scale project of upgrading railways linking Finland and Russia.
Evraz supplies rails for the construction of the heavy-traffic railway line Losevo – Kamennogorsk, which will be intensively used for cargo transportation to the seaports of the Gulf of Finland.
ZapSib-Transservice Opened New Wagon Repair Depot in Novokuznetsk
A wagon repair depot for Siberian Wagon Repair Company (a subsidiary of ZapSib-Transservice) was opened in Novokuznetsk in the middle of March.
The depot is situated on the territory of EVRAZ ZSMK OJSC. The general contractor of the construction was Glavnovosibirskstroy OJSC. The main goal of the project is to create the company’s own repair capacities to service the railcar fleet of its parent company – ZapSib-Transservice LLC.
The capacities of the Siberian Wagon Repair Company allow the repairing of up to 4,000 railcars and 25,000 wheel pairs per annum.
Altaivagon Will Supply 1,000 Box Cars to RailTransHolding
RailTransHolding managing company and Altaivagon OJSC concluded a contract for the supply of 1,000 box cars (11-280 model).
The contract has already come into force, and supplies will start in the near future. Due to this purchase, the amount of rolling stock of RailTransHolding grows to 10,758 units.
Transgarant 2012 Net Profit Reaches RUB 1.4 Billion
Firm Transgarant LLC improved its financial results in 2012. The company’s revenue in 2012 reached RUB 7.4 billion, a 10% increase year-on-year according to RAS (Russian Accounting Standards).
Company’s net profit was RUB 1.4 billion (up 9% year-on-year). According to Transgarant CFO Alexey Barbariush, financial performance growth based on high demand for transport services in the first half of 2012 and container transportation demand growth for the whole year.
Transmashholding Had a 22% Sales Uplift in 2012
According to preliminary estimates in 2012 Transmashholding (TMH) sales increased by 22% up to RUB 130 billion in comparison with 2011.
Maximum add-on sales were achieved in locomotives and freight cars sectors. Thus, sales of mainline freight electrical locomotives and mainline freight diesel locomotives increased by 40% (from 308 to 434 sections) and 36% (from 124 to 169 sections), respectively. TMH delivered to its customers 80% more of all-types of freight cars (8,810 units versus 4,905).
Russian Railways remained the largest purchaser of the company’s products. Major purchasing countries were Bulgaria, Byelorussia, Kazakhstan, Ukraine and Serbia. The largest export groups of products were metro cars, passenger diesel locomotives, diesel engines, freight cars, platforms and diesel trains.
Aeroexpress to Buy Double-Decker Trains from Swiss Manufacturer
Aeroexpress chose Swiss manufacturer Stadler as the supplier of double-decker electric trains to operate on its rail routes connecting Moscow’s main train stations with the city’s airports.
Aeroexpress will sign a contract with Stadler to supply a total of 172 rail cars: 112 under the main contract and 60 under two optional agreements. The first double-decker trains will start taking Moscow passengers to the Sheremetyevo, Domodedovo and Vnukovo airports in 2015. Aeroexpress plans to complete the renewal of its fleet with new trains by the end of 2016.
By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6% of all passengers. Industry experts put the payback period at seven to ten years.
Moody’s Assigns Ba1 Rating to UCL Rail B.V.
Last March, Moody’s Investors Service assigned a Ba1 corporate family rating (CFR) and Ba1-PD probability of default rating (PDR) to UCL Rail B.V., the railway division of Universal Cargo Logistics Holding (UCL Holding). The outlook on the ratings is stable.
On the same day, Moody’s Interfax Rating Agency assigned an Aa1.ru national scale rating (NSR) to UCL Rail B.V. The outlook on the rating is stable. This is the first time Moody’s has assigned a rating to UCL Rail B.V.
New Plant Producing Rail Vehicle Brake Technology Products Will Be Built in Russia
Federal Cargo Company and Knorr-Bremse launched a JV in Russia to produce equipment for rail rolling stock.
Knorr-Bremse 1520 LLC will produce rail vehicle brake technology products for railway rolling stock in Russia and the CIS. Construction work on a new factory in Tver with almost 16,000 square meters of production space has already begun. Its area will be almost 16,000 sq. m. The plant will open in the middle of 2014, and it is to reach its design capacity by the end of 2015.
The founders will contribute RUB 1.02 billion to the capital stock of the JV. Federal Cargo Company’s share in the capital stock will be 40% and that of Knorr-Bremse – 60%.
FESCO Sees a 16% Increase in Revenue in 2012
The consolidated revenue of Far-Eastern Shipping Company plc (FESCO), one of the largest Russian port owners and operators of integrated rail and logistics businesses totalled $1,197 million in 2012, up 16% from 2011.
Its adjusted revenue totalled $1,157 million in 2012 and was flat compared to the previous year. FESCO received adjusted EBITDA of $279m in 2012, 14% increase compared to the previous year, and adjusted EBITDA margin of 24% in 2012, up 3% from 21% in 2011.
Net debt increased to $688 million as of 31 December 2012 after raising loans in the course of FESCO’s indirect acquisition by Summa Group, GHP Group and TPG.
UVZ and Bombardier Signed Documents on Joint Production of Metro Trains for Moscow
NPK Uralvagonzavod (UVZ) and Bombardier Transport & Services signed an agreement for joint production of metro trains for the Moscow underground.
The agreement regulates joint development of subway railcars for the markets of Russia and the CIS. An agreement about the start of preparation for a joint production and maintenance of metro trains for Moscow was also signed.
Last autumn, UVZ and Bombardier signed a raft of agreements envisaging the organisation of production of metro cars and trams in Russia. The agreement envisages a transfer of state-of-the-art production technologies to Russia, personnel training at the European plants of Bombardier, and joint design works and organisation of the production process.
The parties plan to achieve 50% localisation of production in the early stages of cooperation. Trams, and perhaps state-of-the-art metro railcars in the future, will be produced on one of UVZ’s production sites.
EVR Cargo Invests 39.93 Million Euros in Its Development in 2013
This year, EVR Cargo (a subsidiary of Eesti Raudtee) is going to invest 39.93 million euros in its development. Most of the funds will be used for the purchase of shunting locomotives, which cost 30.4 million euros (particularly, Chinese DF7G-E locomotives, the certification of which is to begin in Estonia).
The rest of the money will be spent finishing the repair of the Keila - Riizipere and Tapa – Narva lines.
NCSP and OZK Will Build Terminal for Vegetable Oil in Novorossiysk
NCSP Group and its terminal NZT concluded an agreement with OZK (United Grain Company, a part of Summa group) to construct a terminal for handling vegetable oil in the Novorossiysk port.
The capacity of the terminal will be 2 million tons per annum. Investment in the project is estimated at RUB 1.5 billion. The construction will begin in 2014. The terminal will be put into operation in 2015-2016. This will be the second large terminal for vegetable oil in the Azov and the Black Sea ports of Russia. Currently, a terminal for this cargo operates only in the Taman port (belongs to Efko).
JV of Sinara and Siemens Increased Number of Locomotives Produced for RZD by 60% in 2012
Ural Locomotives (a joint venture of Sinara and Siemens AG) produced 120 locomotives for Russian Railways in 2012, a 60% increase year-on-year.
Of that, the company produced 90 “Sinara” locomotives (2ES6) and 30 “Granit” locomotives (2ES10). This was 140% more than in 2010, and 60% more than in 2011. Therefore, the company has reached its design capacity – 120 two-section electric locomotives per annum.
In 2013, the JV plans to supply RZD with 100 “Sinara” locomotives and 40 “Granit” locomotives, to produce a pilot specimen of AC electric locomotive, to start making the first pilot specimen of ES2G electric train, developed on the basis of ”Lastochka”, and to put into operation a new electric train production complex.
[~DETAIL_TEXT] => AFK Sistema and Its Partners Buy Subsidiary of Bashneft
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
Bashneft is selling Bashneft-Trans in accordance with its strategy of selling non-core assets. Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the JV partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russia’s largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012). The owners of Financial Alliance will co-invest in the business. The working title of the new company is UniRail.
UCL Holding and Subsidiary of UVZ Launched a Joint Railcar Repair Company
UCL Holding (UCLH) and UVZ-Logistics, a subsidiary of Uralvagonzavod (UVZ), launched a joint venture First Railcar Repair Company OJSC.
The new company was registered on January 10th, its charter capital is RUB 20 million. A 51% stake in the JV belongs to Dubwood Investments Ltd. (now its name is UCL Depot), a subsidiary of UCLH. UVZ-Logistics owns a 49% shareholding in the company. The CEO of First Railcar Repair Company OJSC is Nikolay Vorobyov.
Evraz to Supply 13,000 Tons of Rails for Upgrading Railways Linking Finland and Russia
Evraz will supply 13,000 tons of rails for a large-scale project of upgrading railways linking Finland and Russia.
Evraz supplies rails for the construction of the heavy-traffic railway line Losevo – Kamennogorsk, which will be intensively used for cargo transportation to the seaports of the Gulf of Finland.
ZapSib-Transservice Opened New Wagon Repair Depot in Novokuznetsk
A wagon repair depot for Siberian Wagon Repair Company (a subsidiary of ZapSib-Transservice) was opened in Novokuznetsk in the middle of March.
The depot is situated on the territory of EVRAZ ZSMK OJSC. The general contractor of the construction was Glavnovosibirskstroy OJSC. The main goal of the project is to create the company’s own repair capacities to service the railcar fleet of its parent company – ZapSib-Transservice LLC.
The capacities of the Siberian Wagon Repair Company allow the repairing of up to 4,000 railcars and 25,000 wheel pairs per annum.
Altaivagon Will Supply 1,000 Box Cars to RailTransHolding
RailTransHolding managing company and Altaivagon OJSC concluded a contract for the supply of 1,000 box cars (11-280 model).
The contract has already come into force, and supplies will start in the near future. Due to this purchase, the amount of rolling stock of RailTransHolding grows to 10,758 units.
Transgarant 2012 Net Profit Reaches RUB 1.4 Billion
Firm Transgarant LLC improved its financial results in 2012. The company’s revenue in 2012 reached RUB 7.4 billion, a 10% increase year-on-year according to RAS (Russian Accounting Standards).
Company’s net profit was RUB 1.4 billion (up 9% year-on-year). According to Transgarant CFO Alexey Barbariush, financial performance growth based on high demand for transport services in the first half of 2012 and container transportation demand growth for the whole year.
Transmashholding Had a 22% Sales Uplift in 2012
According to preliminary estimates in 2012 Transmashholding (TMH) sales increased by 22% up to RUB 130 billion in comparison with 2011.
Maximum add-on sales were achieved in locomotives and freight cars sectors. Thus, sales of mainline freight electrical locomotives and mainline freight diesel locomotives increased by 40% (from 308 to 434 sections) and 36% (from 124 to 169 sections), respectively. TMH delivered to its customers 80% more of all-types of freight cars (8,810 units versus 4,905).
Russian Railways remained the largest purchaser of the company’s products. Major purchasing countries were Bulgaria, Byelorussia, Kazakhstan, Ukraine and Serbia. The largest export groups of products were metro cars, passenger diesel locomotives, diesel engines, freight cars, platforms and diesel trains.
Aeroexpress to Buy Double-Decker Trains from Swiss Manufacturer
Aeroexpress chose Swiss manufacturer Stadler as the supplier of double-decker electric trains to operate on its rail routes connecting Moscow’s main train stations with the city’s airports.
Aeroexpress will sign a contract with Stadler to supply a total of 172 rail cars: 112 under the main contract and 60 under two optional agreements. The first double-decker trains will start taking Moscow passengers to the Sheremetyevo, Domodedovo and Vnukovo airports in 2015. Aeroexpress plans to complete the renewal of its fleet with new trains by the end of 2016.
By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6% of all passengers. Industry experts put the payback period at seven to ten years.
Moody’s Assigns Ba1 Rating to UCL Rail B.V.
Last March, Moody’s Investors Service assigned a Ba1 corporate family rating (CFR) and Ba1-PD probability of default rating (PDR) to UCL Rail B.V., the railway division of Universal Cargo Logistics Holding (UCL Holding). The outlook on the ratings is stable.
