III КВАРТАЛ 2022Г. - 55 баллов
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In 2004 on the whole about 6.57 tones of cargo (+1.5% by 2003) were transported by trucks all around the country. Accordingly, the freight turnover has grown up to the point of 182 bln t/km (+5.2%). These data let us estimate the volume of the specialized services on cargo transporting, provided by Russian carriers. This shows that most cargoes are transported by trucks which belong to cargo-owners. From this comes the peculiarity of the Russian market: the level of service outsourcing is not so high. The volume of mid-distance transporting of their own cargoes by Russian companies is growing up. Some businessmen continue to drive their trucks not only to mid-distances but also to long distances, while they should have used multimodal transportation and re-route cargo flows to, say, Russian Railways.
Truck haulage on commercial basis is performed in the Russian Federation by at least 180 thousand of licensed companies and by more than 130 thousand of individuals. Moreover, there are trucks of tens of thousands of so-called non-transport organizations, which have rights to provide paid services to their clients.
If to speak about commercial truck haulers, we can say that there is а different tendency: during last years the tempo of their freight turnover increase has slowed down (+6% in 2004 by 2003) in comparison with the volumes of cargoes transported (+7.6%). Hence, the average length of these transportations has decreased. So, we can assume that some part of truck haulers has switched to different transport motes.
There are only 4.3 mln of trucks in Russia, 2 mln of which belong to individuals. Among the rest 2.3 mln, only 80 thousand are kept in the balance of big specialized transport companies. Their share on the market after the Perestroika is constantly decreasing. The matter is that such companies, burdened with subsistence economy, which they inherited form the Soviet Times (repairing zones, garages and other subsidiary services), did not have resources even for simple new trucks acquisition. In particular, in 2002-2004 the park of such companies was renewed only by 1.1%, but 15.3% of the whole amount of trucks were written off as it happened before.
On the whole, the truck park of the Russian Federation has been renewed by 5 % during the last years. This level was reached due to the individual operators and small companies. Some time ago the main volume of truck haulage was performed by individuals; in 2003-2004 the "accent" was moved to small companies. So, private property owners, with their rolling stock, more and more often have to sign subcontracts with this very companies. In this way small companies strengthen their influence on the market. This allows the commercial truck haulers to survive on the market, but it is difficult to keep the cargo transporting under control. It is considered that the most part of them is brought to the shadow sector of economy. And this creates the premises for the criminal influence on transport business and leads to essential budget loss.
International Routes
The specific of the Russian market of transporting makes it difficult to analyze the volumes of truck haulage, including international haulage. According to the RF Statistics Department the share of truck haulage in the Russian export reaches the maximum level in the direction of the CIS countries - 20% of all transportation. The whole share of the trucks in the volume of Russian export - import cargo transportation appears to be much smaller - 4.5%. But if to judge by the price of the goods it will be essentially bigger - 27% - 30%. As the Russian Ministry of Transport says - there is no any adequate alternative to trucks in transporting valuable cargoes.
The most of exported cargoes of the Russian Federation are transported along the roads across Central, North-West and Siberian Regions. About 80% of cargoes are exported and about 90% - imported using these ways. Moreover, in 2004 export truck haulage in Khabarovsk Region and Krasnoyarsk Region, also in Tatarstan, Voronezh, Kurgansk and Volgograd Regions was intensively increased. And in Amur, Orenburg and Omsk Regions the volume of export was strongly reduced.
152 transport companies of the Russian Federation, which visit 63 countries of the world, are allowed to perform export haulage (according to ECMT system). The main volumes of the Russian export - import cargo flows are concentrated on the roads connecting Russia with Finland, China, Byelorussia, Germany, Lithuania, Poland, Kazakhstan and Ukraine.
Today the whole truck haulage between Russia and foreign countries is equivalent to USD 150 bln. But, in accordance with the International Truck Haulage Association, only one third of this market is related to Russian transport. According to the Russian Ministry of Transport the share of Russian truck haulers on international routes has increased a little in 2004 - up to 36%. But, the Ministry admits that the situation on some directions stays to be not so good. The disbalance with some countries of Western Europe and Baltic countries. On some routes the truck haulers of developing countries are still dominating (Austria, Belgium, Hungary, Spain, Netherlands, France, and Czech Republic).
Theoretically, the Russian truck haulers are ready to duplicate the volume of their presence on the international markets. This, according to International Truck Haulage Association, could bring about $ 100 man to the budget of the Russian Federation. But, truthfully, for such kind of market some conditions, at least similar to those which they have in Ukrainian and Byelorussian companies, must be created.
The Russian Ministry of Transport is troubled about the continuing process of putting the Russian rolling stock owners aside of the International truck haulage market, dealing with export and import of Russian goods. Firstly, the expansion from Belorussia and Ukraine - the countries where the government has created good conditions for renewing of the park during last years. As a result, during a short period of time they managed to buy thousands of modern trucks, which were brought there to "explore" the international market. On the West the Ugrian and Belarusian truck haulers felt difficulty in finding work. That is why the Russian market - the largest one - became their target.
And here comes the result of this expansion: on the whole, in 2004 Byelorussian companies brought to the budget USD130 mln from taxes. In other words, it is 1.3 times bigger than the same index in Russia!
It becomes understandable from here why the financial loss caused by the participation of transport companies in carrying Russian cargoes along the roads is so big - USD 250 - 300 mln.
Developing Problems
The truck haulage market is the most liberalisd among all the segments of the Russian transport system. The current state of the market demonstrates that the market itself will not be able to cope with problems rising. Russian truck haulers have a lot of them.
One of the factors which restrain the developing of the international transport market is the fact that Russian plants fall behind the international standards and do not produce Euro-3 and Euro-4 class tractors. These machines differ from Russian ones in many aspects. At best, Russian machines fit the standards of Euro-2 if to speak about noise and ecological characteristics. But if there were supposed to be at least 3 obligatory electronic management systems (managing the engine and the fuel supply, pnevmopodveska and wheel tractive force ) in Euro-2, in Euro-4 there are 12. And all of them are integrated in the unified complex of board equipment, which signifies the beginning of an absolutely new intellectual managing board system era, including the channels of data transportation with the speed of 1 gigabyte, multimedia computer and access to the network with the help of Bluetooth. All this must guarantee that all the quality demands, as well as the demands concerning safety of the construction and the work of car parts.
Obviously, such kind of trucks must be bought abroad. That is why some privileges were introduced. For buying Euro-3 trucks a part of budget money was given to them - RUR 1 of budget money for RUR 7 s of that involved. Moreover, in 2003 the conditions of bringing trucks for international haulage into The Russian Federation were made less strict.
Among other problems of Russian truck haulers, in accordance with the Ministry of transport of the Russian Federation, are the following. The trucks are getting older, (only 13% of trucks have a 5-year period of serving, over 60% are absolutely worn out), inefficient using of the rolling stock (its efficiency came down in 2.5 times comparing to 1990), the high level of transport expenses and not complete satisfaction of the quality requirements (there are very few stocks and the share of logistic systems is very low).
The current state of Russian roads also makes the development of international truck haulage very slow. Most of them were not even planned to bear heavy cargoes. On some routes restrictments on autotrain weight have to be established. Some measures for the modernisation and building roads are bearing taken now. But there is not enough money for that.
Providing of international truck haulers with low-sulfurous fuel (and in future with non-sulfurous, which is necessary for Eiru-4 and Euro-5 trucks) is a serious problem nowadays. Using Russian fuel by these trucks not only causes the environment pollution, but also makes harm to the very expensive antitoxic board equipment of the trucks (catakytic converters, soot filters....). It was planned to start the Euro-4 standard fuel supply in 2005, and Euro-5 - in 2008.
Struggling for permission
There are also truck haulers from Western countries on the Russian market. Their services cost a fortune. But anyway, we can find them on Russian roads due to logistics: in EU countries, for instance, you can find transport services provider network, which gives the opportunity of safe and in-time delivery of cargoes from western owners to the Russian Federation. Macroeconomic support of the European countries helps to intercept the Russian international cargoes.
The peculiarity of the legal field which regulates the truck haulage market between the foreign countries and the Russian Federation is that there are no common rules. And the relationships are regulated by governmental negotiations. They are based on two principals: firstly, the <> system of haulage, regulating the volumes of haulage between the two countries in accordance with the trade requiring. Moreover, there are no long-term contracts. The rules of the <> system are specified in certain periods of time. The negotiators of the Ministry of Transport change very often; there is lack of specialists knowing well the segments of truck haulage market of the EU countries. But the Europe has a tendency of sending specialists who are aware of the nuanses of the Russian market to Russia.
Every negotiation about the terms of the international cargo flows maintenance between the two countries reminds us of tug-of -war. Every mistake can cause either additional problems to the Russian companies or some conflicts, when, for instance, the "permission" period expires. .
There are also some administrative barriers: in Germany, for instance, it might not be permitted to take national cargoes for transportation to other countries from all terminals. Consequently, only German trucks should be brought there for working. By the way, more often such kind of problems appears on southern and Asian directions. Administrative barriers are really strong on the Russia - China direction, which hampers the development of transit Euro-Asian truck haulage through Kazakhstan...
Technical requirement to rolling stock, being in the constant process of severing, and the changing of the driving rules along EU countries is one more way to influence the rivels in the European countries. Russian truck haulers have to update their rolling stock constantly. For instance, it was announced recently in Latvia that all heavy trucks should be provided with so called speed arresting devices. This tends to improve the safety on the roads. And the price of the speed arresting device is LT500.
The sense of such kind of games is not only in caring relation to the ecology and safety on the roads, but also in the fact, that European companies are given a time-lag to get adapted to the changing standards by buying certain type of trucks in advance and providing them with the equipment of certain companies. For the Russian companies every new requirement is like a bolt from the blue. It means that more money must be invested into the rolling stock which sometimes brings to the naught their rate advantages. Moreover, Russian vehicles which were checked-up in Russia as being brought into line with the EU requirements at any moment can be driven to service centers, for example, in Germany, for replacing, as they would say, worn-out details, which usually costs EUR1-2 thousand. In other countries of the Western Europe they can even impose a fine.
The strengthening of some subsidiary transport companies, which are the members of the same concern as VR is, is another strike on Russian truck haulers. The combination of the railways and the trucks, as they reckon in the concern, allows to use the current transport "network" of the country, which inckides some new combined terminals, more effectively. The same terminal is being built in Kouvola, which is situated in the direction of Russia...
These examples show us, that the restrictments for the foreign truck haulers, established in the Russian Federation, are incommensurable with the losses of the Russian companies on foreign ways. Recently, the severed rules of transportation influenced mostly Byelorussian truck owners. But Russian terms of large cargoes transportation on the international road communications hardly affect foreign truck haulers, though they are used to using extra-high-power tractor trailers.
Andrey Lazarev
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In 2004 on the whole about 6.57 tones of cargo (+1.5% by 2003) were transported by trucks all around the country. Accordingly, the freight turnover has grown up to the point of 182 bln t/km (+5.2%). These data let us estimate the volume of the specialized services on cargo transporting, provided by Russian carriers. This shows that most cargoes are transported by trucks which belong to cargo-owners. From this comes the peculiarity of the Russian market: the level of service outsourcing is not so high. The volume of mid-distance transporting of their own cargoes by Russian companies is growing up. Some businessmen continue to drive their trucks not only to mid-distances but also to long distances, while they should have used multimodal transportation and re-route cargo flows to, say, Russian Railways.
Truck haulage on commercial basis is performed in the Russian Federation by at least 180 thousand of licensed companies and by more than 130 thousand of individuals. Moreover, there are trucks of tens of thousands of so-called non-transport organizations, which have rights to provide paid services to their clients.
If to speak about commercial truck haulers, we can say that there is а different tendency: during last years the tempo of their freight turnover increase has slowed down (+6% in 2004 by 2003) in comparison with the volumes of cargoes transported (+7.6%). Hence, the average length of these transportations has decreased. So, we can assume that some part of truck haulers has switched to different transport motes.
There are only 4.3 mln of trucks in Russia, 2 mln of which belong to individuals. Among the rest 2.3 mln, only 80 thousand are kept in the balance of big specialized transport companies. Their share on the market after the Perestroika is constantly decreasing. The matter is that such companies, burdened with subsistence economy, which they inherited form the Soviet Times (repairing zones, garages and other subsidiary services), did not have resources even for simple new trucks acquisition. In particular, in 2002-2004 the park of such companies was renewed only by 1.1%, but 15.3% of the whole amount of trucks were written off as it happened before.
On the whole, the truck park of the Russian Federation has been renewed by 5 % during the last years. This level was reached due to the individual operators and small companies. Some time ago the main volume of truck haulage was performed by individuals; in 2003-2004 the "accent" was moved to small companies. So, private property owners, with their rolling stock, more and more often have to sign subcontracts with this very companies. In this way small companies strengthen their influence on the market. This allows the commercial truck haulers to survive on the market, but it is difficult to keep the cargo transporting under control. It is considered that the most part of them is brought to the shadow sector of economy. And this creates the premises for the criminal influence on transport business and leads to essential budget loss.
International Routes
The specific of the Russian market of transporting makes it difficult to analyze the volumes of truck haulage, including international haulage. According to the RF Statistics Department the share of truck haulage in the Russian export reaches the maximum level in the direction of the CIS countries - 20% of all transportation. The whole share of the trucks in the volume of Russian export - import cargo transportation appears to be much smaller - 4.5%. But if to judge by the price of the goods it will be essentially bigger - 27% - 30%. As the Russian Ministry of Transport says - there is no any adequate alternative to trucks in transporting valuable cargoes.
The most of exported cargoes of the Russian Federation are transported along the roads across Central, North-West and Siberian Regions. About 80% of cargoes are exported and about 90% - imported using these ways. Moreover, in 2004 export truck haulage in Khabarovsk Region and Krasnoyarsk Region, also in Tatarstan, Voronezh, Kurgansk and Volgograd Regions was intensively increased. And in Amur, Orenburg and Omsk Regions the volume of export was strongly reduced.
152 transport companies of the Russian Federation, which visit 63 countries of the world, are allowed to perform export haulage (according to ECMT system). The main volumes of the Russian export - import cargo flows are concentrated on the roads connecting Russia with Finland, China, Byelorussia, Germany, Lithuania, Poland, Kazakhstan and Ukraine.
Today the whole truck haulage between Russia and foreign countries is equivalent to USD 150 bln. But, in accordance with the International Truck Haulage Association, only one third of this market is related to Russian transport. According to the Russian Ministry of Transport the share of Russian truck haulers on international routes has increased a little in 2004 - up to 36%. But, the Ministry admits that the situation on some directions stays to be not so good. The disbalance with some countries of Western Europe and Baltic countries. On some routes the truck haulers of developing countries are still dominating (Austria, Belgium, Hungary, Spain, Netherlands, France, and Czech Republic).
Theoretically, the Russian truck haulers are ready to duplicate the volume of their presence on the international markets. This, according to International Truck Haulage Association, could bring about $ 100 man to the budget of the Russian Federation. But, truthfully, for such kind of market some conditions, at least similar to those which they have in Ukrainian and Byelorussian companies, must be created.
The Russian Ministry of Transport is troubled about the continuing process of putting the Russian rolling stock owners aside of the International truck haulage market, dealing with export and import of Russian goods. Firstly, the expansion from Belorussia and Ukraine - the countries where the government has created good conditions for renewing of the park during last years. As a result, during a short period of time they managed to buy thousands of modern trucks, which were brought there to "explore" the international market. On the West the Ugrian and Belarusian truck haulers felt difficulty in finding work. That is why the Russian market - the largest one - became their target.
And here comes the result of this expansion: on the whole, in 2004 Byelorussian companies brought to the budget USD130 mln from taxes. In other words, it is 1.3 times bigger than the same index in Russia!
It becomes understandable from here why the financial loss caused by the participation of transport companies in carrying Russian cargoes along the roads is so big - USD 250 - 300 mln.
Developing Problems
The truck haulage market is the most liberalisd among all the segments of the Russian transport system. The current state of the market demonstrates that the market itself will not be able to cope with problems rising. Russian truck haulers have a lot of them.
One of the factors which restrain the developing of the international transport market is the fact that Russian plants fall behind the international standards and do not produce Euro-3 and Euro-4 class tractors. These machines differ from Russian ones in many aspects. At best, Russian machines fit the standards of Euro-2 if to speak about noise and ecological characteristics. But if there were supposed to be at least 3 obligatory electronic management systems (managing the engine and the fuel supply, pnevmopodveska and wheel tractive force ) in Euro-2, in Euro-4 there are 12. And all of them are integrated in the unified complex of board equipment, which signifies the beginning of an absolutely new intellectual managing board system era, including the channels of data transportation with the speed of 1 gigabyte, multimedia computer and access to the network with the help of Bluetooth. All this must guarantee that all the quality demands, as well as the demands concerning safety of the construction and the work of car parts.
Obviously, such kind of trucks must be bought abroad. That is why some privileges were introduced. For buying Euro-3 trucks a part of budget money was given to them - RUR 1 of budget money for RUR 7 s of that involved. Moreover, in 2003 the conditions of bringing trucks for international haulage into The Russian Federation were made less strict.
Among other problems of Russian truck haulers, in accordance with the Ministry of transport of the Russian Federation, are the following. The trucks are getting older, (only 13% of trucks have a 5-year period of serving, over 60% are absolutely worn out), inefficient using of the rolling stock (its efficiency came down in 2.5 times comparing to 1990), the high level of transport expenses and not complete satisfaction of the quality requirements (there are very few stocks and the share of logistic systems is very low).
The current state of Russian roads also makes the development of international truck haulage very slow. Most of them were not even planned to bear heavy cargoes. On some routes restrictments on autotrain weight have to be established. Some measures for the modernisation and building roads are bearing taken now. But there is not enough money for that.
Providing of international truck haulers with low-sulfurous fuel (and in future with non-sulfurous, which is necessary for Eiru-4 and Euro-5 trucks) is a serious problem nowadays. Using Russian fuel by these trucks not only causes the environment pollution, but also makes harm to the very expensive antitoxic board equipment of the trucks (catakytic converters, soot filters....). It was planned to start the Euro-4 standard fuel supply in 2005, and Euro-5 - in 2008.
Struggling for permission
There are also truck haulers from Western countries on the Russian market. Their services cost a fortune. But anyway, we can find them on Russian roads due to logistics: in EU countries, for instance, you can find transport services provider network, which gives the opportunity of safe and in-time delivery of cargoes from western owners to the Russian Federation. Macroeconomic support of the European countries helps to intercept the Russian international cargoes.
The peculiarity of the legal field which regulates the truck haulage market between the foreign countries and the Russian Federation is that there are no common rules. And the relationships are regulated by governmental negotiations. They are based on two principals: firstly, the <> system of haulage, regulating the volumes of haulage between the two countries in accordance with the trade requiring. Moreover, there are no long-term contracts. The rules of the <> system are specified in certain periods of time. The negotiators of the Ministry of Transport change very often; there is lack of specialists knowing well the segments of truck haulage market of the EU countries. But the Europe has a tendency of sending specialists who are aware of the nuanses of the Russian market to Russia.
Every negotiation about the terms of the international cargo flows maintenance between the two countries reminds us of tug-of -war. Every mistake can cause either additional problems to the Russian companies or some conflicts, when, for instance, the "permission" period expires. .
There are also some administrative barriers: in Germany, for instance, it might not be permitted to take national cargoes for transportation to other countries from all terminals. Consequently, only German trucks should be brought there for working. By the way, more often such kind of problems appears on southern and Asian directions. Administrative barriers are really strong on the Russia - China direction, which hampers the development of transit Euro-Asian truck haulage through Kazakhstan...
Technical requirement to rolling stock, being in the constant process of severing, and the changing of the driving rules along EU countries is one more way to influence the rivels in the European countries. Russian truck haulers have to update their rolling stock constantly. For instance, it was announced recently in Latvia that all heavy trucks should be provided with so called speed arresting devices. This tends to improve the safety on the roads. And the price of the speed arresting device is LT500.
The sense of such kind of games is not only in caring relation to the ecology and safety on the roads, but also in the fact, that European companies are given a time-lag to get adapted to the changing standards by buying certain type of trucks in advance and providing them with the equipment of certain companies. For the Russian companies every new requirement is like a bolt from the blue. It means that more money must be invested into the rolling stock which sometimes brings to the naught their rate advantages. Moreover, Russian vehicles which were checked-up in Russia as being brought into line with the EU requirements at any moment can be driven to service centers, for example, in Germany, for replacing, as they would say, worn-out details, which usually costs EUR1-2 thousand. In other countries of the Western Europe they can even impose a fine.
The strengthening of some subsidiary transport companies, which are the members of the same concern as VR is, is another strike on Russian truck haulers. The combination of the railways and the trucks, as they reckon in the concern, allows to use the current transport "network" of the country, which inckides some new combined terminals, more effectively. The same terminal is being built in Kouvola, which is situated in the direction of Russia...
These examples show us, that the restrictments for the foreign truck haulers, established in the Russian Federation, are incommensurable with the losses of the Russian companies on foreign ways. Recently, the severed rules of transportation influenced mostly Byelorussian truck owners. But Russian terms of large cargoes transportation on the international road communications hardly affect foreign truck haulers, though they are used to using extra-high-power tractor trailers.
Andrey Lazarev
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In 2004 on the whole about 6.57 tones of cargo (+1.5% by 2003) were transported by trucks all around the country. Accordingly, the freight turnover has grown up to the point of 182 bln t/km (+5.2%). These data let us estimate the volume of the specialized services on cargo transporting, provided by Russian carriers. This shows that most cargoes are transported by trucks which belong to cargo-owners. From this comes the peculiarity of the Russian market: the level of service outsourcing is not so high. The volume of mid-distance transporting of their own cargoes by Russian companies is growing up. Some businessmen continue to drive their trucks not only to mid-distances but also to long distances, while they should have used multimodal transportation and re-route cargo flows to, say, Russian Railways.
Truck haulage on commercial basis is performed in the Russian Federation by at least 180 thousand of licensed companies and by more than 130 thousand of individuals. Moreover, there are trucks of tens of thousands of so-called non-transport organizations, which have rights to provide paid services to their clients.
If to speak about commercial truck haulers, we can say that there is а different tendency: during last years the tempo of their freight turnover increase has slowed down (+6% in 2004 by 2003) in comparison with the volumes of cargoes transported (+7.6%). Hence, the average length of these transportations has decreased. So, we can assume that some part of truck haulers has switched to different transport motes.
There are only 4.3 mln of trucks in Russia, 2 mln of which belong to individuals. Among the rest 2.3 mln, only 80 thousand are kept in the balance of big specialized transport companies. Their share on the market after the Perestroika is constantly decreasing. The matter is that such companies, burdened with subsistence economy, which they inherited form the Soviet Times (repairing zones, garages and other subsidiary services), did not have resources even for simple new trucks acquisition. In particular, in 2002-2004 the park of such companies was renewed only by 1.1%, but 15.3% of the whole amount of trucks were written off as it happened before.
On the whole, the truck park of the Russian Federation has been renewed by 5 % during the last years. This level was reached due to the individual operators and small companies. Some time ago the main volume of truck haulage was performed by individuals; in 2003-2004 the "accent" was moved to small companies. So, private property owners, with their rolling stock, more and more often have to sign subcontracts with this very companies. In this way small companies strengthen their influence on the market. This allows the commercial truck haulers to survive on the market, but it is difficult to keep the cargo transporting under control. It is considered that the most part of them is brought to the shadow sector of economy. And this creates the premises for the criminal influence on transport business and leads to essential budget loss.
International Routes
The specific of the Russian market of transporting makes it difficult to analyze the volumes of truck haulage, including international haulage. According to the RF Statistics Department the share of truck haulage in the Russian export reaches the maximum level in the direction of the CIS countries - 20% of all transportation. The whole share of the trucks in the volume of Russian export - import cargo transportation appears to be much smaller - 4.5%. But if to judge by the price of the goods it will be essentially bigger - 27% - 30%. As the Russian Ministry of Transport says - there is no any adequate alternative to trucks in transporting valuable cargoes.
The most of exported cargoes of the Russian Federation are transported along the roads across Central, North-West and Siberian Regions. About 80% of cargoes are exported and about 90% - imported using these ways. Moreover, in 2004 export truck haulage in Khabarovsk Region and Krasnoyarsk Region, also in Tatarstan, Voronezh, Kurgansk and Volgograd Regions was intensively increased. And in Amur, Orenburg and Omsk Regions the volume of export was strongly reduced.
152 transport companies of the Russian Federation, which visit 63 countries of the world, are allowed to perform export haulage (according to ECMT system). The main volumes of the Russian export - import cargo flows are concentrated on the roads connecting Russia with Finland, China, Byelorussia, Germany, Lithuania, Poland, Kazakhstan and Ukraine.
Today the whole truck haulage between Russia and foreign countries is equivalent to USD 150 bln. But, in accordance with the International Truck Haulage Association, only one third of this market is related to Russian transport. According to the Russian Ministry of Transport the share of Russian truck haulers on international routes has increased a little in 2004 - up to 36%. But, the Ministry admits that the situation on some directions stays to be not so good. The disbalance with some countries of Western Europe and Baltic countries. On some routes the truck haulers of developing countries are still dominating (Austria, Belgium, Hungary, Spain, Netherlands, France, and Czech Republic).
Theoretically, the Russian truck haulers are ready to duplicate the volume of their presence on the international markets. This, according to International Truck Haulage Association, could bring about $ 100 man to the budget of the Russian Federation. But, truthfully, for such kind of market some conditions, at least similar to those which they have in Ukrainian and Byelorussian companies, must be created.
The Russian Ministry of Transport is troubled about the continuing process of putting the Russian rolling stock owners aside of the International truck haulage market, dealing with export and import of Russian goods. Firstly, the expansion from Belorussia and Ukraine - the countries where the government has created good conditions for renewing of the park during last years. As a result, during a short period of time they managed to buy thousands of modern trucks, which were brought there to "explore" the international market. On the West the Ugrian and Belarusian truck haulers felt difficulty in finding work. That is why the Russian market - the largest one - became their target.
And here comes the result of this expansion: on the whole, in 2004 Byelorussian companies brought to the budget USD130 mln from taxes. In other words, it is 1.3 times bigger than the same index in Russia!
It becomes understandable from here why the financial loss caused by the participation of transport companies in carrying Russian cargoes along the roads is so big - USD 250 - 300 mln.
Developing Problems
The truck haulage market is the most liberalisd among all the segments of the Russian transport system. The current state of the market demonstrates that the market itself will not be able to cope with problems rising. Russian truck haulers have a lot of them.
One of the factors which restrain the developing of the international transport market is the fact that Russian plants fall behind the international standards and do not produce Euro-3 and Euro-4 class tractors. These machines differ from Russian ones in many aspects. At best, Russian machines fit the standards of Euro-2 if to speak about noise and ecological characteristics. But if there were supposed to be at least 3 obligatory electronic management systems (managing the engine and the fuel supply, pnevmopodveska and wheel tractive force ) in Euro-2, in Euro-4 there are 12. And all of them are integrated in the unified complex of board equipment, which signifies the beginning of an absolutely new intellectual managing board system era, including the channels of data transportation with the speed of 1 gigabyte, multimedia computer and access to the network with the help of Bluetooth. All this must guarantee that all the quality demands, as well as the demands concerning safety of the construction and the work of car parts.
Obviously, such kind of trucks must be bought abroad. That is why some privileges were introduced. For buying Euro-3 trucks a part of budget money was given to them - RUR 1 of budget money for RUR 7 s of that involved. Moreover, in 2003 the conditions of bringing trucks for international haulage into The Russian Federation were made less strict.
Among other problems of Russian truck haulers, in accordance with the Ministry of transport of the Russian Federation, are the following. The trucks are getting older, (only 13% of trucks have a 5-year period of serving, over 60% are absolutely worn out), inefficient using of the rolling stock (its efficiency came down in 2.5 times comparing to 1990), the high level of transport expenses and not complete satisfaction of the quality requirements (there are very few stocks and the share of logistic systems is very low).
The current state of Russian roads also makes the development of international truck haulage very slow. Most of them were not even planned to bear heavy cargoes. On some routes restrictments on autotrain weight have to be established. Some measures for the modernisation and building roads are bearing taken now. But there is not enough money for that.
Providing of international truck haulers with low-sulfurous fuel (and in future with non-sulfurous, which is necessary for Eiru-4 and Euro-5 trucks) is a serious problem nowadays. Using Russian fuel by these trucks not only causes the environment pollution, but also makes harm to the very expensive antitoxic board equipment of the trucks (catakytic converters, soot filters....). It was planned to start the Euro-4 standard fuel supply in 2005, and Euro-5 - in 2008.
Struggling for permission
There are also truck haulers from Western countries on the Russian market. Their services cost a fortune. But anyway, we can find them on Russian roads due to logistics: in EU countries, for instance, you can find transport services provider network, which gives the opportunity of safe and in-time delivery of cargoes from western owners to the Russian Federation. Macroeconomic support of the European countries helps to intercept the Russian international cargoes.
The peculiarity of the legal field which regulates the truck haulage market between the foreign countries and the Russian Federation is that there are no common rules. And the relationships are regulated by governmental negotiations. They are based on two principals: firstly, the <> system of haulage, regulating the volumes of haulage between the two countries in accordance with the trade requiring. Moreover, there are no long-term contracts. The rules of the <> system are specified in certain periods of time. The negotiators of the Ministry of Transport change very often; there is lack of specialists knowing well the segments of truck haulage market of the EU countries. But the Europe has a tendency of sending specialists who are aware of the nuanses of the Russian market to Russia.
Every negotiation about the terms of the international cargo flows maintenance between the two countries reminds us of tug-of -war. Every mistake can cause either additional problems to the Russian companies or some conflicts, when, for instance, the "permission" period expires. .
There are also some administrative barriers: in Germany, for instance, it might not be permitted to take national cargoes for transportation to other countries from all terminals. Consequently, only German trucks should be brought there for working. By the way, more often such kind of problems appears on southern and Asian directions. Administrative barriers are really strong on the Russia - China direction, which hampers the development of transit Euro-Asian truck haulage through Kazakhstan...
Technical requirement to rolling stock, being in the constant process of severing, and the changing of the driving rules along EU countries is one more way to influence the rivels in the European countries. Russian truck haulers have to update their rolling stock constantly. For instance, it was announced recently in Latvia that all heavy trucks should be provided with so called speed arresting devices. This tends to improve the safety on the roads. And the price of the speed arresting device is LT500.
The sense of such kind of games is not only in caring relation to the ecology and safety on the roads, but also in the fact, that European companies are given a time-lag to get adapted to the changing standards by buying certain type of trucks in advance and providing them with the equipment of certain companies. For the Russian companies every new requirement is like a bolt from the blue. It means that more money must be invested into the rolling stock which sometimes brings to the naught their rate advantages. Moreover, Russian vehicles which were checked-up in Russia as being brought into line with the EU requirements at any moment can be driven to service centers, for example, in Germany, for replacing, as they would say, worn-out details, which usually costs EUR1-2 thousand. In other countries of the Western Europe they can even impose a fine.
The strengthening of some subsidiary transport companies, which are the members of the same concern as VR is, is another strike on Russian truck haulers. The combination of the railways and the trucks, as they reckon in the concern, allows to use the current transport "network" of the country, which inckides some new combined terminals, more effectively. The same terminal is being built in Kouvola, which is situated in the direction of Russia...
These examples show us, that the restrictments for the foreign truck haulers, established in the Russian Federation, are incommensurable with the losses of the Russian companies on foreign ways. Recently, the severed rules of transportation influenced mostly Byelorussian truck owners. But Russian terms of large cargoes transportation on the international road communications hardly affect foreign truck haulers, though they are used to using extra-high-power tractor trailers.
Andrey Lazarev
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In 2004 on the whole about 6.57 tones of cargo (+1.5% by 2003) were transported by trucks all around the country. Accordingly, the freight turnover has grown up to the point of 182 bln t/km (+5.2%). These data let us estimate the volume of the specialized services on cargo transporting, provided by Russian carriers. This shows that most cargoes are transported by trucks which belong to cargo-owners. From this comes the peculiarity of the Russian market: the level of service outsourcing is not so high. The volume of mid-distance transporting of their own cargoes by Russian companies is growing up. Some businessmen continue to drive their trucks not only to mid-distances but also to long distances, while they should have used multimodal transportation and re-route cargo flows to, say, Russian Railways.
Truck haulage on commercial basis is performed in the Russian Federation by at least 180 thousand of licensed companies and by more than 130 thousand of individuals. Moreover, there are trucks of tens of thousands of so-called non-transport organizations, which have rights to provide paid services to their clients.
If to speak about commercial truck haulers, we can say that there is а different tendency: during last years the tempo of their freight turnover increase has slowed down (+6% in 2004 by 2003) in comparison with the volumes of cargoes transported (+7.6%). Hence, the average length of these transportations has decreased. So, we can assume that some part of truck haulers has switched to different transport motes.
There are only 4.3 mln of trucks in Russia, 2 mln of which belong to individuals. Among the rest 2.3 mln, only 80 thousand are kept in the balance of big specialized transport companies. Their share on the market after the Perestroika is constantly decreasing. The matter is that such companies, burdened with subsistence economy, which they inherited form the Soviet Times (repairing zones, garages and other subsidiary services), did not have resources even for simple new trucks acquisition. In particular, in 2002-2004 the park of such companies was renewed only by 1.1%, but 15.3% of the whole amount of trucks were written off as it happened before.
On the whole, the truck park of the Russian Federation has been renewed by 5 % during the last years. This level was reached due to the individual operators and small companies. Some time ago the main volume of truck haulage was performed by individuals; in 2003-2004 the "accent" was moved to small companies. So, private property owners, with their rolling stock, more and more often have to sign subcontracts with this very companies. In this way small companies strengthen their influence on the market. This allows the commercial truck haulers to survive on the market, but it is difficult to keep the cargo transporting under control. It is considered that the most part of them is brought to the shadow sector of economy. And this creates the premises for the criminal influence on transport business and leads to essential budget loss.
International Routes
The specific of the Russian market of transporting makes it difficult to analyze the volumes of truck haulage, including international haulage. According to the RF Statistics Department the share of truck haulage in the Russian export reaches the maximum level in the direction of the CIS countries - 20% of all transportation. The whole share of the trucks in the volume of Russian export - import cargo transportation appears to be much smaller - 4.5%. But if to judge by the price of the goods it will be essentially bigger - 27% - 30%. As the Russian Ministry of Transport says - there is no any adequate alternative to trucks in transporting valuable cargoes.
The most of exported cargoes of the Russian Federation are transported along the roads across Central, North-West and Siberian Regions. About 80% of cargoes are exported and about 90% - imported using these ways. Moreover, in 2004 export truck haulage in Khabarovsk Region and Krasnoyarsk Region, also in Tatarstan, Voronezh, Kurgansk and Volgograd Regions was intensively increased. And in Amur, Orenburg and Omsk Regions the volume of export was strongly reduced.
152 transport companies of the Russian Federation, which visit 63 countries of the world, are allowed to perform export haulage (according to ECMT system). The main volumes of the Russian export - import cargo flows are concentrated on the roads connecting Russia with Finland, China, Byelorussia, Germany, Lithuania, Poland, Kazakhstan and Ukraine.
Today the whole truck haulage between Russia and foreign countries is equivalent to USD 150 bln. But, in accordance with the International Truck Haulage Association, only one third of this market is related to Russian transport. According to the Russian Ministry of Transport the share of Russian truck haulers on international routes has increased a little in 2004 - up to 36%. But, the Ministry admits that the situation on some directions stays to be not so good. The disbalance with some countries of Western Europe and Baltic countries. On some routes the truck haulers of developing countries are still dominating (Austria, Belgium, Hungary, Spain, Netherlands, France, and Czech Republic).
Theoretically, the Russian truck haulers are ready to duplicate the volume of their presence on the international markets. This, according to International Truck Haulage Association, could bring about $ 100 man to the budget of the Russian Federation. But, truthfully, for such kind of market some conditions, at least similar to those which they have in Ukrainian and Byelorussian companies, must be created.
