III КВАРТАЛ 2022Г. - 55 баллов
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A lot of productive and “resonant” projects in the transport-logistical sphere have been launched in Russia within the last few years. Each of them had their own orientation, specificity and audience. The RZD-Partner International gives here a review of industrial exhibitions, conferences and forums with the purpose of helping its readers understand which of them are worth visiting.Array
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[NAME] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
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[DETAIL_TEXT] => “TransRussia”– All Means of Transport
“TransRussia” is the largest multi-transportation logistical exhibition coupled with a conference in Russia, where all possible means of transport are presented. Its organisers’ opinion is that it can be interesting to everyone who is connected with logistics, including cargo owners. In 2009, the events will take place on the same territory, in a new conference hall of the exhibition complex Expocentre. In this respect the conference work schedule is conveniently adapted both for visitors and participants. “Companies which do not participate in “TransRussia” as exhibitors also consider it necessary to visit the exhibition,” says Tatyana Yastrebova, the director of the exhibition. “It can be explained by the fact that “TransRussia” is a picture of the state of today’s transport and logistical services market, and also it gives the perfect opportunity to analyse the trends of this market’s development and possible changes in direction that it may take. Besides, it is an excellent opportunity to study the advantages of competitors and, in this way, to more clearly formulate your own competitive advantages, to make new business contacts and strengthen existing ones.” In 2008, 525 companies from 29 countries took part in “TransRussia”. More than 26,400 experts from 480 Russian cities, and also from Belarus, Ukraine, Estonia, Latvia, Lithuania, Kazakhstan, Finland, Germany, Poland and other countries visited the exhibition during its four days.
“Visiting the “TransRussia” exhibition will certainly be useful for international transport companies whose activity is connected with transportation either through Russia or the Baltic states and the CIS,” emphasises Ms Yastrebova.
All Railway Transport Aspects at One Conference
Due to its complexity and wide range of discussed themes, the international conference “Transport Services Market: Cooperation and Partnership” is the leader among other sectoral events. It is one of the most popular events, where a wide range of companies operating in the transport services market take part.
Traditionally, more than 1,000 delegates meet at the conference. Among them there are representatives of transport and logistic departments of cargo owners, top managers of forwarding companies and operators, as well as partners interested in development and attraction of new clients.
It is worth mentioning that the conference has been successfully held six years running. During this time, the conference has become international, which proves the increasing interest of foreign companies in the Russian market, and creates a new forum where the interaction of OAO RZD and its foreign partners may be discussed.
In 2008, the conference was visited by top managers of such companies as Alstom, Bombardier Transportation, VR, and one of the round-table discussions was devoted to applying and adapting international experience to reforming the Russian railways.
Every year, the conference creates an opportunity to share opinions and contact with officials, top managers of OAO RZD and heads of the largest Russian and foreign companies. The format and themes of the conference show how serious the discussed problems are and the status of speakers and participants. For example, in 2008 speeches at the conference were made by Deputy Prime Minister and RZD Chairman Alexander Zhukov, OAO Russian Railways President Vladimir Yakunin, the RF Deputy Transport Minister Alexander Misharin, Chairman of the State Duma Committee for Transport Sergey Shishkaryov, President of Association of Transporters and Rolling Stock Operators Vladimir Prokofyev, and other important decision-makers.
At the forthcoming conference in 2009, the participants will discuss urgent issues of the reform and structural changes in railway transport, problems of service quality improvement, tariff policy and the interaction of transport systems between Russia and neighbouring states.
At a High Level
The annual International railway business-forum “Strategic Partnership 1520” is traditionally held in Sochi in late spring.
It is the only forum for setting, keeping and developing business relations in the “1520 area”. An important role is played by regional forums in “Strategic Partnership 1520”. They are targeted at developing a strategic dialogue in four macro-regions of the “1520 area” – Central Asia, Caucasus, Eastern Europe and the Baltic states.
The mission of the forum is to develop a single strategy for the railway sector in the countries with a standard 1520 mm wide gauge.
Traditionally, the most important themes are transport infrastructure modernisation, considering the economic development of “1520 area” states and international service standards, new investment projects and the mechanisms of public-private partnership. Every year, the event is visited by owners and managers of leading Russian companies as well as investors. Being one of the status events in the deluxe transport segment, the business forum “Strategic Partnership 1520” is the place where the most powerful players in the sector make decisions about further development of the railway industry in the “1520 area”. In the words of organisers, the forum is a unique event, where all aspects of business processes held in the “1520 area” are discussed. And all interested parties participate in the discussion. Today, it is the only forum for open and informal dialogue at the highest level. Its participants use and develop successfully the major competitive advantages of the “1520 area” – historically built transport networks and the confidence its member-states have in each other.
In the framework of the forum, foreign delegates can learn about the Russian market and share their experience with Russian companies. The strategic goal of the event is to make the “1520 area” a developed transport and logistics system, to ensure it has a leading position in the world.
The Biggest Contracts
The International Salon of Rolling Stock and Rail Technologies EXPO1520 is a unique event. Only there can producers demonstrate their goods to the most important consumers. The salon is held twice a year in Scherbinka (a Moscow suburb). Equipped with an experimental rail ring, it allows the producers to demonstrate new special machinery and equipment. In 2007, the salon’s area was more than 7,000 sq. metres, and more than 200 companies from 20 countries took part in the event. It is worth noting that representatives of international companies were especially interested in the event. Also, participants in the salon visited an international business conference, where issues of machine-building, rolling stock renewal, and problems of innovative and investment activities were discussed.
The format of EXPO 1520 is designed to carry out the major goal of the salon – uniting the interests of producers and consumers of railway machinery and services to form conditions for the effective development of the transport system, and modernisation of railways with a 1520 mm wide gauge.
Top managers of railway companies, chief engineers, owners of rolling stock and non-public infrastructure, operators of freight and passenger railcars and railway machinery go there to study demand and present their products. The special atmosphere of the salon creates all the prerequisites for concluding multi-billion-rouble contracts.
Supported by the State
The annual international transport forum and national transport exhibition “Transport of Russia” is traditionally held with the support of the RF Transport Ministry. Representatives of the largest companies, such as OAO RZD, ZAO Transmashholding, OAO TransContainer, N-Trans, and others, meet at the forum. A lot of officials take part in the event – representatives of the Russian Transport Ministry, federal and regional bodies with legislative and executive powers, as well as top managers of large Russian and foreign transport companies.
The forum gives the opportunity for representatives of all transport sectors to understand their competitive advantages and evaluate the benefits of other market players.
Special attention is paid to innovation projects and elaborations. For example, in 2008, new projects for developing Russia’s transport sector were presented at the forum. Its participants learnt the social and economic development programmes for Saint Petersburg, the Krasnodar region, the Republic of Sakha, etc. Thus, the major goals of the event – to demonstrate the current condition and plans of the transport sector and to present state programme documents concerning all segments of the transport market to the community – were reached.
National transport exhibition “Transport of Russia” plays an important role too. Launched as a RF Transport Ministry report on the work of all transport sectors, the exhibition became an event where one could get familiar with the latest innovative transport projects, present projects to investors, and share one’s experience with others.
Safety Is a Vital Topic
The 2nd International Forum “Safety of Transport Complexes” and the second specialised exhibition “TransPortSafety” will take place in St.Petersburg at the Exhibition Center of the “Russian Federation Northwest” on June 17-19, 2009. The subjects considered by these events include transport safety problems and related topics, which will be considered in their entirety, regardless of the means of transport. The complex approach to this problem has allowed organisers of this event to hold it in a format of a forum. 240 experts participated in it last year. There were 27 expositions from Russia, Ukraine and Sweden. “The main idea of the exhibition was the unification of all safety aspects for transport complexes within one project,” says Olga Luchitskaya, the PR manager of exhibition association “Sivel”. The principle of the complex approach to the creation of a safety technology chain for transport sites and units was used as a basis for the exposition’s structure.
A wide range of technical equipment and services was introduced to forum visitors. The most favourable conditions for business cooperation between developers and manufacturers, suppliers and consumers of safety technologies at transport facilities were created.
A wide spectrum of questions regarding designing and creation of universal safety systems for transport units, development and practical application of advanced technologies and equipment for preventing and eliminating emergencies of various kinds, environmental protection and insurance will be considered during the Forum’s Scientific and Practical Conference in 2009.
By Amra Pavlova
[~DETAIL_TEXT] => “TransRussia”– All Means of Transport
“TransRussia” is the largest multi-transportation logistical exhibition coupled with a conference in Russia, where all possible means of transport are presented. Its organisers’ opinion is that it can be interesting to everyone who is connected with logistics, including cargo owners. In 2009, the events will take place on the same territory, in a new conference hall of the exhibition complex Expocentre. In this respect the conference work schedule is conveniently adapted both for visitors and participants. “Companies which do not participate in “TransRussia” as exhibitors also consider it necessary to visit the exhibition,” says Tatyana Yastrebova, the director of the exhibition. “It can be explained by the fact that “TransRussia” is a picture of the state of today’s transport and logistical services market, and also it gives the perfect opportunity to analyse the trends of this market’s development and possible changes in direction that it may take. Besides, it is an excellent opportunity to study the advantages of competitors and, in this way, to more clearly formulate your own competitive advantages, to make new business contacts and strengthen existing ones.” In 2008, 525 companies from 29 countries took part in “TransRussia”. More than 26,400 experts from 480 Russian cities, and also from Belarus, Ukraine, Estonia, Latvia, Lithuania, Kazakhstan, Finland, Germany, Poland and other countries visited the exhibition during its four days.
“Visiting the “TransRussia” exhibition will certainly be useful for international transport companies whose activity is connected with transportation either through Russia or the Baltic states and the CIS,” emphasises Ms Yastrebova.
All Railway Transport Aspects at One Conference
Due to its complexity and wide range of discussed themes, the international conference “Transport Services Market: Cooperation and Partnership” is the leader among other sectoral events. It is one of the most popular events, where a wide range of companies operating in the transport services market take part.
Traditionally, more than 1,000 delegates meet at the conference. Among them there are representatives of transport and logistic departments of cargo owners, top managers of forwarding companies and operators, as well as partners interested in development and attraction of new clients.
It is worth mentioning that the conference has been successfully held six years running. During this time, the conference has become international, which proves the increasing interest of foreign companies in the Russian market, and creates a new forum where the interaction of OAO RZD and its foreign partners may be discussed.
In 2008, the conference was visited by top managers of such companies as Alstom, Bombardier Transportation, VR, and one of the round-table discussions was devoted to applying and adapting international experience to reforming the Russian railways.
Every year, the conference creates an opportunity to share opinions and contact with officials, top managers of OAO RZD and heads of the largest Russian and foreign companies. The format and themes of the conference show how serious the discussed problems are and the status of speakers and participants. For example, in 2008 speeches at the conference were made by Deputy Prime Minister and RZD Chairman Alexander Zhukov, OAO Russian Railways President Vladimir Yakunin, the RF Deputy Transport Minister Alexander Misharin, Chairman of the State Duma Committee for Transport Sergey Shishkaryov, President of Association of Transporters and Rolling Stock Operators Vladimir Prokofyev, and other important decision-makers.
At the forthcoming conference in 2009, the participants will discuss urgent issues of the reform and structural changes in railway transport, problems of service quality improvement, tariff policy and the interaction of transport systems between Russia and neighbouring states.
At a High Level
The annual International railway business-forum “Strategic Partnership 1520” is traditionally held in Sochi in late spring.
It is the only forum for setting, keeping and developing business relations in the “1520 area”. An important role is played by regional forums in “Strategic Partnership 1520”. They are targeted at developing a strategic dialogue in four macro-regions of the “1520 area” – Central Asia, Caucasus, Eastern Europe and the Baltic states.
The mission of the forum is to develop a single strategy for the railway sector in the countries with a standard 1520 mm wide gauge.
Traditionally, the most important themes are transport infrastructure modernisation, considering the economic development of “1520 area” states and international service standards, new investment projects and the mechanisms of public-private partnership. Every year, the event is visited by owners and managers of leading Russian companies as well as investors. Being one of the status events in the deluxe transport segment, the business forum “Strategic Partnership 1520” is the place where the most powerful players in the sector make decisions about further development of the railway industry in the “1520 area”. In the words of organisers, the forum is a unique event, where all aspects of business processes held in the “1520 area” are discussed. And all interested parties participate in the discussion. Today, it is the only forum for open and informal dialogue at the highest level. Its participants use and develop successfully the major competitive advantages of the “1520 area” – historically built transport networks and the confidence its member-states have in each other.
In the framework of the forum, foreign delegates can learn about the Russian market and share their experience with Russian companies. The strategic goal of the event is to make the “1520 area” a developed transport and logistics system, to ensure it has a leading position in the world.
The Biggest Contracts
The International Salon of Rolling Stock and Rail Technologies EXPO1520 is a unique event. Only there can producers demonstrate their goods to the most important consumers. The salon is held twice a year in Scherbinka (a Moscow suburb). Equipped with an experimental rail ring, it allows the producers to demonstrate new special machinery and equipment. In 2007, the salon’s area was more than 7,000 sq. metres, and more than 200 companies from 20 countries took part in the event. It is worth noting that representatives of international companies were especially interested in the event. Also, participants in the salon visited an international business conference, where issues of machine-building, rolling stock renewal, and problems of innovative and investment activities were discussed.
The format of EXPO 1520 is designed to carry out the major goal of the salon – uniting the interests of producers and consumers of railway machinery and services to form conditions for the effective development of the transport system, and modernisation of railways with a 1520 mm wide gauge.
Top managers of railway companies, chief engineers, owners of rolling stock and non-public infrastructure, operators of freight and passenger railcars and railway machinery go there to study demand and present their products. The special atmosphere of the salon creates all the prerequisites for concluding multi-billion-rouble contracts.
Supported by the State
The annual international transport forum and national transport exhibition “Transport of Russia” is traditionally held with the support of the RF Transport Ministry. Representatives of the largest companies, such as OAO RZD, ZAO Transmashholding, OAO TransContainer, N-Trans, and others, meet at the forum. A lot of officials take part in the event – representatives of the Russian Transport Ministry, federal and regional bodies with legislative and executive powers, as well as top managers of large Russian and foreign transport companies.
The forum gives the opportunity for representatives of all transport sectors to understand their competitive advantages and evaluate the benefits of other market players.
Special attention is paid to innovation projects and elaborations. For example, in 2008, new projects for developing Russia’s transport sector were presented at the forum. Its participants learnt the social and economic development programmes for Saint Petersburg, the Krasnodar region, the Republic of Sakha, etc. Thus, the major goals of the event – to demonstrate the current condition and plans of the transport sector and to present state programme documents concerning all segments of the transport market to the community – were reached.
National transport exhibition “Transport of Russia” plays an important role too. Launched as a RF Transport Ministry report on the work of all transport sectors, the exhibition became an event where one could get familiar with the latest innovative transport projects, present projects to investors, and share one’s experience with others.
Safety Is a Vital Topic
The 2nd International Forum “Safety of Transport Complexes” and the second specialised exhibition “TransPortSafety” will take place in St.Petersburg at the Exhibition Center of the “Russian Federation Northwest” on June 17-19, 2009. The subjects considered by these events include transport safety problems and related topics, which will be considered in their entirety, regardless of the means of transport. The complex approach to this problem has allowed organisers of this event to hold it in a format of a forum. 240 experts participated in it last year. There were 27 expositions from Russia, Ukraine and Sweden. “The main idea of the exhibition was the unification of all safety aspects for transport complexes within one project,” says Olga Luchitskaya, the PR manager of exhibition association “Sivel”. The principle of the complex approach to the creation of a safety technology chain for transport sites and units was used as a basis for the exposition’s structure.
A wide range of technical equipment and services was introduced to forum visitors. The most favourable conditions for business cooperation between developers and manufacturers, suppliers and consumers of safety technologies at transport facilities were created.
A wide spectrum of questions regarding designing and creation of universal safety systems for transport units, development and practical application of advanced technologies and equipment for preventing and eliminating emergencies of various kinds, environmental protection and insurance will be considered during the Forum’s Scientific and Practical Conference in 2009.
By Amra Pavlova
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/28.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />A lot of productive and “resonant” projects in the transport-logistical sphere have been launched in Russia within the last few years. Each of them had their own orientation, specificity and audience. The RZD-Partner International gives here a review of industrial exhibitions, conferences and forums with the purpose of helping its readers understand which of them are worth visiting.
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[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/28.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />A lot of productive and “resonant” projects in the transport-logistical sphere have been launched in Russia within the last few years. Each of them had their own orientation, specificity and audience. The RZD-Partner International gives here a review of industrial exhibitions, conferences and forums with the purpose of helping its readers understand which of them are worth visiting.
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[DETAIL_TEXT] => “TransRussia”– All Means of Transport
“TransRussia” is the largest multi-transportation logistical exhibition coupled with a conference in Russia, where all possible means of transport are presented. Its organisers’ opinion is that it can be interesting to everyone who is connected with logistics, including cargo owners. In 2009, the events will take place on the same territory, in a new conference hall of the exhibition complex Expocentre. In this respect the conference work schedule is conveniently adapted both for visitors and participants. “Companies which do not participate in “TransRussia” as exhibitors also consider it necessary to visit the exhibition,” says Tatyana Yastrebova, the director of the exhibition. “It can be explained by the fact that “TransRussia” is a picture of the state of today’s transport and logistical services market, and also it gives the perfect opportunity to analyse the trends of this market’s development and possible changes in direction that it may take. Besides, it is an excellent opportunity to study the advantages of competitors and, in this way, to more clearly formulate your own competitive advantages, to make new business contacts and strengthen existing ones.” In 2008, 525 companies from 29 countries took part in “TransRussia”. More than 26,400 experts from 480 Russian cities, and also from Belarus, Ukraine, Estonia, Latvia, Lithuania, Kazakhstan, Finland, Germany, Poland and other countries visited the exhibition during its four days.
“Visiting the “TransRussia” exhibition will certainly be useful for international transport companies whose activity is connected with transportation either through Russia or the Baltic states and the CIS,” emphasises Ms Yastrebova.
All Railway Transport Aspects at One Conference
Due to its complexity and wide range of discussed themes, the international conference “Transport Services Market: Cooperation and Partnership” is the leader among other sectoral events. It is one of the most popular events, where a wide range of companies operating in the transport services market take part.
Traditionally, more than 1,000 delegates meet at the conference. Among them there are representatives of transport and logistic departments of cargo owners, top managers of forwarding companies and operators, as well as partners interested in development and attraction of new clients.
It is worth mentioning that the conference has been successfully held six years running. During this time, the conference has become international, which proves the increasing interest of foreign companies in the Russian market, and creates a new forum where the interaction of OAO RZD and its foreign partners may be discussed.
In 2008, the conference was visited by top managers of such companies as Alstom, Bombardier Transportation, VR, and one of the round-table discussions was devoted to applying and adapting international experience to reforming the Russian railways.
Every year, the conference creates an opportunity to share opinions and contact with officials, top managers of OAO RZD and heads of the largest Russian and foreign companies. The format and themes of the conference show how serious the discussed problems are and the status of speakers and participants. For example, in 2008 speeches at the conference were made by Deputy Prime Minister and RZD Chairman Alexander Zhukov, OAO Russian Railways President Vladimir Yakunin, the RF Deputy Transport Minister Alexander Misharin, Chairman of the State Duma Committee for Transport Sergey Shishkaryov, President of Association of Transporters and Rolling Stock Operators Vladimir Prokofyev, and other important decision-makers.
At the forthcoming conference in 2009, the participants will discuss urgent issues of the reform and structural changes in railway transport, problems of service quality improvement, tariff policy and the interaction of transport systems between Russia and neighbouring states.
At a High Level
The annual International railway business-forum “Strategic Partnership 1520” is traditionally held in Sochi in late spring.
It is the only forum for setting, keeping and developing business relations in the “1520 area”. An important role is played by regional forums in “Strategic Partnership 1520”. They are targeted at developing a strategic dialogue in four macro-regions of the “1520 area” – Central Asia, Caucasus, Eastern Europe and the Baltic states.
The mission of the forum is to develop a single strategy for the railway sector in the countries with a standard 1520 mm wide gauge.
Traditionally, the most important themes are transport infrastructure modernisation, considering the economic development of “1520 area” states and international service standards, new investment projects and the mechanisms of public-private partnership. Every year, the event is visited by owners and managers of leading Russian companies as well as investors. Being one of the status events in the deluxe transport segment, the business forum “Strategic Partnership 1520” is the place where the most powerful players in the sector make decisions about further development of the railway industry in the “1520 area”. In the words of organisers, the forum is a unique event, where all aspects of business processes held in the “1520 area” are discussed. And all interested parties participate in the discussion. Today, it is the only forum for open and informal dialogue at the highest level. Its participants use and develop successfully the major competitive advantages of the “1520 area” – historically built transport networks and the confidence its member-states have in each other.
In the framework of the forum, foreign delegates can learn about the Russian market and share their experience with Russian companies. The strategic goal of the event is to make the “1520 area” a developed transport and logistics system, to ensure it has a leading position in the world.
The Biggest Contracts
The International Salon of Rolling Stock and Rail Technologies EXPO1520 is a unique event. Only there can producers demonstrate their goods to the most important consumers. The salon is held twice a year in Scherbinka (a Moscow suburb). Equipped with an experimental rail ring, it allows the producers to demonstrate new special machinery and equipment. In 2007, the salon’s area was more than 7,000 sq. metres, and more than 200 companies from 20 countries took part in the event. It is worth noting that representatives of international companies were especially interested in the event. Also, participants in the salon visited an international business conference, where issues of machine-building, rolling stock renewal, and problems of innovative and investment activities were discussed.
The format of EXPO 1520 is designed to carry out the major goal of the salon – uniting the interests of producers and consumers of railway machinery and services to form conditions for the effective development of the transport system, and modernisation of railways with a 1520 mm wide gauge.
Top managers of railway companies, chief engineers, owners of rolling stock and non-public infrastructure, operators of freight and passenger railcars and railway machinery go there to study demand and present their products. The special atmosphere of the salon creates all the prerequisites for concluding multi-billion-rouble contracts.
Supported by the State
The annual international transport forum and national transport exhibition “Transport of Russia” is traditionally held with the support of the RF Transport Ministry. Representatives of the largest companies, such as OAO RZD, ZAO Transmashholding, OAO TransContainer, N-Trans, and others, meet at the forum. A lot of officials take part in the event – representatives of the Russian Transport Ministry, federal and regional bodies with legislative and executive powers, as well as top managers of large Russian and foreign transport companies.
The forum gives the opportunity for representatives of all transport sectors to understand their competitive advantages and evaluate the benefits of other market players.
Special attention is paid to innovation projects and elaborations. For example, in 2008, new projects for developing Russia’s transport sector were presented at the forum. Its participants learnt the social and economic development programmes for Saint Petersburg, the Krasnodar region, the Republic of Sakha, etc. Thus, the major goals of the event – to demonstrate the current condition and plans of the transport sector and to present state programme documents concerning all segments of the transport market to the community – were reached.
National transport exhibition “Transport of Russia” plays an important role too. Launched as a RF Transport Ministry report on the work of all transport sectors, the exhibition became an event where one could get familiar with the latest innovative transport projects, present projects to investors, and share one’s experience with others.
Safety Is a Vital Topic
The 2nd International Forum “Safety of Transport Complexes” and the second specialised exhibition “TransPortSafety” will take place in St.Petersburg at the Exhibition Center of the “Russian Federation Northwest” on June 17-19, 2009. The subjects considered by these events include transport safety problems and related topics, which will be considered in their entirety, regardless of the means of transport. The complex approach to this problem has allowed organisers of this event to hold it in a format of a forum. 240 experts participated in it last year. There were 27 expositions from Russia, Ukraine and Sweden. “The main idea of the exhibition was the unification of all safety aspects for transport complexes within one project,” says Olga Luchitskaya, the PR manager of exhibition association “Sivel”. The principle of the complex approach to the creation of a safety technology chain for transport sites and units was used as a basis for the exposition’s structure.
A wide range of technical equipment and services was introduced to forum visitors. The most favourable conditions for business cooperation between developers and manufacturers, suppliers and consumers of safety technologies at transport facilities were created.
A wide spectrum of questions regarding designing and creation of universal safety systems for transport units, development and practical application of advanced technologies and equipment for preventing and eliminating emergencies of various kinds, environmental protection and insurance will be considered during the Forum’s Scientific and Practical Conference in 2009.
By Amra Pavlova
[~DETAIL_TEXT] => “TransRussia”– All Means of Transport
“TransRussia” is the largest multi-transportation logistical exhibition coupled with a conference in Russia, where all possible means of transport are presented. Its organisers’ opinion is that it can be interesting to everyone who is connected with logistics, including cargo owners. In 2009, the events will take place on the same territory, in a new conference hall of the exhibition complex Expocentre. In this respect the conference work schedule is conveniently adapted both for visitors and participants. “Companies which do not participate in “TransRussia” as exhibitors also consider it necessary to visit the exhibition,” says Tatyana Yastrebova, the director of the exhibition. “It can be explained by the fact that “TransRussia” is a picture of the state of today’s transport and logistical services market, and also it gives the perfect opportunity to analyse the trends of this market’s development and possible changes in direction that it may take. Besides, it is an excellent opportunity to study the advantages of competitors and, in this way, to more clearly formulate your own competitive advantages, to make new business contacts and strengthen existing ones.” In 2008, 525 companies from 29 countries took part in “TransRussia”. More than 26,400 experts from 480 Russian cities, and also from Belarus, Ukraine, Estonia, Latvia, Lithuania, Kazakhstan, Finland, Germany, Poland and other countries visited the exhibition during its four days.
“Visiting the “TransRussia” exhibition will certainly be useful for international transport companies whose activity is connected with transportation either through Russia or the Baltic states and the CIS,” emphasises Ms Yastrebova.
All Railway Transport Aspects at One Conference
Due to its complexity and wide range of discussed themes, the international conference “Transport Services Market: Cooperation and Partnership” is the leader among other sectoral events. It is one of the most popular events, where a wide range of companies operating in the transport services market take part.
Traditionally, more than 1,000 delegates meet at the conference. Among them there are representatives of transport and logistic departments of cargo owners, top managers of forwarding companies and operators, as well as partners interested in development and attraction of new clients.
It is worth mentioning that the conference has been successfully held six years running. During this time, the conference has become international, which proves the increasing interest of foreign companies in the Russian market, and creates a new forum where the interaction of OAO RZD and its foreign partners may be discussed.
In 2008, the conference was visited by top managers of such companies as Alstom, Bombardier Transportation, VR, and one of the round-table discussions was devoted to applying and adapting international experience to reforming the Russian railways.
Every year, the conference creates an opportunity to share opinions and contact with officials, top managers of OAO RZD and heads of the largest Russian and foreign companies. The format and themes of the conference show how serious the discussed problems are and the status of speakers and participants. For example, in 2008 speeches at the conference were made by Deputy Prime Minister and RZD Chairman Alexander Zhukov, OAO Russian Railways President Vladimir Yakunin, the RF Deputy Transport Minister Alexander Misharin, Chairman of the State Duma Committee for Transport Sergey Shishkaryov, President of Association of Transporters and Rolling Stock Operators Vladimir Prokofyev, and other important decision-makers.
At the forthcoming conference in 2009, the participants will discuss urgent issues of the reform and structural changes in railway transport, problems of service quality improvement, tariff policy and the interaction of transport systems between Russia and neighbouring states.
At a High Level
The annual International railway business-forum “Strategic Partnership 1520” is traditionally held in Sochi in late spring.
It is the only forum for setting, keeping and developing business relations in the “1520 area”. An important role is played by regional forums in “Strategic Partnership 1520”. They are targeted at developing a strategic dialogue in four macro-regions of the “1520 area” – Central Asia, Caucasus, Eastern Europe and the Baltic states.
The mission of the forum is to develop a single strategy for the railway sector in the countries with a standard 1520 mm wide gauge.
Traditionally, the most important themes are transport infrastructure modernisation, considering the economic development of “1520 area” states and international service standards, new investment projects and the mechanisms of public-private partnership. Every year, the event is visited by owners and managers of leading Russian companies as well as investors. Being one of the status events in the deluxe transport segment, the business forum “Strategic Partnership 1520” is the place where the most powerful players in the sector make decisions about further development of the railway industry in the “1520 area”. In the words of organisers, the forum is a unique event, where all aspects of business processes held in the “1520 area” are discussed. And all interested parties participate in the discussion. Today, it is the only forum for open and informal dialogue at the highest level. Its participants use and develop successfully the major competitive advantages of the “1520 area” – historically built transport networks and the confidence its member-states have in each other.
In the framework of the forum, foreign delegates can learn about the Russian market and share their experience with Russian companies. The strategic goal of the event is to make the “1520 area” a developed transport and logistics system, to ensure it has a leading position in the world.
The Biggest Contracts
The International Salon of Rolling Stock and Rail Technologies EXPO1520 is a unique event. Only there can producers demonstrate their goods to the most important consumers. The salon is held twice a year in Scherbinka (a Moscow suburb). Equipped with an experimental rail ring, it allows the producers to demonstrate new special machinery and equipment. In 2007, the salon’s area was more than 7,000 sq. metres, and more than 200 companies from 20 countries took part in the event. It is worth noting that representatives of international companies were especially interested in the event. Also, participants in the salon visited an international business conference, where issues of machine-building, rolling stock renewal, and problems of innovative and investment activities were discussed.
The format of EXPO 1520 is designed to carry out the major goal of the salon – uniting the interests of producers and consumers of railway machinery and services to form conditions for the effective development of the transport system, and modernisation of railways with a 1520 mm wide gauge.
Top managers of railway companies, chief engineers, owners of rolling stock and non-public infrastructure, operators of freight and passenger railcars and railway machinery go there to study demand and present their products. The special atmosphere of the salon creates all the prerequisites for concluding multi-billion-rouble contracts.
Supported by the State
The annual international transport forum and national transport exhibition “Transport of Russia” is traditionally held with the support of the RF Transport Ministry. Representatives of the largest companies, such as OAO RZD, ZAO Transmashholding, OAO TransContainer, N-Trans, and others, meet at the forum. A lot of officials take part in the event – representatives of the Russian Transport Ministry, federal and regional bodies with legislative and executive powers, as well as top managers of large Russian and foreign transport companies.
The forum gives the opportunity for representatives of all transport sectors to understand their competitive advantages and evaluate the benefits of other market players.
Special attention is paid to innovation projects and elaborations. For example, in 2008, new projects for developing Russia’s transport sector were presented at the forum. Its participants learnt the social and economic development programmes for Saint Petersburg, the Krasnodar region, the Republic of Sakha, etc. Thus, the major goals of the event – to demonstrate the current condition and plans of the transport sector and to present state programme documents concerning all segments of the transport market to the community – were reached.
National transport exhibition “Transport of Russia” plays an important role too. Launched as a RF Transport Ministry report on the work of all transport sectors, the exhibition became an event where one could get familiar with the latest innovative transport projects, present projects to investors, and share one’s experience with others.
Safety Is a Vital Topic
The 2nd International Forum “Safety of Transport Complexes” and the second specialised exhibition “TransPortSafety” will take place in St.Petersburg at the Exhibition Center of the “Russian Federation Northwest” on June 17-19, 2009. The subjects considered by these events include transport safety problems and related topics, which will be considered in their entirety, regardless of the means of transport. The complex approach to this problem has allowed organisers of this event to hold it in a format of a forum. 240 experts participated in it last year. There were 27 expositions from Russia, Ukraine and Sweden. “The main idea of the exhibition was the unification of all safety aspects for transport complexes within one project,” says Olga Luchitskaya, the PR manager of exhibition association “Sivel”. The principle of the complex approach to the creation of a safety technology chain for transport sites and units was used as a basis for the exposition’s structure.
A wide range of technical equipment and services was introduced to forum visitors. The most favourable conditions for business cooperation between developers and manufacturers, suppliers and consumers of safety technologies at transport facilities were created.
A wide spectrum of questions regarding designing and creation of universal safety systems for transport units, development and practical application of advanced technologies and equipment for preventing and eliminating emergencies of various kinds, environmental protection and insurance will be considered during the Forum’s Scientific and Practical Conference in 2009.
By Amra Pavlova
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/28.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />A lot of productive and “resonant” projects in the transport-logistical sphere have been launched in Russia within the last few years. Each of them had their own orientation, specificity and audience. The RZD-Partner International gives here a review of industrial exhibitions, conferences and forums with the purpose of helping its readers understand which of them are worth visiting.
[ELEMENT_META_TITLE] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
[ELEMENT_META_KEYWORDS] => the way to clients’ hearts goes through exhibitions in russia
[ELEMENT_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/28.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />A lot of productive and “resonant” projects in the transport-logistical sphere have been launched in Russia within the last few years. Each of them had their own orientation, specificity and audience. The RZD-Partner International gives here a review of industrial exhibitions, conferences and forums with the purpose of helping its readers understand which of them are worth visiting.
[SECTION_PICTURE_FILE_ALT] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
[SECTION_PICTURE_FILE_TITLE] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
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[SECTION_DETAIL_PICTURE_FILE_TITLE] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
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[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
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[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => The Way to Clients’ Hearts Goes Through Exhibitions in Russia
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OAO RZD has announced a tender for the production of double-deck wagons for the company’s needs. Three global concerns – Bombardier, Alstom and Transtech – are taking part in the tender. Its results will be announced soon but the most intriguing part of the project is that the compulsory location of manufacture is in Russia. Specialists forecast that it will prompt a number of problems.Array
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[DETAIL_TEXT] => World Experience Comes to Russia
Nowadays double-deck passenger wagons are popular in Germany, Luxemburg, Denmark, and Israel. Due to the growing passenger flow, double-deck rolling stock of better capacity and comfort is being implemented on more and more lines in Europe. In Russia the trend is the same. The mobility of the population is growing in the state, while the road system is underdeveloped. Thus, some destinations become overloaded, so strategic decisions based on experiences in other countries are being taken to solve the problem. For example, if the size of double-deck wagon park in Germany (more than 1,500 units) is taken as the basis, the forecasted volume of double-deck railcar production is at least 100 units per annum, and it should increase while new destinations are developing and passenger flow is growing.
By using this rolling stock, the annual productiveness of inter-regional routes is expected to increase by 60%, and exploitation expenses reduced by 30% in comparison with single-deck wagons. Implementation of double-deck rolling stock will reduce the cost of wagon manufacture by 10-15% and increase their lifetime to 40 years. Also, specialists of the Passenger Transportation Department, OAO RZD, believe there will be no need to increase the length of trains on busy routes if double-deck wagons are in use.