On the same day, Moody’s Interfax Rating Agency assigned an Aa1.ru national scale rating (NSR) to UCL Rail B.V. The outlook on the rating is stable. This is the first time Moody’s has assigned a rating to UCL Rail B.V.
New Plant Producing Rail Vehicle Brake Technology Products Will Be Built in Russia
Federal Cargo Company and Knorr-Bremse launched a JV in Russia to produce equipment for rail rolling stock.
Knorr-Bremse 1520 LLC will produce rail vehicle brake technology products for railway rolling stock in Russia and the CIS. Construction work on a new factory in Tver with almost 16,000 square meters of production space has already begun. Its area will be almost 16,000 sq. m. The plant will open in the middle of 2014, and it is to reach its design capacity by the end of 2015.
The founders will contribute RUB 1.02 billion to the capital stock of the JV. Federal Cargo Company’s share in the capital stock will be 40% and that of Knorr-Bremse – 60%.
FESCO Sees a 16% Increase in Revenue in 2012
The consolidated revenue of Far-Eastern Shipping Company plc (FESCO), one of the largest Russian port owners and operators of integrated rail and logistics businesses totalled $1,197 million in 2012, up 16% from 2011.
Its adjusted revenue totalled $1,157 million in 2012 and was flat compared to the previous year. FESCO received adjusted EBITDA of $279m in 2012, 14% increase compared to the previous year, and adjusted EBITDA margin of 24% in 2012, up 3% from 21% in 2011.
Net debt increased to $688 million as of 31 December 2012 after raising loans in the course of FESCO’s indirect acquisition by Summa Group, GHP Group and TPG.
UVZ and Bombardier Signed Documents on Joint Production of Metro Trains for Moscow
NPK Uralvagonzavod (UVZ) and Bombardier Transport & Services signed an agreement for joint production of metro trains for the Moscow underground.
The agreement regulates joint development of subway railcars for the markets of Russia and the CIS. An agreement about the start of preparation for a joint production and maintenance of metro trains for Moscow was also signed.
Last autumn, UVZ and Bombardier signed a raft of agreements envisaging the organisation of production of metro cars and trams in Russia. The agreement envisages a transfer of state-of-the-art production technologies to Russia, personnel training at the European plants of Bombardier, and joint design works and organisation of the production process.
The parties plan to achieve 50% localisation of production in the early stages of cooperation. Trams, and perhaps state-of-the-art metro railcars in the future, will be produced on one of UVZ’s production sites.
EVR Cargo Invests 39.93 Million Euros in Its Development in 2013
This year, EVR Cargo (a subsidiary of Eesti Raudtee) is going to invest 39.93 million euros in its development. Most of the funds will be used for the purchase of shunting locomotives, which cost 30.4 million euros (particularly, Chinese DF7G-E locomotives, the certification of which is to begin in Estonia).
The rest of the money will be spent finishing the repair of the Keila - Riizipere and Tapa – Narva lines.
NCSP and OZK Will Build Terminal for Vegetable Oil in Novorossiysk
NCSP Group and its terminal NZT concluded an agreement with OZK (United Grain Company, a part of Summa group) to construct a terminal for handling vegetable oil in the Novorossiysk port.
The capacity of the terminal will be 2 million tons per annum. Investment in the project is estimated at RUB 1.5 billion. The construction will begin in 2014. The terminal will be put into operation in 2015-2016. This will be the second large terminal for vegetable oil in the Azov and the Black Sea ports of Russia. Currently, a terminal for this cargo operates only in the Taman port (belongs to Efko).
JV of Sinara and Siemens Increased Number of Locomotives Produced for RZD by 60% in 2012
Ural Locomotives (a joint venture of Sinara and Siemens AG) produced 120 locomotives for Russian Railways in 2012, a 60% increase year-on-year.
Of that, the company produced 90 “Sinara” locomotives (2ES6) and 30 “Granit” locomotives (2ES10). This was 140% more than in 2010, and 60% more than in 2011. Therefore, the company has reached its design capacity – 120 two-section electric locomotives per annum.
In 2013, the JV plans to supply RZD with 100 “Sinara” locomotives and 40 “Granit” locomotives, to produce a pilot specimen of AC electric locomotive, to start making the first pilot specimen of ES2G electric train, developed on the basis of ”Lastochka”, and to put into operation a new electric train production complex.
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[DETAIL_TEXT] => AFK Sistema and Its Partners Buy Subsidiary of Bashneft
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
Bashneft is selling Bashneft-Trans in accordance with its strategy of selling non-core assets. Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the JV partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russia’s largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012). The owners of Financial Alliance will co-invest in the business. The working title of the new company is UniRail.
UCL Holding and Subsidiary of UVZ Launched a Joint Railcar Repair Company
UCL Holding (UCLH) and UVZ-Logistics, a subsidiary of Uralvagonzavod (UVZ), launched a joint venture First Railcar Repair Company OJSC.
The new company was registered on January 10th, its charter capital is RUB 20 million. A 51% stake in the JV belongs to Dubwood Investments Ltd. (now its name is UCL Depot), a subsidiary of UCLH. UVZ-Logistics owns a 49% shareholding in the company. The CEO of First Railcar Repair Company OJSC is Nikolay Vorobyov.
Evraz to Supply 13,000 Tons of Rails for Upgrading Railways Linking Finland and Russia
Evraz will supply 13,000 tons of rails for a large-scale project of upgrading railways linking Finland and Russia.
Evraz supplies rails for the construction of the heavy-traffic railway line Losevo – Kamennogorsk, which will be intensively used for cargo transportation to the seaports of the Gulf of Finland.
ZapSib-Transservice Opened New Wagon Repair Depot in Novokuznetsk
A wagon repair depot for Siberian Wagon Repair Company (a subsidiary of ZapSib-Transservice) was opened in Novokuznetsk in the middle of March.
The depot is situated on the territory of EVRAZ ZSMK OJSC. The general contractor of the construction was Glavnovosibirskstroy OJSC. The main goal of the project is to create the company’s own repair capacities to service the railcar fleet of its parent company – ZapSib-Transservice LLC.
The capacities of the Siberian Wagon Repair Company allow the repairing of up to 4,000 railcars and 25,000 wheel pairs per annum.
Altaivagon Will Supply 1,000 Box Cars to RailTransHolding
RailTransHolding managing company and Altaivagon OJSC concluded a contract for the supply of 1,000 box cars (11-280 model).
The contract has already come into force, and supplies will start in the near future. Due to this purchase, the amount of rolling stock of RailTransHolding grows to 10,758 units.
Transgarant 2012 Net Profit Reaches RUB 1.4 Billion
Firm Transgarant LLC improved its financial results in 2012. The company’s revenue in 2012 reached RUB 7.4 billion, a 10% increase year-on-year according to RAS (Russian Accounting Standards).
Company’s net profit was RUB 1.4 billion (up 9% year-on-year). According to Transgarant CFO Alexey Barbariush, financial performance growth based on high demand for transport services in the first half of 2012 and container transportation demand growth for the whole year.
Transmashholding Had a 22% Sales Uplift in 2012
According to preliminary estimates in 2012 Transmashholding (TMH) sales increased by 22% up to RUB 130 billion in comparison with 2011.
Maximum add-on sales were achieved in locomotives and freight cars sectors. Thus, sales of mainline freight electrical locomotives and mainline freight diesel locomotives increased by 40% (from 308 to 434 sections) and 36% (from 124 to 169 sections), respectively. TMH delivered to its customers 80% more of all-types of freight cars (8,810 units versus 4,905).
Russian Railways remained the largest purchaser of the company’s products. Major purchasing countries were Bulgaria, Byelorussia, Kazakhstan, Ukraine and Serbia. The largest export groups of products were metro cars, passenger diesel locomotives, diesel engines, freight cars, platforms and diesel trains.
Aeroexpress to Buy Double-Decker Trains from Swiss Manufacturer
Aeroexpress chose Swiss manufacturer Stadler as the supplier of double-decker electric trains to operate on its rail routes connecting Moscow’s main train stations with the city’s airports.
Aeroexpress will sign a contract with Stadler to supply a total of 172 rail cars: 112 under the main contract and 60 under two optional agreements. The first double-decker trains will start taking Moscow passengers to the Sheremetyevo, Domodedovo and Vnukovo airports in 2015. Aeroexpress plans to complete the renewal of its fleet with new trains by the end of 2016.
By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6% of all passengers. Industry experts put the payback period at seven to ten years.
Moody’s Assigns Ba1 Rating to UCL Rail B.V.
Last March, Moody’s Investors Service assigned a Ba1 corporate family rating (CFR) and Ba1-PD probability of default rating (PDR) to UCL Rail B.V., the railway division of Universal Cargo Logistics Holding (UCL Holding). The outlook on the ratings is stable.
On the same day, Moody’s Interfax Rating Agency assigned an Aa1.ru national scale rating (NSR) to UCL Rail B.V. The outlook on the rating is stable. This is the first time Moody’s has assigned a rating to UCL Rail B.V.
New Plant Producing Rail Vehicle Brake Technology Products Will Be Built in Russia
Federal Cargo Company and Knorr-Bremse launched a JV in Russia to produce equipment for rail rolling stock.
Knorr-Bremse 1520 LLC will produce rail vehicle brake technology products for railway rolling stock in Russia and the CIS. Construction work on a new factory in Tver with almost 16,000 square meters of production space has already begun. Its area will be almost 16,000 sq. m. The plant will open in the middle of 2014, and it is to reach its design capacity by the end of 2015.
The founders will contribute RUB 1.02 billion to the capital stock of the JV. Federal Cargo Company’s share in the capital stock will be 40% and that of Knorr-Bremse – 60%.
FESCO Sees a 16% Increase in Revenue in 2012
The consolidated revenue of Far-Eastern Shipping Company plc (FESCO), one of the largest Russian port owners and operators of integrated rail and logistics businesses totalled $1,197 million in 2012, up 16% from 2011.
Its adjusted revenue totalled $1,157 million in 2012 and was flat compared to the previous year. FESCO received adjusted EBITDA of $279m in 2012, 14% increase compared to the previous year, and adjusted EBITDA margin of 24% in 2012, up 3% from 21% in 2011.
Net debt increased to $688 million as of 31 December 2012 after raising loans in the course of FESCO’s indirect acquisition by Summa Group, GHP Group and TPG.
UVZ and Bombardier Signed Documents on Joint Production of Metro Trains for Moscow
NPK Uralvagonzavod (UVZ) and Bombardier Transport & Services signed an agreement for joint production of metro trains for the Moscow underground.
The agreement regulates joint development of subway railcars for the markets of Russia and the CIS. An agreement about the start of preparation for a joint production and maintenance of metro trains for Moscow was also signed.
Last autumn, UVZ and Bombardier signed a raft of agreements envisaging the organisation of production of metro cars and trams in Russia. The agreement envisages a transfer of state-of-the-art production technologies to Russia, personnel training at the European plants of Bombardier, and joint design works and organisation of the production process.
The parties plan to achieve 50% localisation of production in the early stages of cooperation. Trams, and perhaps state-of-the-art metro railcars in the future, will be produced on one of UVZ’s production sites.
EVR Cargo Invests 39.93 Million Euros in Its Development in 2013
This year, EVR Cargo (a subsidiary of Eesti Raudtee) is going to invest 39.93 million euros in its development. Most of the funds will be used for the purchase of shunting locomotives, which cost 30.4 million euros (particularly, Chinese DF7G-E locomotives, the certification of which is to begin in Estonia).
The rest of the money will be spent finishing the repair of the Keila - Riizipere and Tapa – Narva lines.
NCSP and OZK Will Build Terminal for Vegetable Oil in Novorossiysk
NCSP Group and its terminal NZT concluded an agreement with OZK (United Grain Company, a part of Summa group) to construct a terminal for handling vegetable oil in the Novorossiysk port.