The Russian Ministry of Transport is troubled about the continuing process of putting the Russian rolling stock owners aside of the International truck haulage market, dealing with export and import of Russian goods. Firstly, the expansion from Belorussia and Ukraine - the countries where the government has created good conditions for renewing of the park during last years. As a result, during a short period of time they managed to buy thousands of modern trucks, which were brought there to "explore" the international market. On the West the Ugrian and Belarusian truck haulers felt difficulty in finding work. That is why the Russian market - the largest one - became their target.
And here comes the result of this expansion: on the whole, in 2004 Byelorussian companies brought to the budget USD130 mln from taxes. In other words, it is 1.3 times bigger than the same index in Russia!
It becomes understandable from here why the financial loss caused by the participation of transport companies in carrying Russian cargoes along the roads is so big - USD 250 - 300 mln.
Developing Problems
The truck haulage market is the most liberalisd among all the segments of the Russian transport system. The current state of the market demonstrates that the market itself will not be able to cope with problems rising. Russian truck haulers have a lot of them.
One of the factors which restrain the developing of the international transport market is the fact that Russian plants fall behind the international standards and do not produce Euro-3 and Euro-4 class tractors. These machines differ from Russian ones in many aspects. At best, Russian machines fit the standards of Euro-2 if to speak about noise and ecological characteristics. But if there were supposed to be at least 3 obligatory electronic management systems (managing the engine and the fuel supply, pnevmopodveska and wheel tractive force ) in Euro-2, in Euro-4 there are 12. And all of them are integrated in the unified complex of board equipment, which signifies the beginning of an absolutely new intellectual managing board system era, including the channels of data transportation with the speed of 1 gigabyte, multimedia computer and access to the network with the help of Bluetooth. All this must guarantee that all the quality demands, as well as the demands concerning safety of the construction and the work of car parts.
Obviously, such kind of trucks must be bought abroad. That is why some privileges were introduced. For buying Euro-3 trucks a part of budget money was given to them - RUR 1 of budget money for RUR 7 s of that involved. Moreover, in 2003 the conditions of bringing trucks for international haulage into The Russian Federation were made less strict.
Among other problems of Russian truck haulers, in accordance with the Ministry of transport of the Russian Federation, are the following. The trucks are getting older, (only 13% of trucks have a 5-year period of serving, over 60% are absolutely worn out), inefficient using of the rolling stock (its efficiency came down in 2.5 times comparing to 1990), the high level of transport expenses and not complete satisfaction of the quality requirements (there are very few stocks and the share of logistic systems is very low).
The current state of Russian roads also makes the development of international truck haulage very slow. Most of them were not even planned to bear heavy cargoes. On some routes restrictments on autotrain weight have to be established. Some measures for the modernisation and building roads are bearing taken now. But there is not enough money for that.
Providing of international truck haulers with low-sulfurous fuel (and in future with non-sulfurous, which is necessary for Eiru-4 and Euro-5 trucks) is a serious problem nowadays. Using Russian fuel by these trucks not only causes the environment pollution, but also makes harm to the very expensive antitoxic board equipment of the trucks (catakytic converters, soot filters....). It was planned to start the Euro-4 standard fuel supply in 2005, and Euro-5 - in 2008.
Struggling for permission
There are also truck haulers from Western countries on the Russian market. Their services cost a fortune. But anyway, we can find them on Russian roads due to logistics: in EU countries, for instance, you can find transport services provider network, which gives the opportunity of safe and in-time delivery of cargoes from western owners to the Russian Federation. Macroeconomic support of the European countries helps to intercept the Russian international cargoes.
The peculiarity of the legal field which regulates the truck haulage market between the foreign countries and the Russian Federation is that there are no common rules. And the relationships are regulated by governmental negotiations. They are based on two principals: firstly, the <> system of haulage, regulating the volumes of haulage between the two countries in accordance with the trade requiring. Moreover, there are no long-term contracts. The rules of the <> system are specified in certain periods of time. The negotiators of the Ministry of Transport change very often; there is lack of specialists knowing well the segments of truck haulage market of the EU countries. But the Europe has a tendency of sending specialists who are aware of the nuanses of the Russian market to Russia.
Every negotiation about the terms of the international cargo flows maintenance between the two countries reminds us of tug-of -war. Every mistake can cause either additional problems to the Russian companies or some conflicts, when, for instance, the "permission" period expires. .
There are also some administrative barriers: in Germany, for instance, it might not be permitted to take national cargoes for transportation to other countries from all terminals. Consequently, only German trucks should be brought there for working. By the way, more often such kind of problems appears on southern and Asian directions. Administrative barriers are really strong on the Russia - China direction, which hampers the development of transit Euro-Asian truck haulage through Kazakhstan...
Technical requirement to rolling stock, being in the constant process of severing, and the changing of the driving rules along EU countries is one more way to influence the rivels in the European countries. Russian truck haulers have to update their rolling stock constantly. For instance, it was announced recently in Latvia that all heavy trucks should be provided with so called speed arresting devices. This tends to improve the safety on the roads. And the price of the speed arresting device is LT500.
The sense of such kind of games is not only in caring relation to the ecology and safety on the roads, but also in the fact, that European companies are given a time-lag to get adapted to the changing standards by buying certain type of trucks in advance and providing them with the equipment of certain companies. For the Russian companies every new requirement is like a bolt from the blue. It means that more money must be invested into the rolling stock which sometimes brings to the naught their rate advantages. Moreover, Russian vehicles which were checked-up in Russia as being brought into line with the EU requirements at any moment can be driven to service centers, for example, in Germany, for replacing, as they would say, worn-out details, which usually costs EUR1-2 thousand. In other countries of the Western Europe they can even impose a fine.
The strengthening of some subsidiary transport companies, which are the members of the same concern as VR is, is another strike on Russian truck haulers. The combination of the railways and the trucks, as they reckon in the concern, allows to use the current transport "network" of the country, which inckides some new combined terminals, more effectively. The same terminal is being built in Kouvola, which is situated in the direction of Russia...
These examples show us, that the restrictments for the foreign truck haulers, established in the Russian Federation, are incommensurable with the losses of the Russian companies on foreign ways. Recently, the severed rules of transportation influenced mostly Byelorussian truck owners. But Russian terms of large cargoes transportation on the international road communications hardly affect foreign truck haulers, though they are used to using extra-high-power tractor trailers.
Andrey Lazarev
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[SECTION_META_TITLE] => On Way To World Standards
[SECTION_META_KEYWORDS] => on way to world standards
[SECTION_META_DESCRIPTION] => Since 1999 the tendency of strong economic growth in the Russian Federation has been stimulating the increase of the truck haulage volume. <BR>
[ELEMENT_META_TITLE] => On Way To World Standards
[ELEMENT_META_KEYWORDS] => on way to world standards
[ELEMENT_META_DESCRIPTION] => Since 1999 the tendency of strong economic growth in the Russian Federation has been stimulating the increase of the truck haulage volume. <BR>
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[SECTION_PICTURE_FILE_TITLE] => On Way To World Standards
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[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => On Way To World Standards
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[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => On Way To World Standards
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[NAME] => Russia To Unite Europe and Asia Again
[~NAME] => Russia To Unite Europe and Asia Again
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Conceived Necessity
Russia's geopolitical location was an essential prerequisite of the country's leading part in sustaining the Euro-Asian trade links. Till 1990ies some 5 mln. tons of transit cargo destined at Iran were transported via the USSR territory. The country's economy processes stabilization made it quite logical to restore the route from Europe to Asia via Russia. In 2000 an agreement on the international transport corridor "North -South" was signed in Saint-Petersburg. Its major direction is Finland - Saint-Petersburg - Moscow - Astrakhan - the Caspian Sea - Iran - countries of the Persian Gulf/India. The countries participated in the project are Russia, India and Iran. Later Belarus, Tadzhikistan and Kazakhstan joined them. Among probable participants perform Saudi Arabia, Kuwait, the United Arab Emirates, Indonesia, Malaysia, Sri Lanka and some others including Finland and Lithuania. In comparison with alternative transportation via the Suez Canal the corridor can be considered advantageous as it offers safety, the period of transportation shortage from 37 to 13 days, price reduction to almost 30% (20ft container transportation from Germany to India via the Suez Canal costs USD 3,5 thousand, via the "North-South" corridor - USD 2,5 thousand).
Targets and Means
The international transport corridor "North-South" mission is to service great transit cargo flows between Europe and Asia using all the modes of transport. The corridor should provide cargo transportation from the countries of the Persian Gulf, Pakistan, India to the Iranian ports of the Caspian region, then ferry-boats take cargo either to the railway net of Russia or via the Russian water ways to the countries of Eastern and Central Europe and Scandinavia. The agreement on the corridor envisages several routes existing for the Caspian sea region that are as follows: transcaspian sea variant, domestic water ways of the Caspian-Volga-Baltic system with a branch towards the Volga-Don Canal and further on to the Black sea, and land ways such as railways and motor tracks. The major objects of the "North-South" corridor on the territory of Russia are included into the federal target programme "Transport system of Russia modernization till 2010". Within this programme framework key junctions enlargement are carried out as well as present-day infrastructure modernization, motor tracks reconstruction, new railways construction. The typical bottle-neck of the corridor in Russia was poor port capacities of the Caspian region. The ports of Makhachkala and Astrakhan are unable to satisfy growing cargo volumes. That was a reason to start the new port of Olya construction. In the near future the port is supposed to be the biggest transport-industrial complex joining Russia and countries of TransCaspian region with opening to Middle-Asian and South-Eastern basins and countries of the Middle East. Beneficial geographical port location creates promising opportunities for all year round cargo handling, gives access to river, sea, motor tracks and railways. The development concept of the port of Olya includes two stages - construction of the first and the second cargo areas. Now at the first cargo area there have been built two berths with total length of 330 meters and capacity of 600 thousand tons per year that specialize at motor-ferry bridge and general cargo, and also a modern container complex equipped with handling technical devices and warehousing areas capable of handling of 14 thousand TEU per annum under projected capacities of 28 thousand TEU a year.
One of the most important stages in the port development was construction of railway access line in July, 2004, joint and port railways as well as a port railway station with capacity of one million tons of cargo per year. That resulted in the fact that now approach to the port's berths is provided by motor track and railways of the federal level with an opportunity to reach the motor and railway nets of Russia and European countries as well as the states of the Central and South-East Asia further on. When the port of Olya reaches the projected capacities it will become capable to handle about 8 mln.tons of dry cargo per year, the transport corridor "North-South" will signal its being ready to function at full range.
Seventy Russian vessels provide cargo transportation for the Caspian region. The port of Olya - Iranian ports railway ferry bridge putting into operation will make it possible to shorten time of containers delivery by 10-15 days compared to the transportation route via the Suez Canal. The monitoring results achieved by the experts of the Russian, Indian and Iranian Transport Ministries show that within five years transportation volumes via the corridor may increase and reach 12-15 mln.tons per year.
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[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] =>
Conceived Necessity
Russia's geopolitical location was an essential prerequisite of the country's leading part in sustaining the Euro-Asian trade links. Till 1990ies some 5 mln. tons of transit cargo destined at Iran were transported via the USSR territory. The country's economy processes stabilization made it quite logical to restore the route from Europe to Asia via Russia. In 2000 an agreement on the international transport corridor "North -South" was signed in Saint-Petersburg. Its major direction is Finland - Saint-Petersburg - Moscow - Astrakhan - the Caspian Sea - Iran - countries of the Persian Gulf/India. The countries participated in the project are Russia, India and Iran. Later Belarus, Tadzhikistan and Kazakhstan joined them. Among probable participants perform Saudi Arabia, Kuwait, the United Arab Emirates, Indonesia, Malaysia, Sri Lanka and some others including Finland and Lithuania. In comparison with alternative transportation via the Suez Canal the corridor can be considered advantageous as it offers safety, the period of transportation shortage from 37 to 13 days, price reduction to almost 30% (20ft container transportation from Germany to India via the Suez Canal costs USD 3,5 thousand, via the "North-South" corridor - USD 2,5 thousand).
Targets and Means
The international transport corridor "North-South" mission is to service great transit cargo flows between Europe and Asia using all the modes of transport. The corridor should provide cargo transportation from the countries of the Persian Gulf, Pakistan, India to the Iranian ports of the Caspian region, then ferry-boats take cargo either to the railway net of Russia or via the Russian water ways to the countries of Eastern and Central Europe and Scandinavia. The agreement on the corridor envisages several routes existing for the Caspian sea region that are as follows: transcaspian sea variant, domestic water ways of the Caspian-Volga-Baltic system with a branch towards the Volga-Don Canal and further on to the Black sea, and land ways such as railways and motor tracks. The major objects of the "North-South" corridor on the territory of Russia are included into the federal target programme "Transport system of Russia modernization till 2010". Within this programme framework key junctions enlargement are carried out as well as present-day infrastructure modernization, motor tracks reconstruction, new railways construction. The typical bottle-neck of the corridor in Russia was poor port capacities of the Caspian region. The ports of Makhachkala and Astrakhan are unable to satisfy growing cargo volumes. That was a reason to start the new port of Olya construction. In the near future the port is supposed to be the biggest transport-industrial complex joining Russia and countries of TransCaspian region with opening to Middle-Asian and South-Eastern basins and countries of the Middle East. Beneficial geographical port location creates promising opportunities for all year round cargo handling, gives access to river, sea, motor tracks and railways. The development concept of the port of Olya includes two stages - construction of the first and the second cargo areas. Now at the first cargo area there have been built two berths with total length of 330 meters and capacity of 600 thousand tons per year that specialize at motor-ferry bridge and general cargo, and also a modern container complex equipped with handling technical devices and warehousing areas capable of handling of 14 thousand TEU per annum under projected capacities of 28 thousand TEU a year.
One of the most important stages in the port development was construction of railway access line in July, 2004, joint and port railways as well as a port railway station with capacity of one million tons of cargo per year. That resulted in the fact that now approach to the port's berths is provided by motor track and railways of the federal level with an opportunity to reach the motor and railway nets of Russia and European countries as well as the states of the Central and South-East Asia further on. When the port of Olya reaches the projected capacities it will become capable to handle about 8 mln.tons of dry cargo per year, the transport corridor "North-South" will signal its being ready to function at full range.
Seventy Russian vessels provide cargo transportation for the Caspian region. The port of Olya - Iranian ports railway ferry bridge putting into operation will make it possible to shorten time of containers delivery by 10-15 days compared to the transportation route via the Suez Canal. The monitoring results achieved by the experts of the Russian, Indian and Iranian Transport Ministries show that within five years transportation volumes via the corridor may increase and reach 12-15 mln.tons per year.
|
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[NAME] => Containerization on Russian Scale
[~NAME] => Containerization on Russian Scale
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[DETAIL_TEXT] =>
What? How? Where?
In Russia container transportation started increasing considerably in the late 1990-s. At that time containers were used to carry expensive industrial and refrigerated cargoes. Nowadays, bulk cargoes (ferrous and non-ferrous metals, timber, paper production, pulp) and bag cargoes (sugar, cacao, coffee, chemicals) are also transported in containers.
The total potential of container transportation in the Russian Federation is about 100 mln tons annually. The rate of container turnover growth in the Russian market exceeds the global one by several times. The annual results in 2004 show that the Russian container market volume was up by 25%, while the global one increased by 8-10%. However, counting tones not TEUs the Russian container turnover grew by 18% only. This can be explained by the fact that the total volume includes empty container turnover. But since the Russian container flow is not balanced as import is higher than export a serious problem arises.
As for the cargo rate, the foodstuffs transportation volumes significantly dropped during the last two years. In particular, the decree of the RF State Customs Committee, which prohibited veterinary and phytosanitary control at the Russian border check points, caused a re-routing of refrigerated container flow from the border check points to the Russian ports.
Analysts hope that export container volume will increase due to the growth of paper and pulp and non-ferrous metals transportation. Today half of the export aluminum is containerized. In 2004, paper- and pulp industry production accounted for 29% of the Russian container export, non-ferrous metals - for 20% and chemicals - for 16% respectively.
Nowadays, forwarding companies take the lion's share of the Russian container transportation market, whereas logistics companies cannot boast of the same. In fact, there are no Russian 3PL-operators on the country's market, and the number of Western ones is quite low. Still, adaptation of 3PL scheme to the Russian conditions has turned into a tendency. For example, in summer of 2004 the "Module" company made a trial transportation of paper via the North-South corridor. This operation was not a profitable one from the economic point of view, but the company did show 3PL-operator skills having combined truck haulage, railway delivery and handling at two Caspian ports to carry the cargo to Iran. Strictly speaking, having offered the route to the consignor, the company developed it.
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[NAME] => Containerization on Russian Scale
[~NAME] => Containerization on Russian Scale
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[LIST_PAGE_URL] => /info/index.php?ID=25
[~LIST_PAGE_URL] => /info/index.php?ID=25
[DETAIL_TEXT] =>
What? How? Where?
In Russia container transportation started increasing considerably in the late 1990-s. At that time containers were used to carry expensive industrial and refrigerated cargoes. Nowadays, bulk cargoes (ferrous and non-ferrous metals, timber, paper production, pulp) and bag cargoes (sugar, cacao, coffee, chemicals) are also transported in containers.
The total potential of container transportation in the Russian Federation is about 100 mln tons annually. The rate of container turnover growth in the Russian market exceeds the global one by several times. The annual results in 2004 show that the Russian container market volume was up by 25%, while the global one increased by 8-10%. However, counting tones not TEUs the Russian container turnover grew by 18% only. This can be explained by the fact that the total volume includes empty container turnover. But since the Russian container flow is not balanced as import is higher than export a serious problem arises.
As for the cargo rate, the foodstuffs transportation volumes significantly dropped during the last two years. In particular, the decree of the RF State Customs Committee, which prohibited veterinary and phytosanitary control at the Russian border check points, caused a re-routing of refrigerated container flow from the border check points to the Russian ports.
Analysts hope that export container volume will increase due to the growth of paper and pulp and non-ferrous metals transportation. Today half of the export aluminum is containerized. In 2004, paper- and pulp industry production accounted for 29% of the Russian container export, non-ferrous metals - for 20% and chemicals - for 16% respectively.
Nowadays, forwarding companies take the lion's share of the Russian container transportation market, whereas logistics companies cannot boast of the same. In fact, there are no Russian 3PL-operators on the country's market, and the number of Western ones is quite low. Still, adaptation of 3PL scheme to the Russian conditions has turned into a tendency. For example, in summer of 2004 the "Module" company made a trial transportation of paper via the North-South corridor. This operation was not a profitable one from the economic point of view, but the company did show 3PL-operator skills having combined truck haulage, railway delivery and handling at two Caspian ports to carry the cargo to Iran. Strictly speaking, having offered the route to the consignor, the company developed it.
|
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[NAME] => Carrying Responsibility
[~NAME] => Carrying Responsibility
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[DETAIL_TEXT] =>
Not enough cargo for everyone
Nevertheless, it is necessary to highlight that both last year as well as in Q1 of this year OAO RZD results can be characterized by positive dynamics not only in regard to the previous business report data but to the expected results as well. Even though this dynamics is not as impressive as it used to be. Thus, according to the first three months results Russian railways loaded almost 300,000 m tons (+ 3.4% year-on-year), which is 0.1% more than the plan target claimed.
Three strategically important railways such as the Zapadno-Sibirskaya (West-Siberian), the Yuzhno-Uralskaya (South-Ural), the Yugo-Vostochnaya (South-Eastern) failed to reach the target requirements (-1.7%, -1.9%, -3.6% respectively). Against this background, the results of Sverdlovskaya railway operation are quite noticeable, considering the fact that it takes the second place in transported volumes though the basic cargo in this direction is non-profitable building materials. The Sverdlovskaya railway has been increasing transportation volumes since mid-2004 and shows quite a high production dynamics. If by the end of 2004 it took the third place after Zapadno-Sibirskaya and Yuzhno-Uralskaya railways, now it has successfully become the leader.
Thus, nowadays the three best railways (according to the loading increase by Q1 of 2004) are the Sverdlovskaya railway (+9.7%), the Zapadno-Sibirskaya railway (+3.2%) and the Severo-Kavkazskaya railway (North-Caucasian) (+11.5%). Also the Dalnevostochnaya (Far-Eastern) railway operation should be noted with its transportation volume increase by 9.6%, as well as Zabajkalskaya railway showing the highest results in Q1 (+15.1% year-on-year) and making 100% plan though it could have been called an outsider the previous year.
The Kuibyshevskaya railway was lucky not to join the group of losers in the plan target fulfillment, but it was largerly due to the latter being amended with regard to the tricky YUKOS situation. This company's transportation volumes together with Samara oil refineries contributed a lot to oil bulk railway transportation. Nevertheless, in Q1 of 2004 the Kuibyshevskaya railway significantly lagged behind (-1.8 m tons, or -10.8%). The Yugo-Vostochnaya and the Yuzhno-Uralskaya railways dropped by 4.3% and 4% respectively.
After Sakhalin tariffs were leveled with the mainland ones, Sakhalin railway made a significant increase by 63% in March compared to the analogous period results last year and by 35% according to Q1 results.
Non-disciplinable: Goods Consigners or Cargo Owners?
Speaking of the Russian railways operation in regards to cargo rate, the results achieved might be considered unsatisfactory in terms of the plans announced. In Q1 of 2005 only 27 points out of 40 planned were met, which amounted to 67.5 %. Whereas in Q1 of 2004 the plan was fulfilled only for 28 points and by the end of the year - for 31 points, which translates into 75.6% of the cargo nomenclature plan fulfillment. It must be mentioned that a certain drop was recorded for the following non-profitable cargoes: building materials (2.9%), coal (1.2%), raw material (3.3%), iron ore (0.4%). Flux and manganese ore decreased by 6.6% and 2% respectively. The statistics show only a minor failure of the plan which is why the situation does not seem critical. A year-on-year analysis (Q1 last year) shows that the volumes decrease was recorded within the very high-profitable cargo transportation sector (flux, grain, coke, manganese ore, chemicals, etc).
According to OAO RZD data, during the period January-March the transportation of the second and third tariff class cargo (i.e. high-profitable cargo - oil bulk, ferrous and non-ferrous metals, perishable goods, grain, timber, etc) exceeded the plan by 2.3% and 2.2% respectively. At the same time the transportation of the first class cargo (non-profitable cargo - coal, iron ore, building materials, etc) fell by 1.2%, though in Q1 of 2004 the growth was recorded for all the classes: the first - +4.5%, the second - +1,3% and the third - +3%. March showed the first tariff cargo transportation growth (+6%). OAO RZD states simultaneous high-profitable cargo loading increase slowed down in March: the second class made 3,6%, the third made 3,7%. Without doubt, such a tendency cannot be regarded as a favourable one for the company.
Low tariff transportation share is growing. In addition to that such cargo as coal that takes one quarter in the railway loading structure still fluctuates in terms of its profitability up to a clear failure on certain routes. Moreover, operators are not interested in this type of transportation either. But coal transportation is strategically important to the state policy. Kuzbass authorities kept on asserting a dynamic coal production growth in the region. In spite of the fact that there are enough rolling stock capacities for coal transportation, under conditions of the stated plans fulfillment, i.e. coal production in Kuznetskij basin worth 170 m tons in 2005, some problems might arise. If now the problem of not getting the planned coal volumes is evident, by summer coalmen guarantee their production gets more efficient, leveling winter losses. But in summer building materials transportation will also need gondola cars, which is likely to cause some deficit.
To be fair, forecasting such a situation development even now, OAO RZD experts are unable to take any steps in order to avoid this problem as transportation plans are drafted and approved a month beforehand. Thus, the cargo owner is not obliged to follow any preliminary agreements made with the company's marketing specialists at the beginning of the year, which becomes the basis for the next year's railway perspective plan and budget amendment.
On the other hand, making statements on their prospects at the beginning of the year goods consigners do not aim to confuse anybody as they are restricted by the market conjuncture and transportation process technology. In accordance with the railway transportation planning peculiarities, transportation orders should be made as early as 10 and 15 days beforehand for domestic and export transportation respectively. But the cargo owner in search of a more profitable contract happens, sometimes needs to change the transportation route and volumes quicker than the regulations dictate. As a result, it can often result in breach of contracts by cargo owners. Alternatively a cargo owner can give orders on cargo transportation via each available route in order to get railcars. Minimal fines imposed on goods consigners in case of their refusal do not damage their enterprise economy in the slightest.
This explains the actual statistics of the goods consigner order fulfillment and the provision of on time rolling stock. According to OAO RZD, the stated cargo volumes amounted to 72.4% of the volumes really loaded. The rest 27.6% went additionally. According to Q1 2005 results some 8 mln tons of cargo were transported over the stated plan. And the third class cargo exceeded the plan by 6.2%; the second class cargo - by 5.8%, and the first - by 0.7%.
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Not enough cargo for everyone
Nevertheless, it is necessary to highlight that both last year as well as in Q1 of this year OAO RZD results can be characterized by positive dynamics not only in regard to the previous business report data but to the expected results as well. Even though this dynamics is not as impressive as it used to be. Thus, according to the first three months results Russian railways loaded almost 300,000 m tons (+ 3.4% year-on-year), which is 0.1% more than the plan target claimed.
Three strategically important railways such as the Zapadno-Sibirskaya (West-Siberian), the Yuzhno-Uralskaya (South-Ural), the Yugo-Vostochnaya (South-Eastern) failed to reach the target requirements (-1.7%, -1.9%, -3.6% respectively). Against this background, the results of Sverdlovskaya railway operation are quite noticeable, considering the fact that it takes the second place in transported volumes though the basic cargo in this direction is non-profitable building materials. The Sverdlovskaya railway has been increasing transportation volumes since mid-2004 and shows quite a high production dynamics. If by the end of 2004 it took the third place after Zapadno-Sibirskaya and Yuzhno-Uralskaya railways, now it has successfully become the leader.
Thus, nowadays the three best railways (according to the loading increase by Q1 of 2004) are the Sverdlovskaya railway (+9.7%), the Zapadno-Sibirskaya railway (+3.2%) and the Severo-Kavkazskaya railway (North-Caucasian) (+11.5%). Also the Dalnevostochnaya (Far-Eastern) railway operation should be noted with its transportation volume increase by 9.6%, as well as Zabajkalskaya railway showing the highest results in Q1 (+15.1% year-on-year) and making 100% plan though it could have been called an outsider the previous year.
The Kuibyshevskaya railway was lucky not to join the group of losers in the plan target fulfillment, but it was largerly due to the latter being amended with regard to the tricky YUKOS situation. This company's transportation volumes together with Samara oil refineries contributed a lot to oil bulk railway transportation. Nevertheless, in Q1 of 2004 the Kuibyshevskaya railway significantly lagged behind (-1.8 m tons, or -10.8%). The Yugo-Vostochnaya and the Yuzhno-Uralskaya railways dropped by 4.3% and 4% respectively.
After Sakhalin tariffs were leveled with the mainland ones, Sakhalin railway made a significant increase by 63% in March compared to the analogous period results last year and by 35% according to Q1 results.
Non-disciplinable: Goods Consigners or Cargo Owners?
Speaking of the Russian railways operation in regards to cargo rate, the results achieved might be considered unsatisfactory in terms of the plans announced. In Q1 of 2005 only 27 points out of 40 planned were met, which amounted to 67.5 %. Whereas in Q1 of 2004 the plan was fulfilled only for 28 points and by the end of the year - for 31 points, which translates into 75.6% of the cargo nomenclature plan fulfillment. It must be mentioned that a certain drop was recorded for the following non-profitable cargoes: building materials (2.9%), coal (1.2%), raw material (3.3%), iron ore (0.4%). Flux and manganese ore decreased by 6.6% and 2% respectively. The statistics show only a minor failure of the plan which is why the situation does not seem critical. A year-on-year analysis (Q1 last year) shows that the volumes decrease was recorded within the very high-profitable cargo transportation sector (flux, grain, coke, manganese ore, chemicals, etc).
According to OAO RZD data, during the period January-March the transportation of the second and third tariff class cargo (i.e. high-profitable cargo - oil bulk, ferrous and non-ferrous metals, perishable goods, grain, timber, etc) exceeded the plan by 2.3% and 2.2% respectively. At the same time the transportation of the first class cargo (non-profitable cargo - coal, iron ore, building materials, etc) fell by 1.2%, though in Q1 of 2004 the growth was recorded for all the classes: the first - +4.5%, the second - +1,3% and the third - +3%. March showed the first tariff cargo transportation growth (+6%). OAO RZD states simultaneous high-profitable cargo loading increase slowed down in March: the second class made 3,6%, the third made 3,7%. Without doubt, such a tendency cannot be regarded as a favourable one for the company.
Low tariff transportation share is growing. In addition to that such cargo as coal that takes one quarter in the railway loading structure still fluctuates in terms of its profitability up to a clear failure on certain routes. Moreover, operators are not interested in this type of transportation either. But coal transportation is strategically important to the state policy. Kuzbass authorities kept on asserting a dynamic coal production growth in the region. In spite of the fact that there are enough rolling stock capacities for coal transportation, under conditions of the stated plans fulfillment, i.e. coal production in Kuznetskij basin worth 170 m tons in 2005, some problems might arise. If now the problem of not getting the planned coal volumes is evident, by summer coalmen guarantee their production gets more efficient, leveling winter losses. But in summer building materials transportation will also need gondola cars, which is likely to cause some deficit.
To be fair, forecasting such a situation development even now, OAO RZD experts are unable to take any steps in order to avoid this problem as transportation plans are drafted and approved a month beforehand. Thus, the cargo owner is not obliged to follow any preliminary agreements made with the company's marketing specialists at the beginning of the year, which becomes the basis for the next year's railway perspective plan and budget amendment.
On the other hand, making statements on their prospects at the beginning of the year goods consigners do not aim to confuse anybody as they are restricted by the market conjuncture and transportation process technology. In accordance with the railway transportation planning peculiarities, transportation orders should be made as early as 10 and 15 days beforehand for domestic and export transportation respectively. But the cargo owner in search of a more profitable contract happens, sometimes needs to change the transportation route and volumes quicker than the regulations dictate. As a result, it can often result in breach of contracts by cargo owners. Alternatively a cargo owner can give orders on cargo transportation via each available route in order to get railcars. Minimal fines imposed on goods consigners in case of their refusal do not damage their enterprise economy in the slightest.
This explains the actual statistics of the goods consigner order fulfillment and the provision of on time rolling stock. According to OAO RZD, the stated cargo volumes amounted to 72.4% of the volumes really loaded. The rest 27.6% went additionally. According to Q1 2005 results some 8 mln tons of cargo were transported over the stated plan. And the third class cargo exceeded the plan by 6.2%; the second class cargo - by 5.8%, and the first - by 0.7%.
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[DETAIL_TEXT] => The Russian oil pipeline system now is one of the longest in the world with total length of 7 thousand kilometers. Most part of pipelines (6,7 thousand kilometers) is controlled by "Transneft" state-run company. OAO AK "Transneft" is the biggest Russian company that provides transportation of 93% of oil in Russia via oil mains to oil-refining enterprises based in Russia and abroad. OAO AK "Transneft" coordinates functioning of 43 controller's offices that operate 3240 objects located all over the territory of Russia. Information on reservoir parks, pump stations, objects of linear part of pipelines is directed to the AK "Transneft" head controller's office on-line.
Besides "Transneft" the following pipeline systems function in Russia: OAO "Chernomortransneft", OAO "Main Oil Pipeline "Druzhba", OAO "Privolzhsknefteprovod", OAO "Tsentrsibnefteprovod", OAO "Transsibneft", OAO "Uralsibnefteprovod", OOO "Baltnefteprovod" and some others extent of which varies from tens to hundreds kilometer. Today the oil transportation tariff amounts to RUR 79,629 per 100 km. While this "Transneft" got up oil transportation tariffs by 12,6 % for oil transportation via the company's system starting from January 1, 2005. According to experts, this insignificant tariff growth caused the pipeline tariffs increase by 17% in reality. Thus, the major pipeline owner which is performing as a pipeline market monopolist does its best not to loose profit from the general prices rise for energy carriers - it should be mentioned that when in 2004 Russian manufactures" oil prices grew by 29,3%, "Transneft" tariffs got up by 8,2%. Despite this fact the company's authorities claim the tariff rate for domestic company's pipe network is lower than the Ukrainian one by 2,2 times, Belorussian - by 1,2-1,6 times, Latvian - by 2,1 times and Lithuanian - by 3 times.
In 2003 via the "Transneft" oil pipelines network some 415,5 mln.tonnes of oil were transported, in 2004 the volume reached 457,5 mln. tonnes. The company states under conditions the dynamics of volumes growth remaining the same pipeline capacities of "Transneft" will be totally exhausted by 2006-2007. That is why the company implements the projects on expanding the functioning pipeline network and only last year "Transneft" took steps towards the Baltic pipeline system getting more efficient and expanded its capacities from 30 mln. tonnes up to 50 mln. tonnes per annum, that cost USD 1,3-1,4 bln. Moreover to support already functioning pipeline system constructed in 1960-70-s the company allocates about USD 1 bln per year. According to "Transneft" authorities about 800 kilometers of pipelines need renovation annually. Special attention is paid to modernization of the automated systems controlling oil flows and telemechanics. For the past three years AK "Transneft" built 1,5 thousand kilometers of pipelines and 19 oil-refining stations.
It should be mentioned lately Russia has been rapidly gaining trade volumes with the Western Europe mostly due to a dramatic increase of oil and gas export volumes. In 2004 from the aggregate volume of extracted 459 mln. tonnes of oil in Russia some 267 mln. tonnes were exported. Russian greatest exporters have become such vertically integrated oil companies as "Rosneft", "Lukoil", "Surgutneftegaz", "Yukos", "TNK-BP", "Sibneft" and other smaller oil and oil products company-exporters. As the basic importers of Russian oil perform such countries of the Western Europe as Germany, Italy, France including countries of the Central and Eastern Europe. In 2005 export volumes are expected to grow by another 5-10% that makes cargo carriers inspired with a hope their profit will rise as well. According to 2005 results railway transportation market experts foresee oil bulk loading volumes increase at least by 5%. One of the most productive ways for the Russian pipes capacities intensification is believed to be new pipe routes construction with help of private investment that in first turn big oil companies are ready to make.
Oilmen to Get Round "Transneft"
According to the Russian legislation private companies don't have right to make investment into the pipeline network of Russia. Nevertheless the biggest companies - oil exporters have been trying to avoid their being dependent on the state monopolist lately and develop their own pipelines. For example, quite recently "Surgutneftegaz" announced their decision to construct a private pipeline of 500 km length and capacity of 26 mln. tonnes per year that would stretch from the Talakansky oil deposit (Yakutiya) to the Lena station in Ust-Kut (the Irkutsk region). "Surgutneftegaz" authorities in Ust-Kut suggested the idea of the new pipeline joining the main pipe "Eastern Siberia-Pacific" which design is being developed now by the state-run company "Transneft". In 2006 it is supposed to complete the survey, get ready with all the documents and start the construction. The new pipe route is going to be put into operation in 2009 and the project is estimated at USD1 bln. by the CIS experts. "Surgutneftegaz" deputy CEO for the Eastern Siberia region Alexandr Ogly has already acquainted Boris Govorin, the mayor of the Irkutsk region, and potential partners of the project - OAO "Verkhnechonskneftegaz" authorities with the company's plans. The press-release distributed by the Irkutsk region authorities and referring to the governor says oil and gas resources mining should be implemented by the three companies - "Surgutneftegaz", "Verkhnechonskneftegaz" and "Transneft". And the new pipeline construction initiators were not surprised to get a counteroffer from the RF Government which was to hold talks with "Transneft" and "TNK-BP". Admitting the opportunity of not very extensive private oil pipes construction that are nothing else but links for the state's pipelines Yury Trutnev, head of the Ministry of Natural Resources, believes all the main pipelines of Russia should be controlled by the state anyway. Nevertheless, quite recently the Minister hesitated to believe all these pipes should go under "Transneft" control which is in charge of the sector transport structure. "If the decision on the state monopoly for the pipeline transport has already been made then someone should take responsibility for its functioning. But I doubt this "someone in charge" "Transneft" JSC should become", - said Mr. Trutnev at the RF Transport Ministry session. Also Mr. Trutnev appealing to Alexander Zhukov, Vice-Premier, asked the latter to pay attention to this problem and coordinate it somehow with transport infrastructure issues. In fact the Minister offered to take the pipeline under his Ministry's control.