Project is being carried out… but slowly
The talks about OAO RZD’s possible purchase of imported double-deck wagons for use on the Russian railway network started in early 2007. Then, the management of OAO RZD were discussing the possible launch of a joint manufacturing project of such railcars in cooperation with Finnish company Transtech, since the latter constructs wagons which can be used on Russia’s 1,520 mm-wide gauge. However, the negotiations were stopped when it was revealed that the wagon manufacturing technology was owned by both Transtech and its Spanish colleagues at Talgo. There were lots of discussions about which plant will be chosen as the basis for organising the production of this rolling stock in Russia. At the beginning of 2008, it emerged that OAO RZD chose one of the plants of Vagonremmash directorate (a recently launched daughter company of OAO RZD). In particular, it was envisaged that either OAO RZD or its daughter company and the strategic partner that won the tender, would launch a joint venture. The JV would specialise in manufacturing double-deck passenger wagons with bodies made of low-alloyed steel or aluminium alloy. The JV was envisaged to be established to fulfil the guaranteed order of OAO RZD, which plans to purchase 1,200 double-deck wagons over five years. “The final assemblage of the rolling stock was planned to be located in the Telman Wagon Repair Plant in Voronezh. The first wagons were to be produced in 2009. It was expected that, after certification, the JV would expand the manufacture of new rolling stock, the serial production of which was to begin in 2011-2012,” said a representative of Vagonremmash directorate.
Severe requirements
The problem was discussed for a long time and, as a result, in March 2008 OAO Russian Railways published on its website news that it was going to select the best offers to carry out the project: “The choice of a strategic partner for the production and supply of a line of passenger double-deck wagons with stage-by-stage localisation of manufacture on RF territory”. The company said it would accept applications for participation until April 30, and the results of the pre-contract selection would be released before the end of May. Thus, OAO RZD preferred tender to choose the strategic partner as well as the place for manufacture launch. According to the terms of the tender, published on the web-site, Russian Railways developed technical requirements for the contenders and formulated conditions for supply, technical maintenance and repair as well as the terms of the JV establishment and localisation of units and components. “In this case, it seems reasonable to start with Semi Knocked Down (SKD), and later transfer the manufacture of separate units and components to Russia.
Copying of units and components and putting inevitable changes to them seems to be optimal, taking into account the specific features of exploitation in Russia,” comments Arkady Wolfson, director of analytical company Communication World.
According to OAO RZD’s requirements for development of a passenger double-deck wagon for inter-regional communication, its base is to be 19.25 metres long, height from the rails 5.3 metres, width not more than 3.2 metres, the tare weight 58 tons, the number of passengers 115-130 people. Analysts say, the appraisal cost of one wagon will amount to EUR 1.5-2 million. OAO RZD expects that there will be a sitting compartment on the lower deck and sleeping compartments above. New elaborations are to be suitable for exploitation at 160-200 kph speeds.
The requirements of OAO RZD envisage that the new railcar is to be made of aluminium alloys and equipped with centralised power supply network, providing comfort and safe conditions for travelling passengers and staff. Another basic requirement for the manufacture of the new type of rolling stock is its placement on RF territory. More detailed information is confidential and is available for participants in the tender.
The managers of OAO RZD say that the increasing demand for passenger transportation was behind the launch of the project. In particular, representatives of Vagonremmash say that these railcars are planned to be used for five key routes: Moscow – Saint Petersburg, Moscow – North Caucasus, and on the lines to Kazan and Nizhny Novgorod. Representatives of Russian Railways’ press service said that such railcars will fulfil the increasing demand for passenger transportation at some destinations, where carrying capacities are limited. “The major characteristics of the project – requested information, documentation requirements, and the order of giving offers may be found in information materials on the company’s website,” said the Corporate Communication Department of OAO RZD.
The manufacture envisages scaled organisation because, according to the programme of long-distance passenger transportation development to 2015, Russian Railways will need 1,210 double-deck wagons.
Three years for one project
Managers of OAO RZD said that five large world producers filed applications to participate in the tender. Among them there were such concerns as Alstom, Bombardier, Kawasaki, Transtech, and Siemens. However, during the tender’s documentation selection stage, it turned out that Siemens would not take part in the project in April 2008, since it considered the tender conditions not attractive. Also, experts said that Alstom gave an application for participation in the tender in cooperation with ZAO Transmashholding, and the Canadian Bombardier may participate in the project in partnership with Vagonremmash directorate. Such alliances in the project are not surprising, say analysts. One of the main requirements of the possible participants in the project is stage-by-stage localisation of manufacture. And it means that western owners of technologies will require a Russian plant to organise manufacture and minimise expenses. In the case of Russian enterprise Transmashholding, such an object may be the Tver wagon building plant. Vagonremmash, in its turn, is established on the base of Tambov, Voronezh and Novorossiysk wagon repair plants.
Mikhail Akulov, Vice-President of OAO RZD, said that preliminary results show that, out of five companies which filed applications, only three have passed the preliminary selection for production and localisation of double-deck railcar manufacture in Russia. They are Bombardier, Alstom, and Transtech. In the words of Mikhail Akulov, these companies are invited to participate in the tender and, in November – late December 2008, OAO RZD plans to conclude a contract with one of them.
It will take five years to construct a specialised plant, say experts. Then there will be tests and certification, which will take one more year. “Thus, three or four years will pass after the winner is announced and before serial production starts. Approximate investments to construct such manufacturing facilities at an existing plant are estimated at USD 180-200 million,” says Dmitry Baranov, leading expert of Finam Management managing company. At the same time, experts consider that the process of double-decker production technology transfer will not cause any significant troubles, since design and technology for such rolling stock manufacture will be developed in the framework of the planned JV. “Also, there may arise the necessity in production of construction materials – structural aluminium extrusion or another, envisaged by design documentation,” highlights Konstantin Kostrikin, an expert-analyst at the Engineering Sector Research Department, Institute of Natural Monopolies’ Problems. In his words, today it is not a problem either: the technologies are widely known in the world, they are not unique and are applied in transport machine-building as well as in aircraft and motor-car construction, etc. That is why difficulties with purchasing the manufacturing complex may hardly be expected.
Upper deck – the source of problems
Organisation of double-deck railcar production in Russia cannot avoid a number of difficulties. On the whole, analysts divide all the difficulties, which may arise during the “transfer of technologies, manufacture organisation and further certification of these wagons in Russia”, into the following groups. “Firstly, there are different technical regulations in the States, where double-deckers are produced, than in Russia. And there is a lack of standards for double-deck wagons manufacturing.” The difference between them is so large that some parts of the double-deck wagons are to be purchased abroad and then tested for compliance with our technical requirements and certified in Russia. All this requires additional time and significant means. Another problem is the lack of necessary equipment for double-decker production as well as qualified staff. Finally, the lack of manufacture of components needed for such rolling stock,” tells D. Baranov.
Taking all the difficulties mentioned above into account, the process of certifying such wagons in Russia will face significant difficulties, experts say. “The process of certifying a new type of rolling stock cannot be easy because the certifying bodies have to check the new machinery to find out whether they meet safety requirements. Existing norms will be partly used for certification, and new ones will have to be developed,” believes K. Kostrikin. The representative of Finam Management managing company agrees with him. “The project will be slowed down because of the lack of personnel specialising in certification of such rolling stock and the need to develop appropriate norms and requirements for double-deck wagons. Besides, there appears the necessity to combine these requirements with existing documents in such areas as, for example, sanitary and engineering equipment of double-deckers, fire safety, durability and steadiness of such wagons at designated speeds,” forecasts D. Baranov.
Another problem, which is to be solved by infrastructure owners, i.e. OAO RZD, is the significant number of tunnels on the southern routes. In the words of representatives of analytical company Communication World in England, for example, where the age of most railways is 80 years, bridges and tunnels were built without taking into account the idea that double-deck wagons may be one day used. “As a result, implementation of such rolling stock is hardly possible without modernisation of the existing infrastructure,” says A. Wolfson. Consequently, either the new rolling stock is to be produced considering the height of the engineering structures or the tunnels are to be reconstructed. “Most likely, the wagons will be manufactured considering the peculiarities of Russian railways and the possibility to run via such tunnels,” believes D. Baranov. Meanwhile, a number of market players are sure that the overall dimensions of railway infrastructure will be changed to exploit double-deckers. “Such works are being conducted on some sections of the South-Eastern railway, where new freight gondola cars with increased carrying capacity are used,” says K. Kostrikin.
By Maria Shevchenko
viewpoint
Konstantin Kostrikin,
Expert-analyst of Engineering Sector Research Department, Institute of Natural Monopolies’ Problems:
– Obviously, the area where double-deck railcars will be in use will be limited by mass destinations where passenger flow is huge. Consequently, the infrastructure there will be modernised to meet new requirements. Such modernisation of infrastructure is likely to be combined with scheduled repair.
Dmitry Baranov,
Leading Expert of Finam Management managing company:
– The requirement to localise manufacturing means that it must not be just a case of buying foreign wagons and putting them onto Russian bogies. Double-deck railcars must be manufactured considering Russia’s specific features of transportation, relief, and other “national peculiarities”.
Arkady Wolfson,
Director of Communication World analytical company:
– Surely, technology transfer, manufacture adaptation and the parallel certification process are connected with a number of problems. First of all, there is the issue of the quality of the final product. It must be controlled from the very beginning to avoid likely problems in exploitation, damaging manufacturer’s image.
[~DETAIL_TEXT] => World Experience Comes to Russia
Nowadays double-deck passenger wagons are popular in Germany, Luxemburg, Denmark, and Israel. Due to the growing passenger flow, double-deck rolling stock of better capacity and comfort is being implemented on more and more lines in Europe. In Russia the trend is the same. The mobility of the population is growing in the state, while the road system is underdeveloped. Thus, some destinations become overloaded, so strategic decisions based on experiences in other countries are being taken to solve the problem. For example, if the size of double-deck wagon park in Germany (more than 1,500 units) is taken as the basis, the forecasted volume of double-deck railcar production is at least 100 units per annum, and it should increase while new destinations are developing and passenger flow is growing.
By using this rolling stock, the annual productiveness of inter-regional routes is expected to increase by 60%, and exploitation expenses reduced by 30% in comparison with single-deck wagons. Implementation of double-deck rolling stock will reduce the cost of wagon manufacture by 10-15% and increase their lifetime to 40 years. Also, specialists of the Passenger Transportation Department, OAO RZD, believe there will be no need to increase the length of trains on busy routes if double-deck wagons are in use.
Project is being carried out… but slowly
The talks about OAO RZD’s possible purchase of imported double-deck wagons for use on the Russian railway network started in early 2007. Then, the management of OAO RZD were discussing the possible launch of a joint manufacturing project of such railcars in cooperation with Finnish company Transtech, since the latter constructs wagons which can be used on Russia’s 1,520 mm-wide gauge. However, the negotiations were stopped when it was revealed that the wagon manufacturing technology was owned by both Transtech and its Spanish colleagues at Talgo. There were lots of discussions about which plant will be chosen as the basis for organising the production of this rolling stock in Russia. At the beginning of 2008, it emerged that OAO RZD chose one of the plants of Vagonremmash directorate (a recently launched daughter company of OAO RZD). In particular, it was envisaged that either OAO RZD or its daughter company and the strategic partner that won the tender, would launch a joint venture. The JV would specialise in manufacturing double-deck passenger wagons with bodies made of low-alloyed steel or aluminium alloy. The JV was envisaged to be established to fulfil the guaranteed order of OAO RZD, which plans to purchase 1,200 double-deck wagons over five years. “The final assemblage of the rolling stock was planned to be located in the Telman Wagon Repair Plant in Voronezh. The first wagons were to be produced in 2009. It was expected that, after certification, the JV would expand the manufacture of new rolling stock, the serial production of which was to begin in 2011-2012,” said a representative of Vagonremmash directorate.
Severe requirements
The problem was discussed for a long time and, as a result, in March 2008 OAO Russian Railways published on its website news that it was going to select the best offers to carry out the project: “The choice of a strategic partner for the production and supply of a line of passenger double-deck wagons with stage-by-stage localisation of manufacture on RF territory”. The company said it would accept applications for participation until April 30, and the results of the pre-contract selection would be released before the end of May. Thus, OAO RZD preferred tender to choose the strategic partner as well as the place for manufacture launch. According to the terms of the tender, published on the web-site, Russian Railways developed technical requirements for the contenders and formulated conditions for supply, technical maintenance and repair as well as the terms of the JV establishment and localisation of units and components. “In this case, it seems reasonable to start with Semi Knocked Down (SKD), and later transfer the manufacture of separate units and components to Russia.
Copying of units and components and putting inevitable changes to them seems to be optimal, taking into account the specific features of exploitation in Russia,” comments Arkady Wolfson, director of analytical company Communication World.
According to OAO RZD’s requirements for development of a passenger double-deck wagon for inter-regional communication, its base is to be 19.25 metres long, height from the rails 5.3 metres, width not more than 3.2 metres, the tare weight 58 tons, the number of passengers 115-130 people. Analysts say, the appraisal cost of one wagon will amount to EUR 1.5-2 million. OAO RZD expects that there will be a sitting compartment on the lower deck and sleeping compartments above. New elaborations are to be suitable for exploitation at 160-200 kph speeds.
The requirements of OAO RZD envisage that the new railcar is to be made of aluminium alloys and equipped with centralised power supply network, providing comfort and safe conditions for travelling passengers and staff. Another basic requirement for the manufacture of the new type of rolling stock is its placement on RF territory. More detailed information is confidential and is available for participants in the tender.
The managers of OAO RZD say that the increasing demand for passenger transportation was behind the launch of the project. In particular, representatives of Vagonremmash say that these railcars are planned to be used for five key routes: Moscow – Saint Petersburg, Moscow – North Caucasus, and on the lines to Kazan and Nizhny Novgorod. Representatives of Russian Railways’ press service said that such railcars will fulfil the increasing demand for passenger transportation at some destinations, where carrying capacities are limited. “The major characteristics of the project – requested information, documentation requirements, and the order of giving offers may be found in information materials on the company’s website,” said the Corporate Communication Department of OAO RZD.
The manufacture envisages scaled organisation because, according to the programme of long-distance passenger transportation development to 2015, Russian Railways will need 1,210 double-deck wagons.
Three years for one project
Managers of OAO RZD said that five large world producers filed applications to participate in the tender. Among them there were such concerns as Alstom, Bombardier, Kawasaki, Transtech, and Siemens. However, during the tender’s documentation selection stage, it turned out that Siemens would not take part in the project in April 2008, since it considered the tender conditions not attractive. Also, experts said that Alstom gave an application for participation in the tender in cooperation with ZAO Transmashholding, and the Canadian Bombardier may participate in the project in partnership with Vagonremmash directorate. Such alliances in the project are not surprising, say analysts. One of the main requirements of the possible participants in the project is stage-by-stage localisation of manufacture. And it means that western owners of technologies will require a Russian plant to organise manufacture and minimise expenses. In the case of Russian enterprise Transmashholding, such an object may be the Tver wagon building plant. Vagonremmash, in its turn, is established on the base of Tambov, Voronezh and Novorossiysk wagon repair plants.
Mikhail Akulov, Vice-President of OAO RZD, said that preliminary results show that, out of five companies which filed applications, only three have passed the preliminary selection for production and localisation of double-deck railcar manufacture in Russia. They are Bombardier, Alstom, and Transtech. In the words of Mikhail Akulov, these companies are invited to participate in the tender and, in November – late December 2008, OAO RZD plans to conclude a contract with one of them.
It will take five years to construct a specialised plant, say experts. Then there will be tests and certification, which will take one more year. “Thus, three or four years will pass after the winner is announced and before serial production starts. Approximate investments to construct such manufacturing facilities at an existing plant are estimated at USD 180-200 million,” says Dmitry Baranov, leading expert of Finam Management managing company. At the same time, experts consider that the process of double-decker production technology transfer will not cause any significant troubles, since design and technology for such rolling stock manufacture will be developed in the framework of the planned JV. “Also, there may arise the necessity in production of construction materials – structural aluminium extrusion or another, envisaged by design documentation,” highlights Konstantin Kostrikin, an expert-analyst at the Engineering Sector Research Department, Institute of Natural Monopolies’ Problems. In his words, today it is not a problem either: the technologies are widely known in the world, they are not unique and are applied in transport machine-building as well as in aircraft and motor-car construction, etc. That is why difficulties with purchasing the manufacturing complex may hardly be expected.
Upper deck – the source of problems
Organisation of double-deck railcar production in Russia cannot avoid a number of difficulties. On the whole, analysts divide all the difficulties, which may arise during the “transfer of technologies, manufacture organisation and further certification of these wagons in Russia”, into the following groups. “Firstly, there are different technical regulations in the States, where double-deckers are produced, than in Russia. And there is a lack of standards for double-deck wagons manufacturing.” The difference between them is so large that some parts of the double-deck wagons are to be purchased abroad and then tested for compliance with our technical requirements and certified in Russia. All this requires additional time and significant means. Another problem is the lack of necessary equipment for double-decker production as well as qualified staff. Finally, the lack of manufacture of components needed for such rolling stock,” tells D. Baranov.
Taking all the difficulties mentioned above into account, the process of certifying such wagons in Russia will face significant difficulties, experts say. “The process of certifying a new type of rolling stock cannot be easy because the certifying bodies have to check the new machinery to find out whether they meet safety requirements. Existing norms will be partly used for certification, and new ones will have to be developed,” believes K. Kostrikin. The representative of Finam Management managing company agrees with him. “The project will be slowed down because of the lack of personnel specialising in certification of such rolling stock and the need to develop appropriate norms and requirements for double-deck wagons. Besides, there appears the necessity to combine these requirements with existing documents in such areas as, for example, sanitary and engineering equipment of double-deckers, fire safety, durability and steadiness of such wagons at designated speeds,” forecasts D. Baranov.
Another problem, which is to be solved by infrastructure owners, i.e. OAO RZD, is the significant number of tunnels on the southern routes. In the words of representatives of analytical company Communication World in England, for example, where the age of most railways is 80 years, bridges and tunnels were built without taking into account the idea that double-deck wagons may be one day used. “As a result, implementation of such rolling stock is hardly possible without modernisation of the existing infrastructure,” says A. Wolfson. Consequently, either the new rolling stock is to be produced considering the height of the engineering structures or the tunnels are to be reconstructed. “Most likely, the wagons will be manufactured considering the peculiarities of Russian railways and the possibility to run via such tunnels,” believes D. Baranov. Meanwhile, a number of market players are sure that the overall dimensions of railway infrastructure will be changed to exploit double-deckers. “Such works are being conducted on some sections of the South-Eastern railway, where new freight gondola cars with increased carrying capacity are used,” says K. Kostrikin.
By Maria Shevchenko
viewpoint
Konstantin Kostrikin,
Expert-analyst of Engineering Sector Research Department, Institute of Natural Monopolies’ Problems:
– Obviously, the area where double-deck railcars will be in use will be limited by mass destinations where passenger flow is huge. Consequently, the infrastructure there will be modernised to meet new requirements. Such modernisation of infrastructure is likely to be combined with scheduled repair.
Dmitry Baranov,
Leading Expert of Finam Management managing company:
– The requirement to localise manufacturing means that it must not be just a case of buying foreign wagons and putting them onto Russian bogies. Double-deck railcars must be manufactured considering Russia’s specific features of transportation, relief, and other “national peculiarities”.
Arkady Wolfson,
Director of Communication World analytical company:
– Surely, technology transfer, manufacture adaptation and the parallel certification process are connected with a number of problems. First of all, there is the issue of the quality of the final product. It must be controlled from the very beginning to avoid likely problems in exploitation, damaging manufacturer’s image.
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[PREVIEW_TEXT] => OAO RZD has announced a tender for the production of double-deck wagons for the company’s needs. Three global concerns – Bombardier, Alstom and Transtech – are taking part in the tender. Its results will be announced soon but the most intriguing part of the project is that the compulsory location of manufacture is in Russia. Specialists forecast that it will prompt a number of problems.
[~PREVIEW_TEXT] => OAO RZD has announced a tender for the production of double-deck wagons for the company’s needs. Three global concerns – Bombardier, Alstom and Transtech – are taking part in the tender. Its results will be announced soon but the most intriguing part of the project is that the compulsory location of manufacture is in Russia. Specialists forecast that it will prompt a number of problems.
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[SECTION_META_TITLE] => Manufacture of Double-Deck Wagons in Russia: Choosing Partners
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/24.jpg" border="1" alt=" " hspace="5" width="120" height="150" align="left" />OAO RZD has announced a tender for the production of double-deck wagons for the company’s needs. Three global concerns – Bombardier, Alstom and Transtech – are taking part in the tender. Its results will be announced soon but the most intriguing part of the project is that the compulsory location of manufacture is in Russia. Specialists forecast that it will prompt a number of problems.
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[DETAIL_TEXT] => World Experience Comes to Russia
Nowadays double-deck passenger wagons are popular in Germany, Luxemburg, Denmark, and Israel. Due to the growing passenger flow, double-deck rolling stock of better capacity and comfort is being implemented on more and more lines in Europe. In Russia the trend is the same. The mobility of the population is growing in the state, while the road system is underdeveloped. Thus, some destinations become overloaded, so strategic decisions based on experiences in other countries are being taken to solve the problem. For example, if the size of double-deck wagon park in Germany (more than 1,500 units) is taken as the basis, the forecasted volume of double-deck railcar production is at least 100 units per annum, and it should increase while new destinations are developing and passenger flow is growing.
By using this rolling stock, the annual productiveness of inter-regional routes is expected to increase by 60%, and exploitation expenses reduced by 30% in comparison with single-deck wagons. Implementation of double-deck rolling stock will reduce the cost of wagon manufacture by 10-15% and increase their lifetime to 40 years. Also, specialists of the Passenger Transportation Department, OAO RZD, believe there will be no need to increase the length of trains on busy routes if double-deck wagons are in use.
Project is being carried out… but slowly
The talks about OAO RZD’s possible purchase of imported double-deck wagons for use on the Russian railway network started in early 2007. Then, the management of OAO RZD were discussing the possible launch of a joint manufacturing project of such railcars in cooperation with Finnish company Transtech, since the latter constructs wagons which can be used on Russia’s 1,520 mm-wide gauge. However, the negotiations were stopped when it was revealed that the wagon manufacturing technology was owned by both Transtech and its Spanish colleagues at Talgo. There were lots of discussions about which plant will be chosen as the basis for organising the production of this rolling stock in Russia. At the beginning of 2008, it emerged that OAO RZD chose one of the plants of Vagonremmash directorate (a recently launched daughter company of OAO RZD). In particular, it was envisaged that either OAO RZD or its daughter company and the strategic partner that won the tender, would launch a joint venture. The JV would specialise in manufacturing double-deck passenger wagons with bodies made of low-alloyed steel or aluminium alloy. The JV was envisaged to be established to fulfil the guaranteed order of OAO RZD, which plans to purchase 1,200 double-deck wagons over five years. “The final assemblage of the rolling stock was planned to be located in the Telman Wagon Repair Plant in Voronezh. The first wagons were to be produced in 2009. It was expected that, after certification, the JV would expand the manufacture of new rolling stock, the serial production of which was to begin in 2011-2012,” said a representative of Vagonremmash directorate.
Severe requirements
The problem was discussed for a long time and, as a result, in March 2008 OAO Russian Railways published on its website news that it was going to select the best offers to carry out the project: “The choice of a strategic partner for the production and supply of a line of passenger double-deck wagons with stage-by-stage localisation of manufacture on RF territory”. The company said it would accept applications for participation until April 30, and the results of the pre-contract selection would be released before the end of May. Thus, OAO RZD preferred tender to choose the strategic partner as well as the place for manufacture launch. According to the terms of the tender, published on the web-site, Russian Railways developed technical requirements for the contenders and formulated conditions for supply, technical maintenance and repair as well as the terms of the JV establishment and localisation of units and components. “In this case, it seems reasonable to start with Semi Knocked Down (SKD), and later transfer the manufacture of separate units and components to Russia.
Copying of units and components and putting inevitable changes to them seems to be optimal, taking into account the specific features of exploitation in Russia,” comments Arkady Wolfson, director of analytical company Communication World.
According to OAO RZD’s requirements for development of a passenger double-deck wagon for inter-regional communication, its base is to be 19.25 metres long, height from the rails 5.3 metres, width not more than 3.2 metres, the tare weight 58 tons, the number of passengers 115-130 people. Analysts say, the appraisal cost of one wagon will amount to EUR 1.5-2 million. OAO RZD expects that there will be a sitting compartment on the lower deck and sleeping compartments above. New elaborations are to be suitable for exploitation at 160-200 kph speeds.
The requirements of OAO RZD envisage that the new railcar is to be made of aluminium alloys and equipped with centralised power supply network, providing comfort and safe conditions for travelling passengers and staff. Another basic requirement for the manufacture of the new type of rolling stock is its placement on RF territory. More detailed information is confidential and is available for participants in the tender.
The managers of OAO RZD say that the increasing demand for passenger transportation was behind the launch of the project. In particular, representatives of Vagonremmash say that these railcars are planned to be used for five key routes: Moscow – Saint Petersburg, Moscow – North Caucasus, and on the lines to Kazan and Nizhny Novgorod. Representatives of Russian Railways’ press service said that such railcars will fulfil the increasing demand for passenger transportation at some destinations, where carrying capacities are limited. “The major characteristics of the project – requested information, documentation requirements, and the order of giving offers may be found in information materials on the company’s website,” said the Corporate Communication Department of OAO RZD.
The manufacture envisages scaled organisation because, according to the programme of long-distance passenger transportation development to 2015, Russian Railways will need 1,210 double-deck wagons.
Three years for one project
Managers of OAO RZD said that five large world producers filed applications to participate in the tender. Among them there were such concerns as Alstom, Bombardier, Kawasaki, Transtech, and Siemens. However, during the tender’s documentation selection stage, it turned out that Siemens would not take part in the project in April 2008, since it considered the tender conditions not attractive. Also, experts said that Alstom gave an application for participation in the tender in cooperation with ZAO Transmashholding, and the Canadian Bombardier may participate in the project in partnership with Vagonremmash directorate. Such alliances in the project are not surprising, say analysts. One of the main requirements of the possible participants in the project is stage-by-stage localisation of manufacture. And it means that western owners of technologies will require a Russian plant to organise manufacture and minimise expenses. In the case of Russian enterprise Transmashholding, such an object may be the Tver wagon building plant. Vagonremmash, in its turn, is established on the base of Tambov, Voronezh and Novorossiysk wagon repair plants.
Mikhail Akulov, Vice-President of OAO RZD, said that preliminary results show that, out of five companies which filed applications, only three have passed the preliminary selection for production and localisation of double-deck railcar manufacture in Russia. They are Bombardier, Alstom, and Transtech. In the words of Mikhail Akulov, these companies are invited to participate in the tender and, in November – late December 2008, OAO RZD plans to conclude a contract with one of them.
It will take five years to construct a specialised plant, say experts. Then there will be tests and certification, which will take one more year. “Thus, three or four years will pass after the winner is announced and before serial production starts. Approximate investments to construct such manufacturing facilities at an existing plant are estimated at USD 180-200 million,” says Dmitry Baranov, leading expert of Finam Management managing company. At the same time, experts consider that the process of double-decker production technology transfer will not cause any significant troubles, since design and technology for such rolling stock manufacture will be developed in the framework of the planned JV. “Also, there may arise the necessity in production of construction materials – structural aluminium extrusion or another, envisaged by design documentation,” highlights Konstantin Kostrikin, an expert-analyst at the Engineering Sector Research Department, Institute of Natural Monopolies’ Problems. In his words, today it is not a problem either: the technologies are widely known in the world, they are not unique and are applied in transport machine-building as well as in aircraft and motor-car construction, etc. That is why difficulties with purchasing the manufacturing complex may hardly be expected.
Upper deck – the source of problems
Organisation of double-deck railcar production in Russia cannot avoid a number of difficulties. On the whole, analysts divide all the difficulties, which may arise during the “transfer of technologies, manufacture organisation and further certification of these wagons in Russia”, into the following groups. “Firstly, there are different technical regulations in the States, where double-deckers are produced, than in Russia. And there is a lack of standards for double-deck wagons manufacturing.” The difference between them is so large that some parts of the double-deck wagons are to be purchased abroad and then tested for compliance with our technical requirements and certified in Russia. All this requires additional time and significant means. Another problem is the lack of necessary equipment for double-decker production as well as qualified staff. Finally, the lack of manufacture of components needed for such rolling stock,” tells D. Baranov.
Taking all the difficulties mentioned above into account, the process of certifying such wagons in Russia will face significant difficulties, experts say. “The process of certifying a new type of rolling stock cannot be easy because the certifying bodies have to check the new machinery to find out whether they meet safety requirements. Existing norms will be partly used for certification, and new ones will have to be developed,” believes K. Kostrikin. The representative of Finam Management managing company agrees with him. “The project will be slowed down because of the lack of personnel specialising in certification of such rolling stock and the need to develop appropriate norms and requirements for double-deck wagons. Besides, there appears the necessity to combine these requirements with existing documents in such areas as, for example, sanitary and engineering equipment of double-deckers, fire safety, durability and steadiness of such wagons at designated speeds,” forecasts D. Baranov.
Another problem, which is to be solved by infrastructure owners, i.e. OAO RZD, is the significant number of tunnels on the southern routes. In the words of representatives of analytical company Communication World in England, for example, where the age of most railways is 80 years, bridges and tunnels were built without taking into account the idea that double-deck wagons may be one day used. “As a result, implementation of such rolling stock is hardly possible without modernisation of the existing infrastructure,” says A. Wolfson. Consequently, either the new rolling stock is to be produced considering the height of the engineering structures or the tunnels are to be reconstructed. “Most likely, the wagons will be manufactured considering the peculiarities of Russian railways and the possibility to run via such tunnels,” believes D. Baranov. Meanwhile, a number of market players are sure that the overall dimensions of railway infrastructure will be changed to exploit double-deckers. “Such works are being conducted on some sections of the South-Eastern railway, where new freight gondola cars with increased carrying capacity are used,” says K. Kostrikin.
By Maria Shevchenko
viewpoint
Konstantin Kostrikin,
Expert-analyst of Engineering Sector Research Department, Institute of Natural Monopolies’ Problems:
– Obviously, the area where double-deck railcars will be in use will be limited by mass destinations where passenger flow is huge. Consequently, the infrastructure there will be modernised to meet new requirements. Such modernisation of infrastructure is likely to be combined with scheduled repair.
Dmitry Baranov,
Leading Expert of Finam Management managing company:
– The requirement to localise manufacturing means that it must not be just a case of buying foreign wagons and putting them onto Russian bogies. Double-deck railcars must be manufactured considering Russia’s specific features of transportation, relief, and other “national peculiarities”.
Arkady Wolfson,
Director of Communication World analytical company:
– Surely, technology transfer, manufacture adaptation and the parallel certification process are connected with a number of problems. First of all, there is the issue of the quality of the final product. It must be controlled from the very beginning to avoid likely problems in exploitation, damaging manufacturer’s image.
[~DETAIL_TEXT] => World Experience Comes to Russia
Nowadays double-deck passenger wagons are popular in Germany, Luxemburg, Denmark, and Israel. Due to the growing passenger flow, double-deck rolling stock of better capacity and comfort is being implemented on more and more lines in Europe. In Russia the trend is the same. The mobility of the population is growing in the state, while the road system is underdeveloped. Thus, some destinations become overloaded, so strategic decisions based on experiences in other countries are being taken to solve the problem. For example, if the size of double-deck wagon park in Germany (more than 1,500 units) is taken as the basis, the forecasted volume of double-deck railcar production is at least 100 units per annum, and it should increase while new destinations are developing and passenger flow is growing.
By using this rolling stock, the annual productiveness of inter-regional routes is expected to increase by 60%, and exploitation expenses reduced by 30% in comparison with single-deck wagons. Implementation of double-deck rolling stock will reduce the cost of wagon manufacture by 10-15% and increase their lifetime to 40 years. Also, specialists of the Passenger Transportation Department, OAO RZD, believe there will be no need to increase the length of trains on busy routes if double-deck wagons are in use.
Project is being carried out… but slowly
The talks about OAO RZD’s possible purchase of imported double-deck wagons for use on the Russian railway network started in early 2007. Then, the management of OAO RZD were discussing the possible launch of a joint manufacturing project of such railcars in cooperation with Finnish company Transtech, since the latter constructs wagons which can be used on Russia’s 1,520 mm-wide gauge. However, the negotiations were stopped when it was revealed that the wagon manufacturing technology was owned by both Transtech and its Spanish colleagues at Talgo. There were lots of discussions about which plant will be chosen as the basis for organising the production of this rolling stock in Russia. At the beginning of 2008, it emerged that OAO RZD chose one of the plants of Vagonremmash directorate (a recently launched daughter company of OAO RZD). In particular, it was envisaged that either OAO RZD or its daughter company and the strategic partner that won the tender, would launch a joint venture. The JV would specialise in manufacturing double-deck passenger wagons with bodies made of low-alloyed steel or aluminium alloy. The JV was envisaged to be established to fulfil the guaranteed order of OAO RZD, which plans to purchase 1,200 double-deck wagons over five years. “The final assemblage of the rolling stock was planned to be located in the Telman Wagon Repair Plant in Voronezh. The first wagons were to be produced in 2009. It was expected that, after certification, the JV would expand the manufacture of new rolling stock, the serial production of which was to begin in 2011-2012,” said a representative of Vagonremmash directorate.
Severe requirements
The problem was discussed for a long time and, as a result, in March 2008 OAO Russian Railways published on its website news that it was going to select the best offers to carry out the project: “The choice of a strategic partner for the production and supply of a line of passenger double-deck wagons with stage-by-stage localisation of manufacture on RF territory”. The company said it would accept applications for participation until April 30, and the results of the pre-contract selection would be released before the end of May. Thus, OAO RZD preferred tender to choose the strategic partner as well as the place for manufacture launch. According to the terms of the tender, published on the web-site, Russian Railways developed technical requirements for the contenders and formulated conditions for supply, technical maintenance and repair as well as the terms of the JV establishment and localisation of units and components. “In this case, it seems reasonable to start with Semi Knocked Down (SKD), and later transfer the manufacture of separate units and components to Russia.
Copying of units and components and putting inevitable changes to them seems to be optimal, taking into account the specific features of exploitation in Russia,” comments Arkady Wolfson, director of analytical company Communication World.