The capacity of the terminal will be 2 million tons per annum. Investment in the project is estimated at RUB 1.5 billion. The construction will begin in 2014. The terminal will be put into operation in 2015-2016. This will be the second large terminal for vegetable oil in the Azov and the Black Sea ports of Russia. Currently, a terminal for this cargo operates only in the Taman port (belongs to Efko).
JV of Sinara and Siemens Increased Number of Locomotives Produced for RZD by 60% in 2012
Ural Locomotives (a joint venture of Sinara and Siemens AG) produced 120 locomotives for Russian Railways in 2012, a 60% increase year-on-year.
Of that, the company produced 90 “Sinara” locomotives (2ES6) and 30 “Granit” locomotives (2ES10). This was 140% more than in 2010, and 60% more than in 2011. Therefore, the company has reached its design capacity – 120 two-section electric locomotives per annum.
In 2013, the JV plans to supply RZD with 100 “Sinara” locomotives and 40 “Granit” locomotives, to produce a pilot specimen of AC electric locomotive, to start making the first pilot specimen of ES2G electric train, developed on the basis of ”Lastochka”, and to put into operation a new electric train production complex.
[~DETAIL_TEXT] => AFK Sistema and Its Partners Buy Subsidiary of Bashneft
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
Bashneft is selling Bashneft-Trans in accordance with its strategy of selling non-core assets. Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the JV partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russia’s largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012). The owners of Financial Alliance will co-invest in the business. The working title of the new company is UniRail.
UCL Holding and Subsidiary of UVZ Launched a Joint Railcar Repair Company
UCL Holding (UCLH) and UVZ-Logistics, a subsidiary of Uralvagonzavod (UVZ), launched a joint venture First Railcar Repair Company OJSC.
The new company was registered on January 10th, its charter capital is RUB 20 million. A 51% stake in the JV belongs to Dubwood Investments Ltd. (now its name is UCL Depot), a subsidiary of UCLH. UVZ-Logistics owns a 49% shareholding in the company. The CEO of First Railcar Repair Company OJSC is Nikolay Vorobyov.
Evraz to Supply 13,000 Tons of Rails for Upgrading Railways Linking Finland and Russia
Evraz will supply 13,000 tons of rails for a large-scale project of upgrading railways linking Finland and Russia.
Evraz supplies rails for the construction of the heavy-traffic railway line Losevo – Kamennogorsk, which will be intensively used for cargo transportation to the seaports of the Gulf of Finland.
ZapSib-Transservice Opened New Wagon Repair Depot in Novokuznetsk
A wagon repair depot for Siberian Wagon Repair Company (a subsidiary of ZapSib-Transservice) was opened in Novokuznetsk in the middle of March.
The depot is situated on the territory of EVRAZ ZSMK OJSC. The general contractor of the construction was Glavnovosibirskstroy OJSC. The main goal of the project is to create the company’s own repair capacities to service the railcar fleet of its parent company – ZapSib-Transservice LLC.
The capacities of the Siberian Wagon Repair Company allow the repairing of up to 4,000 railcars and 25,000 wheel pairs per annum.
Altaivagon Will Supply 1,000 Box Cars to RailTransHolding
RailTransHolding managing company and Altaivagon OJSC concluded a contract for the supply of 1,000 box cars (11-280 model).
The contract has already come into force, and supplies will start in the near future. Due to this purchase, the amount of rolling stock of RailTransHolding grows to 10,758 units.
Transgarant 2012 Net Profit Reaches RUB 1.4 Billion
Firm Transgarant LLC improved its financial results in 2012. The company’s revenue in 2012 reached RUB 7.4 billion, a 10% increase year-on-year according to RAS (Russian Accounting Standards).
Company’s net profit was RUB 1.4 billion (up 9% year-on-year). According to Transgarant CFO Alexey Barbariush, financial performance growth based on high demand for transport services in the first half of 2012 and container transportation demand growth for the whole year.
Transmashholding Had a 22% Sales Uplift in 2012
According to preliminary estimates in 2012 Transmashholding (TMH) sales increased by 22% up to RUB 130 billion in comparison with 2011.
Maximum add-on sales were achieved in locomotives and freight cars sectors. Thus, sales of mainline freight electrical locomotives and mainline freight diesel locomotives increased by 40% (from 308 to 434 sections) and 36% (from 124 to 169 sections), respectively. TMH delivered to its customers 80% more of all-types of freight cars (8,810 units versus 4,905).
Russian Railways remained the largest purchaser of the company’s products. Major purchasing countries were Bulgaria, Byelorussia, Kazakhstan, Ukraine and Serbia. The largest export groups of products were metro cars, passenger diesel locomotives, diesel engines, freight cars, platforms and diesel trains.
Aeroexpress to Buy Double-Decker Trains from Swiss Manufacturer
Aeroexpress chose Swiss manufacturer Stadler as the supplier of double-decker electric trains to operate on its rail routes connecting Moscow’s main train stations with the city’s airports.
Aeroexpress will sign a contract with Stadler to supply a total of 172 rail cars: 112 under the main contract and 60 under two optional agreements. The first double-decker trains will start taking Moscow passengers to the Sheremetyevo, Domodedovo and Vnukovo airports in 2015. Aeroexpress plans to complete the renewal of its fleet with new trains by the end of 2016.
By 2015, Aeroexpress expects to carry 21.1 million people, or 26.6% of all passengers. Industry experts put the payback period at seven to ten years.
Moody’s Assigns Ba1 Rating to UCL Rail B.V.
Last March, Moody’s Investors Service assigned a Ba1 corporate family rating (CFR) and Ba1-PD probability of default rating (PDR) to UCL Rail B.V., the railway division of Universal Cargo Logistics Holding (UCL Holding). The outlook on the ratings is stable.
On the same day, Moody’s Interfax Rating Agency assigned an Aa1.ru national scale rating (NSR) to UCL Rail B.V. The outlook on the rating is stable. This is the first time Moody’s has assigned a rating to UCL Rail B.V.
New Plant Producing Rail Vehicle Brake Technology Products Will Be Built in Russia
Federal Cargo Company and Knorr-Bremse launched a JV in Russia to produce equipment for rail rolling stock.
Knorr-Bremse 1520 LLC will produce rail vehicle brake technology products for railway rolling stock in Russia and the CIS. Construction work on a new factory in Tver with almost 16,000 square meters of production space has already begun. Its area will be almost 16,000 sq. m. The plant will open in the middle of 2014, and it is to reach its design capacity by the end of 2015.
The founders will contribute RUB 1.02 billion to the capital stock of the JV. Federal Cargo Company’s share in the capital stock will be 40% and that of Knorr-Bremse – 60%.
FESCO Sees a 16% Increase in Revenue in 2012
The consolidated revenue of Far-Eastern Shipping Company plc (FESCO), one of the largest Russian port owners and operators of integrated rail and logistics businesses totalled $1,197 million in 2012, up 16% from 2011.
Its adjusted revenue totalled $1,157 million in 2012 and was flat compared to the previous year. FESCO received adjusted EBITDA of $279m in 2012, 14% increase compared to the previous year, and adjusted EBITDA margin of 24% in 2012, up 3% from 21% in 2011.
Net debt increased to $688 million as of 31 December 2012 after raising loans in the course of FESCO’s indirect acquisition by Summa Group, GHP Group and TPG.
UVZ and Bombardier Signed Documents on Joint Production of Metro Trains for Moscow
NPK Uralvagonzavod (UVZ) and Bombardier Transport & Services signed an agreement for joint production of metro trains for the Moscow underground.
The agreement regulates joint development of subway railcars for the markets of Russia and the CIS. An agreement about the start of preparation for a joint production and maintenance of metro trains for Moscow was also signed.
Last autumn, UVZ and Bombardier signed a raft of agreements envisaging the organisation of production of metro cars and trams in Russia. The agreement envisages a transfer of state-of-the-art production technologies to Russia, personnel training at the European plants of Bombardier, and joint design works and organisation of the production process.
The parties plan to achieve 50% localisation of production in the early stages of cooperation. Trams, and perhaps state-of-the-art metro railcars in the future, will be produced on one of UVZ’s production sites.
EVR Cargo Invests 39.93 Million Euros in Its Development in 2013
This year, EVR Cargo (a subsidiary of Eesti Raudtee) is going to invest 39.93 million euros in its development. Most of the funds will be used for the purchase of shunting locomotives, which cost 30.4 million euros (particularly, Chinese DF7G-E locomotives, the certification of which is to begin in Estonia).
The rest of the money will be spent finishing the repair of the Keila - Riizipere and Tapa – Narva lines.
NCSP and OZK Will Build Terminal for Vegetable Oil in Novorossiysk
NCSP Group and its terminal NZT concluded an agreement with OZK (United Grain Company, a part of Summa group) to construct a terminal for handling vegetable oil in the Novorossiysk port.
The capacity of the terminal will be 2 million tons per annum. Investment in the project is estimated at RUB 1.5 billion. The construction will begin in 2014. The terminal will be put into operation in 2015-2016. This will be the second large terminal for vegetable oil in the Azov and the Black Sea ports of Russia. Currently, a terminal for this cargo operates only in the Taman port (belongs to Efko).
JV of Sinara and Siemens Increased Number of Locomotives Produced for RZD by 60% in 2012
Ural Locomotives (a joint venture of Sinara and Siemens AG) produced 120 locomotives for Russian Railways in 2012, a 60% increase year-on-year.
Of that, the company produced 90 “Sinara” locomotives (2ES6) and 30 “Granit” locomotives (2ES10). This was 140% more than in 2010, and 60% more than in 2011. Therefore, the company has reached its design capacity – 120 two-section electric locomotives per annum.
In 2013, the JV plans to supply RZD with 100 “Sinara” locomotives and 40 “Granit” locomotives, to produce a pilot specimen of AC electric locomotive, to start making the first pilot specimen of ES2G electric train, developed on the basis of ”Lastochka”, and to put into operation a new electric train production complex.
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[~PREVIEW_TEXT] => The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.
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[SECTION_META_DESCRIPTION] => <p>The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.</p>
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[ELEMENT_META_DESCRIPTION] => <p>The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase a 100% stake in Bashneft-Trans (AFK Sistema controls Bashneft), which is engaged in railway transportation.</p>
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Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
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[DETAIL_TEXT] => RZD, Siemens and Sinara Group Sign Cooperation Agreement on Railway and Power Engineering
Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
It is envisaged that 350 of these locomotives will be supplied to Russia’s railways by 2020. Specific delivery details will be defined in the contract which the parties intend to sign in 2014. The parties also agreed on the need for the full maintenance and repair of the locomotives.
In order to reach 80% localisation of production of the Desiro RUS series of electric trains by the end of 2017 at Ural Locomotives, the three companies agreed on a list of basic units and components for the train which should be localised in the Russian Federation.
Ukraine and Latvia Signed Memo of Intent about Development of ZUBR Project
The Ministry for Infrastructure in Ukraine and the Transport Ministry of Latvia signed a Memorandum of Intent about the development of the transport corridor the Baltic Sea – the Black Sea in the framework of the ZUBR project.
The document states the readiness of the parties to expand mutually beneficial partnership in the transport and logistics sector on the basis of transportation by the ZUBR container train (Ukraine – Belarus – Latvia – Estonia). The main objective for the development of the project is the increase in the competitiveness of the whole route in both directions.
Multilateral Agreement to Set up an International Centre for High-Speed Rail Signed
On March 27, 2013, in Paris, Russian Railways, SNCF, France’s national rail company, the Moscow State University of Railway Engineering (MIIT), the National School of Bridges and Roads (ENPC) and the Conservatoire national des arts et métiers (CNAM) signed a Letter of Intent to establish an international centre for high-speed rail and high-speed transport systems.
The agreement is aimed at developing and improving high-speed transportation systems and their various components in France and the CIS countries. It demonstrates the parties’ interest in an international centre of high-speed rail and transportation systems which will allow them to coordinate their research and technology, organise cooperation between the Russian and French scientific and technical communities, conduct research and to train personnel to work on high-speed rail.
“In September 2014, the High Speed Railway Engineering Department will begin operations,” said SNCF President Guillaume Pepy at the signing ceremony.