Oilmen Remain Wide Awake
None the less having difficulties in access to the "Transneft" pipe due to permanent increase in oil extraction volumes oilmen started applying to railway transport more frequently. Thus, in 2004 the volume of oil and products railway transportation got up by 15,4%. Though OAO RZD faces practically the same problem as "Transneft" does i.e. rolling stock wear-and-tear: freight cars, tanks and electric locos wear-and-tear amounts to 70%, and that of diesel locos - over 80%. To cope with this OAO "RZD" authorities plan to allot over USD 15 bln in 2004-2006 for the basic assets renovation and modernization.
Nowadays railways take 90% of refined oil export transportation while crude oil is transported to the West mostly via pipelines (about 97% of aggregate volumes). As the most part of pipelines in Russia belongs to "Transneft" Semyon Vainshtok, the company's president, tries to react efficiently to competition for oil bulk transportation growth between his own company and OAO RZD. As experts believe due to dramatic growth of oil extraction last year "Transneft" capacities were unable to handle all the volumes that caused impressive increase of railway transportation. Now pipelines owners try to make up for lost profit. Seeing all this Mr. Vainshtok tends to keep initiative on the pipe network development in his hands and not to let growth of private pipes construction growth in Russia. Necessity to control transportation of constantly growing oil export volumes by "Transneft" demands total activation of all the professional and lobbyist skills of the company. Today the major lobbyists of "Transneft" interests in the RF Government protectors perform Vladimir Kalinin, seniour vice-president, Igor Solyarsky, vice-president, and Yevgeny Shkolov, new vice-president of the company, prior assistant of the President's administration head, who is responsible for foreign trade company's operations. First attempts of new export flows collecting have already given their results. Despite ongoing talks on opportunity to set some part of pipelines private Igor Shuvalov, the president's assistant, clarified his position and claimed the necessity to keep the main pipe transport under the state's control (i.e. "Transneft" one). Though experts suppose the state is unable to control the whole pipe system as new pipe routes laying is costly enough to avoid private funds which are ready to be invested into the sector. Also, now there are the three projects which "Transneft" authorities stand up for and which hold the top-priority in the system of oil pipes construction that are as follows: Eastern oil pipeline, Baltic Pipeline System (BTS) and so-called "North route" (Usa - Indiga).
Investment into Eastern Route
Late April after long disputing the RF Ministry of Industry and Energy approved construction of the first stage of the Eastern oil pipeline which is to stretch up to Skovorodino. "We made a decision on oil pipeline Taishet - Skovorodino of 30 mln. tonnes capacity construction. The deadline for the first stage of the pipe construction is 2008", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. The total capacity of the Eastern oil pipeline is planned to amount to 80 mln. of oil per annum. Via the pipe worth USD 11,5 bln oil deliveries to the countries of the Asian-Pacific region will be implemented. China and Japan are going to perform as two major customers. The first branch of the pipe originated in Taishet in the Irkutsk region and terminated in Skovorodino situated in the Amursk region close to China will start operating in the second quarter 2008 and be capable of transporting about 30 mln.tonnes of oil per year. Anatly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy reported that this stage will envisage joining in the area of town Taishet and village Kazachinskoye branch pipes of the Eastern Siberia deposits in particular such as Yurubcheno-Takhomskoye, Kuyumbinskoye, Srednebotuobinskoye, Verkhnechonskoye and Talakanskoye which are already at the big oil and gas companies" disposal.
This new oil pipe line is intended not only for oil supply to China. Simultaneously with the first branch of the Taishet - Skovorodino oil pipe putting into operation the first oil terminal of the same capacity (30 mln. tonnes) is going to be launched in the Perevoznaya bay (the Primorsk region). It means that oil extracted from well-known Western Siberian deposits will be directed by a decision the Russian authorities will make: it can go either from Skovorodino to China by railways (pipe can be laid further on via the Chinese territory) or to Japan - in this case oil will be loaded into tank-cars to be transported by tankers waiting for their cargo in the Perevoznaya bay. Moreover, Russia can follow compromise scheme and divide oil between two Eastern neighbours in any needed proportion. Anyway the Ministry of Industry and Energy which altogether with "Transneft" control the Russian pipe system will have enough freedom to manoeuvre the situation on the whole Russian market. According to experts a wide range of oil transportation ways and directions (OAO RZD plans to enhance capacities of oil export volumes to China) will do the Russian oil men good, as before oil extract volumes growth was restricted by lack of the pipe proper capacity. Also the Ministry of Industry and Energy and the Ministry of Natural Resources do count on the pipe to be built as a chance to attract investment flows into surveying new oil and gas bearing areas of the Eastern Siberia. Officials admit the second branch Skovorodino- Perevoznaya bay pipe will be impossible without new deposits development as the pipe with capacity of 50 mln. tonnes of oil per year will have nothing to transport.
That is why in the Ministry of Industry and Energy's draft the terms of the second branch construction are not mentioned yet. "If survey in the Eastern Siberia region doesn't bring efficient results there will be no additional investment solution on the next stage of oil pipeline on the Pacific coast construction and the pipe will stop at Skovorodino", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. Viktor Khristenko, the RF Ministry of Industry and Energy head, believes the first stage of the pipe up to Skovorodino construction will complete formation of the unified pipeline system of Russia. "By 2009 with the Eastern Siberia - Pacific Ocean pipeline construction the task on the unified pipeline network that would cover the whole territory of Russia claimed as early as in 1980-s will have been solved", he said. The Ministry's order says the state is not going to invest any funds into the new pipe and that is a reason for "Transneft" to finance the project with help of attracted funds. Despite the fact the officials don't sound the investors" names it is quite obvious that construction is going to be financed by the Chinese side which is badly interested in this oil pipe laying. The Japanese are also expected to participate in the project financing.
At the same time the project provokes competition surrounding coming into force as interests of different sides encounter. Regardless of the decree on the route has already approved by the RF Government, Primorye and Khabarovsk krai (Khabarovsk area) governors are striving for making the pipe stop at the very their administrative regions. Railway men also lay their hopes to get certain benefit - some RF Transport Ministry officials have expressed their expectations on strengthening the railways part in the Eastern pipeline project. Though today "railway" lobby is inferior to "oil" one. While this due to transportation decrease suffered in Q1 of 2005 competition on the railway transportation market breaks the process of unified interests working out and gets more and more intensified. Though the decision on the Eastern pipeline construction has already been made the whole procedure will need three years more as a minimum and this is why experts believe it is too early to count upon its capacities. Speaking of the BTS (Baltic pipeline system) capacities which are planned to be expanded by "Transneft" from 50 to 60 mln. per year analysts say this step is only a good excuse to conquer oil volumes that the ports of Tallinn and Ventspils handle.
OAO RZD and "Transneft" Joint Plans
This January was unexpectedly disappointing for railway operators handling oil and products - as fall in oil bulk took 2,6%. Moreover oil export volumes got down by 11%. Experts say it was due to unfavorable weather conditions and plenty of holidays celebrated in Russia this period. In February the situation looked much better - average monthly results practically reached the previous level. Nevertheless railway men still have some troubles about transportation volumes increase. Firstly, these worries concern significant growth of export duty on crude oil delivery, secondly, they are about total shortage of NC "YUKOS" transportation which is one of the biggest oil companies in Russia and which failed due to certain reasons having nothing to do with transport business.
As a result of such drop in cargo transportation volumes railways became overloaded with rolling stock that brought more problems to rail carriers. In the late 2004 - early 2005 only OAO RZD had 25-30 thousand empty tank cars standing idle. On the other hand, goods consignors got sudden freedom in choosing carriers that gave them a chance to dictate their own terms on oil and products transportation. But according to transport experts, this oil transportation demand deficit can be considered as a phenomenon of temporary sort and in 2005 it is unlikely to be faced once again.
Also transport analysts believe the BTS example shows the optimal opportunity of parallel and mutually-beneficial new pipelines and railway nets development. In summer 2004 "Lukoil" put into operation the first stage of the Vysotsk sea terminal and by the end of last year it handled 1,6 mln. tonnes of oil produced at four oil-refining plants of the company (Ukhtinsky, Volgogradsky, Permsky and Nizhegorodsky plant). The company says the further handling growth at the "Lukoil" terminal depends on railway carrying capacity. According to OAO RZD data by 2010 railway men intended to provide only 10 mln. tonnes of tank cars cargo and by 2015 - only 12 mln. tonnes. Whereas oil men wanted to reach level of 12-14 mln. tonnes in 2006. Regarding this some media resources released the info that a part of liquid bulk directed to"Lukoil" terminal in Vysotsk was planning to be transported by "sea-river" type tankers with its following handling to sea vessels. Early February Vagit Alekperov, "Lukoil" president, discussed this situation with Valery Serdyukov, Leningrad region governor, and early March with Ilya Klebanov, the RF president plenipotentiary in the North-West federal region. Mr.Klebanov promised to take control over the problems that caused obstacles to oil delivery to the Vysotsk oil terminal by railway. Obviously such support happened to be quite efficient. And as a result at the last session dedicated to railway access lines to the sea-ports of North-West development Gennady Fedeyev, OAO RZD president, claimed his company being ready to start cooperation with "Lukoil". In his words, OAO RZD plans to launch construction of the secondary lines at Zanevsky post - Rzhevka-Ruchiy sector (farthest approach to Vysotsk), overbridge construction at Verkhne-Cherkasovo station, total electrification of the Pikhtovaya-Vyborg sector and a joint stage construction between Vysotsk and the oil terminal. In April Mr.Alkeperov confirmed the fact that they signed an agreement with OAO RZD on railway infrastructure development to provide oil products handling within the second stage of the project. The project envisages construction of additional carrying elevated rails, berths as well as reservoir park capacities expanding for 500 thousand tonnes of oil products storage. Now the cooperation conditions are being in order to put the third stage of the port into operation, "Lukoil" total investment volume estimates at USD 500 mln.
As one more example of railway and oil men cooperation Kovyktinsky project can be named. OAO RZD expressed its willingness to participate in laying the pipeline from Kovyktnisky oil and gas deposit to the Baikal-Amur railway (BAM) jointly with "Transneft" company. Gennady Fadeyev, RZD president, stated both companies (RZD and Transneft) have already prepared feasibility study of the project. Laying time will take about six years and project's cost will amount to USD 11,16 bln. In Mr. Fadeyev's words this project implementation will allow to start oil transportation to the Russian East and further on to China via the BAM (Baykal-Amur line). Now oil towards China is transported via Zabaikalsk railway which carrying capacity is enough restricted. After the pipeline construction about 15-20 train units will operate on the route.
Ilya Sverdlov
[~DETAIL_TEXT] => The Russian oil pipeline system now is one of the longest in the world with total length of 7 thousand kilometers. Most part of pipelines (6,7 thousand kilometers) is controlled by "Transneft" state-run company. OAO AK "Transneft" is the biggest Russian company that provides transportation of 93% of oil in Russia via oil mains to oil-refining enterprises based in Russia and abroad. OAO AK "Transneft" coordinates functioning of 43 controller's offices that operate 3240 objects located all over the territory of Russia. Information on reservoir parks, pump stations, objects of linear part of pipelines is directed to the AK "Transneft" head controller's office on-line.
Besides "Transneft" the following pipeline systems function in Russia: OAO "Chernomortransneft", OAO "Main Oil Pipeline "Druzhba", OAO "Privolzhsknefteprovod", OAO "Tsentrsibnefteprovod", OAO "Transsibneft", OAO "Uralsibnefteprovod", OOO "Baltnefteprovod" and some others extent of which varies from tens to hundreds kilometer. Today the oil transportation tariff amounts to RUR 79,629 per 100 km. While this "Transneft" got up oil transportation tariffs by 12,6 % for oil transportation via the company's system starting from January 1, 2005. According to experts, this insignificant tariff growth caused the pipeline tariffs increase by 17% in reality. Thus, the major pipeline owner which is performing as a pipeline market monopolist does its best not to loose profit from the general prices rise for energy carriers - it should be mentioned that when in 2004 Russian manufactures" oil prices grew by 29,3%, "Transneft" tariffs got up by 8,2%. Despite this fact the company's authorities claim the tariff rate for domestic company's pipe network is lower than the Ukrainian one by 2,2 times, Belorussian - by 1,2-1,6 times, Latvian - by 2,1 times and Lithuanian - by 3 times.
In 2003 via the "Transneft" oil pipelines network some 415,5 mln.tonnes of oil were transported, in 2004 the volume reached 457,5 mln. tonnes. The company states under conditions the dynamics of volumes growth remaining the same pipeline capacities of "Transneft" will be totally exhausted by 2006-2007. That is why the company implements the projects on expanding the functioning pipeline network and only last year "Transneft" took steps towards the Baltic pipeline system getting more efficient and expanded its capacities from 30 mln. tonnes up to 50 mln. tonnes per annum, that cost USD 1,3-1,4 bln. Moreover to support already functioning pipeline system constructed in 1960-70-s the company allocates about USD 1 bln per year. According to "Transneft" authorities about 800 kilometers of pipelines need renovation annually. Special attention is paid to modernization of the automated systems controlling oil flows and telemechanics. For the past three years AK "Transneft" built 1,5 thousand kilometers of pipelines and 19 oil-refining stations.
It should be mentioned lately Russia has been rapidly gaining trade volumes with the Western Europe mostly due to a dramatic increase of oil and gas export volumes. In 2004 from the aggregate volume of extracted 459 mln. tonnes of oil in Russia some 267 mln. tonnes were exported. Russian greatest exporters have become such vertically integrated oil companies as "Rosneft", "Lukoil", "Surgutneftegaz", "Yukos", "TNK-BP", "Sibneft" and other smaller oil and oil products company-exporters. As the basic importers of Russian oil perform such countries of the Western Europe as Germany, Italy, France including countries of the Central and Eastern Europe. In 2005 export volumes are expected to grow by another 5-10% that makes cargo carriers inspired with a hope their profit will rise as well. According to 2005 results railway transportation market experts foresee oil bulk loading volumes increase at least by 5%. One of the most productive ways for the Russian pipes capacities intensification is believed to be new pipe routes construction with help of private investment that in first turn big oil companies are ready to make.
Oilmen to Get Round "Transneft"
According to the Russian legislation private companies don't have right to make investment into the pipeline network of Russia. Nevertheless the biggest companies - oil exporters have been trying to avoid their being dependent on the state monopolist lately and develop their own pipelines. For example, quite recently "Surgutneftegaz" announced their decision to construct a private pipeline of 500 km length and capacity of 26 mln. tonnes per year that would stretch from the Talakansky oil deposit (Yakutiya) to the Lena station in Ust-Kut (the Irkutsk region). "Surgutneftegaz" authorities in Ust-Kut suggested the idea of the new pipeline joining the main pipe "Eastern Siberia-Pacific" which design is being developed now by the state-run company "Transneft". In 2006 it is supposed to complete the survey, get ready with all the documents and start the construction. The new pipe route is going to be put into operation in 2009 and the project is estimated at USD1 bln. by the CIS experts. "Surgutneftegaz" deputy CEO for the Eastern Siberia region Alexandr Ogly has already acquainted Boris Govorin, the mayor of the Irkutsk region, and potential partners of the project - OAO "Verkhnechonskneftegaz" authorities with the company's plans. The press-release distributed by the Irkutsk region authorities and referring to the governor says oil and gas resources mining should be implemented by the three companies - "Surgutneftegaz", "Verkhnechonskneftegaz" and "Transneft". And the new pipeline construction initiators were not surprised to get a counteroffer from the RF Government which was to hold talks with "Transneft" and "TNK-BP". Admitting the opportunity of not very extensive private oil pipes construction that are nothing else but links for the state's pipelines Yury Trutnev, head of the Ministry of Natural Resources, believes all the main pipelines of Russia should be controlled by the state anyway. Nevertheless, quite recently the Minister hesitated to believe all these pipes should go under "Transneft" control which is in charge of the sector transport structure. "If the decision on the state monopoly for the pipeline transport has already been made then someone should take responsibility for its functioning. But I doubt this "someone in charge" "Transneft" JSC should become", - said Mr. Trutnev at the RF Transport Ministry session. Also Mr. Trutnev appealing to Alexander Zhukov, Vice-Premier, asked the latter to pay attention to this problem and coordinate it somehow with transport infrastructure issues. In fact the Minister offered to take the pipeline under his Ministry's control.
Oilmen Remain Wide Awake
None the less having difficulties in access to the "Transneft" pipe due to permanent increase in oil extraction volumes oilmen started applying to railway transport more frequently. Thus, in 2004 the volume of oil and products railway transportation got up by 15,4%. Though OAO RZD faces practically the same problem as "Transneft" does i.e. rolling stock wear-and-tear: freight cars, tanks and electric locos wear-and-tear amounts to 70%, and that of diesel locos - over 80%. To cope with this OAO "RZD" authorities plan to allot over USD 15 bln in 2004-2006 for the basic assets renovation and modernization.
Nowadays railways take 90% of refined oil export transportation while crude oil is transported to the West mostly via pipelines (about 97% of aggregate volumes). As the most part of pipelines in Russia belongs to "Transneft" Semyon Vainshtok, the company's president, tries to react efficiently to competition for oil bulk transportation growth between his own company and OAO RZD. As experts believe due to dramatic growth of oil extraction last year "Transneft" capacities were unable to handle all the volumes that caused impressive increase of railway transportation. Now pipelines owners try to make up for lost profit. Seeing all this Mr. Vainshtok tends to keep initiative on the pipe network development in his hands and not to let growth of private pipes construction growth in Russia. Necessity to control transportation of constantly growing oil export volumes by "Transneft" demands total activation of all the professional and lobbyist skills of the company. Today the major lobbyists of "Transneft" interests in the RF Government protectors perform Vladimir Kalinin, seniour vice-president, Igor Solyarsky, vice-president, and Yevgeny Shkolov, new vice-president of the company, prior assistant of the President's administration head, who is responsible for foreign trade company's operations. First attempts of new export flows collecting have already given their results. Despite ongoing talks on opportunity to set some part of pipelines private Igor Shuvalov, the president's assistant, clarified his position and claimed the necessity to keep the main pipe transport under the state's control (i.e. "Transneft" one). Though experts suppose the state is unable to control the whole pipe system as new pipe routes laying is costly enough to avoid private funds which are ready to be invested into the sector. Also, now there are the three projects which "Transneft" authorities stand up for and which hold the top-priority in the system of oil pipes construction that are as follows: Eastern oil pipeline, Baltic Pipeline System (BTS) and so-called "North route" (Usa - Indiga).
Investment into Eastern Route
Late April after long disputing the RF Ministry of Industry and Energy approved construction of the first stage of the Eastern oil pipeline which is to stretch up to Skovorodino. "We made a decision on oil pipeline Taishet - Skovorodino of 30 mln. tonnes capacity construction. The deadline for the first stage of the pipe construction is 2008", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. The total capacity of the Eastern oil pipeline is planned to amount to 80 mln. of oil per annum. Via the pipe worth USD 11,5 bln oil deliveries to the countries of the Asian-Pacific region will be implemented. China and Japan are going to perform as two major customers. The first branch of the pipe originated in Taishet in the Irkutsk region and terminated in Skovorodino situated in the Amursk region close to China will start operating in the second quarter 2008 and be capable of transporting about 30 mln.tonnes of oil per year. Anatly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy reported that this stage will envisage joining in the area of town Taishet and village Kazachinskoye branch pipes of the Eastern Siberia deposits in particular such as Yurubcheno-Takhomskoye, Kuyumbinskoye, Srednebotuobinskoye, Verkhnechonskoye and Talakanskoye which are already at the big oil and gas companies" disposal.
This new oil pipe line is intended not only for oil supply to China. Simultaneously with the first branch of the Taishet - Skovorodino oil pipe putting into operation the first oil terminal of the same capacity (30 mln. tonnes) is going to be launched in the Perevoznaya bay (the Primorsk region). It means that oil extracted from well-known Western Siberian deposits will be directed by a decision the Russian authorities will make: it can go either from Skovorodino to China by railways (pipe can be laid further on via the Chinese territory) or to Japan - in this case oil will be loaded into tank-cars to be transported by tankers waiting for their cargo in the Perevoznaya bay. Moreover, Russia can follow compromise scheme and divide oil between two Eastern neighbours in any needed proportion. Anyway the Ministry of Industry and Energy which altogether with "Transneft" control the Russian pipe system will have enough freedom to manoeuvre the situation on the whole Russian market. According to experts a wide range of oil transportation ways and directions (OAO RZD plans to enhance capacities of oil export volumes to China) will do the Russian oil men good, as before oil extract volumes growth was restricted by lack of the pipe proper capacity. Also the Ministry of Industry and Energy and the Ministry of Natural Resources do count on the pipe to be built as a chance to attract investment flows into surveying new oil and gas bearing areas of the Eastern Siberia. Officials admit the second branch Skovorodino- Perevoznaya bay pipe will be impossible without new deposits development as the pipe with capacity of 50 mln. tonnes of oil per year will have nothing to transport.
That is why in the Ministry of Industry and Energy's draft the terms of the second branch construction are not mentioned yet. "If survey in the Eastern Siberia region doesn't bring efficient results there will be no additional investment solution on the next stage of oil pipeline on the Pacific coast construction and the pipe will stop at Skovorodino", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. Viktor Khristenko, the RF Ministry of Industry and Energy head, believes the first stage of the pipe up to Skovorodino construction will complete formation of the unified pipeline system of Russia. "By 2009 with the Eastern Siberia - Pacific Ocean pipeline construction the task on the unified pipeline network that would cover the whole territory of Russia claimed as early as in 1980-s will have been solved", he said. The Ministry's order says the state is not going to invest any funds into the new pipe and that is a reason for "Transneft" to finance the project with help of attracted funds. Despite the fact the officials don't sound the investors" names it is quite obvious that construction is going to be financed by the Chinese side which is badly interested in this oil pipe laying. The Japanese are also expected to participate in the project financing.
At the same time the project provokes competition surrounding coming into force as interests of different sides encounter. Regardless of the decree on the route has already approved by the RF Government, Primorye and Khabarovsk krai (Khabarovsk area) governors are striving for making the pipe stop at the very their administrative regions. Railway men also lay their hopes to get certain benefit - some RF Transport Ministry officials have expressed their expectations on strengthening the railways part in the Eastern pipeline project. Though today "railway" lobby is inferior to "oil" one. While this due to transportation decrease suffered in Q1 of 2005 competition on the railway transportation market breaks the process of unified interests working out and gets more and more intensified. Though the decision on the Eastern pipeline construction has already been made the whole procedure will need three years more as a minimum and this is why experts believe it is too early to count upon its capacities. Speaking of the BTS (Baltic pipeline system) capacities which are planned to be expanded by "Transneft" from 50 to 60 mln. per year analysts say this step is only a good excuse to conquer oil volumes that the ports of Tallinn and Ventspils handle.
OAO RZD and "Transneft" Joint Plans
This January was unexpectedly disappointing for railway operators handling oil and products - as fall in oil bulk took 2,6%. Moreover oil export volumes got down by 11%. Experts say it was due to unfavorable weather conditions and plenty of holidays celebrated in Russia this period. In February the situation looked much better - average monthly results practically reached the previous level. Nevertheless railway men still have some troubles about transportation volumes increase. Firstly, these worries concern significant growth of export duty on crude oil delivery, secondly, they are about total shortage of NC "YUKOS" transportation which is one of the biggest oil companies in Russia and which failed due to certain reasons having nothing to do with transport business.
As a result of such drop in cargo transportation volumes railways became overloaded with rolling stock that brought more problems to rail carriers. In the late 2004 - early 2005 only OAO RZD had 25-30 thousand empty tank cars standing idle. On the other hand, goods consignors got sudden freedom in choosing carriers that gave them a chance to dictate their own terms on oil and products transportation. But according to transport experts, this oil transportation demand deficit can be considered as a phenomenon of temporary sort and in 2005 it is unlikely to be faced once again.
Also transport analysts believe the BTS example shows the optimal opportunity of parallel and mutually-beneficial new pipelines and railway nets development. In summer 2004 "Lukoil" put into operation the first stage of the Vysotsk sea terminal and by the end of last year it handled 1,6 mln. tonnes of oil produced at four oil-refining plants of the company (Ukhtinsky, Volgogradsky, Permsky and Nizhegorodsky plant). The company says the further handling growth at the "Lukoil" terminal depends on railway carrying capacity. According to OAO RZD data by 2010 railway men intended to provide only 10 mln. tonnes of tank cars cargo and by 2015 - only 12 mln. tonnes. Whereas oil men wanted to reach level of 12-14 mln. tonnes in 2006. Regarding this some media resources released the info that a part of liquid bulk directed to"Lukoil" terminal in Vysotsk was planning to be transported by "sea-river" type tankers with its following handling to sea vessels. Early February Vagit Alekperov, "Lukoil" president, discussed this situation with Valery Serdyukov, Leningrad region governor, and early March with Ilya Klebanov, the RF president plenipotentiary in the North-West federal region. Mr.Klebanov promised to take control over the problems that caused obstacles to oil delivery to the Vysotsk oil terminal by railway. Obviously such support happened to be quite efficient. And as a result at the last session dedicated to railway access lines to the sea-ports of North-West development Gennady Fedeyev, OAO RZD president, claimed his company being ready to start cooperation with "Lukoil". In his words, OAO RZD plans to launch construction of the secondary lines at Zanevsky post - Rzhevka-Ruchiy sector (farthest approach to Vysotsk), overbridge construction at Verkhne-Cherkasovo station, total electrification of the Pikhtovaya-Vyborg sector and a joint stage construction between Vysotsk and the oil terminal. In April Mr.Alkeperov confirmed the fact that they signed an agreement with OAO RZD on railway infrastructure development to provide oil products handling within the second stage of the project. The project envisages construction of additional carrying elevated rails, berths as well as reservoir park capacities expanding for 500 thousand tonnes of oil products storage. Now the cooperation conditions are being in order to put the third stage of the port into operation, "Lukoil" total investment volume estimates at USD 500 mln.
As one more example of railway and oil men cooperation Kovyktinsky project can be named. OAO RZD expressed its willingness to participate in laying the pipeline from Kovyktnisky oil and gas deposit to the Baikal-Amur railway (BAM) jointly with "Transneft" company. Gennady Fadeyev, RZD president, stated both companies (RZD and Transneft) have already prepared feasibility study of the project. Laying time will take about six years and project's cost will amount to USD 11,16 bln. In Mr. Fadeyev's words this project implementation will allow to start oil transportation to the Russian East and further on to China via the BAM (Baykal-Amur line). Now oil towards China is transported via Zabaikalsk railway which carrying capacity is enough restricted. After the pipeline construction about 15-20 train units will operate on the route.
Ilya Sverdlov
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[PREVIEW_TEXT] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today
[~PREVIEW_TEXT] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today
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[SECTION_META_DESCRIPTION] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today <BR>
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[ELEMENT_META_DESCRIPTION] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today <BR>
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[DETAIL_TEXT] => The Russian oil pipeline system now is one of the longest in the world with total length of 7 thousand kilometers. Most part of pipelines (6,7 thousand kilometers) is controlled by "Transneft" state-run company. OAO AK "Transneft" is the biggest Russian company that provides transportation of 93% of oil in Russia via oil mains to oil-refining enterprises based in Russia and abroad. OAO AK "Transneft" coordinates functioning of 43 controller's offices that operate 3240 objects located all over the territory of Russia. Information on reservoir parks, pump stations, objects of linear part of pipelines is directed to the AK "Transneft" head controller's office on-line.
Besides "Transneft" the following pipeline systems function in Russia: OAO "Chernomortransneft", OAO "Main Oil Pipeline "Druzhba", OAO "Privolzhsknefteprovod", OAO "Tsentrsibnefteprovod", OAO "Transsibneft", OAO "Uralsibnefteprovod", OOO "Baltnefteprovod" and some others extent of which varies from tens to hundreds kilometer. Today the oil transportation tariff amounts to RUR 79,629 per 100 km. While this "Transneft" got up oil transportation tariffs by 12,6 % for oil transportation via the company's system starting from January 1, 2005. According to experts, this insignificant tariff growth caused the pipeline tariffs increase by 17% in reality. Thus, the major pipeline owner which is performing as a pipeline market monopolist does its best not to loose profit from the general prices rise for energy carriers - it should be mentioned that when in 2004 Russian manufactures" oil prices grew by 29,3%, "Transneft" tariffs got up by 8,2%. Despite this fact the company's authorities claim the tariff rate for domestic company's pipe network is lower than the Ukrainian one by 2,2 times, Belorussian - by 1,2-1,6 times, Latvian - by 2,1 times and Lithuanian - by 3 times.
In 2003 via the "Transneft" oil pipelines network some 415,5 mln.tonnes of oil were transported, in 2004 the volume reached 457,5 mln. tonnes. The company states under conditions the dynamics of volumes growth remaining the same pipeline capacities of "Transneft" will be totally exhausted by 2006-2007. That is why the company implements the projects on expanding the functioning pipeline network and only last year "Transneft" took steps towards the Baltic pipeline system getting more efficient and expanded its capacities from 30 mln. tonnes up to 50 mln. tonnes per annum, that cost USD 1,3-1,4 bln. Moreover to support already functioning pipeline system constructed in 1960-70-s the company allocates about USD 1 bln per year. According to "Transneft" authorities about 800 kilometers of pipelines need renovation annually. Special attention is paid to modernization of the automated systems controlling oil flows and telemechanics. For the past three years AK "Transneft" built 1,5 thousand kilometers of pipelines and 19 oil-refining stations.
It should be mentioned lately Russia has been rapidly gaining trade volumes with the Western Europe mostly due to a dramatic increase of oil and gas export volumes. In 2004 from the aggregate volume of extracted 459 mln. tonnes of oil in Russia some 267 mln. tonnes were exported. Russian greatest exporters have become such vertically integrated oil companies as "Rosneft", "Lukoil", "Surgutneftegaz", "Yukos", "TNK-BP", "Sibneft" and other smaller oil and oil products company-exporters. As the basic importers of Russian oil perform such countries of the Western Europe as Germany, Italy, France including countries of the Central and Eastern Europe. In 2005 export volumes are expected to grow by another 5-10% that makes cargo carriers inspired with a hope their profit will rise as well. According to 2005 results railway transportation market experts foresee oil bulk loading volumes increase at least by 5%. One of the most productive ways for the Russian pipes capacities intensification is believed to be new pipe routes construction with help of private investment that in first turn big oil companies are ready to make.
Oilmen to Get Round "Transneft"
According to the Russian legislation private companies don't have right to make investment into the pipeline network of Russia. Nevertheless the biggest companies - oil exporters have been trying to avoid their being dependent on the state monopolist lately and develop their own pipelines. For example, quite recently "Surgutneftegaz" announced their decision to construct a private pipeline of 500 km length and capacity of 26 mln. tonnes per year that would stretch from the Talakansky oil deposit (Yakutiya) to the Lena station in Ust-Kut (the Irkutsk region). "Surgutneftegaz" authorities in Ust-Kut suggested the idea of the new pipeline joining the main pipe "Eastern Siberia-Pacific" which design is being developed now by the state-run company "Transneft". In 2006 it is supposed to complete the survey, get ready with all the documents and start the construction. The new pipe route is going to be put into operation in 2009 and the project is estimated at USD1 bln. by the CIS experts. "Surgutneftegaz" deputy CEO for the Eastern Siberia region Alexandr Ogly has already acquainted Boris Govorin, the mayor of the Irkutsk region, and potential partners of the project - OAO "Verkhnechonskneftegaz" authorities with the company's plans. The press-release distributed by the Irkutsk region authorities and referring to the governor says oil and gas resources mining should be implemented by the three companies - "Surgutneftegaz", "Verkhnechonskneftegaz" and "Transneft". And the new pipeline construction initiators were not surprised to get a counteroffer from the RF Government which was to hold talks with "Transneft" and "TNK-BP". Admitting the opportunity of not very extensive private oil pipes construction that are nothing else but links for the state's pipelines Yury Trutnev, head of the Ministry of Natural Resources, believes all the main pipelines of Russia should be controlled by the state anyway. Nevertheless, quite recently the Minister hesitated to believe all these pipes should go under "Transneft" control which is in charge of the sector transport structure. "If the decision on the state monopoly for the pipeline transport has already been made then someone should take responsibility for its functioning. But I doubt this "someone in charge" "Transneft" JSC should become", - said Mr. Trutnev at the RF Transport Ministry session. Also Mr. Trutnev appealing to Alexander Zhukov, Vice-Premier, asked the latter to pay attention to this problem and coordinate it somehow with transport infrastructure issues. In fact the Minister offered to take the pipeline under his Ministry's control.
Oilmen Remain Wide Awake
None the less having difficulties in access to the "Transneft" pipe due to permanent increase in oil extraction volumes oilmen started applying to railway transport more frequently. Thus, in 2004 the volume of oil and products railway transportation got up by 15,4%. Though OAO RZD faces practically the same problem as "Transneft" does i.e. rolling stock wear-and-tear: freight cars, tanks and electric locos wear-and-tear amounts to 70%, and that of diesel locos - over 80%. To cope with this OAO "RZD" authorities plan to allot over USD 15 bln in 2004-2006 for the basic assets renovation and modernization.
Nowadays railways take 90% of refined oil export transportation while crude oil is transported to the West mostly via pipelines (about 97% of aggregate volumes). As the most part of pipelines in Russia belongs to "Transneft" Semyon Vainshtok, the company's president, tries to react efficiently to competition for oil bulk transportation growth between his own company and OAO RZD. As experts believe due to dramatic growth of oil extraction last year "Transneft" capacities were unable to handle all the volumes that caused impressive increase of railway transportation. Now pipelines owners try to make up for lost profit. Seeing all this Mr. Vainshtok tends to keep initiative on the pipe network development in his hands and not to let growth of private pipes construction growth in Russia. Necessity to control transportation of constantly growing oil export volumes by "Transneft" demands total activation of all the professional and lobbyist skills of the company. Today the major lobbyists of "Transneft" interests in the RF Government protectors perform Vladimir Kalinin, seniour vice-president, Igor Solyarsky, vice-president, and Yevgeny Shkolov, new vice-president of the company, prior assistant of the President's administration head, who is responsible for foreign trade company's operations. First attempts of new export flows collecting have already given their results. Despite ongoing talks on opportunity to set some part of pipelines private Igor Shuvalov, the president's assistant, clarified his position and claimed the necessity to keep the main pipe transport under the state's control (i.e. "Transneft" one). Though experts suppose the state is unable to control the whole pipe system as new pipe routes laying is costly enough to avoid private funds which are ready to be invested into the sector. Also, now there are the three projects which "Transneft" authorities stand up for and which hold the top-priority in the system of oil pipes construction that are as follows: Eastern oil pipeline, Baltic Pipeline System (BTS) and so-called "North route" (Usa - Indiga).
Investment into Eastern Route
Late April after long disputing the RF Ministry of Industry and Energy approved construction of the first stage of the Eastern oil pipeline which is to stretch up to Skovorodino. "We made a decision on oil pipeline Taishet - Skovorodino of 30 mln. tonnes capacity construction. The deadline for the first stage of the pipe construction is 2008", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. The total capacity of the Eastern oil pipeline is planned to amount to 80 mln. of oil per annum. Via the pipe worth USD 11,5 bln oil deliveries to the countries of the Asian-Pacific region will be implemented. China and Japan are going to perform as two major customers. The first branch of the pipe originated in Taishet in the Irkutsk region and terminated in Skovorodino situated in the Amursk region close to China will start operating in the second quarter 2008 and be capable of transporting about 30 mln.tonnes of oil per year. Anatly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy reported that this stage will envisage joining in the area of town Taishet and village Kazachinskoye branch pipes of the Eastern Siberia deposits in particular such as Yurubcheno-Takhomskoye, Kuyumbinskoye, Srednebotuobinskoye, Verkhnechonskoye and Talakanskoye which are already at the big oil and gas companies" disposal.