According to OAO RZD’s requirements for development of a passenger double-deck wagon for inter-regional communication, its base is to be 19.25 metres long, height from the rails 5.3 metres, width not more than 3.2 metres, the tare weight 58 tons, the number of passengers 115-130 people. Analysts say, the appraisal cost of one wagon will amount to EUR 1.5-2 million. OAO RZD expects that there will be a sitting compartment on the lower deck and sleeping compartments above. New elaborations are to be suitable for exploitation at 160-200 kph speeds.
The requirements of OAO RZD envisage that the new railcar is to be made of aluminium alloys and equipped with centralised power supply network, providing comfort and safe conditions for travelling passengers and staff. Another basic requirement for the manufacture of the new type of rolling stock is its placement on RF territory. More detailed information is confidential and is available for participants in the tender.
The managers of OAO RZD say that the increasing demand for passenger transportation was behind the launch of the project. In particular, representatives of Vagonremmash say that these railcars are planned to be used for five key routes: Moscow – Saint Petersburg, Moscow – North Caucasus, and on the lines to Kazan and Nizhny Novgorod. Representatives of Russian Railways’ press service said that such railcars will fulfil the increasing demand for passenger transportation at some destinations, where carrying capacities are limited. “The major characteristics of the project – requested information, documentation requirements, and the order of giving offers may be found in information materials on the company’s website,” said the Corporate Communication Department of OAO RZD.
The manufacture envisages scaled organisation because, according to the programme of long-distance passenger transportation development to 2015, Russian Railways will need 1,210 double-deck wagons.
Three years for one project
Managers of OAO RZD said that five large world producers filed applications to participate in the tender. Among them there were such concerns as Alstom, Bombardier, Kawasaki, Transtech, and Siemens. However, during the tender’s documentation selection stage, it turned out that Siemens would not take part in the project in April 2008, since it considered the tender conditions not attractive. Also, experts said that Alstom gave an application for participation in the tender in cooperation with ZAO Transmashholding, and the Canadian Bombardier may participate in the project in partnership with Vagonremmash directorate. Such alliances in the project are not surprising, say analysts. One of the main requirements of the possible participants in the project is stage-by-stage localisation of manufacture. And it means that western owners of technologies will require a Russian plant to organise manufacture and minimise expenses. In the case of Russian enterprise Transmashholding, such an object may be the Tver wagon building plant. Vagonremmash, in its turn, is established on the base of Tambov, Voronezh and Novorossiysk wagon repair plants.
Mikhail Akulov, Vice-President of OAO RZD, said that preliminary results show that, out of five companies which filed applications, only three have passed the preliminary selection for production and localisation of double-deck railcar manufacture in Russia. They are Bombardier, Alstom, and Transtech. In the words of Mikhail Akulov, these companies are invited to participate in the tender and, in November – late December 2008, OAO RZD plans to conclude a contract with one of them.
It will take five years to construct a specialised plant, say experts. Then there will be tests and certification, which will take one more year. “Thus, three or four years will pass after the winner is announced and before serial production starts. Approximate investments to construct such manufacturing facilities at an existing plant are estimated at USD 180-200 million,” says Dmitry Baranov, leading expert of Finam Management managing company. At the same time, experts consider that the process of double-decker production technology transfer will not cause any significant troubles, since design and technology for such rolling stock manufacture will be developed in the framework of the planned JV. “Also, there may arise the necessity in production of construction materials – structural aluminium extrusion or another, envisaged by design documentation,” highlights Konstantin Kostrikin, an expert-analyst at the Engineering Sector Research Department, Institute of Natural Monopolies’ Problems. In his words, today it is not a problem either: the technologies are widely known in the world, they are not unique and are applied in transport machine-building as well as in aircraft and motor-car construction, etc. That is why difficulties with purchasing the manufacturing complex may hardly be expected.
Upper deck – the source of problems
Organisation of double-deck railcar production in Russia cannot avoid a number of difficulties. On the whole, analysts divide all the difficulties, which may arise during the “transfer of technologies, manufacture organisation and further certification of these wagons in Russia”, into the following groups. “Firstly, there are different technical regulations in the States, where double-deckers are produced, than in Russia. And there is a lack of standards for double-deck wagons manufacturing.” The difference between them is so large that some parts of the double-deck wagons are to be purchased abroad and then tested for compliance with our technical requirements and certified in Russia. All this requires additional time and significant means. Another problem is the lack of necessary equipment for double-decker production as well as qualified staff. Finally, the lack of manufacture of components needed for such rolling stock,” tells D. Baranov.
Taking all the difficulties mentioned above into account, the process of certifying such wagons in Russia will face significant difficulties, experts say. “The process of certifying a new type of rolling stock cannot be easy because the certifying bodies have to check the new machinery to find out whether they meet safety requirements. Existing norms will be partly used for certification, and new ones will have to be developed,” believes K. Kostrikin. The representative of Finam Management managing company agrees with him. “The project will be slowed down because of the lack of personnel specialising in certification of such rolling stock and the need to develop appropriate norms and requirements for double-deck wagons. Besides, there appears the necessity to combine these requirements with existing documents in such areas as, for example, sanitary and engineering equipment of double-deckers, fire safety, durability and steadiness of such wagons at designated speeds,” forecasts D. Baranov.
Another problem, which is to be solved by infrastructure owners, i.e. OAO RZD, is the significant number of tunnels on the southern routes. In the words of representatives of analytical company Communication World in England, for example, where the age of most railways is 80 years, bridges and tunnels were built without taking into account the idea that double-deck wagons may be one day used. “As a result, implementation of such rolling stock is hardly possible without modernisation of the existing infrastructure,” says A. Wolfson. Consequently, either the new rolling stock is to be produced considering the height of the engineering structures or the tunnels are to be reconstructed. “Most likely, the wagons will be manufactured considering the peculiarities of Russian railways and the possibility to run via such tunnels,” believes D. Baranov. Meanwhile, a number of market players are sure that the overall dimensions of railway infrastructure will be changed to exploit double-deckers. “Such works are being conducted on some sections of the South-Eastern railway, where new freight gondola cars with increased carrying capacity are used,” says K. Kostrikin.
By Maria Shevchenko
viewpoint
Konstantin Kostrikin,
Expert-analyst of Engineering Sector Research Department, Institute of Natural Monopolies’ Problems:
– Obviously, the area where double-deck railcars will be in use will be limited by mass destinations where passenger flow is huge. Consequently, the infrastructure there will be modernised to meet new requirements. Such modernisation of infrastructure is likely to be combined with scheduled repair.
Dmitry Baranov,
Leading Expert of Finam Management managing company:
– The requirement to localise manufacturing means that it must not be just a case of buying foreign wagons and putting them onto Russian bogies. Double-deck railcars must be manufactured considering Russia’s specific features of transportation, relief, and other “national peculiarities”.
Arkady Wolfson,
Director of Communication World analytical company:
– Surely, technology transfer, manufacture adaptation and the parallel certification process are connected with a number of problems. First of all, there is the issue of the quality of the final product. It must be controlled from the very beginning to avoid likely problems in exploitation, damaging manufacturer’s image.
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[PREVIEW_TEXT] => OAO RZD has announced a tender for the production of double-deck wagons for the company’s needs. Three global concerns – Bombardier, Alstom and Transtech – are taking part in the tender. Its results will be announced soon but the most intriguing part of the project is that the compulsory location of manufacture is in Russia. Specialists forecast that it will prompt a number of problems.
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[DETAIL_TEXT] => The Transport Sector Is “Too Modest”
There are very few “credit passport” holders in the Russian transport industry. They are OAO “Russian Railways”, transport group FESCO, OAO “Sovcomflot” and OAO “Novorossiysk Sea Trading Port “. This is the situation where transport is behind many other businesses (which, however, have much less income and play a more modest role in the economy), such as the food-processing and telecommunications industries, not to mention the power and metallurgy industries.
In many respects it is certainly due to the specific features of this business. “The reasons are clear,” says Pavel Ilyichev, Financial Director of “Eurosib” group of companies. “First of all, the reason for this situation is the state and the features of the transport sector itself. Because it is quite closed there are very few public companies and, as a consequence, there are also very few shares and bonds of players in the transport industry on the open market”.
Stanislav Vartanyan, Corporate Communications Director of the transport group FESCO notes, that, first of all, getting a credit rating should mean a readiness of a company to reveal a good deal of information about its activity to a rating agency. “Positive rating requires both a steady financial condition in the company and also availability of a transparency policy, reporting according to international standards and a precisely formulated strategy,” said the expert.
Secondly, a credit rating is required most of all when loans are made on the international capital markets. “There is no point in completing this expensive and difficult procedure if the company is not thinking of getting into this kind of market. And, in its turn, presence on the international market of banking capital also requires transparency,” Mr Vartanyan is assured.
“We do not think that it is connected with any of the peculiarities of transport enterprises. It is the same as with other companies – those who plan attraction of public debt financing, apply for credit ratings. The company which was the first to receive a credit rating was OAO RZD. It was connected with allocation of debt securities, as well as other reasons,” says Alexey Mironov, Senior Business Development Director of international rating agency Fitch Ratings.
But there is one more quite important circumstance. Leasing companies note that vehicles such as railway rolling stock, in conditions of deficiency in Russia, are extremely liquid goods and therefore a good mortgage. For this reason bankers and leasing-givers are happily working with representatives of the transport industry, giving them credits and taking on their mortgage activities which can be easily sold. By the way, so far there have been no registered refusals among transport companies to fulfill credit payment obligations, or to make payments within the terms of leasing deals or bonded loans.
All for the Rating
However, the situation already promises to change soon, as a result of several factors of a different origin. The economic rise observed in Russia since 2000 has caused a growth in the number of businesses and manufacturers and transport companies serving them, first of all rolling stock operators. Railway transport reform has led to the emergence of plenty of private players in this industry, which in turn have started to develop business actively, and often using loaned capital. By the 10th anniversary of the reform their business has reached a stage of consolidation and reaching out to foreign financial markets, including IPOs. It all shows that the services of credit agencies are going to be in demand.
On the other hand, the current liquidity crisis which is occasionally becoming aggravated (as, for example, can be observed in Russia this autumn) gives intensity to the process of the dialogue between bankers and borrowers. Credit rates have shot up. Banks have also started giving loans much more cautiously and estimating the solvency of borrowers much more carefully. Certainly, any crisis or recession temporarily slows down implementation of business units’ long-term plans, and increasing financial transparency is usually a part of such plans. But at the same time availability of a credit rating, or even two or three of them, can serve as an additional trump card in this situation. “Not getting too technical, I shall say only that in a number of issues regarding interaction with banks a positive rating itself given by two international agencies can replace a number of requirements to disclose additional information. I mean, it is a kind of quality symbol on the financial markets,” emphasises Mr Vartanyan.
Meanwhile, Mr P. Ilyichev from “Eurosib” says: “At present we do not plan on getting a credit rating. But, probably, such a project will be considered in 2009.” And OAO The “First Cargo Company” is planning to get two of them at once next spring.
In his turn, Mr A. Mironov from Fitch Ratings considers that as soon as companies in the industry start more actively using public tools for debt financing, they will feel an increasing need not only for credit ratings but also to develop their rating history. “Concerning companies’ investment projects and sources of financing, we think that railway, sea and river transport companies can become the most active borrowers. Certainly, if also considering opportunities for mergers and absorption, such deals are often accompanied by attraction of extra capital and, hence, use of credit ratings,” the expert notes.
The First Deputy General Director for Economy and Finance of The First Cargo Company Alexey Taicher is expressing the same ideas: “Operators have been developing as non-public companies for a long time, thus enjoying the side benefits connected with optimisation of the tax system. Now their shareholders are more often giving priority to capitalisation of the company. Growth is impossible without a public credit history, and the question of getting ratings is one of the necessary steps on this way”.
To Balance All Pros and Cons
Mr S. Vartanyan from FESCO believes that work with rating agencies is a serious and complex project which requires time and major effort, including involvement of the top management. “I can tell from our experience that all vice-presidents of subdivisions, the vice-president for finances and directors of several departments have taken part in our rating presentation for Moody’s agency. (It is a big event which lasts for several hours). Thus I would like to note that interaction with Moody’s was very effective and we did not have any problems with preparing for the rating. The main thing is to be ready with the level of transparency and disclosure of information expected by the agency,” he said.
The most important point both for transport or any other company is readiness to disclose all information, both from the point of view of having the structured data available, and developing a desire to disclose this information. “If there is no such readiness, it is better not to start the rating process. Whether the rating is necessary or not depends on whether a company has a need to enter international debt capital markets. If a company has such a need then, certainly, I recommend considering the issue of getting a rating,” the FESCO representative is convinced.
Mr A. Mironov says that in order for a company to get the Fitch Ratings credit rating, it is necessary to have reporting according to International Accounting Standards, certified by an auditor. “It is necessary to apply to several agencies. If the company plans to involve debt financing from international capital markets, then it is necessary to have ratings from at least two agencies. But even if there are no plans for getting international public loans, it is reasonable to cooperate with several agencies anyway, because in this case the company gives investors a fuller spectrum of opinions on its credit status. That is perceived by investors very positively. For example, OAO RZD works with all three international ratings agencies,” Mr Mironov notes.
In Conclusion
The financial thunderstorm which burst in the world in autumn 2008 is still sparking so far, with fluctuations in share indexes and leading currencies. But sooner or later the global economy will get into a new growth cycle. The Russian economy, which is cushioned by reserves, will probably go into recession, but not fall. Thus, the need for attraction of extra capital at lower rates for railway operators remains an absolute must. As getting a credit rating is firmly bound to corporate transparency, it is not impossible that in many respects thanks to exactly this crisis we shall see a more or less full financial picture of the railway business in Russia.
By Ivan Stupachenko
viewpoint
Stanislav Vartanyan,
Director of Corporate Communications Department, FESCO Transport Group:
– FESCO has already been an active participant in the international bank loans market for a long time. Today we are at the stage of active development, realising a significant volume of investment projects where we are also using extra capital for financing. We are a public company and publish our reports according to International Accounting Standards on a regular basis, so we are ready to disclose information.
Getting a credit rating for FESCO is, on one hand, an acknowledgement of the status of a reliable borrower. On the other hand, it is an investment into further reduction in price of extra capital, because it is no secret that companies with a positive rating can attract funds on more favourable conditions.
Alexey Taicher,
The First Deputy General Director for Economy and Finance, OAO The First Cargo Company:
– As regards “The First Cargo Company”, our company has already started preparing its reporting for the year 2008 according to International Accounting Standards. We are planning to receive credit ratings from at least two of the three leading rating agencies (Moody’s, Standard and Poor’s and Fitch) next spring. This tool is necessary for us for allocation of bonds which will take place approximately in autumn next year. A credit rating is the company’s yardstick of transparency for potential investors.
[~DETAIL_TEXT] => The Transport Sector Is “Too Modest”
There are very few “credit passport” holders in the Russian transport industry. They are OAO “Russian Railways”, transport group FESCO, OAO “Sovcomflot” and OAO “Novorossiysk Sea Trading Port “. This is the situation where transport is behind many other businesses (which, however, have much less income and play a more modest role in the economy), such as the food-processing and telecommunications industries, not to mention the power and metallurgy industries.
In many respects it is certainly due to the specific features of this business. “The reasons are clear,” says Pavel Ilyichev, Financial Director of “Eurosib” group of companies. “First of all, the reason for this situation is the state and the features of the transport sector itself. Because it is quite closed there are very few public companies and, as a consequence, there are also very few shares and bonds of players in the transport industry on the open market”.
Stanislav Vartanyan, Corporate Communications Director of the transport group FESCO notes, that, first of all, getting a credit rating should mean a readiness of a company to reveal a good deal of information about its activity to a rating agency. “Positive rating requires both a steady financial condition in the company and also availability of a transparency policy, reporting according to international standards and a precisely formulated strategy,” said the expert.
Secondly, a credit rating is required most of all when loans are made on the international capital markets. “There is no point in completing this expensive and difficult procedure if the company is not thinking of getting into this kind of market. And, in its turn, presence on the international market of banking capital also requires transparency,” Mr Vartanyan is assured.
“We do not think that it is connected with any of the peculiarities of transport enterprises. It is the same as with other companies – those who plan attraction of public debt financing, apply for credit ratings. The company which was the first to receive a credit rating was OAO RZD. It was connected with allocation of debt securities, as well as other reasons,” says Alexey Mironov, Senior Business Development Director of international rating agency Fitch Ratings.
But there is one more quite important circumstance. Leasing companies note that vehicles such as railway rolling stock, in conditions of deficiency in Russia, are extremely liquid goods and therefore a good mortgage. For this reason bankers and leasing-givers are happily working with representatives of the transport industry, giving them credits and taking on their mortgage activities which can be easily sold. By the way, so far there have been no registered refusals among transport companies to fulfill credit payment obligations, or to make payments within the terms of leasing deals or bonded loans.
All for the Rating
However, the situation already promises to change soon, as a result of several factors of a different origin. The economic rise observed in Russia since 2000 has caused a growth in the number of businesses and manufacturers and transport companies serving them, first of all rolling stock operators. Railway transport reform has led to the emergence of plenty of private players in this industry, which in turn have started to develop business actively, and often using loaned capital. By the 10th anniversary of the reform their business has reached a stage of consolidation and reaching out to foreign financial markets, including IPOs. It all shows that the services of credit agencies are going to be in demand.
On the other hand, the current liquidity crisis which is occasionally becoming aggravated (as, for example, can be observed in Russia this autumn) gives intensity to the process of the dialogue between bankers and borrowers. Credit rates have shot up. Banks have also started giving loans much more cautiously and estimating the solvency of borrowers much more carefully. Certainly, any crisis or recession temporarily slows down implementation of business units’ long-term plans, and increasing financial transparency is usually a part of such plans. But at the same time availability of a credit rating, or even two or three of them, can serve as an additional trump card in this situation. “Not getting too technical, I shall say only that in a number of issues regarding interaction with banks a positive rating itself given by two international agencies can replace a number of requirements to disclose additional information. I mean, it is a kind of quality symbol on the financial markets,” emphasises Mr Vartanyan.
Meanwhile, Mr P. Ilyichev from “Eurosib” says: “At present we do not plan on getting a credit rating. But, probably, such a project will be considered in 2009.” And OAO The “First Cargo Company” is planning to get two of them at once next spring.
In his turn, Mr A. Mironov from Fitch Ratings considers that as soon as companies in the industry start more actively using public tools for debt financing, they will feel an increasing need not only for credit ratings but also to develop their rating history. “Concerning companies’ investment projects and sources of financing, we think that railway, sea and river transport companies can become the most active borrowers. Certainly, if also considering opportunities for mergers and absorption, such deals are often accompanied by attraction of extra capital and, hence, use of credit ratings,” the expert notes.
The First Deputy General Director for Economy and Finance of The First Cargo Company Alexey Taicher is expressing the same ideas: “Operators have been developing as non-public companies for a long time, thus enjoying the side benefits connected with optimisation of the tax system. Now their shareholders are more often giving priority to capitalisation of the company. Growth is impossible without a public credit history, and the question of getting ratings is one of the necessary steps on this way”.
To Balance All Pros and Cons
Mr S. Vartanyan from FESCO believes that work with rating agencies is a serious and complex project which requires time and major effort, including involvement of the top management. “I can tell from our experience that all vice-presidents of subdivisions, the vice-president for finances and directors of several departments have taken part in our rating presentation for Moody’s agency. (It is a big event which lasts for several hours). Thus I would like to note that interaction with Moody’s was very effective and we did not have any problems with preparing for the rating. The main thing is to be ready with the level of transparency and disclosure of information expected by the agency,” he said.
The most important point both for transport or any other company is readiness to disclose all information, both from the point of view of having the structured data available, and developing a desire to disclose this information. “If there is no such readiness, it is better not to start the rating process. Whether the rating is necessary or not depends on whether a company has a need to enter international debt capital markets. If a company has such a need then, certainly, I recommend considering the issue of getting a rating,” the FESCO representative is convinced.
Mr A. Mironov says that in order for a company to get the Fitch Ratings credit rating, it is necessary to have reporting according to International Accounting Standards, certified by an auditor. “It is necessary to apply to several agencies. If the company plans to involve debt financing from international capital markets, then it is necessary to have ratings from at least two agencies. But even if there are no plans for getting international public loans, it is reasonable to cooperate with several agencies anyway, because in this case the company gives investors a fuller spectrum of opinions on its credit status. That is perceived by investors very positively. For example, OAO RZD works with all three international ratings agencies,” Mr Mironov notes.
In Conclusion
The financial thunderstorm which burst in the world in autumn 2008 is still sparking so far, with fluctuations in share indexes and leading currencies. But sooner or later the global economy will get into a new growth cycle. The Russian economy, which is cushioned by reserves, will probably go into recession, but not fall. Thus, the need for attraction of extra capital at lower rates for railway operators remains an absolute must. As getting a credit rating is firmly bound to corporate transparency, it is not impossible that in many respects thanks to exactly this crisis we shall see a more or less full financial picture of the railway business in Russia.
By Ivan Stupachenko
viewpoint
Stanislav Vartanyan,
Director of Corporate Communications Department, FESCO Transport Group:
– FESCO has already been an active participant in the international bank loans market for a long time. Today we are at the stage of active development, realising a significant volume of investment projects where we are also using extra capital for financing. We are a public company and publish our reports according to International Accounting Standards on a regular basis, so we are ready to disclose information.
Getting a credit rating for FESCO is, on one hand, an acknowledgement of the status of a reliable borrower. On the other hand, it is an investment into further reduction in price of extra capital, because it is no secret that companies with a positive rating can attract funds on more favourable conditions.
Alexey Taicher,
The First Deputy General Director for Economy and Finance, OAO The First Cargo Company:
– As regards “The First Cargo Company”, our company has already started preparing its reporting for the year 2008 according to International Accounting Standards. We are planning to receive credit ratings from at least two of the three leading rating agencies (Moody’s, Standard and Poor’s and Fitch) next spring. This tool is necessary for us for allocation of bonds which will take place approximately in autumn next year. A credit rating is the company’s yardstick of transparency for potential investors.
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[PREVIEW_TEXT] => The world’s financial crisis will no doubt have one fundamental consequence – a long-term toughening of credit quality requirements demanded of potential borrowers. Because of this, the question of credit ratings is becoming urgent with respect to the many Russian transport companies which have not only started using banks actively but are also thinking to sell shares by means of an IPO.
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[DETAIL_TEXT] => The Transport Sector Is “Too Modest”
There are very few “credit passport” holders in the Russian transport industry. They are OAO “Russian Railways”, transport group FESCO, OAO “Sovcomflot” and OAO “Novorossiysk Sea Trading Port “. This is the situation where transport is behind many other businesses (which, however, have much less income and play a more modest role in the economy), such as the food-processing and telecommunications industries, not to mention the power and metallurgy industries.
In many respects it is certainly due to the specific features of this business. “The reasons are clear,” says Pavel Ilyichev, Financial Director of “Eurosib” group of companies. “First of all, the reason for this situation is the state and the features of the transport sector itself. Because it is quite closed there are very few public companies and, as a consequence, there are also very few shares and bonds of players in the transport industry on the open market”.
Stanislav Vartanyan, Corporate Communications Director of the transport group FESCO notes, that, first of all, getting a credit rating should mean a readiness of a company to reveal a good deal of information about its activity to a rating agency. “Positive rating requires both a steady financial condition in the company and also availability of a transparency policy, reporting according to international standards and a precisely formulated strategy,” said the expert.
Secondly, a credit rating is required most of all when loans are made on the international capital markets. “There is no point in completing this expensive and difficult procedure if the company is not thinking of getting into this kind of market. And, in its turn, presence on the international market of banking capital also requires transparency,” Mr Vartanyan is assured.
“We do not think that it is connected with any of the peculiarities of transport enterprises. It is the same as with other companies – those who plan attraction of public debt financing, apply for credit ratings. The company which was the first to receive a credit rating was OAO RZD. It was connected with allocation of debt securities, as well as other reasons,” says Alexey Mironov, Senior Business Development Director of international rating agency Fitch Ratings.
But there is one more quite important circumstance. Leasing companies note that vehicles such as railway rolling stock, in conditions of deficiency in Russia, are extremely liquid goods and therefore a good mortgage. For this reason bankers and leasing-givers are happily working with representatives of the transport industry, giving them credits and taking on their mortgage activities which can be easily sold. By the way, so far there have been no registered refusals among transport companies to fulfill credit payment obligations, or to make payments within the terms of leasing deals or bonded loans.
All for the Rating
However, the situation already promises to change soon, as a result of several factors of a different origin. The economic rise observed in Russia since 2000 has caused a growth in the number of businesses and manufacturers and transport companies serving them, first of all rolling stock operators. Railway transport reform has led to the emergence of plenty of private players in this industry, which in turn have started to develop business actively, and often using loaned capital. By the 10th anniversary of the reform their business has reached a stage of consolidation and reaching out to foreign financial markets, including IPOs. It all shows that the services of credit agencies are going to be in demand.
On the other hand, the current liquidity crisis which is occasionally becoming aggravated (as, for example, can be observed in Russia this autumn) gives intensity to the process of the dialogue between bankers and borrowers. Credit rates have shot up. Banks have also started giving loans much more cautiously and estimating the solvency of borrowers much more carefully. Certainly, any crisis or recession temporarily slows down implementation of business units’ long-term plans, and increasing financial transparency is usually a part of such plans. But at the same time availability of a credit rating, or even two or three of them, can serve as an additional trump card in this situation. “Not getting too technical, I shall say only that in a number of issues regarding interaction with banks a positive rating itself given by two international agencies can replace a number of requirements to disclose additional information. I mean, it is a kind of quality symbol on the financial markets,” emphasises Mr Vartanyan.
Meanwhile, Mr P. Ilyichev from “Eurosib” says: “At present we do not plan on getting a credit rating. But, probably, such a project will be considered in 2009.” And OAO The “First Cargo Company” is planning to get two of them at once next spring.
In his turn, Mr A. Mironov from Fitch Ratings considers that as soon as companies in the industry start more actively using public tools for debt financing, they will feel an increasing need not only for credit ratings but also to develop their rating history. “Concerning companies’ investment projects and sources of financing, we think that railway, sea and river transport companies can become the most active borrowers. Certainly, if also considering opportunities for mergers and absorption, such deals are often accompanied by attraction of extra capital and, hence, use of credit ratings,” the expert notes.
The First Deputy General Director for Economy and Finance of The First Cargo Company Alexey Taicher is expressing the same ideas: “Operators have been developing as non-public companies for a long time, thus enjoying the side benefits connected with optimisation of the tax system. Now their shareholders are more often giving priority to capitalisation of the company. Growth is impossible without a public credit history, and the question of getting ratings is one of the necessary steps on this way”.
To Balance All Pros and Cons
Mr S. Vartanyan from FESCO believes that work with rating agencies is a serious and complex project which requires time and major effort, including involvement of the top management. “I can tell from our experience that all vice-presidents of subdivisions, the vice-president for finances and directors of several departments have taken part in our rating presentation for Moody’s agency. (It is a big event which lasts for several hours). Thus I would like to note that interaction with Moody’s was very effective and we did not have any problems with preparing for the rating. The main thing is to be ready with the level of transparency and disclosure of information expected by the agency,” he said.
The most important point both for transport or any other company is readiness to disclose all information, both from the point of view of having the structured data available, and developing a desire to disclose this information. “If there is no such readiness, it is better not to start the rating process. Whether the rating is necessary or not depends on whether a company has a need to enter international debt capital markets. If a company has such a need then, certainly, I recommend considering the issue of getting a rating,” the FESCO representative is convinced.
Mr A. Mironov says that in order for a company to get the Fitch Ratings credit rating, it is necessary to have reporting according to International Accounting Standards, certified by an auditor. “It is necessary to apply to several agencies. If the company plans to involve debt financing from international capital markets, then it is necessary to have ratings from at least two agencies. But even if there are no plans for getting international public loans, it is reasonable to cooperate with several agencies anyway, because in this case the company gives investors a fuller spectrum of opinions on its credit status. That is perceived by investors very positively. For example, OAO RZD works with all three international ratings agencies,” Mr Mironov notes.
In Conclusion
The financial thunderstorm which burst in the world in autumn 2008 is still sparking so far, with fluctuations in share indexes and leading currencies. But sooner or later the global economy will get into a new growth cycle. The Russian economy, which is cushioned by reserves, will probably go into recession, but not fall. Thus, the need for attraction of extra capital at lower rates for railway operators remains an absolute must. As getting a credit rating is firmly bound to corporate transparency, it is not impossible that in many respects thanks to exactly this crisis we shall see a more or less full financial picture of the railway business in Russia.
By Ivan Stupachenko
viewpoint
Stanislav Vartanyan,
Director of Corporate Communications Department, FESCO Transport Group:
– FESCO has already been an active participant in the international bank loans market for a long time. Today we are at the stage of active development, realising a significant volume of investment projects where we are also using extra capital for financing. We are a public company and publish our reports according to International Accounting Standards on a regular basis, so we are ready to disclose information.
Getting a credit rating for FESCO is, on one hand, an acknowledgement of the status of a reliable borrower. On the other hand, it is an investment into further reduction in price of extra capital, because it is no secret that companies with a positive rating can attract funds on more favourable conditions.
Alexey Taicher,
The First Deputy General Director for Economy and Finance, OAO The First Cargo Company:
– As regards “The First Cargo Company”, our company has already started preparing its reporting for the year 2008 according to International Accounting Standards. We are planning to receive credit ratings from at least two of the three leading rating agencies (Moody’s, Standard and Poor’s and Fitch) next spring. This tool is necessary for us for allocation of bonds which will take place approximately in autumn next year. A credit rating is the company’s yardstick of transparency for potential investors.
[~DETAIL_TEXT] => The Transport Sector Is “Too Modest”
There are very few “credit passport” holders in the Russian transport industry. They are OAO “Russian Railways”, transport group FESCO, OAO “Sovcomflot” and OAO “Novorossiysk Sea Trading Port “. This is the situation where transport is behind many other businesses (which, however, have much less income and play a more modest role in the economy), such as the food-processing and telecommunications industries, not to mention the power and metallurgy industries.
In many respects it is certainly due to the specific features of this business. “The reasons are clear,” says Pavel Ilyichev, Financial Director of “Eurosib” group of companies. “First of all, the reason for this situation is the state and the features of the transport sector itself. Because it is quite closed there are very few public companies and, as a consequence, there are also very few shares and bonds of players in the transport industry on the open market”.
Stanislav Vartanyan, Corporate Communications Director of the transport group FESCO notes, that, first of all, getting a credit rating should mean a readiness of a company to reveal a good deal of information about its activity to a rating agency. “Positive rating requires both a steady financial condition in the company and also availability of a transparency policy, reporting according to international standards and a precisely formulated strategy,” said the expert.
Secondly, a credit rating is required most of all when loans are made on the international capital markets. “There is no point in completing this expensive and difficult procedure if the company is not thinking of getting into this kind of market. And, in its turn, presence on the international market of banking capital also requires transparency,” Mr Vartanyan is assured.
“We do not think that it is connected with any of the peculiarities of transport enterprises. It is the same as with other companies – those who plan attraction of public debt financing, apply for credit ratings. The company which was the first to receive a credit rating was OAO RZD. It was connected with allocation of debt securities, as well as other reasons,” says Alexey Mironov, Senior Business Development Director of international rating agency Fitch Ratings.
But there is one more quite important circumstance. Leasing companies note that vehicles such as railway rolling stock, in conditions of deficiency in Russia, are extremely liquid goods and therefore a good mortgage. For this reason bankers and leasing-givers are happily working with representatives of the transport industry, giving them credits and taking on their mortgage activities which can be easily sold. By the way, so far there have been no registered refusals among transport companies to fulfill credit payment obligations, or to make payments within the terms of leasing deals or bonded loans.
All for the Rating
However, the situation already promises to change soon, as a result of several factors of a different origin. The economic rise observed in Russia since 2000 has caused a growth in the number of businesses and manufacturers and transport companies serving them, first of all rolling stock operators. Railway transport reform has led to the emergence of plenty of private players in this industry, which in turn have started to develop business actively, and often using loaned capital. By the 10th anniversary of the reform their business has reached a stage of consolidation and reaching out to foreign financial markets, including IPOs. It all shows that the services of credit agencies are going to be in demand.
On the other hand, the current liquidity crisis which is occasionally becoming aggravated (as, for example, can be observed in Russia this autumn) gives intensity to the process of the dialogue between bankers and borrowers. Credit rates have shot up. Banks have also started giving loans much more cautiously and estimating the solvency of borrowers much more carefully. Certainly, any crisis or recession temporarily slows down implementation of business units’ long-term plans, and increasing financial transparency is usually a part of such plans. But at the same time availability of a credit rating, or even two or three of them, can serve as an additional trump card in this situation. “Not getting too technical, I shall say only that in a number of issues regarding interaction with banks a positive rating itself given by two international agencies can replace a number of requirements to disclose additional information. I mean, it is a kind of quality symbol on the financial markets,” emphasises Mr Vartanyan.
Meanwhile, Mr P. Ilyichev from “Eurosib” says: “At present we do not plan on getting a credit rating. But, probably, such a project will be considered in 2009.” And OAO The “First Cargo Company” is planning to get two of them at once next spring.
In his turn, Mr A. Mironov from Fitch Ratings considers that as soon as companies in the industry start more actively using public tools for debt financing, they will feel an increasing need not only for credit ratings but also to develop their rating history. “Concerning companies’ investment projects and sources of financing, we think that railway, sea and river transport companies can become the most active borrowers. Certainly, if also considering opportunities for mergers and absorption, such deals are often accompanied by attraction of extra capital and, hence, use of credit ratings,” the expert notes.
The First Deputy General Director for Economy and Finance of The First Cargo Company Alexey Taicher is expressing the same ideas: “Operators have been developing as non-public companies for a long time, thus enjoying the side benefits connected with optimisation of the tax system. Now their shareholders are more often giving priority to capitalisation of the company. Growth is impossible without a public credit history, and the question of getting ratings is one of the necessary steps on this way”.
To Balance All Pros and Cons
Mr S. Vartanyan from FESCO believes that work with rating agencies is a serious and complex project which requires time and major effort, including involvement of the top management. “I can tell from our experience that all vice-presidents of subdivisions, the vice-president for finances and directors of several departments have taken part in our rating presentation for Moody’s agency. (It is a big event which lasts for several hours). Thus I would like to note that interaction with Moody’s was very effective and we did not have any problems with preparing for the rating. The main thing is to be ready with the level of transparency and disclosure of information expected by the agency,” he said.