RZD Allocates RUB 100 Billion for Development of Railway Accesses to Ports in 2013
This year, RZD allocated RUB 100 billion for the development of railway accesses to ports. Of that, RUB 39 billion for the North-Western basin, RUB 19 billion for the Southern basin, and RUB 42 billion for the Far Eastern basin, according to specialists at the Institute of Economy and Transport Development.
According to forecasts made by the Institute, by 2020 the throughput of Russian North-Western ports will grow by 85% in comparison with 2012; that of Southern ports – by 94%, and that of Far Eastern ports – by 56%.
Taking into account the condition of the infrastructure, the most difficult situation will be on the railway accesses to North-Western and Far Eastern ports, said the Institute of Economy and Transport Development.
Astana-Almaty High Speed Railway to Be Constructed in Kazakhstan by 2017
The first high-speed rail line in Kazakhstan Astana – Almaty is to be constructed by 2017. “The specific demands of the project and the necessity to complete the work in four years are the main difficulties, but the company’s specialists are going to finish the project by spring 2017, before EXPO-2017 starts in Astana,” Systra company said.
According to Kazakh Minister of Transport and Communications Askar Zhumagaliyev, the construction of the line will start this year. “The travel time between the two large cities of the republic will be reduced from 12 to five hours,” he said.
Russian Wagon Building Sector Lacks Engineers
There is a shortage of specialists in the Russian wagon building sector, said Valentin Gapanovich, Vice President of RZD, President of non-profit partnership Union of industries of Railway Equipment (NP UIRE) at a meeting of the Council of Chief Engineers of NP UIRE.
In his words, the problem is especially acute when developing regulatory documents for the design and development of cargo railcars and their components.
“We need to restore the national engineering school. The problem is not funding, but the insufficient number of specialists who can develop high-quality regulatory and technical documentation,” he noted.
Zero Import Customs Duties on “Lastochka” Railcars Made by Siemens
The Council of the Eurasian Economic Commission approved the decision of the consulting committee for trade to remove import customs duties on some types of railcars from March 15, 2013 till December 31, 2014.
These are railcars for Desiro electric trains produced by Siemens. In Russia these trains are named “Lastochka”.
A zero import duty on these railcars was in force in the Customs Union of Russia, Belarus, and Kazakhstan for the previous two years and the term of its validity expired on February 15, 2013, and the customs due became null again on March 15.
Basic Sections of the EU – Northern China Transport Corridor to Be Put in Operation in Russia by 2018
The Russian part of the international transport corridor the EU – Northern China is to be put into operation by 2020, and its basic sections – by 2018, says Maxim Sokolov, Russian Transport Minister.
The EU – Northern China transport corridor (approximately 9,000 km long) passes China, Kazakhstan, and Russia. The Russian section is approximately 3,000 km long. The route will pass through the Orenburg region, Bashkiria, Tatarstan, the Nizhny Novgorod region, the central ring road of the Moscow region, and then St Petersburg.
The Minister said that the project is funded through public-private partnership. Mr Sokolov added that the motorway would be legally registered in summer 2013.
RZD Plan to Develop Rail Infrastructure in Vietnam
Russian Railways, Vietnamese Railways and the Vietnamese company An Vien signed an agreement of intent to cooperate on the design and construction of railway infrastructure in Vietnam
The agreement was signed in order to implement Vietnam’s national strategy to develop the country’s railways and confirms the intention of the three signatories to cooperate in implementing a project to build and operate a railway line in South Vietnam.
Is 75% Too Much?
The Ministry for Economic Development is against the idea of RZD to allocate ¾ of funds received in 2013 due to infrastructure bonds for purchasing locomotives.
This year RZD will receive at least RUB 100 billion due to bonds placed in favour of VEB. The Ministry for Economic Development offers to allocate RUB 30.2 billion for buying locomotives.
RZD Will Allocate Over RUB 3.5 Billion to Provide Passenger Safety at Railway Facilities in 2013
This year, RZD will allocate over RUB 3.5 billion to improve safety for people on the company’s infrastructure facilities.
Starting from October 2003, when the company was founded, the number of accidents, when people were injured at infrastructure facilities, has been declining. 6,376 such accidents were registered in 2004, while in 2012 the figure was 3,801 (-40.4%). The death toll in the same period fell from 4,298 to 2,498 (-41.9%).
Moscow and RZD Plan to Build 226 Kilometres of Main Tracks for Suburban Transportation by 2020
The government of Moscow and Russian Railways are going to build 226 kilometres of main tracks for suburban passenger transportation by 2020.
According to Evgeny Mikhailov, First Deputy Head of Transport and Development of Road and Transport Infrastructure of Moscow, the expansion of the suburban railway infrastructure of the Moscow agglomeration will allow increasing its carrying capacity in rush hours by 90% and the passenger flow by 40-50%. “As a result, the interval of electric trains in rush hours can be reduced to just 3-4 minutes. Practically, we speak about intervals typical of a city electric train,” said Mr Mikhailov.
[~DETAIL_TEXT] => RZD, Siemens and Sinara Group Sign Cooperation Agreement on Railway and Power Engineering
Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
It is envisaged that 350 of these locomotives will be supplied to Russia’s railways by 2020. Specific delivery details will be defined in the contract which the parties intend to sign in 2014. The parties also agreed on the need for the full maintenance and repair of the locomotives.
In order to reach 80% localisation of production of the Desiro RUS series of electric trains by the end of 2017 at Ural Locomotives, the three companies agreed on a list of basic units and components for the train which should be localised in the Russian Federation.
Ukraine and Latvia Signed Memo of Intent about Development of ZUBR Project
The Ministry for Infrastructure in Ukraine and the Transport Ministry of Latvia signed a Memorandum of Intent about the development of the transport corridor the Baltic Sea – the Black Sea in the framework of the ZUBR project.
The document states the readiness of the parties to expand mutually beneficial partnership in the transport and logistics sector on the basis of transportation by the ZUBR container train (Ukraine – Belarus – Latvia – Estonia). The main objective for the development of the project is the increase in the competitiveness of the whole route in both directions.
Multilateral Agreement to Set up an International Centre for High-Speed Rail Signed
On March 27, 2013, in Paris, Russian Railways, SNCF, France’s national rail company, the Moscow State University of Railway Engineering (MIIT), the National School of Bridges and Roads (ENPC) and the Conservatoire national des arts et métiers (CNAM) signed a Letter of Intent to establish an international centre for high-speed rail and high-speed transport systems.
The agreement is aimed at developing and improving high-speed transportation systems and their various components in France and the CIS countries. It demonstrates the parties’ interest in an international centre of high-speed rail and transportation systems which will allow them to coordinate their research and technology, organise cooperation between the Russian and French scientific and technical communities, conduct research and to train personnel to work on high-speed rail.
“In September 2014, the High Speed Railway Engineering Department will begin operations,” said SNCF President Guillaume Pepy at the signing ceremony.
RZD Allocates RUB 100 Billion for Development of Railway Accesses to Ports in 2013
This year, RZD allocated RUB 100 billion for the development of railway accesses to ports. Of that, RUB 39 billion for the North-Western basin, RUB 19 billion for the Southern basin, and RUB 42 billion for the Far Eastern basin, according to specialists at the Institute of Economy and Transport Development.
According to forecasts made by the Institute, by 2020 the throughput of Russian North-Western ports will grow by 85% in comparison with 2012; that of Southern ports – by 94%, and that of Far Eastern ports – by 56%.
Taking into account the condition of the infrastructure, the most difficult situation will be on the railway accesses to North-Western and Far Eastern ports, said the Institute of Economy and Transport Development.
Astana-Almaty High Speed Railway to Be Constructed in Kazakhstan by 2017
The first high-speed rail line in Kazakhstan Astana – Almaty is to be constructed by 2017. “The specific demands of the project and the necessity to complete the work in four years are the main difficulties, but the company’s specialists are going to finish the project by spring 2017, before EXPO-2017 starts in Astana,” Systra company said.
According to Kazakh Minister of Transport and Communications Askar Zhumagaliyev, the construction of the line will start this year. “The travel time between the two large cities of the republic will be reduced from 12 to five hours,” he said.
Russian Wagon Building Sector Lacks Engineers
There is a shortage of specialists in the Russian wagon building sector, said Valentin Gapanovich, Vice President of RZD, President of non-profit partnership Union of industries of Railway Equipment (NP UIRE) at a meeting of the Council of Chief Engineers of NP UIRE.
In his words, the problem is especially acute when developing regulatory documents for the design and development of cargo railcars and their components.
“We need to restore the national engineering school. The problem is not funding, but the insufficient number of specialists who can develop high-quality regulatory and technical documentation,” he noted.
Zero Import Customs Duties on “Lastochka” Railcars Made by Siemens
The Council of the Eurasian Economic Commission approved the decision of the consulting committee for trade to remove import customs duties on some types of railcars from March 15, 2013 till December 31, 2014.
These are railcars for Desiro electric trains produced by Siemens. In Russia these trains are named “Lastochka”.
A zero import duty on these railcars was in force in the Customs Union of Russia, Belarus, and Kazakhstan for the previous two years and the term of its validity expired on February 15, 2013, and the customs due became null again on March 15.
Basic Sections of the EU – Northern China Transport Corridor to Be Put in Operation in Russia by 2018
The Russian part of the international transport corridor the EU – Northern China is to be put into operation by 2020, and its basic sections – by 2018, says Maxim Sokolov, Russian Transport Minister.
The EU – Northern China transport corridor (approximately 9,000 km long) passes China, Kazakhstan, and Russia. The Russian section is approximately 3,000 km long. The route will pass through the Orenburg region, Bashkiria, Tatarstan, the Nizhny Novgorod region, the central ring road of the Moscow region, and then St Petersburg.
The Minister said that the project is funded through public-private partnership. Mr Sokolov added that the motorway would be legally registered in summer 2013.
RZD Plan to Develop Rail Infrastructure in Vietnam
Russian Railways, Vietnamese Railways and the Vietnamese company An Vien signed an agreement of intent to cooperate on the design and construction of railway infrastructure in Vietnam
The agreement was signed in order to implement Vietnam’s national strategy to develop the country’s railways and confirms the intention of the three signatories to cooperate in implementing a project to build and operate a railway line in South Vietnam.
Is 75% Too Much?
The Ministry for Economic Development is against the idea of RZD to allocate ¾ of funds received in 2013 due to infrastructure bonds for purchasing locomotives.
This year RZD will receive at least RUB 100 billion due to bonds placed in favour of VEB. The Ministry for Economic Development offers to allocate RUB 30.2 billion for buying locomotives.
RZD Will Allocate Over RUB 3.5 Billion to Provide Passenger Safety at Railway Facilities in 2013
This year, RZD will allocate over RUB 3.5 billion to improve safety for people on the company’s infrastructure facilities.
Starting from October 2003, when the company was founded, the number of accidents, when people were injured at infrastructure facilities, has been declining. 6,376 such accidents were registered in 2004, while in 2012 the figure was 3,801 (-40.4%). The death toll in the same period fell from 4,298 to 2,498 (-41.9%).
Moscow and RZD Plan to Build 226 Kilometres of Main Tracks for Suburban Transportation by 2020
The government of Moscow and Russian Railways are going to build 226 kilometres of main tracks for suburban passenger transportation by 2020.
According to Evgeny Mikhailov, First Deputy Head of Transport and Development of Road and Transport Infrastructure of Moscow, the expansion of the suburban railway infrastructure of the Moscow agglomeration will allow increasing its carrying capacity in rush hours by 90% and the passenger flow by 40-50%. “As a result, the interval of electric trains in rush hours can be reduced to just 3-4 minutes. Practically, we speak about intervals typical of a city electric train,” said Mr Mikhailov.
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The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
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The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
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[SECTION_META_DESCRIPTION] => <p>Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.<br />
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.</p>
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[ELEMENT_META_DESCRIPTION] => <p>Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.<br />
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.</p>
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[DETAIL_TEXT] => RZD, Siemens and Sinara Group Sign Cooperation Agreement on Railway and Power Engineering
Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
It is envisaged that 350 of these locomotives will be supplied to Russia’s railways by 2020. Specific delivery details will be defined in the contract which the parties intend to sign in 2014. The parties also agreed on the need for the full maintenance and repair of the locomotives.