This new oil pipe line is intended not only for oil supply to China. Simultaneously with the first branch of the Taishet - Skovorodino oil pipe putting into operation the first oil terminal of the same capacity (30 mln. tonnes) is going to be launched in the Perevoznaya bay (the Primorsk region). It means that oil extracted from well-known Western Siberian deposits will be directed by a decision the Russian authorities will make: it can go either from Skovorodino to China by railways (pipe can be laid further on via the Chinese territory) or to Japan - in this case oil will be loaded into tank-cars to be transported by tankers waiting for their cargo in the Perevoznaya bay. Moreover, Russia can follow compromise scheme and divide oil between two Eastern neighbours in any needed proportion. Anyway the Ministry of Industry and Energy which altogether with "Transneft" control the Russian pipe system will have enough freedom to manoeuvre the situation on the whole Russian market. According to experts a wide range of oil transportation ways and directions (OAO RZD plans to enhance capacities of oil export volumes to China) will do the Russian oil men good, as before oil extract volumes growth was restricted by lack of the pipe proper capacity. Also the Ministry of Industry and Energy and the Ministry of Natural Resources do count on the pipe to be built as a chance to attract investment flows into surveying new oil and gas bearing areas of the Eastern Siberia. Officials admit the second branch Skovorodino- Perevoznaya bay pipe will be impossible without new deposits development as the pipe with capacity of 50 mln. tonnes of oil per year will have nothing to transport.
That is why in the Ministry of Industry and Energy's draft the terms of the second branch construction are not mentioned yet. "If survey in the Eastern Siberia region doesn't bring efficient results there will be no additional investment solution on the next stage of oil pipeline on the Pacific coast construction and the pipe will stop at Skovorodino", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. Viktor Khristenko, the RF Ministry of Industry and Energy head, believes the first stage of the pipe up to Skovorodino construction will complete formation of the unified pipeline system of Russia. "By 2009 with the Eastern Siberia - Pacific Ocean pipeline construction the task on the unified pipeline network that would cover the whole territory of Russia claimed as early as in 1980-s will have been solved", he said. The Ministry's order says the state is not going to invest any funds into the new pipe and that is a reason for "Transneft" to finance the project with help of attracted funds. Despite the fact the officials don't sound the investors" names it is quite obvious that construction is going to be financed by the Chinese side which is badly interested in this oil pipe laying. The Japanese are also expected to participate in the project financing.
At the same time the project provokes competition surrounding coming into force as interests of different sides encounter. Regardless of the decree on the route has already approved by the RF Government, Primorye and Khabarovsk krai (Khabarovsk area) governors are striving for making the pipe stop at the very their administrative regions. Railway men also lay their hopes to get certain benefit - some RF Transport Ministry officials have expressed their expectations on strengthening the railways part in the Eastern pipeline project. Though today "railway" lobby is inferior to "oil" one. While this due to transportation decrease suffered in Q1 of 2005 competition on the railway transportation market breaks the process of unified interests working out and gets more and more intensified. Though the decision on the Eastern pipeline construction has already been made the whole procedure will need three years more as a minimum and this is why experts believe it is too early to count upon its capacities. Speaking of the BTS (Baltic pipeline system) capacities which are planned to be expanded by "Transneft" from 50 to 60 mln. per year analysts say this step is only a good excuse to conquer oil volumes that the ports of Tallinn and Ventspils handle.
OAO RZD and "Transneft" Joint Plans
This January was unexpectedly disappointing for railway operators handling oil and products - as fall in oil bulk took 2,6%. Moreover oil export volumes got down by 11%. Experts say it was due to unfavorable weather conditions and plenty of holidays celebrated in Russia this period. In February the situation looked much better - average monthly results practically reached the previous level. Nevertheless railway men still have some troubles about transportation volumes increase. Firstly, these worries concern significant growth of export duty on crude oil delivery, secondly, they are about total shortage of NC "YUKOS" transportation which is one of the biggest oil companies in Russia and which failed due to certain reasons having nothing to do with transport business.
As a result of such drop in cargo transportation volumes railways became overloaded with rolling stock that brought more problems to rail carriers. In the late 2004 - early 2005 only OAO RZD had 25-30 thousand empty tank cars standing idle. On the other hand, goods consignors got sudden freedom in choosing carriers that gave them a chance to dictate their own terms on oil and products transportation. But according to transport experts, this oil transportation demand deficit can be considered as a phenomenon of temporary sort and in 2005 it is unlikely to be faced once again.
Also transport analysts believe the BTS example shows the optimal opportunity of parallel and mutually-beneficial new pipelines and railway nets development. In summer 2004 "Lukoil" put into operation the first stage of the Vysotsk sea terminal and by the end of last year it handled 1,6 mln. tonnes of oil produced at four oil-refining plants of the company (Ukhtinsky, Volgogradsky, Permsky and Nizhegorodsky plant). The company says the further handling growth at the "Lukoil" terminal depends on railway carrying capacity. According to OAO RZD data by 2010 railway men intended to provide only 10 mln. tonnes of tank cars cargo and by 2015 - only 12 mln. tonnes. Whereas oil men wanted to reach level of 12-14 mln. tonnes in 2006. Regarding this some media resources released the info that a part of liquid bulk directed to"Lukoil" terminal in Vysotsk was planning to be transported by "sea-river" type tankers with its following handling to sea vessels. Early February Vagit Alekperov, "Lukoil" president, discussed this situation with Valery Serdyukov, Leningrad region governor, and early March with Ilya Klebanov, the RF president plenipotentiary in the North-West federal region. Mr.Klebanov promised to take control over the problems that caused obstacles to oil delivery to the Vysotsk oil terminal by railway. Obviously such support happened to be quite efficient. And as a result at the last session dedicated to railway access lines to the sea-ports of North-West development Gennady Fedeyev, OAO RZD president, claimed his company being ready to start cooperation with "Lukoil". In his words, OAO RZD plans to launch construction of the secondary lines at Zanevsky post - Rzhevka-Ruchiy sector (farthest approach to Vysotsk), overbridge construction at Verkhne-Cherkasovo station, total electrification of the Pikhtovaya-Vyborg sector and a joint stage construction between Vysotsk and the oil terminal. In April Mr.Alkeperov confirmed the fact that they signed an agreement with OAO RZD on railway infrastructure development to provide oil products handling within the second stage of the project. The project envisages construction of additional carrying elevated rails, berths as well as reservoir park capacities expanding for 500 thousand tonnes of oil products storage. Now the cooperation conditions are being in order to put the third stage of the port into operation, "Lukoil" total investment volume estimates at USD 500 mln.
As one more example of railway and oil men cooperation Kovyktinsky project can be named. OAO RZD expressed its willingness to participate in laying the pipeline from Kovyktnisky oil and gas deposit to the Baikal-Amur railway (BAM) jointly with "Transneft" company. Gennady Fadeyev, RZD president, stated both companies (RZD and Transneft) have already prepared feasibility study of the project. Laying time will take about six years and project's cost will amount to USD 11,16 bln. In Mr. Fadeyev's words this project implementation will allow to start oil transportation to the Russian East and further on to China via the BAM (Baykal-Amur line). Now oil towards China is transported via Zabaikalsk railway which carrying capacity is enough restricted. After the pipeline construction about 15-20 train units will operate on the route.
Ilya Sverdlov
[~DETAIL_TEXT] => The Russian oil pipeline system now is one of the longest in the world with total length of 7 thousand kilometers. Most part of pipelines (6,7 thousand kilometers) is controlled by "Transneft" state-run company. OAO AK "Transneft" is the biggest Russian company that provides transportation of 93% of oil in Russia via oil mains to oil-refining enterprises based in Russia and abroad. OAO AK "Transneft" coordinates functioning of 43 controller's offices that operate 3240 objects located all over the territory of Russia. Information on reservoir parks, pump stations, objects of linear part of pipelines is directed to the AK "Transneft" head controller's office on-line.
Besides "Transneft" the following pipeline systems function in Russia: OAO "Chernomortransneft", OAO "Main Oil Pipeline "Druzhba", OAO "Privolzhsknefteprovod", OAO "Tsentrsibnefteprovod", OAO "Transsibneft", OAO "Uralsibnefteprovod", OOO "Baltnefteprovod" and some others extent of which varies from tens to hundreds kilometer. Today the oil transportation tariff amounts to RUR 79,629 per 100 km. While this "Transneft" got up oil transportation tariffs by 12,6 % for oil transportation via the company's system starting from January 1, 2005. According to experts, this insignificant tariff growth caused the pipeline tariffs increase by 17% in reality. Thus, the major pipeline owner which is performing as a pipeline market monopolist does its best not to loose profit from the general prices rise for energy carriers - it should be mentioned that when in 2004 Russian manufactures" oil prices grew by 29,3%, "Transneft" tariffs got up by 8,2%. Despite this fact the company's authorities claim the tariff rate for domestic company's pipe network is lower than the Ukrainian one by 2,2 times, Belorussian - by 1,2-1,6 times, Latvian - by 2,1 times and Lithuanian - by 3 times.
In 2003 via the "Transneft" oil pipelines network some 415,5 mln.tonnes of oil were transported, in 2004 the volume reached 457,5 mln. tonnes. The company states under conditions the dynamics of volumes growth remaining the same pipeline capacities of "Transneft" will be totally exhausted by 2006-2007. That is why the company implements the projects on expanding the functioning pipeline network and only last year "Transneft" took steps towards the Baltic pipeline system getting more efficient and expanded its capacities from 30 mln. tonnes up to 50 mln. tonnes per annum, that cost USD 1,3-1,4 bln. Moreover to support already functioning pipeline system constructed in 1960-70-s the company allocates about USD 1 bln per year. According to "Transneft" authorities about 800 kilometers of pipelines need renovation annually. Special attention is paid to modernization of the automated systems controlling oil flows and telemechanics. For the past three years AK "Transneft" built 1,5 thousand kilometers of pipelines and 19 oil-refining stations.
It should be mentioned lately Russia has been rapidly gaining trade volumes with the Western Europe mostly due to a dramatic increase of oil and gas export volumes. In 2004 from the aggregate volume of extracted 459 mln. tonnes of oil in Russia some 267 mln. tonnes were exported. Russian greatest exporters have become such vertically integrated oil companies as "Rosneft", "Lukoil", "Surgutneftegaz", "Yukos", "TNK-BP", "Sibneft" and other smaller oil and oil products company-exporters. As the basic importers of Russian oil perform such countries of the Western Europe as Germany, Italy, France including countries of the Central and Eastern Europe. In 2005 export volumes are expected to grow by another 5-10% that makes cargo carriers inspired with a hope their profit will rise as well. According to 2005 results railway transportation market experts foresee oil bulk loading volumes increase at least by 5%. One of the most productive ways for the Russian pipes capacities intensification is believed to be new pipe routes construction with help of private investment that in first turn big oil companies are ready to make.
Oilmen to Get Round "Transneft"
According to the Russian legislation private companies don't have right to make investment into the pipeline network of Russia. Nevertheless the biggest companies - oil exporters have been trying to avoid their being dependent on the state monopolist lately and develop their own pipelines. For example, quite recently "Surgutneftegaz" announced their decision to construct a private pipeline of 500 km length and capacity of 26 mln. tonnes per year that would stretch from the Talakansky oil deposit (Yakutiya) to the Lena station in Ust-Kut (the Irkutsk region). "Surgutneftegaz" authorities in Ust-Kut suggested the idea of the new pipeline joining the main pipe "Eastern Siberia-Pacific" which design is being developed now by the state-run company "Transneft". In 2006 it is supposed to complete the survey, get ready with all the documents and start the construction. The new pipe route is going to be put into operation in 2009 and the project is estimated at USD1 bln. by the CIS experts. "Surgutneftegaz" deputy CEO for the Eastern Siberia region Alexandr Ogly has already acquainted Boris Govorin, the mayor of the Irkutsk region, and potential partners of the project - OAO "Verkhnechonskneftegaz" authorities with the company's plans. The press-release distributed by the Irkutsk region authorities and referring to the governor says oil and gas resources mining should be implemented by the three companies - "Surgutneftegaz", "Verkhnechonskneftegaz" and "Transneft". And the new pipeline construction initiators were not surprised to get a counteroffer from the RF Government which was to hold talks with "Transneft" and "TNK-BP". Admitting the opportunity of not very extensive private oil pipes construction that are nothing else but links for the state's pipelines Yury Trutnev, head of the Ministry of Natural Resources, believes all the main pipelines of Russia should be controlled by the state anyway. Nevertheless, quite recently the Minister hesitated to believe all these pipes should go under "Transneft" control which is in charge of the sector transport structure. "If the decision on the state monopoly for the pipeline transport has already been made then someone should take responsibility for its functioning. But I doubt this "someone in charge" "Transneft" JSC should become", - said Mr. Trutnev at the RF Transport Ministry session. Also Mr. Trutnev appealing to Alexander Zhukov, Vice-Premier, asked the latter to pay attention to this problem and coordinate it somehow with transport infrastructure issues. In fact the Minister offered to take the pipeline under his Ministry's control.
Oilmen Remain Wide Awake
None the less having difficulties in access to the "Transneft" pipe due to permanent increase in oil extraction volumes oilmen started applying to railway transport more frequently. Thus, in 2004 the volume of oil and products railway transportation got up by 15,4%. Though OAO RZD faces practically the same problem as "Transneft" does i.e. rolling stock wear-and-tear: freight cars, tanks and electric locos wear-and-tear amounts to 70%, and that of diesel locos - over 80%. To cope with this OAO "RZD" authorities plan to allot over USD 15 bln in 2004-2006 for the basic assets renovation and modernization.
Nowadays railways take 90% of refined oil export transportation while crude oil is transported to the West mostly via pipelines (about 97% of aggregate volumes). As the most part of pipelines in Russia belongs to "Transneft" Semyon Vainshtok, the company's president, tries to react efficiently to competition for oil bulk transportation growth between his own company and OAO RZD. As experts believe due to dramatic growth of oil extraction last year "Transneft" capacities were unable to handle all the volumes that caused impressive increase of railway transportation. Now pipelines owners try to make up for lost profit. Seeing all this Mr. Vainshtok tends to keep initiative on the pipe network development in his hands and not to let growth of private pipes construction growth in Russia. Necessity to control transportation of constantly growing oil export volumes by "Transneft" demands total activation of all the professional and lobbyist skills of the company. Today the major lobbyists of "Transneft" interests in the RF Government protectors perform Vladimir Kalinin, seniour vice-president, Igor Solyarsky, vice-president, and Yevgeny Shkolov, new vice-president of the company, prior assistant of the President's administration head, who is responsible for foreign trade company's operations. First attempts of new export flows collecting have already given their results. Despite ongoing talks on opportunity to set some part of pipelines private Igor Shuvalov, the president's assistant, clarified his position and claimed the necessity to keep the main pipe transport under the state's control (i.e. "Transneft" one). Though experts suppose the state is unable to control the whole pipe system as new pipe routes laying is costly enough to avoid private funds which are ready to be invested into the sector. Also, now there are the three projects which "Transneft" authorities stand up for and which hold the top-priority in the system of oil pipes construction that are as follows: Eastern oil pipeline, Baltic Pipeline System (BTS) and so-called "North route" (Usa - Indiga).
Investment into Eastern Route
Late April after long disputing the RF Ministry of Industry and Energy approved construction of the first stage of the Eastern oil pipeline which is to stretch up to Skovorodino. "We made a decision on oil pipeline Taishet - Skovorodino of 30 mln. tonnes capacity construction. The deadline for the first stage of the pipe construction is 2008", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. The total capacity of the Eastern oil pipeline is planned to amount to 80 mln. of oil per annum. Via the pipe worth USD 11,5 bln oil deliveries to the countries of the Asian-Pacific region will be implemented. China and Japan are going to perform as two major customers. The first branch of the pipe originated in Taishet in the Irkutsk region and terminated in Skovorodino situated in the Amursk region close to China will start operating in the second quarter 2008 and be capable of transporting about 30 mln.tonnes of oil per year. Anatly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy reported that this stage will envisage joining in the area of town Taishet and village Kazachinskoye branch pipes of the Eastern Siberia deposits in particular such as Yurubcheno-Takhomskoye, Kuyumbinskoye, Srednebotuobinskoye, Verkhnechonskoye and Talakanskoye which are already at the big oil and gas companies" disposal.
This new oil pipe line is intended not only for oil supply to China. Simultaneously with the first branch of the Taishet - Skovorodino oil pipe putting into operation the first oil terminal of the same capacity (30 mln. tonnes) is going to be launched in the Perevoznaya bay (the Primorsk region). It means that oil extracted from well-known Western Siberian deposits will be directed by a decision the Russian authorities will make: it can go either from Skovorodino to China by railways (pipe can be laid further on via the Chinese territory) or to Japan - in this case oil will be loaded into tank-cars to be transported by tankers waiting for their cargo in the Perevoznaya bay. Moreover, Russia can follow compromise scheme and divide oil between two Eastern neighbours in any needed proportion. Anyway the Ministry of Industry and Energy which altogether with "Transneft" control the Russian pipe system will have enough freedom to manoeuvre the situation on the whole Russian market. According to experts a wide range of oil transportation ways and directions (OAO RZD plans to enhance capacities of oil export volumes to China) will do the Russian oil men good, as before oil extract volumes growth was restricted by lack of the pipe proper capacity. Also the Ministry of Industry and Energy and the Ministry of Natural Resources do count on the pipe to be built as a chance to attract investment flows into surveying new oil and gas bearing areas of the Eastern Siberia. Officials admit the second branch Skovorodino- Perevoznaya bay pipe will be impossible without new deposits development as the pipe with capacity of 50 mln. tonnes of oil per year will have nothing to transport.
That is why in the Ministry of Industry and Energy's draft the terms of the second branch construction are not mentioned yet. "If survey in the Eastern Siberia region doesn't bring efficient results there will be no additional investment solution on the next stage of oil pipeline on the Pacific coast construction and the pipe will stop at Skovorodino", - stated Anatoly Yanovsky, director of the Fuel and Energy Complex department of the RF Ministry of Industry and Energy. Viktor Khristenko, the RF Ministry of Industry and Energy head, believes the first stage of the pipe up to Skovorodino construction will complete formation of the unified pipeline system of Russia. "By 2009 with the Eastern Siberia - Pacific Ocean pipeline construction the task on the unified pipeline network that would cover the whole territory of Russia claimed as early as in 1980-s will have been solved", he said. The Ministry's order says the state is not going to invest any funds into the new pipe and that is a reason for "Transneft" to finance the project with help of attracted funds. Despite the fact the officials don't sound the investors" names it is quite obvious that construction is going to be financed by the Chinese side which is badly interested in this oil pipe laying. The Japanese are also expected to participate in the project financing.
At the same time the project provokes competition surrounding coming into force as interests of different sides encounter. Regardless of the decree on the route has already approved by the RF Government, Primorye and Khabarovsk krai (Khabarovsk area) governors are striving for making the pipe stop at the very their administrative regions. Railway men also lay their hopes to get certain benefit - some RF Transport Ministry officials have expressed their expectations on strengthening the railways part in the Eastern pipeline project. Though today "railway" lobby is inferior to "oil" one. While this due to transportation decrease suffered in Q1 of 2005 competition on the railway transportation market breaks the process of unified interests working out and gets more and more intensified. Though the decision on the Eastern pipeline construction has already been made the whole procedure will need three years more as a minimum and this is why experts believe it is too early to count upon its capacities. Speaking of the BTS (Baltic pipeline system) capacities which are planned to be expanded by "Transneft" from 50 to 60 mln. per year analysts say this step is only a good excuse to conquer oil volumes that the ports of Tallinn and Ventspils handle.
OAO RZD and "Transneft" Joint Plans
This January was unexpectedly disappointing for railway operators handling oil and products - as fall in oil bulk took 2,6%. Moreover oil export volumes got down by 11%. Experts say it was due to unfavorable weather conditions and plenty of holidays celebrated in Russia this period. In February the situation looked much better - average monthly results practically reached the previous level. Nevertheless railway men still have some troubles about transportation volumes increase. Firstly, these worries concern significant growth of export duty on crude oil delivery, secondly, they are about total shortage of NC "YUKOS" transportation which is one of the biggest oil companies in Russia and which failed due to certain reasons having nothing to do with transport business.
As a result of such drop in cargo transportation volumes railways became overloaded with rolling stock that brought more problems to rail carriers. In the late 2004 - early 2005 only OAO RZD had 25-30 thousand empty tank cars standing idle. On the other hand, goods consignors got sudden freedom in choosing carriers that gave them a chance to dictate their own terms on oil and products transportation. But according to transport experts, this oil transportation demand deficit can be considered as a phenomenon of temporary sort and in 2005 it is unlikely to be faced once again.
Also transport analysts believe the BTS example shows the optimal opportunity of parallel and mutually-beneficial new pipelines and railway nets development. In summer 2004 "Lukoil" put into operation the first stage of the Vysotsk sea terminal and by the end of last year it handled 1,6 mln. tonnes of oil produced at four oil-refining plants of the company (Ukhtinsky, Volgogradsky, Permsky and Nizhegorodsky plant). The company says the further handling growth at the "Lukoil" terminal depends on railway carrying capacity. According to OAO RZD data by 2010 railway men intended to provide only 10 mln. tonnes of tank cars cargo and by 2015 - only 12 mln. tonnes. Whereas oil men wanted to reach level of 12-14 mln. tonnes in 2006. Regarding this some media resources released the info that a part of liquid bulk directed to"Lukoil" terminal in Vysotsk was planning to be transported by "sea-river" type tankers with its following handling to sea vessels. Early February Vagit Alekperov, "Lukoil" president, discussed this situation with Valery Serdyukov, Leningrad region governor, and early March with Ilya Klebanov, the RF president plenipotentiary in the North-West federal region. Mr.Klebanov promised to take control over the problems that caused obstacles to oil delivery to the Vysotsk oil terminal by railway. Obviously such support happened to be quite efficient. And as a result at the last session dedicated to railway access lines to the sea-ports of North-West development Gennady Fedeyev, OAO RZD president, claimed his company being ready to start cooperation with "Lukoil". In his words, OAO RZD plans to launch construction of the secondary lines at Zanevsky post - Rzhevka-Ruchiy sector (farthest approach to Vysotsk), overbridge construction at Verkhne-Cherkasovo station, total electrification of the Pikhtovaya-Vyborg sector and a joint stage construction between Vysotsk and the oil terminal. In April Mr.Alkeperov confirmed the fact that they signed an agreement with OAO RZD on railway infrastructure development to provide oil products handling within the second stage of the project. The project envisages construction of additional carrying elevated rails, berths as well as reservoir park capacities expanding for 500 thousand tonnes of oil products storage. Now the cooperation conditions are being in order to put the third stage of the port into operation, "Lukoil" total investment volume estimates at USD 500 mln.
As one more example of railway and oil men cooperation Kovyktinsky project can be named. OAO RZD expressed its willingness to participate in laying the pipeline from Kovyktnisky oil and gas deposit to the Baikal-Amur railway (BAM) jointly with "Transneft" company. Gennady Fadeyev, RZD president, stated both companies (RZD and Transneft) have already prepared feasibility study of the project. Laying time will take about six years and project's cost will amount to USD 11,16 bln. In Mr. Fadeyev's words this project implementation will allow to start oil transportation to the Russian East and further on to China via the BAM (Baykal-Amur line). Now oil towards China is transported via Zabaikalsk railway which carrying capacity is enough restricted. After the pipeline construction about 15-20 train units will operate on the route.
Ilya Sverdlov
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[PREVIEW_TEXT] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today
[~PREVIEW_TEXT] => Russian pipelines system can truly be regarded as most extensive in the world, though due to permanent increase of oil export volumes at the present moment Russia suffers certain lack of pipeline capacities. That was the reason for the Russian Government's decision made late April to launch Eastern pipeline construction which is to join Eastern Siberia and the Pacific ocean and will make it possible to boost oil deliveries towards Japan and China starting from 2008. In regards of new directions launch on the oil transportation market experts hope for competition raise between major cargo carriers which are railway operators and pipeline owners. Russian Oil Pipeline Market Today
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[DETAIL_TEXT] =>
Where Crude Oil Disappears
Today the raw material potential of Russia enables to increase extraction, export and her presence on the global market. The main oil extracting region is still the Western Siberia, which take some 74% of the total extraction volume. The situation is expected to change when new oilfields in the Eastern Siberia are developed and extraction volume there is forecasted at 50 mln tones by 2020.
Oil extraction volume increase, domestic market saturation and refineries inability to raise oil production volume allow to get crude oil export up. Meanwhile, today's situation on the global market guarantees successful future of Russian oil companies. The question is transportation capacity.
Traditionally oil is transported by pipe lines. The pipeline network owned by the state-run joint stock company Transneft transports 93% of the total oil extraction volume to Russian refineries and abroad. The network includes 48.7 thousand km of pipe lines with the diameter of 530-1220 mm, 360 pump stations, and tanks of 13.5 mln cubic meters. Transneft's pipelines pass 53 subjects of the Russian Federation.
Nevertheless, lately export transportation capacity increase of Transneft's network could not meet growing extracting demand. Thus oilmen had to start using alternative transport mode - railways. In 1998 crude oil transportation by railways took not more than 5% of the total oil and products rail delivery. In 2003 crude oil share amounted to 27%, wherein export constituted 74%.
In 2004 the situation considerably changed. First of all, oil and products loading volume registered by Russian railways network sharply dropped. Especially evident the trend became in H2. According to the Center of Transport Services of OAO RZD, in 2004 totally oil and products loading was up by only 2.6%. The growth rate slowdown is explained by crude oil transportation volume reduction by 1.2%, including export drop by 3.6%. Thus the proportion of oil delivery to that of products is as 25% to 75%. The change is explained by pipe line network development and investment in the sector allowed to increase carrying capacity considerably.
The situation with oil products is much more promising - loading volume of this cargo keeps growing. In 2004 oil products transportation volumes grew by 3.6% year-on-year, while export carriage was up by 6.4%.
In January 2005 the situation with oil and products rail transportation worsened. Loading volume dropped by 2.6%, export fell down by 19%. Experts explain the reduction by almost 2 holiday weeks and unfavourable weather conditions, preventing sea terminals from smooth handling. This is likely to be true as in February the situation improved. Totally OAO RZD forecasts oil and products loading volume increase at 5%.
Unfortunately, changes in the sector of oil and products rail transportation affected private companies. The case is that the lion's share of the private rail operators are specialized in liquid fuel carrying and they took some 60% of oil and products rail transportation. Today considerable share of the cargo are lost for railway due to extraction reduction or rerouting to pipes or inland shipping as their tariffs are lower. This resulted in rail tank excess. According to the recent data, some 30 thousands of rail tanks are idling.
Discount for New Markets
Anyway, there are two key reasons for the situation on the oil and products rail transportation market. Firstly, it is export crude oil duty rise. Another one is consequences of Yukos" bankruptcy. The share of the oil company in oil loading volume of Russian railways amounted to some 35%. Though in late 2004 the volumes considerably dropped. The Kuybyshevskaya railways suffered most, as oil and products constitute the lion's share of its carriage volumes. In 2003 the cargo took over 60% of the total. In the aggregate rail oil and products throughput the Kuybyshevskaya railway constituted 20.5%. In 2004 the index fell down to 17.8%. Most part of oil and products loading volume constituted Yukos" refineries (Kuybyshevsky, Novokuybyshevsky and Syzransky), they provided 14.5 mln tones of the cargo in 2004, wherein crude oil amounted to 7.5 mln. It is worth noting that crude oil loading volume remained at the level of 2003, while oil products decreased by 4 mln tones. Thus in 2004 the share of Yukos" production in the oil and products loading volume of the Kuybyshevskaya railway dropped from 44% in 2003 to 39% in 2004. According to the experts from the Center of Transport Services of the Kuybyshevskaya railway, the first reason of Yukos" volumes reduction in the carriage of the railway is concluding the contract with customers in China, which resulted in crude oil volume transportation decrease to refineries in Samara. After selling out the key oil extracting active Yuganskneftegaz the volumes were down even more considerably. In early 2005 the company completely stopped transporting crude oil by the Kuybyshevskaya railway. In January the railway decreased oil and products loading volume by 600 thousand tons year-on-year. In February and March crude oil loading was not even planned.
Transport department of Yukos - Yukos-Transservice commenting the situation explained that Q1 of 2004 should not be taken into account as after this period when the company's monthly loading averaged million tones considerable share of volumes rerouted to inland shipping due to lower tariffs.
Nevertheless, railway employees try to stimulate oil bulk rail transportation market. Particularly, since December 2004 discounts on crude oil transportation in OAO RZD's and private rolling stock taking into consideration getting back load are implemented for the rout Zuy (the Vostochno-Sibirskaya (Eastern-Siberian) railway) - Dzemghi (the Dalnevostochanya (Far-Eastern) railway). The term for getting 0.7 coefficient to the tariff is guarantee carriage volume at no less than 5800 thousand tones annually. A 0.9 reducing coefficient is implemented at the route Zuy - Khabarovsk. At the same time the Federal Tariff Service offered to de-regulate tariffs on oil bulk during the navigation period.
It should be confessed that thanks to the measures taken transport consistent in the oil production price was reduced. Thus for domestic transportation it amounted to 8%, for exporting via Russian sea ports - to 14,4% and via border passes - to 20%.
Speaking of discounts on rail delivery to China it is the decision tightly connected with Russia's foreign policy.
Facing East
Today the key consumers of Russian oil are companies from the UK, the Netherlands, Finland, Switzerland, China, the Cyprus and Italy. The most promising market is the Asia-Pacific region, where energy carrier consumption is up by 4-5% annually against world average increase of 2%. Russian experts forecast oil import to China to reach 65 mln tones in 2005 and 103 mln tones in 2010.
Also, China today is one of the key strategic partners of the Russian Federation. RF President Vladimir Putin during his visit to Peking in October 2004 stated that goods turnover between two countries is to grow by 50% in the near future and in the medium-term prospect it could be up thrice. Evidently the forecast is proved by rail transportation results: within last 4 years volumes on Russia - China routes almost doubled.
Thus, taking into consideration the fact that to the east for the Baykal lake there is no pipe line network railway importance for energy carriers transportation could hardly be overestimated. Meanwhile today's transport constituent in the production price, as railpeople confess, could not prevent oil bulk delivery to China from increasing. Moreover, according to the OAO RZD management's statements in case of volume growth tariff could be lowered even more. The only factor to limit is the capacity of border passes. In order to resolve the problem the investment project was developed, which envisages in 2005-2007 carrying capacity of the sector Karymskaya - Zabaykalsk improvement up to 30 mln tones annually. In September 2004 at the biggest pass on the Russian-Chinese border - the Zabaykalsk station - daily carrying capacity reached 14 train couples. A year ago the index was as 10 train couples. By 2010 30 train couples are to cross the pass. For reaching the target, electrification operations will be performed, infrastructure - developed and secondary railway lines are to be laid. In its turn, the Chinese party constructs at the Manchzhuria station heating for crude oil pouring in winter. The only problem for railwaypeople remain following claims for loading by oil companies. On one hand, copies of the contract signed by Yukos" chiefs on oil transportation destined for China increase still exist. Though as is known the company can not fulfill its obligations. The most part of Yukos volume could be compensated for railway by Rosneft, which is to transport some 300 thousands of oil monthly. Lukoil is to deliver no more than 250 thousand tones per month.
However OAO RZD states that in accordance with the agreement between the company and Rosneft oil transportation to China is to reach 4 mln tones this year. Lukoil is to carry another 3 mln tones by railway. An railway people still hope that Yukos" volume amounts to 3 mln tones.
Everything Happens for:
Another trend of the year passed was oversupply of rail tanks on the market. By late 2004 operators suffered from the situation as consignors in fact could dictate terms. Evidently, rail car constructing plants having long-term contracts on rail tanks will face serious difficulties soon as this production is not required on the market.
Although big consignors still invest into transport sector and even more active. Today they do not only purchase rail tank park but also develop port infrastructure and rail approaches to it.
Last year Lukoil put into operation new rail line which construction was fully financed by the company. The line optimizes train approaching to the oil product terminal in Vysotsk. Currently OAO RZD is negotiating with several other companies ready to invest into similar projects. Particularly, Rosneft and Russneft are mentioned. Moreover in almost all ports oil product terminals are planned to be constructed or modernized, which surely improves Russia's transport potential and attract cargo from neighboring countries" ports.
According to the Center of Transport Services of OAO RZD in 2004 in the total export oil bulk loading volume port rail stations took 54% and border passes - 46%. Moreover Russian oil bulk handling volume dropped in Ukraine 1.5-fold and in the Baltic countries - by 11.4%. Experts suppose that oil bulk rerouting to sea ports could not be changed even by tariff increase for transportation to Russian ports implemented in January as seen by the results of oil and products handling at ports in January-February of 2005.
Tatyana Tokareva
[~DETAIL_TEXT] =>
Where Crude Oil Disappears
Today the raw material potential of Russia enables to increase extraction, export and her presence on the global market. The main oil extracting region is still the Western Siberia, which take some 74% of the total extraction volume. The situation is expected to change when new oilfields in the Eastern Siberia are developed and extraction volume there is forecasted at 50 mln tones by 2020.
Oil extraction volume increase, domestic market saturation and refineries inability to raise oil production volume allow to get crude oil export up. Meanwhile, today's situation on the global market guarantees successful future of Russian oil companies. The question is transportation capacity.
Traditionally oil is transported by pipe lines. The pipeline network owned by the state-run joint stock company Transneft transports 93% of the total oil extraction volume to Russian refineries and abroad. The network includes 48.7 thousand km of pipe lines with the diameter of 530-1220 mm, 360 pump stations, and tanks of 13.5 mln cubic meters. Transneft's pipelines pass 53 subjects of the Russian Federation.
Nevertheless, lately export transportation capacity increase of Transneft's network could not meet growing extracting demand. Thus oilmen had to start using alternative transport mode - railways. In 1998 crude oil transportation by railways took not more than 5% of the total oil and products rail delivery. In 2003 crude oil share amounted to 27%, wherein export constituted 74%.
In 2004 the situation considerably changed. First of all, oil and products loading volume registered by Russian railways network sharply dropped. Especially evident the trend became in H2. According to the Center of Transport Services of OAO RZD, in 2004 totally oil and products loading was up by only 2.6%. The growth rate slowdown is explained by crude oil transportation volume reduction by 1.2%, including export drop by 3.6%. Thus the proportion of oil delivery to that of products is as 25% to 75%. The change is explained by pipe line network development and investment in the sector allowed to increase carrying capacity considerably.
The situation with oil products is much more promising - loading volume of this cargo keeps growing. In 2004 oil products transportation volumes grew by 3.6% year-on-year, while export carriage was up by 6.4%.
In January 2005 the situation with oil and products rail transportation worsened. Loading volume dropped by 2.6%, export fell down by 19%. Experts explain the reduction by almost 2 holiday weeks and unfavourable weather conditions, preventing sea terminals from smooth handling. This is likely to be true as in February the situation improved. Totally OAO RZD forecasts oil and products loading volume increase at 5%.
Unfortunately, changes in the sector of oil and products rail transportation affected private companies. The case is that the lion's share of the private rail operators are specialized in liquid fuel carrying and they took some 60% of oil and products rail transportation. Today considerable share of the cargo are lost for railway due to extraction reduction or rerouting to pipes or inland shipping as their tariffs are lower. This resulted in rail tank excess. According to the recent data, some 30 thousands of rail tanks are idling.
Discount for New Markets
Anyway, there are two key reasons for the situation on the oil and products rail transportation market. Firstly, it is export crude oil duty rise. Another one is consequences of Yukos" bankruptcy. The share of the oil company in oil loading volume of Russian railways amounted to some 35%. Though in late 2004 the volumes considerably dropped. The Kuybyshevskaya railways suffered most, as oil and products constitute the lion's share of its carriage volumes. In 2003 the cargo took over 60% of the total. In the aggregate rail oil and products throughput the Kuybyshevskaya railway constituted 20.5%. In 2004 the index fell down to 17.8%. Most part of oil and products loading volume constituted Yukos" refineries (Kuybyshevsky, Novokuybyshevsky and Syzransky), they provided 14.5 mln tones of the cargo in 2004, wherein crude oil amounted to 7.5 mln. It is worth noting that crude oil loading volume remained at the level of 2003, while oil products decreased by 4 mln tones. Thus in 2004 the share of Yukos" production in the oil and products loading volume of the Kuybyshevskaya railway dropped from 44% in 2003 to 39% in 2004. According to the experts from the Center of Transport Services of the Kuybyshevskaya railway, the first reason of Yukos" volumes reduction in the carriage of the railway is concluding the contract with customers in China, which resulted in crude oil volume transportation decrease to refineries in Samara. After selling out the key oil extracting active Yuganskneftegaz the volumes were down even more considerably. In early 2005 the company completely stopped transporting crude oil by the Kuybyshevskaya railway. In January the railway decreased oil and products loading volume by 600 thousand tons year-on-year. In February and March crude oil loading was not even planned.