The most important point both for transport or any other company is readiness to disclose all information, both from the point of view of having the structured data available, and developing a desire to disclose this information. “If there is no such readiness, it is better not to start the rating process. Whether the rating is necessary or not depends on whether a company has a need to enter international debt capital markets. If a company has such a need then, certainly, I recommend considering the issue of getting a rating,” the FESCO representative is convinced.
Mr A. Mironov says that in order for a company to get the Fitch Ratings credit rating, it is necessary to have reporting according to International Accounting Standards, certified by an auditor. “It is necessary to apply to several agencies. If the company plans to involve debt financing from international capital markets, then it is necessary to have ratings from at least two agencies. But even if there are no plans for getting international public loans, it is reasonable to cooperate with several agencies anyway, because in this case the company gives investors a fuller spectrum of opinions on its credit status. That is perceived by investors very positively. For example, OAO RZD works with all three international ratings agencies,” Mr Mironov notes.
In Conclusion
The financial thunderstorm which burst in the world in autumn 2008 is still sparking so far, with fluctuations in share indexes and leading currencies. But sooner or later the global economy will get into a new growth cycle. The Russian economy, which is cushioned by reserves, will probably go into recession, but not fall. Thus, the need for attraction of extra capital at lower rates for railway operators remains an absolute must. As getting a credit rating is firmly bound to corporate transparency, it is not impossible that in many respects thanks to exactly this crisis we shall see a more or less full financial picture of the railway business in Russia.
By Ivan Stupachenko
viewpoint
Stanislav Vartanyan,
Director of Corporate Communications Department, FESCO Transport Group:
– FESCO has already been an active participant in the international bank loans market for a long time. Today we are at the stage of active development, realising a significant volume of investment projects where we are also using extra capital for financing. We are a public company and publish our reports according to International Accounting Standards on a regular basis, so we are ready to disclose information.
Getting a credit rating for FESCO is, on one hand, an acknowledgement of the status of a reliable borrower. On the other hand, it is an investment into further reduction in price of extra capital, because it is no secret that companies with a positive rating can attract funds on more favourable conditions.
Alexey Taicher,
The First Deputy General Director for Economy and Finance, OAO The First Cargo Company:
– As regards “The First Cargo Company”, our company has already started preparing its reporting for the year 2008 according to International Accounting Standards. We are planning to receive credit ratings from at least two of the three leading rating agencies (Moody’s, Standard and Poor’s and Fitch) next spring. This tool is necessary for us for allocation of bonds which will take place approximately in autumn next year. A credit rating is the company’s yardstick of transparency for potential investors.
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IKEA has worked in the Russian market for eight years. Per Kaufmann, Director General for Russia andArray
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[DETAIL_TEXT] => “We Use the Services of Russian Transporters”
– Mr Kaufmann, please tell us where are IKEA goods sold on the Russian market produced? How is the delivery system of raw materials for your goods production organised?
– In 1999 a sales business was opened in the Russian Federation. Nowadays, the company has three sales offices in the RF (in Moscow, Saint Petersburg, and Novosibirsk). They coordinate the work with Russian suppliers. In the last financial year the purchase volume amounted to EUR 170 million. Considering the fact that the purchased goods are delivered to shops all over the world, the company’s share in the furniture exported from the RF is 40%. Goods produced in the RF make up 30% of stock in Russian shops according to cost and 50% by volume.
We own all the distributing centres and most of them are managed by the company. A distributing centre may rarely be managed by a contractor. However, the distributing centre in Russia is not an exception – it is managed by IKEA.
In the Moscow region there is a distributing centre that fulfills all the needs of the company’s shops in Russia. The first stage of the project, building a capacity of 60,000m3 , was completed in autumn 2003. Later, the centre was enlarged to 180,000m3, 94,000 m3 of which was used for an automated warehousing complex.
We do not plan to construct additional capacities yet. Nowadays the need for construction in the future is being analysed.
– How is the company’s logistics system organised? Do you consider establishment of company’s own transport service reasonable?
– The company’s freight transportation may be divided into three groups. Firstly, the delivery from suppliers to shops via the company’s own distributing centres, where the buffer stock is formed, orders are received and other operations are held to optimise logistics. Secondly, direct deliveries from suppliers to shops. Thirdly, transit and consolidated supplies via the company’s own distributing centres, providing through warehousing and combining with usual supplies.
Freight transportation is outsourced. The corporation decided to keep no vehicle park. In the RF we use the services of local transporters (some of them work only inside the country, others are subsidiaries of international companies).
IKEA is an international company with goods transported from all over the world to distributing centres and then on to our shops in different countries. It is very important to optimise all the freight transportation to avoid redundant links in this chain. For example, if one type of good is produced by two suppliers in different countries, when planning supplies we strive to minimise the distance to the destination point to reduce transport expenses and possible environmental damage from vehicle exhaust gases.
– Nowadays the European Commission strives to re-direct some cargo from road to railway transport. You have already mentioned one of the reasons for this – reduction of emissions. Does your company plan to increase the share of its transportation by railway in Russia?
– Today practically all our cargo is carried by road haulage inside Russia, the share of railways is almost zero.
Low price could be a significant advantage of railways for companies transporting their freight over large distances inside Russia. In addition to this, the percentage of cargo damaged is lower there compared with road transport. Naturally, our company examined this alternative.
Meanwhile, most of our shops are in the European part of Russia, so railway transportation has little advantage in this case. In 2007-2008 we used to transport containers by railway from our distributing centre in Esipovo (Moscow region) to the shop in Novosibirsk but we had to give it up because of the variable transit times and difficulties with delivery from the railway stations in Novosibirsk to our shop.
– What measures are to be taken by you to redirect cargo from the roads to railways?
– The efficiency of railways could increase if the company provided such services as container delivery for loading on time, a stable travel time and delivery to the final consignee on time. These services are very important for IKEA, because reliable delivery chains mean there are goods available in shops and we are able to provide our clients with a high level of service. Unfortunately, when using railways, we failed to get the results we needed. The solution of the problems mentioned above could provoke more active usage of railways in future.
There Is Mutual Interest in Cooperation
– Mr Kaufmann, you are experienced in working in the European market – in France, Italy, and Belgium. Do you think foreign logistic solutions can be adapted in the Russian market. What should be done to achieve that?
– First of all, it is reasonable to make big reductions in the time spent on customs formalities. Unfortunately, in Russia it takes much more time than in Europe. Nowadays, the country’s ports and roads are overloaded. To solve this problem it is necessary to invest in building new infrastructure. It will require a lot of time and means, but in the long term the investment will pay dividends. Besides, it is reasonable to use railways for long-distance transportation. A good example is the Transsib. Nowadays not all the resources of this railway are used, so there is some potential for development. Perhaps, in future the volume of container flows from Asia to Europe along the Transsiberian railway may become comparable to the volume of sea transportation.
– Do you consider it reasonable to transport containers to/from China and Asian countries via the Transsib?
– The potential of the Russian Federation as a transit territory for IKEA cargoes can hardly be overestimated. The number of 40TEU containers from China to Europe amounts to 80,000 units per annum and this figure will increase. The Transsiberian railway could become an important route for freight delivery to the Russian market as well as to the EU.
Nevertheless, there are a number of important issues: the lack of logistics service suppliers providing a full pack of services for container delivery, empty containers supply at the dispatching places, volatile and sometimes unreasonable prices for transportation along the Transsib.
The main advantage of using the Transsiberian railway for IKEA is a potentially short transit time but it should be tested using large volumes and regular deliveries.
– Thus, on the one hand, IKEA practically does not work at all with railway companies. On the other hand, it considers the Transsib a potential transport corridor. What are the real prospects for the company’s interaction with Russian Railways?
– We are keeping a fruitful dialogue with the top management of OAO RZD and are discussing opportunities for a more active interaction. It is too early to speak about concluded agreements but there is a mutual interest in cooperation. Thus there is reason to be optimistic about the future.
To Build Manufacturing Means To Construct a Road Too
– IKEA, in cooperation with the WWF, participates in programmes to strengthen the practice of stable forest exploitation. Does the company go in for logging in Russia? Are there plans to construct timber processing capacities?
– Most logging is fulfilled by our suppliers. IKEA in turn is rather squeamish about environment preservation and proper terms of labour in production of its goods. That is why we have developed a compulsory code of rules for all its partners. It includes norms of labour and environmental safety and their observation is thoroughly controlled by our auditors. Thus, we watch that neither timber from preserved native zones nor child labour is used for production in our company; all security requirements are observed, and, of course, all the goods produced meet IKEA’s quality standard.
As for the plans to build our own enterprises in Russia, we are negotiating on possible construction of producing capacities in some regions. We hope that we will soon start to carry out our plans but it is too early to speak about it yet.
IKEA is developing dynamically in Russia. Recently, we had only several shops in Moscow and Saint Petersburg, and now there are eleven of them – from Novosibirsk to Rostov-on-Don – and there will be even more. So we are interested in production of a large part of our goods in this country. It is great that our company’s interests coincide with the plans of the RF Government to develop national manufacturing.
– Is it possible that the company will take part in construction of terminals or roads on the approaches to timber processing regions?
– Nowadays there are no such plans, perhaps they will emerge in the future. As any other company engaged in timber processing, IKEA is interested in developing the infrastructure available in the new regions where we operate. Meanwhile, we do not exclude the possibility of constructing terminals or roads on the approaches to timber processing regions.
By Anna Nezhinskaya
our reference
The first IKEA shop was opened in Russia (Khimki town) in 2000. Now there are 11 shops in the country: three in the Moscow region, two in Saint Petersburg, and one in Kazan, Yekaterinburg, Nizhny Novgorod, Novosibirsk, Rostov-on-Don and Adygeya Republic. New shops are being built in Samara, Ufa, and Omsk.
IKEA’s first production capacities were built in the Tikhvinsky district of the Leningrad region. In 2006, furniture plants were put into operation in Solnechnogorsky district in the Moscow region and in Tikhvin town in the Leningrad region. In Karelia (Kostomuksha town) there is a timber mill “Swewood” and a plant producing utilities for furniture (it was put into operation in November 2007). The total volume of IKEA’s investments in Russia amounts to over USD 3 billion.
[~DETAIL_TEXT] => “We Use the Services of Russian Transporters”
– Mr Kaufmann, please tell us where are IKEA goods sold on the Russian market produced? How is the delivery system of raw materials for your goods production organised?
– In 1999 a sales business was opened in the Russian Federation. Nowadays, the company has three sales offices in the RF (in Moscow, Saint Petersburg, and Novosibirsk). They coordinate the work with Russian suppliers. In the last financial year the purchase volume amounted to EUR 170 million. Considering the fact that the purchased goods are delivered to shops all over the world, the company’s share in the furniture exported from the RF is 40%. Goods produced in the RF make up 30% of stock in Russian shops according to cost and 50% by volume.
We own all the distributing centres and most of them are managed by the company. A distributing centre may rarely be managed by a contractor. However, the distributing centre in Russia is not an exception – it is managed by IKEA.
In the Moscow region there is a distributing centre that fulfills all the needs of the company’s shops in Russia. The first stage of the project, building a capacity of 60,000m3 , was completed in autumn 2003. Later, the centre was enlarged to 180,000m3, 94,000 m3 of which was used for an automated warehousing complex.
We do not plan to construct additional capacities yet. Nowadays the need for construction in the future is being analysed.
– How is the company’s logistics system organised? Do you consider establishment of company’s own transport service reasonable?
– The company’s freight transportation may be divided into three groups. Firstly, the delivery from suppliers to shops via the company’s own distributing centres, where the buffer stock is formed, orders are received and other operations are held to optimise logistics. Secondly, direct deliveries from suppliers to shops. Thirdly, transit and consolidated supplies via the company’s own distributing centres, providing through warehousing and combining with usual supplies.
Freight transportation is outsourced. The corporation decided to keep no vehicle park. In the RF we use the services of local transporters (some of them work only inside the country, others are subsidiaries of international companies).
IKEA is an international company with goods transported from all over the world to distributing centres and then on to our shops in different countries. It is very important to optimise all the freight transportation to avoid redundant links in this chain. For example, if one type of good is produced by two suppliers in different countries, when planning supplies we strive to minimise the distance to the destination point to reduce transport expenses and possible environmental damage from vehicle exhaust gases.
– Nowadays the European Commission strives to re-direct some cargo from road to railway transport. You have already mentioned one of the reasons for this – reduction of emissions. Does your company plan to increase the share of its transportation by railway in Russia?
– Today practically all our cargo is carried by road haulage inside Russia, the share of railways is almost zero.
Low price could be a significant advantage of railways for companies transporting their freight over large distances inside Russia. In addition to this, the percentage of cargo damaged is lower there compared with road transport. Naturally, our company examined this alternative.
Meanwhile, most of our shops are in the European part of Russia, so railway transportation has little advantage in this case. In 2007-2008 we used to transport containers by railway from our distributing centre in Esipovo (Moscow region) to the shop in Novosibirsk but we had to give it up because of the variable transit times and difficulties with delivery from the railway stations in Novosibirsk to our shop.
– What measures are to be taken by you to redirect cargo from the roads to railways?
– The efficiency of railways could increase if the company provided such services as container delivery for loading on time, a stable travel time and delivery to the final consignee on time. These services are very important for IKEA, because reliable delivery chains mean there are goods available in shops and we are able to provide our clients with a high level of service. Unfortunately, when using railways, we failed to get the results we needed. The solution of the problems mentioned above could provoke more active usage of railways in future.
There Is Mutual Interest in Cooperation
– Mr Kaufmann, you are experienced in working in the European market – in France, Italy, and Belgium. Do you think foreign logistic solutions can be adapted in the Russian market. What should be done to achieve that?
– First of all, it is reasonable to make big reductions in the time spent on customs formalities. Unfortunately, in Russia it takes much more time than in Europe. Nowadays, the country’s ports and roads are overloaded. To solve this problem it is necessary to invest in building new infrastructure. It will require a lot of time and means, but in the long term the investment will pay dividends. Besides, it is reasonable to use railways for long-distance transportation. A good example is the Transsib. Nowadays not all the resources of this railway are used, so there is some potential for development. Perhaps, in future the volume of container flows from Asia to Europe along the Transsiberian railway may become comparable to the volume of sea transportation.
– Do you consider it reasonable to transport containers to/from China and Asian countries via the Transsib?
– The potential of the Russian Federation as a transit territory for IKEA cargoes can hardly be overestimated. The number of 40TEU containers from China to Europe amounts to 80,000 units per annum and this figure will increase. The Transsiberian railway could become an important route for freight delivery to the Russian market as well as to the EU.
Nevertheless, there are a number of important issues: the lack of logistics service suppliers providing a full pack of services for container delivery, empty containers supply at the dispatching places, volatile and sometimes unreasonable prices for transportation along the Transsib.
The main advantage of using the Transsiberian railway for IKEA is a potentially short transit time but it should be tested using large volumes and regular deliveries.
– Thus, on the one hand, IKEA practically does not work at all with railway companies. On the other hand, it considers the Transsib a potential transport corridor. What are the real prospects for the company’s interaction with Russian Railways?
– We are keeping a fruitful dialogue with the top management of OAO RZD and are discussing opportunities for a more active interaction. It is too early to speak about concluded agreements but there is a mutual interest in cooperation. Thus there is reason to be optimistic about the future.
To Build Manufacturing Means To Construct a Road Too
– IKEA, in cooperation with the WWF, participates in programmes to strengthen the practice of stable forest exploitation. Does the company go in for logging in Russia? Are there plans to construct timber processing capacities?
– Most logging is fulfilled by our suppliers. IKEA in turn is rather squeamish about environment preservation and proper terms of labour in production of its goods. That is why we have developed a compulsory code of rules for all its partners. It includes norms of labour and environmental safety and their observation is thoroughly controlled by our auditors. Thus, we watch that neither timber from preserved native zones nor child labour is used for production in our company; all security requirements are observed, and, of course, all the goods produced meet IKEA’s quality standard.
As for the plans to build our own enterprises in Russia, we are negotiating on possible construction of producing capacities in some regions. We hope that we will soon start to carry out our plans but it is too early to speak about it yet.
IKEA is developing dynamically in Russia. Recently, we had only several shops in Moscow and Saint Petersburg, and now there are eleven of them – from Novosibirsk to Rostov-on-Don – and there will be even more. So we are interested in production of a large part of our goods in this country. It is great that our company’s interests coincide with the plans of the RF Government to develop national manufacturing.
– Is it possible that the company will take part in construction of terminals or roads on the approaches to timber processing regions?
– Nowadays there are no such plans, perhaps they will emerge in the future. As any other company engaged in timber processing, IKEA is interested in developing the infrastructure available in the new regions where we operate. Meanwhile, we do not exclude the possibility of constructing terminals or roads on the approaches to timber processing regions.
By Anna Nezhinskaya
our reference
The first IKEA shop was opened in Russia (Khimki town) in 2000. Now there are 11 shops in the country: three in the Moscow region, two in Saint Petersburg, and one in Kazan, Yekaterinburg, Nizhny Novgorod, Novosibirsk, Rostov-on-Don and Adygeya Republic. New shops are being built in Samara, Ufa, and Omsk.
IKEA’s first production capacities were built in the Tikhvinsky district of the Leningrad region. In 2006, furniture plants were put into operation in Solnechnogorsky district in the Moscow region and in Tikhvin town in the Leningrad region. In Karelia (Kostomuksha town) there is a timber mill “Swewood” and a plant producing utilities for furniture (it was put into operation in November 2007). The total volume of IKEA’s investments in Russia amounts to over USD 3 billion.
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[DETAIL_TEXT] => “We Use the Services of Russian Transporters”
– Mr Kaufmann, please tell us where are IKEA goods sold on the Russian market produced? How is the delivery system of raw materials for your goods production organised?
– In 1999 a sales business was opened in the Russian Federation. Nowadays, the company has three sales offices in the RF (in Moscow, Saint Petersburg, and Novosibirsk). They coordinate the work with Russian suppliers. In the last financial year the purchase volume amounted to EUR 170 million. Considering the fact that the purchased goods are delivered to shops all over the world, the company’s share in the furniture exported from the RF is 40%. Goods produced in the RF make up 30% of stock in Russian shops according to cost and 50% by volume.
We own all the distributing centres and most of them are managed by the company. A distributing centre may rarely be managed by a contractor. However, the distributing centre in Russia is not an exception – it is managed by IKEA.
In the Moscow region there is a distributing centre that fulfills all the needs of the company’s shops in Russia. The first stage of the project, building a capacity of 60,000m3 , was completed in autumn 2003. Later, the centre was enlarged to 180,000m3, 94,000 m3 of which was used for an automated warehousing complex.
We do not plan to construct additional capacities yet. Nowadays the need for construction in the future is being analysed.
– How is the company’s logistics system organised? Do you consider establishment of company’s own transport service reasonable?
– The company’s freight transportation may be divided into three groups. Firstly, the delivery from suppliers to shops via the company’s own distributing centres, where the buffer stock is formed, orders are received and other operations are held to optimise logistics. Secondly, direct deliveries from suppliers to shops. Thirdly, transit and consolidated supplies via the company’s own distributing centres, providing through warehousing and combining with usual supplies.
Freight transportation is outsourced. The corporation decided to keep no vehicle park. In the RF we use the services of local transporters (some of them work only inside the country, others are subsidiaries of international companies).
IKEA is an international company with goods transported from all over the world to distributing centres and then on to our shops in different countries. It is very important to optimise all the freight transportation to avoid redundant links in this chain. For example, if one type of good is produced by two suppliers in different countries, when planning supplies we strive to minimise the distance to the destination point to reduce transport expenses and possible environmental damage from vehicle exhaust gases.
– Nowadays the European Commission strives to re-direct some cargo from road to railway transport. You have already mentioned one of the reasons for this – reduction of emissions. Does your company plan to increase the share of its transportation by railway in Russia?
– Today practically all our cargo is carried by road haulage inside Russia, the share of railways is almost zero.
Low price could be a significant advantage of railways for companies transporting their freight over large distances inside Russia. In addition to this, the percentage of cargo damaged is lower there compared with road transport. Naturally, our company examined this alternative.
Meanwhile, most of our shops are in the European part of Russia, so railway transportation has little advantage in this case. In 2007-2008 we used to transport containers by railway from our distributing centre in Esipovo (Moscow region) to the shop in Novosibirsk but we had to give it up because of the variable transit times and difficulties with delivery from the railway stations in Novosibirsk to our shop.
– What measures are to be taken by you to redirect cargo from the roads to railways?
– The efficiency of railways could increase if the company provided such services as container delivery for loading on time, a stable travel time and delivery to the final consignee on time. These services are very important for IKEA, because reliable delivery chains mean there are goods available in shops and we are able to provide our clients with a high level of service. Unfortunately, when using railways, we failed to get the results we needed. The solution of the problems mentioned above could provoke more active usage of railways in future.
There Is Mutual Interest in Cooperation
– Mr Kaufmann, you are experienced in working in the European market – in France, Italy, and Belgium. Do you think foreign logistic solutions can be adapted in the Russian market. What should be done to achieve that?
– First of all, it is reasonable to make big reductions in the time spent on customs formalities. Unfortunately, in Russia it takes much more time than in Europe. Nowadays, the country’s ports and roads are overloaded. To solve this problem it is necessary to invest in building new infrastructure. It will require a lot of time and means, but in the long term the investment will pay dividends. Besides, it is reasonable to use railways for long-distance transportation. A good example is the Transsib. Nowadays not all the resources of this railway are used, so there is some potential for development. Perhaps, in future the volume of container flows from Asia to Europe along the Transsiberian railway may become comparable to the volume of sea transportation.
– Do you consider it reasonable to transport containers to/from China and Asian countries via the Transsib?
– The potential of the Russian Federation as a transit territory for IKEA cargoes can hardly be overestimated. The number of 40TEU containers from China to Europe amounts to 80,000 units per annum and this figure will increase. The Transsiberian railway could become an important route for freight delivery to the Russian market as well as to the EU.
Nevertheless, there are a number of important issues: the lack of logistics service suppliers providing a full pack of services for container delivery, empty containers supply at the dispatching places, volatile and sometimes unreasonable prices for transportation along the Transsib.
The main advantage of using the Transsiberian railway for IKEA is a potentially short transit time but it should be tested using large volumes and regular deliveries.
– Thus, on the one hand, IKEA practically does not work at all with railway companies. On the other hand, it considers the Transsib a potential transport corridor. What are the real prospects for the company’s interaction with Russian Railways?
– We are keeping a fruitful dialogue with the top management of OAO RZD and are discussing opportunities for a more active interaction. It is too early to speak about concluded agreements but there is a mutual interest in cooperation. Thus there is reason to be optimistic about the future.
To Build Manufacturing Means To Construct a Road Too
– IKEA, in cooperation with the WWF, participates in programmes to strengthen the practice of stable forest exploitation. Does the company go in for logging in Russia? Are there plans to construct timber processing capacities?
– Most logging is fulfilled by our suppliers. IKEA in turn is rather squeamish about environment preservation and proper terms of labour in production of its goods. That is why we have developed a compulsory code of rules for all its partners. It includes norms of labour and environmental safety and their observation is thoroughly controlled by our auditors. Thus, we watch that neither timber from preserved native zones nor child labour is used for production in our company; all security requirements are observed, and, of course, all the goods produced meet IKEA’s quality standard.
As for the plans to build our own enterprises in Russia, we are negotiating on possible construction of producing capacities in some regions. We hope that we will soon start to carry out our plans but it is too early to speak about it yet.
IKEA is developing dynamically in Russia. Recently, we had only several shops in Moscow and Saint Petersburg, and now there are eleven of them – from Novosibirsk to Rostov-on-Don – and there will be even more. So we are interested in production of a large part of our goods in this country. It is great that our company’s interests coincide with the plans of the RF Government to develop national manufacturing.
– Is it possible that the company will take part in construction of terminals or roads on the approaches to timber processing regions?
– Nowadays there are no such plans, perhaps they will emerge in the future. As any other company engaged in timber processing, IKEA is interested in developing the infrastructure available in the new regions where we operate. Meanwhile, we do not exclude the possibility of constructing terminals or roads on the approaches to timber processing regions.
By Anna Nezhinskaya
our reference
The first IKEA shop was opened in Russia (Khimki town) in 2000. Now there are 11 shops in the country: three in the Moscow region, two in Saint Petersburg, and one in Kazan, Yekaterinburg, Nizhny Novgorod, Novosibirsk, Rostov-on-Don and Adygeya Republic. New shops are being built in Samara, Ufa, and Omsk.
IKEA’s first production capacities were built in the Tikhvinsky district of the Leningrad region. In 2006, furniture plants were put into operation in Solnechnogorsky district in the Moscow region and in Tikhvin town in the Leningrad region. In Karelia (Kostomuksha town) there is a timber mill “Swewood” and a plant producing utilities for furniture (it was put into operation in November 2007). The total volume of IKEA’s investments in Russia amounts to over USD 3 billion.
[~DETAIL_TEXT] => “We Use the Services of Russian Transporters”
– Mr Kaufmann, please tell us where are IKEA goods sold on the Russian market produced? How is the delivery system of raw materials for your goods production organised?
– In 1999 a sales business was opened in the Russian Federation. Nowadays, the company has three sales offices in the RF (in Moscow, Saint Petersburg, and Novosibirsk). They coordinate the work with Russian suppliers. In the last financial year the purchase volume amounted to EUR 170 million. Considering the fact that the purchased goods are delivered to shops all over the world, the company’s share in the furniture exported from the RF is 40%. Goods produced in the RF make up 30% of stock in Russian shops according to cost and 50% by volume.
We own all the distributing centres and most of them are managed by the company. A distributing centre may rarely be managed by a contractor. However, the distributing centre in Russia is not an exception – it is managed by IKEA.
In the Moscow region there is a distributing centre that fulfills all the needs of the company’s shops in Russia. The first stage of the project, building a capacity of 60,000m3 , was completed in autumn 2003. Later, the centre was enlarged to 180,000m3, 94,000 m3 of which was used for an automated warehousing complex.
We do not plan to construct additional capacities yet. Nowadays the need for construction in the future is being analysed.
– How is the company’s logistics system organised? Do you consider establishment of company’s own transport service reasonable?
– The company’s freight transportation may be divided into three groups. Firstly, the delivery from suppliers to shops via the company’s own distributing centres, where the buffer stock is formed, orders are received and other operations are held to optimise logistics. Secondly, direct deliveries from suppliers to shops. Thirdly, transit and consolidated supplies via the company’s own distributing centres, providing through warehousing and combining with usual supplies.
Freight transportation is outsourced. The corporation decided to keep no vehicle park. In the RF we use the services of local transporters (some of them work only inside the country, others are subsidiaries of international companies).
IKEA is an international company with goods transported from all over the world to distributing centres and then on to our shops in different countries. It is very important to optimise all the freight transportation to avoid redundant links in this chain. For example, if one type of good is produced by two suppliers in different countries, when planning supplies we strive to minimise the distance to the destination point to reduce transport expenses and possible environmental damage from vehicle exhaust gases.
– Nowadays the European Commission strives to re-direct some cargo from road to railway transport. You have already mentioned one of the reasons for this – reduction of emissions. Does your company plan to increase the share of its transportation by railway in Russia?
– Today practically all our cargo is carried by road haulage inside Russia, the share of railways is almost zero.
Low price could be a significant advantage of railways for companies transporting their freight over large distances inside Russia. In addition to this, the percentage of cargo damaged is lower there compared with road transport. Naturally, our company examined this alternative.
Meanwhile, most of our shops are in the European part of Russia, so railway transportation has little advantage in this case. In 2007-2008 we used to transport containers by railway from our distributing centre in Esipovo (Moscow region) to the shop in Novosibirsk but we had to give it up because of the variable transit times and difficulties with delivery from the railway stations in Novosibirsk to our shop.
– What measures are to be taken by you to redirect cargo from the roads to railways?
– The efficiency of railways could increase if the company provided such services as container delivery for loading on time, a stable travel time and delivery to the final consignee on time. These services are very important for IKEA, because reliable delivery chains mean there are goods available in shops and we are able to provide our clients with a high level of service. Unfortunately, when using railways, we failed to get the results we needed. The solution of the problems mentioned above could provoke more active usage of railways in future.
There Is Mutual Interest in Cooperation
– Mr Kaufmann, you are experienced in working in the European market – in France, Italy, and Belgium. Do you think foreign logistic solutions can be adapted in the Russian market. What should be done to achieve that?
– First of all, it is reasonable to make big reductions in the time spent on customs formalities. Unfortunately, in Russia it takes much more time than in Europe. Nowadays, the country’s ports and roads are overloaded. To solve this problem it is necessary to invest in building new infrastructure. It will require a lot of time and means, but in the long term the investment will pay dividends. Besides, it is reasonable to use railways for long-distance transportation. A good example is the Transsib. Nowadays not all the resources of this railway are used, so there is some potential for development. Perhaps, in future the volume of container flows from Asia to Europe along the Transsiberian railway may become comparable to the volume of sea transportation.
– Do you consider it reasonable to transport containers to/from China and Asian countries via the Transsib?
– The potential of the Russian Federation as a transit territory for IKEA cargoes can hardly be overestimated. The number of 40TEU containers from China to Europe amounts to 80,000 units per annum and this figure will increase. The Transsiberian railway could become an important route for freight delivery to the Russian market as well as to the EU.
Nevertheless, there are a number of important issues: the lack of logistics service suppliers providing a full pack of services for container delivery, empty containers supply at the dispatching places, volatile and sometimes unreasonable prices for transportation along the Transsib.
The main advantage of using the Transsiberian railway for IKEA is a potentially short transit time but it should be tested using large volumes and regular deliveries.
– Thus, on the one hand, IKEA practically does not work at all with railway companies. On the other hand, it considers the Transsib a potential transport corridor. What are the real prospects for the company’s interaction with Russian Railways?
– We are keeping a fruitful dialogue with the top management of OAO RZD and are discussing opportunities for a more active interaction. It is too early to speak about concluded agreements but there is a mutual interest in cooperation. Thus there is reason to be optimistic about the future.
To Build Manufacturing Means To Construct a Road Too
– IKEA, in cooperation with the WWF, participates in programmes to strengthen the practice of stable forest exploitation. Does the company go in for logging in Russia? Are there plans to construct timber processing capacities?
– Most logging is fulfilled by our suppliers. IKEA in turn is rather squeamish about environment preservation and proper terms of labour in production of its goods. That is why we have developed a compulsory code of rules for all its partners. It includes norms of labour and environmental safety and their observation is thoroughly controlled by our auditors. Thus, we watch that neither timber from preserved native zones nor child labour is used for production in our company; all security requirements are observed, and, of course, all the goods produced meet IKEA’s quality standard.
As for the plans to build our own enterprises in Russia, we are negotiating on possible construction of producing capacities in some regions. We hope that we will soon start to carry out our plans but it is too early to speak about it yet.
IKEA is developing dynamically in Russia. Recently, we had only several shops in Moscow and Saint Petersburg, and now there are eleven of them – from Novosibirsk to Rostov-on-Don – and there will be even more. So we are interested in production of a large part of our goods in this country. It is great that our company’s interests coincide with the plans of the RF Government to develop national manufacturing.
– Is it possible that the company will take part in construction of terminals or roads on the approaches to timber processing regions?
– Nowadays there are no such plans, perhaps they will emerge in the future. As any other company engaged in timber processing, IKEA is interested in developing the infrastructure available in the new regions where we operate. Meanwhile, we do not exclude the possibility of constructing terminals or roads on the approaches to timber processing regions.
By Anna Nezhinskaya
our reference
The first IKEA shop was opened in Russia (Khimki town) in 2000. Now there are 11 shops in the country: three in the Moscow region, two in Saint Petersburg, and one in Kazan, Yekaterinburg, Nizhny Novgorod, Novosibirsk, Rostov-on-Don and Adygeya Republic. New shops are being built in Samara, Ufa, and Omsk.
IKEA’s first production capacities were built in the Tikhvinsky district of the Leningrad region. In 2006, furniture plants were put into operation in Solnechnogorsky district in the Moscow region and in Tikhvin town in the Leningrad region. In Karelia (Kostomuksha town) there is a timber mill “Swewood” and a plant producing utilities for furniture (it was put into operation in November 2007). The total volume of IKEA’s investments in Russia amounts to over USD 3 billion.
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[DETAIL_TEXT] => Each self-respecting branch of the economy has a way of rating itself. Our magazine was among those who found it necessary to create a table of the best railway operators in Russia. The feedback we received from our audience shows that the need for such a project, which is to become an annual one, is serious enough. The ratings were created in cooperation with information agency INFOLine and is based on the data received from the companies themselves. It is necessary to emphasize that we did not interpret information received from the market participants at all because we decided that the question of its reliability and completeness was their responsibility. When INFOLine analysts questioned the received company information, negotiations with the companies followed and the data was either specified or not published at all. Also, we decided not to use any information about the state of affairs of companies if we received it from other sources, even if such information was correct. A number of operators skipped giving their data regarding some spheres of activity required for rating. Therefore the final rating which united all characteristics together evaluates them only based on some of their segments. It certainly did not allow such companies to win a place they would not deserve to win otherwise. Generally speaking, it is necessary to note that these days not all operators are ready yet for information transparency, but there are also companies which are not shying away from proudly showing their achievements in business.
One more important remark concerns methodological peculiarities of assigning companies to a rating. It is no secret that today an obvious leader by quantity of its rolling stock is OAO “The First Cargo Company”. But because the formation of this company was finalised only by the end of 2007, its parameters in the rating by cargo transportation volumes was not shown. Another example is OAO “TransContainer” - in the view of serious and understandable circumstances the company could not participate in the rating competition this year.
Methods for rating creation
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• Volume of cargo transportation (with transportation types specified);
The general rating picture of operators was created using a ranking system, which defined the place of each company among all other participants with consideration of the parameters listed above, but without cargoes and rolling stock types specified, and according to the data of the year 2007. The final result for each company in the rating competition depended on the sum of its ranks. The smaller the sum of the ranks according to the parameters listed above, the higher the final place was. Also, those companies which specialised in container transportation and transportation of motorcars were not included in the general rating. They participated only in a separate special rating.
The rating of operators engaged in transportation by containers was based on the principle of ranks and considered the following parameters: number of fitting platforms in property and in operation by the end of 2007 and the volume of container transportation in 2007 in thousand TEU. The rating of the operators which transport motorcars was based on the following parameters - number of wagons to carry motorcars in property and in operation at the end of 2007 and the volume of transportation of motorcars in 2007, counted in thousands of units. All ratings, with the exception of the final one, were quantitative, so the final place of companies depended on the size of their corresponding parameters. In rating companies by financial criteria only the results of those companies which disclosed their incomes during preliminary questioning were taken into consideration.