In order to reach 80% localisation of production of the Desiro RUS series of electric trains by the end of 2017 at Ural Locomotives, the three companies agreed on a list of basic units and components for the train which should be localised in the Russian Federation.
Ukraine and Latvia Signed Memo of Intent about Development of ZUBR Project
The Ministry for Infrastructure in Ukraine and the Transport Ministry of Latvia signed a Memorandum of Intent about the development of the transport corridor the Baltic Sea – the Black Sea in the framework of the ZUBR project.
The document states the readiness of the parties to expand mutually beneficial partnership in the transport and logistics sector on the basis of transportation by the ZUBR container train (Ukraine – Belarus – Latvia – Estonia). The main objective for the development of the project is the increase in the competitiveness of the whole route in both directions.
Multilateral Agreement to Set up an International Centre for High-Speed Rail Signed
On March 27, 2013, in Paris, Russian Railways, SNCF, France’s national rail company, the Moscow State University of Railway Engineering (MIIT), the National School of Bridges and Roads (ENPC) and the Conservatoire national des arts et métiers (CNAM) signed a Letter of Intent to establish an international centre for high-speed rail and high-speed transport systems.
The agreement is aimed at developing and improving high-speed transportation systems and their various components in France and the CIS countries. It demonstrates the parties’ interest in an international centre of high-speed rail and transportation systems which will allow them to coordinate their research and technology, organise cooperation between the Russian and French scientific and technical communities, conduct research and to train personnel to work on high-speed rail.
“In September 2014, the High Speed Railway Engineering Department will begin operations,” said SNCF President Guillaume Pepy at the signing ceremony.
RZD Allocates RUB 100 Billion for Development of Railway Accesses to Ports in 2013
This year, RZD allocated RUB 100 billion for the development of railway accesses to ports. Of that, RUB 39 billion for the North-Western basin, RUB 19 billion for the Southern basin, and RUB 42 billion for the Far Eastern basin, according to specialists at the Institute of Economy and Transport Development.
According to forecasts made by the Institute, by 2020 the throughput of Russian North-Western ports will grow by 85% in comparison with 2012; that of Southern ports – by 94%, and that of Far Eastern ports – by 56%.
Taking into account the condition of the infrastructure, the most difficult situation will be on the railway accesses to North-Western and Far Eastern ports, said the Institute of Economy and Transport Development.
Astana-Almaty High Speed Railway to Be Constructed in Kazakhstan by 2017
The first high-speed rail line in Kazakhstan Astana – Almaty is to be constructed by 2017. “The specific demands of the project and the necessity to complete the work in four years are the main difficulties, but the company’s specialists are going to finish the project by spring 2017, before EXPO-2017 starts in Astana,” Systra company said.
According to Kazakh Minister of Transport and Communications Askar Zhumagaliyev, the construction of the line will start this year. “The travel time between the two large cities of the republic will be reduced from 12 to five hours,” he said.
Russian Wagon Building Sector Lacks Engineers
There is a shortage of specialists in the Russian wagon building sector, said Valentin Gapanovich, Vice President of RZD, President of non-profit partnership Union of industries of Railway Equipment (NP UIRE) at a meeting of the Council of Chief Engineers of NP UIRE.
In his words, the problem is especially acute when developing regulatory documents for the design and development of cargo railcars and their components.
“We need to restore the national engineering school. The problem is not funding, but the insufficient number of specialists who can develop high-quality regulatory and technical documentation,” he noted.
Zero Import Customs Duties on “Lastochka” Railcars Made by Siemens
The Council of the Eurasian Economic Commission approved the decision of the consulting committee for trade to remove import customs duties on some types of railcars from March 15, 2013 till December 31, 2014.
These are railcars for Desiro electric trains produced by Siemens. In Russia these trains are named “Lastochka”.
A zero import duty on these railcars was in force in the Customs Union of Russia, Belarus, and Kazakhstan for the previous two years and the term of its validity expired on February 15, 2013, and the customs due became null again on March 15.
Basic Sections of the EU – Northern China Transport Corridor to Be Put in Operation in Russia by 2018
The Russian part of the international transport corridor the EU – Northern China is to be put into operation by 2020, and its basic sections – by 2018, says Maxim Sokolov, Russian Transport Minister.
The EU – Northern China transport corridor (approximately 9,000 km long) passes China, Kazakhstan, and Russia. The Russian section is approximately 3,000 km long. The route will pass through the Orenburg region, Bashkiria, Tatarstan, the Nizhny Novgorod region, the central ring road of the Moscow region, and then St Petersburg.
The Minister said that the project is funded through public-private partnership. Mr Sokolov added that the motorway would be legally registered in summer 2013.
RZD Plan to Develop Rail Infrastructure in Vietnam
Russian Railways, Vietnamese Railways and the Vietnamese company An Vien signed an agreement of intent to cooperate on the design and construction of railway infrastructure in Vietnam
The agreement was signed in order to implement Vietnam’s national strategy to develop the country’s railways and confirms the intention of the three signatories to cooperate in implementing a project to build and operate a railway line in South Vietnam.
Is 75% Too Much?
The Ministry for Economic Development is against the idea of RZD to allocate ¾ of funds received in 2013 due to infrastructure bonds for purchasing locomotives.
This year RZD will receive at least RUB 100 billion due to bonds placed in favour of VEB. The Ministry for Economic Development offers to allocate RUB 30.2 billion for buying locomotives.
RZD Will Allocate Over RUB 3.5 Billion to Provide Passenger Safety at Railway Facilities in 2013
This year, RZD will allocate over RUB 3.5 billion to improve safety for people on the company’s infrastructure facilities.
Starting from October 2003, when the company was founded, the number of accidents, when people were injured at infrastructure facilities, has been declining. 6,376 such accidents were registered in 2004, while in 2012 the figure was 3,801 (-40.4%). The death toll in the same period fell from 4,298 to 2,498 (-41.9%).
Moscow and RZD Plan to Build 226 Kilometres of Main Tracks for Suburban Transportation by 2020
The government of Moscow and Russian Railways are going to build 226 kilometres of main tracks for suburban passenger transportation by 2020.
According to Evgeny Mikhailov, First Deputy Head of Transport and Development of Road and Transport Infrastructure of Moscow, the expansion of the suburban railway infrastructure of the Moscow agglomeration will allow increasing its carrying capacity in rush hours by 90% and the passenger flow by 40-50%. “As a result, the interval of electric trains in rush hours can be reduced to just 3-4 minutes. Practically, we speak about intervals typical of a city electric train,” said Mr Mikhailov.
[~DETAIL_TEXT] => RZD, Siemens and Sinara Group Sign Cooperation Agreement on Railway and Power Engineering
Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.
The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
It is envisaged that 350 of these locomotives will be supplied to Russia’s railways by 2020. Specific delivery details will be defined in the contract which the parties intend to sign in 2014. The parties also agreed on the need for the full maintenance and repair of the locomotives.
In order to reach 80% localisation of production of the Desiro RUS series of electric trains by the end of 2017 at Ural Locomotives, the three companies agreed on a list of basic units and components for the train which should be localised in the Russian Federation.
Ukraine and Latvia Signed Memo of Intent about Development of ZUBR Project
The Ministry for Infrastructure in Ukraine and the Transport Ministry of Latvia signed a Memorandum of Intent about the development of the transport corridor the Baltic Sea – the Black Sea in the framework of the ZUBR project.
The document states the readiness of the parties to expand mutually beneficial partnership in the transport and logistics sector on the basis of transportation by the ZUBR container train (Ukraine – Belarus – Latvia – Estonia). The main objective for the development of the project is the increase in the competitiveness of the whole route in both directions.
Multilateral Agreement to Set up an International Centre for High-Speed Rail Signed
On March 27, 2013, in Paris, Russian Railways, SNCF, France’s national rail company, the Moscow State University of Railway Engineering (MIIT), the National School of Bridges and Roads (ENPC) and the Conservatoire national des arts et métiers (CNAM) signed a Letter of Intent to establish an international centre for high-speed rail and high-speed transport systems.
The agreement is aimed at developing and improving high-speed transportation systems and their various components in France and the CIS countries. It demonstrates the parties’ interest in an international centre of high-speed rail and transportation systems which will allow them to coordinate their research and technology, organise cooperation between the Russian and French scientific and technical communities, conduct research and to train personnel to work on high-speed rail.
“In September 2014, the High Speed Railway Engineering Department will begin operations,” said SNCF President Guillaume Pepy at the signing ceremony.
RZD Allocates RUB 100 Billion for Development of Railway Accesses to Ports in 2013
This year, RZD allocated RUB 100 billion for the development of railway accesses to ports. Of that, RUB 39 billion for the North-Western basin, RUB 19 billion for the Southern basin, and RUB 42 billion for the Far Eastern basin, according to specialists at the Institute of Economy and Transport Development.
According to forecasts made by the Institute, by 2020 the throughput of Russian North-Western ports will grow by 85% in comparison with 2012; that of Southern ports – by 94%, and that of Far Eastern ports – by 56%.
Taking into account the condition of the infrastructure, the most difficult situation will be on the railway accesses to North-Western and Far Eastern ports, said the Institute of Economy and Transport Development.
Astana-Almaty High Speed Railway to Be Constructed in Kazakhstan by 2017
The first high-speed rail line in Kazakhstan Astana – Almaty is to be constructed by 2017. “The specific demands of the project and the necessity to complete the work in four years are the main difficulties, but the company’s specialists are going to finish the project by spring 2017, before EXPO-2017 starts in Astana,” Systra company said.
According to Kazakh Minister of Transport and Communications Askar Zhumagaliyev, the construction of the line will start this year. “The travel time between the two large cities of the republic will be reduced from 12 to five hours,” he said.
Russian Wagon Building Sector Lacks Engineers
There is a shortage of specialists in the Russian wagon building sector, said Valentin Gapanovich, Vice President of RZD, President of non-profit partnership Union of industries of Railway Equipment (NP UIRE) at a meeting of the Council of Chief Engineers of NP UIRE.
In his words, the problem is especially acute when developing regulatory documents for the design and development of cargo railcars and their components.
“We need to restore the national engineering school. The problem is not funding, but the insufficient number of specialists who can develop high-quality regulatory and technical documentation,” he noted.
Zero Import Customs Duties on “Lastochka” Railcars Made by Siemens
The Council of the Eurasian Economic Commission approved the decision of the consulting committee for trade to remove import customs duties on some types of railcars from March 15, 2013 till December 31, 2014.
These are railcars for Desiro electric trains produced by Siemens. In Russia these trains are named “Lastochka”.
A zero import duty on these railcars was in force in the Customs Union of Russia, Belarus, and Kazakhstan for the previous two years and the term of its validity expired on February 15, 2013, and the customs due became null again on March 15.
Basic Sections of the EU – Northern China Transport Corridor to Be Put in Operation in Russia by 2018
The Russian part of the international transport corridor the EU – Northern China is to be put into operation by 2020, and its basic sections – by 2018, says Maxim Sokolov, Russian Transport Minister.
The EU – Northern China transport corridor (approximately 9,000 km long) passes China, Kazakhstan, and Russia. The Russian section is approximately 3,000 km long. The route will pass through the Orenburg region, Bashkiria, Tatarstan, the Nizhny Novgorod region, the central ring road of the Moscow region, and then St Petersburg.
The Minister said that the project is funded through public-private partnership. Mr Sokolov added that the motorway would be legally registered in summer 2013.
RZD Plan to Develop Rail Infrastructure in Vietnam
Russian Railways, Vietnamese Railways and the Vietnamese company An Vien signed an agreement of intent to cooperate on the design and construction of railway infrastructure in Vietnam
The agreement was signed in order to implement Vietnam’s national strategy to develop the country’s railways and confirms the intention of the three signatories to cooperate in implementing a project to build and operate a railway line in South Vietnam.