Transport department of Yukos - Yukos-Transservice commenting the situation explained that Q1 of 2004 should not be taken into account as after this period when the company's monthly loading averaged million tones considerable share of volumes rerouted to inland shipping due to lower tariffs.
Nevertheless, railway employees try to stimulate oil bulk rail transportation market. Particularly, since December 2004 discounts on crude oil transportation in OAO RZD's and private rolling stock taking into consideration getting back load are implemented for the rout Zuy (the Vostochno-Sibirskaya (Eastern-Siberian) railway) - Dzemghi (the Dalnevostochanya (Far-Eastern) railway). The term for getting 0.7 coefficient to the tariff is guarantee carriage volume at no less than 5800 thousand tones annually. A 0.9 reducing coefficient is implemented at the route Zuy - Khabarovsk. At the same time the Federal Tariff Service offered to de-regulate tariffs on oil bulk during the navigation period.
It should be confessed that thanks to the measures taken transport consistent in the oil production price was reduced. Thus for domestic transportation it amounted to 8%, for exporting via Russian sea ports - to 14,4% and via border passes - to 20%.
Speaking of discounts on rail delivery to China it is the decision tightly connected with Russia's foreign policy.
Facing East
Today the key consumers of Russian oil are companies from the UK, the Netherlands, Finland, Switzerland, China, the Cyprus and Italy. The most promising market is the Asia-Pacific region, where energy carrier consumption is up by 4-5% annually against world average increase of 2%. Russian experts forecast oil import to China to reach 65 mln tones in 2005 and 103 mln tones in 2010.
Also, China today is one of the key strategic partners of the Russian Federation. RF President Vladimir Putin during his visit to Peking in October 2004 stated that goods turnover between two countries is to grow by 50% in the near future and in the medium-term prospect it could be up thrice. Evidently the forecast is proved by rail transportation results: within last 4 years volumes on Russia - China routes almost doubled.
Thus, taking into consideration the fact that to the east for the Baykal lake there is no pipe line network railway importance for energy carriers transportation could hardly be overestimated. Meanwhile today's transport constituent in the production price, as railpeople confess, could not prevent oil bulk delivery to China from increasing. Moreover, according to the OAO RZD management's statements in case of volume growth tariff could be lowered even more. The only factor to limit is the capacity of border passes. In order to resolve the problem the investment project was developed, which envisages in 2005-2007 carrying capacity of the sector Karymskaya - Zabaykalsk improvement up to 30 mln tones annually. In September 2004 at the biggest pass on the Russian-Chinese border - the Zabaykalsk station - daily carrying capacity reached 14 train couples. A year ago the index was as 10 train couples. By 2010 30 train couples are to cross the pass. For reaching the target, electrification operations will be performed, infrastructure - developed and secondary railway lines are to be laid. In its turn, the Chinese party constructs at the Manchzhuria station heating for crude oil pouring in winter. The only problem for railwaypeople remain following claims for loading by oil companies. On one hand, copies of the contract signed by Yukos" chiefs on oil transportation destined for China increase still exist. Though as is known the company can not fulfill its obligations. The most part of Yukos volume could be compensated for railway by Rosneft, which is to transport some 300 thousands of oil monthly. Lukoil is to deliver no more than 250 thousand tones per month.
However OAO RZD states that in accordance with the agreement between the company and Rosneft oil transportation to China is to reach 4 mln tones this year. Lukoil is to carry another 3 mln tones by railway. An railway people still hope that Yukos" volume amounts to 3 mln tones.
Everything Happens for:
Another trend of the year passed was oversupply of rail tanks on the market. By late 2004 operators suffered from the situation as consignors in fact could dictate terms. Evidently, rail car constructing plants having long-term contracts on rail tanks will face serious difficulties soon as this production is not required on the market.
Although big consignors still invest into transport sector and even more active. Today they do not only purchase rail tank park but also develop port infrastructure and rail approaches to it.
Last year Lukoil put into operation new rail line which construction was fully financed by the company. The line optimizes train approaching to the oil product terminal in Vysotsk. Currently OAO RZD is negotiating with several other companies ready to invest into similar projects. Particularly, Rosneft and Russneft are mentioned. Moreover in almost all ports oil product terminals are planned to be constructed or modernized, which surely improves Russia's transport potential and attract cargo from neighboring countries" ports.
According to the Center of Transport Services of OAO RZD in 2004 in the total export oil bulk loading volume port rail stations took 54% and border passes - 46%. Moreover Russian oil bulk handling volume dropped in Ukraine 1.5-fold and in the Baltic countries - by 11.4%. Experts suppose that oil bulk rerouting to sea ports could not be changed even by tariff increase for transportation to Russian ports implemented in January as seen by the results of oil and products handling at ports in January-February of 2005.
Tatyana Tokareva
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[DETAIL_TEXT] =>
Where Crude Oil Disappears
Today the raw material potential of Russia enables to increase extraction, export and her presence on the global market. The main oil extracting region is still the Western Siberia, which take some 74% of the total extraction volume. The situation is expected to change when new oilfields in the Eastern Siberia are developed and extraction volume there is forecasted at 50 mln tones by 2020.
Oil extraction volume increase, domestic market saturation and refineries inability to raise oil production volume allow to get crude oil export up. Meanwhile, today's situation on the global market guarantees successful future of Russian oil companies. The question is transportation capacity.
Traditionally oil is transported by pipe lines. The pipeline network owned by the state-run joint stock company Transneft transports 93% of the total oil extraction volume to Russian refineries and abroad. The network includes 48.7 thousand km of pipe lines with the diameter of 530-1220 mm, 360 pump stations, and tanks of 13.5 mln cubic meters. Transneft's pipelines pass 53 subjects of the Russian Federation.
Nevertheless, lately export transportation capacity increase of Transneft's network could not meet growing extracting demand. Thus oilmen had to start using alternative transport mode - railways. In 1998 crude oil transportation by railways took not more than 5% of the total oil and products rail delivery. In 2003 crude oil share amounted to 27%, wherein export constituted 74%.
In 2004 the situation considerably changed. First of all, oil and products loading volume registered by Russian railways network sharply dropped. Especially evident the trend became in H2. According to the Center of Transport Services of OAO RZD, in 2004 totally oil and products loading was up by only 2.6%. The growth rate slowdown is explained by crude oil transportation volume reduction by 1.2%, including export drop by 3.6%. Thus the proportion of oil delivery to that of products is as 25% to 75%. The change is explained by pipe line network development and investment in the sector allowed to increase carrying capacity considerably.
The situation with oil products is much more promising - loading volume of this cargo keeps growing. In 2004 oil products transportation volumes grew by 3.6% year-on-year, while export carriage was up by 6.4%.
In January 2005 the situation with oil and products rail transportation worsened. Loading volume dropped by 2.6%, export fell down by 19%. Experts explain the reduction by almost 2 holiday weeks and unfavourable weather conditions, preventing sea terminals from smooth handling. This is likely to be true as in February the situation improved. Totally OAO RZD forecasts oil and products loading volume increase at 5%.
Unfortunately, changes in the sector of oil and products rail transportation affected private companies. The case is that the lion's share of the private rail operators are specialized in liquid fuel carrying and they took some 60% of oil and products rail transportation. Today considerable share of the cargo are lost for railway due to extraction reduction or rerouting to pipes or inland shipping as their tariffs are lower. This resulted in rail tank excess. According to the recent data, some 30 thousands of rail tanks are idling.
Discount for New Markets
Anyway, there are two key reasons for the situation on the oil and products rail transportation market. Firstly, it is export crude oil duty rise. Another one is consequences of Yukos" bankruptcy. The share of the oil company in oil loading volume of Russian railways amounted to some 35%. Though in late 2004 the volumes considerably dropped. The Kuybyshevskaya railways suffered most, as oil and products constitute the lion's share of its carriage volumes. In 2003 the cargo took over 60% of the total. In the aggregate rail oil and products throughput the Kuybyshevskaya railway constituted 20.5%. In 2004 the index fell down to 17.8%. Most part of oil and products loading volume constituted Yukos" refineries (Kuybyshevsky, Novokuybyshevsky and Syzransky), they provided 14.5 mln tones of the cargo in 2004, wherein crude oil amounted to 7.5 mln. It is worth noting that crude oil loading volume remained at the level of 2003, while oil products decreased by 4 mln tones. Thus in 2004 the share of Yukos" production in the oil and products loading volume of the Kuybyshevskaya railway dropped from 44% in 2003 to 39% in 2004. According to the experts from the Center of Transport Services of the Kuybyshevskaya railway, the first reason of Yukos" volumes reduction in the carriage of the railway is concluding the contract with customers in China, which resulted in crude oil volume transportation decrease to refineries in Samara. After selling out the key oil extracting active Yuganskneftegaz the volumes were down even more considerably. In early 2005 the company completely stopped transporting crude oil by the Kuybyshevskaya railway. In January the railway decreased oil and products loading volume by 600 thousand tons year-on-year. In February and March crude oil loading was not even planned.
Transport department of Yukos - Yukos-Transservice commenting the situation explained that Q1 of 2004 should not be taken into account as after this period when the company's monthly loading averaged million tones considerable share of volumes rerouted to inland shipping due to lower tariffs.
Nevertheless, railway employees try to stimulate oil bulk rail transportation market. Particularly, since December 2004 discounts on crude oil transportation in OAO RZD's and private rolling stock taking into consideration getting back load are implemented for the rout Zuy (the Vostochno-Sibirskaya (Eastern-Siberian) railway) - Dzemghi (the Dalnevostochanya (Far-Eastern) railway). The term for getting 0.7 coefficient to the tariff is guarantee carriage volume at no less than 5800 thousand tones annually. A 0.9 reducing coefficient is implemented at the route Zuy - Khabarovsk. At the same time the Federal Tariff Service offered to de-regulate tariffs on oil bulk during the navigation period.
It should be confessed that thanks to the measures taken transport consistent in the oil production price was reduced. Thus for domestic transportation it amounted to 8%, for exporting via Russian sea ports - to 14,4% and via border passes - to 20%.
Speaking of discounts on rail delivery to China it is the decision tightly connected with Russia's foreign policy.
Facing East
Today the key consumers of Russian oil are companies from the UK, the Netherlands, Finland, Switzerland, China, the Cyprus and Italy. The most promising market is the Asia-Pacific region, where energy carrier consumption is up by 4-5% annually against world average increase of 2%. Russian experts forecast oil import to China to reach 65 mln tones in 2005 and 103 mln tones in 2010.
Also, China today is one of the key strategic partners of the Russian Federation. RF President Vladimir Putin during his visit to Peking in October 2004 stated that goods turnover between two countries is to grow by 50% in the near future and in the medium-term prospect it could be up thrice. Evidently the forecast is proved by rail transportation results: within last 4 years volumes on Russia - China routes almost doubled.
Thus, taking into consideration the fact that to the east for the Baykal lake there is no pipe line network railway importance for energy carriers transportation could hardly be overestimated. Meanwhile today's transport constituent in the production price, as railpeople confess, could not prevent oil bulk delivery to China from increasing. Moreover, according to the OAO RZD management's statements in case of volume growth tariff could be lowered even more. The only factor to limit is the capacity of border passes. In order to resolve the problem the investment project was developed, which envisages in 2005-2007 carrying capacity of the sector Karymskaya - Zabaykalsk improvement up to 30 mln tones annually. In September 2004 at the biggest pass on the Russian-Chinese border - the Zabaykalsk station - daily carrying capacity reached 14 train couples. A year ago the index was as 10 train couples. By 2010 30 train couples are to cross the pass. For reaching the target, electrification operations will be performed, infrastructure - developed and secondary railway lines are to be laid. In its turn, the Chinese party constructs at the Manchzhuria station heating for crude oil pouring in winter. The only problem for railwaypeople remain following claims for loading by oil companies. On one hand, copies of the contract signed by Yukos" chiefs on oil transportation destined for China increase still exist. Though as is known the company can not fulfill its obligations. The most part of Yukos volume could be compensated for railway by Rosneft, which is to transport some 300 thousands of oil monthly. Lukoil is to deliver no more than 250 thousand tones per month.
However OAO RZD states that in accordance with the agreement between the company and Rosneft oil transportation to China is to reach 4 mln tones this year. Lukoil is to carry another 3 mln tones by railway. An railway people still hope that Yukos" volume amounts to 3 mln tones.
Everything Happens for:
Another trend of the year passed was oversupply of rail tanks on the market. By late 2004 operators suffered from the situation as consignors in fact could dictate terms. Evidently, rail car constructing plants having long-term contracts on rail tanks will face serious difficulties soon as this production is not required on the market.
Although big consignors still invest into transport sector and even more active. Today they do not only purchase rail tank park but also develop port infrastructure and rail approaches to it.
Last year Lukoil put into operation new rail line which construction was fully financed by the company. The line optimizes train approaching to the oil product terminal in Vysotsk. Currently OAO RZD is negotiating with several other companies ready to invest into similar projects. Particularly, Rosneft and Russneft are mentioned. Moreover in almost all ports oil product terminals are planned to be constructed or modernized, which surely improves Russia's transport potential and attract cargo from neighboring countries" ports.
According to the Center of Transport Services of OAO RZD in 2004 in the total export oil bulk loading volume port rail stations took 54% and border passes - 46%. Moreover Russian oil bulk handling volume dropped in Ukraine 1.5-fold and in the Baltic countries - by 11.4%. Experts suppose that oil bulk rerouting to sea ports could not be changed even by tariff increase for transportation to Russian ports implemented in January as seen by the results of oil and products handling at ports in January-February of 2005.
Tatyana Tokareva
[~DETAIL_TEXT] =>
Where Crude Oil Disappears
Today the raw material potential of Russia enables to increase extraction, export and her presence on the global market. The main oil extracting region is still the Western Siberia, which take some 74% of the total extraction volume. The situation is expected to change when new oilfields in the Eastern Siberia are developed and extraction volume there is forecasted at 50 mln tones by 2020.
Oil extraction volume increase, domestic market saturation and refineries inability to raise oil production volume allow to get crude oil export up. Meanwhile, today's situation on the global market guarantees successful future of Russian oil companies. The question is transportation capacity.
Traditionally oil is transported by pipe lines. The pipeline network owned by the state-run joint stock company Transneft transports 93% of the total oil extraction volume to Russian refineries and abroad. The network includes 48.7 thousand km of pipe lines with the diameter of 530-1220 mm, 360 pump stations, and tanks of 13.5 mln cubic meters. Transneft's pipelines pass 53 subjects of the Russian Federation.
Nevertheless, lately export transportation capacity increase of Transneft's network could not meet growing extracting demand. Thus oilmen had to start using alternative transport mode - railways. In 1998 crude oil transportation by railways took not more than 5% of the total oil and products rail delivery. In 2003 crude oil share amounted to 27%, wherein export constituted 74%.
In 2004 the situation considerably changed. First of all, oil and products loading volume registered by Russian railways network sharply dropped. Especially evident the trend became in H2. According to the Center of Transport Services of OAO RZD, in 2004 totally oil and products loading was up by only 2.6%. The growth rate slowdown is explained by crude oil transportation volume reduction by 1.2%, including export drop by 3.6%. Thus the proportion of oil delivery to that of products is as 25% to 75%. The change is explained by pipe line network development and investment in the sector allowed to increase carrying capacity considerably.
The situation with oil products is much more promising - loading volume of this cargo keeps growing. In 2004 oil products transportation volumes grew by 3.6% year-on-year, while export carriage was up by 6.4%.
In January 2005 the situation with oil and products rail transportation worsened. Loading volume dropped by 2.6%, export fell down by 19%. Experts explain the reduction by almost 2 holiday weeks and unfavourable weather conditions, preventing sea terminals from smooth handling. This is likely to be true as in February the situation improved. Totally OAO RZD forecasts oil and products loading volume increase at 5%.
Unfortunately, changes in the sector of oil and products rail transportation affected private companies. The case is that the lion's share of the private rail operators are specialized in liquid fuel carrying and they took some 60% of oil and products rail transportation. Today considerable share of the cargo are lost for railway due to extraction reduction or rerouting to pipes or inland shipping as their tariffs are lower. This resulted in rail tank excess. According to the recent data, some 30 thousands of rail tanks are idling.
Discount for New Markets
Anyway, there are two key reasons for the situation on the oil and products rail transportation market. Firstly, it is export crude oil duty rise. Another one is consequences of Yukos" bankruptcy. The share of the oil company in oil loading volume of Russian railways amounted to some 35%. Though in late 2004 the volumes considerably dropped. The Kuybyshevskaya railways suffered most, as oil and products constitute the lion's share of its carriage volumes. In 2003 the cargo took over 60% of the total. In the aggregate rail oil and products throughput the Kuybyshevskaya railway constituted 20.5%. In 2004 the index fell down to 17.8%. Most part of oil and products loading volume constituted Yukos" refineries (Kuybyshevsky, Novokuybyshevsky and Syzransky), they provided 14.5 mln tones of the cargo in 2004, wherein crude oil amounted to 7.5 mln. It is worth noting that crude oil loading volume remained at the level of 2003, while oil products decreased by 4 mln tones. Thus in 2004 the share of Yukos" production in the oil and products loading volume of the Kuybyshevskaya railway dropped from 44% in 2003 to 39% in 2004. According to the experts from the Center of Transport Services of the Kuybyshevskaya railway, the first reason of Yukos" volumes reduction in the carriage of the railway is concluding the contract with customers in China, which resulted in crude oil volume transportation decrease to refineries in Samara. After selling out the key oil extracting active Yuganskneftegaz the volumes were down even more considerably. In early 2005 the company completely stopped transporting crude oil by the Kuybyshevskaya railway. In January the railway decreased oil and products loading volume by 600 thousand tons year-on-year. In February and March crude oil loading was not even planned.
Transport department of Yukos - Yukos-Transservice commenting the situation explained that Q1 of 2004 should not be taken into account as after this period when the company's monthly loading averaged million tones considerable share of volumes rerouted to inland shipping due to lower tariffs.
Nevertheless, railway employees try to stimulate oil bulk rail transportation market. Particularly, since December 2004 discounts on crude oil transportation in OAO RZD's and private rolling stock taking into consideration getting back load are implemented for the rout Zuy (the Vostochno-Sibirskaya (Eastern-Siberian) railway) - Dzemghi (the Dalnevostochanya (Far-Eastern) railway). The term for getting 0.7 coefficient to the tariff is guarantee carriage volume at no less than 5800 thousand tones annually. A 0.9 reducing coefficient is implemented at the route Zuy - Khabarovsk. At the same time the Federal Tariff Service offered to de-regulate tariffs on oil bulk during the navigation period.
It should be confessed that thanks to the measures taken transport consistent in the oil production price was reduced. Thus for domestic transportation it amounted to 8%, for exporting via Russian sea ports - to 14,4% and via border passes - to 20%.
Speaking of discounts on rail delivery to China it is the decision tightly connected with Russia's foreign policy.
Facing East
Today the key consumers of Russian oil are companies from the UK, the Netherlands, Finland, Switzerland, China, the Cyprus and Italy. The most promising market is the Asia-Pacific region, where energy carrier consumption is up by 4-5% annually against world average increase of 2%. Russian experts forecast oil import to China to reach 65 mln tones in 2005 and 103 mln tones in 2010.
Also, China today is one of the key strategic partners of the Russian Federation. RF President Vladimir Putin during his visit to Peking in October 2004 stated that goods turnover between two countries is to grow by 50% in the near future and in the medium-term prospect it could be up thrice. Evidently the forecast is proved by rail transportation results: within last 4 years volumes on Russia - China routes almost doubled.
Thus, taking into consideration the fact that to the east for the Baykal lake there is no pipe line network railway importance for energy carriers transportation could hardly be overestimated. Meanwhile today's transport constituent in the production price, as railpeople confess, could not prevent oil bulk delivery to China from increasing. Moreover, according to the OAO RZD management's statements in case of volume growth tariff could be lowered even more. The only factor to limit is the capacity of border passes. In order to resolve the problem the investment project was developed, which envisages in 2005-2007 carrying capacity of the sector Karymskaya - Zabaykalsk improvement up to 30 mln tones annually. In September 2004 at the biggest pass on the Russian-Chinese border - the Zabaykalsk station - daily carrying capacity reached 14 train couples. A year ago the index was as 10 train couples. By 2010 30 train couples are to cross the pass. For reaching the target, electrification operations will be performed, infrastructure - developed and secondary railway lines are to be laid. In its turn, the Chinese party constructs at the Manchzhuria station heating for crude oil pouring in winter. The only problem for railwaypeople remain following claims for loading by oil companies. On one hand, copies of the contract signed by Yukos" chiefs on oil transportation destined for China increase still exist. Though as is known the company can not fulfill its obligations. The most part of Yukos volume could be compensated for railway by Rosneft, which is to transport some 300 thousands of oil monthly. Lukoil is to deliver no more than 250 thousand tones per month.
However OAO RZD states that in accordance with the agreement between the company and Rosneft oil transportation to China is to reach 4 mln tones this year. Lukoil is to carry another 3 mln tones by railway. An railway people still hope that Yukos" volume amounts to 3 mln tones.
Everything Happens for:
Another trend of the year passed was oversupply of rail tanks on the market. By late 2004 operators suffered from the situation as consignors in fact could dictate terms. Evidently, rail car constructing plants having long-term contracts on rail tanks will face serious difficulties soon as this production is not required on the market.
Although big consignors still invest into transport sector and even more active. Today they do not only purchase rail tank park but also develop port infrastructure and rail approaches to it.
Last year Lukoil put into operation new rail line which construction was fully financed by the company. The line optimizes train approaching to the oil product terminal in Vysotsk. Currently OAO RZD is negotiating with several other companies ready to invest into similar projects. Particularly, Rosneft and Russneft are mentioned. Moreover in almost all ports oil product terminals are planned to be constructed or modernized, which surely improves Russia's transport potential and attract cargo from neighboring countries" ports.
According to the Center of Transport Services of OAO RZD in 2004 in the total export oil bulk loading volume port rail stations took 54% and border passes - 46%. Moreover Russian oil bulk handling volume dropped in Ukraine 1.5-fold and in the Baltic countries - by 11.4%. Experts suppose that oil bulk rerouting to sea ports could not be changed even by tariff increase for transportation to Russian ports implemented in January as seen by the results of oil and products handling at ports in January-February of 2005.
Tatyana Tokareva
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[DETAIL_TEXT] => In January-April, 2005, the throughput of the largest Latvian ports was 19.697 mln. tons, which was by 1.3% up year-on-year.
The Venspils port handled 10.246 mln. tons in January-April, which was by 1.9% up year-on-year. 6.603 mln. tons of liquid bulk (-456 thousand tons) was handled in the port. The throughput of general cargo also decreased to 236 thousand tons (-112 thousand tons). 3.407 mln. tons of solid bulk was handled, which was by 760 thousand tons up year-on-year. In April, the throughput of the Ventspils port was 2.7 mln. tons (the same as last April). In 2004, the port's throughput increased by 1.6% to 27.8 mln. tons.
The Riga port increased its throughput by 3.1% to 7.846 mln. tons. 4.31 mln. tons of solid bulk was handled (+ 14.9%) in the port, including 3.02 mln. tons of coal (+11.6%) and 642 thousand tons of chemicals (+34.6%). 2.1 mln. tons of general cargo (- 9.4%) was handled, including 1.36 mln.tons of timber (-11.5%) and 460 thousand tons of containerized cargo (-3.3%). 1.42 mln. tons of liquid bulk was handled in the Riga port, including 1.362 mln. tons of oil products (-9.7%). Although, diesel oil throughput increased to 487 thousand tons (+9.9%).
The Liepaja port handled 1.605 mln. tons, which was by 9.4% down year-on-year. 873 thousand tons of general cargo (-3.1%) was handled there, including 318 thousand tons of ferrous metals (+31.9%) and 252 thousand tons of timber (-6.4%). 433 thousand tons of solid bulk (-5.1%) was handled, including 203 thousand tons of agribulk (+0.8%). 299 thousand tons of liquid bulk was handled in the port, including 204 thousand of oil products (-37.2%) and 77.8 thousand tons of oil (+9.3%). In April, Liepaja port's throughput was 463 thousand tons. 141 thousand tons of solid bulk, 95 thousand tons of liquid bulk, and 227 thousand tons of general cargo was handled there.
Russkaya Troyka: First Results
Russkaya Troyka transported more than a thousand containers from Primorye to the Western cities of Russia in the first month of its operating.
The greater part of containers transported from South Korea was delivered from the Vostochny port (Nakhodka) to Taganrog.
Block trains are registered in one customs way-bill, this saves five days. The train allows to deliver cargo in 9.5 days. Nowadays, Russkaya Troyka has formed four routes of transportation from the Vostochny port to Taganrog and Moscow. In the near future, the company plans that its block trains will deliver cargo from Moscow to Far Eastern sea ports and then - to Asian countries.
By the end of Q3 of 2005, the company is going to carry 2,500 containers per month. This year Russkaya Troyka is going to transport 28,320 containers, that is 15-20 trains per month. It also has an opportunity to use agent network in 15 countries of Asian - Pacific region.
Russkaya Troyka has been founded jointly by OAO RZD and Far East Shipping Company. The two largest Russian transport companies share 50% of authorised capital stock each. The authorised capital stock is $16 million.
At present, 9 container ships have been ordered: 4 in China, 3 in Poland, and 2 in Japan. The supply will actually start next year, and is to be finished in Q4 of 2006.
High-Speed Trains in Russia
On April 11, 2005, in Hannover Gennady Fadeyev and Klaus Kleinfeld, the heads of OAO RZD and Siemens, signed a contract for development of high-speed trains production for Russian railways.
Fadeyev said that OAO RZD would have finalized technical specifications for the trains by May 30. It is presumed that the contract will be signed this summer, so that the first train is to be finished by 2007.
OAO RZD has to prepare the infrastructure for the trains on its own by the end of 2007.
The total cost of the contract for buying high-speed trains, which the parts are going to sign in summer, can make 1.5 bln. euro. RZD plans to buy up to 60 high-speed trains, which will be used on the routes Moscow-St. Petersburg, St. Petersburg-Helsinki etc.
Who Is in Charge?
The RF Ministry of Transport should get the right to influence port owners and representatives of port administrations to optimize the amount of stevedore companies, operating in one port, and to coordinate their efficient usage of the port territory.
"The problem of operation improvement in transport junctions, where operate cargo owners, forwarders, ports, railways, shipping, stevedore and other companies, is necessary to examine from the point of view of economy and legislation," said Khasyan Zabirov, a senior vice-president of OAO RZD, commenting on the situation, connected with wagon conjunction, arisen in Russian ports.
"Russian ports, which have a lot of stevedore companies on their territory, often turn into a sort of exchange, at which export cargoes are being sold," said the senior vice-president of OAO RZD. "It leads to the fact that traders, waiting for favourable prices, are not interested in speeding up the goods turnover. They slow the delivered cargoes auction down and reduce unloading in the port."
A lot of stevedore, forwarding, and other companies complicates efficient usage of port storage capacity. When transporting cargo to the consignee, who has no vacant storage capacities, unloading of wagons in the port can be stopped, though there are empty warehouses of other consignees. At the same time, the port, which has contracts with the railway, cannot influence the mentioned above transport market players to use storage territories of the port efficiently.
"In many ports cargo is handled directly from rail cars to vessels without using warehouse capacities, that minimize the expenses on loading-unloading. As a result, OAO RZD's wagons are used as free wheeled warehouses," notices Khasyan Zyabirov. "This situation could satisfy OAO RZD only if the port pays an additional duty for car-hours of idling."
This situation is aggravated due to the fact that the USSR system of port specialization was destroyed. Now each port is eager to handle only most profitable kinds of cargo, without taking into consideration the necessity of constant changes of technological processes and additional expenses of railway companies.
Sovcomflot And Stena Bulk to Ensure Safe Transportation of Crude Oil through Baltic Sea
Leading Russian and Swedish ship-owners, Sovcomflot and Stena Bulk, have signed a Letter of Intent for the joint development of a new type of supertanker called the "B-MAX", which will bring safety, environmental and economical benefits to the Baltic region.
The aim of the "B-MAX" (Baltic Max) project is to design and build a vessel which combines unprecedented safety levels with a competitive economical freight offering for companies exporting crude oil through the Baltic Sea. The export of Russian crude oil through the Baltic sea has substantially increased since 2001 in the framework of the growing energy dialog between Russia and western counterparties.
In addition to having mandatory double hulls, the "B-MAX" will feature double main engines in two completely separate engine rooms, double rudders and steering gear, two propellers and double control systems similar to those found on commercial aircraft.
The shallow draft of the "B-MAX" will afford it a cargo capacity in the range of 200 - 250,000 metric tonnes - an increase of 60-80% on conventional tonnage operating from the Baltic Sea - thereby enabling a reduction in both the total number of vessels trading from the Baltic and in the cost per barrel moved.
Sergey Frank, President & CEO of Sovcomflot comments; "As Russia's largest shipping company, we are committed to supporting the growth of the Russian energy sector and in this case focusing on Russian oil exports. The "B-MAX" project is aimed at reducing freight cost for our clients whilst increasing safe transportation in the Baltic Sea - we like this equation."
Ulf Ryder, President & CEO of Stena Bulk, comments; "Our objective of providing ever safer tanker transportation is clearly visible in our new-building program. We have a special focus on the traffic in our home waters. Designing a vessel with a superior cargo intake and higher safety specifications is a Stena speciality and we currently have 10 of these "MAX- concept" vessels contracted to leading oil companies. Working jointly with Sovcomflot on the B-MAX is a natural step for us with both companies sharing the same commitment to the Baltic region."
The "B-MAX" will be deigned and tested during 2005. If successful the first production could start by the end of 2006.
Russian Ports: Results of Q1
According to the quarterly report of Association of Commercial Sea Ports, in Q1 of 2005 the throughput of Russian ports increased by 18% (to 89.8 mln. tons) year-on-year. 38.9 mln. tons of bulk cargoes (+12%) and 50.9 mln. tons of liquid cargoes (+23%) was transported via Russian ports. Metal volume increased by 5%, coal - by 10%, crude oil - by 30%.
The throughput of the North-Western ports increased from 28.9 mln. tons in Q1 of 2004 to 37. 9 mln. tons in Q1 of 2005 (+34.1%). Bulk cargo handling was up by 17%, liquid cargo handling of the North-Western basin increased by 51%, including crude oil, which volume was by 62% up.
Southern basin ports handled 35.8 mln. tons (+13%).
Far-Eastern ports" total throughput amounted more than 16 mln. tons (+1%). Bulk cargo handling increase (+0.3 mln. tons) there made up for decrease of oil handling (- 0.3 mln. tons). Metal transportation decreased by 15%, but coal and timber transportation increased by 8%.
The throughput of stevedore companies of the St.-Petersburg port increased significantly. Spetsmornefteport OJSC (Primorsk) handled 13.9 mln.tons, which was by 49% up year-on-year. Other companies, which operate in the St-Petersburg port, increased their throughput by 18%.
Stevedore companies of the Novorossiysk port handled more then 26.6 mln. tons (+17%).
In Q1 of 2005, ports of Russia and neighbouring countries handled 107.3 mln. tons of export-import cargoes (+11%).
Russian ports handled 86.6 mln. tons, which was by 13.7 mln tons (19%) up year-on-year. Bulk cargo handling increased by 13%, liquid cargo handling - by 23%
Russian export cargo handled by the Baltic ports increased by 5% to 14.3 mln. tons. Liquid cargo transportation decreased by 13%, and dry cargo transportation increased by 12%, because of coal handling (+27%).
Ukrainian ports handled 6.4 mln. tons, which was by 2.2 mln.(-26%) tons down year-on-year.
Arctic Navigation Opens in Russian Far East
The Arctic navigation season has opened in the Russian Far East. The Vasily Golovnin vessel of the Far Eastern Sea Shipping Company delivered 6,000 tons of construction materials and equipment to the Chukotka village of Khatyrka for building a secondary school and apartment houses.
The vessel will make three trips to Chukotka before the end of June and deliver freight to Anadyr, Egvekinot and the port of Providenia.
All in all, 12 vessels of the Far Eastern Sea Shipping Company will take part in the 150-day navigation.
300,000 tons of coal will be shipped to northern areas of the Russian Far East from the Vostochny port before September. This year's Arctic navigation began nearly 1.5 months ahead of time.
The navigation season has also begun in the Amur River. Over 80 passenger vessels and freighters are ready to work. Contracts have been signed for the delivery of cargo to northern areas and timber exports to China and other countries. The freighters will supply construction materials, equipment and instruments to De-Kastri, where the Far Eastern largest terminal is being built for the transshipment of Sakhalin crude oil to sea tankers.
Passenger traffic caused 30 million ruble losses last year, but the shipping company will not close long-range and commuter routes.
Fuel suppliers to northern areas have been chosen in the Irkutsk region. The Osetrovskaya Shipping Company will deliver 55,000 tons of coal, and Naftasib-Irkutsk will carry over 2,000 tons of diesel fuel, gasoline and aviation kerosene.
It is planned to bring 158,000 tons of oil and 41,000 tons of petroleum products to the Bodaibo, Katanga, Kirensk and Mamsko-Chuisky districts of the Irkutsk region. The regional budget has assigned 509 million rubles for the deliveries.
The navigation season has also opened on the Volga-Baltic route. Two vessels departed on Tuesday, one for Vytegra and the other to Cherepovets.
All in all, about 100 dry cargo vessels, oil tankers and other ships are engaged in the passenger and cargo traffic on the route that connects the Gulf of Finland and the Volga River. The Astana tanker flying the flag of Kazakhstan and built in Vyborg has passed through the Neva, Ladoga and Svir and is about to enter the Onega Lake. The lake is still covered with ice, so the Kapitan Plakhin ice-breaker will lead the Astana through it.
The ice is also thick, up to 40 centimeters, in the White Sea.
[~DETAIL_TEXT] => In January-April, 2005, the throughput of the largest Latvian ports was 19.697 mln. tons, which was by 1.3% up year-on-year.
The Venspils port handled 10.246 mln. tons in January-April, which was by 1.9% up year-on-year. 6.603 mln. tons of liquid bulk (-456 thousand tons) was handled in the port. The throughput of general cargo also decreased to 236 thousand tons (-112 thousand tons). 3.407 mln. tons of solid bulk was handled, which was by 760 thousand tons up year-on-year. In April, the throughput of the Ventspils port was 2.7 mln. tons (the same as last April). In 2004, the port's throughput increased by 1.6% to 27.8 mln. tons.
The Riga port increased its throughput by 3.1% to 7.846 mln. tons. 4.31 mln. tons of solid bulk was handled (+ 14.9%) in the port, including 3.02 mln. tons of coal (+11.6%) and 642 thousand tons of chemicals (+34.6%). 2.1 mln. tons of general cargo (- 9.4%) was handled, including 1.36 mln.tons of timber (-11.5%) and 460 thousand tons of containerized cargo (-3.3%). 1.42 mln. tons of liquid bulk was handled in the Riga port, including 1.362 mln. tons of oil products (-9.7%). Although, diesel oil throughput increased to 487 thousand tons (+9.9%).
The Liepaja port handled 1.605 mln. tons, which was by 9.4% down year-on-year. 873 thousand tons of general cargo (-3.1%) was handled there, including 318 thousand tons of ferrous metals (+31.9%) and 252 thousand tons of timber (-6.4%). 433 thousand tons of solid bulk (-5.1%) was handled, including 203 thousand tons of agribulk (+0.8%). 299 thousand tons of liquid bulk was handled in the port, including 204 thousand of oil products (-37.2%) and 77.8 thousand tons of oil (+9.3%). In April, Liepaja port's throughput was 463 thousand tons. 141 thousand tons of solid bulk, 95 thousand tons of liquid bulk, and 227 thousand tons of general cargo was handled there.