Additionally, experts from INFOLine and from the magazine “The RZD-Partner International” have worked out ratings for operators by the quantity of their rolling stock of various types, by income and by cargoes of various kinds, for which data for 2007 was considered (or for the year 2006, if the company had not disclosed more recent data).
The rating of operators you can find here
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• Number of freight wagons in property (with wagon types specified);
• Number of freight wagons in operation (with wagon types specified);
• Volume of cargo transportation (with transportation types specified);
The general rating picture of operators was created using a ranking system, which defined the place of each company among all other participants with consideration of the parameters listed above, but without cargoes and rolling stock types specified, and according to the data of the year 2007. The final result for each company in the rating competition depended on the sum of its ranks. The smaller the sum of the ranks according to the parameters listed above, the higher the final place was. Also, those companies which specialised in container transportation and transportation of motorcars were not included in the general rating. They participated only in a separate special rating.
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The rating of operators you can find here
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[DETAIL_TEXT] => Each self-respecting branch of the economy has a way of rating itself. Our magazine was among those who found it necessary to create a table of the best railway operators in Russia. The feedback we received from our audience shows that the need for such a project, which is to become an annual one, is serious enough. The ratings were created in cooperation with information agency INFOLine and is based on the data received from the companies themselves. It is necessary to emphasize that we did not interpret information received from the market participants at all because we decided that the question of its reliability and completeness was their responsibility. When INFOLine analysts questioned the received company information, negotiations with the companies followed and the data was either specified or not published at all. Also, we decided not to use any information about the state of affairs of companies if we received it from other sources, even if such information was correct. A number of operators skipped giving their data regarding some spheres of activity required for rating. Therefore the final rating which united all characteristics together evaluates them only based on some of their segments. It certainly did not allow such companies to win a place they would not deserve to win otherwise. Generally speaking, it is necessary to note that these days not all operators are ready yet for information transparency, but there are also companies which are not shying away from proudly showing their achievements in business.
One more important remark concerns methodological peculiarities of assigning companies to a rating. It is no secret that today an obvious leader by quantity of its rolling stock is OAO “The First Cargo Company”. But because the formation of this company was finalised only by the end of 2007, its parameters in the rating by cargo transportation volumes was not shown. Another example is OAO “TransContainer” - in the view of serious and understandable circumstances the company could not participate in the rating competition this year.
Methods for rating creation
The following parameters were applied to rate operators:
• Number of freight wagons in property (with wagon types specified);
• Number of freight wagons in operation (with wagon types specified);
• Volume of cargo transportation (with transportation types specified);
The general rating picture of operators was created using a ranking system, which defined the place of each company among all other participants with consideration of the parameters listed above, but without cargoes and rolling stock types specified, and according to the data of the year 2007. The final result for each company in the rating competition depended on the sum of its ranks. The smaller the sum of the ranks according to the parameters listed above, the higher the final place was. Also, those companies which specialised in container transportation and transportation of motorcars were not included in the general rating. They participated only in a separate special rating.
The rating of operators engaged in transportation by containers was based on the principle of ranks and considered the following parameters: number of fitting platforms in property and in operation by the end of 2007 and the volume of container transportation in 2007 in thousand TEU. The rating of the operators which transport motorcars was based on the following parameters - number of wagons to carry motorcars in property and in operation at the end of 2007 and the volume of transportation of motorcars in 2007, counted in thousands of units. All ratings, with the exception of the final one, were quantitative, so the final place of companies depended on the size of their corresponding parameters. In rating companies by financial criteria only the results of those companies which disclosed their incomes during preliminary questioning were taken into consideration.
Additionally, experts from INFOLine and from the magazine “The RZD-Partner International” have worked out ratings for operators by the quantity of their rolling stock of various types, by income and by cargoes of various kinds, for which data for 2007 was considered (or for the year 2006, if the company had not disclosed more recent data).
The rating of operators you can find here
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One more important remark concerns methodological peculiarities of assigning companies to a rating. It is no secret that today an obvious leader by quantity of its rolling stock is OAO “The First Cargo Company”. But because the formation of this company was finalised only by the end of 2007, its parameters in the rating by cargo transportation volumes was not shown. Another example is OAO “TransContainer” - in the view of serious and understandable circumstances the company could not participate in the rating competition this year.
Methods for rating creation
The following parameters were applied to rate operators:
• Number of freight wagons in property (with wagon types specified);
• Number of freight wagons in operation (with wagon types specified);
• Volume of cargo transportation (with transportation types specified);
The general rating picture of operators was created using a ranking system, which defined the place of each company among all other participants with consideration of the parameters listed above, but without cargoes and rolling stock types specified, and according to the data of the year 2007. The final result for each company in the rating competition depended on the sum of its ranks. The smaller the sum of the ranks according to the parameters listed above, the higher the final place was. Also, those companies which specialised in container transportation and transportation of motorcars were not included in the general rating. They participated only in a separate special rating.
The rating of operators engaged in transportation by containers was based on the principle of ranks and considered the following parameters: number of fitting platforms in property and in operation by the end of 2007 and the volume of container transportation in 2007 in thousand TEU. The rating of the operators which transport motorcars was based on the following parameters - number of wagons to carry motorcars in property and in operation at the end of 2007 and the volume of transportation of motorcars in 2007, counted in thousands of units. All ratings, with the exception of the final one, were quantitative, so the final place of companies depended on the size of their corresponding parameters. In rating companies by financial criteria only the results of those companies which disclosed their incomes during preliminary questioning were taken into consideration.
Additionally, experts from INFOLine and from the magazine “The RZD-Partner International” have worked out ratings for operators by the quantity of their rolling stock of various types, by income and by cargoes of various kinds, for which data for 2007 was considered (or for the year 2006, if the company had not disclosed more recent data).
The rating of operators you can find here
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Reform of Russia’s railway transport structure should be completed in 2010. Perhaps, one of its few conclusively positive results is the emergence of new, independent players on the market, private operators and development of competition between them and OAO Russian Railways.Array
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[DETAIL_TEXT] => Aren’t Wagons Available? There Will Be Operators!
According to Russian operating legislation, a railway transport carrier is a company which owns rolling stock, including traction, and is obliged to accept any cargo brought by a client for transportation and to transport it to the requested station. Tariffs for these services are established on behalf of the State by the Federal Tariffs Service of the Russian Federation. Today there is only one carrier available in Russia. It is the state-owned OAO “Russian Railways”.
An operator, in turn, can own both wagons and traction rolling stock, or purchase traction services mainly from RZD. It has the right to choose clients and a direction of transportation, and to give small discounts on tariffs (within a 15% range, on average), in other words, to operate completely independently and free from public duties.
The emergence of private railway transport operators in Russia was a necessary step to match the actual requirements and needs of the transportation market. When the country was recovering from the deep economic crisis of the mid-90s, a number of enterprises (especially in such industries as oil refining and metallurgy) began to grow and increase capacities. The need for transportation of their products has grown accordingly. It meant a need for some kinds of rolling stock as well, especially tanks for transportation of bulk oil cargoes.
Here we should remember that at that time there was a catastrophic lack of wagons. The deterioration of the park belonging to the Russian Ministry of Railways was enormous. Most operating rolling stock was close to the limit of its service life. It was at that time that, with the support of the Government of the Russian Federation, the Ministry decided to call on businesses to help. By about 1997 the decision had been accepted that the Ministry of Railway, acting on behalf of the State, was not able to cope anymore with the deficiency of its rolling stock on its own.
A little later, another way to create operators appeared, when forwarding agencies were getting rolling stock and offering it for transportation. By and large, it became obvious at that time, that creation of operators was a definitely positive phenomenon for the rail transportation market. At that time, nobody was talking yet about the prospects for creating competitive transportation markets for various kinds of cargoes, but the new companies promised to become serious help for the Ministry of Railways (in future RZD) in the business of increasing the number of rolling stock units, and moreover, those of the most scarce kinds.
In order to arrange for business to invest in purchasing rolling stock, a new provision was added. It gave a certain discount on the general transportation tariff (which was paid to a carrier for cargo transportation) for those operators who used their own wagons. Actually, this measure was created precisely to stimulate new companies into purchasing rolling stock. The size of that discount (the wagon component) was defined using contemporary practices.
In the Ministry they considered that it should be kept within 8-10% of the tariff but the first operators insisted on a 25% discount. World practice shows that it should be established at about 20-22%. As a result, the average value of 15% was reached for the Russian market, which basically allowed operators to both receive profit and get rolling stock.
When in 2003 the wagon component was mentioned for the first time in the new Tariff Regulation № 10-01, operators started thinking about their future more confidently, expecting certain incomes and planning long-term investments. Rolling stock began to be purchased in good quantities at that time. Statistics indicated 1.5% to 2% growth in Russian gross national product in 2004-2005 due to the rise of the wagon-building industry.
They May Be Small, But They Are Monopolising
With the market developing and big operators established, the quantity of private rolling stock and volumes of transported cargoes grew rapidly. The operators were firmly ahead of OAO RZD in commercial activities, creating their own incomes from giving their rolling stock over to the most profitable transportations.
The important fact here is that the price formation for operators’ services is relatively free. It means that operators not only work mainly on profitable directions, they can also “play” with tariffs and discounts involving cargo owners where there is a surplus of rolling stock, and can, on the other hand, charge extra where cargo owners are ready to pay more than the price established in the Tariff Regulation.
The operators are often approached to work on more favourable directions, in particular on transportation of bulk-oil cargoes.
It is recorded in OAO RZD that today the share of private rolling stock in the general wagon park is more than 55%. The number of wagon owners is already more than two thousand – now 2,292 companies own 555,700 wagons. And among them there are almost 2,000 companies with less than 100 wagons each.
The significance and influence of these companies on the market keeps growing. They carry out more than 30% of the turnover of goods transported within the country, and about 40% on international routes. The share of owners transporting oil cargoes is about 70%, 22% for ferrous metals, 46% for ores and 47% for mineral fertilisers. Simultaneously, the volume of cargo transportation using OAO RZD’s wagons has been steadily decreasing for the past three years.
So, we can now say that the operator business in Russia has developed a critical mass. It is important to note that these days operators not only offer wagons for loading, but they also provide a rather complex package of services, which includes routing up to a loading station, assistance in planning arrival routes for private and RZD wagons, dispatching management for wagons along the whole transit line, interaction with port forwarding agencies, making decisions to speed up unloading, etc.
It is good to note that clients are ready to pay (and are paying) for additional services. It means that a real need for services is obvious. And most technologically advanced transport companies satisfy this need. The second advantage is connected with the fact that a cargo sender does not pay for the time private wagons are idling, as happens with RZD’s park. For many of our clients, in particular for enterprises in metallurgy, it is an opportunity to save millions of dollars.
Today The Largest Operator Is RZD
Gradually, as the Plan of Structural Reform outlines, OAO RZD is creating affiliated companies in some segments of the rail transportation market, including highly profitable ones, and is transferring the necessary rolling stock there. This way operators which are simultaneously part of RZD but not carriers, have appeared on the market. Thus OAO “TransContainer, OAO “Refservice” and OAO “TransLes”, which were engaged in container, refrigerator and wood cargo transportation respectively, were separated from RZD’s structure one after another.
These days the market is experiencing serious changes, now also connected with emergence of new RZD’s daughter company OAO “The First Cargo Company”, which had an impressive park of freight wagons (more than 200,000 units) put at its disposal. It is planned to create one more similar company later, which should belong to RZD and be engaged in freight traffic (in 2010 The Second Cargo Company should appear). In the opinion of experts, the main economic reason for formation of such companies is liberalisation of tariffs in terms of the wagon component, which is free today for private rolling stock but fixed for RZD’s park.
So, it means that this kind of company should be able to compete on practically equal terms with today’s privately owned operators. But not everything is that simple, because the cargo companies created by RZD will undoubtedly become the largest operators. Besides it is not inconceivable that today’s monopolist will be more than just loyal to them in various aspects, and one cannot exclude the possibility that it will grant certain privileges to them which will actually lead to creation of new monopolists in the form of the operators belonging to RZD. (Certainly, The First Cargo Company has many advantages connected with its origin. It has staff and an information database at its disposal, the opportunity for more flexible scheduling with RZD’s structures (Corporate Transport Service Centres etc.), likelihood of priority for its trains and repair of its rolling stock etc.).
On the other hand, some operators have been active on the market for many years already and have worked out a reliable cargo base, routes and logistical schemes. And the main thing is that they do not have anybody to depend on but themselves. And if the rules of the game are fair, there is no doubt that a “private trader” will survive.
By Nadezhda Vtorushina
[~DETAIL_TEXT] => Aren’t Wagons Available? There Will Be Operators!
According to Russian operating legislation, a railway transport carrier is a company which owns rolling stock, including traction, and is obliged to accept any cargo brought by a client for transportation and to transport it to the requested station. Tariffs for these services are established on behalf of the State by the Federal Tariffs Service of the Russian Federation. Today there is only one carrier available in Russia. It is the state-owned OAO “Russian Railways”.
An operator, in turn, can own both wagons and traction rolling stock, or purchase traction services mainly from RZD. It has the right to choose clients and a direction of transportation, and to give small discounts on tariffs (within a 15% range, on average), in other words, to operate completely independently and free from public duties.
The emergence of private railway transport operators in Russia was a necessary step to match the actual requirements and needs of the transportation market. When the country was recovering from the deep economic crisis of the mid-90s, a number of enterprises (especially in such industries as oil refining and metallurgy) began to grow and increase capacities. The need for transportation of their products has grown accordingly. It meant a need for some kinds of rolling stock as well, especially tanks for transportation of bulk oil cargoes.
Here we should remember that at that time there was a catastrophic lack of wagons. The deterioration of the park belonging to the Russian Ministry of Railways was enormous. Most operating rolling stock was close to the limit of its service life. It was at that time that, with the support of the Government of the Russian Federation, the Ministry decided to call on businesses to help. By about 1997 the decision had been accepted that the Ministry of Railway, acting on behalf of the State, was not able to cope anymore with the deficiency of its rolling stock on its own.
A little later, another way to create operators appeared, when forwarding agencies were getting rolling stock and offering it for transportation. By and large, it became obvious at that time, that creation of operators was a definitely positive phenomenon for the rail transportation market. At that time, nobody was talking yet about the prospects for creating competitive transportation markets for various kinds of cargoes, but the new companies promised to become serious help for the Ministry of Railways (in future RZD) in the business of increasing the number of rolling stock units, and moreover, those of the most scarce kinds.
In order to arrange for business to invest in purchasing rolling stock, a new provision was added. It gave a certain discount on the general transportation tariff (which was paid to a carrier for cargo transportation) for those operators who used their own wagons. Actually, this measure was created precisely to stimulate new companies into purchasing rolling stock. The size of that discount (the wagon component) was defined using contemporary practices.
In the Ministry they considered that it should be kept within 8-10% of the tariff but the first operators insisted on a 25% discount. World practice shows that it should be established at about 20-22%. As a result, the average value of 15% was reached for the Russian market, which basically allowed operators to both receive profit and get rolling stock.
When in 2003 the wagon component was mentioned for the first time in the new Tariff Regulation № 10-01, operators started thinking about their future more confidently, expecting certain incomes and planning long-term investments. Rolling stock began to be purchased in good quantities at that time. Statistics indicated 1.5% to 2% growth in Russian gross national product in 2004-2005 due to the rise of the wagon-building industry.
They May Be Small, But They Are Monopolising
With the market developing and big operators established, the quantity of private rolling stock and volumes of transported cargoes grew rapidly. The operators were firmly ahead of OAO RZD in commercial activities, creating their own incomes from giving their rolling stock over to the most profitable transportations.
The important fact here is that the price formation for operators’ services is relatively free. It means that operators not only work mainly on profitable directions, they can also “play” with tariffs and discounts involving cargo owners where there is a surplus of rolling stock, and can, on the other hand, charge extra where cargo owners are ready to pay more than the price established in the Tariff Regulation.
The operators are often approached to work on more favourable directions, in particular on transportation of bulk-oil cargoes.
It is recorded in OAO RZD that today the share of private rolling stock in the general wagon park is more than 55%. The number of wagon owners is already more than two thousand – now 2,292 companies own 555,700 wagons. And among them there are almost 2,000 companies with less than 100 wagons each.
The significance and influence of these companies on the market keeps growing. They carry out more than 30% of the turnover of goods transported within the country, and about 40% on international routes. The share of owners transporting oil cargoes is about 70%, 22% for ferrous metals, 46% for ores and 47% for mineral fertilisers. Simultaneously, the volume of cargo transportation using OAO RZD’s wagons has been steadily decreasing for the past three years.
So, we can now say that the operator business in Russia has developed a critical mass. It is important to note that these days operators not only offer wagons for loading, but they also provide a rather complex package of services, which includes routing up to a loading station, assistance in planning arrival routes for private and RZD wagons, dispatching management for wagons along the whole transit line, interaction with port forwarding agencies, making decisions to speed up unloading, etc.
It is good to note that clients are ready to pay (and are paying) for additional services. It means that a real need for services is obvious. And most technologically advanced transport companies satisfy this need. The second advantage is connected with the fact that a cargo sender does not pay for the time private wagons are idling, as happens with RZD’s park. For many of our clients, in particular for enterprises in metallurgy, it is an opportunity to save millions of dollars.
Today The Largest Operator Is RZD
Gradually, as the Plan of Structural Reform outlines, OAO RZD is creating affiliated companies in some segments of the rail transportation market, including highly profitable ones, and is transferring the necessary rolling stock there. This way operators which are simultaneously part of RZD but not carriers, have appeared on the market. Thus OAO “TransContainer, OAO “Refservice” and OAO “TransLes”, which were engaged in container, refrigerator and wood cargo transportation respectively, were separated from RZD’s structure one after another.
These days the market is experiencing serious changes, now also connected with emergence of new RZD’s daughter company OAO “The First Cargo Company”, which had an impressive park of freight wagons (more than 200,000 units) put at its disposal. It is planned to create one more similar company later, which should belong to RZD and be engaged in freight traffic (in 2010 The Second Cargo Company should appear). In the opinion of experts, the main economic reason for formation of such companies is liberalisation of tariffs in terms of the wagon component, which is free today for private rolling stock but fixed for RZD’s park.
So, it means that this kind of company should be able to compete on practically equal terms with today’s privately owned operators. But not everything is that simple, because the cargo companies created by RZD will undoubtedly become the largest operators. Besides it is not inconceivable that today’s monopolist will be more than just loyal to them in various aspects, and one cannot exclude the possibility that it will grant certain privileges to them which will actually lead to creation of new monopolists in the form of the operators belonging to RZD. (Certainly, The First Cargo Company has many advantages connected with its origin. It has staff and an information database at its disposal, the opportunity for more flexible scheduling with RZD’s structures (Corporate Transport Service Centres etc.), likelihood of priority for its trains and repair of its rolling stock etc.).
On the other hand, some operators have been active on the market for many years already and have worked out a reliable cargo base, routes and logistical schemes. And the main thing is that they do not have anybody to depend on but themselves. And if the rules of the game are fair, there is no doubt that a “private trader” will survive.
By Nadezhda Vtorushina
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[DETAIL_TEXT] => Aren’t Wagons Available? There Will Be Operators!
According to Russian operating legislation, a railway transport carrier is a company which owns rolling stock, including traction, and is obliged to accept any cargo brought by a client for transportation and to transport it to the requested station. Tariffs for these services are established on behalf of the State by the Federal Tariffs Service of the Russian Federation. Today there is only one carrier available in Russia. It is the state-owned OAO “Russian Railways”.
An operator, in turn, can own both wagons and traction rolling stock, or purchase traction services mainly from RZD. It has the right to choose clients and a direction of transportation, and to give small discounts on tariffs (within a 15% range, on average), in other words, to operate completely independently and free from public duties.
The emergence of private railway transport operators in Russia was a necessary step to match the actual requirements and needs of the transportation market. When the country was recovering from the deep economic crisis of the mid-90s, a number of enterprises (especially in such industries as oil refining and metallurgy) began to grow and increase capacities. The need for transportation of their products has grown accordingly. It meant a need for some kinds of rolling stock as well, especially tanks for transportation of bulk oil cargoes.
Here we should remember that at that time there was a catastrophic lack of wagons. The deterioration of the park belonging to the Russian Ministry of Railways was enormous. Most operating rolling stock was close to the limit of its service life. It was at that time that, with the support of the Government of the Russian Federation, the Ministry decided to call on businesses to help. By about 1997 the decision had been accepted that the Ministry of Railway, acting on behalf of the State, was not able to cope anymore with the deficiency of its rolling stock on its own.
A little later, another way to create operators appeared, when forwarding agencies were getting rolling stock and offering it for transportation. By and large, it became obvious at that time, that creation of operators was a definitely positive phenomenon for the rail transportation market. At that time, nobody was talking yet about the prospects for creating competitive transportation markets for various kinds of cargoes, but the new companies promised to become serious help for the Ministry of Railways (in future RZD) in the business of increasing the number of rolling stock units, and moreover, those of the most scarce kinds.
In order to arrange for business to invest in purchasing rolling stock, a new provision was added. It gave a certain discount on the general transportation tariff (which was paid to a carrier for cargo transportation) for those operators who used their own wagons. Actually, this measure was created precisely to stimulate new companies into purchasing rolling stock. The size of that discount (the wagon component) was defined using contemporary practices.
In the Ministry they considered that it should be kept within 8-10% of the tariff but the first operators insisted on a 25% discount. World practice shows that it should be established at about 20-22%. As a result, the average value of 15% was reached for the Russian market, which basically allowed operators to both receive profit and get rolling stock.
When in 2003 the wagon component was mentioned for the first time in the new Tariff Regulation № 10-01, operators started thinking about their future more confidently, expecting certain incomes and planning long-term investments. Rolling stock began to be purchased in good quantities at that time. Statistics indicated 1.5% to 2% growth in Russian gross national product in 2004-2005 due to the rise of the wagon-building industry.
They May Be Small, But They Are Monopolising
With the market developing and big operators established, the quantity of private rolling stock and volumes of transported cargoes grew rapidly. The operators were firmly ahead of OAO RZD in commercial activities, creating their own incomes from giving their rolling stock over to the most profitable transportations.
The important fact here is that the price formation for operators’ services is relatively free. It means that operators not only work mainly on profitable directions, they can also “play” with tariffs and discounts involving cargo owners where there is a surplus of rolling stock, and can, on the other hand, charge extra where cargo owners are ready to pay more than the price established in the Tariff Regulation.
The operators are often approached to work on more favourable directions, in particular on transportation of bulk-oil cargoes.
It is recorded in OAO RZD that today the share of private rolling stock in the general wagon park is more than 55%. The number of wagon owners is already more than two thousand – now 2,292 companies own 555,700 wagons. And among them there are almost 2,000 companies with less than 100 wagons each.
The significance and influence of these companies on the market keeps growing. They carry out more than 30% of the turnover of goods transported within the country, and about 40% on international routes. The share of owners transporting oil cargoes is about 70%, 22% for ferrous metals, 46% for ores and 47% for mineral fertilisers. Simultaneously, the volume of cargo transportation using OAO RZD’s wagons has been steadily decreasing for the past three years.
So, we can now say that the operator business in Russia has developed a critical mass. It is important to note that these days operators not only offer wagons for loading, but they also provide a rather complex package of services, which includes routing up to a loading station, assistance in planning arrival routes for private and RZD wagons, dispatching management for wagons along the whole transit line, interaction with port forwarding agencies, making decisions to speed up unloading, etc.
It is good to note that clients are ready to pay (and are paying) for additional services. It means that a real need for services is obvious. And most technologically advanced transport companies satisfy this need. The second advantage is connected with the fact that a cargo sender does not pay for the time private wagons are idling, as happens with RZD’s park. For many of our clients, in particular for enterprises in metallurgy, it is an opportunity to save millions of dollars.
Today The Largest Operator Is RZD
Gradually, as the Plan of Structural Reform outlines, OAO RZD is creating affiliated companies in some segments of the rail transportation market, including highly profitable ones, and is transferring the necessary rolling stock there. This way operators which are simultaneously part of RZD but not carriers, have appeared on the market. Thus OAO “TransContainer, OAO “Refservice” and OAO “TransLes”, which were engaged in container, refrigerator and wood cargo transportation respectively, were separated from RZD’s structure one after another.
These days the market is experiencing serious changes, now also connected with emergence of new RZD’s daughter company OAO “The First Cargo Company”, which had an impressive park of freight wagons (more than 200,000 units) put at its disposal. It is planned to create one more similar company later, which should belong to RZD and be engaged in freight traffic (in 2010 The Second Cargo Company should appear). In the opinion of experts, the main economic reason for formation of such companies is liberalisation of tariffs in terms of the wagon component, which is free today for private rolling stock but fixed for RZD’s park.
So, it means that this kind of company should be able to compete on practically equal terms with today’s privately owned operators. But not everything is that simple, because the cargo companies created by RZD will undoubtedly become the largest operators. Besides it is not inconceivable that today’s monopolist will be more than just loyal to them in various aspects, and one cannot exclude the possibility that it will grant certain privileges to them which will actually lead to creation of new monopolists in the form of the operators belonging to RZD. (Certainly, The First Cargo Company has many advantages connected with its origin. It has staff and an information database at its disposal, the opportunity for more flexible scheduling with RZD’s structures (Corporate Transport Service Centres etc.), likelihood of priority for its trains and repair of its rolling stock etc.).
On the other hand, some operators have been active on the market for many years already and have worked out a reliable cargo base, routes and logistical schemes. And the main thing is that they do not have anybody to depend on but themselves. And if the rules of the game are fair, there is no doubt that a “private trader” will survive.
By Nadezhda Vtorushina
[~DETAIL_TEXT] => Aren’t Wagons Available? There Will Be Operators!
According to Russian operating legislation, a railway transport carrier is a company which owns rolling stock, including traction, and is obliged to accept any cargo brought by a client for transportation and to transport it to the requested station. Tariffs for these services are established on behalf of the State by the Federal Tariffs Service of the Russian Federation. Today there is only one carrier available in Russia. It is the state-owned OAO “Russian Railways”.
An operator, in turn, can own both wagons and traction rolling stock, or purchase traction services mainly from RZD. It has the right to choose clients and a direction of transportation, and to give small discounts on tariffs (within a 15% range, on average), in other words, to operate completely independently and free from public duties.
The emergence of private railway transport operators in Russia was a necessary step to match the actual requirements and needs of the transportation market. When the country was recovering from the deep economic crisis of the mid-90s, a number of enterprises (especially in such industries as oil refining and metallurgy) began to grow and increase capacities. The need for transportation of their products has grown accordingly. It meant a need for some kinds of rolling stock as well, especially tanks for transportation of bulk oil cargoes.
Here we should remember that at that time there was a catastrophic lack of wagons. The deterioration of the park belonging to the Russian Ministry of Railways was enormous. Most operating rolling stock was close to the limit of its service life. It was at that time that, with the support of the Government of the Russian Federation, the Ministry decided to call on businesses to help. By about 1997 the decision had been accepted that the Ministry of Railway, acting on behalf of the State, was not able to cope anymore with the deficiency of its rolling stock on its own.
A little later, another way to create operators appeared, when forwarding agencies were getting rolling stock and offering it for transportation. By and large, it became obvious at that time, that creation of operators was a definitely positive phenomenon for the rail transportation market. At that time, nobody was talking yet about the prospects for creating competitive transportation markets for various kinds of cargoes, but the new companies promised to become serious help for the Ministry of Railways (in future RZD) in the business of increasing the number of rolling stock units, and moreover, those of the most scarce kinds.
In order to arrange for business to invest in purchasing rolling stock, a new provision was added. It gave a certain discount on the general transportation tariff (which was paid to a carrier for cargo transportation) for those operators who used their own wagons. Actually, this measure was created precisely to stimulate new companies into purchasing rolling stock. The size of that discount (the wagon component) was defined using contemporary practices.
In the Ministry they considered that it should be kept within 8-10% of the tariff but the first operators insisted on a 25% discount. World practice shows that it should be established at about 20-22%. As a result, the average value of 15% was reached for the Russian market, which basically allowed operators to both receive profit and get rolling stock.
When in 2003 the wagon component was mentioned for the first time in the new Tariff Regulation № 10-01, operators started thinking about their future more confidently, expecting certain incomes and planning long-term investments. Rolling stock began to be purchased in good quantities at that time. Statistics indicated 1.5% to 2% growth in Russian gross national product in 2004-2005 due to the rise of the wagon-building industry.
They May Be Small, But They Are Monopolising
With the market developing and big operators established, the quantity of private rolling stock and volumes of transported cargoes grew rapidly. The operators were firmly ahead of OAO RZD in commercial activities, creating their own incomes from giving their rolling stock over to the most profitable transportations.
The important fact here is that the price formation for operators’ services is relatively free. It means that operators not only work mainly on profitable directions, they can also “play” with tariffs and discounts involving cargo owners where there is a surplus of rolling stock, and can, on the other hand, charge extra where cargo owners are ready to pay more than the price established in the Tariff Regulation.
The operators are often approached to work on more favourable directions, in particular on transportation of bulk-oil cargoes.
It is recorded in OAO RZD that today the share of private rolling stock in the general wagon park is more than 55%. The number of wagon owners is already more than two thousand – now 2,292 companies own 555,700 wagons. And among them there are almost 2,000 companies with less than 100 wagons each.
The significance and influence of these companies on the market keeps growing. They carry out more than 30% of the turnover of goods transported within the country, and about 40% on international routes. The share of owners transporting oil cargoes is about 70%, 22% for ferrous metals, 46% for ores and 47% for mineral fertilisers. Simultaneously, the volume of cargo transportation using OAO RZD’s wagons has been steadily decreasing for the past three years.
So, we can now say that the operator business in Russia has developed a critical mass. It is important to note that these days operators not only offer wagons for loading, but they also provide a rather complex package of services, which includes routing up to a loading station, assistance in planning arrival routes for private and RZD wagons, dispatching management for wagons along the whole transit line, interaction with port forwarding agencies, making decisions to speed up unloading, etc.
It is good to note that clients are ready to pay (and are paying) for additional services. It means that a real need for services is obvious. And most technologically advanced transport companies satisfy this need. The second advantage is connected with the fact that a cargo sender does not pay for the time private wagons are idling, as happens with RZD’s park. For many of our clients, in particular for enterprises in metallurgy, it is an opportunity to save millions of dollars.
Today The Largest Operator Is RZD
Gradually, as the Plan of Structural Reform outlines, OAO RZD is creating affiliated companies in some segments of the rail transportation market, including highly profitable ones, and is transferring the necessary rolling stock there. This way operators which are simultaneously part of RZD but not carriers, have appeared on the market. Thus OAO “TransContainer, OAO “Refservice” and OAO “TransLes”, which were engaged in container, refrigerator and wood cargo transportation respectively, were separated from RZD’s structure one after another.
These days the market is experiencing serious changes, now also connected with emergence of new RZD’s daughter company OAO “The First Cargo Company”, which had an impressive park of freight wagons (more than 200,000 units) put at its disposal. It is planned to create one more similar company later, which should belong to RZD and be engaged in freight traffic (in 2010 The Second Cargo Company should appear). In the opinion of experts, the main economic reason for formation of such companies is liberalisation of tariffs in terms of the wagon component, which is free today for private rolling stock but fixed for RZD’s park.
So, it means that this kind of company should be able to compete on practically equal terms with today’s privately owned operators. But not everything is that simple, because the cargo companies created by RZD will undoubtedly become the largest operators. Besides it is not inconceivable that today’s monopolist will be more than just loyal to them in various aspects, and one cannot exclude the possibility that it will grant certain privileges to them which will actually lead to creation of new monopolists in the form of the operators belonging to RZD. (Certainly, The First Cargo Company has many advantages connected with its origin. It has staff and an information database at its disposal, the opportunity for more flexible scheduling with RZD’s structures (Corporate Transport Service Centres etc.), likelihood of priority for its trains and repair of its rolling stock etc.).
On the other hand, some operators have been active on the market for many years already and have worked out a reliable cargo base, routes and logistical schemes. And the main thing is that they do not have anybody to depend on but themselves. And if the rules of the game are fair, there is no doubt that a “private trader” will survive.
By Nadezhda Vtorushina
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/20.jpg" border="1" alt=" " hspace="5" width="150" height="120" align="left" />Reform of Russia’s railway transport structure should be completed in 2010. Perhaps, one of its few conclusively positive results is the emergence of new, independent players on the market, private operators and development of competition between them and OAO Russian Railways.
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Russian railway reform envisages that private transporters will finally appear. In his interview with The RZD-Partner International, Vladimir Prokofyev, President of the Association of Transporters and Rolling Stock Operators of Russia and Director General of OOO BaltTransService, speaks about the formation of independent railway operators and their vision for further market development, particularly after such a powerful player as OAO the First Cargo Company was launched.Array
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[DETAIL_TEXT] => Private Companies Were Not Frightened by the Launch of the First Cargo Company
– Mr Prokofyev, what recent events have had the most significant impact on operators’ activities?
– Naturally, all attention was concentrated on the launch of the First Cargo Company and, upon its creation, the market situation was tense. But the company wasn’t launched in an hour, so we had time to get ready to the forecasted consequences. As we supposed, nowadays the FCC operates in the segments where the public park used to work. We are observing the company’s work and analysing the situation. The first aspect that becomes clear is that a professional team is being formed in the headquarters as well as in the company’s regional offices. They are famous people, experienced railwaymen, and a lot of operators have dealt with them. Despite the fears of some experts, the FCC is not dumping. Moreover, the terms of contracts offered by the First Cargo Company discipline cargo owners, and that impresses us. Also, the company does not ignore our Association and responds to all its invitations.
– Do you think that the launch of the FCC will lead to an increase in consignors’ transport expenses, because when you deal with one enterprise the total infrastructure and transport expenses are lower than when you interact with two independent companies – OAO RZD and OAO the FCC?