Is 75% Too Much?
The Ministry for Economic Development is against the idea of RZD to allocate ¾ of funds received in 2013 due to infrastructure bonds for purchasing locomotives.
This year RZD will receive at least RUB 100 billion due to bonds placed in favour of VEB. The Ministry for Economic Development offers to allocate RUB 30.2 billion for buying locomotives.
RZD Will Allocate Over RUB 3.5 Billion to Provide Passenger Safety at Railway Facilities in 2013
This year, RZD will allocate over RUB 3.5 billion to improve safety for people on the company’s infrastructure facilities.
Starting from October 2003, when the company was founded, the number of accidents, when people were injured at infrastructure facilities, has been declining. 6,376 such accidents were registered in 2004, while in 2012 the figure was 3,801 (-40.4%). The death toll in the same period fell from 4,298 to 2,498 (-41.9%).
Moscow and RZD Plan to Build 226 Kilometres of Main Tracks for Suburban Transportation by 2020
The government of Moscow and Russian Railways are going to build 226 kilometres of main tracks for suburban passenger transportation by 2020.
According to Evgeny Mikhailov, First Deputy Head of Transport and Development of Road and Transport Infrastructure of Moscow, the expansion of the suburban railway infrastructure of the Moscow agglomeration will allow increasing its carrying capacity in rush hours by 90% and the passenger flow by 40-50%. “As a result, the interval of electric trains in rush hours can be reduced to just 3-4 minutes. Practically, we speak about intervals typical of a city electric train,” said Mr Mikhailov.
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The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
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The partners agreed to expand the range of main line freight locomotives, namely to produce single-section AC and DC electric trains with asynchronous motor drives at Ural Locomotives LLC, a joint venture between Siemens and the Sinara Group.
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[SECTION_META_DESCRIPTION] => <p>Vladimir Yakunin, President of Russian Railways, Dmitry Pumpyansky, President of the Sinara Group, and Peter Löscher, President and Chief Executive Officer of Siemens, signed a strategic cooperation agreement on manufacturing locomotives at the Hanover Messe on 8 April 2013.<br />
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Basel Aero is going to invest in construction of a new airport in the Saratov region. The news reflects a growing trend: big businesses are heavily competing with each other in a rush to turn rather small airports in Russian cities outside Moscow and St Petersburg regions into new points of growth.
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[DETAIL_TEXT] => Investors Are Eager To Get Control Over Regional Airports
Basel Aero is going to invest in construction of a new airport in the Saratov region. The news reflects a growing trend: big businesses are heavily competing with each other in a rush to turn rather small airports in Russian cities outside Moscow and St Petersburg regions into new points of growth.
In recent years, some companies backed by tycoons have invested billions of dollars in an area that used to be on the periphery of the oil-and gas- rich country’s business life. While the biggest Russian airports in Moscow and St Petersburg are already under the control of state and private investors, newcomers are moving into these regions. They are Basel Aero, a joint stock of an industrial holding Basel, Sberbank and Changi Airports International; it’s a part of Oleg Deripaska’s empire; Airports of Regions that’s part of Viktor Vekselberg’s Renova corporation; and Novaport linked to Oleg Trotsenko.
Novaport now own shares in seven regional airports including such as Novosibirsk and Chelyabinsk, Basel Aero holds a stake in five, among which are Sochi and Krasnodar, and three Airports of regions with two more in a project stage. Roughly, the basics of investment are simple: for every 1 million passengers it’s needed 1.5 billion rubles ($50 million) of capital expenditures. The focus of the investments is the construction or modernisation of passenger pavilions, the optimisation of business processes, the development of retail, food and entertainment. The reconstruction of production facilities such as runways etc. is wholly up to federal and regional budgets’, not private funds.
The reason behind this boom in regional airports development is the willingness of regional authorities to renew their obsolete airports which is often the first thing that visitors to a city see. For investors it’s just a good opportunity to get available funds working. Actually, that’s not investments in transport and logistics as such; rather it’s an opportunity to earn on retail and entertainment in places with high footfall. And this traffic is growing: in 2012 it grew by 15.4% on 2011, with a 5% global growth rate. In 2015, within the country the airlines are forecast to transport 33.4 million passengers with a 30% growth on 2012, and in 2014 the number is predicted to be 44 million.
Rail Operators Rates Go Down
The profitability of rail operators in Russia has been hit hard by surplus rolling stock in 2012-2013, and the situation doesn’t seem to get better this year.
In Russia, the cost of railway transportation has two components. The larger is the infrastructure tariff that is being set by a government body and paid to RZD as an owner of the infrastructure. The smaller is the price charged by an operator for providing a client with rolling stock. If a shipper, for example, a factory, possesses its own rolling stock then it doesn’t pay the second component. This component is usually being paid as a rent per wagon per day. In mid-2012, the rent of a gondola car amounted to 1,800 rubles a day at a peak, and thus for a 10 day transportation a factory paid to a rail operator 18,000 rubles.
Since mid-2012 the rail freight market has been in steady decline, with the rates tracking the loading volumes trend. From 1,800 rubles a day for a gondola railcar it fell to less than 1,000 toward the end of the year and to 500-700 rubles now. These are incredible figures taking into account that a leasing payment a day for a new railcar reaches 700 rubles. Most of the railcars purchased in recent years have been bought on leasing terms. In other sectors, things seem to be better. The rates for tank wagons, for example, are of the same level as in 2012. But the decline in gondola cars led a fall in rates for flat wagons as some freight owners switched from flat wagons to gondola cars.
The outlook for 2013 is rather pessimistic. The fall in loading volumes may continue, in any case the government’s forecasts don’t give a hope for improvement. The Ministry for Economic Development recently announced that in the autumn the nation may face recession, though earlier this year the Ministry expressed opinion that this year there would be GDP growth at a rate of 3%. The amount of railcars is not going to be strongly reduced. With all these conditions taken into account we can see the process of consolidation of operators is being accelerated. Experts say that towards the end of the year the market can see a few M&A deals as many operator companies were formed by non-industry investors in attempts to earn on a steadily growing market. And that was one of the reasons for the operators market to become inflated in 2009-2012. Now it’s time to get out and count the profits. Or, maybe, losses.
M&A Deals in Russian Rail Freight Market on a Rise
The process of consolidation on the Russian rail freight market is accelerating.
More and more companies are being sold and are being bought in Russia as freight owners try to focus on their core business. Recently, ZapSib-Transservice LLC purchased 100% stake in Kuzbass Transport Company, a captive operator of Kuzbass Fuel Company. The press-service of ZapSib-Transservice reports that as a result of the contract, the company’s fleet increased by 3,128 wagons.
A part of the deal was a five-year contract for 65% of Kuzbass Transport Company’s freight base transportation, which will require usage of additional rolling stock. For it, ZabSib-Service plans to use a part of its own wagon fleet, and to use railcars from the market if necessary.
After the purchase of Kuzbass Transport Company, ZapSib-Transservice owns more than 12,000 railcars. The company is going to expand it to 20,000 units within 2 years.
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase 100% stake in Bashneft-Trans (Sistema controls Bashneft), the press-service of the FAS says.
FAS took the decision on March 28. According to the report, Bashneft-Trans provides railway services. The press service of Bashneft confirmed that the company is selling Bashneft-Trans in accordance with its strategy of selling non-core assets.
Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the joint venture partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russian largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012).
Earlier, Globaltrans Investment PLC has completed the acquisition of 100% of MMK-Trans LLC for a cash consideration of USD 250 million and assuming net debt and working capital of approximately USD 84.5 million, the company says in its press-release.
MMK-Trans was formerly the captive freight rail operator of MMK Group, one of the largest single-site steelmakers in Russia. The transaction was announced on 19 December 2012.
MMK-Trans principally handles cargoes of the MMK Group, primarily metallurgical cargoes and coal. As part of the transaction, Globaltrans entered into a five-year contract guaranteed by MMK Group to supply it with rail transportation services for at least 70% of MMK’s rail cargo flows. The contract will become effective from 1 March 2013.
Following the transaction Globaltrans’ combined owned fleet amounts to 61,965 units with a combined total fleet of 65,399 units. Globaltrans Investment PLC has agreed with Metalloinvest to continue transporting 100% of its rail volumes.
Under the contractual arrangements, from 01 June 2013 to 31 May 2015 the Group will transport 100% of Metalloinvest rail volumes, an increase from the minimum 60% initially agreed for the period. From now, transportation prices are subject to quarterly review and agreement between the parties.
Vladimir Putin Gives a GO to BAM Reconstruction Funding
Russia President Vladimir Putin said as from next year, the Government would allocate funds for developing the Baikal-Amur Mainline (BAM), which is essential for developing transit traffic and guaranteeing Russian businesses’ the means for transporting their products to the markets.
The President noted that up to 200 billion rubles [$6 billion] from reserve funds will go into issuing infrastructure bonds to develop the BAM. The bonds will also help to finance the start of high-speed rail construction.
“After long and complex consultations and disputes, some aspects of which have not been resolved, we have agreed on an unprecedentedly large sum of state program financing. This sum is simply huge,” Prime Minister Dmitry Medvedev told a government meeting which discussed investment projects for the development of Russia’s Far East and Baikal area.
“I suggest that we use revenues from investment by the National Welfare Fund as sources of financing. Also, the Pension Fund’s financial resources may be used for loans to implement investment projects,” Medvedev said.
Russia’s Reserve and National Welfare Funds are oil wealth funds which hold cash from windfall oil revenues to provide a cushion for Russia’s budget at a time of deterioration in the global and domestic economies.
The new state program for the accelerated development of the Baikal area and the Russian Far East through 2020 sets out over 10 trillion rubles ($320 billion) in spending, including 3.8 trillion rubles from the federal budget, to turn them “into a competitive region with a diversified economy and improvements in the social and demographic situation in the macro-region’s territory,” the government’s press office said previously.
The program, which envisages financing from the federal budget, loan funds and private investment, was first discussed at a government meeting on March 21, but met with strong criticism from Finance Minister Anton Siluanov who criticized the excessive spending involved.
Medvedev said the development of Russia’s vast Far East area, which is home to just 6 million of Russia’s 142 million people, was a priority target for the federal government.
The project will get solid back from regional authorities. Irkutsk region will support the project of the development of the Baikal-Amur Mainline (BAM) and the Trans-Siberian Railway (Transsib), Sergey Eroschenko, the Governor of the Irkutsk region, told journalists in Irkutsk on Wednesday.
“We are going to support it (the project), and co-finance it. $3.7 billion are now available to invest (the size of the regional investment fund). We will use the funds to prepare the design specifications and estimates,” - said the Governor of the region as quoted by Interfax.
[~DETAIL_TEXT] => Investors Are Eager To Get Control Over Regional Airports
Basel Aero is going to invest in construction of a new airport in the Saratov region. The news reflects a growing trend: big businesses are heavily competing with each other in a rush to turn rather small airports in Russian cities outside Moscow and St Petersburg regions into new points of growth.
In recent years, some companies backed by tycoons have invested billions of dollars in an area that used to be on the periphery of the oil-and gas- rich country’s business life. While the biggest Russian airports in Moscow and St Petersburg are already under the control of state and private investors, newcomers are moving into these regions. They are Basel Aero, a joint stock of an industrial holding Basel, Sberbank and Changi Airports International; it’s a part of Oleg Deripaska’s empire; Airports of Regions that’s part of Viktor Vekselberg’s Renova corporation; and Novaport linked to Oleg Trotsenko.
Novaport now own shares in seven regional airports including such as Novosibirsk and Chelyabinsk, Basel Aero holds a stake in five, among which are Sochi and Krasnodar, and three Airports of regions with two more in a project stage. Roughly, the basics of investment are simple: for every 1 million passengers it’s needed 1.5 billion rubles ($50 million) of capital expenditures. The focus of the investments is the construction or modernisation of passenger pavilions, the optimisation of business processes, the development of retail, food and entertainment. The reconstruction of production facilities such as runways etc. is wholly up to federal and regional budgets’, not private funds.