Russkaya Troyka: First Results
Russkaya Troyka transported more than a thousand containers from Primorye to the Western cities of Russia in the first month of its operating.
The greater part of containers transported from South Korea was delivered from the Vostochny port (Nakhodka) to Taganrog.
Block trains are registered in one customs way-bill, this saves five days. The train allows to deliver cargo in 9.5 days. Nowadays, Russkaya Troyka has formed four routes of transportation from the Vostochny port to Taganrog and Moscow. In the near future, the company plans that its block trains will deliver cargo from Moscow to Far Eastern sea ports and then - to Asian countries.
By the end of Q3 of 2005, the company is going to carry 2,500 containers per month. This year Russkaya Troyka is going to transport 28,320 containers, that is 15-20 trains per month. It also has an opportunity to use agent network in 15 countries of Asian - Pacific region.
Russkaya Troyka has been founded jointly by OAO RZD and Far East Shipping Company. The two largest Russian transport companies share 50% of authorised capital stock each. The authorised capital stock is $16 million.
At present, 9 container ships have been ordered: 4 in China, 3 in Poland, and 2 in Japan. The supply will actually start next year, and is to be finished in Q4 of 2006.
High-Speed Trains in Russia
On April 11, 2005, in Hannover Gennady Fadeyev and Klaus Kleinfeld, the heads of OAO RZD and Siemens, signed a contract for development of high-speed trains production for Russian railways.
Fadeyev said that OAO RZD would have finalized technical specifications for the trains by May 30. It is presumed that the contract will be signed this summer, so that the first train is to be finished by 2007.
OAO RZD has to prepare the infrastructure for the trains on its own by the end of 2007.
The total cost of the contract for buying high-speed trains, which the parts are going to sign in summer, can make 1.5 bln. euro. RZD plans to buy up to 60 high-speed trains, which will be used on the routes Moscow-St. Petersburg, St. Petersburg-Helsinki etc.
Who Is in Charge?
The RF Ministry of Transport should get the right to influence port owners and representatives of port administrations to optimize the amount of stevedore companies, operating in one port, and to coordinate their efficient usage of the port territory.
"The problem of operation improvement in transport junctions, where operate cargo owners, forwarders, ports, railways, shipping, stevedore and other companies, is necessary to examine from the point of view of economy and legislation," said Khasyan Zabirov, a senior vice-president of OAO RZD, commenting on the situation, connected with wagon conjunction, arisen in Russian ports.
"Russian ports, which have a lot of stevedore companies on their territory, often turn into a sort of exchange, at which export cargoes are being sold," said the senior vice-president of OAO RZD. "It leads to the fact that traders, waiting for favourable prices, are not interested in speeding up the goods turnover. They slow the delivered cargoes auction down and reduce unloading in the port."
A lot of stevedore, forwarding, and other companies complicates efficient usage of port storage capacity. When transporting cargo to the consignee, who has no vacant storage capacities, unloading of wagons in the port can be stopped, though there are empty warehouses of other consignees. At the same time, the port, which has contracts with the railway, cannot influence the mentioned above transport market players to use storage territories of the port efficiently.
"In many ports cargo is handled directly from rail cars to vessels without using warehouse capacities, that minimize the expenses on loading-unloading. As a result, OAO RZD's wagons are used as free wheeled warehouses," notices Khasyan Zyabirov. "This situation could satisfy OAO RZD only if the port pays an additional duty for car-hours of idling."
This situation is aggravated due to the fact that the USSR system of port specialization was destroyed. Now each port is eager to handle only most profitable kinds of cargo, without taking into consideration the necessity of constant changes of technological processes and additional expenses of railway companies.
Sovcomflot And Stena Bulk to Ensure Safe Transportation of Crude Oil through Baltic Sea
Leading Russian and Swedish ship-owners, Sovcomflot and Stena Bulk, have signed a Letter of Intent for the joint development of a new type of supertanker called the "B-MAX", which will bring safety, environmental and economical benefits to the Baltic region.
The aim of the "B-MAX" (Baltic Max) project is to design and build a vessel which combines unprecedented safety levels with a competitive economical freight offering for companies exporting crude oil through the Baltic Sea. The export of Russian crude oil through the Baltic sea has substantially increased since 2001 in the framework of the growing energy dialog between Russia and western counterparties.
In addition to having mandatory double hulls, the "B-MAX" will feature double main engines in two completely separate engine rooms, double rudders and steering gear, two propellers and double control systems similar to those found on commercial aircraft.
The shallow draft of the "B-MAX" will afford it a cargo capacity in the range of 200 - 250,000 metric tonnes - an increase of 60-80% on conventional tonnage operating from the Baltic Sea - thereby enabling a reduction in both the total number of vessels trading from the Baltic and in the cost per barrel moved.
Sergey Frank, President & CEO of Sovcomflot comments; "As Russia's largest shipping company, we are committed to supporting the growth of the Russian energy sector and in this case focusing on Russian oil exports. The "B-MAX" project is aimed at reducing freight cost for our clients whilst increasing safe transportation in the Baltic Sea - we like this equation."
Ulf Ryder, President & CEO of Stena Bulk, comments; "Our objective of providing ever safer tanker transportation is clearly visible in our new-building program. We have a special focus on the traffic in our home waters. Designing a vessel with a superior cargo intake and higher safety specifications is a Stena speciality and we currently have 10 of these "MAX- concept" vessels contracted to leading oil companies. Working jointly with Sovcomflot on the B-MAX is a natural step for us with both companies sharing the same commitment to the Baltic region."
The "B-MAX" will be deigned and tested during 2005. If successful the first production could start by the end of 2006.
Russian Ports: Results of Q1
According to the quarterly report of Association of Commercial Sea Ports, in Q1 of 2005 the throughput of Russian ports increased by 18% (to 89.8 mln. tons) year-on-year. 38.9 mln. tons of bulk cargoes (+12%) and 50.9 mln. tons of liquid cargoes (+23%) was transported via Russian ports. Metal volume increased by 5%, coal - by 10%, crude oil - by 30%.
The throughput of the North-Western ports increased from 28.9 mln. tons in Q1 of 2004 to 37. 9 mln. tons in Q1 of 2005 (+34.1%). Bulk cargo handling was up by 17%, liquid cargo handling of the North-Western basin increased by 51%, including crude oil, which volume was by 62% up.
Southern basin ports handled 35.8 mln. tons (+13%).
Far-Eastern ports" total throughput amounted more than 16 mln. tons (+1%). Bulk cargo handling increase (+0.3 mln. tons) there made up for decrease of oil handling (- 0.3 mln. tons). Metal transportation decreased by 15%, but coal and timber transportation increased by 8%.
The throughput of stevedore companies of the St.-Petersburg port increased significantly. Spetsmornefteport OJSC (Primorsk) handled 13.9 mln.tons, which was by 49% up year-on-year. Other companies, which operate in the St-Petersburg port, increased their throughput by 18%.
Stevedore companies of the Novorossiysk port handled more then 26.6 mln. tons (+17%).
In Q1 of 2005, ports of Russia and neighbouring countries handled 107.3 mln. tons of export-import cargoes (+11%).
Russian ports handled 86.6 mln. tons, which was by 13.7 mln tons (19%) up year-on-year. Bulk cargo handling increased by 13%, liquid cargo handling - by 23%
Russian export cargo handled by the Baltic ports increased by 5% to 14.3 mln. tons. Liquid cargo transportation decreased by 13%, and dry cargo transportation increased by 12%, because of coal handling (+27%).
Ukrainian ports handled 6.4 mln. tons, which was by 2.2 mln.(-26%) tons down year-on-year.
Arctic Navigation Opens in Russian Far East
The Arctic navigation season has opened in the Russian Far East. The Vasily Golovnin vessel of the Far Eastern Sea Shipping Company delivered 6,000 tons of construction materials and equipment to the Chukotka village of Khatyrka for building a secondary school and apartment houses.
The vessel will make three trips to Chukotka before the end of June and deliver freight to Anadyr, Egvekinot and the port of Providenia.
All in all, 12 vessels of the Far Eastern Sea Shipping Company will take part in the 150-day navigation.
300,000 tons of coal will be shipped to northern areas of the Russian Far East from the Vostochny port before September. This year's Arctic navigation began nearly 1.5 months ahead of time.
The navigation season has also begun in the Amur River. Over 80 passenger vessels and freighters are ready to work. Contracts have been signed for the delivery of cargo to northern areas and timber exports to China and other countries. The freighters will supply construction materials, equipment and instruments to De-Kastri, where the Far Eastern largest terminal is being built for the transshipment of Sakhalin crude oil to sea tankers.
Passenger traffic caused 30 million ruble losses last year, but the shipping company will not close long-range and commuter routes.
Fuel suppliers to northern areas have been chosen in the Irkutsk region. The Osetrovskaya Shipping Company will deliver 55,000 tons of coal, and Naftasib-Irkutsk will carry over 2,000 tons of diesel fuel, gasoline and aviation kerosene.
It is planned to bring 158,000 tons of oil and 41,000 tons of petroleum products to the Bodaibo, Katanga, Kirensk and Mamsko-Chuisky districts of the Irkutsk region. The regional budget has assigned 509 million rubles for the deliveries.
The navigation season has also opened on the Volga-Baltic route. Two vessels departed on Tuesday, one for Vytegra and the other to Cherepovets.
All in all, about 100 dry cargo vessels, oil tankers and other ships are engaged in the passenger and cargo traffic on the route that connects the Gulf of Finland and the Volga River. The Astana tanker flying the flag of Kazakhstan and built in Vyborg has passed through the Neva, Ladoga and Svir and is about to enter the Onega Lake. The lake is still covered with ice, so the Kapitan Plakhin ice-breaker will lead the Astana through it.
The ice is also thick, up to 40 centimeters, in the White Sea.
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[DETAIL_TEXT] => In January-April, 2005, the throughput of the largest Latvian ports was 19.697 mln. tons, which was by 1.3% up year-on-year.
The Venspils port handled 10.246 mln. tons in January-April, which was by 1.9% up year-on-year. 6.603 mln. tons of liquid bulk (-456 thousand tons) was handled in the port. The throughput of general cargo also decreased to 236 thousand tons (-112 thousand tons). 3.407 mln. tons of solid bulk was handled, which was by 760 thousand tons up year-on-year. In April, the throughput of the Ventspils port was 2.7 mln. tons (the same as last April). In 2004, the port's throughput increased by 1.6% to 27.8 mln. tons.
The Riga port increased its throughput by 3.1% to 7.846 mln. tons. 4.31 mln. tons of solid bulk was handled (+ 14.9%) in the port, including 3.02 mln. tons of coal (+11.6%) and 642 thousand tons of chemicals (+34.6%). 2.1 mln. tons of general cargo (- 9.4%) was handled, including 1.36 mln.tons of timber (-11.5%) and 460 thousand tons of containerized cargo (-3.3%). 1.42 mln. tons of liquid bulk was handled in the Riga port, including 1.362 mln. tons of oil products (-9.7%). Although, diesel oil throughput increased to 487 thousand tons (+9.9%).
The Liepaja port handled 1.605 mln. tons, which was by 9.4% down year-on-year. 873 thousand tons of general cargo (-3.1%) was handled there, including 318 thousand tons of ferrous metals (+31.9%) and 252 thousand tons of timber (-6.4%). 433 thousand tons of solid bulk (-5.1%) was handled, including 203 thousand tons of agribulk (+0.8%). 299 thousand tons of liquid bulk was handled in the port, including 204 thousand of oil products (-37.2%) and 77.8 thousand tons of oil (+9.3%). In April, Liepaja port's throughput was 463 thousand tons. 141 thousand tons of solid bulk, 95 thousand tons of liquid bulk, and 227 thousand tons of general cargo was handled there.
Russkaya Troyka: First Results
Russkaya Troyka transported more than a thousand containers from Primorye to the Western cities of Russia in the first month of its operating.
The greater part of containers transported from South Korea was delivered from the Vostochny port (Nakhodka) to Taganrog.
Block trains are registered in one customs way-bill, this saves five days. The train allows to deliver cargo in 9.5 days. Nowadays, Russkaya Troyka has formed four routes of transportation from the Vostochny port to Taganrog and Moscow. In the near future, the company plans that its block trains will deliver cargo from Moscow to Far Eastern sea ports and then - to Asian countries.
By the end of Q3 of 2005, the company is going to carry 2,500 containers per month. This year Russkaya Troyka is going to transport 28,320 containers, that is 15-20 trains per month. It also has an opportunity to use agent network in 15 countries of Asian - Pacific region.
Russkaya Troyka has been founded jointly by OAO RZD and Far East Shipping Company. The two largest Russian transport companies share 50% of authorised capital stock each. The authorised capital stock is $16 million.
At present, 9 container ships have been ordered: 4 in China, 3 in Poland, and 2 in Japan. The supply will actually start next year, and is to be finished in Q4 of 2006.
High-Speed Trains in Russia
On April 11, 2005, in Hannover Gennady Fadeyev and Klaus Kleinfeld, the heads of OAO RZD and Siemens, signed a contract for development of high-speed trains production for Russian railways.
Fadeyev said that OAO RZD would have finalized technical specifications for the trains by May 30. It is presumed that the contract will be signed this summer, so that the first train is to be finished by 2007.
OAO RZD has to prepare the infrastructure for the trains on its own by the end of 2007.
The total cost of the contract for buying high-speed trains, which the parts are going to sign in summer, can make 1.5 bln. euro. RZD plans to buy up to 60 high-speed trains, which will be used on the routes Moscow-St. Petersburg, St. Petersburg-Helsinki etc.
Who Is in Charge?
The RF Ministry of Transport should get the right to influence port owners and representatives of port administrations to optimize the amount of stevedore companies, operating in one port, and to coordinate their efficient usage of the port territory.
"The problem of operation improvement in transport junctions, where operate cargo owners, forwarders, ports, railways, shipping, stevedore and other companies, is necessary to examine from the point of view of economy and legislation," said Khasyan Zabirov, a senior vice-president of OAO RZD, commenting on the situation, connected with wagon conjunction, arisen in Russian ports.
"Russian ports, which have a lot of stevedore companies on their territory, often turn into a sort of exchange, at which export cargoes are being sold," said the senior vice-president of OAO RZD. "It leads to the fact that traders, waiting for favourable prices, are not interested in speeding up the goods turnover. They slow the delivered cargoes auction down and reduce unloading in the port."
A lot of stevedore, forwarding, and other companies complicates efficient usage of port storage capacity. When transporting cargo to the consignee, who has no vacant storage capacities, unloading of wagons in the port can be stopped, though there are empty warehouses of other consignees. At the same time, the port, which has contracts with the railway, cannot influence the mentioned above transport market players to use storage territories of the port efficiently.
"In many ports cargo is handled directly from rail cars to vessels without using warehouse capacities, that minimize the expenses on loading-unloading. As a result, OAO RZD's wagons are used as free wheeled warehouses," notices Khasyan Zyabirov. "This situation could satisfy OAO RZD only if the port pays an additional duty for car-hours of idling."
This situation is aggravated due to the fact that the USSR system of port specialization was destroyed. Now each port is eager to handle only most profitable kinds of cargo, without taking into consideration the necessity of constant changes of technological processes and additional expenses of railway companies.
Sovcomflot And Stena Bulk to Ensure Safe Transportation of Crude Oil through Baltic Sea
Leading Russian and Swedish ship-owners, Sovcomflot and Stena Bulk, have signed a Letter of Intent for the joint development of a new type of supertanker called the "B-MAX", which will bring safety, environmental and economical benefits to the Baltic region.
The aim of the "B-MAX" (Baltic Max) project is to design and build a vessel which combines unprecedented safety levels with a competitive economical freight offering for companies exporting crude oil through the Baltic Sea. The export of Russian crude oil through the Baltic sea has substantially increased since 2001 in the framework of the growing energy dialog between Russia and western counterparties.
In addition to having mandatory double hulls, the "B-MAX" will feature double main engines in two completely separate engine rooms, double rudders and steering gear, two propellers and double control systems similar to those found on commercial aircraft.
The shallow draft of the "B-MAX" will afford it a cargo capacity in the range of 200 - 250,000 metric tonnes - an increase of 60-80% on conventional tonnage operating from the Baltic Sea - thereby enabling a reduction in both the total number of vessels trading from the Baltic and in the cost per barrel moved.
Sergey Frank, President & CEO of Sovcomflot comments; "As Russia's largest shipping company, we are committed to supporting the growth of the Russian energy sector and in this case focusing on Russian oil exports. The "B-MAX" project is aimed at reducing freight cost for our clients whilst increasing safe transportation in the Baltic Sea - we like this equation."
Ulf Ryder, President & CEO of Stena Bulk, comments; "Our objective of providing ever safer tanker transportation is clearly visible in our new-building program. We have a special focus on the traffic in our home waters. Designing a vessel with a superior cargo intake and higher safety specifications is a Stena speciality and we currently have 10 of these "MAX- concept" vessels contracted to leading oil companies. Working jointly with Sovcomflot on the B-MAX is a natural step for us with both companies sharing the same commitment to the Baltic region."
The "B-MAX" will be deigned and tested during 2005. If successful the first production could start by the end of 2006.
Russian Ports: Results of Q1
According to the quarterly report of Association of Commercial Sea Ports, in Q1 of 2005 the throughput of Russian ports increased by 18% (to 89.8 mln. tons) year-on-year. 38.9 mln. tons of bulk cargoes (+12%) and 50.9 mln. tons of liquid cargoes (+23%) was transported via Russian ports. Metal volume increased by 5%, coal - by 10%, crude oil - by 30%.
The throughput of the North-Western ports increased from 28.9 mln. tons in Q1 of 2004 to 37. 9 mln. tons in Q1 of 2005 (+34.1%). Bulk cargo handling was up by 17%, liquid cargo handling of the North-Western basin increased by 51%, including crude oil, which volume was by 62% up.
Southern basin ports handled 35.8 mln. tons (+13%).
Far-Eastern ports" total throughput amounted more than 16 mln. tons (+1%). Bulk cargo handling increase (+0.3 mln. tons) there made up for decrease of oil handling (- 0.3 mln. tons). Metal transportation decreased by 15%, but coal and timber transportation increased by 8%.
The throughput of stevedore companies of the St.-Petersburg port increased significantly. Spetsmornefteport OJSC (Primorsk) handled 13.9 mln.tons, which was by 49% up year-on-year. Other companies, which operate in the St-Petersburg port, increased their throughput by 18%.
Stevedore companies of the Novorossiysk port handled more then 26.6 mln. tons (+17%).
In Q1 of 2005, ports of Russia and neighbouring countries handled 107.3 mln. tons of export-import cargoes (+11%).
Russian ports handled 86.6 mln. tons, which was by 13.7 mln tons (19%) up year-on-year. Bulk cargo handling increased by 13%, liquid cargo handling - by 23%
Russian export cargo handled by the Baltic ports increased by 5% to 14.3 mln. tons. Liquid cargo transportation decreased by 13%, and dry cargo transportation increased by 12%, because of coal handling (+27%).
Ukrainian ports handled 6.4 mln. tons, which was by 2.2 mln.(-26%) tons down year-on-year.
Arctic Navigation Opens in Russian Far East
The Arctic navigation season has opened in the Russian Far East. The Vasily Golovnin vessel of the Far Eastern Sea Shipping Company delivered 6,000 tons of construction materials and equipment to the Chukotka village of Khatyrka for building a secondary school and apartment houses.
The vessel will make three trips to Chukotka before the end of June and deliver freight to Anadyr, Egvekinot and the port of Providenia.
All in all, 12 vessels of the Far Eastern Sea Shipping Company will take part in the 150-day navigation.
300,000 tons of coal will be shipped to northern areas of the Russian Far East from the Vostochny port before September. This year's Arctic navigation began nearly 1.5 months ahead of time.
The navigation season has also begun in the Amur River. Over 80 passenger vessels and freighters are ready to work. Contracts have been signed for the delivery of cargo to northern areas and timber exports to China and other countries. The freighters will supply construction materials, equipment and instruments to De-Kastri, where the Far Eastern largest terminal is being built for the transshipment of Sakhalin crude oil to sea tankers.
Passenger traffic caused 30 million ruble losses last year, but the shipping company will not close long-range and commuter routes.
Fuel suppliers to northern areas have been chosen in the Irkutsk region. The Osetrovskaya Shipping Company will deliver 55,000 tons of coal, and Naftasib-Irkutsk will carry over 2,000 tons of diesel fuel, gasoline and aviation kerosene.
It is planned to bring 158,000 tons of oil and 41,000 tons of petroleum products to the Bodaibo, Katanga, Kirensk and Mamsko-Chuisky districts of the Irkutsk region. The regional budget has assigned 509 million rubles for the deliveries.
The navigation season has also opened on the Volga-Baltic route. Two vessels departed on Tuesday, one for Vytegra and the other to Cherepovets.
All in all, about 100 dry cargo vessels, oil tankers and other ships are engaged in the passenger and cargo traffic on the route that connects the Gulf of Finland and the Volga River. The Astana tanker flying the flag of Kazakhstan and built in Vyborg has passed through the Neva, Ladoga and Svir and is about to enter the Onega Lake. The lake is still covered with ice, so the Kapitan Plakhin ice-breaker will lead the Astana through it.
The ice is also thick, up to 40 centimeters, in the White Sea.
[~DETAIL_TEXT] => In January-April, 2005, the throughput of the largest Latvian ports was 19.697 mln. tons, which was by 1.3% up year-on-year.
The Venspils port handled 10.246 mln. tons in January-April, which was by 1.9% up year-on-year. 6.603 mln. tons of liquid bulk (-456 thousand tons) was handled in the port. The throughput of general cargo also decreased to 236 thousand tons (-112 thousand tons). 3.407 mln. tons of solid bulk was handled, which was by 760 thousand tons up year-on-year. In April, the throughput of the Ventspils port was 2.7 mln. tons (the same as last April). In 2004, the port's throughput increased by 1.6% to 27.8 mln. tons.
The Riga port increased its throughput by 3.1% to 7.846 mln. tons. 4.31 mln. tons of solid bulk was handled (+ 14.9%) in the port, including 3.02 mln. tons of coal (+11.6%) and 642 thousand tons of chemicals (+34.6%). 2.1 mln. tons of general cargo (- 9.4%) was handled, including 1.36 mln.tons of timber (-11.5%) and 460 thousand tons of containerized cargo (-3.3%). 1.42 mln. tons of liquid bulk was handled in the Riga port, including 1.362 mln. tons of oil products (-9.7%). Although, diesel oil throughput increased to 487 thousand tons (+9.9%).
The Liepaja port handled 1.605 mln. tons, which was by 9.4% down year-on-year. 873 thousand tons of general cargo (-3.1%) was handled there, including 318 thousand tons of ferrous metals (+31.9%) and 252 thousand tons of timber (-6.4%). 433 thousand tons of solid bulk (-5.1%) was handled, including 203 thousand tons of agribulk (+0.8%). 299 thousand tons of liquid bulk was handled in the port, including 204 thousand of oil products (-37.2%) and 77.8 thousand tons of oil (+9.3%). In April, Liepaja port's throughput was 463 thousand tons. 141 thousand tons of solid bulk, 95 thousand tons of liquid bulk, and 227 thousand tons of general cargo was handled there.
Russkaya Troyka: First Results
Russkaya Troyka transported more than a thousand containers from Primorye to the Western cities of Russia in the first month of its operating.
The greater part of containers transported from South Korea was delivered from the Vostochny port (Nakhodka) to Taganrog.
Block trains are registered in one customs way-bill, this saves five days. The train allows to deliver cargo in 9.5 days. Nowadays, Russkaya Troyka has formed four routes of transportation from the Vostochny port to Taganrog and Moscow. In the near future, the company plans that its block trains will deliver cargo from Moscow to Far Eastern sea ports and then - to Asian countries.
By the end of Q3 of 2005, the company is going to carry 2,500 containers per month. This year Russkaya Troyka is going to transport 28,320 containers, that is 15-20 trains per month. It also has an opportunity to use agent network in 15 countries of Asian - Pacific region.
Russkaya Troyka has been founded jointly by OAO RZD and Far East Shipping Company. The two largest Russian transport companies share 50% of authorised capital stock each. The authorised capital stock is $16 million.
At present, 9 container ships have been ordered: 4 in China, 3 in Poland, and 2 in Japan. The supply will actually start next year, and is to be finished in Q4 of 2006.
High-Speed Trains in Russia
On April 11, 2005, in Hannover Gennady Fadeyev and Klaus Kleinfeld, the heads of OAO RZD and Siemens, signed a contract for development of high-speed trains production for Russian railways.
Fadeyev said that OAO RZD would have finalized technical specifications for the trains by May 30. It is presumed that the contract will be signed this summer, so that the first train is to be finished by 2007.
OAO RZD has to prepare the infrastructure for the trains on its own by the end of 2007.
The total cost of the contract for buying high-speed trains, which the parts are going to sign in summer, can make 1.5 bln. euro. RZD plans to buy up to 60 high-speed trains, which will be used on the routes Moscow-St. Petersburg, St. Petersburg-Helsinki etc.
Who Is in Charge?
The RF Ministry of Transport should get the right to influence port owners and representatives of port administrations to optimize the amount of stevedore companies, operating in one port, and to coordinate their efficient usage of the port territory.
"The problem of operation improvement in transport junctions, where operate cargo owners, forwarders, ports, railways, shipping, stevedore and other companies, is necessary to examine from the point of view of economy and legislation," said Khasyan Zabirov, a senior vice-president of OAO RZD, commenting on the situation, connected with wagon conjunction, arisen in Russian ports.
"Russian ports, which have a lot of stevedore companies on their territory, often turn into a sort of exchange, at which export cargoes are being sold," said the senior vice-president of OAO RZD. "It leads to the fact that traders, waiting for favourable prices, are not interested in speeding up the goods turnover. They slow the delivered cargoes auction down and reduce unloading in the port."
A lot of stevedore, forwarding, and other companies complicates efficient usage of port storage capacity. When transporting cargo to the consignee, who has no vacant storage capacities, unloading of wagons in the port can be stopped, though there are empty warehouses of other consignees. At the same time, the port, which has contracts with the railway, cannot influence the mentioned above transport market players to use storage territories of the port efficiently.
"In many ports cargo is handled directly from rail cars to vessels without using warehouse capacities, that minimize the expenses on loading-unloading. As a result, OAO RZD's wagons are used as free wheeled warehouses," notices Khasyan Zyabirov. "This situation could satisfy OAO RZD only if the port pays an additional duty for car-hours of idling."
This situation is aggravated due to the fact that the USSR system of port specialization was destroyed. Now each port is eager to handle only most profitable kinds of cargo, without taking into consideration the necessity of constant changes of technological processes and additional expenses of railway companies.
Sovcomflot And Stena Bulk to Ensure Safe Transportation of Crude Oil through Baltic Sea
Leading Russian and Swedish ship-owners, Sovcomflot and Stena Bulk, have signed a Letter of Intent for the joint development of a new type of supertanker called the "B-MAX", which will bring safety, environmental and economical benefits to the Baltic region.
The aim of the "B-MAX" (Baltic Max) project is to design and build a vessel which combines unprecedented safety levels with a competitive economical freight offering for companies exporting crude oil through the Baltic Sea. The export of Russian crude oil through the Baltic sea has substantially increased since 2001 in the framework of the growing energy dialog between Russia and western counterparties.
In addition to having mandatory double hulls, the "B-MAX" will feature double main engines in two completely separate engine rooms, double rudders and steering gear, two propellers and double control systems similar to those found on commercial aircraft.
The shallow draft of the "B-MAX" will afford it a cargo capacity in the range of 200 - 250,000 metric tonnes - an increase of 60-80% on conventional tonnage operating from the Baltic Sea - thereby enabling a reduction in both the total number of vessels trading from the Baltic and in the cost per barrel moved.
Sergey Frank, President & CEO of Sovcomflot comments; "As Russia's largest shipping company, we are committed to supporting the growth of the Russian energy sector and in this case focusing on Russian oil exports. The "B-MAX" project is aimed at reducing freight cost for our clients whilst increasing safe transportation in the Baltic Sea - we like this equation."
Ulf Ryder, President & CEO of Stena Bulk, comments; "Our objective of providing ever safer tanker transportation is clearly visible in our new-building program. We have a special focus on the traffic in our home waters. Designing a vessel with a superior cargo intake and higher safety specifications is a Stena speciality and we currently have 10 of these "MAX- concept" vessels contracted to leading oil companies. Working jointly with Sovcomflot on the B-MAX is a natural step for us with both companies sharing the same commitment to the Baltic region."
The "B-MAX" will be deigned and tested during 2005. If successful the first production could start by the end of 2006.
Russian Ports: Results of Q1
According to the quarterly report of Association of Commercial Sea Ports, in Q1 of 2005 the throughput of Russian ports increased by 18% (to 89.8 mln. tons) year-on-year. 38.9 mln. tons of bulk cargoes (+12%) and 50.9 mln. tons of liquid cargoes (+23%) was transported via Russian ports. Metal volume increased by 5%, coal - by 10%, crude oil - by 30%.
The throughput of the North-Western ports increased from 28.9 mln. tons in Q1 of 2004 to 37. 9 mln. tons in Q1 of 2005 (+34.1%). Bulk cargo handling was up by 17%, liquid cargo handling of the North-Western basin increased by 51%, including crude oil, which volume was by 62% up.
Southern basin ports handled 35.8 mln. tons (+13%).
Far-Eastern ports" total throughput amounted more than 16 mln. tons (+1%). Bulk cargo handling increase (+0.3 mln. tons) there made up for decrease of oil handling (- 0.3 mln. tons). Metal transportation decreased by 15%, but coal and timber transportation increased by 8%.
The throughput of stevedore companies of the St.-Petersburg port increased significantly. Spetsmornefteport OJSC (Primorsk) handled 13.9 mln.tons, which was by 49% up year-on-year. Other companies, which operate in the St-Petersburg port, increased their throughput by 18%.
Stevedore companies of the Novorossiysk port handled more then 26.6 mln. tons (+17%).
In Q1 of 2005, ports of Russia and neighbouring countries handled 107.3 mln. tons of export-import cargoes (+11%).
Russian ports handled 86.6 mln. tons, which was by 13.7 mln tons (19%) up year-on-year. Bulk cargo handling increased by 13%, liquid cargo handling - by 23%
Russian export cargo handled by the Baltic ports increased by 5% to 14.3 mln. tons. Liquid cargo transportation decreased by 13%, and dry cargo transportation increased by 12%, because of coal handling (+27%).
Ukrainian ports handled 6.4 mln. tons, which was by 2.2 mln.(-26%) tons down year-on-year.
Arctic Navigation Opens in Russian Far East
The Arctic navigation season has opened in the Russian Far East. The Vasily Golovnin vessel of the Far Eastern Sea Shipping Company delivered 6,000 tons of construction materials and equipment to the Chukotka village of Khatyrka for building a secondary school and apartment houses.
The vessel will make three trips to Chukotka before the end of June and deliver freight to Anadyr, Egvekinot and the port of Providenia.
All in all, 12 vessels of the Far Eastern Sea Shipping Company will take part in the 150-day navigation.
300,000 tons of coal will be shipped to northern areas of the Russian Far East from the Vostochny port before September. This year's Arctic navigation began nearly 1.5 months ahead of time.
The navigation season has also begun in the Amur River. Over 80 passenger vessels and freighters are ready to work. Contracts have been signed for the delivery of cargo to northern areas and timber exports to China and other countries. The freighters will supply construction materials, equipment and instruments to De-Kastri, where the Far Eastern largest terminal is being built for the transshipment of Sakhalin crude oil to sea tankers.
Passenger traffic caused 30 million ruble losses last year, but the shipping company will not close long-range and commuter routes.
Fuel suppliers to northern areas have been chosen in the Irkutsk region. The Osetrovskaya Shipping Company will deliver 55,000 tons of coal, and Naftasib-Irkutsk will carry over 2,000 tons of diesel fuel, gasoline and aviation kerosene.
It is planned to bring 158,000 tons of oil and 41,000 tons of petroleum products to the Bodaibo, Katanga, Kirensk and Mamsko-Chuisky districts of the Irkutsk region. The regional budget has assigned 509 million rubles for the deliveries.
The navigation season has also opened on the Volga-Baltic route. Two vessels departed on Tuesday, one for Vytegra and the other to Cherepovets.
All in all, about 100 dry cargo vessels, oil tankers and other ships are engaged in the passenger and cargo traffic on the route that connects the Gulf of Finland and the Volga River. The Astana tanker flying the flag of Kazakhstan and built in Vyborg has passed through the Neva, Ladoga and Svir and is about to enter the Onega Lake. The lake is still covered with ice, so the Kapitan Plakhin ice-breaker will lead the Astana through it.
The ice is also thick, up to 40 centimeters, in the White Sea.
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Unity goes first
The EU basis has given unified controlling and legislative standards to all the members. The EU agreement took an effect after conclusion of "Maastricht Treaty" on November 1, 1993 ratified by 12 members for that moment. Then starting from 1994 Finland, Sweden and Austria joined the EU and in May 2004 ten member more appeared. Thus, at the present moment the EU comprises 25 states.
Initially the EU was formed by such organizations as "European Coal and Steel Community" established by "Treaty of Paris " (1951), "European Economic Community" established by "Treaty of Rome" (1957) and "European Atomic Energy Union". Altogether with "Treaty on European Union" cooperation of the EU members spreaded widely over the areas of joint foreign policy and safety policy as well as cooperation within law and internal economic problems. The EU doesn't have juridical person status but all the three above-mentoned communities have.
"Treaty of Rome" developers considering the investment level demanded by transportation complex worked out unified rules for transport policy that can be found in the "White Papers" - document of the EU Commission.
Unified control principles accomplishment has already brought its fruitful results. The paramount phenomena for transport market participants was significant consumer prices decrease in combination with services quality improvement and range of transportation services expanding. One more achievement is working out of the most up-to-date ways for European transport systems universalization. It is highly important to create surrounding that would give opportunities to the weaker states to cope with private problems on the interstate level.
Firstly, it concerns the problem of uneven transport system development in some countries of the EU. And this in its turn creates such problems as some directions and regions being overloaded that arises also due to different modes of transport misbalanced functioning. For example, cargo transportation via the EU routes is traditionally developed better than railway transportation. At the same time TransEuropean transport net suffers constant overload. By the way, in this respect "The White Papers" envisages formation of the railway net that would perform cargo transportation only.
Today experts say the European transport infrastructure capacities are poor. But already existing ones function inefficiently. In first turn that concerns railways as was said before. The problem is more than a half of structural expenditures on the transport objects due to the EU member countries' requests are directed to motor complex development that of priority position. Although, a question arises: at which level the problem of cargo volumes distribution between all the modes of transport should be solved - either at the level of large-scaled EU arrangements or at the level of national transport authorities considering the fact that the EU interference can break this or that country balanced home policy.
In opinion of the European Commission session participants (Geotheborg, 2001) it is not possible to found a new infrastructure and give access to the markets to all the country members at once. Thus, the idea of the EU transport policy lies in the fact that TransEuropean net participants will be supported by their home countries, they will be developed and renewed at the expense of step-by-step restructurization of the sectors mostly needed processes of this sort (i.g. railways) within the framework of long-term national reformation programmes. In other words, each country should take its own reforms course considering its opportunities despite the interstate unity.
Pros and Contras
The idea of joining the EU for the Baltic countries that have transport sector as a budget forming component became extraordinary important. To join the EU home legislation and national transport policy should be harmonized with the EU laws that are over national ones. But what is the right way to sort out the problem of unification not breaking traditionally working transport links with Russia, which transit cargo volumes make up the basis for all the three Baltic countries cargo flow?
On one hand, the EU is able to offer transit Baltic states additional funds to be invested, on the other hand tariff level in Europe is higher of that working for the Baltic state which can influence competition advantages of Estonian, Latvian and Lithuanian transporters.