– Yes, I do. When 50% of the public wagon park is given to a new operator, the rolling stock automatically becomes private. The tariff on transportation is formally regulated by Tariff Regulation № 10-01, but the price for the operator’s service of renting wagons to a consignor is not regulated by the state. This will lead to a growth in consignors’ transport expenses, as it was when public wagons were transferred to RZD’s daughter companies – TransContainer (up to 30%), Refservice (up to 20%), and to OAO TransLes (up to 30%), positioned as a subsidiary, which exclusively rented 86% of the transporter’s park of flat wagons for log transportation. It is interesting what opinion the Ministry of Economic Development and the RF Federal Tariff Service have about the increase of transport expenses, and what measures are being offered to prevent such a situation (and consequently the growth of prices and inflation) in future in case the transporter’s wagons are given to the property of the FCC and other operators – subsidiaries of OAO RZD.
After the operators – subsidiaries of OAO RZD were launched (instead of specialised transporters, as was envisaged by the programme of structural reform), the problem of the increase in cargo owners’ transport expenses has reached a political level. I will give just one example. Recently, at one meeting devoted to development of the forest industry, Vyacheslav Pozgalyov, the Governor of the Vologodsk Oblast had to appeal to the head of state. He mentioned that, according to calculations, if tariffs are reduced by 30%, the volume of transportation will double and the revenue of the railway will increase. “Instead of this, it was decided to launch TransLes, and the company put up tariffs by 25-30%. It seems that new tariffs are necessary to maintain this organisation,” emphasised the Governor.
There is some of the answer in your question: after new additional transactions appear in the FCC’s turnover, the prime cost will grow in comparison with the level of the total wagon park. On the other hand, the FCC is not OAO RZD; it must not suffer from cross-subsiding passenger transportation. From this standpoint, their expenditure base must fall.
Consistency in Fulfilling State Decisions Is Needed
– Mr Prokofyev, how do you, as President of the Association of Transporters and Rolling Stock Operators, evaluate the process of fulfilling the governmental decree №1094 from August 10, 2006, by the Ministry of Transport?
– In this decree the Russian Government set the plan of events for the third stage of the railway structural reform. Also it was supplemented with decisions made at a meeting of the RF Government (Protocol №39 from November 2, 2006). Unfortunately, they are not being fulfilled consistently.
Particularly, until now:
• The Government’s decree on the “base for the legislative regulation of railway rolling stock operators’ activity and their interaction with transporters” has not been adopted (date of execution – 2006);
• “the statement of the RF Government on improving the normative base for the access of all interested users to the public railway infrastructure” has not been approved (date of execution – Q2 2007);
• “the order of interaction of transporters and infrastructure objects owners and the list of activities and services to be separated into competition segments” have not been developed (date of execution – Q2 2007);
• “the suggestions about forming conditions to enlarge the number of companies, competing with each other, having the status of transporters, and carrying freight on the basis of a public contract” has not been developed (is to be done in 2006-2010). This would regulate the interaction of an infrastructure owner and a transporter, and provision of locomotive-hauling services by OAO RZD.
This is just a short list of events envisaged by the Government. And new issues concerning the FCC must not interfere with the scheduled work of the people in charge of fulfilling governmental decisions.
– What do you think about the latest version of the RF Government’s Bill “On the Basis of Legal Regulation of Operators’ Activities” (see The RZD-Partner International № 2-3, 2008)? Is it necessary to adopt such a document? Wouldn’t it be more reasonable to enlarge the articles devoted to the status of an operator in the basic sectoral laws?
– As you know, this problem has been discussed for three years. I emphasised many times that the project contains almost no information. Meanwhile, I believe that at least this Bill should be adopted. It must be shown that such a notion as “an operator” is not just a line in the federal law “On the Railway Transport in the RF”, but is developed in by-laws. That is why the bill must be adopted. Moreover, the First Cargo Company and Refservice and TransContainer work as operators, consequently OAO RZD needs such a decree too.
– Do state bodies react fast enough to the changing demands of the railway transportation market?
– I believe that state bodies and OAO RZD and other players in the future railway transportation market must create conditions and get ready to work in a competitive sector. In case it is impossible to create a second transporter in the Russian market, we should set the deadline by which the question will be resolved.
Both state bodies and OAO RZD should follow Government-approved course for developing competition among transporters, not just among operators and other companies providing services to cargo owners and consignors. If it is barely possible to organise the work of OAO RZD as an infrastructure owner with other transporters today, the conditions for it should be created more actively.
Also, it is necessary to analyse why the Russian Government’s decrees on non-discriminatory access to infrastructure services for transporters and the rules of providing infrastructure services to independent transporters have not been working for four years. Why have dozens of licenses for transportation activities been given, if nobody can use them? Why are the tariffs on infrastructure services for independent carriers not developed? Instead, we continue to speak about “constituents” of the same transportation tariff, which are and will be paid by a consignor, but not a transporter. Why is the market in locomotive-hauling services not formed, even though there are a lot of companies which own locomotives (both mainline and shunting ones)?
Everyone understands how difficult it is to create a second independent national transporter. Obviously, it will not appear today. Yet, if such target is not set at all, the reform may end with the current results, i.e. OAO RZD will remain the monopolist in the sector. That is why state support is needed to form such a structure. The state should give rolling stock operators a clear signal that the process of their integration to form a national carrier is a priority from the country’s standpoint and will get adequate support. Unfortunately, the meaning of the project is not mentioned in the programme of further reforming (the Target model), adopted by the Governmental Commission on May 16, 2007.
– Do you consider that interaction of a transporter (occupying a dominating position in the market) and an operator should be regulated by a special standard agreement? Do you need such an agreement guaranteeing equal rights for transport market participants?
– When we speak about transportation, the importance of which can hardly be overestimated, naturally, all market players must bear responsibility. Otherwise, this business activity will be practically impossible.
Repair Becomes More Complicated
– Has the quality of repair made by OAO RZD changed lately?
– Its quality, terms, and prices have changed, but unfortunately, for the worse. Also, the growth of prices for repairs has already become an instrument for forcing operators out of the market of renting rolling stock to cargo owners. I will explain. By putting into operation Tariff Regulation № 10-01 the state set a normative difference in tariffs on freight transportation in a transporter’s wagon and in a railcar that isn’t his property (or is rented from him). On average, the difference is 15.4%, and when tariffs are indexed, it does not change. The difference continues the existence of the company – wagon owner, as well as its rolling stock maintenance and repair (which is done only at the repair enterprises of OAO RZD, because there is no repair services market).
A 15.4% difference in tariffs is reasonable if the empty mileage coefficient of OAO RZD’s and operators’ railcars is equal. In practice, the difference is the maximum price for the operator’s service of renting his wagon. If the price grows proportionally to the increasing repair price set by OAO RZD, the sum of consignor’s expenses (service plus tariff on freight transportation in the operator’s wagon) will exceed the tariff on transportation in the transporter’s wagon, so the operator’s wagon will become uncompetitive (it will be cheaper to transport the cargo in OAO RZD’s wagon).
Due to constant increase in the prices, the share of expenditure on private rolling stock repair at the enterprises of OAO RZD compared with the cost of the operator’s service grows significantly.
For example, the share of expenses on repair in the cost of the service of one of the largest operators grew from 2.5% in 2005 to 4.2% in 2006 (138%) and to 6.5% in 2007 (240%); the average cost of all types of repair of one wagon increased respectively from 16,350 roubles to 20,206 roubles (124%) and to 22,892 roubles (140%).
As for OAO BaltTransService, in this period the share of expenditure on repair in the price of the wagon rent service was 1.42%, 2.36% (166%) and 5.64% (397%) respectively; the expenses for the scheduled repair of a railcar grew from 24,119 roubles in 2005 to 27,781 roubles in 2006 (115%) and to 32,214 roubles (134%) in H1 of 2007.
According to the data of operators – owners of refrigerator rolling stock and members of our Association – prices for refrigerator wagons grew even more significantly. For example, in the refrigerator railcar repair depot Troitsk, the price for depot repair of a five-wagon train-set for private operators grew from RUR 318,800 in 2005 to RUR 857,000 in 2007 (+267%), and the cost of capital repair increased from RUR 861,000 to RUR 1.61 million (+188%). The price for depot repair of an isothermal wagon rose from RUR 55,400 to RUR 133,000 (+240%), and that of capital repair from RUR 134,000 to RUR 223,000 (+166%).
This worrying tendency in the growth of prices for repair could be changed by a decree of the RF Federal Tariff Service. It could set a maximum percentage increase in OAO RZD’s prices for all types of repair that would not exceed the annual indexation of tariffs from Tariff Regulation № 10-01 until repair enterprises are incorporated into OAO RZD and its subsidiaries and the repair services market is formed.
– Is it worth buying your own repair depot?
– Well, nowadays the situation in the wagon repair sector leaves much to be desired. It turns out that owning a depot is practically the only way out for a large operator. For example, in July OOO BaltTransService purchased from OAO RZD a depot in Ivanovo.
Quality as A Consequence of Competition
– What are the components of a quality service provided by rolling stock operators, in your opinion? What criteria of its assessment can you cite?
– Naturally, the first factor according to which a cargo owner chooses a company is the price for a service. The second is the service itself. Taking into account that nowadays the terms of transportation have changed a lot, almost all consignors demand that they are serviced at an individual level. For example, a refinery may ask an operator to change the rhythm of loading from one train per day to three. And we do it, and this is to our advantage. Also, operators provide a complex service of door-to-door delivery; we constantly follow online the movement of wagons, and the consignor knows when his product will be delivered to the terminal to be unloaded. Moreover, operators stick to the supply schedule at least 90% of the time, which is also very important.
Another specific peculiarity of services provided by operators is that they prepare their rolling stock more carefully and plan it to transport only a certain type of cargo. As a result, when an operator’s train is delivered for loading, not more than one to three wagons are rejected (usually because of technical defects). OAO RZD does it in a different way: the rolling stock is delivered from several places and often only 15-20 wagons out of 120-130 may be loaded.
– Is the empty mileage coefficient included into this notion of service?
– No, it is not. I believe it is a part of the definition of logistics, that minimising the empty mileage coefficient shows the efficiency of rolling stock usage. Here one should take into consideration that the empty mileage coefficient differs according to the type of rolling stock. For example, it amounts theoretically to 100% for transportation of oil bulk. Of course, OAO RZD has a significant advantage from this standpoint – it redirects unloaded rolling stock to the nearest station. However, this benefit becomes a drawback for the reason I have already mentioned: a wagon for transportation of another cargo must be cleaned and prepared carefully. As a result, such a practice seems to be not very profitable.
Interviewed by Nadezhda Vtorushina
[~DETAIL_TEXT] => Private Companies Were Not Frightened by the Launch of the First Cargo Company
– Mr Prokofyev, what recent events have had the most significant impact on operators’ activities?
– Naturally, all attention was concentrated on the launch of the First Cargo Company and, upon its creation, the market situation was tense. But the company wasn’t launched in an hour, so we had time to get ready to the forecasted consequences. As we supposed, nowadays the FCC operates in the segments where the public park used to work. We are observing the company’s work and analysing the situation. The first aspect that becomes clear is that a professional team is being formed in the headquarters as well as in the company’s regional offices. They are famous people, experienced railwaymen, and a lot of operators have dealt with them. Despite the fears of some experts, the FCC is not dumping. Moreover, the terms of contracts offered by the First Cargo Company discipline cargo owners, and that impresses us. Also, the company does not ignore our Association and responds to all its invitations.
– Do you think that the launch of the FCC will lead to an increase in consignors’ transport expenses, because when you deal with one enterprise the total infrastructure and transport expenses are lower than when you interact with two independent companies – OAO RZD and OAO the FCC?
– Yes, I do. When 50% of the public wagon park is given to a new operator, the rolling stock automatically becomes private. The tariff on transportation is formally regulated by Tariff Regulation № 10-01, but the price for the operator’s service of renting wagons to a consignor is not regulated by the state. This will lead to a growth in consignors’ transport expenses, as it was when public wagons were transferred to RZD’s daughter companies – TransContainer (up to 30%), Refservice (up to 20%), and to OAO TransLes (up to 30%), positioned as a subsidiary, which exclusively rented 86% of the transporter’s park of flat wagons for log transportation. It is interesting what opinion the Ministry of Economic Development and the RF Federal Tariff Service have about the increase of transport expenses, and what measures are being offered to prevent such a situation (and consequently the growth of prices and inflation) in future in case the transporter’s wagons are given to the property of the FCC and other operators – subsidiaries of OAO RZD.
After the operators – subsidiaries of OAO RZD were launched (instead of specialised transporters, as was envisaged by the programme of structural reform), the problem of the increase in cargo owners’ transport expenses has reached a political level. I will give just one example. Recently, at one meeting devoted to development of the forest industry, Vyacheslav Pozgalyov, the Governor of the Vologodsk Oblast had to appeal to the head of state. He mentioned that, according to calculations, if tariffs are reduced by 30%, the volume of transportation will double and the revenue of the railway will increase. “Instead of this, it was decided to launch TransLes, and the company put up tariffs by 25-30%. It seems that new tariffs are necessary to maintain this organisation,” emphasised the Governor.
There is some of the answer in your question: after new additional transactions appear in the FCC’s turnover, the prime cost will grow in comparison with the level of the total wagon park. On the other hand, the FCC is not OAO RZD; it must not suffer from cross-subsiding passenger transportation. From this standpoint, their expenditure base must fall.
Consistency in Fulfilling State Decisions Is Needed
– Mr Prokofyev, how do you, as President of the Association of Transporters and Rolling Stock Operators, evaluate the process of fulfilling the governmental decree №1094 from August 10, 2006, by the Ministry of Transport?
– In this decree the Russian Government set the plan of events for the third stage of the railway structural reform. Also it was supplemented with decisions made at a meeting of the RF Government (Protocol №39 from November 2, 2006). Unfortunately, they are not being fulfilled consistently.
Particularly, until now:
• The Government’s decree on the “base for the legislative regulation of railway rolling stock operators’ activity and their interaction with transporters” has not been adopted (date of execution – 2006);
• “the statement of the RF Government on improving the normative base for the access of all interested users to the public railway infrastructure” has not been approved (date of execution – Q2 2007);
• “the order of interaction of transporters and infrastructure objects owners and the list of activities and services to be separated into competition segments” have not been developed (date of execution – Q2 2007);
• “the suggestions about forming conditions to enlarge the number of companies, competing with each other, having the status of transporters, and carrying freight on the basis of a public contract” has not been developed (is to be done in 2006-2010). This would regulate the interaction of an infrastructure owner and a transporter, and provision of locomotive-hauling services by OAO RZD.
This is just a short list of events envisaged by the Government. And new issues concerning the FCC must not interfere with the scheduled work of the people in charge of fulfilling governmental decisions.
– What do you think about the latest version of the RF Government’s Bill “On the Basis of Legal Regulation of Operators’ Activities” (see The RZD-Partner International № 2-3, 2008)? Is it necessary to adopt such a document? Wouldn’t it be more reasonable to enlarge the articles devoted to the status of an operator in the basic sectoral laws?
– As you know, this problem has been discussed for three years. I emphasised many times that the project contains almost no information. Meanwhile, I believe that at least this Bill should be adopted. It must be shown that such a notion as “an operator” is not just a line in the federal law “On the Railway Transport in the RF”, but is developed in by-laws. That is why the bill must be adopted. Moreover, the First Cargo Company and Refservice and TransContainer work as operators, consequently OAO RZD needs such a decree too.
– Do state bodies react fast enough to the changing demands of the railway transportation market?
– I believe that state bodies and OAO RZD and other players in the future railway transportation market must create conditions and get ready to work in a competitive sector. In case it is impossible to create a second transporter in the Russian market, we should set the deadline by which the question will be resolved.
Both state bodies and OAO RZD should follow Government-approved course for developing competition among transporters, not just among operators and other companies providing services to cargo owners and consignors. If it is barely possible to organise the work of OAO RZD as an infrastructure owner with other transporters today, the conditions for it should be created more actively.
Also, it is necessary to analyse why the Russian Government’s decrees on non-discriminatory access to infrastructure services for transporters and the rules of providing infrastructure services to independent transporters have not been working for four years. Why have dozens of licenses for transportation activities been given, if nobody can use them? Why are the tariffs on infrastructure services for independent carriers not developed? Instead, we continue to speak about “constituents” of the same transportation tariff, which are and will be paid by a consignor, but not a transporter. Why is the market in locomotive-hauling services not formed, even though there are a lot of companies which own locomotives (both mainline and shunting ones)?
Everyone understands how difficult it is to create a second independent national transporter. Obviously, it will not appear today. Yet, if such target is not set at all, the reform may end with the current results, i.e. OAO RZD will remain the monopolist in the sector. That is why state support is needed to form such a structure. The state should give rolling stock operators a clear signal that the process of their integration to form a national carrier is a priority from the country’s standpoint and will get adequate support. Unfortunately, the meaning of the project is not mentioned in the programme of further reforming (the Target model), adopted by the Governmental Commission on May 16, 2007.
– Do you consider that interaction of a transporter (occupying a dominating position in the market) and an operator should be regulated by a special standard agreement? Do you need such an agreement guaranteeing equal rights for transport market participants?
– When we speak about transportation, the importance of which can hardly be overestimated, naturally, all market players must bear responsibility. Otherwise, this business activity will be practically impossible.
Repair Becomes More Complicated
– Has the quality of repair made by OAO RZD changed lately?
– Its quality, terms, and prices have changed, but unfortunately, for the worse. Also, the growth of prices for repairs has already become an instrument for forcing operators out of the market of renting rolling stock to cargo owners. I will explain. By putting into operation Tariff Regulation № 10-01 the state set a normative difference in tariffs on freight transportation in a transporter’s wagon and in a railcar that isn’t his property (or is rented from him). On average, the difference is 15.4%, and when tariffs are indexed, it does not change. The difference continues the existence of the company – wagon owner, as well as its rolling stock maintenance and repair (which is done only at the repair enterprises of OAO RZD, because there is no repair services market).
A 15.4% difference in tariffs is reasonable if the empty mileage coefficient of OAO RZD’s and operators’ railcars is equal. In practice, the difference is the maximum price for the operator’s service of renting his wagon. If the price grows proportionally to the increasing repair price set by OAO RZD, the sum of consignor’s expenses (service plus tariff on freight transportation in the operator’s wagon) will exceed the tariff on transportation in the transporter’s wagon, so the operator’s wagon will become uncompetitive (it will be cheaper to transport the cargo in OAO RZD’s wagon).
Due to constant increase in the prices, the share of expenditure on private rolling stock repair at the enterprises of OAO RZD compared with the cost of the operator’s service grows significantly.
For example, the share of expenses on repair in the cost of the service of one of the largest operators grew from 2.5% in 2005 to 4.2% in 2006 (138%) and to 6.5% in 2007 (240%); the average cost of all types of repair of one wagon increased respectively from 16,350 roubles to 20,206 roubles (124%) and to 22,892 roubles (140%).
As for OAO BaltTransService, in this period the share of expenditure on repair in the price of the wagon rent service was 1.42%, 2.36% (166%) and 5.64% (397%) respectively; the expenses for the scheduled repair of a railcar grew from 24,119 roubles in 2005 to 27,781 roubles in 2006 (115%) and to 32,214 roubles (134%) in H1 of 2007.
According to the data of operators – owners of refrigerator rolling stock and members of our Association – prices for refrigerator wagons grew even more significantly. For example, in the refrigerator railcar repair depot Troitsk, the price for depot repair of a five-wagon train-set for private operators grew from RUR 318,800 in 2005 to RUR 857,000 in 2007 (+267%), and the cost of capital repair increased from RUR 861,000 to RUR 1.61 million (+188%). The price for depot repair of an isothermal wagon rose from RUR 55,400 to RUR 133,000 (+240%), and that of capital repair from RUR 134,000 to RUR 223,000 (+166%).
This worrying tendency in the growth of prices for repair could be changed by a decree of the RF Federal Tariff Service. It could set a maximum percentage increase in OAO RZD’s prices for all types of repair that would not exceed the annual indexation of tariffs from Tariff Regulation № 10-01 until repair enterprises are incorporated into OAO RZD and its subsidiaries and the repair services market is formed.
– Is it worth buying your own repair depot?
– Well, nowadays the situation in the wagon repair sector leaves much to be desired. It turns out that owning a depot is practically the only way out for a large operator. For example, in July OOO BaltTransService purchased from OAO RZD a depot in Ivanovo.
Quality as A Consequence of Competition
– What are the components of a quality service provided by rolling stock operators, in your opinion? What criteria of its assessment can you cite?
– Naturally, the first factor according to which a cargo owner chooses a company is the price for a service. The second is the service itself. Taking into account that nowadays the terms of transportation have changed a lot, almost all consignors demand that they are serviced at an individual level. For example, a refinery may ask an operator to change the rhythm of loading from one train per day to three. And we do it, and this is to our advantage. Also, operators provide a complex service of door-to-door delivery; we constantly follow online the movement of wagons, and the consignor knows when his product will be delivered to the terminal to be unloaded. Moreover, operators stick to the supply schedule at least 90% of the time, which is also very important.
Another specific peculiarity of services provided by operators is that they prepare their rolling stock more carefully and plan it to transport only a certain type of cargo. As a result, when an operator’s train is delivered for loading, not more than one to three wagons are rejected (usually because of technical defects). OAO RZD does it in a different way: the rolling stock is delivered from several places and often only 15-20 wagons out of 120-130 may be loaded.
– Is the empty mileage coefficient included into this notion of service?
– No, it is not. I believe it is a part of the definition of logistics, that minimising the empty mileage coefficient shows the efficiency of rolling stock usage. Here one should take into consideration that the empty mileage coefficient differs according to the type of rolling stock. For example, it amounts theoretically to 100% for transportation of oil bulk. Of course, OAO RZD has a significant advantage from this standpoint – it redirects unloaded rolling stock to the nearest station. However, this benefit becomes a drawback for the reason I have already mentioned: a wagon for transportation of another cargo must be cleaned and prepared carefully. As a result, such a practice seems to be not very profitable.
Interviewed by Nadezhda Vtorushina
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[DETAIL_TEXT] => Private Companies Were Not Frightened by the Launch of the First Cargo Company
– Mr Prokofyev, what recent events have had the most significant impact on operators’ activities?
– Naturally, all attention was concentrated on the launch of the First Cargo Company and, upon its creation, the market situation was tense. But the company wasn’t launched in an hour, so we had time to get ready to the forecasted consequences. As we supposed, nowadays the FCC operates in the segments where the public park used to work. We are observing the company’s work and analysing the situation. The first aspect that becomes clear is that a professional team is being formed in the headquarters as well as in the company’s regional offices. They are famous people, experienced railwaymen, and a lot of operators have dealt with them. Despite the fears of some experts, the FCC is not dumping. Moreover, the terms of contracts offered by the First Cargo Company discipline cargo owners, and that impresses us. Also, the company does not ignore our Association and responds to all its invitations.
– Do you think that the launch of the FCC will lead to an increase in consignors’ transport expenses, because when you deal with one enterprise the total infrastructure and transport expenses are lower than when you interact with two independent companies – OAO RZD and OAO the FCC?
– Yes, I do. When 50% of the public wagon park is given to a new operator, the rolling stock automatically becomes private. The tariff on transportation is formally regulated by Tariff Regulation № 10-01, but the price for the operator’s service of renting wagons to a consignor is not regulated by the state. This will lead to a growth in consignors’ transport expenses, as it was when public wagons were transferred to RZD’s daughter companies – TransContainer (up to 30%), Refservice (up to 20%), and to OAO TransLes (up to 30%), positioned as a subsidiary, which exclusively rented 86% of the transporter’s park of flat wagons for log transportation. It is interesting what opinion the Ministry of Economic Development and the RF Federal Tariff Service have about the increase of transport expenses, and what measures are being offered to prevent such a situation (and consequently the growth of prices and inflation) in future in case the transporter’s wagons are given to the property of the FCC and other operators – subsidiaries of OAO RZD.
After the operators – subsidiaries of OAO RZD were launched (instead of specialised transporters, as was envisaged by the programme of structural reform), the problem of the increase in cargo owners’ transport expenses has reached a political level. I will give just one example. Recently, at one meeting devoted to development of the forest industry, Vyacheslav Pozgalyov, the Governor of the Vologodsk Oblast had to appeal to the head of state. He mentioned that, according to calculations, if tariffs are reduced by 30%, the volume of transportation will double and the revenue of the railway will increase. “Instead of this, it was decided to launch TransLes, and the company put up tariffs by 25-30%. It seems that new tariffs are necessary to maintain this organisation,” emphasised the Governor.
There is some of the answer in your question: after new additional transactions appear in the FCC’s turnover, the prime cost will grow in comparison with the level of the total wagon park. On the other hand, the FCC is not OAO RZD; it must not suffer from cross-subsiding passenger transportation. From this standpoint, their expenditure base must fall.
Consistency in Fulfilling State Decisions Is Needed
– Mr Prokofyev, how do you, as President of the Association of Transporters and Rolling Stock Operators, evaluate the process of fulfilling the governmental decree №1094 from August 10, 2006, by the Ministry of Transport?
– In this decree the Russian Government set the plan of events for the third stage of the railway structural reform. Also it was supplemented with decisions made at a meeting of the RF Government (Protocol №39 from November 2, 2006). Unfortunately, they are not being fulfilled consistently.
Particularly, until now:
• The Government’s decree on the “base for the legislative regulation of railway rolling stock operators’ activity and their interaction with transporters” has not been adopted (date of execution – 2006);
• “the statement of the RF Government on improving the normative base for the access of all interested users to the public railway infrastructure” has not been approved (date of execution – Q2 2007);
• “the order of interaction of transporters and infrastructure objects owners and the list of activities and services to be separated into competition segments” have not been developed (date of execution – Q2 2007);
• “the suggestions about forming conditions to enlarge the number of companies, competing with each other, having the status of transporters, and carrying freight on the basis of a public contract” has not been developed (is to be done in 2006-2010). This would regulate the interaction of an infrastructure owner and a transporter, and provision of locomotive-hauling services by OAO RZD.
This is just a short list of events envisaged by the Government. And new issues concerning the FCC must not interfere with the scheduled work of the people in charge of fulfilling governmental decisions.
– What do you think about the latest version of the RF Government’s Bill “On the Basis of Legal Regulation of Operators’ Activities” (see The RZD-Partner International № 2-3, 2008)? Is it necessary to adopt such a document? Wouldn’t it be more reasonable to enlarge the articles devoted to the status of an operator in the basic sectoral laws?
– As you know, this problem has been discussed for three years. I emphasised many times that the project contains almost no information. Meanwhile, I believe that at least this Bill should be adopted. It must be shown that such a notion as “an operator” is not just a line in the federal law “On the Railway Transport in the RF”, but is developed in by-laws. That is why the bill must be adopted. Moreover, the First Cargo Company and Refservice and TransContainer work as operators, consequently OAO RZD needs such a decree too.
– Do state bodies react fast enough to the changing demands of the railway transportation market?
– I believe that state bodies and OAO RZD and other players in the future railway transportation market must create conditions and get ready to work in a competitive sector. In case it is impossible to create a second transporter in the Russian market, we should set the deadline by which the question will be resolved.
Both state bodies and OAO RZD should follow Government-approved course for developing competition among transporters, not just among operators and other companies providing services to cargo owners and consignors. If it is barely possible to organise the work of OAO RZD as an infrastructure owner with other transporters today, the conditions for it should be created more actively.
Also, it is necessary to analyse why the Russian Government’s decrees on non-discriminatory access to infrastructure services for transporters and the rules of providing infrastructure services to independent transporters have not been working for four years. Why have dozens of licenses for transportation activities been given, if nobody can use them? Why are the tariffs on infrastructure services for independent carriers not developed? Instead, we continue to speak about “constituents” of the same transportation tariff, which are and will be paid by a consignor, but not a transporter. Why is the market in locomotive-hauling services not formed, even though there are a lot of companies which own locomotives (both mainline and shunting ones)?
Everyone understands how difficult it is to create a second independent national transporter. Obviously, it will not appear today. Yet, if such target is not set at all, the reform may end with the current results, i.e. OAO RZD will remain the monopolist in the sector. That is why state support is needed to form such a structure. The state should give rolling stock operators a clear signal that the process of their integration to form a national carrier is a priority from the country’s standpoint and will get adequate support. Unfortunately, the meaning of the project is not mentioned in the programme of further reforming (the Target model), adopted by the Governmental Commission on May 16, 2007.
– Do you consider that interaction of a transporter (occupying a dominating position in the market) and an operator should be regulated by a special standard agreement? Do you need such an agreement guaranteeing equal rights for transport market participants?
– When we speak about transportation, the importance of which can hardly be overestimated, naturally, all market players must bear responsibility. Otherwise, this business activity will be practically impossible.
Repair Becomes More Complicated
– Has the quality of repair made by OAO RZD changed lately?
– Its quality, terms, and prices have changed, but unfortunately, for the worse. Also, the growth of prices for repairs has already become an instrument for forcing operators out of the market of renting rolling stock to cargo owners. I will explain. By putting into operation Tariff Regulation № 10-01 the state set a normative difference in tariffs on freight transportation in a transporter’s wagon and in a railcar that isn’t his property (or is rented from him). On average, the difference is 15.4%, and when tariffs are indexed, it does not change. The difference continues the existence of the company – wagon owner, as well as its rolling stock maintenance and repair (which is done only at the repair enterprises of OAO RZD, because there is no repair services market).
A 15.4% difference in tariffs is reasonable if the empty mileage coefficient of OAO RZD’s and operators’ railcars is equal. In practice, the difference is the maximum price for the operator’s service of renting his wagon. If the price grows proportionally to the increasing repair price set by OAO RZD, the sum of consignor’s expenses (service plus tariff on freight transportation in the operator’s wagon) will exceed the tariff on transportation in the transporter’s wagon, so the operator’s wagon will become uncompetitive (it will be cheaper to transport the cargo in OAO RZD’s wagon).
Due to constant increase in the prices, the share of expenditure on private rolling stock repair at the enterprises of OAO RZD compared with the cost of the operator’s service grows significantly.
For example, the share of expenses on repair in the cost of the service of one of the largest operators grew from 2.5% in 2005 to 4.2% in 2006 (138%) and to 6.5% in 2007 (240%); the average cost of all types of repair of one wagon increased respectively from 16,350 roubles to 20,206 roubles (124%) and to 22,892 roubles (140%).
As for OAO BaltTransService, in this period the share of expenditure on repair in the price of the wagon rent service was 1.42%, 2.36% (166%) and 5.64% (397%) respectively; the expenses for the scheduled repair of a railcar grew from 24,119 roubles in 2005 to 27,781 roubles in 2006 (115%) and to 32,214 roubles (134%) in H1 of 2007.
According to the data of operators – owners of refrigerator rolling stock and members of our Association – prices for refrigerator wagons grew even more significantly. For example, in the refrigerator railcar repair depot Troitsk, the price for depot repair of a five-wagon train-set for private operators grew from RUR 318,800 in 2005 to RUR 857,000 in 2007 (+267%), and the cost of capital repair increased from RUR 861,000 to RUR 1.61 million (+188%). The price for depot repair of an isothermal wagon rose from RUR 55,400 to RUR 133,000 (+240%), and that of capital repair from RUR 134,000 to RUR 223,000 (+166%).
This worrying tendency in the growth of prices for repair could be changed by a decree of the RF Federal Tariff Service. It could set a maximum percentage increase in OAO RZD’s prices for all types of repair that would not exceed the annual indexation of tariffs from Tariff Regulation № 10-01 until repair enterprises are incorporated into OAO RZD and its subsidiaries and the repair services market is formed.
– Is it worth buying your own repair depot?
– Well, nowadays the situation in the wagon repair sector leaves much to be desired. It turns out that owning a depot is practically the only way out for a large operator. For example, in July OOO BaltTransService purchased from OAO RZD a depot in Ivanovo.
Quality as A Consequence of Competition
– What are the components of a quality service provided by rolling stock operators, in your opinion? What criteria of its assessment can you cite?
– Naturally, the first factor according to which a cargo owner chooses a company is the price for a service. The second is the service itself. Taking into account that nowadays the terms of transportation have changed a lot, almost all consignors demand that they are serviced at an individual level. For example, a refinery may ask an operator to change the rhythm of loading from one train per day to three. And we do it, and this is to our advantage. Also, operators provide a complex service of door-to-door delivery; we constantly follow online the movement of wagons, and the consignor knows when his product will be delivered to the terminal to be unloaded. Moreover, operators stick to the supply schedule at least 90% of the time, which is also very important.
Another specific peculiarity of services provided by operators is that they prepare their rolling stock more carefully and plan it to transport only a certain type of cargo. As a result, when an operator’s train is delivered for loading, not more than one to three wagons are rejected (usually because of technical defects). OAO RZD does it in a different way: the rolling stock is delivered from several places and often only 15-20 wagons out of 120-130 may be loaded.
– Is the empty mileage coefficient included into this notion of service?
– No, it is not. I believe it is a part of the definition of logistics, that minimising the empty mileage coefficient shows the efficiency of rolling stock usage. Here one should take into consideration that the empty mileage coefficient differs according to the type of rolling stock. For example, it amounts theoretically to 100% for transportation of oil bulk. Of course, OAO RZD has a significant advantage from this standpoint – it redirects unloaded rolling stock to the nearest station. However, this benefit becomes a drawback for the reason I have already mentioned: a wagon for transportation of another cargo must be cleaned and prepared carefully. As a result, such a practice seems to be not very profitable.
Interviewed by Nadezhda Vtorushina
[~DETAIL_TEXT] => Private Companies Were Not Frightened by the Launch of the First Cargo Company
– Mr Prokofyev, what recent events have had the most significant impact on operators’ activities?
– Naturally, all attention was concentrated on the launch of the First Cargo Company and, upon its creation, the market situation was tense. But the company wasn’t launched in an hour, so we had time to get ready to the forecasted consequences. As we supposed, nowadays the FCC operates in the segments where the public park used to work. We are observing the company’s work and analysing the situation. The first aspect that becomes clear is that a professional team is being formed in the headquarters as well as in the company’s regional offices. They are famous people, experienced railwaymen, and a lot of operators have dealt with them. Despite the fears of some experts, the FCC is not dumping. Moreover, the terms of contracts offered by the First Cargo Company discipline cargo owners, and that impresses us. Also, the company does not ignore our Association and responds to all its invitations.
– Do you think that the launch of the FCC will lead to an increase in consignors’ transport expenses, because when you deal with one enterprise the total infrastructure and transport expenses are lower than when you interact with two independent companies – OAO RZD and OAO the FCC?