The reason behind this boom in regional airports development is the willingness of regional authorities to renew their obsolete airports which is often the first thing that visitors to a city see. For investors it’s just a good opportunity to get available funds working. Actually, that’s not investments in transport and logistics as such; rather it’s an opportunity to earn on retail and entertainment in places with high footfall. And this traffic is growing: in 2012 it grew by 15.4% on 2011, with a 5% global growth rate. In 2015, within the country the airlines are forecast to transport 33.4 million passengers with a 30% growth on 2012, and in 2014 the number is predicted to be 44 million.
Rail Operators Rates Go Down
The profitability of rail operators in Russia has been hit hard by surplus rolling stock in 2012-2013, and the situation doesn’t seem to get better this year.
In Russia, the cost of railway transportation has two components. The larger is the infrastructure tariff that is being set by a government body and paid to RZD as an owner of the infrastructure. The smaller is the price charged by an operator for providing a client with rolling stock. If a shipper, for example, a factory, possesses its own rolling stock then it doesn’t pay the second component. This component is usually being paid as a rent per wagon per day. In mid-2012, the rent of a gondola car amounted to 1,800 rubles a day at a peak, and thus for a 10 day transportation a factory paid to a rail operator 18,000 rubles.
Since mid-2012 the rail freight market has been in steady decline, with the rates tracking the loading volumes trend. From 1,800 rubles a day for a gondola railcar it fell to less than 1,000 toward the end of the year and to 500-700 rubles now. These are incredible figures taking into account that a leasing payment a day for a new railcar reaches 700 rubles. Most of the railcars purchased in recent years have been bought on leasing terms. In other sectors, things seem to be better. The rates for tank wagons, for example, are of the same level as in 2012. But the decline in gondola cars led a fall in rates for flat wagons as some freight owners switched from flat wagons to gondola cars.
The outlook for 2013 is rather pessimistic. The fall in loading volumes may continue, in any case the government’s forecasts don’t give a hope for improvement. The Ministry for Economic Development recently announced that in the autumn the nation may face recession, though earlier this year the Ministry expressed opinion that this year there would be GDP growth at a rate of 3%. The amount of railcars is not going to be strongly reduced. With all these conditions taken into account we can see the process of consolidation of operators is being accelerated. Experts say that towards the end of the year the market can see a few M&A deals as many operator companies were formed by non-industry investors in attempts to earn on a steadily growing market. And that was one of the reasons for the operators market to become inflated in 2009-2012. Now it’s time to get out and count the profits. Or, maybe, losses.
M&A Deals in Russian Rail Freight Market on a Rise
The process of consolidation on the Russian rail freight market is accelerating.
More and more companies are being sold and are being bought in Russia as freight owners try to focus on their core business. Recently, ZapSib-Transservice LLC purchased 100% stake in Kuzbass Transport Company, a captive operator of Kuzbass Fuel Company. The press-service of ZapSib-Transservice reports that as a result of the contract, the company’s fleet increased by 3,128 wagons.
A part of the deal was a five-year contract for 65% of Kuzbass Transport Company’s freight base transportation, which will require usage of additional rolling stock. For it, ZabSib-Service plans to use a part of its own wagon fleet, and to use railcars from the market if necessary.
After the purchase of Kuzbass Transport Company, ZapSib-Transservice owns more than 12,000 railcars. The company is going to expand it to 20,000 units within 2 years.
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase 100% stake in Bashneft-Trans (Sistema controls Bashneft), the press-service of the FAS says.
FAS took the decision on March 28. According to the report, Bashneft-Trans provides railway services. The press service of Bashneft confirmed that the company is selling Bashneft-Trans in accordance with its strategy of selling non-core assets.
Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the joint venture partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russian largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012).
Earlier, Globaltrans Investment PLC has completed the acquisition of 100% of MMK-Trans LLC for a cash consideration of USD 250 million and assuming net debt and working capital of approximately USD 84.5 million, the company says in its press-release.
MMK-Trans was formerly the captive freight rail operator of MMK Group, one of the largest single-site steelmakers in Russia. The transaction was announced on 19 December 2012.
MMK-Trans principally handles cargoes of the MMK Group, primarily metallurgical cargoes and coal. As part of the transaction, Globaltrans entered into a five-year contract guaranteed by MMK Group to supply it with rail transportation services for at least 70% of MMK’s rail cargo flows. The contract will become effective from 1 March 2013.
Following the transaction Globaltrans’ combined owned fleet amounts to 61,965 units with a combined total fleet of 65,399 units. Globaltrans Investment PLC has agreed with Metalloinvest to continue transporting 100% of its rail volumes.
Under the contractual arrangements, from 01 June 2013 to 31 May 2015 the Group will transport 100% of Metalloinvest rail volumes, an increase from the minimum 60% initially agreed for the period. From now, transportation prices are subject to quarterly review and agreement between the parties.
Vladimir Putin Gives a GO to BAM Reconstruction Funding
Russia President Vladimir Putin said as from next year, the Government would allocate funds for developing the Baikal-Amur Mainline (BAM), which is essential for developing transit traffic and guaranteeing Russian businesses’ the means for transporting their products to the markets.
The President noted that up to 200 billion rubles [$6 billion] from reserve funds will go into issuing infrastructure bonds to develop the BAM. The bonds will also help to finance the start of high-speed rail construction.
“After long and complex consultations and disputes, some aspects of which have not been resolved, we have agreed on an unprecedentedly large sum of state program financing. This sum is simply huge,” Prime Minister Dmitry Medvedev told a government meeting which discussed investment projects for the development of Russia’s Far East and Baikal area.
“I suggest that we use revenues from investment by the National Welfare Fund as sources of financing. Also, the Pension Fund’s financial resources may be used for loans to implement investment projects,” Medvedev said.
Russia’s Reserve and National Welfare Funds are oil wealth funds which hold cash from windfall oil revenues to provide a cushion for Russia’s budget at a time of deterioration in the global and domestic economies.
The new state program for the accelerated development of the Baikal area and the Russian Far East through 2020 sets out over 10 trillion rubles ($320 billion) in spending, including 3.8 trillion rubles from the federal budget, to turn them “into a competitive region with a diversified economy and improvements in the social and demographic situation in the macro-region’s territory,” the government’s press office said previously.
The program, which envisages financing from the federal budget, loan funds and private investment, was first discussed at a government meeting on March 21, but met with strong criticism from Finance Minister Anton Siluanov who criticized the excessive spending involved.
Medvedev said the development of Russia’s vast Far East area, which is home to just 6 million of Russia’s 142 million people, was a priority target for the federal government.
The project will get solid back from regional authorities. Irkutsk region will support the project of the development of the Baikal-Amur Mainline (BAM) and the Trans-Siberian Railway (Transsib), Sergey Eroschenko, the Governor of the Irkutsk region, told journalists in Irkutsk on Wednesday.
“We are going to support it (the project), and co-finance it. $3.7 billion are now available to invest (the size of the regional investment fund). We will use the funds to prepare the design specifications and estimates,” - said the Governor of the region as quoted by Interfax.
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[DETAIL_TEXT] => Investors Are Eager To Get Control Over Regional Airports
Basel Aero is going to invest in construction of a new airport in the Saratov region. The news reflects a growing trend: big businesses are heavily competing with each other in a rush to turn rather small airports in Russian cities outside Moscow and St Petersburg regions into new points of growth.
In recent years, some companies backed by tycoons have invested billions of dollars in an area that used to be on the periphery of the oil-and gas- rich country’s business life. While the biggest Russian airports in Moscow and St Petersburg are already under the control of state and private investors, newcomers are moving into these regions. They are Basel Aero, a joint stock of an industrial holding Basel, Sberbank and Changi Airports International; it’s a part of Oleg Deripaska’s empire; Airports of Regions that’s part of Viktor Vekselberg’s Renova corporation; and Novaport linked to Oleg Trotsenko.
Novaport now own shares in seven regional airports including such as Novosibirsk and Chelyabinsk, Basel Aero holds a stake in five, among which are Sochi and Krasnodar, and three Airports of regions with two more in a project stage. Roughly, the basics of investment are simple: for every 1 million passengers it’s needed 1.5 billion rubles ($50 million) of capital expenditures. The focus of the investments is the construction or modernisation of passenger pavilions, the optimisation of business processes, the development of retail, food and entertainment. The reconstruction of production facilities such as runways etc. is wholly up to federal and regional budgets’, not private funds.
The reason behind this boom in regional airports development is the willingness of regional authorities to renew their obsolete airports which is often the first thing that visitors to a city see. For investors it’s just a good opportunity to get available funds working. Actually, that’s not investments in transport and logistics as such; rather it’s an opportunity to earn on retail and entertainment in places with high footfall. And this traffic is growing: in 2012 it grew by 15.4% on 2011, with a 5% global growth rate. In 2015, within the country the airlines are forecast to transport 33.4 million passengers with a 30% growth on 2012, and in 2014 the number is predicted to be 44 million.
Rail Operators Rates Go Down
The profitability of rail operators in Russia has been hit hard by surplus rolling stock in 2012-2013, and the situation doesn’t seem to get better this year.
In Russia, the cost of railway transportation has two components. The larger is the infrastructure tariff that is being set by a government body and paid to RZD as an owner of the infrastructure. The smaller is the price charged by an operator for providing a client with rolling stock. If a shipper, for example, a factory, possesses its own rolling stock then it doesn’t pay the second component. This component is usually being paid as a rent per wagon per day. In mid-2012, the rent of a gondola car amounted to 1,800 rubles a day at a peak, and thus for a 10 day transportation a factory paid to a rail operator 18,000 rubles.
Since mid-2012 the rail freight market has been in steady decline, with the rates tracking the loading volumes trend. From 1,800 rubles a day for a gondola railcar it fell to less than 1,000 toward the end of the year and to 500-700 rubles now. These are incredible figures taking into account that a leasing payment a day for a new railcar reaches 700 rubles. Most of the railcars purchased in recent years have been bought on leasing terms. In other sectors, things seem to be better. The rates for tank wagons, for example, are of the same level as in 2012. But the decline in gondola cars led a fall in rates for flat wagons as some freight owners switched from flat wagons to gondola cars.
The outlook for 2013 is rather pessimistic. The fall in loading volumes may continue, in any case the government’s forecasts don’t give a hope for improvement. The Ministry for Economic Development recently announced that in the autumn the nation may face recession, though earlier this year the Ministry expressed opinion that this year there would be GDP growth at a rate of 3%. The amount of railcars is not going to be strongly reduced. With all these conditions taken into account we can see the process of consolidation of operators is being accelerated. Experts say that towards the end of the year the market can see a few M&A deals as many operator companies were formed by non-industry investors in attempts to earn on a steadily growing market. And that was one of the reasons for the operators market to become inflated in 2009-2012. Now it’s time to get out and count the profits. Or, maybe, losses.
M&A Deals in Russian Rail Freight Market on a Rise
The process of consolidation on the Russian rail freight market is accelerating.
More and more companies are being sold and are being bought in Russia as freight owners try to focus on their core business. Recently, ZapSib-Transservice LLC purchased 100% stake in Kuzbass Transport Company, a captive operator of Kuzbass Fuel Company. The press-service of ZapSib-Transservice reports that as a result of the contract, the company’s fleet increased by 3,128 wagons.
A part of the deal was a five-year contract for 65% of Kuzbass Transport Company’s freight base transportation, which will require usage of additional rolling stock. For it, ZabSib-Service plans to use a part of its own wagon fleet, and to use railcars from the market if necessary.
After the purchase of Kuzbass Transport Company, ZapSib-Transservice owns more than 12,000 railcars. The company is going to expand it to 20,000 units within 2 years.
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase 100% stake in Bashneft-Trans (Sistema controls Bashneft), the press-service of the FAS says.
FAS took the decision on March 28. According to the report, Bashneft-Trans provides railway services. The press service of Bashneft confirmed that the company is selling Bashneft-Trans in accordance with its strategy of selling non-core assets.
Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the joint venture partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russian largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012).