Initially, most part of the sector participants was optimistic about the EU joining referring to great number of current problems as the ones appearing due to the RF Government protectionist policy in respect of railway tariff regulation. The point is since the first stage of railway transportation tariffs unification in 2001 the great part of the Russian transit cargo flow has been re-routed. That was a direct consequence of the unification that envisaged rates decrease for transportation towards the ports of Russia while functioning rates keeping for transportation towards land border check-points (and this very way was typical for the most part of the Russian transit following to the ports of Baltic region and to the world market afterwards) As a result the Baltic terminals lost great part of cargo volumes.
At the same time the problem of enclave-position held by the Kaliningrad region is still important. Within "2Љ" project (agreement concluded by the RF and Lithuania) it was supposed to create mutually beneficial cooperation of the two countries and even Russian transit cargo flow distribution among the ports of Kaliningrad and Klaipeda. According to the agreement Lithuania had no right to increase transit tariffs for the Russian cargo and Russia had to take care to stimulate transportation towards the biggest port of Lithuania. Despite the fact that Lithuania followed concluded agreements the Russian side behaved carelessly that resulted in the port of Kaliningrad having been overloaded and the port of Klaipeda suffered cargo volumes losses. Moreover traffic congestion occurred at reaches to the Russian port made Lithuanian railway functioning difficult. Thus, joining the EU could help the Baltic states solve the problems with Russia at the intergovernmental level.
Opinions Separate
Since it has been just one year of the Baltic countries joining the EU it is too early to give any principal evaluations if it was a perspective deed. Moreover opinions of the intermediate process participants are different (both the Baltic region transporters and their Russian partners)
Firstly, it concerns alterations happening in the customs and tax legislation that resulted in a part of the clients have left the market for other countries. Secondly, the most obvious problems nowadays have much to do with food and refrigerated cargo. Traditional schemes of these cargo flows have changed due to introducing of new demands by vet and quarantine bodies of the EU and neighbouring countries. And the process of adaptation to the new rules as well as getting new licenses takes long. Moreover since August 2004 phytosanitory controlled cargo transit via Estonia has been banned by the RF Ministry of Agriculture, that according to the Estonian transporters can be explained by nothing but some misunderstanding within foreign policy of the states. At the same time part of market players see positive effect of the EU joining. According to Stanislav Kozelas, Ad Rem JSC CEO, the integration influenced positively in respect of competition growth, demolishing border barriers and logistics schemes changes due to the EU expanding. "We've recorded great increase this year", he says. - That was thanks to the fact that after Lithuania's joining the EU we've managed to compensate dropped profit for customs mediators, warehouses and export/import terminal services and also because we were ready to offer our clients new services." Peteris Iesalnieks, chairman of the Board of Liepajas Osta LM says, "It seems to me for the period passed since our joining the EU we couldn't estimate all the advantages and disadvantages yet. For some things it works better now in other cases it made some procedures more complicated. For example cargo documents filling in became more difficult, their safety and movement control got tougher. Since our company had had all the needed certificates for stable functioning before the EU joining it didn't change our activities greatly. Although, it is worth saying our EU partners feel safer in dealing with us now"
And at last, as the most positive tendency resulted in the Baltic states integration into the EU can be regarded expanded opportunities on transport infrastructure development financing by the Union funds.
Independent on Policy
Baltic transport market players get more expressive when speaking of additional Russian transit cargo attraction. No positive improvements of the EU lobbiyst support can be found yet. Although, the RF Government decision on transportation tariffs increase since 2005 towards the national ports by 12% under keeping present-day rates towards the land border check-points can help getting some part of the Russian transit back to the Baltic ports. But no impressive results yet have been achieved in this area also. It may work so due to the inappropriate indexation level - To our great sorrows, Peteris Iesalnieks says, we have no Russian transit cargo at our terminal at all though we count on future improvement. Now our major partners are from the CIS countries-they are Belarus and Ukraine enterprises. Cargo nomenclature is wide- ferrous metals, timber and food. Speaking of the Russian transit once again I would like to mention: we haven't seen any changes yet. If before tariff difference for transportation via the Russian ports and land border check-point made two times then now it amounts to 1,8. At the same time we realize pretty well some Russian cargo owners would like to work with our company but it isn't economically efficient to them.
Toivo Ninnas, "Refetra" JSC Board Chairman speaks: "Russian railways policy within tariff formation has always been one of the most important issue for us. Despite 12% increase for domestic railway tariffs in the RF since January, 2005 we still can't compete for many cargo nomeclature points due to the difference in transportation cost. That is why we are waiting for Russia's joining the WTO impatiently as after this tariff rates may become dependent on transportation distance but not other reasons that cause double standards are still working.
Aloizas Kuzmarskis, "Bega" stevedoring company of Klaipeda CEO says: " In the total turnover of our company the Russian transit share was little in 2004. I think after the railway tariffs alternation since 2005 our company altogether with Lithuanian railways could provide our Russian partners with high efficiency and respectable rolling stock throughput. We've made good contacts with manufactures from Tolyatti, Novomoskovsk, Cherepovets and Perm. We handle liquid complex fertilizers and other chemical cargo of Russian producers. While information exchange and paying visits to each other we discuss out potential opportunities for cooperation. RZD tariffs potential changes give hope to making our cooperation more perspective. After Lithuania's joining the EU we are able to offer Russian manufactures to set up their distribution warehouses at us thus pushing their production closer to their customers. In case of urgent necessity cargo can stay in the customs area. To expand such opportunities our company started utilizing 15 hectares of reserve territory where instead of no use old building new terminals and warehouses will be constructed. The port of Tallinn administration approaches the RF Government decision differently as they see it in not so optimistically way underlining that such a step "no doubts lowers risk of probable transportation volume drop though it isn't worthwhile to count on just political tendencies" In this respect the port carries on work on transportation volumes growth and making them stable pointing out the best recommendations ever are reliability, constant development and services high quality that Estonian port workers can offer to their customers.
Tatyana Tokareva
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Unity goes first
The EU basis has given unified controlling and legislative standards to all the members. The EU agreement took an effect after conclusion of "Maastricht Treaty" on November 1, 1993 ratified by 12 members for that moment. Then starting from 1994 Finland, Sweden and Austria joined the EU and in May 2004 ten member more appeared. Thus, at the present moment the EU comprises 25 states.
Initially the EU was formed by such organizations as "European Coal and Steel Community" established by "Treaty of Paris " (1951), "European Economic Community" established by "Treaty of Rome" (1957) and "European Atomic Energy Union". Altogether with "Treaty on European Union" cooperation of the EU members spreaded widely over the areas of joint foreign policy and safety policy as well as cooperation within law and internal economic problems. The EU doesn't have juridical person status but all the three above-mentoned communities have.
"Treaty of Rome" developers considering the investment level demanded by transportation complex worked out unified rules for transport policy that can be found in the "White Papers" - document of the EU Commission.
Unified control principles accomplishment has already brought its fruitful results. The paramount phenomena for transport market participants was significant consumer prices decrease in combination with services quality improvement and range of transportation services expanding. One more achievement is working out of the most up-to-date ways for European transport systems universalization. It is highly important to create surrounding that would give opportunities to the weaker states to cope with private problems on the interstate level.
Firstly, it concerns the problem of uneven transport system development in some countries of the EU. And this in its turn creates such problems as some directions and regions being overloaded that arises also due to different modes of transport misbalanced functioning. For example, cargo transportation via the EU routes is traditionally developed better than railway transportation. At the same time TransEuropean transport net suffers constant overload. By the way, in this respect "The White Papers" envisages formation of the railway net that would perform cargo transportation only.
Today experts say the European transport infrastructure capacities are poor. But already existing ones function inefficiently. In first turn that concerns railways as was said before. The problem is more than a half of structural expenditures on the transport objects due to the EU member countries' requests are directed to motor complex development that of priority position. Although, a question arises: at which level the problem of cargo volumes distribution between all the modes of transport should be solved - either at the level of large-scaled EU arrangements or at the level of national transport authorities considering the fact that the EU interference can break this or that country balanced home policy.
In opinion of the European Commission session participants (Geotheborg, 2001) it is not possible to found a new infrastructure and give access to the markets to all the country members at once. Thus, the idea of the EU transport policy lies in the fact that TransEuropean net participants will be supported by their home countries, they will be developed and renewed at the expense of step-by-step restructurization of the sectors mostly needed processes of this sort (i.g. railways) within the framework of long-term national reformation programmes. In other words, each country should take its own reforms course considering its opportunities despite the interstate unity.
Pros and Contras
The idea of joining the EU for the Baltic countries that have transport sector as a budget forming component became extraordinary important. To join the EU home legislation and national transport policy should be harmonized with the EU laws that are over national ones. But what is the right way to sort out the problem of unification not breaking traditionally working transport links with Russia, which transit cargo volumes make up the basis for all the three Baltic countries cargo flow?
On one hand, the EU is able to offer transit Baltic states additional funds to be invested, on the other hand tariff level in Europe is higher of that working for the Baltic state which can influence competition advantages of Estonian, Latvian and Lithuanian transporters.
Initially, most part of the sector participants was optimistic about the EU joining referring to great number of current problems as the ones appearing due to the RF Government protectionist policy in respect of railway tariff regulation. The point is since the first stage of railway transportation tariffs unification in 2001 the great part of the Russian transit cargo flow has been re-routed. That was a direct consequence of the unification that envisaged rates decrease for transportation towards the ports of Russia while functioning rates keeping for transportation towards land border check-points (and this very way was typical for the most part of the Russian transit following to the ports of Baltic region and to the world market afterwards) As a result the Baltic terminals lost great part of cargo volumes.
At the same time the problem of enclave-position held by the Kaliningrad region is still important. Within "2Љ" project (agreement concluded by the RF and Lithuania) it was supposed to create mutually beneficial cooperation of the two countries and even Russian transit cargo flow distribution among the ports of Kaliningrad and Klaipeda. According to the agreement Lithuania had no right to increase transit tariffs for the Russian cargo and Russia had to take care to stimulate transportation towards the biggest port of Lithuania. Despite the fact that Lithuania followed concluded agreements the Russian side behaved carelessly that resulted in the port of Kaliningrad having been overloaded and the port of Klaipeda suffered cargo volumes losses. Moreover traffic congestion occurred at reaches to the Russian port made Lithuanian railway functioning difficult. Thus, joining the EU could help the Baltic states solve the problems with Russia at the intergovernmental level.
Opinions Separate
Since it has been just one year of the Baltic countries joining the EU it is too early to give any principal evaluations if it was a perspective deed. Moreover opinions of the intermediate process participants are different (both the Baltic region transporters and their Russian partners)
Firstly, it concerns alterations happening in the customs and tax legislation that resulted in a part of the clients have left the market for other countries. Secondly, the most obvious problems nowadays have much to do with food and refrigerated cargo. Traditional schemes of these cargo flows have changed due to introducing of new demands by vet and quarantine bodies of the EU and neighbouring countries. And the process of adaptation to the new rules as well as getting new licenses takes long. Moreover since August 2004 phytosanitory controlled cargo transit via Estonia has been banned by the RF Ministry of Agriculture, that according to the Estonian transporters can be explained by nothing but some misunderstanding within foreign policy of the states. At the same time part of market players see positive effect of the EU joining. According to Stanislav Kozelas, Ad Rem JSC CEO, the integration influenced positively in respect of competition growth, demolishing border barriers and logistics schemes changes due to the EU expanding. "We've recorded great increase this year", he says. - That was thanks to the fact that after Lithuania's joining the EU we've managed to compensate dropped profit for customs mediators, warehouses and export/import terminal services and also because we were ready to offer our clients new services." Peteris Iesalnieks, chairman of the Board of Liepajas Osta LM says, "It seems to me for the period passed since our joining the EU we couldn't estimate all the advantages and disadvantages yet. For some things it works better now in other cases it made some procedures more complicated. For example cargo documents filling in became more difficult, their safety and movement control got tougher. Since our company had had all the needed certificates for stable functioning before the EU joining it didn't change our activities greatly. Although, it is worth saying our EU partners feel safer in dealing with us now"
And at last, as the most positive tendency resulted in the Baltic states integration into the EU can be regarded expanded opportunities on transport infrastructure development financing by the Union funds.
Independent on Policy
Baltic transport market players get more expressive when speaking of additional Russian transit cargo attraction. No positive improvements of the EU lobbiyst support can be found yet. Although, the RF Government decision on transportation tariffs increase since 2005 towards the national ports by 12% under keeping present-day rates towards the land border check-points can help getting some part of the Russian transit back to the Baltic ports. But no impressive results yet have been achieved in this area also. It may work so due to the inappropriate indexation level - To our great sorrows, Peteris Iesalnieks says, we have no Russian transit cargo at our terminal at all though we count on future improvement. Now our major partners are from the CIS countries-they are Belarus and Ukraine enterprises. Cargo nomenclature is wide- ferrous metals, timber and food. Speaking of the Russian transit once again I would like to mention: we haven't seen any changes yet. If before tariff difference for transportation via the Russian ports and land border check-point made two times then now it amounts to 1,8. At the same time we realize pretty well some Russian cargo owners would like to work with our company but it isn't economically efficient to them.
Toivo Ninnas, "Refetra" JSC Board Chairman speaks: "Russian railways policy within tariff formation has always been one of the most important issue for us. Despite 12% increase for domestic railway tariffs in the RF since January, 2005 we still can't compete for many cargo nomeclature points due to the difference in transportation cost. That is why we are waiting for Russia's joining the WTO impatiently as after this tariff rates may become dependent on transportation distance but not other reasons that cause double standards are still working.
Aloizas Kuzmarskis, "Bega" stevedoring company of Klaipeda CEO says: " In the total turnover of our company the Russian transit share was little in 2004. I think after the railway tariffs alternation since 2005 our company altogether with Lithuanian railways could provide our Russian partners with high efficiency and respectable rolling stock throughput. We've made good contacts with manufactures from Tolyatti, Novomoskovsk, Cherepovets and Perm. We handle liquid complex fertilizers and other chemical cargo of Russian producers. While information exchange and paying visits to each other we discuss out potential opportunities for cooperation. RZD tariffs potential changes give hope to making our cooperation more perspective. After Lithuania's joining the EU we are able to offer Russian manufactures to set up their distribution warehouses at us thus pushing their production closer to their customers. In case of urgent necessity cargo can stay in the customs area. To expand such opportunities our company started utilizing 15 hectares of reserve territory where instead of no use old building new terminals and warehouses will be constructed. The port of Tallinn administration approaches the RF Government decision differently as they see it in not so optimistically way underlining that such a step "no doubts lowers risk of probable transportation volume drop though it isn't worthwhile to count on just political tendencies" In this respect the port carries on work on transportation volumes growth and making them stable pointing out the best recommendations ever are reliability, constant development and services high quality that Estonian port workers can offer to their customers.
Tatyana Tokareva
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[DETAIL_TEXT] =>
Unity goes first
The EU basis has given unified controlling and legislative standards to all the members. The EU agreement took an effect after conclusion of "Maastricht Treaty" on November 1, 1993 ratified by 12 members for that moment. Then starting from 1994 Finland, Sweden and Austria joined the EU and in May 2004 ten member more appeared. Thus, at the present moment the EU comprises 25 states.
Initially the EU was formed by such organizations as "European Coal and Steel Community" established by "Treaty of Paris " (1951), "European Economic Community" established by "Treaty of Rome" (1957) and "European Atomic Energy Union". Altogether with "Treaty on European Union" cooperation of the EU members spreaded widely over the areas of joint foreign policy and safety policy as well as cooperation within law and internal economic problems. The EU doesn't have juridical person status but all the three above-mentoned communities have.
"Treaty of Rome" developers considering the investment level demanded by transportation complex worked out unified rules for transport policy that can be found in the "White Papers" - document of the EU Commission.
Unified control principles accomplishment has already brought its fruitful results. The paramount phenomena for transport market participants was significant consumer prices decrease in combination with services quality improvement and range of transportation services expanding. One more achievement is working out of the most up-to-date ways for European transport systems universalization. It is highly important to create surrounding that would give opportunities to the weaker states to cope with private problems on the interstate level.
Firstly, it concerns the problem of uneven transport system development in some countries of the EU. And this in its turn creates such problems as some directions and regions being overloaded that arises also due to different modes of transport misbalanced functioning. For example, cargo transportation via the EU routes is traditionally developed better than railway transportation. At the same time TransEuropean transport net suffers constant overload. By the way, in this respect "The White Papers" envisages formation of the railway net that would perform cargo transportation only.
Today experts say the European transport infrastructure capacities are poor. But already existing ones function inefficiently. In first turn that concerns railways as was said before. The problem is more than a half of structural expenditures on the transport objects due to the EU member countries' requests are directed to motor complex development that of priority position. Although, a question arises: at which level the problem of cargo volumes distribution between all the modes of transport should be solved - either at the level of large-scaled EU arrangements or at the level of national transport authorities considering the fact that the EU interference can break this or that country balanced home policy.
In opinion of the European Commission session participants (Geotheborg, 2001) it is not possible to found a new infrastructure and give access to the markets to all the country members at once. Thus, the idea of the EU transport policy lies in the fact that TransEuropean net participants will be supported by their home countries, they will be developed and renewed at the expense of step-by-step restructurization of the sectors mostly needed processes of this sort (i.g. railways) within the framework of long-term national reformation programmes. In other words, each country should take its own reforms course considering its opportunities despite the interstate unity.
Pros and Contras
The idea of joining the EU for the Baltic countries that have transport sector as a budget forming component became extraordinary important. To join the EU home legislation and national transport policy should be harmonized with the EU laws that are over national ones. But what is the right way to sort out the problem of unification not breaking traditionally working transport links with Russia, which transit cargo volumes make up the basis for all the three Baltic countries cargo flow?
On one hand, the EU is able to offer transit Baltic states additional funds to be invested, on the other hand tariff level in Europe is higher of that working for the Baltic state which can influence competition advantages of Estonian, Latvian and Lithuanian transporters.
Initially, most part of the sector participants was optimistic about the EU joining referring to great number of current problems as the ones appearing due to the RF Government protectionist policy in respect of railway tariff regulation. The point is since the first stage of railway transportation tariffs unification in 2001 the great part of the Russian transit cargo flow has been re-routed. That was a direct consequence of the unification that envisaged rates decrease for transportation towards the ports of Russia while functioning rates keeping for transportation towards land border check-points (and this very way was typical for the most part of the Russian transit following to the ports of Baltic region and to the world market afterwards) As a result the Baltic terminals lost great part of cargo volumes.
At the same time the problem of enclave-position held by the Kaliningrad region is still important. Within "2Љ" project (agreement concluded by the RF and Lithuania) it was supposed to create mutually beneficial cooperation of the two countries and even Russian transit cargo flow distribution among the ports of Kaliningrad and Klaipeda. According to the agreement Lithuania had no right to increase transit tariffs for the Russian cargo and Russia had to take care to stimulate transportation towards the biggest port of Lithuania. Despite the fact that Lithuania followed concluded agreements the Russian side behaved carelessly that resulted in the port of Kaliningrad having been overloaded and the port of Klaipeda suffered cargo volumes losses. Moreover traffic congestion occurred at reaches to the Russian port made Lithuanian railway functioning difficult. Thus, joining the EU could help the Baltic states solve the problems with Russia at the intergovernmental level.
Opinions Separate
Since it has been just one year of the Baltic countries joining the EU it is too early to give any principal evaluations if it was a perspective deed. Moreover opinions of the intermediate process participants are different (both the Baltic region transporters and their Russian partners)
Firstly, it concerns alterations happening in the customs and tax legislation that resulted in a part of the clients have left the market for other countries. Secondly, the most obvious problems nowadays have much to do with food and refrigerated cargo. Traditional schemes of these cargo flows have changed due to introducing of new demands by vet and quarantine bodies of the EU and neighbouring countries. And the process of adaptation to the new rules as well as getting new licenses takes long. Moreover since August 2004 phytosanitory controlled cargo transit via Estonia has been banned by the RF Ministry of Agriculture, that according to the Estonian transporters can be explained by nothing but some misunderstanding within foreign policy of the states. At the same time part of market players see positive effect of the EU joining. According to Stanislav Kozelas, Ad Rem JSC CEO, the integration influenced positively in respect of competition growth, demolishing border barriers and logistics schemes changes due to the EU expanding. "We've recorded great increase this year", he says. - That was thanks to the fact that after Lithuania's joining the EU we've managed to compensate dropped profit for customs mediators, warehouses and export/import terminal services and also because we were ready to offer our clients new services." Peteris Iesalnieks, chairman of the Board of Liepajas Osta LM says, "It seems to me for the period passed since our joining the EU we couldn't estimate all the advantages and disadvantages yet. For some things it works better now in other cases it made some procedures more complicated. For example cargo documents filling in became more difficult, their safety and movement control got tougher. Since our company had had all the needed certificates for stable functioning before the EU joining it didn't change our activities greatly. Although, it is worth saying our EU partners feel safer in dealing with us now"
And at last, as the most positive tendency resulted in the Baltic states integration into the EU can be regarded expanded opportunities on transport infrastructure development financing by the Union funds.
Independent on Policy
Baltic transport market players get more expressive when speaking of additional Russian transit cargo attraction. No positive improvements of the EU lobbiyst support can be found yet. Although, the RF Government decision on transportation tariffs increase since 2005 towards the national ports by 12% under keeping present-day rates towards the land border check-points can help getting some part of the Russian transit back to the Baltic ports. But no impressive results yet have been achieved in this area also. It may work so due to the inappropriate indexation level - To our great sorrows, Peteris Iesalnieks says, we have no Russian transit cargo at our terminal at all though we count on future improvement. Now our major partners are from the CIS countries-they are Belarus and Ukraine enterprises. Cargo nomenclature is wide- ferrous metals, timber and food. Speaking of the Russian transit once again I would like to mention: we haven't seen any changes yet. If before tariff difference for transportation via the Russian ports and land border check-point made two times then now it amounts to 1,8. At the same time we realize pretty well some Russian cargo owners would like to work with our company but it isn't economically efficient to them.
Toivo Ninnas, "Refetra" JSC Board Chairman speaks: "Russian railways policy within tariff formation has always been one of the most important issue for us. Despite 12% increase for domestic railway tariffs in the RF since January, 2005 we still can't compete for many cargo nomeclature points due to the difference in transportation cost. That is why we are waiting for Russia's joining the WTO impatiently as after this tariff rates may become dependent on transportation distance but not other reasons that cause double standards are still working.
Aloizas Kuzmarskis, "Bega" stevedoring company of Klaipeda CEO says: " In the total turnover of our company the Russian transit share was little in 2004. I think after the railway tariffs alternation since 2005 our company altogether with Lithuanian railways could provide our Russian partners with high efficiency and respectable rolling stock throughput. We've made good contacts with manufactures from Tolyatti, Novomoskovsk, Cherepovets and Perm. We handle liquid complex fertilizers and other chemical cargo of Russian producers. While information exchange and paying visits to each other we discuss out potential opportunities for cooperation. RZD tariffs potential changes give hope to making our cooperation more perspective. After Lithuania's joining the EU we are able to offer Russian manufactures to set up their distribution warehouses at us thus pushing their production closer to their customers. In case of urgent necessity cargo can stay in the customs area. To expand such opportunities our company started utilizing 15 hectares of reserve territory where instead of no use old building new terminals and warehouses will be constructed. The port of Tallinn administration approaches the RF Government decision differently as they see it in not so optimistically way underlining that such a step "no doubts lowers risk of probable transportation volume drop though it isn't worthwhile to count on just political tendencies" In this respect the port carries on work on transportation volumes growth and making them stable pointing out the best recommendations ever are reliability, constant development and services high quality that Estonian port workers can offer to their customers.
Tatyana Tokareva
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Unity goes first
The EU basis has given unified controlling and legislative standards to all the members. The EU agreement took an effect after conclusion of "Maastricht Treaty" on November 1, 1993 ratified by 12 members for that moment. Then starting from 1994 Finland, Sweden and Austria joined the EU and in May 2004 ten member more appeared. Thus, at the present moment the EU comprises 25 states.
Initially the EU was formed by such organizations as "European Coal and Steel Community" established by "Treaty of Paris " (1951), "European Economic Community" established by "Treaty of Rome" (1957) and "European Atomic Energy Union". Altogether with "Treaty on European Union" cooperation of the EU members spreaded widely over the areas of joint foreign policy and safety policy as well as cooperation within law and internal economic problems. The EU doesn't have juridical person status but all the three above-mentoned communities have.
"Treaty of Rome" developers considering the investment level demanded by transportation complex worked out unified rules for transport policy that can be found in the "White Papers" - document of the EU Commission.
Unified control principles accomplishment has already brought its fruitful results. The paramount phenomena for transport market participants was significant consumer prices decrease in combination with services quality improvement and range of transportation services expanding. One more achievement is working out of the most up-to-date ways for European transport systems universalization. It is highly important to create surrounding that would give opportunities to the weaker states to cope with private problems on the interstate level.
Firstly, it concerns the problem of uneven transport system development in some countries of the EU. And this in its turn creates such problems as some directions and regions being overloaded that arises also due to different modes of transport misbalanced functioning. For example, cargo transportation via the EU routes is traditionally developed better than railway transportation. At the same time TransEuropean transport net suffers constant overload. By the way, in this respect "The White Papers" envisages formation of the railway net that would perform cargo transportation only.
Today experts say the European transport infrastructure capacities are poor. But already existing ones function inefficiently. In first turn that concerns railways as was said before. The problem is more than a half of structural expenditures on the transport objects due to the EU member countries' requests are directed to motor complex development that of priority position. Although, a question arises: at which level the problem of cargo volumes distribution between all the modes of transport should be solved - either at the level of large-scaled EU arrangements or at the level of national transport authorities considering the fact that the EU interference can break this or that country balanced home policy.
In opinion of the European Commission session participants (Geotheborg, 2001) it is not possible to found a new infrastructure and give access to the markets to all the country members at once. Thus, the idea of the EU transport policy lies in the fact that TransEuropean net participants will be supported by their home countries, they will be developed and renewed at the expense of step-by-step restructurization of the sectors mostly needed processes of this sort (i.g. railways) within the framework of long-term national reformation programmes. In other words, each country should take its own reforms course considering its opportunities despite the interstate unity.
Pros and Contras
The idea of joining the EU for the Baltic countries that have transport sector as a budget forming component became extraordinary important. To join the EU home legislation and national transport policy should be harmonized with the EU laws that are over national ones. But what is the right way to sort out the problem of unification not breaking traditionally working transport links with Russia, which transit cargo volumes make up the basis for all the three Baltic countries cargo flow?
On one hand, the EU is able to offer transit Baltic states additional funds to be invested, on the other hand tariff level in Europe is higher of that working for the Baltic state which can influence competition advantages of Estonian, Latvian and Lithuanian transporters.
Initially, most part of the sector participants was optimistic about the EU joining referring to great number of current problems as the ones appearing due to the RF Government protectionist policy in respect of railway tariff regulation. The point is since the first stage of railway transportation tariffs unification in 2001 the great part of the Russian transit cargo flow has been re-routed. That was a direct consequence of the unification that envisaged rates decrease for transportation towards the ports of Russia while functioning rates keeping for transportation towards land border check-points (and this very way was typical for the most part of the Russian transit following to the ports of Baltic region and to the world market afterwards) As a result the Baltic terminals lost great part of cargo volumes.
At the same time the problem of enclave-position held by the Kaliningrad region is still important. Within "2Љ" project (agreement concluded by the RF and Lithuania) it was supposed to create mutually beneficial cooperation of the two countries and even Russian transit cargo flow distribution among the ports of Kaliningrad and Klaipeda. According to the agreement Lithuania had no right to increase transit tariffs for the Russian cargo and Russia had to take care to stimulate transportation towards the biggest port of Lithuania. Despite the fact that Lithuania followed concluded agreements the Russian side behaved carelessly that resulted in the port of Kaliningrad having been overloaded and the port of Klaipeda suffered cargo volumes losses. Moreover traffic congestion occurred at reaches to the Russian port made Lithuanian railway functioning difficult. Thus, joining the EU could help the Baltic states solve the problems with Russia at the intergovernmental level.
Opinions Separate
Since it has been just one year of the Baltic countries joining the EU it is too early to give any principal evaluations if it was a perspective deed. Moreover opinions of the intermediate process participants are different (both the Baltic region transporters and their Russian partners)
Firstly, it concerns alterations happening in the customs and tax legislation that resulted in a part of the clients have left the market for other countries. Secondly, the most obvious problems nowadays have much to do with food and refrigerated cargo. Traditional schemes of these cargo flows have changed due to introducing of new demands by vet and quarantine bodies of the EU and neighbouring countries. And the process of adaptation to the new rules as well as getting new licenses takes long. Moreover since August 2004 phytosanitory controlled cargo transit via Estonia has been banned by the RF Ministry of Agriculture, that according to the Estonian transporters can be explained by nothing but some misunderstanding within foreign policy of the states. At the same time part of market players see positive effect of the EU joining. According to Stanislav Kozelas, Ad Rem JSC CEO, the integration influenced positively in respect of competition growth, demolishing border barriers and logistics schemes changes due to the EU expanding. "We've recorded great increase this year", he says. - That was thanks to the fact that after Lithuania's joining the EU we've managed to compensate dropped profit for customs mediators, warehouses and export/import terminal services and also because we were ready to offer our clients new services." Peteris Iesalnieks, chairman of the Board of Liepajas Osta LM says, "It seems to me for the period passed since our joining the EU we couldn't estimate all the advantages and disadvantages yet. For some things it works better now in other cases it made some procedures more complicated. For example cargo documents filling in became more difficult, their safety and movement control got tougher. Since our company had had all the needed certificates for stable functioning before the EU joining it didn't change our activities greatly. Although, it is worth saying our EU partners feel safer in dealing with us now"
And at last, as the most positive tendency resulted in the Baltic states integration into the EU can be regarded expanded opportunities on transport infrastructure development financing by the Union funds.
Independent on Policy
Baltic transport market players get more expressive when speaking of additional Russian transit cargo attraction. No positive improvements of the EU lobbiyst support can be found yet. Although, the RF Government decision on transportation tariffs increase since 2005 towards the national ports by 12% under keeping present-day rates towards the land border check-points can help getting some part of the Russian transit back to the Baltic ports. But no impressive results yet have been achieved in this area also. It may work so due to the inappropriate indexation level - To our great sorrows, Peteris Iesalnieks says, we have no Russian transit cargo at our terminal at all though we count on future improvement. Now our major partners are from the CIS countries-they are Belarus and Ukraine enterprises. Cargo nomenclature is wide- ferrous metals, timber and food. Speaking of the Russian transit once again I would like to mention: we haven't seen any changes yet. If before tariff difference for transportation via the Russian ports and land border check-point made two times then now it amounts to 1,8. At the same time we realize pretty well some Russian cargo owners would like to work with our company but it isn't economically efficient to them.
Toivo Ninnas, "Refetra" JSC Board Chairman speaks: "Russian railways policy within tariff formation has always been one of the most important issue for us. Despite 12% increase for domestic railway tariffs in the RF since January, 2005 we still can't compete for many cargo nomeclature points due to the difference in transportation cost. That is why we are waiting for Russia's joining the WTO impatiently as after this tariff rates may become dependent on transportation distance but not other reasons that cause double standards are still working.
Aloizas Kuzmarskis, "Bega" stevedoring company of Klaipeda CEO says: " In the total turnover of our company the Russian transit share was little in 2004. I think after the railway tariffs alternation since 2005 our company altogether with Lithuanian railways could provide our Russian partners with high efficiency and respectable rolling stock throughput. We've made good contacts with manufactures from Tolyatti, Novomoskovsk, Cherepovets and Perm. We handle liquid complex fertilizers and other chemical cargo of Russian producers. While information exchange and paying visits to each other we discuss out potential opportunities for cooperation. RZD tariffs potential changes give hope to making our cooperation more perspective. After Lithuania's joining the EU we are able to offer Russian manufactures to set up their distribution warehouses at us thus pushing their production closer to their customers. In case of urgent necessity cargo can stay in the customs area. To expand such opportunities our company started utilizing 15 hectares of reserve territory where instead of no use old building new terminals and warehouses will be constructed. The port of Tallinn administration approaches the RF Government decision differently as they see it in not so optimistically way underlining that such a step "no doubts lowers risk of probable transportation volume drop though it isn't worthwhile to count on just political tendencies" In this respect the port carries on work on transportation volumes growth and making them stable pointing out the best recommendations ever are reliability, constant development and services high quality that Estonian port workers can offer to their customers.
Tatyana Tokareva
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[SECTION_META_TITLE] => Joining EU: Pro and Contra
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[SECTION_META_DESCRIPTION] => One year has passed since ten more countries joined the EU that made the European Confederation establishment closer. Among new members of the community are our neighbours-the Baltic countries who are strategic partners of Russia from transport relations aspect point of view. <BR>
[ELEMENT_META_TITLE] => Joining EU: Pro and Contra
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[NAME] => Financial Locomotive For Russian Railways
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[DETAIL_TEXT] =>
Stability and Dynamics
All the country's railways, most railway transportation enterprises and their partners - forwarding companies, largest transportation engineering and metallurgic companies - are among the clients of TransCreditBank. Nowadays TransCreditBank is broadening the range of its activities in order to offer its services to other types of transportation companies, the Bank works with some foreign-trade establishments, power-engineering enterprises and a great number of other economic sectors" companies.
TransCreditBank regional network includes 20 branches and 4 subsidiary banks, whose central and local offices operate in 69 cities and towns of the Russian Federation from its western to eastern borders. Sophisticated branch infrastructure development and modern communication links application enables to provide for regional payments being carried out on-line. TransCreditBank comes forward with high-quality service up to the international standards, keeps on improving its technological equipment, risk-management, geography and quality of service performance.
The Bank showed high rate of business growth. By the results of 2004 in accordance with the ISRS TransCreditBank and its subsidiary banks" consolidated assets grew by 28% and amounted to RUR 41 billion, with the profit worth RUR 350 m, which means 25% growth. On the grounds of assets and profit amount TransCreditBank joined the thirty largest banks of Russia.
The Bank has been performing accounting and auditing services in accordance with the international standards of financial accounts since 1999. TransCreditBank has acquired two international rating - ‚ 3/Np/E+ from Moody's Investors Service and ‚-/Stable/‘ from Standard&Poor's, as well as the national scale rating A1 (rus) from Moody's Interfax agency.
In addition to that, offering its services not only to the companies themselves - the Bank's corporate clients - but also to their staff members, the Bank has become a well-known participant of the Russian retail banking service market. At the moment TransCreditBank deals with over half a million private clients. At the end of 2004 TransCreditBank and all its subsidiaries were admitted into the deposit insurance system, the Bank showed considerable rate growth of private citizens" deposits. Compared to the previous year they put up by 180% and exceeded RUR 3.5 billion. There are projects being carried out, that involve company staff salary paid via the bank cards and consumer crediting. By the consumer credits volume rate growth the Bank is among the leaders as well. According to last year results consumer credits amounted to RUR 500 million.
International Partnership
The Bank's authority considers project crediting of transport sector development to be its priority guideline. The Russian railways main reserves are characterized as worn to a great extent. Their renovation is to be performed following the plan stated by the federal program "The Russian transport system modernization (2002-2010)", which TransCreditBank is an active contributor.
The Bank attracts intermediate-term and long-term purpose loans from foreign banks on a security of export crediting agencies (ECA) within 7-8 years. The export crediting agency Euler Hermes (Germany), EGAP (Czech Republic) and ExImbank (USA) have found themselves among the Bank's regular partners in the recent years. The Bank together with its partners has created and now is operating the financing schemes of major goods and high-priced equipment purchases within the federal export supporting programs. For instance, such a scheme applied, metal work equipment delivery for OAO Uralvagonzavod worth about EUR16 m was financed on Czech export bank credit accounts against EGAP security within 6 years. The analogous scheme applied, TransCreditBank fulfilled financing of the wheel pair equipment purchase worth $ 10.4 m for Zapadno-Sibirskaya (West-Siberian) railway on J.P. Morgan Chase Bank credit accounts against ExImbank security within 6.5 years.
TransCreditBank carries out its clients" export-import operations financing as well on the accounts of the credit limits stated by the foreign banks. At the present moment the total volume of trade financing credit flows to TransCreditBank from the foreign banks has exceeded $300 m.