– Yes, I do. When 50% of the public wagon park is given to a new operator, the rolling stock automatically becomes private. The tariff on transportation is formally regulated by Tariff Regulation № 10-01, but the price for the operator’s service of renting wagons to a consignor is not regulated by the state. This will lead to a growth in consignors’ transport expenses, as it was when public wagons were transferred to RZD’s daughter companies – TransContainer (up to 30%), Refservice (up to 20%), and to OAO TransLes (up to 30%), positioned as a subsidiary, which exclusively rented 86% of the transporter’s park of flat wagons for log transportation. It is interesting what opinion the Ministry of Economic Development and the RF Federal Tariff Service have about the increase of transport expenses, and what measures are being offered to prevent such a situation (and consequently the growth of prices and inflation) in future in case the transporter’s wagons are given to the property of the FCC and other operators – subsidiaries of OAO RZD.
After the operators – subsidiaries of OAO RZD were launched (instead of specialised transporters, as was envisaged by the programme of structural reform), the problem of the increase in cargo owners’ transport expenses has reached a political level. I will give just one example. Recently, at one meeting devoted to development of the forest industry, Vyacheslav Pozgalyov, the Governor of the Vologodsk Oblast had to appeal to the head of state. He mentioned that, according to calculations, if tariffs are reduced by 30%, the volume of transportation will double and the revenue of the railway will increase. “Instead of this, it was decided to launch TransLes, and the company put up tariffs by 25-30%. It seems that new tariffs are necessary to maintain this organisation,” emphasised the Governor.
There is some of the answer in your question: after new additional transactions appear in the FCC’s turnover, the prime cost will grow in comparison with the level of the total wagon park. On the other hand, the FCC is not OAO RZD; it must not suffer from cross-subsiding passenger transportation. From this standpoint, their expenditure base must fall.
Consistency in Fulfilling State Decisions Is Needed
– Mr Prokofyev, how do you, as President of the Association of Transporters and Rolling Stock Operators, evaluate the process of fulfilling the governmental decree №1094 from August 10, 2006, by the Ministry of Transport?
– In this decree the Russian Government set the plan of events for the third stage of the railway structural reform. Also it was supplemented with decisions made at a meeting of the RF Government (Protocol №39 from November 2, 2006). Unfortunately, they are not being fulfilled consistently.
Particularly, until now:
• The Government’s decree on the “base for the legislative regulation of railway rolling stock operators’ activity and their interaction with transporters” has not been adopted (date of execution – 2006);
• “the statement of the RF Government on improving the normative base for the access of all interested users to the public railway infrastructure” has not been approved (date of execution – Q2 2007);
• “the order of interaction of transporters and infrastructure objects owners and the list of activities and services to be separated into competition segments” have not been developed (date of execution – Q2 2007);
• “the suggestions about forming conditions to enlarge the number of companies, competing with each other, having the status of transporters, and carrying freight on the basis of a public contract” has not been developed (is to be done in 2006-2010). This would regulate the interaction of an infrastructure owner and a transporter, and provision of locomotive-hauling services by OAO RZD.
This is just a short list of events envisaged by the Government. And new issues concerning the FCC must not interfere with the scheduled work of the people in charge of fulfilling governmental decisions.
– What do you think about the latest version of the RF Government’s Bill “On the Basis of Legal Regulation of Operators’ Activities” (see The RZD-Partner International № 2-3, 2008)? Is it necessary to adopt such a document? Wouldn’t it be more reasonable to enlarge the articles devoted to the status of an operator in the basic sectoral laws?
– As you know, this problem has been discussed for three years. I emphasised many times that the project contains almost no information. Meanwhile, I believe that at least this Bill should be adopted. It must be shown that such a notion as “an operator” is not just a line in the federal law “On the Railway Transport in the RF”, but is developed in by-laws. That is why the bill must be adopted. Moreover, the First Cargo Company and Refservice and TransContainer work as operators, consequently OAO RZD needs such a decree too.
– Do state bodies react fast enough to the changing demands of the railway transportation market?
– I believe that state bodies and OAO RZD and other players in the future railway transportation market must create conditions and get ready to work in a competitive sector. In case it is impossible to create a second transporter in the Russian market, we should set the deadline by which the question will be resolved.
Both state bodies and OAO RZD should follow Government-approved course for developing competition among transporters, not just among operators and other companies providing services to cargo owners and consignors. If it is barely possible to organise the work of OAO RZD as an infrastructure owner with other transporters today, the conditions for it should be created more actively.
Also, it is necessary to analyse why the Russian Government’s decrees on non-discriminatory access to infrastructure services for transporters and the rules of providing infrastructure services to independent transporters have not been working for four years. Why have dozens of licenses for transportation activities been given, if nobody can use them? Why are the tariffs on infrastructure services for independent carriers not developed? Instead, we continue to speak about “constituents” of the same transportation tariff, which are and will be paid by a consignor, but not a transporter. Why is the market in locomotive-hauling services not formed, even though there are a lot of companies which own locomotives (both mainline and shunting ones)?
Everyone understands how difficult it is to create a second independent national transporter. Obviously, it will not appear today. Yet, if such target is not set at all, the reform may end with the current results, i.e. OAO RZD will remain the monopolist in the sector. That is why state support is needed to form such a structure. The state should give rolling stock operators a clear signal that the process of their integration to form a national carrier is a priority from the country’s standpoint and will get adequate support. Unfortunately, the meaning of the project is not mentioned in the programme of further reforming (the Target model), adopted by the Governmental Commission on May 16, 2007.
– Do you consider that interaction of a transporter (occupying a dominating position in the market) and an operator should be regulated by a special standard agreement? Do you need such an agreement guaranteeing equal rights for transport market participants?
– When we speak about transportation, the importance of which can hardly be overestimated, naturally, all market players must bear responsibility. Otherwise, this business activity will be practically impossible.
Repair Becomes More Complicated
– Has the quality of repair made by OAO RZD changed lately?
– Its quality, terms, and prices have changed, but unfortunately, for the worse. Also, the growth of prices for repairs has already become an instrument for forcing operators out of the market of renting rolling stock to cargo owners. I will explain. By putting into operation Tariff Regulation № 10-01 the state set a normative difference in tariffs on freight transportation in a transporter’s wagon and in a railcar that isn’t his property (or is rented from him). On average, the difference is 15.4%, and when tariffs are indexed, it does not change. The difference continues the existence of the company – wagon owner, as well as its rolling stock maintenance and repair (which is done only at the repair enterprises of OAO RZD, because there is no repair services market).
A 15.4% difference in tariffs is reasonable if the empty mileage coefficient of OAO RZD’s and operators’ railcars is equal. In practice, the difference is the maximum price for the operator’s service of renting his wagon. If the price grows proportionally to the increasing repair price set by OAO RZD, the sum of consignor’s expenses (service plus tariff on freight transportation in the operator’s wagon) will exceed the tariff on transportation in the transporter’s wagon, so the operator’s wagon will become uncompetitive (it will be cheaper to transport the cargo in OAO RZD’s wagon).
Due to constant increase in the prices, the share of expenditure on private rolling stock repair at the enterprises of OAO RZD compared with the cost of the operator’s service grows significantly.
For example, the share of expenses on repair in the cost of the service of one of the largest operators grew from 2.5% in 2005 to 4.2% in 2006 (138%) and to 6.5% in 2007 (240%); the average cost of all types of repair of one wagon increased respectively from 16,350 roubles to 20,206 roubles (124%) and to 22,892 roubles (140%).
As for OAO BaltTransService, in this period the share of expenditure on repair in the price of the wagon rent service was 1.42%, 2.36% (166%) and 5.64% (397%) respectively; the expenses for the scheduled repair of a railcar grew from 24,119 roubles in 2005 to 27,781 roubles in 2006 (115%) and to 32,214 roubles (134%) in H1 of 2007.
According to the data of operators – owners of refrigerator rolling stock and members of our Association – prices for refrigerator wagons grew even more significantly. For example, in the refrigerator railcar repair depot Troitsk, the price for depot repair of a five-wagon train-set for private operators grew from RUR 318,800 in 2005 to RUR 857,000 in 2007 (+267%), and the cost of capital repair increased from RUR 861,000 to RUR 1.61 million (+188%). The price for depot repair of an isothermal wagon rose from RUR 55,400 to RUR 133,000 (+240%), and that of capital repair from RUR 134,000 to RUR 223,000 (+166%).
This worrying tendency in the growth of prices for repair could be changed by a decree of the RF Federal Tariff Service. It could set a maximum percentage increase in OAO RZD’s prices for all types of repair that would not exceed the annual indexation of tariffs from Tariff Regulation № 10-01 until repair enterprises are incorporated into OAO RZD and its subsidiaries and the repair services market is formed.
– Is it worth buying your own repair depot?
– Well, nowadays the situation in the wagon repair sector leaves much to be desired. It turns out that owning a depot is practically the only way out for a large operator. For example, in July OOO BaltTransService purchased from OAO RZD a depot in Ivanovo.
Quality as A Consequence of Competition
– What are the components of a quality service provided by rolling stock operators, in your opinion? What criteria of its assessment can you cite?
– Naturally, the first factor according to which a cargo owner chooses a company is the price for a service. The second is the service itself. Taking into account that nowadays the terms of transportation have changed a lot, almost all consignors demand that they are serviced at an individual level. For example, a refinery may ask an operator to change the rhythm of loading from one train per day to three. And we do it, and this is to our advantage. Also, operators provide a complex service of door-to-door delivery; we constantly follow online the movement of wagons, and the consignor knows when his product will be delivered to the terminal to be unloaded. Moreover, operators stick to the supply schedule at least 90% of the time, which is also very important.
Another specific peculiarity of services provided by operators is that they prepare their rolling stock more carefully and plan it to transport only a certain type of cargo. As a result, when an operator’s train is delivered for loading, not more than one to three wagons are rejected (usually because of technical defects). OAO RZD does it in a different way: the rolling stock is delivered from several places and often only 15-20 wagons out of 120-130 may be loaded.
– Is the empty mileage coefficient included into this notion of service?
– No, it is not. I believe it is a part of the definition of logistics, that minimising the empty mileage coefficient shows the efficiency of rolling stock usage. Here one should take into consideration that the empty mileage coefficient differs according to the type of rolling stock. For example, it amounts theoretically to 100% for transportation of oil bulk. Of course, OAO RZD has a significant advantage from this standpoint – it redirects unloaded rolling stock to the nearest station. However, this benefit becomes a drawback for the reason I have already mentioned: a wagon for transportation of another cargo must be cleaned and prepared carefully. As a result, such a practice seems to be not very profitable.
Interviewed by Nadezhda Vtorushina
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Open joint-stock company “RZD Trading House” was created almost two years ago on the initiative of OAO RZD. Its basic purpose is promotion of the goods, services and technologies of OAO RZD and other Russian railway complex enterprises to foreign markets. General Director of OAO “RZD Trading House” Alexey Mersiyanov talks about the achievements of the company and the projects it is developing today.Array
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– Mr Mersiyanov, what goals did you manage to achieve after the company was created?
– The main goal set for the Trading House was to overcome the stereotypical opinion that has developed within foreign railway markets that Russian enterprises are not competitive enough. We have done a long and quite labour-intensive campaign to change the opinion of potential foreign goods and services users about Russian railway companies. We can conclude that the result of our activity is a positive trend in demand for the products of Russian enterprises. Also, a number of international railway production supply contracts were concluded with enterprises from Belarus, Mongolia, Bulgaria, Switzerland, Austria, and Cuba.
– What kind of services does OAO “RZD Trading House” offer today?
– Initially, the field of our company’s activity was participation on behalf of OAO RZD in large railway infrastructure projects abroad, and also exporting of competitive Russian goods designed for railways. The geography of projects has expanded significantly. Repairs of ‘made in Russia’ rolling stock is among a number of new services. It is fulfilled at the largest repair enterprises of OAO RZD.
– The Trading House does not just represent the interests of OAO RZD on the world market. It also promotes other Russian manufacturers’ goods and services. How fruitful is your cooperation with other companies?
– Apart from the cooperation with OAO RZD’s enterprises, such as the Ulan-Ude Locomotive Repair Plant, the Ishim Mechanical Factory and OAO Elteza, Voitovich Moscow plant for railcar construction and modernisation, the Trading House successfully cooperates with large commercial structures, such as the Severstal Group of Companies, OAO Murom Rail-Switch Factory, OAO MMK-Metiz, OAO Kalugatransmash, OAO Transmash, OAO Transpnevmatika and OAO NPK Uralvagonzavod, etc.
Cooperation Expands
– Please tell me more on the issue of which countries and spheres of activity are involved in this work.
– As I have already mentioned, the geography of our company’s activity is pretty wide. First of all, there are the CIS countries, with which economic cooperation is a priority for the Russian Federation. Now the Trading House works in Belarus, Kazakhstan, and Armenia.
The Asian direction also has potential – Iran, Mongolia and India. It is also hard not to mention the interest in the ‘made in Russia’ railway products in EU countries – , Austria, Latvia, Germany, Bulgaria, Hungary and Switzerland. Applications that have come from European companies are currently being processed. Also, we actively work in Cuba.
Regarding large infrastructure projects, first of all I would like to mention the reconstruction of railways on the section from Khassan (Russian Federation) to Rajin (Korean Peoples’ Democratic Republic), and the construction of a container terminal in the port of Rajin. At the end of April 2008, coordination of basic project decisions with the North Korean side for its railway sector reconstruction and for building a container terminal was completed. Two documents were signed on April 24 – the Memorandum of Cooperation Between OAO RZD and the Ministry of Railways in the Democratic People’s Republic of Korea, and the Contract for Creation of a Joint Venture by OAO “RZD Trading House” and the Port of Rajin. Agreements concerning a parity of shares in the registration capital have been reached. The Trading House will have 70% and the Korean side 30 %. The joint venture will help attract investments for financing the project. Also it will involve contractors in realisation of both the design and reconstruction of railways between Tumangan and Rajin (54 kilometres), and to the building of a container terminal in the port of Rajin. After the reconstruction is completed, the joint venture will act as operator of the railway.
After the Northern Korea transport infrastructure reconstruction project is finished, the freight traffic through it from Pusan (Republic Korea) to Rajin (Democratic People’s Republic of Korea), then to Khassan (Russian Federation), and then by Transsiberian Railway to Europe and the CIS countries will be organised. As a result, Russia’s geostrategic mission to be a natural bridge between Europe and Asia will be accomplished.
Cooperation of the Trading House with Cuban colleagues is shown by a number of potential projects, which are very important from the point of view of strengthening partners’ ties between Cuban Railways and OAO RZD. Currently RZD Trading House, together with Russian suppliers and Cuban partners from the Transport Ministry and the Cuban Railways Association, are working together to supply railway production using state credit given to the Government of the Republic of Cuba by Russia for deliveries of goods, works and services from Russia. The priorities set by Cubans are: projects for reconstruction and allocation of rolling stock for passenger train lines, development of maintenance facilities to serve Russian diesel locomotives, modernisation of signalling and safety systems and communications, electrification of railroad and supply of spare parts for repairs to carriages.
– What unusual problems do you face in your work with foreign partners? How do you solve them?
– We face a certain mentality in each country. Working in a national market, the company follows rules, norms and ways of managing work accepted in that country. We are interested in creation and development of close business relations with national and international companies, and ready to consider both purely trade relations and creation of joint ventures in each particular country, using the knowledge, technologies and know-how of Russian Railways and other enterprises.
I should emphasise that we tend to establish open relations with foreign partners, which means that our work is transparent and clear for foreign counterparts.
By Olga Gorbunova
[~DETAIL_TEXT] => Railway Cluster for Export
– Mr Mersiyanov, what goals did you manage to achieve after the company was created?
– The main goal set for the Trading House was to overcome the stereotypical opinion that has developed within foreign railway markets that Russian enterprises are not competitive enough. We have done a long and quite labour-intensive campaign to change the opinion of potential foreign goods and services users about Russian railway companies. We can conclude that the result of our activity is a positive trend in demand for the products of Russian enterprises. Also, a number of international railway production supply contracts were concluded with enterprises from Belarus, Mongolia, Bulgaria, Switzerland, Austria, and Cuba.
– What kind of services does OAO “RZD Trading House” offer today?
– Initially, the field of our company’s activity was participation on behalf of OAO RZD in large railway infrastructure projects abroad, and also exporting of competitive Russian goods designed for railways. The geography of projects has expanded significantly. Repairs of ‘made in Russia’ rolling stock is among a number of new services. It is fulfilled at the largest repair enterprises of OAO RZD.
– The Trading House does not just represent the interests of OAO RZD on the world market. It also promotes other Russian manufacturers’ goods and services. How fruitful is your cooperation with other companies?
– Apart from the cooperation with OAO RZD’s enterprises, such as the Ulan-Ude Locomotive Repair Plant, the Ishim Mechanical Factory and OAO Elteza, Voitovich Moscow plant for railcar construction and modernisation, the Trading House successfully cooperates with large commercial structures, such as the Severstal Group of Companies, OAO Murom Rail-Switch Factory, OAO MMK-Metiz, OAO Kalugatransmash, OAO Transmash, OAO Transpnevmatika and OAO NPK Uralvagonzavod, etc.
Cooperation Expands
– Please tell me more on the issue of which countries and spheres of activity are involved in this work.
– As I have already mentioned, the geography of our company’s activity is pretty wide. First of all, there are the CIS countries, with which economic cooperation is a priority for the Russian Federation. Now the Trading House works in Belarus, Kazakhstan, and Armenia.
The Asian direction also has potential – Iran, Mongolia and India. It is also hard not to mention the interest in the ‘made in Russia’ railway products in EU countries – , Austria, Latvia, Germany, Bulgaria, Hungary and Switzerland. Applications that have come from European companies are currently being processed. Also, we actively work in Cuba.
Regarding large infrastructure projects, first of all I would like to mention the reconstruction of railways on the section from Khassan (Russian Federation) to Rajin (Korean Peoples’ Democratic Republic), and the construction of a container terminal in the port of Rajin. At the end of April 2008, coordination of basic project decisions with the North Korean side for its railway sector reconstruction and for building a container terminal was completed. Two documents were signed on April 24 – the Memorandum of Cooperation Between OAO RZD and the Ministry of Railways in the Democratic People’s Republic of Korea, and the Contract for Creation of a Joint Venture by OAO “RZD Trading House” and the Port of Rajin. Agreements concerning a parity of shares in the registration capital have been reached. The Trading House will have 70% and the Korean side 30 %. The joint venture will help attract investments for financing the project. Also it will involve contractors in realisation of both the design and reconstruction of railways between Tumangan and Rajin (54 kilometres), and to the building of a container terminal in the port of Rajin. After the reconstruction is completed, the joint venture will act as operator of the railway.
After the Northern Korea transport infrastructure reconstruction project is finished, the freight traffic through it from Pusan (Republic Korea) to Rajin (Democratic People’s Republic of Korea), then to Khassan (Russian Federation), and then by Transsiberian Railway to Europe and the CIS countries will be organised. As a result, Russia’s geostrategic mission to be a natural bridge between Europe and Asia will be accomplished.
Cooperation of the Trading House with Cuban colleagues is shown by a number of potential projects, which are very important from the point of view of strengthening partners’ ties between Cuban Railways and OAO RZD. Currently RZD Trading House, together with Russian suppliers and Cuban partners from the Transport Ministry and the Cuban Railways Association, are working together to supply railway production using state credit given to the Government of the Republic of Cuba by Russia for deliveries of goods, works and services from Russia. The priorities set by Cubans are: projects for reconstruction and allocation of rolling stock for passenger train lines, development of maintenance facilities to serve Russian diesel locomotives, modernisation of signalling and safety systems and communications, electrification of railroad and supply of spare parts for repairs to carriages.
– What unusual problems do you face in your work with foreign partners? How do you solve them?
– We face a certain mentality in each country. Working in a national market, the company follows rules, norms and ways of managing work accepted in that country. We are interested in creation and development of close business relations with national and international companies, and ready to consider both purely trade relations and creation of joint ventures in each particular country, using the knowledge, technologies and know-how of Russian Railways and other enterprises.
I should emphasise that we tend to establish open relations with foreign partners, which means that our work is transparent and clear for foreign counterparts.
By Olga Gorbunova
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[SECTION_META_DESCRIPTION] => <img src="/ufiles/image/rus/partner/2008/4/18.jpg" border="1" alt="Alexey Mersiyanov" title="Alexey Mersiyanov" hspace="5" width="120" height="150" align="left" />Open joint-stock company “RZD Trading House” was created almost two years ago on the initiative of OAO RZD. Its basic purpose is promotion of the goods, services and technologies of OAO RZD and other Russian railway complex enterprises to foreign markets. General Director of OAO “RZD Trading House” Alexey Mersiyanov talks about the achievements of the company and the projects it is developing today.
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[DETAIL_TEXT] => Railway Cluster for Export
– Mr Mersiyanov, what goals did you manage to achieve after the company was created?
– The main goal set for the Trading House was to overcome the stereotypical opinion that has developed within foreign railway markets that Russian enterprises are not competitive enough. We have done a long and quite labour-intensive campaign to change the opinion of potential foreign goods and services users about Russian railway companies. We can conclude that the result of our activity is a positive trend in demand for the products of Russian enterprises. Also, a number of international railway production supply contracts were concluded with enterprises from Belarus, Mongolia, Bulgaria, Switzerland, Austria, and Cuba.
– What kind of services does OAO “RZD Trading House” offer today?
– Initially, the field of our company’s activity was participation on behalf of OAO RZD in large railway infrastructure projects abroad, and also exporting of competitive Russian goods designed for railways. The geography of projects has expanded significantly. Repairs of ‘made in Russia’ rolling stock is among a number of new services. It is fulfilled at the largest repair enterprises of OAO RZD.
– The Trading House does not just represent the interests of OAO RZD on the world market. It also promotes other Russian manufacturers’ goods and services. How fruitful is your cooperation with other companies?
– Apart from the cooperation with OAO RZD’s enterprises, such as the Ulan-Ude Locomotive Repair Plant, the Ishim Mechanical Factory and OAO Elteza, Voitovich Moscow plant for railcar construction and modernisation, the Trading House successfully cooperates with large commercial structures, such as the Severstal Group of Companies, OAO Murom Rail-Switch Factory, OAO MMK-Metiz, OAO Kalugatransmash, OAO Transmash, OAO Transpnevmatika and OAO NPK Uralvagonzavod, etc.
Cooperation Expands
– Please tell me more on the issue of which countries and spheres of activity are involved in this work.
– As I have already mentioned, the geography of our company’s activity is pretty wide. First of all, there are the CIS countries, with which economic cooperation is a priority for the Russian Federation. Now the Trading House works in Belarus, Kazakhstan, and Armenia.
The Asian direction also has potential – Iran, Mongolia and India. It is also hard not to mention the interest in the ‘made in Russia’ railway products in EU countries – , Austria, Latvia, Germany, Bulgaria, Hungary and Switzerland. Applications that have come from European companies are currently being processed. Also, we actively work in Cuba.
Regarding large infrastructure projects, first of all I would like to mention the reconstruction of railways on the section from Khassan (Russian Federation) to Rajin (Korean Peoples’ Democratic Republic), and the construction of a container terminal in the port of Rajin. At the end of April 2008, coordination of basic project decisions with the North Korean side for its railway sector reconstruction and for building a container terminal was completed. Two documents were signed on April 24 – the Memorandum of Cooperation Between OAO RZD and the Ministry of Railways in the Democratic People’s Republic of Korea, and the Contract for Creation of a Joint Venture by OAO “RZD Trading House” and the Port of Rajin. Agreements concerning a parity of shares in the registration capital have been reached. The Trading House will have 70% and the Korean side 30 %. The joint venture will help attract investments for financing the project. Also it will involve contractors in realisation of both the design and reconstruction of railways between Tumangan and Rajin (54 kilometres), and to the building of a container terminal in the port of Rajin. After the reconstruction is completed, the joint venture will act as operator of the railway.
After the Northern Korea transport infrastructure reconstruction project is finished, the freight traffic through it from Pusan (Republic Korea) to Rajin (Democratic People’s Republic of Korea), then to Khassan (Russian Federation), and then by Transsiberian Railway to Europe and the CIS countries will be organised. As a result, Russia’s geostrategic mission to be a natural bridge between Europe and Asia will be accomplished.
Cooperation of the Trading House with Cuban colleagues is shown by a number of potential projects, which are very important from the point of view of strengthening partners’ ties between Cuban Railways and OAO RZD. Currently RZD Trading House, together with Russian suppliers and Cuban partners from the Transport Ministry and the Cuban Railways Association, are working together to supply railway production using state credit given to the Government of the Republic of Cuba by Russia for deliveries of goods, works and services from Russia. The priorities set by Cubans are: projects for reconstruction and allocation of rolling stock for passenger train lines, development of maintenance facilities to serve Russian diesel locomotives, modernisation of signalling and safety systems and communications, electrification of railroad and supply of spare parts for repairs to carriages.
– What unusual problems do you face in your work with foreign partners? How do you solve them?
– We face a certain mentality in each country. Working in a national market, the company follows rules, norms and ways of managing work accepted in that country. We are interested in creation and development of close business relations with national and international companies, and ready to consider both purely trade relations and creation of joint ventures in each particular country, using the knowledge, technologies and know-how of Russian Railways and other enterprises.
I should emphasise that we tend to establish open relations with foreign partners, which means that our work is transparent and clear for foreign counterparts.
By Olga Gorbunova
[~DETAIL_TEXT] => Railway Cluster for Export
– Mr Mersiyanov, what goals did you manage to achieve after the company was created?
– The main goal set for the Trading House was to overcome the stereotypical opinion that has developed within foreign railway markets that Russian enterprises are not competitive enough. We have done a long and quite labour-intensive campaign to change the opinion of potential foreign goods and services users about Russian railway companies. We can conclude that the result of our activity is a positive trend in demand for the products of Russian enterprises. Also, a number of international railway production supply contracts were concluded with enterprises from Belarus, Mongolia, Bulgaria, Switzerland, Austria, and Cuba.
– What kind of services does OAO “RZD Trading House” offer today?
– Initially, the field of our company’s activity was participation on behalf of OAO RZD in large railway infrastructure projects abroad, and also exporting of competitive Russian goods designed for railways. The geography of projects has expanded significantly. Repairs of ‘made in Russia’ rolling stock is among a number of new services. It is fulfilled at the largest repair enterprises of OAO RZD.
– The Trading House does not just represent the interests of OAO RZD on the world market. It also promotes other Russian manufacturers’ goods and services. How fruitful is your cooperation with other companies?
– Apart from the cooperation with OAO RZD’s enterprises, such as the Ulan-Ude Locomotive Repair Plant, the Ishim Mechanical Factory and OAO Elteza, Voitovich Moscow plant for railcar construction and modernisation, the Trading House successfully cooperates with large commercial structures, such as the Severstal Group of Companies, OAO Murom Rail-Switch Factory, OAO MMK-Metiz, OAO Kalugatransmash, OAO Transmash, OAO Transpnevmatika and OAO NPK Uralvagonzavod, etc.
Cooperation Expands
– Please tell me more on the issue of which countries and spheres of activity are involved in this work.
– As I have already mentioned, the geography of our company’s activity is pretty wide. First of all, there are the CIS countries, with which economic cooperation is a priority for the Russian Federation. Now the Trading House works in Belarus, Kazakhstan, and Armenia.
The Asian direction also has potential – Iran, Mongolia and India. It is also hard not to mention the interest in the ‘made in Russia’ railway products in EU countries – , Austria, Latvia, Germany, Bulgaria, Hungary and Switzerland. Applications that have come from European companies are currently being processed. Also, we actively work in Cuba.
Regarding large infrastructure projects, first of all I would like to mention the reconstruction of railways on the section from Khassan (Russian Federation) to Rajin (Korean Peoples’ Democratic Republic), and the construction of a container terminal in the port of Rajin. At the end of April 2008, coordination of basic project decisions with the North Korean side for its railway sector reconstruction and for building a container terminal was completed. Two documents were signed on April 24 – the Memorandum of Cooperation Between OAO RZD and the Ministry of Railways in the Democratic People’s Republic of Korea, and the Contract for Creation of a Joint Venture by OAO “RZD Trading House” and the Port of Rajin. Agreements concerning a parity of shares in the registration capital have been reached. The Trading House will have 70% and the Korean side 30 %. The joint venture will help attract investments for financing the project. Also it will involve contractors in realisation of both the design and reconstruction of railways between Tumangan and Rajin (54 kilometres), and to the building of a container terminal in the port of Rajin. After the reconstruction is completed, the joint venture will act as operator of the railway.
After the Northern Korea transport infrastructure reconstruction project is finished, the freight traffic through it from Pusan (Republic Korea) to Rajin (Democratic People’s Republic of Korea), then to Khassan (Russian Federation), and then by Transsiberian Railway to Europe and the CIS countries will be organised. As a result, Russia’s geostrategic mission to be a natural bridge between Europe and Asia will be accomplished.
Cooperation of the Trading House with Cuban colleagues is shown by a number of potential projects, which are very important from the point of view of strengthening partners’ ties between Cuban Railways and OAO RZD. Currently RZD Trading House, together with Russian suppliers and Cuban partners from the Transport Ministry and the Cuban Railways Association, are working together to supply railway production using state credit given to the Government of the Republic of Cuba by Russia for deliveries of goods, works and services from Russia. The priorities set by Cubans are: projects for reconstruction and allocation of rolling stock for passenger train lines, development of maintenance facilities to serve Russian diesel locomotives, modernisation of signalling and safety systems and communications, electrification of railroad and supply of spare parts for repairs to carriages.
– What unusual problems do you face in your work with foreign partners? How do you solve them?
– We face a certain mentality in each country. Working in a national market, the company follows rules, norms and ways of managing work accepted in that country. We are interested in creation and development of close business relations with national and international companies, and ready to consider both purely trade relations and creation of joint ventures in each particular country, using the knowledge, technologies and know-how of Russian Railways and other enterprises.
I should emphasise that we tend to establish open relations with foreign partners, which means that our work is transparent and clear for foreign counterparts.
By Olga Gorbunova
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[DETAIL_TEXT] => Mechel to Produce Long Rails for Russian Railways
On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
Pursuant to the agreement between OAO RZD and OAO Mechel signed on February 26, 2008, the total annual supply volume of rail products will be a minimum of 400,000 tonnes following achievement of the rail and structural steel mill’s full production capacity.
The new products will include high quality rails up to 100 metres in length manufactured using state-of-the-art technologies for steel melting, rolling, tempering, straightening, finishing, and rail quality control. Technical solutions will enable the manufacturing of rails that surpass their world equivalents in a number of key parameters, determined by the climate conditions the rail service faces in Russia.
As was announced earlier, Mechel will obtain the necessary certificates for safe use of the rails in the railway system and performing on-the-ground tests. In addition, Mechel will work systematically to enhance rail production technology.
Annually OAO RZD purchases about 850,000 tonnes of rails. Due to the scaled plans, envisaged in the Strategy of railway transport development to 2030, the company needs approximately 1.1 million tonnes of rails.
To ensure a smooth production process at Mechel’s subsidiaries, OAO RZD plans to continuously deliver the rolling stock, including its own rail carrying cars, to be used for shipping finished products.
“Signing the contract to supply rail products to OAO RZD is the next step in implementing our long-term partnership programme. In collaboration with such companies as Danieli, an Italian equipment manufacturer, and Minmetals, China’s state-owned industrial corporation, Mechel is constructing a rail and structural steel mill at its Chelyabinsk Metallurgical Plant subsidiary and implementing unique technology to produce high quality rails that conform to the most stringent requirements set by OAO RZD. Mechel plans to invest more than USD 500 million in new production development,” Igor Zyuzin commented.
NCC’s Throughput in January - October 2008 Increased by 16%
The aggregated throughput of NCC’s (National Container Company) terminals in January-October 2008 amounted to 1,465,933 TEU which was an increase of 16% compared to January-October 2007.
The throughput of First Container Terminal (FCT, St. Petersburg) in January-October 2008 came to 892,734 TEU which exceeded the results of January-October 2007 by 13.6%. In October, FCT handled 91,861 TEU, which was an increase of 4.4% compared with October 2007.
The throughput of NUTEP (Novorossiysk) in January-October 2008 declined by 15.7% compared with January-October 2007 and amounted to 99,849 TEU. In October, the terminal throughput plummeted by 28 % compared with October 2007 and amounted to 11,912 TEU.
The throughput of Ukrtranscontainer (UTC, Illichivsk, Ukraine) in January-October 2008 increased by 31.4% compared with January-October 2007 and amounted to 473,350 TEU. In October, UTC handled 51,120 TEU, which was an increase of 7.8 % compared with October 2007.
Transstroy to Complete Berkakit-Tommot-Yakutsk Railway
ZAO Engineering Corporation “Transstroy” won the tender to complete construction of Berkakit-Tommot-Yakutsk railway.
There had been only one application for participation in the tender, so the commission examined it and found it met the tender requirements.
According to the tender terms, the contractor is to complete construction of a railway stretch from Tommot via Nizhny Bestyah to Yakutsk before 2013. The length of the stretch is 494 km.
According to a decree of the RF Government, the cost of works should not exceed RUR 45.423 billion.
Construction of the Berkakit-Tommot-Yakutsk railway with a total length of 854 km started in the early 1990s. The project cost was RUR 1.375 billion in 1991 prices. In 1998, the railway to Tommot was built (360 km long).
Transmashholding and Kazakh Railways Will Produce Wagons Together
ZAO Transmashholding and JSC National Company Kazakstan Temir Zholy (Kazakh Railways, KTZh, the
Republic of Kazakhstan) concluded a memorandum of cooperation on October 30, 2008. The document was signed by Andrey Bokarev, the Transmashholding Board Chairman, and Askar Mamin, the KTZh President.
The memorandum was signed in the presence of the Russian and Kazakh Prime Ministers.
Under the memorandum, two new rolling stock building companies are to be established in Kazakhstan. Up to 100 up-to-date passenger coaches are scheduled for annual production at the Alma-Aty Carriage Plant. The JSC Baiterek A is to launch into production main line freight AC locomotives. The enterprise capacity is planned to be 150 locomotive sections a year.
Further cooperation can be extended both through increased production and diversification of the joint project portfolio. Besides, it is being considered to set up the service centres for maintenance of jointly produced machines in Kazakhstan.
The French machine-building company Alstom Transport is planned to be involved in the projects as a strategic partner. An action plan based on the memorandum will be worked out and approved by the end of 2008.
OAO RZD Will Have a Subsidiary Specialising in Passenger Transportation
At a meeting of the RF Government in November, the offer of OAO RZD to launch the Federal Passenger Company as a subsidiary of OAO RZD was adopted after a long discussion.
Earlier, 100% of the company was suggested to be owned by the state. Vladimir Yakunin, President of OAO RZD, thanked the Government for supporting the company’s offer.