Earlier, Globaltrans Investment PLC has completed the acquisition of 100% of MMK-Trans LLC for a cash consideration of USD 250 million and assuming net debt and working capital of approximately USD 84.5 million, the company says in its press-release.
MMK-Trans was formerly the captive freight rail operator of MMK Group, one of the largest single-site steelmakers in Russia. The transaction was announced on 19 December 2012.
MMK-Trans principally handles cargoes of the MMK Group, primarily metallurgical cargoes and coal. As part of the transaction, Globaltrans entered into a five-year contract guaranteed by MMK Group to supply it with rail transportation services for at least 70% of MMK’s rail cargo flows. The contract will become effective from 1 March 2013.
Following the transaction Globaltrans’ combined owned fleet amounts to 61,965 units with a combined total fleet of 65,399 units. Globaltrans Investment PLC has agreed with Metalloinvest to continue transporting 100% of its rail volumes.
Under the contractual arrangements, from 01 June 2013 to 31 May 2015 the Group will transport 100% of Metalloinvest rail volumes, an increase from the minimum 60% initially agreed for the period. From now, transportation prices are subject to quarterly review and agreement between the parties.
Vladimir Putin Gives a GO to BAM Reconstruction Funding
Russia President Vladimir Putin said as from next year, the Government would allocate funds for developing the Baikal-Amur Mainline (BAM), which is essential for developing transit traffic and guaranteeing Russian businesses’ the means for transporting their products to the markets.
The President noted that up to 200 billion rubles [$6 billion] from reserve funds will go into issuing infrastructure bonds to develop the BAM. The bonds will also help to finance the start of high-speed rail construction.
“After long and complex consultations and disputes, some aspects of which have not been resolved, we have agreed on an unprecedentedly large sum of state program financing. This sum is simply huge,” Prime Minister Dmitry Medvedev told a government meeting which discussed investment projects for the development of Russia’s Far East and Baikal area.
“I suggest that we use revenues from investment by the National Welfare Fund as sources of financing. Also, the Pension Fund’s financial resources may be used for loans to implement investment projects,” Medvedev said.
Russia’s Reserve and National Welfare Funds are oil wealth funds which hold cash from windfall oil revenues to provide a cushion for Russia’s budget at a time of deterioration in the global and domestic economies.
The new state program for the accelerated development of the Baikal area and the Russian Far East through 2020 sets out over 10 trillion rubles ($320 billion) in spending, including 3.8 trillion rubles from the federal budget, to turn them “into a competitive region with a diversified economy and improvements in the social and demographic situation in the macro-region’s territory,” the government’s press office said previously.
The program, which envisages financing from the federal budget, loan funds and private investment, was first discussed at a government meeting on March 21, but met with strong criticism from Finance Minister Anton Siluanov who criticized the excessive spending involved.
Medvedev said the development of Russia’s vast Far East area, which is home to just 6 million of Russia’s 142 million people, was a priority target for the federal government.
The project will get solid back from regional authorities. Irkutsk region will support the project of the development of the Baikal-Amur Mainline (BAM) and the Trans-Siberian Railway (Transsib), Sergey Eroschenko, the Governor of the Irkutsk region, told journalists in Irkutsk on Wednesday.
“We are going to support it (the project), and co-finance it. $3.7 billion are now available to invest (the size of the regional investment fund). We will use the funds to prepare the design specifications and estimates,” - said the Governor of the region as quoted by Interfax.
[~DETAIL_TEXT] => Investors Are Eager To Get Control Over Regional Airports
Basel Aero is going to invest in construction of a new airport in the Saratov region. The news reflects a growing trend: big businesses are heavily competing with each other in a rush to turn rather small airports in Russian cities outside Moscow and St Petersburg regions into new points of growth.
In recent years, some companies backed by tycoons have invested billions of dollars in an area that used to be on the periphery of the oil-and gas- rich country’s business life. While the biggest Russian airports in Moscow and St Petersburg are already under the control of state and private investors, newcomers are moving into these regions. They are Basel Aero, a joint stock of an industrial holding Basel, Sberbank and Changi Airports International; it’s a part of Oleg Deripaska’s empire; Airports of Regions that’s part of Viktor Vekselberg’s Renova corporation; and Novaport linked to Oleg Trotsenko.
Novaport now own shares in seven regional airports including such as Novosibirsk and Chelyabinsk, Basel Aero holds a stake in five, among which are Sochi and Krasnodar, and three Airports of regions with two more in a project stage. Roughly, the basics of investment are simple: for every 1 million passengers it’s needed 1.5 billion rubles ($50 million) of capital expenditures. The focus of the investments is the construction or modernisation of passenger pavilions, the optimisation of business processes, the development of retail, food and entertainment. The reconstruction of production facilities such as runways etc. is wholly up to federal and regional budgets’, not private funds.
The reason behind this boom in regional airports development is the willingness of regional authorities to renew their obsolete airports which is often the first thing that visitors to a city see. For investors it’s just a good opportunity to get available funds working. Actually, that’s not investments in transport and logistics as such; rather it’s an opportunity to earn on retail and entertainment in places with high footfall. And this traffic is growing: in 2012 it grew by 15.4% on 2011, with a 5% global growth rate. In 2015, within the country the airlines are forecast to transport 33.4 million passengers with a 30% growth on 2012, and in 2014 the number is predicted to be 44 million.
Rail Operators Rates Go Down
The profitability of rail operators in Russia has been hit hard by surplus rolling stock in 2012-2013, and the situation doesn’t seem to get better this year.
In Russia, the cost of railway transportation has two components. The larger is the infrastructure tariff that is being set by a government body and paid to RZD as an owner of the infrastructure. The smaller is the price charged by an operator for providing a client with rolling stock. If a shipper, for example, a factory, possesses its own rolling stock then it doesn’t pay the second component. This component is usually being paid as a rent per wagon per day. In mid-2012, the rent of a gondola car amounted to 1,800 rubles a day at a peak, and thus for a 10 day transportation a factory paid to a rail operator 18,000 rubles.
Since mid-2012 the rail freight market has been in steady decline, with the rates tracking the loading volumes trend. From 1,800 rubles a day for a gondola railcar it fell to less than 1,000 toward the end of the year and to 500-700 rubles now. These are incredible figures taking into account that a leasing payment a day for a new railcar reaches 700 rubles. Most of the railcars purchased in recent years have been bought on leasing terms. In other sectors, things seem to be better. The rates for tank wagons, for example, are of the same level as in 2012. But the decline in gondola cars led a fall in rates for flat wagons as some freight owners switched from flat wagons to gondola cars.
The outlook for 2013 is rather pessimistic. The fall in loading volumes may continue, in any case the government’s forecasts don’t give a hope for improvement. The Ministry for Economic Development recently announced that in the autumn the nation may face recession, though earlier this year the Ministry expressed opinion that this year there would be GDP growth at a rate of 3%. The amount of railcars is not going to be strongly reduced. With all these conditions taken into account we can see the process of consolidation of operators is being accelerated. Experts say that towards the end of the year the market can see a few M&A deals as many operator companies were formed by non-industry investors in attempts to earn on a steadily growing market. And that was one of the reasons for the operators market to become inflated in 2009-2012. Now it’s time to get out and count the profits. Or, maybe, losses.
M&A Deals in Russian Rail Freight Market on a Rise
The process of consolidation on the Russian rail freight market is accelerating.
More and more companies are being sold and are being bought in Russia as freight owners try to focus on their core business. Recently, ZapSib-Transservice LLC purchased 100% stake in Kuzbass Transport Company, a captive operator of Kuzbass Fuel Company. The press-service of ZapSib-Transservice reports that as a result of the contract, the company’s fleet increased by 3,128 wagons.
A part of the deal was a five-year contract for 65% of Kuzbass Transport Company’s freight base transportation, which will require usage of additional rolling stock. For it, ZabSib-Service plans to use a part of its own wagon fleet, and to use railcars from the market if necessary.
After the purchase of Kuzbass Transport Company, ZapSib-Transservice owns more than 12,000 railcars. The company is going to expand it to 20,000 units within 2 years.
The Federal Antimonopoly Service (FAS) of Russia has allowed the Financial Alliance (a joint venture of AFK Sistema and its partners) to purchase 100% stake in Bashneft-Trans (Sistema controls Bashneft), the press-service of the FAS says.
FAS took the decision on March 28. According to the report, Bashneft-Trans provides railway services. The press service of Bashneft confirmed that the company is selling Bashneft-Trans in accordance with its strategy of selling non-core assets.
Financial Alliance was created by AFK Sistema on a par with its management. On the basis of the joint venture partners intend to develop the railway business, jointly investing in purchases. In particular, the JV is supposed to get a 100% stake in SG-Trans, Russian largest railway operator engaged in liquefied hydrocarbon gas (AFK Sistema bought it from the government in 2012).
Earlier, Globaltrans Investment PLC has completed the acquisition of 100% of MMK-Trans LLC for a cash consideration of USD 250 million and assuming net debt and working capital of approximately USD 84.5 million, the company says in its press-release.
MMK-Trans was formerly the captive freight rail operator of MMK Group, one of the largest single-site steelmakers in Russia. The transaction was announced on 19 December 2012.
MMK-Trans principally handles cargoes of the MMK Group, primarily metallurgical cargoes and coal. As part of the transaction, Globaltrans entered into a five-year contract guaranteed by MMK Group to supply it with rail transportation services for at least 70% of MMK’s rail cargo flows. The contract will become effective from 1 March 2013.
Following the transaction Globaltrans’ combined owned fleet amounts to 61,965 units with a combined total fleet of 65,399 units. Globaltrans Investment PLC has agreed with Metalloinvest to continue transporting 100% of its rail volumes.
Under the contractual arrangements, from 01 June 2013 to 31 May 2015 the Group will transport 100% of Metalloinvest rail volumes, an increase from the minimum 60% initially agreed for the period. From now, transportation prices are subject to quarterly review and agreement between the parties.
Vladimir Putin Gives a GO to BAM Reconstruction Funding
Russia President Vladimir Putin said as from next year, the Government would allocate funds for developing the Baikal-Amur Mainline (BAM), which is essential for developing transit traffic and guaranteeing Russian businesses’ the means for transporting their products to the markets.
The President noted that up to 200 billion rubles [$6 billion] from reserve funds will go into issuing infrastructure bonds to develop the BAM. The bonds will also help to finance the start of high-speed rail construction.
“After long and complex consultations and disputes, some aspects of which have not been resolved, we have agreed on an unprecedentedly large sum of state program financing. This sum is simply huge,” Prime Minister Dmitry Medvedev told a government meeting which discussed investment projects for the development of Russia’s Far East and Baikal area.
“I suggest that we use revenues from investment by the National Welfare Fund as sources of financing. Also, the Pension Fund’s financial resources may be used for loans to implement investment projects,” Medvedev said.
Russia’s Reserve and National Welfare Funds are oil wealth funds which hold cash from windfall oil revenues to provide a cushion for Russia’s budget at a time of deterioration in the global and domestic economies.
The new state program for the accelerated development of the Baikal area and the Russian Far East through 2020 sets out over 10 trillion rubles ($320 billion) in spending, including 3.8 trillion rubles from the federal budget, to turn them “into a competitive region with a diversified economy and improvements in the social and demographic situation in the macro-region’s territory,” the government’s press office said previously.
The program, which envisages financing from the federal budget, loan funds and private investment, was first discussed at a government meeting on March 21, but met with strong criticism from Finance Minister Anton Siluanov who criticized the excessive spending involved.
Medvedev said the development of Russia’s vast Far East area, which is home to just 6 million of Russia’s 142 million people, was a priority target for the federal government.
The project will get solid back from regional authorities. Irkutsk region will support the project of the development of the Baikal-Amur Mainline (BAM) and the Trans-Siberian Railway (Transsib), Sergey Eroschenko, the Governor of the Irkutsk region, told journalists in Irkutsk on Wednesday.
“We are going to support it (the project), and co-finance it. $3.7 billion are now available to invest (the size of the regional investment fund). We will use the funds to prepare the design specifications and estimates,” - said the Governor of the region as quoted by Interfax.
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