However, TransCreditBank clients" investment demands are not necessarily connected with some imported delivery. That is the reason the Bank aims at attracting financial resources whose application is not firmly restricted. This decision has resulted in attracting syndicated loans from foreign banks. At the beginning of this year the bank was given a syndicated credit worth $50 m by the pool of 16 banks with Raiffeisen Zentralbank Osterreich AG as the syndicate head.
Plans and Prospects
TransCreditBank is going to keep on developing its partnership with foreign banks and international finance organizations.
In 2005 one of the world leading investing banks is to organize new investment for TransCreditBank as the credit-note issue with the floating interest rate. This project aims at financing the delivery and leasing of both Russian and foreign equipment. The profitability of these securities and, correspondently, this funding cost are supposed to appear lower than the Russian issuers" eurobonds profitability of the analogous term and credit quality.
Apart from that, TransCreditBank together with its foreign partners is planning to issue the derivatives worth $ 200 m in order to refinance OAO RZD rolling stock leasing program.
TransCreditBank is ready for partnership and offers convenient and profitable patterns of cooperation to its Russian and foreign partners.
[~DETAIL_TEXT] =>
Stability and Dynamics
All the country's railways, most railway transportation enterprises and their partners - forwarding companies, largest transportation engineering and metallurgic companies - are among the clients of TransCreditBank. Nowadays TransCreditBank is broadening the range of its activities in order to offer its services to other types of transportation companies, the Bank works with some foreign-trade establishments, power-engineering enterprises and a great number of other economic sectors" companies.
TransCreditBank regional network includes 20 branches and 4 subsidiary banks, whose central and local offices operate in 69 cities and towns of the Russian Federation from its western to eastern borders. Sophisticated branch infrastructure development and modern communication links application enables to provide for regional payments being carried out on-line. TransCreditBank comes forward with high-quality service up to the international standards, keeps on improving its technological equipment, risk-management, geography and quality of service performance.
The Bank showed high rate of business growth. By the results of 2004 in accordance with the ISRS TransCreditBank and its subsidiary banks" consolidated assets grew by 28% and amounted to RUR 41 billion, with the profit worth RUR 350 m, which means 25% growth. On the grounds of assets and profit amount TransCreditBank joined the thirty largest banks of Russia.
The Bank has been performing accounting and auditing services in accordance with the international standards of financial accounts since 1999. TransCreditBank has acquired two international rating - ‚ 3/Np/E+ from Moody's Investors Service and ‚-/Stable/‘ from Standard&Poor's, as well as the national scale rating A1 (rus) from Moody's Interfax agency.
In addition to that, offering its services not only to the companies themselves - the Bank's corporate clients - but also to their staff members, the Bank has become a well-known participant of the Russian retail banking service market. At the moment TransCreditBank deals with over half a million private clients. At the end of 2004 TransCreditBank and all its subsidiaries were admitted into the deposit insurance system, the Bank showed considerable rate growth of private citizens" deposits. Compared to the previous year they put up by 180% and exceeded RUR 3.5 billion. There are projects being carried out, that involve company staff salary paid via the bank cards and consumer crediting. By the consumer credits volume rate growth the Bank is among the leaders as well. According to last year results consumer credits amounted to RUR 500 million.
International Partnership
The Bank's authority considers project crediting of transport sector development to be its priority guideline. The Russian railways main reserves are characterized as worn to a great extent. Their renovation is to be performed following the plan stated by the federal program "The Russian transport system modernization (2002-2010)", which TransCreditBank is an active contributor.
The Bank attracts intermediate-term and long-term purpose loans from foreign banks on a security of export crediting agencies (ECA) within 7-8 years. The export crediting agency Euler Hermes (Germany), EGAP (Czech Republic) and ExImbank (USA) have found themselves among the Bank's regular partners in the recent years. The Bank together with its partners has created and now is operating the financing schemes of major goods and high-priced equipment purchases within the federal export supporting programs. For instance, such a scheme applied, metal work equipment delivery for OAO Uralvagonzavod worth about EUR16 m was financed on Czech export bank credit accounts against EGAP security within 6 years. The analogous scheme applied, TransCreditBank fulfilled financing of the wheel pair equipment purchase worth $ 10.4 m for Zapadno-Sibirskaya (West-Siberian) railway on J.P. Morgan Chase Bank credit accounts against ExImbank security within 6.5 years.
TransCreditBank carries out its clients" export-import operations financing as well on the accounts of the credit limits stated by the foreign banks. At the present moment the total volume of trade financing credit flows to TransCreditBank from the foreign banks has exceeded $300 m.
However, TransCreditBank clients" investment demands are not necessarily connected with some imported delivery. That is the reason the Bank aims at attracting financial resources whose application is not firmly restricted. This decision has resulted in attracting syndicated loans from foreign banks. At the beginning of this year the bank was given a syndicated credit worth $50 m by the pool of 16 banks with Raiffeisen Zentralbank Osterreich AG as the syndicate head.
Plans and Prospects
TransCreditBank is going to keep on developing its partnership with foreign banks and international finance organizations.
In 2005 one of the world leading investing banks is to organize new investment for TransCreditBank as the credit-note issue with the floating interest rate. This project aims at financing the delivery and leasing of both Russian and foreign equipment. The profitability of these securities and, correspondently, this funding cost are supposed to appear lower than the Russian issuers" eurobonds profitability of the analogous term and credit quality.
Apart from that, TransCreditBank together with its foreign partners is planning to issue the derivatives worth $ 200 m in order to refinance OAO RZD rolling stock leasing program.
TransCreditBank is ready for partnership and offers convenient and profitable patterns of cooperation to its Russian and foreign partners.
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[PREVIEW_TEXT] => TransCreditBank, OAO RZD basic bank, is considered to be the largest bank of Russia that specializes in offering its services to the transportation sector.
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[SECTION_META_TITLE] => Financial Locomotive For Russian Railways
[SECTION_META_KEYWORDS] => financial locomotive for russian railways
[SECTION_META_DESCRIPTION] => TransCreditBank, OAO RZD basic bank, is considered to be the largest bank of Russia that specializes in offering its services to the transportation sector.<BR>
[ELEMENT_META_TITLE] => Financial Locomotive For Russian Railways
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Stability and Dynamics
All the country's railways, most railway transportation enterprises and their partners - forwarding companies, largest transportation engineering and metallurgic companies - are among the clients of TransCreditBank. Nowadays TransCreditBank is broadening the range of its activities in order to offer its services to other types of transportation companies, the Bank works with some foreign-trade establishments, power-engineering enterprises and a great number of other economic sectors" companies.
TransCreditBank regional network includes 20 branches and 4 subsidiary banks, whose central and local offices operate in 69 cities and towns of the Russian Federation from its western to eastern borders. Sophisticated branch infrastructure development and modern communication links application enables to provide for regional payments being carried out on-line. TransCreditBank comes forward with high-quality service up to the international standards, keeps on improving its technological equipment, risk-management, geography and quality of service performance.
The Bank showed high rate of business growth. By the results of 2004 in accordance with the ISRS TransCreditBank and its subsidiary banks" consolidated assets grew by 28% and amounted to RUR 41 billion, with the profit worth RUR 350 m, which means 25% growth. On the grounds of assets and profit amount TransCreditBank joined the thirty largest banks of Russia.
The Bank has been performing accounting and auditing services in accordance with the international standards of financial accounts since 1999. TransCreditBank has acquired two international rating - ‚ 3/Np/E+ from Moody's Investors Service and ‚-/Stable/‘ from Standard&Poor's, as well as the national scale rating A1 (rus) from Moody's Interfax agency.
In addition to that, offering its services not only to the companies themselves - the Bank's corporate clients - but also to their staff members, the Bank has become a well-known participant of the Russian retail banking service market. At the moment TransCreditBank deals with over half a million private clients. At the end of 2004 TransCreditBank and all its subsidiaries were admitted into the deposit insurance system, the Bank showed considerable rate growth of private citizens" deposits. Compared to the previous year they put up by 180% and exceeded RUR 3.5 billion. There are projects being carried out, that involve company staff salary paid via the bank cards and consumer crediting. By the consumer credits volume rate growth the Bank is among the leaders as well. According to last year results consumer credits amounted to RUR 500 million.
International Partnership
The Bank's authority considers project crediting of transport sector development to be its priority guideline. The Russian railways main reserves are characterized as worn to a great extent. Their renovation is to be performed following the plan stated by the federal program "The Russian transport system modernization (2002-2010)", which TransCreditBank is an active contributor.
The Bank attracts intermediate-term and long-term purpose loans from foreign banks on a security of export crediting agencies (ECA) within 7-8 years. The export crediting agency Euler Hermes (Germany), EGAP (Czech Republic) and ExImbank (USA) have found themselves among the Bank's regular partners in the recent years. The Bank together with its partners has created and now is operating the financing schemes of major goods and high-priced equipment purchases within the federal export supporting programs. For instance, such a scheme applied, metal work equipment delivery for OAO Uralvagonzavod worth about EUR16 m was financed on Czech export bank credit accounts against EGAP security within 6 years. The analogous scheme applied, TransCreditBank fulfilled financing of the wheel pair equipment purchase worth $ 10.4 m for Zapadno-Sibirskaya (West-Siberian) railway on J.P. Morgan Chase Bank credit accounts against ExImbank security within 6.5 years.
TransCreditBank carries out its clients" export-import operations financing as well on the accounts of the credit limits stated by the foreign banks. At the present moment the total volume of trade financing credit flows to TransCreditBank from the foreign banks has exceeded $300 m.
However, TransCreditBank clients" investment demands are not necessarily connected with some imported delivery. That is the reason the Bank aims at attracting financial resources whose application is not firmly restricted. This decision has resulted in attracting syndicated loans from foreign banks. At the beginning of this year the bank was given a syndicated credit worth $50 m by the pool of 16 banks with Raiffeisen Zentralbank Osterreich AG as the syndicate head.
Plans and Prospects
TransCreditBank is going to keep on developing its partnership with foreign banks and international finance organizations.
In 2005 one of the world leading investing banks is to organize new investment for TransCreditBank as the credit-note issue with the floating interest rate. This project aims at financing the delivery and leasing of both Russian and foreign equipment. The profitability of these securities and, correspondently, this funding cost are supposed to appear lower than the Russian issuers" eurobonds profitability of the analogous term and credit quality.
Apart from that, TransCreditBank together with its foreign partners is planning to issue the derivatives worth $ 200 m in order to refinance OAO RZD rolling stock leasing program.
TransCreditBank is ready for partnership and offers convenient and profitable patterns of cooperation to its Russian and foreign partners.
[~DETAIL_TEXT] =>
Stability and Dynamics
All the country's railways, most railway transportation enterprises and their partners - forwarding companies, largest transportation engineering and metallurgic companies - are among the clients of TransCreditBank. Nowadays TransCreditBank is broadening the range of its activities in order to offer its services to other types of transportation companies, the Bank works with some foreign-trade establishments, power-engineering enterprises and a great number of other economic sectors" companies.
TransCreditBank regional network includes 20 branches and 4 subsidiary banks, whose central and local offices operate in 69 cities and towns of the Russian Federation from its western to eastern borders. Sophisticated branch infrastructure development and modern communication links application enables to provide for regional payments being carried out on-line. TransCreditBank comes forward with high-quality service up to the international standards, keeps on improving its technological equipment, risk-management, geography and quality of service performance.
The Bank showed high rate of business growth. By the results of 2004 in accordance with the ISRS TransCreditBank and its subsidiary banks" consolidated assets grew by 28% and amounted to RUR 41 billion, with the profit worth RUR 350 m, which means 25% growth. On the grounds of assets and profit amount TransCreditBank joined the thirty largest banks of Russia.
The Bank has been performing accounting and auditing services in accordance with the international standards of financial accounts since 1999. TransCreditBank has acquired two international rating - ‚ 3/Np/E+ from Moody's Investors Service and ‚-/Stable/‘ from Standard&Poor's, as well as the national scale rating A1 (rus) from Moody's Interfax agency.
In addition to that, offering its services not only to the companies themselves - the Bank's corporate clients - but also to their staff members, the Bank has become a well-known participant of the Russian retail banking service market. At the moment TransCreditBank deals with over half a million private clients. At the end of 2004 TransCreditBank and all its subsidiaries were admitted into the deposit insurance system, the Bank showed considerable rate growth of private citizens" deposits. Compared to the previous year they put up by 180% and exceeded RUR 3.5 billion. There are projects being carried out, that involve company staff salary paid via the bank cards and consumer crediting. By the consumer credits volume rate growth the Bank is among the leaders as well. According to last year results consumer credits amounted to RUR 500 million.
International Partnership
The Bank's authority considers project crediting of transport sector development to be its priority guideline. The Russian railways main reserves are characterized as worn to a great extent. Their renovation is to be performed following the plan stated by the federal program "The Russian transport system modernization (2002-2010)", which TransCreditBank is an active contributor.
The Bank attracts intermediate-term and long-term purpose loans from foreign banks on a security of export crediting agencies (ECA) within 7-8 years. The export crediting agency Euler Hermes (Germany), EGAP (Czech Republic) and ExImbank (USA) have found themselves among the Bank's regular partners in the recent years. The Bank together with its partners has created and now is operating the financing schemes of major goods and high-priced equipment purchases within the federal export supporting programs. For instance, such a scheme applied, metal work equipment delivery for OAO Uralvagonzavod worth about EUR16 m was financed on Czech export bank credit accounts against EGAP security within 6 years. The analogous scheme applied, TransCreditBank fulfilled financing of the wheel pair equipment purchase worth $ 10.4 m for Zapadno-Sibirskaya (West-Siberian) railway on J.P. Morgan Chase Bank credit accounts against ExImbank security within 6.5 years.
TransCreditBank carries out its clients" export-import operations financing as well on the accounts of the credit limits stated by the foreign banks. At the present moment the total volume of trade financing credit flows to TransCreditBank from the foreign banks has exceeded $300 m.
However, TransCreditBank clients" investment demands are not necessarily connected with some imported delivery. That is the reason the Bank aims at attracting financial resources whose application is not firmly restricted. This decision has resulted in attracting syndicated loans from foreign banks. At the beginning of this year the bank was given a syndicated credit worth $50 m by the pool of 16 banks with Raiffeisen Zentralbank Osterreich AG as the syndicate head.
Plans and Prospects
TransCreditBank is going to keep on developing its partnership with foreign banks and international finance organizations.
In 2005 one of the world leading investing banks is to organize new investment for TransCreditBank as the credit-note issue with the floating interest rate. This project aims at financing the delivery and leasing of both Russian and foreign equipment. The profitability of these securities and, correspondently, this funding cost are supposed to appear lower than the Russian issuers" eurobonds profitability of the analogous term and credit quality.
Apart from that, TransCreditBank together with its foreign partners is planning to issue the derivatives worth $ 200 m in order to refinance OAO RZD rolling stock leasing program.
TransCreditBank is ready for partnership and offers convenient and profitable patterns of cooperation to its Russian and foreign partners.
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[DETAIL_TEXT] =>
No Legislation - No Money
Today Russian transport infrastructure badly needs developing. Wear and tear averages out at 55-65% and keeps growing. Since 1990 rolling stock has not been renovated and transport infrastructure is both worn and out-of-date. The situation results in slow destroying of the transport complex in some regions, especially in Siberia and Far East. That is why transport consistent is so considerable, amounting to 15-20%.
According to the RF Transport Minister Igor Levitin, no less than RUR 600 bln is to be invested into transport sector, while, for instance, in 2005 the budget allots only RUR 500 bln.
Thus, at the sessions of the Transport Ministry in December of 2004 and March of 2005 Igor Levitin voiced the idea of the public-private partnership development. Though today for this institution development bills "On concession", "On seaports of the RF", "On paid highways" and some other should be amended.
It is worth noting, that in order to attract private investment into regions some local authorities have started creating favourible conditions. For example, in the Leningrad Oblast was amended the bill "On investment activity in the Leningrad Oblast" aimed at equal position for investors creation. Particularly the bill envisages immunity from taxation for the investment payback period and 2 years after that. The legislative base creation resulted in rapidly growing investment volume: in 2003 only USD 470 mln was invested into transport infrastructure, in 2004 the volume reached USD 770 mln, and in 2005 the index at not less than USD 940 mln is expected.
In the Krasnoyarsk kray in order to support private investment into the region bills "On the state's support of investment activity" (investors get investment and tax credits by profit tax deferral depending on investment volume) and "On organizations" property tax" (preferential property taxation for investors). Thanks to the local administration policy aimed at small and medium business support and investment attractiveness improvement. Investment volume in 2004 averaged RUR 45 bln, while in 2005 the index is expected to reach RUR 61 bln.
Successful Cooperation
The scheme of the state and business cooperation has not been developed yet, while there are several cases of such partnership, which prove transport sector investment attractiveness.
The Federal state port controlling body "Rosmorport" raise investment funds for construction and reconstruction of hydraulic engineering objects owned by the state, and for dredging. In this case investment is paid back by the profit increase from the objects functioning.
Another cases of public-private partnership are construction of the Baltic bulk terminal in Saint-Petersburg, the oil port Primorsk and oil terminal in Vysotsk.
For construction of the commercial sea port Ust-Luga OAO "Ust-Luga" was launched with 27.3% share stock belonging to the State property committee on behalf of the Leningrad Oblast, the rest - to private companies.
The RF Ministry of Transport experts suppose that for development of public-private partnership conditions rent period for infrastructure objects should be increased. Also, extra profit could be got implementing paid access for some infrastructure utilizing.
Railway transport today is one of the most perspective sectors for public and private partnership. A precedent of such partnership is Yamal railway company established by OAO RZD, Administration of the Yamal and Nenetsky region and OAO "Sevtjumentransput". The company was launched for construction of the rail sectors Korotchayevo - Novy Urengoy - Nadym and Novy Urengoy - Yamburg. Within 2 years of operating the company has turned into the leader of freight and passenger transportation in the Yamal and Nenetsky region. According to the company's experts evaluation, in 2005 in the region railway is to carry 19 mln tones, river transport - 2 mln tones, sea one - 1 mln tones and road haulers - 0.5 mln tones. Thus, railways take some 85%, wherein OAO Yamal Railway Company constitutes 17% or 3.8 mln tones.
The business community play active role in airport sector. The Ministry of Transport has approved the list of airports, which are to be turned into hubs and these projects require private investment.
Another sphere for public-private partnership is paid roads, but for its development the bill "On paid roads" is to be amended and the scheme of paid roads functioning on the terms of concession should be worked out. The most significant such a project is construction of a new highway Moscow - Saint-Petersburg - Helsinki. The 650 km long road will considerably increase transport capacity of the international transport corridor "North-South" and the sea port of Saint-Petersburg.
Concession: Long Way to Russia
One of the key schemes of private investment attracting is concession, though the bill "On concession agreements" has not been amended yet. The first parliamentary reading was as early as in 1996, the second one was expected on April 22, 2005, but was put off until May 11.
The draft bill "On concession agreements" envisages handing over state-owned objects which can not be privatized to private companies. The concession agreement could be concluded for up to 99 years and only for objects fully owned by the state. Though decision for some strategically important objects handing over under the concession terms is made by the RF President.
The business community is awaiting the bill amending. As we were informed by the department of the infrastructure development and investment, proposals from both Russian and foreign investors have already been made. For instance, potential investors are interested in the project of construction and further concession of rail approaches to mineral fields in the region of the Baykal-Amur railway; and in the construction of the high-speed railway Moscow - Saint-Petersburg.
We should also add that according to some experts corruption could prevent concessions from developing as has already happened in some other countries.
[~DETAIL_TEXT] =>
No Legislation - No Money
Today Russian transport infrastructure badly needs developing. Wear and tear averages out at 55-65% and keeps growing. Since 1990 rolling stock has not been renovated and transport infrastructure is both worn and out-of-date. The situation results in slow destroying of the transport complex in some regions, especially in Siberia and Far East. That is why transport consistent is so considerable, amounting to 15-20%.
According to the RF Transport Minister Igor Levitin, no less than RUR 600 bln is to be invested into transport sector, while, for instance, in 2005 the budget allots only RUR 500 bln.
Thus, at the sessions of the Transport Ministry in December of 2004 and March of 2005 Igor Levitin voiced the idea of the public-private partnership development. Though today for this institution development bills "On concession", "On seaports of the RF", "On paid highways" and some other should be amended.
It is worth noting, that in order to attract private investment into regions some local authorities have started creating favourible conditions. For example, in the Leningrad Oblast was amended the bill "On investment activity in the Leningrad Oblast" aimed at equal position for investors creation. Particularly the bill envisages immunity from taxation for the investment payback period and 2 years after that. The legislative base creation resulted in rapidly growing investment volume: in 2003 only USD 470 mln was invested into transport infrastructure, in 2004 the volume reached USD 770 mln, and in 2005 the index at not less than USD 940 mln is expected.
In the Krasnoyarsk kray in order to support private investment into the region bills "On the state's support of investment activity" (investors get investment and tax credits by profit tax deferral depending on investment volume) and "On organizations" property tax" (preferential property taxation for investors). Thanks to the local administration policy aimed at small and medium business support and investment attractiveness improvement. Investment volume in 2004 averaged RUR 45 bln, while in 2005 the index is expected to reach RUR 61 bln.
Successful Cooperation
The scheme of the state and business cooperation has not been developed yet, while there are several cases of such partnership, which prove transport sector investment attractiveness.
The Federal state port controlling body "Rosmorport" raise investment funds for construction and reconstruction of hydraulic engineering objects owned by the state, and for dredging. In this case investment is paid back by the profit increase from the objects functioning.
Another cases of public-private partnership are construction of the Baltic bulk terminal in Saint-Petersburg, the oil port Primorsk and oil terminal in Vysotsk.
For construction of the commercial sea port Ust-Luga OAO "Ust-Luga" was launched with 27.3% share stock belonging to the State property committee on behalf of the Leningrad Oblast, the rest - to private companies.
The RF Ministry of Transport experts suppose that for development of public-private partnership conditions rent period for infrastructure objects should be increased. Also, extra profit could be got implementing paid access for some infrastructure utilizing.
Railway transport today is one of the most perspective sectors for public and private partnership. A precedent of such partnership is Yamal railway company established by OAO RZD, Administration of the Yamal and Nenetsky region and OAO "Sevtjumentransput". The company was launched for construction of the rail sectors Korotchayevo - Novy Urengoy - Nadym and Novy Urengoy - Yamburg. Within 2 years of operating the company has turned into the leader of freight and passenger transportation in the Yamal and Nenetsky region. According to the company's experts evaluation, in 2005 in the region railway is to carry 19 mln tones, river transport - 2 mln tones, sea one - 1 mln tones and road haulers - 0.5 mln tones. Thus, railways take some 85%, wherein OAO Yamal Railway Company constitutes 17% or 3.8 mln tones.
The business community play active role in airport sector. The Ministry of Transport has approved the list of airports, which are to be turned into hubs and these projects require private investment.
Another sphere for public-private partnership is paid roads, but for its development the bill "On paid roads" is to be amended and the scheme of paid roads functioning on the terms of concession should be worked out. The most significant such a project is construction of a new highway Moscow - Saint-Petersburg - Helsinki. The 650 km long road will considerably increase transport capacity of the international transport corridor "North-South" and the sea port of Saint-Petersburg.
Concession: Long Way to Russia
One of the key schemes of private investment attracting is concession, though the bill "On concession agreements" has not been amended yet. The first parliamentary reading was as early as in 1996, the second one was expected on April 22, 2005, but was put off until May 11.
The draft bill "On concession agreements" envisages handing over state-owned objects which can not be privatized to private companies. The concession agreement could be concluded for up to 99 years and only for objects fully owned by the state. Though decision for some strategically important objects handing over under the concession terms is made by the RF President.
The business community is awaiting the bill amending. As we were informed by the department of the infrastructure development and investment, proposals from both Russian and foreign investors have already been made. For instance, potential investors are interested in the project of construction and further concession of rail approaches to mineral fields in the region of the Baykal-Amur railway; and in the construction of the high-speed railway Moscow - Saint-Petersburg.
We should also add that according to some experts corruption could prevent concessions from developing as has already happened in some other countries.
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No Legislation - No Money
Today Russian transport infrastructure badly needs developing. Wear and tear averages out at 55-65% and keeps growing. Since 1990 rolling stock has not been renovated and transport infrastructure is both worn and out-of-date. The situation results in slow destroying of the transport complex in some regions, especially in Siberia and Far East. That is why transport consistent is so considerable, amounting to 15-20%.
According to the RF Transport Minister Igor Levitin, no less than RUR 600 bln is to be invested into transport sector, while, for instance, in 2005 the budget allots only RUR 500 bln.
Thus, at the sessions of the Transport Ministry in December of 2004 and March of 2005 Igor Levitin voiced the idea of the public-private partnership development. Though today for this institution development bills "On concession", "On seaports of the RF", "On paid highways" and some other should be amended.
It is worth noting, that in order to attract private investment into regions some local authorities have started creating favourible conditions. For example, in the Leningrad Oblast was amended the bill "On investment activity in the Leningrad Oblast" aimed at equal position for investors creation. Particularly the bill envisages immunity from taxation for the investment payback period and 2 years after that. The legislative base creation resulted in rapidly growing investment volume: in 2003 only USD 470 mln was invested into transport infrastructure, in 2004 the volume reached USD 770 mln, and in 2005 the index at not less than USD 940 mln is expected.
In the Krasnoyarsk kray in order to support private investment into the region bills "On the state's support of investment activity" (investors get investment and tax credits by profit tax deferral depending on investment volume) and "On organizations" property tax" (preferential property taxation for investors). Thanks to the local administration policy aimed at small and medium business support and investment attractiveness improvement. Investment volume in 2004 averaged RUR 45 bln, while in 2005 the index is expected to reach RUR 61 bln.
Successful Cooperation
The scheme of the state and business cooperation has not been developed yet, while there are several cases of such partnership, which prove transport sector investment attractiveness.
The Federal state port controlling body "Rosmorport" raise investment funds for construction and reconstruction of hydraulic engineering objects owned by the state, and for dredging. In this case investment is paid back by the profit increase from the objects functioning.
Another cases of public-private partnership are construction of the Baltic bulk terminal in Saint-Petersburg, the oil port Primorsk and oil terminal in Vysotsk.
For construction of the commercial sea port Ust-Luga OAO "Ust-Luga" was launched with 27.3% share stock belonging to the State property committee on behalf of the Leningrad Oblast, the rest - to private companies.
The RF Ministry of Transport experts suppose that for development of public-private partnership conditions rent period for infrastructure objects should be increased. Also, extra profit could be got implementing paid access for some infrastructure utilizing.
Railway transport today is one of the most perspective sectors for public and private partnership. A precedent of such partnership is Yamal railway company established by OAO RZD, Administration of the Yamal and Nenetsky region and OAO "Sevtjumentransput". The company was launched for construction of the rail sectors Korotchayevo - Novy Urengoy - Nadym and Novy Urengoy - Yamburg. Within 2 years of operating the company has turned into the leader of freight and passenger transportation in the Yamal and Nenetsky region. According to the company's experts evaluation, in 2005 in the region railway is to carry 19 mln tones, river transport - 2 mln tones, sea one - 1 mln tones and road haulers - 0.5 mln tones. Thus, railways take some 85%, wherein OAO Yamal Railway Company constitutes 17% or 3.8 mln tones.
The business community play active role in airport sector. The Ministry of Transport has approved the list of airports, which are to be turned into hubs and these projects require private investment.
Another sphere for public-private partnership is paid roads, but for its development the bill "On paid roads" is to be amended and the scheme of paid roads functioning on the terms of concession should be worked out. The most significant such a project is construction of a new highway Moscow - Saint-Petersburg - Helsinki. The 650 km long road will considerably increase transport capacity of the international transport corridor "North-South" and the sea port of Saint-Petersburg.
Concession: Long Way to Russia
One of the key schemes of private investment attracting is concession, though the bill "On concession agreements" has not been amended yet. The first parliamentary reading was as early as in 1996, the second one was expected on April 22, 2005, but was put off until May 11.
The draft bill "On concession agreements" envisages handing over state-owned objects which can not be privatized to private companies. The concession agreement could be concluded for up to 99 years and only for objects fully owned by the state. Though decision for some strategically important objects handing over under the concession terms is made by the RF President.
The business community is awaiting the bill amending. As we were informed by the department of the infrastructure development and investment, proposals from both Russian and foreign investors have already been made. For instance, potential investors are interested in the project of construction and further concession of rail approaches to mineral fields in the region of the Baykal-Amur railway; and in the construction of the high-speed railway Moscow - Saint-Petersburg.
We should also add that according to some experts corruption could prevent concessions from developing as has already happened in some other countries.
[~DETAIL_TEXT] =>
No Legislation - No Money
Today Russian transport infrastructure badly needs developing. Wear and tear averages out at 55-65% and keeps growing. Since 1990 rolling stock has not been renovated and transport infrastructure is both worn and out-of-date. The situation results in slow destroying of the transport complex in some regions, especially in Siberia and Far East. That is why transport consistent is so considerable, amounting to 15-20%.
According to the RF Transport Minister Igor Levitin, no less than RUR 600 bln is to be invested into transport sector, while, for instance, in 2005 the budget allots only RUR 500 bln.
Thus, at the sessions of the Transport Ministry in December of 2004 and March of 2005 Igor Levitin voiced the idea of the public-private partnership development. Though today for this institution development bills "On concession", "On seaports of the RF", "On paid highways" and some other should be amended.
It is worth noting, that in order to attract private investment into regions some local authorities have started creating favourible conditions. For example, in the Leningrad Oblast was amended the bill "On investment activity in the Leningrad Oblast" aimed at equal position for investors creation. Particularly the bill envisages immunity from taxation for the investment payback period and 2 years after that. The legislative base creation resulted in rapidly growing investment volume: in 2003 only USD 470 mln was invested into transport infrastructure, in 2004 the volume reached USD 770 mln, and in 2005 the index at not less than USD 940 mln is expected.
In the Krasnoyarsk kray in order to support private investment into the region bills "On the state's support of investment activity" (investors get investment and tax credits by profit tax deferral depending on investment volume) and "On organizations" property tax" (preferential property taxation for investors). Thanks to the local administration policy aimed at small and medium business support and investment attractiveness improvement. Investment volume in 2004 averaged RUR 45 bln, while in 2005 the index is expected to reach RUR 61 bln.
Successful Cooperation
The scheme of the state and business cooperation has not been developed yet, while there are several cases of such partnership, which prove transport sector investment attractiveness.
The Federal state port controlling body "Rosmorport" raise investment funds for construction and reconstruction of hydraulic engineering objects owned by the state, and for dredging. In this case investment is paid back by the profit increase from the objects functioning.
Another cases of public-private partnership are construction of the Baltic bulk terminal in Saint-Petersburg, the oil port Primorsk and oil terminal in Vysotsk.
For construction of the commercial sea port Ust-Luga OAO "Ust-Luga" was launched with 27.3% share stock belonging to the State property committee on behalf of the Leningrad Oblast, the rest - to private companies.
The RF Ministry of Transport experts suppose that for development of public-private partnership conditions rent period for infrastructure objects should be increased. Also, extra profit could be got implementing paid access for some infrastructure utilizing.
Railway transport today is one of the most perspective sectors for public and private partnership. A precedent of such partnership is Yamal railway company established by OAO RZD, Administration of the Yamal and Nenetsky region and OAO "Sevtjumentransput". The company was launched for construction of the rail sectors Korotchayevo - Novy Urengoy - Nadym and Novy Urengoy - Yamburg. Within 2 years of operating the company has turned into the leader of freight and passenger transportation in the Yamal and Nenetsky region. According to the company's experts evaluation, in 2005 in the region railway is to carry 19 mln tones, river transport - 2 mln tones, sea one - 1 mln tones and road haulers - 0.5 mln tones. Thus, railways take some 85%, wherein OAO Yamal Railway Company constitutes 17% or 3.8 mln tones.
The business community play active role in airport sector. The Ministry of Transport has approved the list of airports, which are to be turned into hubs and these projects require private investment.
Another sphere for public-private partnership is paid roads, but for its development the bill "On paid roads" is to be amended and the scheme of paid roads functioning on the terms of concession should be worked out. The most significant such a project is construction of a new highway Moscow - Saint-Petersburg - Helsinki. The 650 km long road will considerably increase transport capacity of the international transport corridor "North-South" and the sea port of Saint-Petersburg.
Concession: Long Way to Russia
One of the key schemes of private investment attracting is concession, though the bill "On concession agreements" has not been amended yet. The first parliamentary reading was as early as in 1996, the second one was expected on April 22, 2005, but was put off until May 11.
The draft bill "On concession agreements" envisages handing over state-owned objects which can not be privatized to private companies. The concession agreement could be concluded for up to 99 years and only for objects fully owned by the state. Though decision for some strategically important objects handing over under the concession terms is made by the RF President.
The business community is awaiting the bill amending. As we were informed by the department of the infrastructure development and investment, proposals from both Russian and foreign investors have already been made. For instance, potential investors are interested in the project of construction and further concession of rail approaches to mineral fields in the region of the Baykal-Amur railway; and in the construction of the high-speed railway Moscow - Saint-Petersburg.
We should also add that according to some experts corruption could prevent concessions from developing as has already happened in some other countries.
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[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Автор фото
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[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Выпуск
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[PROPERTY_VALUE_ID] => 107870:93
[DESCRIPTION] =>
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[~DESCRIPTION] =>
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[FILTRABLE] => N
[IS_REQUIRED] => N
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[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => ID поста блога для комментариев
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[VALUE] =>
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[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
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[NAME] => Количество комментариев
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[SEARCHABLE] => N
[FILTRABLE] => N
[IS_REQUIRED] => N
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[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Количество комментариев
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[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[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
[~DEFAULT_VALUE] =>
[VALUE_ENUM] =>
[VALUE_XML_ID] =>
[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] =>
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
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[NAME] => Открытый доступ
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[FILE_TYPE] =>
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[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Открытый доступ
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[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
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)
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[SEARCHABLE] => N
[FILTRABLE] => N
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[VERSION] => 2
[USER_TYPE] =>
[USER_TYPE_SETTINGS] =>
[HINT] =>
[~NAME] => Прикрепленный PDF
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[VALUE_SORT] =>
[VALUE] =>
[PROPERTY_VALUE_ID] => 107870:324
[DESCRIPTION] =>
[~DESCRIPTION] =>
[~VALUE] =>
)
)
[DISPLAY_PROPERTIES] => Array
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)
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[SECTION_META_TITLE] => Public-Private Partnership: to Be or not to Be
[SECTION_META_KEYWORDS] => public-private partnership: to be or not to be
[SECTION_META_DESCRIPTION] => The term "public-private partnership" appeared in Russia lately, when the state managed to accept that can not fully maintain and develop infrastructure. Evidently insufficient infrastructure development could prevent the country's economy from developing that is why the state decided to invite the business community.<BR>
[ELEMENT_META_TITLE] => Public-Private Partnership: to Be or not to Be
[ELEMENT_META_KEYWORDS] => public-private partnership: to be or not to be
[ELEMENT_META_DESCRIPTION] => The term "public-private partnership" appeared in Russia lately, when the state managed to accept that can not fully maintain and develop infrastructure. Evidently insufficient infrastructure development could prevent the country's economy from developing that is why the state decided to invite the business community.<BR>
[SECTION_PICTURE_FILE_ALT] => Public-Private Partnership: to Be or not to Be
[SECTION_PICTURE_FILE_TITLE] => Public-Private Partnership: to Be or not to Be
[SECTION_DETAIL_PICTURE_FILE_ALT] => Public-Private Partnership: to Be or not to Be
[SECTION_DETAIL_PICTURE_FILE_TITLE] => Public-Private Partnership: to Be or not to Be
[ELEMENT_PREVIEW_PICTURE_FILE_ALT] => Public-Private Partnership: to Be or not to Be
[ELEMENT_PREVIEW_PICTURE_FILE_TITLE] => Public-Private Partnership: to Be or not to Be
[ELEMENT_DETAIL_PICTURE_FILE_ALT] => Public-Private Partnership: to Be or not to Be
[ELEMENT_DETAIL_PICTURE_FILE_TITLE] => Public-Private Partnership: to Be or not to Be
)
)
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