TransCreditBank: Growing In Spite Of Crisis
Based on Russian Accounting Standards, OAO TransCreditBank’s financial statements in the first three quarters of 2008 reflect a vigorous growth of the bank’s business.
The bank’s net assets increased to RUR 176.6 billion (USD 7 billion), registering a 70% growth year on year.
Its equity increased to RUR 19.5 billion (USD 770 million) or a 60% rise year on year.
The bank’s main business is lending to corporate and retail clients. As of October 1, 2008, the bank’s total loan portfolio was more than RUR 137.7 billion (USD 5.4 billion) or 90% higher on a year-on-year basis (RUR 72.7 billion on October 1, 2007). The volume of retail loans rose considerably to RUR 48.6 billion or USD 1.9 billion (+65% year-on-year).
The volume of the client’s deposits with the bank is more than RUR 126.9 billion; this figure grew 80% year on year.
In January through to September 2008 the bank generated a net income of RUR 1.2 billion (USD 45.7 million).
According to Sergey Pushkin, OAO TransCreditBank President, “TransCreditBank’s continued favorable development dynamics in the midst of the crisis on the financial markets is due its sustainable business structure and a priority on servicing the industrial enterprises and employees, primarily those employed in the transportation sector. The bank is not immune to the generally unfavorable trends but the impact does not hit the bank as hard as it hits other market players.”
One More Subsidiary for OAO RZD
The Board of OAO RZD approved the launch of a subsidiary specialising in the capital repair of locomotives – OAO Zheldorremmash.
The decision was made in accordance with the Programme of Structural Reform in Railway Transport, while the concept of reforming plants that repair locomotives and producing spares for them had been approved earlier by the company’s board of directors.
The new subsidiary with an authorised capital of more than RUR 17 billion will be launched on the basis of the property of 10 locomotive repair plants and the Design and Technological Locomotive Bureau, which are now affiliates of OAO RZD and are subordinated to Zheldorremmash directorate.
The authorised capital of the subsidiary will include the property of EMU Repair Plants in Ekaterinburg, Rostov, Novosibirsk, Chelyabinsk, Yaroslavl, Orenburg and Ussuriysk as well as diesel locomotive repair plants in Astrakhan and Voronezh and a locomotive and wagon repair plant in Ulan-Ude.
The total number of employees of the affiliates and Zheldorremmash directorate is approximately 29,000 people. In 2007, the turnover of the locomotive repair affiliates exceeded RUR 22.6 billion.
The plants will develop at their own expense and through attracting outside investment. It is planned to enlarge the production capacities of the enterprises, start repairing a new series of locomotives, make activities more efficient, renew the producing base of the enterprises and reduce deterioration of basic assets. According to the developed business plan, the investment in renewal and enlargement of the manufacture facilities is to amount to RUR 6.5 – 8.3 billion (at 2008 prices) in 2009-2015.
60 New Locomotives Per Annum – It’s Just the Beginning
On October 14, the first complex for serial production of a new generation of EMU was opened at the Urals Railway Engineering Plant (UZZhM, incorporated into OAO Sinara – Transport Machines).
The first complex of UZZhM is designed to produce 60 locomotives per annum. The direct-current freight EMUs with 2006 commutator motors produced by UZZhM are already used on the Sverdlovskaya railway. The concluded contract envisages that 25 such locomotives will be delivered to OAO RZD in 2008-2009.
The characteristic features of 2006 are improved efficiency and environment friendliness.
The scaled project of Sinara group of companies targeted at creation of a modern enterprise producing different modifications of freight locomotives is carried out at UZZhM in the framework of the programme of Russian locomotive engineering development to 2015, approved by the top management of OAO RZD.
Transgarant: Park and Profit Growth
In January-September 2008, the revenue of OOO Firma Transgarant grew by 38% year-on-year to RUR 3.69 billion.
According to Russian Accounting Standards, OOO Firma Transgarant increased its net profit by 120% in the first nine months of 2008 to RUR 674 million.
The significant growth in net profit became possible due to a more efficient use of the rolling stock park and restraining an increase in production and overhead expenses. Since the beginning of the year, Transgarant enlarged the rolling stock park it manages by 11.6% to 13,384 units. The number of the company’s own wagons grew by 1,059 units (+13.2%) to 9,100 railcars.
The volume of general cargo transportation (non-container transportation) increased by 0.2% to 9.1 million tonnes. In the first nine months of 2008, Transgarant transported 37,700 TEU, including 13,800 TEU by faster block trains, a six-fold growth in comparison to the previous year.
[~DETAIL_TEXT] => Mechel to Produce Long Rails for Russian Railways
On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
Pursuant to the agreement between OAO RZD and OAO Mechel signed on February 26, 2008, the total annual supply volume of rail products will be a minimum of 400,000 tonnes following achievement of the rail and structural steel mill’s full production capacity.
The new products will include high quality rails up to 100 metres in length manufactured using state-of-the-art technologies for steel melting, rolling, tempering, straightening, finishing, and rail quality control. Technical solutions will enable the manufacturing of rails that surpass their world equivalents in a number of key parameters, determined by the climate conditions the rail service faces in Russia.
As was announced earlier, Mechel will obtain the necessary certificates for safe use of the rails in the railway system and performing on-the-ground tests. In addition, Mechel will work systematically to enhance rail production technology.
Annually OAO RZD purchases about 850,000 tonnes of rails. Due to the scaled plans, envisaged in the Strategy of railway transport development to 2030, the company needs approximately 1.1 million tonnes of rails.
To ensure a smooth production process at Mechel’s subsidiaries, OAO RZD plans to continuously deliver the rolling stock, including its own rail carrying cars, to be used for shipping finished products.
“Signing the contract to supply rail products to OAO RZD is the next step in implementing our long-term partnership programme. In collaboration with such companies as Danieli, an Italian equipment manufacturer, and Minmetals, China’s state-owned industrial corporation, Mechel is constructing a rail and structural steel mill at its Chelyabinsk Metallurgical Plant subsidiary and implementing unique technology to produce high quality rails that conform to the most stringent requirements set by OAO RZD. Mechel plans to invest more than USD 500 million in new production development,” Igor Zyuzin commented.
NCC’s Throughput in January - October 2008 Increased by 16%
The aggregated throughput of NCC’s (National Container Company) terminals in January-October 2008 amounted to 1,465,933 TEU which was an increase of 16% compared to January-October 2007.
The throughput of First Container Terminal (FCT, St. Petersburg) in January-October 2008 came to 892,734 TEU which exceeded the results of January-October 2007 by 13.6%. In October, FCT handled 91,861 TEU, which was an increase of 4.4% compared with October 2007.
The throughput of NUTEP (Novorossiysk) in January-October 2008 declined by 15.7% compared with January-October 2007 and amounted to 99,849 TEU. In October, the terminal throughput plummeted by 28 % compared with October 2007 and amounted to 11,912 TEU.
The throughput of Ukrtranscontainer (UTC, Illichivsk, Ukraine) in January-October 2008 increased by 31.4% compared with January-October 2007 and amounted to 473,350 TEU. In October, UTC handled 51,120 TEU, which was an increase of 7.8 % compared with October 2007.
Transstroy to Complete Berkakit-Tommot-Yakutsk Railway
ZAO Engineering Corporation “Transstroy” won the tender to complete construction of Berkakit-Tommot-Yakutsk railway.
There had been only one application for participation in the tender, so the commission examined it and found it met the tender requirements.
According to the tender terms, the contractor is to complete construction of a railway stretch from Tommot via Nizhny Bestyah to Yakutsk before 2013. The length of the stretch is 494 km.
According to a decree of the RF Government, the cost of works should not exceed RUR 45.423 billion.
Construction of the Berkakit-Tommot-Yakutsk railway with a total length of 854 km started in the early 1990s. The project cost was RUR 1.375 billion in 1991 prices. In 1998, the railway to Tommot was built (360 km long).
Transmashholding and Kazakh Railways Will Produce Wagons Together
ZAO Transmashholding and JSC National Company Kazakstan Temir Zholy (Kazakh Railways, KTZh, the
Republic of Kazakhstan) concluded a memorandum of cooperation on October 30, 2008. The document was signed by Andrey Bokarev, the Transmashholding Board Chairman, and Askar Mamin, the KTZh President.
The memorandum was signed in the presence of the Russian and Kazakh Prime Ministers.
Under the memorandum, two new rolling stock building companies are to be established in Kazakhstan. Up to 100 up-to-date passenger coaches are scheduled for annual production at the Alma-Aty Carriage Plant. The JSC Baiterek A is to launch into production main line freight AC locomotives. The enterprise capacity is planned to be 150 locomotive sections a year.
Further cooperation can be extended both through increased production and diversification of the joint project portfolio. Besides, it is being considered to set up the service centres for maintenance of jointly produced machines in Kazakhstan.
The French machine-building company Alstom Transport is planned to be involved in the projects as a strategic partner. An action plan based on the memorandum will be worked out and approved by the end of 2008.
OAO RZD Will Have a Subsidiary Specialising in Passenger Transportation
At a meeting of the RF Government in November, the offer of OAO RZD to launch the Federal Passenger Company as a subsidiary of OAO RZD was adopted after a long discussion.
Earlier, 100% of the company was suggested to be owned by the state. Vladimir Yakunin, President of OAO RZD, thanked the Government for supporting the company’s offer.
TransCreditBank: Growing In Spite Of Crisis
Based on Russian Accounting Standards, OAO TransCreditBank’s financial statements in the first three quarters of 2008 reflect a vigorous growth of the bank’s business.
The bank’s net assets increased to RUR 176.6 billion (USD 7 billion), registering a 70% growth year on year.
Its equity increased to RUR 19.5 billion (USD 770 million) or a 60% rise year on year.
The bank’s main business is lending to corporate and retail clients. As of October 1, 2008, the bank’s total loan portfolio was more than RUR 137.7 billion (USD 5.4 billion) or 90% higher on a year-on-year basis (RUR 72.7 billion on October 1, 2007). The volume of retail loans rose considerably to RUR 48.6 billion or USD 1.9 billion (+65% year-on-year).
The volume of the client’s deposits with the bank is more than RUR 126.9 billion; this figure grew 80% year on year.
In January through to September 2008 the bank generated a net income of RUR 1.2 billion (USD 45.7 million).
According to Sergey Pushkin, OAO TransCreditBank President, “TransCreditBank’s continued favorable development dynamics in the midst of the crisis on the financial markets is due its sustainable business structure and a priority on servicing the industrial enterprises and employees, primarily those employed in the transportation sector. The bank is not immune to the generally unfavorable trends but the impact does not hit the bank as hard as it hits other market players.”
One More Subsidiary for OAO RZD
The Board of OAO RZD approved the launch of a subsidiary specialising in the capital repair of locomotives – OAO Zheldorremmash.
The decision was made in accordance with the Programme of Structural Reform in Railway Transport, while the concept of reforming plants that repair locomotives and producing spares for them had been approved earlier by the company’s board of directors.
The new subsidiary with an authorised capital of more than RUR 17 billion will be launched on the basis of the property of 10 locomotive repair plants and the Design and Technological Locomotive Bureau, which are now affiliates of OAO RZD and are subordinated to Zheldorremmash directorate.
The authorised capital of the subsidiary will include the property of EMU Repair Plants in Ekaterinburg, Rostov, Novosibirsk, Chelyabinsk, Yaroslavl, Orenburg and Ussuriysk as well as diesel locomotive repair plants in Astrakhan and Voronezh and a locomotive and wagon repair plant in Ulan-Ude.
The total number of employees of the affiliates and Zheldorremmash directorate is approximately 29,000 people. In 2007, the turnover of the locomotive repair affiliates exceeded RUR 22.6 billion.
The plants will develop at their own expense and through attracting outside investment. It is planned to enlarge the production capacities of the enterprises, start repairing a new series of locomotives, make activities more efficient, renew the producing base of the enterprises and reduce deterioration of basic assets. According to the developed business plan, the investment in renewal and enlargement of the manufacture facilities is to amount to RUR 6.5 – 8.3 billion (at 2008 prices) in 2009-2015.
60 New Locomotives Per Annum – It’s Just the Beginning
On October 14, the first complex for serial production of a new generation of EMU was opened at the Urals Railway Engineering Plant (UZZhM, incorporated into OAO Sinara – Transport Machines).
The first complex of UZZhM is designed to produce 60 locomotives per annum. The direct-current freight EMUs with 2006 commutator motors produced by UZZhM are already used on the Sverdlovskaya railway. The concluded contract envisages that 25 such locomotives will be delivered to OAO RZD in 2008-2009.
The characteristic features of 2006 are improved efficiency and environment friendliness.
The scaled project of Sinara group of companies targeted at creation of a modern enterprise producing different modifications of freight locomotives is carried out at UZZhM in the framework of the programme of Russian locomotive engineering development to 2015, approved by the top management of OAO RZD.
Transgarant: Park and Profit Growth
In January-September 2008, the revenue of OOO Firma Transgarant grew by 38% year-on-year to RUR 3.69 billion.
According to Russian Accounting Standards, OOO Firma Transgarant increased its net profit by 120% in the first nine months of 2008 to RUR 674 million.
The significant growth in net profit became possible due to a more efficient use of the rolling stock park and restraining an increase in production and overhead expenses. Since the beginning of the year, Transgarant enlarged the rolling stock park it manages by 11.6% to 13,384 units. The number of the company’s own wagons grew by 1,059 units (+13.2%) to 9,100 railcars.
The volume of general cargo transportation (non-container transportation) increased by 0.2% to 9.1 million tonnes. In the first nine months of 2008, Transgarant transported 37,700 TEU, including 13,800 TEU by faster block trains, a six-fold growth in comparison to the previous year.
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[PREVIEW_TEXT] => On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
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[DETAIL_TEXT] => Mechel to Produce Long Rails for Russian Railways
On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
Pursuant to the agreement between OAO RZD and OAO Mechel signed on February 26, 2008, the total annual supply volume of rail products will be a minimum of 400,000 tonnes following achievement of the rail and structural steel mill’s full production capacity.
The new products will include high quality rails up to 100 metres in length manufactured using state-of-the-art technologies for steel melting, rolling, tempering, straightening, finishing, and rail quality control. Technical solutions will enable the manufacturing of rails that surpass their world equivalents in a number of key parameters, determined by the climate conditions the rail service faces in Russia.
As was announced earlier, Mechel will obtain the necessary certificates for safe use of the rails in the railway system and performing on-the-ground tests. In addition, Mechel will work systematically to enhance rail production technology.
Annually OAO RZD purchases about 850,000 tonnes of rails. Due to the scaled plans, envisaged in the Strategy of railway transport development to 2030, the company needs approximately 1.1 million tonnes of rails.
To ensure a smooth production process at Mechel’s subsidiaries, OAO RZD plans to continuously deliver the rolling stock, including its own rail carrying cars, to be used for shipping finished products.
“Signing the contract to supply rail products to OAO RZD is the next step in implementing our long-term partnership programme. In collaboration with such companies as Danieli, an Italian equipment manufacturer, and Minmetals, China’s state-owned industrial corporation, Mechel is constructing a rail and structural steel mill at its Chelyabinsk Metallurgical Plant subsidiary and implementing unique technology to produce high quality rails that conform to the most stringent requirements set by OAO RZD. Mechel plans to invest more than USD 500 million in new production development,” Igor Zyuzin commented.
NCC’s Throughput in January - October 2008 Increased by 16%
The aggregated throughput of NCC’s (National Container Company) terminals in January-October 2008 amounted to 1,465,933 TEU which was an increase of 16% compared to January-October 2007.
The throughput of First Container Terminal (FCT, St. Petersburg) in January-October 2008 came to 892,734 TEU which exceeded the results of January-October 2007 by 13.6%. In October, FCT handled 91,861 TEU, which was an increase of 4.4% compared with October 2007.
The throughput of NUTEP (Novorossiysk) in January-October 2008 declined by 15.7% compared with January-October 2007 and amounted to 99,849 TEU. In October, the terminal throughput plummeted by 28 % compared with October 2007 and amounted to 11,912 TEU.
The throughput of Ukrtranscontainer (UTC, Illichivsk, Ukraine) in January-October 2008 increased by 31.4% compared with January-October 2007 and amounted to 473,350 TEU. In October, UTC handled 51,120 TEU, which was an increase of 7.8 % compared with October 2007.
Transstroy to Complete Berkakit-Tommot-Yakutsk Railway
ZAO Engineering Corporation “Transstroy” won the tender to complete construction of Berkakit-Tommot-Yakutsk railway.
There had been only one application for participation in the tender, so the commission examined it and found it met the tender requirements.
According to the tender terms, the contractor is to complete construction of a railway stretch from Tommot via Nizhny Bestyah to Yakutsk before 2013. The length of the stretch is 494 km.
According to a decree of the RF Government, the cost of works should not exceed RUR 45.423 billion.
Construction of the Berkakit-Tommot-Yakutsk railway with a total length of 854 km started in the early 1990s. The project cost was RUR 1.375 billion in 1991 prices. In 1998, the railway to Tommot was built (360 km long).
Transmashholding and Kazakh Railways Will Produce Wagons Together
ZAO Transmashholding and JSC National Company Kazakstan Temir Zholy (Kazakh Railways, KTZh, the
Republic of Kazakhstan) concluded a memorandum of cooperation on October 30, 2008. The document was signed by Andrey Bokarev, the Transmashholding Board Chairman, and Askar Mamin, the KTZh President.
The memorandum was signed in the presence of the Russian and Kazakh Prime Ministers.
Under the memorandum, two new rolling stock building companies are to be established in Kazakhstan. Up to 100 up-to-date passenger coaches are scheduled for annual production at the Alma-Aty Carriage Plant. The JSC Baiterek A is to launch into production main line freight AC locomotives. The enterprise capacity is planned to be 150 locomotive sections a year.
Further cooperation can be extended both through increased production and diversification of the joint project portfolio. Besides, it is being considered to set up the service centres for maintenance of jointly produced machines in Kazakhstan.
The French machine-building company Alstom Transport is planned to be involved in the projects as a strategic partner. An action plan based on the memorandum will be worked out and approved by the end of 2008.
OAO RZD Will Have a Subsidiary Specialising in Passenger Transportation
At a meeting of the RF Government in November, the offer of OAO RZD to launch the Federal Passenger Company as a subsidiary of OAO RZD was adopted after a long discussion.
Earlier, 100% of the company was suggested to be owned by the state. Vladimir Yakunin, President of OAO RZD, thanked the Government for supporting the company’s offer.
TransCreditBank: Growing In Spite Of Crisis
Based on Russian Accounting Standards, OAO TransCreditBank’s financial statements in the first three quarters of 2008 reflect a vigorous growth of the bank’s business.
The bank’s net assets increased to RUR 176.6 billion (USD 7 billion), registering a 70% growth year on year.
Its equity increased to RUR 19.5 billion (USD 770 million) or a 60% rise year on year.
The bank’s main business is lending to corporate and retail clients. As of October 1, 2008, the bank’s total loan portfolio was more than RUR 137.7 billion (USD 5.4 billion) or 90% higher on a year-on-year basis (RUR 72.7 billion on October 1, 2007). The volume of retail loans rose considerably to RUR 48.6 billion or USD 1.9 billion (+65% year-on-year).
The volume of the client’s deposits with the bank is more than RUR 126.9 billion; this figure grew 80% year on year.
In January through to September 2008 the bank generated a net income of RUR 1.2 billion (USD 45.7 million).
According to Sergey Pushkin, OAO TransCreditBank President, “TransCreditBank’s continued favorable development dynamics in the midst of the crisis on the financial markets is due its sustainable business structure and a priority on servicing the industrial enterprises and employees, primarily those employed in the transportation sector. The bank is not immune to the generally unfavorable trends but the impact does not hit the bank as hard as it hits other market players.”
One More Subsidiary for OAO RZD
The Board of OAO RZD approved the launch of a subsidiary specialising in the capital repair of locomotives – OAO Zheldorremmash.
The decision was made in accordance with the Programme of Structural Reform in Railway Transport, while the concept of reforming plants that repair locomotives and producing spares for them had been approved earlier by the company’s board of directors.
The new subsidiary with an authorised capital of more than RUR 17 billion will be launched on the basis of the property of 10 locomotive repair plants and the Design and Technological Locomotive Bureau, which are now affiliates of OAO RZD and are subordinated to Zheldorremmash directorate.
The authorised capital of the subsidiary will include the property of EMU Repair Plants in Ekaterinburg, Rostov, Novosibirsk, Chelyabinsk, Yaroslavl, Orenburg and Ussuriysk as well as diesel locomotive repair plants in Astrakhan and Voronezh and a locomotive and wagon repair plant in Ulan-Ude.
The total number of employees of the affiliates and Zheldorremmash directorate is approximately 29,000 people. In 2007, the turnover of the locomotive repair affiliates exceeded RUR 22.6 billion.
The plants will develop at their own expense and through attracting outside investment. It is planned to enlarge the production capacities of the enterprises, start repairing a new series of locomotives, make activities more efficient, renew the producing base of the enterprises and reduce deterioration of basic assets. According to the developed business plan, the investment in renewal and enlargement of the manufacture facilities is to amount to RUR 6.5 – 8.3 billion (at 2008 prices) in 2009-2015.
60 New Locomotives Per Annum – It’s Just the Beginning
On October 14, the first complex for serial production of a new generation of EMU was opened at the Urals Railway Engineering Plant (UZZhM, incorporated into OAO Sinara – Transport Machines).
The first complex of UZZhM is designed to produce 60 locomotives per annum. The direct-current freight EMUs with 2006 commutator motors produced by UZZhM are already used on the Sverdlovskaya railway. The concluded contract envisages that 25 such locomotives will be delivered to OAO RZD in 2008-2009.
The characteristic features of 2006 are improved efficiency and environment friendliness.
The scaled project of Sinara group of companies targeted at creation of a modern enterprise producing different modifications of freight locomotives is carried out at UZZhM in the framework of the programme of Russian locomotive engineering development to 2015, approved by the top management of OAO RZD.
Transgarant: Park and Profit Growth
In January-September 2008, the revenue of OOO Firma Transgarant grew by 38% year-on-year to RUR 3.69 billion.
According to Russian Accounting Standards, OOO Firma Transgarant increased its net profit by 120% in the first nine months of 2008 to RUR 674 million.
The significant growth in net profit became possible due to a more efficient use of the rolling stock park and restraining an increase in production and overhead expenses. Since the beginning of the year, Transgarant enlarged the rolling stock park it manages by 11.6% to 13,384 units. The number of the company’s own wagons grew by 1,059 units (+13.2%) to 9,100 railcars.
The volume of general cargo transportation (non-container transportation) increased by 0.2% to 9.1 million tonnes. In the first nine months of 2008, Transgarant transported 37,700 TEU, including 13,800 TEU by faster block trains, a six-fold growth in comparison to the previous year.
[~DETAIL_TEXT] => Mechel to Produce Long Rails for Russian Railways
On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
Pursuant to the agreement between OAO RZD and OAO Mechel signed on February 26, 2008, the total annual supply volume of rail products will be a minimum of 400,000 tonnes following achievement of the rail and structural steel mill’s full production capacity.
The new products will include high quality rails up to 100 metres in length manufactured using state-of-the-art technologies for steel melting, rolling, tempering, straightening, finishing, and rail quality control. Technical solutions will enable the manufacturing of rails that surpass their world equivalents in a number of key parameters, determined by the climate conditions the rail service faces in Russia.
As was announced earlier, Mechel will obtain the necessary certificates for safe use of the rails in the railway system and performing on-the-ground tests. In addition, Mechel will work systematically to enhance rail production technology.
Annually OAO RZD purchases about 850,000 tonnes of rails. Due to the scaled plans, envisaged in the Strategy of railway transport development to 2030, the company needs approximately 1.1 million tonnes of rails.
To ensure a smooth production process at Mechel’s subsidiaries, OAO RZD plans to continuously deliver the rolling stock, including its own rail carrying cars, to be used for shipping finished products.
“Signing the contract to supply rail products to OAO RZD is the next step in implementing our long-term partnership programme. In collaboration with such companies as Danieli, an Italian equipment manufacturer, and Minmetals, China’s state-owned industrial corporation, Mechel is constructing a rail and structural steel mill at its Chelyabinsk Metallurgical Plant subsidiary and implementing unique technology to produce high quality rails that conform to the most stringent requirements set by OAO RZD. Mechel plans to invest more than USD 500 million in new production development,” Igor Zyuzin commented.
NCC’s Throughput in January - October 2008 Increased by 16%
The aggregated throughput of NCC’s (National Container Company) terminals in January-October 2008 amounted to 1,465,933 TEU which was an increase of 16% compared to January-October 2007.
The throughput of First Container Terminal (FCT, St. Petersburg) in January-October 2008 came to 892,734 TEU which exceeded the results of January-October 2007 by 13.6%. In October, FCT handled 91,861 TEU, which was an increase of 4.4% compared with October 2007.
The throughput of NUTEP (Novorossiysk) in January-October 2008 declined by 15.7% compared with January-October 2007 and amounted to 99,849 TEU. In October, the terminal throughput plummeted by 28 % compared with October 2007 and amounted to 11,912 TEU.
The throughput of Ukrtranscontainer (UTC, Illichivsk, Ukraine) in January-October 2008 increased by 31.4% compared with January-October 2007 and amounted to 473,350 TEU. In October, UTC handled 51,120 TEU, which was an increase of 7.8 % compared with October 2007.
Transstroy to Complete Berkakit-Tommot-Yakutsk Railway
ZAO Engineering Corporation “Transstroy” won the tender to complete construction of Berkakit-Tommot-Yakutsk railway.
There had been only one application for participation in the tender, so the commission examined it and found it met the tender requirements.
According to the tender terms, the contractor is to complete construction of a railway stretch from Tommot via Nizhny Bestyah to Yakutsk before 2013. The length of the stretch is 494 km.
According to a decree of the RF Government, the cost of works should not exceed RUR 45.423 billion.
Construction of the Berkakit-Tommot-Yakutsk railway with a total length of 854 km started in the early 1990s. The project cost was RUR 1.375 billion in 1991 prices. In 1998, the railway to Tommot was built (360 km long).
Transmashholding and Kazakh Railways Will Produce Wagons Together
ZAO Transmashholding and JSC National Company Kazakstan Temir Zholy (Kazakh Railways, KTZh, the
Republic of Kazakhstan) concluded a memorandum of cooperation on October 30, 2008. The document was signed by Andrey Bokarev, the Transmashholding Board Chairman, and Askar Mamin, the KTZh President.
The memorandum was signed in the presence of the Russian and Kazakh Prime Ministers.
Under the memorandum, two new rolling stock building companies are to be established in Kazakhstan. Up to 100 up-to-date passenger coaches are scheduled for annual production at the Alma-Aty Carriage Plant. The JSC Baiterek A is to launch into production main line freight AC locomotives. The enterprise capacity is planned to be 150 locomotive sections a year.
Further cooperation can be extended both through increased production and diversification of the joint project portfolio. Besides, it is being considered to set up the service centres for maintenance of jointly produced machines in Kazakhstan.
The French machine-building company Alstom Transport is planned to be involved in the projects as a strategic partner. An action plan based on the memorandum will be worked out and approved by the end of 2008.
OAO RZD Will Have a Subsidiary Specialising in Passenger Transportation
At a meeting of the RF Government in November, the offer of OAO RZD to launch the Federal Passenger Company as a subsidiary of OAO RZD was adopted after a long discussion.
Earlier, 100% of the company was suggested to be owned by the state. Vladimir Yakunin, President of OAO RZD, thanked the Government for supporting the company’s offer.
TransCreditBank: Growing In Spite Of Crisis
Based on Russian Accounting Standards, OAO TransCreditBank’s financial statements in the first three quarters of 2008 reflect a vigorous growth of the bank’s business.
The bank’s net assets increased to RUR 176.6 billion (USD 7 billion), registering a 70% growth year on year.
Its equity increased to RUR 19.5 billion (USD 770 million) or a 60% rise year on year.
The bank’s main business is lending to corporate and retail clients. As of October 1, 2008, the bank’s total loan portfolio was more than RUR 137.7 billion (USD 5.4 billion) or 90% higher on a year-on-year basis (RUR 72.7 billion on October 1, 2007). The volume of retail loans rose considerably to RUR 48.6 billion or USD 1.9 billion (+65% year-on-year).
The volume of the client’s deposits with the bank is more than RUR 126.9 billion; this figure grew 80% year on year.
In January through to September 2008 the bank generated a net income of RUR 1.2 billion (USD 45.7 million).
According to Sergey Pushkin, OAO TransCreditBank President, “TransCreditBank’s continued favorable development dynamics in the midst of the crisis on the financial markets is due its sustainable business structure and a priority on servicing the industrial enterprises and employees, primarily those employed in the transportation sector. The bank is not immune to the generally unfavorable trends but the impact does not hit the bank as hard as it hits other market players.”
One More Subsidiary for OAO RZD
The Board of OAO RZD approved the launch of a subsidiary specialising in the capital repair of locomotives – OAO Zheldorremmash.
The decision was made in accordance with the Programme of Structural Reform in Railway Transport, while the concept of reforming plants that repair locomotives and producing spares for them had been approved earlier by the company’s board of directors.
The new subsidiary with an authorised capital of more than RUR 17 billion will be launched on the basis of the property of 10 locomotive repair plants and the Design and Technological Locomotive Bureau, which are now affiliates of OAO RZD and are subordinated to Zheldorremmash directorate.
The authorised capital of the subsidiary will include the property of EMU Repair Plants in Ekaterinburg, Rostov, Novosibirsk, Chelyabinsk, Yaroslavl, Orenburg and Ussuriysk as well as diesel locomotive repair plants in Astrakhan and Voronezh and a locomotive and wagon repair plant in Ulan-Ude.
The total number of employees of the affiliates and Zheldorremmash directorate is approximately 29,000 people. In 2007, the turnover of the locomotive repair affiliates exceeded RUR 22.6 billion.
The plants will develop at their own expense and through attracting outside investment. It is planned to enlarge the production capacities of the enterprises, start repairing a new series of locomotives, make activities more efficient, renew the producing base of the enterprises and reduce deterioration of basic assets. According to the developed business plan, the investment in renewal and enlargement of the manufacture facilities is to amount to RUR 6.5 – 8.3 billion (at 2008 prices) in 2009-2015.
60 New Locomotives Per Annum – It’s Just the Beginning
On October 14, the first complex for serial production of a new generation of EMU was opened at the Urals Railway Engineering Plant (UZZhM, incorporated into OAO Sinara – Transport Machines).
The first complex of UZZhM is designed to produce 60 locomotives per annum. The direct-current freight EMUs with 2006 commutator motors produced by UZZhM are already used on the Sverdlovskaya railway. The concluded contract envisages that 25 such locomotives will be delivered to OAO RZD in 2008-2009.
The characteristic features of 2006 are improved efficiency and environment friendliness.
The scaled project of Sinara group of companies targeted at creation of a modern enterprise producing different modifications of freight locomotives is carried out at UZZhM in the framework of the programme of Russian locomotive engineering development to 2015, approved by the top management of OAO RZD.
Transgarant: Park and Profit Growth
In January-September 2008, the revenue of OOO Firma Transgarant grew by 38% year-on-year to RUR 3.69 billion.
According to Russian Accounting Standards, OOO Firma Transgarant increased its net profit by 120% in the first nine months of 2008 to RUR 674 million.
The significant growth in net profit became possible due to a more efficient use of the rolling stock park and restraining an increase in production and overhead expenses. Since the beginning of the year, Transgarant enlarged the rolling stock park it manages by 11.6% to 13,384 units. The number of the company’s own wagons grew by 1,059 units (+13.2%) to 9,100 railcars.
The volume of general cargo transportation (non-container transportation) increased by 0.2% to 9.1 million tonnes. In the first nine months of 2008, Transgarant transported 37,700 TEU, including 13,800 TEU by faster block trains, a six-fold growth in comparison to the previous year.
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[PREVIEW_TEXT] => On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
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[XML_ID] =>
[FILE_TYPE] =>
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[DESCRIPTION] =>
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[MULTIPLE] => N
[XML_ID] =>
[FILE_TYPE] =>
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[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
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[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
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[PROPERTY_VALUE_ID] => 109703:93
[DESCRIPTION] =>
[~VALUE] => 105262
[~DESCRIPTION] =>
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[NAME] => ID поста блога для комментариев
[ACTIVE] => Y
[SORT] => 500
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[LIST_TYPE] => L
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[XML_ID] =>
[FILE_TYPE] =>
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[WITH_DESCRIPTION] => N
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[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
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[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 109703:94
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
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[LIST_TYPE] => L
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[XML_ID] =>
[FILE_TYPE] =>
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[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 1
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
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[VALUE_SORT] =>
[VALUE] =>
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[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
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[NAME] => Дополнительные фотографии
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[CODE] => MORE_PHOTO
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[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Дополнительные фотографии
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[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
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[NAME] => Открытый доступ
[ACTIVE] => Y
[SORT] => 500
[CODE] => PUBLIC_ACCESS
[DEFAULT_VALUE] =>
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[LIST_TYPE] => C
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[XML_ID] =>
[FILE_TYPE] =>
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[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 109703:110
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
[VALUE_ENUM_ID] =>
)
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[NAME] => Прикрепленный PDF
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[SORT] => 500
[CODE] => ATTACHED_PDF
[DEFAULT_VALUE] =>
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[XML_ID] =>
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[LINK_IBLOCK_ID] => 0
[WITH_DESCRIPTION] => N
[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 109703:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
(
)
[IPROPERTY_VALUES] => Array
(
[SECTION_META_TITLE] => Panorama. Company
[SECTION_META_KEYWORDS] => panorama. company
[SECTION_META_DESCRIPTION] => On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
[ELEMENT_META_TITLE] => Panorama. Company
[ELEMENT_META_KEYWORDS] => panorama. company
[ELEMENT_META_DESCRIPTION] => On November 13, 2008, Vladimir Yakunin, President of OAO Russian Railways, and Igor Zyuzin, CEO of OAO Mechel, signed the contract for Chelyabinsk Metallurgical Plant OAO to supply rail products to OAO RZD from 2010 to 2030.
[SECTION_PICTURE_FILE_ALT] => Panorama. Company
[SECTION_PICTURE_FILE_TITLE] => Panorama. Company
[SECTION_DETAIL_PICTURE_FILE_ALT] => Panorama. Company
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Panorama. Company
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Panorama. Company
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Panorama. Company
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Panorama. Company
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Panorama. Company
)
)
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